In this video review, we test the all-new 2023 Suzuki GSX-8S, a middleweight naked sportbike powered by a 776cc 4-stroke DOHC parallel-Twin that’s also found in the V-Strom 800DE. Priced at just $8,849 in the U.S., the GSX-8S delivers style, performance, sophistication, and versatility in an affordable package.
We traveled to France for the global press launch of the Suzuki GSX-8S, where we tested the bike on city streets and on mountain roads in the Maritime Alps. Watch the video for our impressions, and check out our detailed First Ride Review.
I’m the kind of shopper who likes to have it all in one package if I can. I love a bike that excels in its category, but for the day-to-day, you can’t beat a motorcycle that ticks all the boxes without feeling like any of those boxes are being compromised. The new Suzuki GSX-8S middleweight streetfighter comes pretty darn close to checking all the right boxes for me. It’s a harmonic blend of power, price, stability, comfort, and fun.
At the Suzuki GSX-8S press launch in Antibes, France, I got to test this new model out on both the city streets and the mountainous, curvy roads through the Maritime Alps. Before getting into my review of the 8S, I’d like to give southern France two enthusiastic thumbs up. It was the perfect location for a first ride of the 8S and provided a full day of exquisite roads and sights. Don’t even get me started on the seafood.
The GSX-8S is a new model for Suzuki, with an all-new 776cc 4-stroke DOHC parallel-Twin engine and a new chassis. The engine can also be found in the V-Strom 800DE, which is also new for 2023.
Suzuki says the new engine performs similarly to the V-Twin in the SV650 models but provides more power for riders looking for a little more excitement. It features Suzuki’s patented Cross Balancer system, which allows the engine to be slimmer and more compact while reducing vibrations. Bore and stroke are 84mm and 70mm. The new engine makes a claimed 82 hp peaking at 8,500 rpm and a claimed 57.5 lb-ft of torque at 6,800 rpm.
Starting out from the hotel in Antibes and navigating the busy city streets on our way toward the mountains, what I noticed almost immediately was how much grunt was available at low revs. Power delivery was immediate and became very smooth once I switched into the gentler “B” ride mode. I could put this bike in 2nd gear and roll through the stop-and-go, then give it a twist when the traffic opened up, all without really needing to change gears. That low-to-mid range torque, coupled with the smooth throttle response, made this bike stress-free to ride through the city streets.
Once we were out of the city and picking up speed, I noticed that the engine didn’t have the same get-up-and-go at higher rpms. However, that initial pull after bumping up a gear was pure pleasure, and it made passing slower-moving traffic a breeze.
Along with the new engine, the 8S also features a new chassis with a compact design. It has a steel frame, an aluminum swingarm, a 3.7-gal. fuel tank, and a wide, tapered aluminum handlebar. The KYB inverted fork and monoshock KYB rear suspension both have 5.1 inches of travel, and the shock is preload-adjustable with a tool.
The seat was comfortable and provided plenty of room to move around, and it was slim enough that a light hug with my knees kept me securely in place. The wide handlebar offered plenty of leverage, and the upright seating position kept me comfortable for a whole day of riding without feeling fatigued at the end of the day.
The 31.9-inch seat height of the 8S was a stretch for my 5-foot-1-inch frame. I could graze the pavement with the tips of my toes when the bike was completely upright, but I needed to lean it over to get enough contact between pavement and boot to support myself when stopped.
This leads me to one of my favorite aspects of the 8S: its balance. Even when rolling through very slow traffic, I rarely needed to put a foot down at all, and when I did, the bike’s weight is carried low enough that it was easy to hold up at a lean. Its curb weight of 445 lb was manageable in both slow riding in the city and out on the twisty mountain roads.
The 8S comes equipped with ABS brakes, and stopping power comes from dual Nissin radial-mounted 4-piston calipers and floating rotors in the front and a 1-piston caliper and a single disc in the rear. I never braked hard enough to engage the ABS during our test ride, but it was nice to know it was there if I needed it.
If I could make one change to the 8S, it would be the tires. The Dunlop RoadSport 2 radial tires on the 8S were alright but not awe-inspiring by any means. I didn’t feel much feedback from the tires, making it unclear to me if I still had enough grip for greater lean angles or not. For everyday commuting, the RoadSports are fine, but if you want to experience all what the 8S has to offer, a grippier set of tires might provide more confidence.
“We did not aim for the highest powered or lightest weight motorcycle,” said the 8S’ chief designer during the technical presentation the night before our test ride. “We aimed to satisfy all riders.” The other designers and engineers present also drove home the point that they listened to customers’ needs and requests when building the 8S to create an all-around motorcycle that satisfies a wide range of riders.
They demonstrated that desire to please all riders during our test ride as well. Any time we stopped for a coffee break or lunch, the Suzuki designers and engineers were eager to listen to our feedback and ask questions about our first impressions. Several of them came to me directly, saying they were interested in the perspective of a younger, smaller woman. I appreciated that level of dedication to their product and the desire to continue to improve and meet riders’ needs.
To that end, the GSX-8S includes a full suite of rider aids as standard. Along with ABS, it comes with a 5-inch TFT display with day/night modes, an up/down quickshifter, three ride modes, and four traction-control settings.
I enjoyed the layout of the TFT display. It was easy to see, and it showed all the information I needed without making any of it difficult to find. Another consideration that made the bike user-friendly is how easy it is to switch ride modes and the TC levels and that both modes are always visible on the display. The ride mode switch on the left side of the handlebar has obvious buttons and a simple design.
The three ride modes really did contribute to a different style of riding. The throttle response in Ride Mode A was a bit too aggressive for me, especially in town. Ride Mode B smoothed out that jumpiness without compromising the low-rpm torque that I enjoyed so much. I didn’t spend much time in Ride Mode C because B hit the spot so well for me.
I had the traction control set to level 3 for most of the ride. Perhaps with grippier tires, I would’ve felt more confident with less TC, but since I was in a new environment, on a new bike, and with less experience than the other journalists along for the ride, I appreciated the extra help.
With my preferred settings dialed in, even on a new bike on alpine roads that were much tighter and steeper than what I’m used to back home in Tennessee, I really started to enjoy the 8S and the beautiful scenery and roads. The 8S offered enough to keep things exciting for the more experienced riders, but it was also tamable for someone like me who couldn’t push the bike to its limits in the same way.
One for All
Suzuki wanted the 8S to be a well-rounded bike that pleases both experienced and beginner riders. If I were a couple inches taller, I’d agree completely. Riding taller bikes is something I’m still trying to get comfortable with, and a tall seat height is a factor that can add some intimidation and apprehension for shorter riders.
Suzuki offers a range of useful and stylish accessories for the 8S, such as soft side cases, a flyscreen, cowls for the passenger seat and lower engine, billet brake and clutch levers, lever guards, frame sliders, fuel tank protectors, and a USB socket, but it missed an opportunity to make the 8S more accessible by not offering a lower seat. Aside from having a longer reach to the pavement than I’d like, the 8S’s balance, maneuverability, and fun factor truly do make it an approachable ride.
After a full day of riding the 8S through the city and the mountains of Southern France, I have a couple of pieces of advice to impart: 1) If you’re looking for a bike that is greater than the sum of its parts and performs well for a wide range of situations and riding levels, the new Suzuki GSX-8S should be one of the bikes on your list. 2) If you find yourself in Antibes with an empty belly, you’re doing something wrong.
We review the all-new 2023 Suzuki V-Strom 800DE, an off-road-ready middleweight adventure bike that slots in between the V-Strom 650 and V-Strom 1050. Until the 800 came along, V-Stroms have had V-Twin engines (hence the “V-” in the name, but Suzuki now says it stands for “Versatile).
The V-Strom 800DE is powered by a new 776cc parallel-Twin that makes a claimed 83 hp at 8,500 rpm and 57.5 lb-ft of torque at 6,800 rpm. The same engine is also found in the new 2023 Suzuki GSX-8S naked bike.
It also features a 21-inch front wheel, spoked wheels (tubes are required), 8.7 inches of front/rear suspension travel, and 8.75 inches of ground clearance. The Suzuki Intelligent Ride System includes the Suzuki Drive Mode Selector with three throttle maps, traction control with three on-road settings and a “G” (gravel) off-road setting, ABS with multiple modes (it can also be turned off at the rear), and a quickshifter.
We traveled to Sardinia, Italy, for two days of on-road and off-road testing. Watch the video to see the V-Strom 800DE in action and get our impressions. You can also read our First Ride Review.
Walking into a dealership as a shorter rider, or as someone who just wants a smaller ride, can feel a little limiting. You stroll by impressive and imposing machines that you might admire but don’t want to fight with as your main bike. You might find one or two models off in the back that are a comfortable fit, but you’re disappointed that there aren’t any more options to choose from. Luckily, options for smaller motorcycles are growing, and we’ve compiled those options into two Best Motorcycles for Smaller Riders list.
In our first Best Motorcycles for Smaller Riders post, we focused on bikes with seat heights under 30 inches. That seat height limit meant almost all the models on that list were cruisers, and while we certainly enjoy cruisin’, we like a little variety too. With this second Best Motorcycles for Smaller Riders post, we’re excited to include some sportbikes, minimotos, and an ADV. And while the seat heights may be taller than on the first list, many of the models on this list weigh and cost less than the shorter-seated cruisers.
This list consists of motorcycles with a seat height between 30.0 and 30.9 inches. When possible, we’ve included a link to our test ride review, so you can get a sense of how each bike performs in action. We’ve also included the 2022/23 model year’s U.S. base MSRP (as of publication), claimed wet weight, and seat height. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.
The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list.
Suzuki has announced it is rounding out the 2023 lineup with the return of the GSX-S750Z ABS, GSX-S750Z, and GSX250R ABS. Suzuki says the bikes feature “proven designs and advanced technology, making each ideal for riders of all skill levels looking for some excitement in style.”
2023 Suzuki GSX-S750Z and GSX-S750Z ABS
For the 2GSX-S750Z naked sportbike line, Suzuki has made a slight bump in the names and color choices. The 2023 GSX-S750Z is essentially the 2022 GSX-S750, which will no longer be available as a 2023 model. And the former branding of the GSX-S750Z, which represented the inclusion of ABS will now be the GSX-S750Z ABS.
Both the GSX-S750Z and the GSX-S750Z ABS feature a fuel-injected, DOHC 749cc four-cylinder engine using GSX-R architecture. The bikes have the Easy Start system; Low RPM Assist, which adjusts the engine speed when you’re starting out and at low speeds to prevent it from stalling; and the Suzuki Dual Throttle Valve (SDTV) system, which reportedly contributes to better throttle response and torque at the low- to mid-rpm range. Suzuki’s Advanced Traction Control has four modes (1, 2, 3, or OFF) that the rider can adjust at rest or on the fly via a handlebar-mounted control.
When we tested the 2018 Suzuki GSX-750, our reviewer said the bike “fires up easily with a single button push, and with plenty of power on tap once the engine speed passes about 5,000 rpm, the light bike takes off like a bottle rocket, yet it’s still easy to ride at lower engine speeds.”
Suzuki says the GSX-S750Z chassis combines “the best qualities of a tubular girder streetbike frame and a twin-spar sportbike frame, providing precise handling.” The bikes have an inverted KYB fork with gold-anodized tubes and spring preload adjustment up front and link-type rear suspension with seven-way adjustable spring preload. Radial-mounted, 4-piston Nissin brake calipers squeeze twin 310mm wave-style brake rotors up front with a single-piston rear caliper out back. Both bikes still roll on 10-spoke cast aluminum wheels shod with Bridgestone Battlax Hypersport S21 radial tires.
The 2023 Suzuki GSX-S750Z ABS features a Metallic Oort Gray No. 3 and Glass Sparkle Black color scheme starting at $9,149, while the GSX-S750Z comes in a vivid Pearl Brilliant White and Champion Yellow No. 2 combination starting at $8,649.
2023 Suzuki GSX250R ABS
Suzuki says it’s fully faired GSX250R ABS sportbike delivers “easy-to-control performance, great fuel efficiency, nimble handling, and modern styling inspired by Suzuki’s championship-winning sportbike heritage.”
The GSX250R ABS returns with the fuel-injected 248cc parallel-Twin refined to maximize low- to mid-range torque. With a 4-gal. tank, Suzuki claims fuel economy of approximately 73.6 mpg, making for 250 miles of range, and the company says the low seat height (31.1 inches), slim fuel tank, and roomy ergonomics make the GSX250R ABS a good bike for beginning riders.
The bike has a KYB telescopic front fork and a rear mono-shock with seven-way adjustable spring preload. Stopping power comes from single front and rear petal-style stainless steel rotors gripped by 2-piston Nissin calipers in the front and a single piston in the rear. ABS comes standard. Ten-spoke cast aluminum wheels are shod with IRC tires.
The 2023 Suzuki GSX250R ABS features a new, two-tone Metallic Diamond Red and Pearl Nebular Black color scheme starting at $4,999.
The new Suzuki V-Strom 800DE casts aside the model’s V-twin engine heritage, replacing it with an all-new 776cc parallel-Twin. The new bike’s styling, however, emphasizes Suzuki’s adventure bike lineage by drawing from its late ’80s Paris-Dakar-inspired DR 750S Big. Hats off to Suzuki for nailing the aesthetics, but does the bike’s performance match its adventurous good looks?
Having spent two days riding the new V-Strom in both on- and off-road environments, it’s easy to shrug off the fact that the engine architecture strays from the model’s namesake because the new parallel-Twin is the business. It has a 270-degree crank, which gives it power characteristics similar to the 90-degree V-Twins in the V-Strom 650 and V-Strom 1050. Claimed output is 83 hp at 8,500 rpm and 57.5 lb-ft of torque at 6,800 rpm.
When a twist of the throttle requests more power, the engine responds with a torquey forward rush, and the Suzuki Cross Balancer system does a great job of quelling any excessive engine vibration. Also helping keep engine vibes to a minimum is the fact that revving the engine to redline is unnecessary due to all the fun available in the midrange.
Engine snappiness is selected via the left handlebar-mounted switchgear with a choice of three throttle-response modes: “A” is most aggressive, “B” is less so, and “C” is the mildest (best for rainy conditions). In almost all on-road circumstances, I preferred the middle-ground B mode with its slightly smoother throttle application. In the dirt, it was a 50/50 toss-up between A and B modes. And this is where Suzuki’s traction control offerings get interesting.
There are three levels of on-road traction control intervention plus an off-road G (gravel) mode, or TC can be turned off. For an intermediate dirt rider such as myself, G mode made me feel more skilled than I am because it did the work of metering rear-wheel spin before things got out of control, providing a nice balance between hero-like drifting and forward thrust. With the most aggressive throttle setting (A) and TC in G mode, I could ride to my limit without fear of over-spinning the rear wheel. Or, to work on throttle control, I turned TC off, selected the milder B mode throttle setting, and practiced spinning the rear wheel without intervention.
Another rider aid outfitted to the V-Strom 800DE is a bi-directional quickshifter – always a welcome feature in my book. I tested the system on two different test bikes to make sure what I was experiencing wasn’t an adjustment issue, and both bikes responded similarly. In essence, upshifting was akin to some sportbikes I’ve tested, wherein the faster you are accelerating and the higher the engine speed, the smoother the quickshifter functions. Not to say it was bad at lesser speeds, just not quite as smooth.
Downshifts, no matter what the situation, were a bit clunky. When standing up during off-road riding, the weight of my body hovering over the shift lever made the operation a bit easier. The quickshifter can also be turned off.
The V-Strom’s claimed curb weight of 507 lb didn’t seem to correspond with how light the bike felt while riding it. The bike’s handling manners both on- and off-road were very nimble. Being the professional that I am, I threw myself into this test by falling over in a marbly, rutted downhill hairpin directly in front of the camera crew. Embarrassing, yes, but I learned that riding an adventure bike like the V-Strom 800DE in the outback is a little less scary knowing you can pick it up by yourself after a tip-over – something that can’t be said about many of the heavier open-class ADVs.
Helping the V-Strom navigate off-road obstacles is its 21-inch front wheel, an impressive 8.7 inches of front and rear suspension travel, and 8.75 inches of ground clearance. Spoked wheels are of the tubed variety, while the Dunlop Trailmax Mixtour 90/10 tires favor on-road handling over aggressive off-road riding. The Showa inverted fork and link-type shock are fully adjustable, allowing riders to fine tune the suspension to personal preference, and there’s a remote preload adjuster for the rear.
The seating position has a natural feel with plenty of legroom and a short reach to the bars. Seat foam density is spot-on with absolutely no complaints after two days of riding. At 33.7 inches, the seat height isn’t as daunting as some other adventure bikes, especially considering the V-Strom’s suspension travel and ground clearance. While seated, the height of the wide, tapered handlebar was just right, but since I’m taller than average (5-foot-11), I was a little hunched over when standing up on the pegs. I’d prefer the handlebar to be a bit more elevated, but I suspect it would be a good fit for riders of average height.
Braking performance of the dual 2-piston Nissin front calipers pinching 310mm discs was more than adequate in the dirt, though the street-biased Mixtour tires offered limited off-road grip. On the pavement, especially at higher speeds, there were times when more stopping power was needed but not available. At the lever, I could almost feel the rubber brake lines expanding when maximum pressure was applied. Steel braided brake lines and more aggressive pads would probably help, but 4-piston front calipers be even better. ABS is standard and offers two levels of intervention, and it can be turned off at the rear wheel.
The 5-inch color TFT instrument panel delivers information to the rider in an uncluttered, easy-to-read layout. From ABS, TC, and ride mode settings to speed, gear position, and fuel level, the information is intuitive and well-organized. The brightness of the display is adjustable, and the day/night mode background can be set to switch automatically or manually. On the left side of the display is a handy USB port for charging a phone or other electronic device.
Above the instrument panel resides an adjustable windscreen. There are three heights to choose from in 0.6-inch increments, for a total of 1.8 inches of adjustment. However, a hex key is required to remove four bolts to reposition the windscreen – a cost-saving design that cuts a little too deep for my taste. Other attempts to control costs include flimsy plastic handguards and a minimalist plastic bash plate under the engine.
The pace set by our lead rider on the morning of the first day was posted-speed-limit slow. Great for taking in the scenery of Sardinia, Italy, but as limiting as a conga-line demo ride when it comes to assessing the V-Strom 800DE’s capabilities. It was surprising that, when set free to ride at a spirited pace, I quickly found the limit of the bike’s cornering clearance when the footpeg feeler gouged its way through the pavement in the first corner of a photo pass. Rather than a criticism, however, this was a virtue. Right out of the gate, I felt comfortable pushing an unfamiliar motorcycle to its street-riding limits. And this was before making any adjustments to suspension settings. From there, I grew even more fond of the V-Strom 800DE during the next day and a half of testing.
Considering the V-Strom’s $11,349 MSRP, the technologies with which it is outfitted, and its performance in the dirt and on the pavement, Suzuki clearly did its homework and developed a great overall package for a reasonable price. The middleweight adventure segment is highly competitive, with a range of offerings from Aprilia, BMW, Husqvarna, KTM, Triumph, and Yamaha.
For those looking for a more well-endowed traveling companion, Suzuki also offers an Adventure version of the V-Strom 800DE for a $1,650 premium. The extra money gets you a pair of quick-release black-anodized 37-liter aluminum panniers, an accessory bar for mounting other accessories and protecting the side of the motorcycle (something I could have used), and an aluminum skid pan. Fuel capacity for either model remains the same 5.3 gallons.
The 2023 Suzuki V-Strom 800DE strikes a happy medium between the more diminutive V-Strom 650XT ($9,599) and the V-Strom 1050DE ($15,999). You get more of what you want – engine and chassis performance – compared to the 650 and less of what you don’t want – weight and cost – compared to the 1050. That’s a win/win.
Neither rain, nor snow, nor sleet, nor hail – or in the case of Editor-in-Chief Greg Drevenstedt, being battered by gail force winds on his Yamaha MT-10 in Death Valley – could keep the Rider magazine editorial staff from traveling to Las Vegas for the 2023 AIMExpo, North America’s largest motorcycle and powersports tradeshow and lifestyles event.
The expo runs this year from Feb. 15-17 in the Las Vegas Convention Center. It’s been a busy couple of days. There have been a couple of unveilings, ranging from the high-tech MV Agusta SuperVeloce 1000 racer to the Greenger Powersports G3 electric dirtbike and G3S supermoto version.
It was a pleasure to see some bikes in the wild (well, relatively wild; it is Las Vegas) that we had previously just written about, including the 2023 Suzuki V-Strom 800DE and the 2023 Suzuki GSX-8S.
We also got a peek at the QJ Motor SRT750 reviewed by former EIC Mark Tuttle, except with spoked wheels instead of cast.
And the photos of the 2023 Triumph Chrome Line bikes don’t do justice to how pretty they are in person.
After last year’s exciting King of the Baggers series, it was a pleasant surprise to see the Harley-Davidson 2023 bike on display.
Check out some of our photos from the event in the gallery below, and check back for more updates.
Contributor Erik Slaven takes us on a ride through a century’s worth of history on supercharged and turbocharged motorcycles, the Wonder Twins of forced induction. –Ed.
As a Kawasaki Z H2 owner, I can assure you that integrated superchargers are no gimmick. My Kawi is by far the fastest bike I’ve owned, and the sportier Ninja H2 is among the fastest street bikes ever produced. The BMW S 1000 RR, Ducati Panigale, and Suzuki Hayabusa show that naturally aspirated motorcycles are still ridiculously fast, but acceleration from the Z H2 feels faster because the engine doesn’t need to be revved out as much.
Kawasaki’s supercharger, which debuted on the H2 R at the 2014 Intermot show, is like an afterburner for the 998cc inline-Four. It helps the engine push out almost 200 hp and over 100 lb-ft of torque on the Z H2, while the Ninja H2 churns out as much as 228 hp and the experts-and-track-ready Ninja H2 R makes upwards of 300 hp.
Kawasaki reignited interest in superchargers, but the technology has been used on motorcycles for nearly a century. BMW was an early pioneer in the late 1920s, and other manufacturers followed suit prior to World War II. When motorcycle racing resumed in Europe in 1946, the Fédération Internationale de Motocyclisme (FIM) banned superchargers to reduce injuries and deaths, putting forced induction on the backburner until the late 1970s. Imagine going over 150mph with a supercharged engine on a prewar chassis and tires. Yikes.
The Golden Age of Supercharged Motorcycles
Born from racing, supercharged European motorcycles were the genesis for the evolution of high-performance bikes. American brands like Harley-Davidson and Indian were winning races at home with naturally aspirated engines. BMW started producing motorcycles in 1923, and by the end of the decade, it had developed the WR 750. Powered by a supercharged 4-stroke OHV 750cc boxer Twin, the WR 750 earned BMW a land-speed record at over 134 mph with German racing champion Ernst Henne at the controls.
The WR 750 was impressive but couldn’t overcome English dominance at the time, so the BMW Type 255 Kompressor was the next step. In 1939, Georg Meier won the Senior Tourist Trophy race at the Isle of Man on the Type 255, marking the first time a non-English rider had won since 1907. Using a Swiss-made Zoller supercharger, BMW’s 500cc Boxer produced around 60 hp and averaged 89 mph at the race. Meier won the Belgian motorcycle Grand Prix in 1939 as well, becoming the first rider to exceed 100 mph on a lap. The Type 255 was a bona fide superbike for BMW and demonstrated the significant performance advantages of forced induction.
Pre-War Grand Prix
Motorcycle racing was all the rage in the 1930s, and superchargers were common for most European teams. The notable holdout was Norton, which held steady with tried-and-true naturally aspirated Singles. British manufacturer AJS developed a supercharged V-4 monster with a high top speed, but it proved unreliable and either overheated or simply broke down during races. It finally won a race in Belgium in 1946, just before the supercharger ban went into effect.
Luxury French manufacturer Brough Superior developed some of the fastest supercharged bikes of the era. In 1937, Eric Fernihough set a record of 169.79 mph with a supercharged 1,000cc J.A.P. engine in his Brough Superior. Pure insanity at the time, and he was killed the following year chasing another record.
Today, naturally aspirated bikes can exceed 200 hp and still meet Euro 5 emissions standards, which is an incredible testament to how far design and technology have come. Forced induction might seem like overkill, but nothing exceeds like excess. So, what’s the difference between a supercharger and turbo, anyway?
Supercharger
A supercharger is mechanical device that forces more air into the engine to produce more power for a given displacement. In a car, a supercharger is often driven by a belt that wraps around a pulley between the drive and compressor gears. In a modern motorcycle like the Kawasaki H2s, a system of gears connected to the flywheel drives the impeller, which is a metal fan used to compress the intake gas. The impeller must spin much faster than the engine to effectively compress the air. Kawasaki’s supercharger uses planetary gears to spin the impeller up to 130,000 rpm and develops up to 20.5 psi boost pressure.
Turbocharger
Whereas a supercharger is driven by the engine, a turbocharger is powered by the flow of exhaust gases. Wind powered, if you will. The exhaust spins an impeller in the turbo housing, which is connected to a second impeller in the compressor housing that forces additional air into the engine. It can take a moment for the exhaust to get the impeller spinning fast, which creates turbo lag. Superchargers, on the other hand, are always “there,” as the engine is continuously powering them. Turbochargers are relatively lag-free today, but it does persist to varying degrees.
The Golden Age of Turbocharged Motorcycles
1978 Kawasaki Z1R-TC
Unlike the pre-war era fixation on superchargers, the next wave of two-wheeled forced induction was all about turbos, starting in the late 1970s. The Kawasaki Z1R-TC was the first production turbo motorcycle, kicking off what turned out to be a short-lived craze. It had a 1,000cc inline-Four that was a factory authorized conversion of the standard Z1R bikes. A Rajay turbocharger pushed the Z1R-TC to 130 hp (from 94 hp), which was quite a powerhouse in the late ’70s and extreme enough that buyers had to relinquish the factory warranty. It was a bold decision by Kawasaki at the time. Only 250 were built, as they were expensive and complex, but it got the Japanese industry scrambling.
Unlike the Z1R-TC, Honda’s first turbocharged bike was born in the factory, and many consider it the first proper factory turbo. I personally give that accomplishment to Kawasaki, but that’s a battle for another day. The water cooled CX500T had an angled, horizontal V-twin inspired by Moto Guzzi and an early fuel injection system, boosted to 80hp by the turbo. Unfortunately, the bike was plagued with turbo lag, so Honda upgraded to a 650cc variant the following year with the CX650. The increased displacement and modified (and lowered) boost brought the new bike to 100 hp, but turbo lag persisted and the price was just too high. These were short lived and disappeared at the end of 1983.
1982 Yamaha XJ650 Turbo
Yamaha released its own turbo soon after Honda, the 90-hp XJ650 Turbo. It was a heavier touring bike in lieu of something more performance oriented. It also wasn’t a ground-up design but rather based on the older XJ650 Seca with a mediocre chassis, drum brakes, and shaft drive, along with outdated Mikuni carburetors. A choppy throttle, bad turbo lag, and lackluster acceleration killed production after two years. Maintenance issues were also bad, as ambition seemed to exceed what was feasible at the time.
Suzuki’s first turbocharged motorcycle, the XN85 of 1983, was an impressive effort. Like Honda, it was fuel injected, but only oil cooled and pushed out 85 hp. Turbo lag was less than the others, and the chassis was built specifically for the increased power. Like all early turbos, it was complex and expensive to produce, leading to limited production numbers. It did, however, survive for five years, making it the most successful model.
Six year after the Z1R-TC, Kawasaki introduced the GPz750 Turbo, aka the ZX750-E Turbo. Unlike earlier Japanese efforts that were abandoned at this point, the GPz750 was the real deal. A proper sportbike design held the 738cc inline-Four, which produced 112 hp and was good for 10.71 seconds in the quarter mile. The existing GPz750 engine was heavily modified, and the turbocharged result was the first middleweight that outperformed early ’80s liter bikes. Kawasaki’s GPz1100 sportbike trailed behind the much smaller GPz750 by 3 hp, proving that turbos were serious contenders and not mere novelties. Style, performance, and reliability made this the first truly marketable turbocharged motorcycle and overshadowed all prior efforts. Alas, it was produced for only two years.
In less than 10 years, the turbo craze spread like wildfire among the Big Four Japanese manufacturers and burned itself out. The idea was simple and appealing – use forced induction to extract more power out of middleweight engines. But the reality overpromised and underdelivered. Turbochargers proved to be too complex and expensive, and the payoff wasn’t big enough to make them a viable alternative to larger naturally aspirated engines – at least not at the time.
Let’s Get Boosted!
After Japanese manufacturers abandoned turbos, adrenaline junkies continued bolting aftermarket ones to their natural breathers. One of the big names in the business is Trask Performance, which produces turbocharged kits for Harleys that can squeeze 300 hp out of big V-Twins. In my mind, such turbo kits make the most sense on 1,200cc Evo Sportsters that are relatively light and nimble, and the result can more than double the stock power and deliver 120 hp at the rear wheel.
Trask isn’t the only company with turbo kits, and versions are available that can be installed on a wide range of motorcycle types and models. Extreme Creations, RCC, Cobalt, and others offer turbochargers that deliver aircraft carrier catapult-caliber launches. You can also buy supercharger kits from companies like Rotrex, ProCharger, and TTS Performance. And if you’re curious, the answer is yes – installing any of them will void your factory warranty.
Turbocharged Suzuki Hayabusa
We can’t review the history of forced induction on motorcycles and overlook a bona fide legend. In 1999, Suzuki introduced the GSX1300R Hayabusa, which won the short-lived top-speed wars of the late ’90s. In stock form, the first-gen 173-hp Hayabusa nearly broke the elusive 200 mph barrier. The second-gen ’Busa got bumped up to 1,340cc and 194 hp, but by then, the OEMs had agreed to impose an electronically limited top speed of 186 mph (300 kph) on its production motorcycles.
But with some electronic sleight of hand – and a big ol’ turbo – the Hayabusa’s true potential could be unleashed. In 2011, Bill Warner set a motorcycle land-speed record of 311 mph on a streamlined and turbocharged ‘Busa. Add nitrous to the mix, and things just get insane. In 2018, a 1,000-hp ’Busa hit 258.54 mph within 1 mile from a standing start at a Straightliners top-speed event in Yorkshire, U.K.
Kawasaki Ninja H2
In 2014, we came full circle when Kawasaki introduced the Ninja H2, a factory supercharged sportbike. Over 75 years after superchargers disappeared from European racebikes, Kawasaki resurrected the concept with the most successful lineup of forced-induction motorcycles in modern history. The name comes from Kawasaki’s ’70s-era H2 models powered by 750cc 2-stroke Triples. The 1972 Kawasaki H2 Mach IV, the fastest bike of its day, was known as “the widow maker,” as the chassis and overall design weren’t suited for so much power.
The 2014 Ninja H2 has a 998cc inline-Four with a centrifugal supercharger developed entirely in-house at Kawasaki. The manufacturer had intended to outsource the supercharger, but those plans ultimately called for a bulky intercooler, so Kawasaki brought it under its own roof. The result was an independent and compact unit that boosts a growing H2 portfolio with four bikes in the current lineup: Ninja H2, Ninja H2 R, Ninja H2 SX, and Z H2.
The Ninja H2 and up-spec Ninja H2 Carbon produce a claimed 228 hp and 105 lb-ft of torque, while the track-only H2 R raises the bar considerably with 326 hp and 122 lb-ft of torque. The H2 R is currently the fastest production motorcycle of all time, but it is not street legal. The standard Ninja H2 is heavier than many sportbikes (around 525 lb wet) and won’t handle a track as well as purpose-built machines, but the intensity of acceleration and still competent performance make it one the craziest rides you can buy. With a starting price of $31,500, it’s definitely spendy, but it’s a relative bargain compared to the $56,000 H2 R.
The Ninja H2 SX and Z H2 represent the second-generation of H2 engines, tuned for more real-world conditions with 197 hp and 101 lb-ft of torque. The H2 SX is a sport-touring sportbike with a wet weight over 600 lb, but it still accelerates like a rabid cheetah without having to rev it out.
Introduced for 2020, the Z H2 naked bike is the newest model in the H2 lineup, and it’s also the most affordable at $18,500, providing the magic of Kawasaki’s supercharger at a more reasonable price undercutting. It’s not a serious track performer, but it’s not meant to be. It’s a streetbike though and through, and it’s about as fun as it gets with an upright position offering all-day comfort. The up-spec Z H2 SE ($21,700) is equipped with Kawasaki’s Electronic Control Suspension (KECS) and upgraded Brembo calipers, but the core experience is there with the standard model.
Practical Insanity
It’s a bit strange calling a supercharged motorcycle practical, but the Z H2 proves that forced induction can be both affordable and reliable. It certainly qualifies as an everyday bike and is genuinely easy to live with, unlike some high-strung competitors. I don’t know what sorcery went into the supercharger’s design, but Kawasaki nailed it, and a distinctive chirp at deceleration reminds you that you’re riding something special. Supposedly it’s caused by the impeller breaking the sound barrier. We’d like to see a return to the ’80s-era concept of adding forced induction to a middleweight. How cool would it be to see a supercharged version of the Z650, Ninja ZX-6R, or the new Ninja ZX-4RR? Sometimes it’s good when history repeats itself.
Choices for smaller, affordable motorcycles are growing, and that’s good news for riders looking for a fun bike that won’t break the bank. Whether you’re new to riding and want something easy to handle or an experienced rider looking for a lighter or shorter bike, you have more options now than ever when it comes to finding the best small motorcycles!
Below is Rider’s 2022-2023 list of Best Small Motorcycles, an update of the popular post from 2019. Our new list includes motorcycles with seat heights up to 30 inches with an MSRP of $17,000 or less.
We’ve also curated lists of the best bikes with seat heights between 30.0 and 30.9 inches, as well as a list of bikes with seat heights between 31.0 and 31.9 inches. We’ll include links to those lists soon.
When possible, we’ve included a link to our test ride reviewsso you can get a sense of how each bike performs in action. We’ve also included the 2022-2023 model year’s U.S. base MSRP (as of publication), seat height, and claimed wet or dry weight. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.
The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list.
As motorcyclists, we feel drawn to the open road. As Americans, we want to take in as much of what our country has to offer as we can. And as human beings – especially if we’re of a certain age – we want to see our family and friends face-to-face, to hug them and shake their hands and hear and tell stories new and old. Phone calls and texts help us stay in touch, but they are a poor substitute for the real deal. I decided to check all the boxes with a cross-country motorcycle trip.
I live in Southern California, and I have family and friends all over this great nation, from sea to shining sea. I’ve ridden cross-country many times before, but I was overdue for a special lap around America, one where I could see the sights and visit the important people in my life without a strict agenda or schedule. When I opened a Dove chocolate and saw the advice “Live every day with no regrets, it’ll be worth it” inside the wrapper, it felt like a calling. I packed my gear and headed east.
Family Roots
Back in 1940, my grandparents loaded up their ’37 Packard with all their belongings, including my 10-year-old father, Mark, and his 7-year-old younger brother, Bernard (where I got my middle name) and headed west. Leaving Youngstown, Ohio, they made their way to Route 66 and followed it to Burbank, California, where Grandpa Seth got a welding and fabricating job for Lockheed Aircraft.
Before long, my grandparents purchased a Texaco station that became the family business. Our family still owns the building, which now houses an auto body shop. My grandparents died just before I was born, but I believe I inherited my love and innate abilities for fabricating and restoring motorcycles from my Grandpa Seth. I still use his old Wilton bench vise, hand tools, and other equipment.
Time was of the essence with my own cross-country journey, some 82 years later. My dad was approaching his 95th birthday, and ol’ Uncle “Bud” (Bernard’s nickname) was pushing 92. They don’t travel anymore, and they hadn’t seen each other in over a decade. I decided to keep the trip a secret from Dad. My plan was to ride to New York and do a surprise video call between the aging brothers.
I left my house in Thousand Oaks, California, on Memorial Day and returned home in time to celebrate the 4th of July. Over a month and more than 10,000 miles, I passed through 33 states, visited and stayed with dozens of people who were already near and dear to my heart, and enjoyed meeting many new friends as well.
To get ready for my journey, Alpinestars and Shoei/Helmet House provided me with gear, Nelson-Rigg set me up with a waterproof duffel, and my friends at Suzuki were kind enough to loan me a 2022 V-Strom 650XT with an accessory tankbag and panniers. The V-Strom 650 is one of the best bang-for-the-buck adventure bikes out there. It fits me like a glove, has a really comfortable seat, likes to go off-road here and there, and only asked for gas in the tank and PJ1 on the chain every now and again.
With the bike packed, I said my goodbyes and my prayers, pulled in the clutch, dropped into 1st gear, and rolled away from home. It was a surreal feeling starting a ride of this magnitude, wondering what might be in store for me.
A Cross-Country Motorcycle Trip: Eastbound and Down
Before departing on this ride, I traced a big outline of the U.S. and each of the lower 48 states on a large sheet of heavy-duty paper, and at the top I wrote “2022 Friends & Family Ride!” I kept it rolled up in a cardboard tube and used it to document my route. Along the way, I had family, friends, and other folks write notes and messages on the map.
After riding across the Mojave Desert to Las Vegas, I continued northeast and rode through Zion National Park in Utah. I meandered east to Four Corners, got off my bike, and managed to be in all four states at once with my feet in Arizona and New Mexico and my hands in Utah and Colorado. In New Mexico, I visited friends in Farmington and Tucumcari. As the trip unfolded, I found that most of the time there was another friend or family member with whom I could stay within a day’s ride.
I blazed across the Texas Panhandle on my way to “McDonald Land,” the nickname for where Norm and Lucy McDonald live near Tulsa, Oklahoma. Norm is the “N” in K&N filters, which nearly everyone has run in their bikes or cars at some point. I used to pitstop there in the early ’80s when traveling around the country during my AMA roadracing days. I met the McDonalds through their son, Sam, when we were both novices in 1980. Through K&N Yamaha, Norm and Lucy sponsored countless racers over the years, with Malcolm Smith being one of the most notable. They are wonderful people whose friendship is precious to me. Staying with them again like in the good ol’ days was very special.
After visiting other friends in Memphis, Tennessee, I skipped across the tops of Mississippi, Alabama, and Georgia and made my way up into the Appalachians and onto the Blue Ridge Parkway. Rider magazine readers have seen plenty of great ride stories from this area, and now I got to do the riding!
The weather was perfect, the scenery was beautiful, and I took some side trips on the 650XT down small roads and trails. In Maggie Valley, North Carolina, I stopped at the Wheels Through Time Museum. I love old bikes and old American stuff, so this place is like heaven to me. Dale Walksler has passed, but his son Matt has taken over and is doing an awesome job keeping the museum going.
Heading North
I rode up Skyline Drive and into Virginia, where I spent a couple nights at Brian and Betty Richardson’s 19th-century sheep farm. Rider’s former editor-in-chief, Mark Tuttle, connected me with the Richardsons back in 2009, and I raced Brian’s homebuilt Moto-Electra electric bike in the TTXGP series for a few years. In 2013, we set the coast-to-coast world record for electric vehicles on the same bike by crossing the U.S. in 84.5 hours. Brian and I became good friends, and for years I’ve been telling him I would ride up to his farm one day. I finally did, and we spent a day riding together on awesome backroads.
I left the farm in the morning and was soon greeted by a dramatic change in scenery. By midday, I was taking a selfie in front of the Capitol in D.C. I wished I could help straighten things out there, but I decided I’d rather ride my motorcycle. I hightailed it out of D.C. and crossed the Delaware Bay on a ferry from Lewes, Delaware, to Cape May, New Jersey, which is the oldest resort town in America and a neat place to stay.
Another special thing about New Jersey is one of its residents: Gloria Struck, the first lady of motorcycling, who is 97 years young. I wrote a story for Rider (March 2013 issue) about Gloria and the Motor Maids, and we have been close friends for a long time. We first met years ago at Daytona Bike Week, where I noticed her Harley had Clorox bottles cut in half and strapped to the handlebar as wind deflectors. I had done that before myself, but when I found out it was Gloria’s bike and that she had ridden from New Jersey, where she had to shovel snow to get out of her driveway, I immediately developed a deep fondness and respect for this woman.
Spending a couple nights with Gloria, reminiscing and listening to her talk about riding her motorcycle, or the trike she’s going to get when she turns 100, was absolutely priceless. I highly recommend buying her book, Gloria – A Lifetime Motorcyclist: 75 Years on Two Wheels and Still Riding, which was published in 2018.
Gloria did her first solo ride to Daytona in 1951 to watch the beach races. Dick Klamfoth won that year (and also in 1949 and 1952), and as fate would have it, Dick and I became friends, and I helped him build the Daytona 200 monument, which took several years. He and his wife, Bev, are gone now, but later in my ride, I would carry on our memories by visiting their daughter, Christy, in Ohio.
The Big Apple
From Clifton, New Jersey, I passed under the Hudson River through the Lincoln Tunnel and popped out in midtown Manhattan. Riding around the Big Apple in the rain was quite an adventure. After taking the Queensboro Bridge over the East River to Long Island City, I finally arrived at the easternmost point of my journey and visited Uncle Bud. It had been hard to keep the secret, but when we surprised my dad with a FaceTime call from his brother and son, it was a very special family moment.
Saying goodbye to good ol’ Uncle Bud and wondering if it would be the last time we’d see each other face-to-face was emotional, but I laughed as always when he said, “See ya later, alligator!”
Crossing Manhattan again, I was officially on my way home. It felt good to make it out of the big city and know the rest of the ride would be mostly rural countrysides and small towns.
Westward Ho!
In our family’s hometown of Youngstown, Ohio, I stayed with my cousin John. We had never met and had fun getting to know one another. Using Bud’s recently sketched picture of the family home, we found the now-abandoned dwelling where they once lived. It was like searching for hidden treasure with a map Bud drew from his memory of a place he left at the age of 7! John showed me around, and I imagined my family living there in the old steel town’s heyday. I thought about them in the old Packard driving away from the house on Worthington Street for the last time, looking back at what was being left behind and then looking forward, wondering what life would be like in California.
From Youngstown, I rode southwest to Columbus, where I visited the AMA Hall of Fame Museum and then popped in on Bruce Linsday. Bruce is a top guy in the antique motorcycle world with an unbelievable collection of early American motorcycles. Years ago, when we were in Death Valley riding our old Harleys, he invited me to stop by his place so I could ride a particular old Harley dating back to 1905. The factory in Milwaukee has one in its museum, and Bruce has the other one. These two bikes are the oldest Harleys in existence. The factory’s bike is under glass and will never be ridden, so I was fortunate enough to be able to ride the oldest running Harley there is! Quite an experience.
After a stop in Des Moines, Iowa, I continued west to South Dakota. In 2009, I attended the V-Strom Rally in Rapid City on assignment for Rider (April 2010 issue) and made friends with resident V-Strom rider Carter Kirk. He let me borrow his bike for the rally, and I had a wonderful time exploring the Black Hills. Since I was traveling on a new V-Strom 650XT on my family-and-friends tour, I had to visit Carter.
With him on his old V-Strom and me on my new one, we spent a day riding and sightseeing. We stood at the base of Mount Rushmore and took in the majesty of one of this country’s most patriotic treasures. After dinner in Sturgis, we capped off an awesome day with a night ride home through pouring rain and an unbelievable lightning show. When we made it home, I had a good laugh when Carter asked me if I was worried during the ride. I tried to act like I wasn’t.
After visiting Devils Tower in Wyoming, I continued northwest into Montana. I love this part of the country, and after riding through some more open grassland, I was finally rewarded with a view of the snowcapped Rocky Mountains. I rode the incomparable Going-to-the-Sun Road in Glacier National Park, then made my way into Idaho, where I visited my nephew, Robert, and his wife, Tracy, in the little community of Harrison. They recently moved there from our hometown in Southern California to a little house overlooking a lake.
Farther west, I enjoyed riding the Cascade loop in Washington with all the forest roads and the surprising views of white-topped volcanic mountains that appear out of nowhere. After a stop to visit my sister-in-law Jill in Bend, Oregon, I finally saw what I was waiting for: the beautiful blue Pacific Ocean. I punched my fist into the air and hollered “Yahoo!” inside my helmet. I love riding along the western edge of our country.
The Homestretch of My Cross-Country Motorcycle Trip
Back in California, my next stop was Eureka, a nice little coastal town where I stayed with my Uncle Jim and Aunt Jan and visited my cousin Bill. At this point in the trip, I had seen all my living relatives and felt I had accomplished what I set out to do.
But there were more miles to cover, such as riding among the majestic coastal redwoods before heading inland to visit Lassen Volcanic National Park in northeastern California. Zigzagging my way through the gold country of the Sierra Nevada, around Lake Tahoe, and past Mammoth Mountain. And then finally crossing the Mojave Desert again to get home.
What a feeling to turn the corner and know this journey had come to an end. There in the driveway was my wife, Jody, and my daughter, Kelly, waiting for me with open arms. I hadn’t even gotten off the bike before the tear-filled hugs began. Wow, what a feeling!
I arrived home in time for my dad’s 95th birthday, and he ended up passing away peacefully two short weeks later. The timing for this trip was perfect, and I’m glad I was able to make it happen rather than make excuses. In the end, our faith, family, friends, and the memories we’ve made (many with handlebars in hand) are all we have. Nothing else matters.