Our big Singles on a one-lane bridge over Little Piney Creek near Highway 123.
As the saying goes, it’s the journey and not the destination that makes the trip. But how does one describe a destination that is as good as it gets and an even better ride? With autumn upon us, it was the best time – and maybe our last chance – for riding the Ozarks before winter.
Big Singles are a great way to travel, especially if you’re not in a hurry. That made them perfect for our trip because the route I chose demands backing off the throttle to see the sights and make the corners.
Our counterclockwise route began in Clarksville, Arkansas, riding northbound briefly on Highway 21 and then turning east on Highway 292 to connect with Highway 123, a great road that climbs into the mountains through the Ozark-St. Francis National Forest. Highway 123 follows Little Piney Creek and then Hew Creek, and there are scenic waterfalls along the way.
Water pouring out of Blanchard Springs Caverns near Mountain View, Arkansas, in the Ozark-St. Francis National Forest.
At Sand Gap, Highway 123 connects with Highways 7 and 16. We continued east on Highway 16, which is a pleasure to ride, with the kind of tarmac that offers confidence-inspiring traction in its many curves, even with our dual-sport tires.
At Clinton, we rode south on U.S. Route 65 and then followed Highways 92 and 16 around the south side of Greers Ferry Lake, turning north on Highway 5 near Heber Springs.
My adventure-kitted Husqvarna 701 Enduro near South Sylamore Creek, which is a popular trout-fishing stream.
Our first day’s destination was Mountain View, a small town of 2,900 people that’s surrounded by the Ozark Mountains and close to the gorgeous White River. It’s also known as the “Folk Music Capital of the World.” During the summer months, folk and country music groups gather in the city park, providing family entertainment well into the night, especially on Saturdays. In the spring and fall, when the nights are too cool for the musicians’ fingers to pluck their stringed instruments, they play in the afternoons. It’s a popular attraction, so make your hotel reservation well in advance. As you might expect, there’s not much pickin’ and grinnin’ in the winter.
From Mountain View, we rode north on Highway 5, and just before the junction with Highways 9 and 14, we turned left on Swinging Bridge Road, named after the cable-suspended wooden bridge over the crystal-clear South Sylamore Creek. Just west of the bridge, mountainous Highway 14 took us to the Blanchard Springs Recreation Area with its springs, caverns, and cliffside hiking trails. Mirror Lake, popular for its rainbow trout, is fed by the cold water from Blanchard Springs. Near the lake, one can hike a wooden walkway and down stone steps to where the spring comes out of the caverns. Pretty cool. Below the Mirror Lake dam, another trail takes you to the remains of a corn mill built in the early 1900s and the bottom of Mirror Lake Falls.
Mist rises off Mirror Lake at sunrise.
On the map, Highway 87 looked like it would be fun, so we rode it back to Mountain View. It was a good choice!
From Mountain View, we again rode north on Highway 5 along the lovely White River and through charming places like Calico Rock, Old Joe, and Norfork. A short hop west on Highway 201 took us to the sweeping curves of Highway 341 (Push Mountain Road) into the Leatherwood Wilderness area.
Swinging a leg over the tall Husky on the cable-suspended wooden Swinging Bridge, which spans South Sylamore Creek just north of Mountain View.
At Highway 14, we turned west again and crossed Big Creek and the Buffalo River. If you ride through here during hot weather, the Buffalo is a great place to cool off, with parking and access at Dillard’s Ferry.
Just south of Yellville (if you cross Crooked Creek, you’ve gone too far), we turned west on Highway 235 and rode south until it ended at U.S. Route 65. We continued west, turning onto Highway 123 again near Western Grove and riding south. We crossed the Buffalo River again just before we got to Piercetown.
Located in the Blanchard Springs Recreation Area, Mirror Lake Waterfall pours over a dam built by the Civilian Conservation Corps in the 1930s.
Rather than ride a short 10 miles west on Highway 74 to Jasper, we continued south on Highway 123 through what’s known as the Arkansas Grand Canyon, taking the long way to Jasper via Highway 7. After only a few miles on Highway 123, my Husky’s low-fuel light lit up, but we were still some 45 miles from “good” gas in Jasper. I asked myself, Should I stop at the one gas station on 123 and put low octane in my thumper or chance it and go for the good stuff? I chose the latter – and ran out of gas just 7 miles south of Jasper. Next time I’ll know: A gallon of cheap gas is better than none at all! Bill’s KLR had just enough fuel left to get him to Jasper, and after a short roadside nap, we were off again.
Jasper is a lovely little town, and just north of it, after crossing the Buffalo again, is Highway 74, an often overlooked but fantastic motorcycling route. We rode it west to Highway 43 – famous for elk sightings – and then west on Highway 21 and south on 74 again.
What looks like a portrait on a stone wall is Mirror Lake Waterfall as seen through a window.
Highway 74 connected us to the famous Pig Trail Scenic Byway (Highway 23). Feeling bolder than I should have, I tried to use the Husky’s superior power to pull away from Bill’s KLR, but he stretched the KLR’s throttle cable and hung with me. As fast as we dared go, some guy on a multi-cylinder crotch rocket blew by us and out of sight. One good thing about riding a thumper is that you feel like you’re going fast when you really aren’t.
The Buffalo River and an adventure bike go together nicely, don’t ya think?
Highway 23 dropped us down out of the Ozarks onto Interstate 40 and then back home to Oklahoma.
Riding big Singles for 650 miles in two days wasn’t bad at all. In fact, in the mountains of Arkansas, it was big fun.
Buell Motorcycle is making a turn away from its sportbike heritage with its upcoming Buell Super Cruiser, a club-style hot-rod cruiser designed by Roland Sands and that leans on the heritage of Harley-Davidson’s vaunted FXR chassis originally created by Erik Buell. The bike was unveiled Feb. 10 at an excusive party at the Roland Sands Design complex in Long Beach, California, attended by Kevin Duke, the editor-in-chief of our sibling publication, American Rider.
The Super Cruiser concept began with a conversation between Buell’s CEO Bill Melvin and noted customizer Roland Sands. It only took seeing a sketch from Sands for Melvin to approve the concept and greenlight a prototype built around Buell’s existing sportbike powertrain.
“The FXR was our muse for this bike,” Sands told Duke. “To the core V-Twin customer, the FXR really represents the core of motorcycling, and that was an aesthetic we borrowed for this bike. It’s honoring the fact that Erik Buell was involved in designing that bike (the FXR), and that gives us the leeway to build this with Buell.”
Sands roared the Super Cruiser in front of the attendees at the unveiling, brapping Buell’s 175-hp V-Twin in celebration.
Roland Sands unveils the Buell Super Cruiser at the Roland Sands Design complex in Long Beach, California. (Photo by Kevin Duke)
“When Bill first approached us about building a high-performance cruiser using the Buell motor, it was as if the bike designed itself,” said Sands, who is no stranger to building sport-focused cruisers. “Considering the history of Buell and the market’s need for a truly high-performance cruiser and the build quality of the existing Buell chassis parts, motor, and rolling kit, the project was a natural fit.”
“I’ve been working on projects like this for 20-plus years,” Sands continued, “and this is the first time we’ve been able to build a performance cruiser without the typical V-Twin performance compromises of weight and motor width and length.”
Although the Super Cruiser is only in its developmental stage, Buell reps are excited to bring it to production for 2025.
“The design lends itself to the West Coast scene, where customization is part of bike culture,” said Melvin. “And Roland was enthusiastic about incorporating Buell technology into that culture, creating the fastest, coolest cruiser on the market.”
The Super Cruiser uses a new steel-tube frame wrapped around Buell’s liquid-cooled V-Twin engine, adding up to 175 hp in a package weighing just 450 lb.
Combined with Buell’s existing inverted fork, aluminum swingarm, wheels, and the company’s unique perimeter front brake system, the result is a machine that Sands said is unapologetic in its aspirations to be a high-performance bike.
“To me, this is what’s badass right now – this profile, this style of bike,” he told Duke. “It stops, it goes, it wheelies, it goes around corners really well, it’s comfortable, and it’s a gas. You just jump on the bike and immediately feel tougher – it’s pure attitude. When you sit on the bike, it makes you feel like a badass, and that means something.”
Melvin chimed in that building a cruiser was something Buell always contemplated. “The market is full of American manufacturers known mostly for big, heavy bikes – not fast, hot ones like the famous V-Twins of the 1930s. Our Buell Super Cruiser will be the hottest bike on the market. Period.”
Taking a rehydration break along the Colorado River while our Yamaha Ténéré 700s waited patiently.
During the long, dark winter in Minnesota, when the ground is covered in snow and ice and our motorcycles are mothballed for months, dreaming about riding in a warm, dry place gives us hope. That’s when my friend Craig and I started planning an adventure ride out West. We sketched out a route that included a mix of backroads, parts of the Arizona and Utah Backcountry Discovery Routes, other off-road tracks, and interesting sights along the way.
In May, we flew into Phoenix and headed to EagleRider in nearby Mesa, where we were greeted by a friendly guy named Bob. After a quick paperwork checkout procedure, we packed our gear on two rented Yamaha Ténéré 700s and headed north on Interstate 17.
With temperatures in the triple digits, the frigid days of winter seemed like a distant memory, so we busted north to gain some elevation.
Even in full riding gear, we started to cool off as we rode farther north. Our bikes were unfamiliar to us, and they were stuffed to the gunwales with camping gear and other essentials. We soon grew accustomed to their added weight as we passed over the “Carefree Highway,” a 30-mile stretch of road made famous by Canadian singer Gordon Lightfoot that runs between I-17 and U.S. Route 60.
I have a lot of street miles under my belt, but this was my first adventure bike trip, so I wasn’t entirely prepared for the primitive roads where the gravel feels like marbles under your wheels. However, it didn’t take long for the combination of my ancient dirtbike experience and a few unplanned rear-wheel kickouts to provide a quick education on keeping the Ténéré upright. Enthusiasm tempered with caution was the order of the day.
We took County Road 59/Bumble Bee Road off I-17 to check out the Cleator Bar and Yacht Club. The name of this welcoming 4×4 oasis run by Tina Barnhart is a bit tongue-in-cheek, as it is located hundreds of miles from open water. Barnhart is also in the vehicle delivery business to such faraway places as Africa and is active in the Global Rescue Project based in Scottsdale, Arizona, which works to end child slavery and reunite children with their families.
Boats in the Yacht Club’s “marina.”
The Cleator Bar is a must-stop location, complete with boats in the “marina” out back and a stage for live music. Interestingly, the entire town of Cleator, comprising 40 acres, a bar, a general store, a few other structures, and mineral rights, was put on the market by descendants of James P. Cleator in 2020 for $1.25 million, and it was sold at the bargain price of $956,000.
Hanging out with Tina Barnhart while we cooled off at the Cleator Bar and Yacht Club.
Our next stop was Crown King, located another 13 miles along CR 59 at an elevation of 5,771 feet. A high-clearance four-wheel-drive vehicle is recommended on the deteriorated roads. The Ténérés managed well, and we soon found ourselves taking a load off in the Crown King Saloon & Eatery, one of the oldest continuously operated saloons in the state. We enjoyed a cold drink and a hearty lunch, and the $5 bottle of scotch we bought there (on sale courtesy of Mother’s Day) served us well during the rest of the trip.
We were surprised to see so much green in the Bradshaw Mountains.
Like a lot of small towns in the Bradshaw Mountains of Arizona, Crown King used to be a thriving mining community. In 1904, a railroad was built to help mining operations, but due to a lack of water and high transportation costs to process the ore, it was abandoned in 1926. The old railroad bed is still used today as the main access road to Crown King.
While there, we met Chuck Hall, who is a great ambassador for the area – and a talented guitar picker to boot. He told us he’d lived there for over 30 years and recommended we check out the Senator Highway, on which he’d lost many an exhaust pipe from his old Dodge Neon. A former stagecoach route, the rutted road snakes 37 miles from Crown King to Prescott with many blind switchbacks, eroded surfaces, several water crossings, and spectacular scenery.
Craig takes a breather on part of the Utah Backcountry Discovery Route.
Hall recommended we visit Palace Station, a stage stop built in 1878 midway between Crown King and Prescott. Back in the day, the station had a bar and was a social meeting center for the miners who worked in the area.
We targeted the town of Jerome for the night. This old copper mining town earned its nickname, “Wickedest Town in the West,” during its heyday in the early 20th century. After the mining bust, the town descended into desperation, greed, and crime. It was revived in the 1960s as a tourist destination, and many of its historic buildings are now filled with restaurants, shops, and hotels. Jerome is said to be a hotbed of paranormal activity, and we stayed at the Connor Hotel, which is reportedly haunted by the “Lady in Red.” We didn’t see any ghosts, so maybe she had the night off.
Downtown Jerome, the “Wickedest Town in the West.”
With a long day of off-roading ahead, we left Jerome and headed north toward the Grand Canyon on a series of unpaved national forest roads. We wound our way around the contours of Woodchute Mountain, crossed the Verde River, and ascended to the Colorado Plateau at more than 6,000 feet. We could see the volcanic San Francisco Peaks rising above the plateau to the east.
We crossed Interstate 40 near Williams, and after a few miles on State Route 64, we turned onto a national forest road to take an unpaved “back door” route into Grand Canyon National Park. We hooked up with Route 64 again where it’s known as East Rim Drive and enjoyed scenic views from the Grand Canyon’s South Rim.
Craig (on left) and me at the South Rim of the Grand Canyon – a million miles away from our home in Minnesota.
After leaving the park, we connected with U.S. Route 89 and refueled at Cameron, where the highway crosses the Little Colorado River. At Bitter Springs, U.S. 89 splits to the east toward Page, but we continued north on U.S. Route 89A, crossing the Colorado River at Marble Canyon via the Navajo Bridge and following 89A west into an area known as the Arizona Strip. We rode with the majestic Vermilion Cliffs to our right, crossed House Rock Valley, and then climbed out of the desert and into the evergreens of the Kaibab Plateau.
The Navajo Bridge crosses the Colorado River at Marble Canyon, and in the background is Vermilion Cliffs National Monument.
We stopped at Jacob Lake, a small crossroads that sits at 7,925 feet, and it was noticeably cooler at the higher elevation. Known as the gateway to the North Rim of the Grand Canyon, Jacob Lake has a gas station and a hotel with a restaurant and gift shop. The town was named after Jacob Hamblin, an early Mormon pioneer who was shown the location in the mid-1800s by the Kaibab band of Southern Paiutes. And according to the hotel staff, the lake is more of a pond.
Jacob Lake, Arizona, is near the North Rim of the Grand Canyon.
We continued west through Fredonia and crossed into Utah near Kanab, known locally as “Little Hollywood” because of its rich history in filmmaking – most notably Westerns, with more than 100 movies and television shows being filmed there.
Thus far we had stayed at motels, so we weren’t exactly roughing it. We decided we needed to get some use out of the camping gear we’d been lugging around. After riding through Zion National Park, where we were blown away by the majesty of the cliff faces and rock formations, we traversed the Dixie National Forest through Duck Creek Village to Hatch, where we found suitable dispersed camping.
Utah State Route 9 winds through incomparable scenery in Zion National Park.
It had been about 20 years since my last camping experience. I narrowly avoided putting an eye out with the tent poles, and after the camp was set and the fire built, it felt good to relax with that $5 bottle of scotch. It was a clear night, and the 7,000-foot elevation yielded cool temperatures. With the fire all but gone, it was time to turn in for the night. I live in Minnesota and am no stranger to the cold, but I clocked 19 degrees overnight in that campsite and don’t think I have ever been so happy to see the sun start to rise. Note to self: Next time bring a sleeping bag rated below 30 degrees.
Around the campfire, we sampled the $5 bottle of scotch we bought at the Crown King Saloon. To paraphrase Mark Twain, the coldest night I ever spent camping was during May in Utah.
Once packed up, we put Hatch in the rear view and were soon heading east on Utah’s stunning State Route 12, known as one of the most scenic highways in the nation. We visited Bryce Canyon National Park and its many rock spires and hoodoos and rode through the vastness of Grand Staircase-Escalante National Monument.
At Boulder, we left the pavement and took the Burr Trail, a well-known backcountry route that passes through Capitol Reef National Park on its way to the Bullfrog Basin in the Glen Canyon National Recreation Area. The trail was named for John Burr, a cattle rancher who developed the route to move his cattle between winter and summer ranges. The country was nearly impassable then and continues to be challenging to this day, with RVs and trailers “not recommended.” Southern Utah is one amazing vista after another, and this stretch featured outstanding scenery as well as many switchbacks on loose gravel that kept us on our toes.
Switchbacks and elevation changes as far as the eye can see on the Burr Trail in Utah.
Throughout the trip, we’d been battered by winds that were contributing to fire restrictions in Arizona and Utah. At this point, the wind was howling, with 50-mph gusts giving us a good sand blasting. After a quick stop in Bullfrog, we headed north on State Route 276 and then south on State Route 95 to Hite Crossing over the Colorado River.
We had violated our “never pass gas” top-off policy in Bullfrog, expecting to find a place to refuel in Fry Canyon. Given the time of year and possibly other reasons unknown, the gas pumps were closed in Fry, so we pushed on through some gorgeous country that might’ve been easier to appreciate if we weren’t worried about our dwindling fuel.
At one point, we pulled over to assess the situation. Craig had been smart enough to fill his reserve bottle, which he poured into his tank. My bike was still showing a couple bars of fuel left. I tip my cap to the Yamaha Ténéré 700. Even though my fuel gauge was blinking “empty” and both of us were expecting the pullover of shame, we made it all the way to Blanding. The Arch Canyon Inn was a welcome stop, but being informed that it’s a dry town put the “bland” in Blanding.
Travelers in a strange land. Parts of Utah felt like being on another planet.
Leaving Blanding and getting on the Utah BDR was like visiting another planet. The Butler and Comb washes, the Moki Dugway, and Valley of the Gods were some of our favorite parts of this trip. With all the distinct rock formations, it was a challenge to stay focused on the trail and not get distracted by the scenery. In most cases, one blown turn can mean disaster, but the rewards are more than worth the risks. Again, caution saved the day.
The southern terminus of the Utah BDR is in the town of Mexican Hat, which I assumed was named after a mountain resembling a sombrero. Turns out, it is a distinctive disc-shaped rock about 60 feet in diameter that’s perched atop a smaller base at the top of a mesa. I’ll always remember it as the site of my first involuntary dismount from the Yamaha during a charge up a softer-than-expected mound of sand.
At the southern terminus of the Utah BDR in Mexican Hat. Behind me is the town’s namesake rock and below me is softer-than-expected sand.
The area around Mexican Hat borders the northern section of the Navajo Nation into Monument Valley. This area is considered the sacred heart of Navajo country, and you can’t help but marvel at how iconic the straight-line stretch of road is as it leads into the horizon, framed with towering sandstone rock formations. Hiking in the park is highly restricted, with only one path that can be hiked without a guide. Monument Valley Trail Park had been previously closed after a movie crew was caught filming without a permit. It is now reopened at a reduced occupancy limit, but no motorcycles are permitted on the 17-mile loop due to deep sand dunes in the area.
Dispersed camping near Hatch, Utah.
Back in Arizona, we cruised paved highways to Flagstaff and then down into Sedona. Determined to camp at a lower (read: warmer) elevation, we found the Lo Lo Mai Springs Outdoor Resort. Lo lo mai is a Hopi Indian word that represents a greeting with many meanings, similar to the Hawaiian aloha. It also means “beautiful,” which the owners of Lo Lo Mai Springs say is where the resort’s name originated. The area borders spring-fed Oak Creek, which is a valuable and rare natural water source in this part of Arizona. The campground had some welcome amenities and was a lot warmer than the prior camping stop.
Monument Valley.
We spent our last day exploring some of the Arizona BDR tracks in the Coconino National Forest near Sedona and Flagstaff. With time running out, we finally hopped on State Route 87 and burned the final miles to Scottsdale, where the town was alive with nightlife.
Returning the bikes was bittersweet. Bob welcomed us back, relieved that the Ténérés had only a layer of dust and a bit less rubber on their tires after 1,591 on- and off-road miles. As we grabbed an Uber to the airport, I could not help but realize the vast additional riding world that adventure motorcycling opens up. Soon after getting home, I put one of my streetbikes up for sale, and an adventure bike could be in my future.
The QJ Motor SRT750 will soon join the Benelli motorcycles offered by SSR Motorsports dealers in the U.S. (Photos by Kevin Wing)
QJ Motor isn’t exactly a household name here in the U.S., but given the Chinese company’s global ambitions, that may soon change, especially with the 2023 QJ Motor SRT750.
QJ Motor is an enormous manufacturer that produces millions of motorcycles, scooters, engines, parts, and more every year, and it exports a fair share of its products from China to 130 countries. Since the motorcycle division’s launch in 1985, QJ Motor (Zhejiang Qianjiang Motorcycle Co. Ltd.) has also partnered behind the scenes with several familiar motorcycle OEMs here and abroad to make some of their engines, key components, and even complete motorcycles.
In 2005, QJ Motor acquired the name and assets of the 100-year-old Italian company Benelli, which has helped it grow market share in Europe and America. The company maintains a design center in Italy to give its two-wheelers some European flare, and it has manufactured an extensive line of Italian-designed, Benelli-badged modern motorcycles in China since 2008.
So far, QJ Motor’s only public foray into the U.S. has been with the Benelli lineup, which is sold by Southern California-based importer SSR Motorsports. SSR also offers its own line of dirtbikes and small street and dual-sport machines through its national network of motorcycle dealers.
Having tested the waters in the U.S. with Benelli since 2016, QJ Motor will brave the fickle American market in 2023 with its house brand, once again through its faithful partner SSR. Although the domestic QJ Motor lineup comprises more than two dozen motorcycles, scooters, and electric bikes, the first to make landfall here will be the 2023 QJ Motor SRT750, capitalizing on the current popularity of adventure-styled machines.
The Benelli/QJ Motor team in Italy based the SRT750’s overall design on the Benelli TRK502 adventure bike. It blends a classic ADV beak and seemingly giant fuel tank – really just 4.9 gallons – with an open trellis frame, exposed engine, and swoopy tailsection. The SRT750 may be the right bike at the right time given current market conditions – particularly because its $8,499 price tag is quite appealing when compared with similar adventure-styled motorcycles from Japan and Europe.
Tested here in preproduction form, the 2023 SRT750’s final price, specifications, and equipment may change a bit before it hits dealer showrooms this spring. While the bike may eventually be offered in off-road-ready adventure guise as well, the lighter sport version we tested has cast aluminum wheels and Pirelli Angel GT sport-touring tires instead of heavier spoked wheels and dirt-ready buns. While the lack of tubular guards and bash plates certainly saves weight, the SRT750 still tips the scales at a rather heavy 552 lb for a bike in this displacement class.
Without engine guards and bash plates and wearing sport rubber on 17-inch wheels, this version of the SRT750 works best on the blacktop.
In keeping with the trend in the middleweight adventure class toward compact parallel-Twins that are simpler and cheaper to build than V-Twins, the SRT750 is powered by a 754cc Twin with liquid cooling, DOHC, 4 valves per cylinder, Bosch EFI, 6 speeds, and chain final drive. Not much to get excited about – until you start it up, at which point the engine’s 270-degree crankshaft creates a growling drumbeat idle reminiscent of a performance-tuned 90-degree V-Twin. Closing my eyes at a stop, I could swear I was sitting on a Ducati.
With better engine balance than a 360-degree crank, less rocking couple than a 180, and the same firing order as a V-Twin, a 270-degree crankshaft offers more character without a large sacrifice in power – hence its use in so many late-model parallel-Twins. In almost all cases, including the SRT750, vibration that would otherwise result from the uneven firing order is kept at bay by a gear-driven counterbalancer shaft.
Incorporating a 270-degree crankshaft in the SRT750’s parallel-Twin gives the engine a more soulful sound and feel, like a V-Twin.
On Jett Tuning’s rear-wheel dyno, the SRT750 made 70.5 hp at 8,600 rpm and 46.6 lb-ft of torque at 7,800, solid peak numbers that are comparable to, say, the Suzuki V-Strom 650. This gives the bike brisk acceleration that most solo riders will find more than exciting enough in the canyons and on the highway, especially since the power is delivered with an Italian operatic bark and great twin-cylinder feel. As long as you’re not in too big a hurry, the engine provides adequate urge when the bike is fully loaded too.
Throttle response is smooth and linear up to the actual rev limit at 9,300 rpm (the tachometer is redlined at 10,000), except just off idle and up to about 3,000 rpm, where the rough power delivery needs some refinement, particularly if the rider wants to tackle any tricky low-speed terrain where smooth throttle modulation is critical. Cruising along at an actual 60 mph (measured with GPS – the bike’s speedometer read 10-12% high, but its tripmeter was accurate), the engine turns over a smooth, leisurely 4,500 rpm. As speed and engine rpm climb above 6,000 rpm or so, a little vibration creeps into the grips, but it’s not bothersome.
Inspired by the Benelli TRK502 built by QJ Motor in China, the first QJ SRT750 to come to the U.S. wraps a pleasing adventure-bike design around what is essentially a sit-up sportbike.
Like its clean, rugged styling, simplicity is a welcome feature of the SRT750. Other than the 5-inch color TFT display with adjustable day/night modes, gear indicator, and both Bluetooth and TPMS connections (for a future smartphone app and tire pressure sending units, perhaps?), the bike gets by without many bells and whistles. Lighting is all LED, including the bright twin-beam headlight and nicely faired-in front turnsignals with clear lenses, and there’s a USB port right by the ignition switch. Brake and clutch levers are adjustable, aluminum braced handguards are standard, and extra buttons on each switch pod are ready for optional heated grips and fog lights.
Switchgear is well-conceived and includes buttons for optional heated grips and fog lights. Some buttons are backlit.
QJ Motor says it may also add a centerstand and tubular engine/fairing guards as standard equipment, though personally I would save the latter for the adventure version. Don’t look for riding modes, traction control, or windscreen adjustability, though the SRT750 does include some useful storage under the locking seat, easy battery access, right-angle valve stems, shapely passenger grabrails, and a handy top trunk/luggage rack. If the DOHC valve train inspection every 15,000 miles reveals that the shim-under-bucket lash needs adjustment, the camshafts may need to come out, but there’s nothing unusual about that or the rest of the SRT750’s maintenance needs.
Though it’s a bit on the heavy side, taut handling and solid midrange power make the SRT750 quite agile in corners.
At 32.9 inches, the SRT750’s nonadjustable seat height is reasonable, though the pillion perch is much higher, so take care not to bash your knee on a passenger grabrail when swinging a leg over. With my 29-inch inseam, I found that, once seated, I could touch my feet down and paddle the bike around easily, and the cleated footpegs with vibration-damping removable rubber inserts are nicely positioned under the rider’s seat. When we first got the SRT750, its wide, tapered tubular handlebar was adjusted well up and forward, like you might position it to accommodate standing while riding off-road.
Although the bike’s ergonomics work well sitting or standing, its Pirelli Angel GT sport-touring tires, a 17-inch front wheel, and no tip-over protection indicates that this model is meant for the blacktop. But spoon on some 50/50 tires and you could certainly tackle dirt roads and gentle trails (though its limited suspension travel and ground clearance are unlikely to enhance the experience).
Once adjusted back down, I found the reach to the handlebar and grips easy enough but still a little farther away than I like, and the otherwise comfortable seat tended to slide me forward into the tank. Wind protection is just fair since the nonadjustable screen is only mid-sized and positioned well forward, which lets the noisy windblast roll down in front rather than over the rider. The lower body and upper legs are mostly tucked in snugly behind the tank and fairing lowers, and the handguards are quite effective at blocking the cold. The TFT display is bright and easy to read, and all the handlebar switches and buttons – some of which are nicely backlit – come readily to hand.
A bright 5-inch TFT display offers auto or manual day and night modes, and buried in the menu are Bluetooth and TPMS sensor connections.
Since it’s a preproduction model, I gave the SRT750 a thorough going-over before riding off the first time, particularly the KYB suspension. A 43mm inverted fork with adjustable spring preload and rebound damping does a nice job up front, with its 6.1 inches of travel resisting excessive dive and offering a compliant but sporty feel over bumps and under braking.
With no progressive linkage, the rear shock is a disappointment. Even after you make the effort to adjust its unwieldy ring-and-locknut spring preload for the rider’s weight, a bumpy road will quickly overwhelm the shock. The bike’s handling is sensitive to rear spring preload adjustment – too much and it turns in too quickly, too little and it suffers from some squirminess in front. All the more reason it should have a remote spring preload adjuster rather than just a knuckle-busting ring-and-locknut, particularly if your load will change frequently. The slotted clicker rebound damping adjuster is easily accessed and helps fine-tune the ride in back, but if this were my bike, I’d swap out the shock for a higher-quality damper.
If the SRT750 has a weakness, it’s the rear suspension, which uses a basic semi-laydown rear shock to control the unspecified amount of wheel travel.
With its wide handlebar, compact wheelbase, steep rake angle, 17-inch wheels, and sticky tires, the SRT750 eats winding roads for breakfast, with an assist from its torquey midrange that helps it power out of corners and squirt from turn to turn. Regular and deliberate shifting helps keep the engine in the meat of the powerband and out of the juddery low-rpm zone where the fueling needs some work. But the 6-speed transmission and slip/assist clutch work smoothly, and shift lever throw is moderate. On the highway, it’s a comfortable companion that will cruise along at 75 mph from fill-up to fill-up, with only the noisy windscreen and lack of rear suspension performance over repetitive bumps to detract from the experience.
Impressive-looking radial-mounted Brembo 4-piston brake calipers clamp large floating dual front discs and bring the SRT750 to a halt smoothly and quickly, with a Brembo radial-pump master cylinder that gives the front brakes excellent feel at the adjustable lever. Surprisingly, the rear caliper is a nice opposed 2-piston Brembo rather than an economy 1-piston pin-slide unit, and it does a great job as well, with the pedal well-positioned directly below the ball of the foot. Overall, the brakes make for a fairly carefree riding experience, especially since they’re backed up with ABS that works smoothly and reliably when engaged. Unfortunately, the ABS can’t be turned off or adjusted, a consideration if you plan to hustle the bike around off-road.
Powerful dual-disc brakes with radial Brembo 4-piston calipers are backed by ABS. Wheels are shod with Pirelli Angel GT sport-touring tires.
To build the SRT750, QJ Motor has sourced quality components from around the world and integrated them into a solid package with great fit and finish, designed in Italy and manufactured in a modern, ISO9001-certified factory in China. It’s worth a look for far more than just its lower price – the bike is a blast to ride, and with nearly 400 SSR Motorsports dealers around the U.S., support for the QJ lineup should be adequate.
With a better rear shock and a taller aftermarket or accessory windscreen for colder weather, I wouldn’t hesitate to slip some soft luggage on the SRT750 and take off on a cross-country ride, especially since it sips fuel when ridden conservatively. You could also pop on some 50/50 tires, bash bars, and a skid plate for that exposed oil filter and whatnot underneath and knock the rubber inserts out of the footpegs, and it would be ready for light adventure riding. Or just leave it as-is, in sport mode, and wait for an adventure version of the SRT750 to arrive with all of that and a 19-inch front wheel. At this price, many riders would find it easy to own both.
A comfortable seat, a relaxed riding position, and reasonable wind protection give the SRT750 some long-distance capability. A larger windscreen would help in the cold.
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.
When I tell people I have a motorcycle, I get one of three responses. The first is that motorcycles are dangerous and not worth the risk. The second is that a Honda Rebel 250 isn’t a “real” motorcycle. The third response – and my favorite by far – is delivered in the form of a story about someone’s trusty first bike that they’ll never forget.
I’ve heard the horror stories of life-changing accidents. These stories I can respect. They come from a place of caring, sometimes a place of loss. They’re not fun stories, but they are stories that deserve to be heard.
As to the second response, I have lost patience with those who say the Rebel isn’t a real motorcycle. The Rebel 250 is small, that’s true. You won’t find it on a list of the top 10 most powerful motorcycles. You won’t find it on anyone’s list of dream bikes. But if people who tell me the Rebel 250 isn’t a real motorcycle could hear some of the third type of responses, they might have a different perspective.
The third response is my favorite because it is the one that most aligns with my own experience. It comes from riders who have owned a Rebel 250, usually as a first bike. When I tell these people what motorcycle I have, they light up. They tell me about how they learned to ride on a Rebel. Or how they left work in a trail of dust on a Rebel when their spouse was going into labor or taught their sons and daughters to ride on a Rebel. I can relate to these stories because they are fueled by that first joy of sitting on a bike.
When I decided I wanted a motorcycle, I searched everywhere. I printed off Craigslist postings and asked my friends and family what they thought of them. I took pictures of motorcycles with “For Sale” signs on the side of the road. I didn’t really know what I was looking for until I saw a posting for a 2014 Honda Rebel 250.
I took my dad with me to look at it the very next week. It was the least intimidating motorcycle I had seen so far. It was gorgeous, with shiny black paint and a stylish “Rebel” sticker on the gas tank. I admit, my enthusiasm about finally finding a motorcycle that was affordable, small enough for me to sit on comfortably, and in great condition might have clouded my judgment, but I still think it’s a beautiful bike.
Some things are beautiful not because of their complexity but because of their simplicity. The Rebel wasn’t trying to be anything it wasn’t. Likewise, I wasn’t trying to impress anyone with a thundering loud exhaust or state-of-the-art technology. I just wanted to be what I was: a new rider comfortable and happy on her first motorcycle.
Before I ever sat on a motorcycle, I rode horses. My horse is named Chief. I still have him, although now he spends his days grazing through retirement. He is a gentle giant, calm and steady. He stuck with me through thorn briars and winding wooded trails. We even have the same hair color. One thing I learned from Chief was how to trust what carries you. I developed a similar trust with the Rebel.
My Rebel has been my loyal mount for six years. It has carried me from Dover, Tennessee, up to Grand Rivers, Kentucky, a town of about 400 people nestled between the Tennessee and Cumberland rivers with a fantastic restaurant called Patti’s. To get there, I go up the Trace through Land Between the Lakes. I stop for a break in front of the old iron furnace. I ride by the elk and bison range. I swing by the planetarium and watch a Beatles laser show. Before long, I’m dining at Patti’s, chowing down on bread baked in a clay flowerpot and a 2-inch-thick pork chop.
My Rebel has also carried me to Aurora, Kentucky, home of the Hot August Blues Festival and Belew’s Dairy Bar. The memory of a Belew’s double cheeseburger with the patty edges crispy with grill flavor still makes my mouth water. At the Hot August Blues Festival, folks from all walks of life stretch out on the riverbank and catch up while bands get down with it. You never meet a stranger in Aurora, even if you’ve never seen a single person there before. Through all these experiences, my Rebel was with me.
I’m not trying to convince you to go buy yourself a Rebel 250. If you’re new to motorcycles and want one that is easy to ride, dependable, and not very expensive, then a Rebel is a good choice. It’s not flashy or impressive, but it has a character of its own. Nor am I trying to convince myself that I made the right choice. If I could do it over again, I wouldn’t change a thing. All I want is for new riders to cherish their time with their first bike and for experienced riders to take a moment and remember what that felt like.
Allison Parker joined the Rider staff as assistant editor in August 2022. This is her first story for the magazine, and it appeared in the December 2022 issue. –Ed.
1972 BMW R 75/5 “Toaster” owned by Arden White in Snohomish, Washington. (Photos by Arden White and Moshe K. Levy)
The year 1969 was a tumultuous time in the motorcycle industry, marked by the rise of the Japanese and the beginning of the end for the British. Amidst this backdrop of rapidly evolving consumer sentiment, BMW introduced its /5 (“slash five”) Series for the 1970 model year. In its three years of production, the /5 family of motorcycles reinvigorated the brand with its contemporary design and ushered in BMW’s fabled “Airhead” Type 247 Boxer Twin engine, variations of which would continue to propel the marque’s R-Series motorcycles for the next 25 years.
The /5 Series, built at BMW’s newest facility in Spandau, Berlin, was available in three variants. The R 50/5 (500cc) was the most affordable, the R 60/5 (600cc) was the midrange, and the R 75/5 (750cc) was the top of the line.
Compared to its predecessor, the BMW /2 Series, the /5 Series was a thoroughly modernized ground-up redesign. It boasted up-to-date 12-volt DC electrics complete with a 180-watt alternator, an electric starter, more powerful drum brakes, and a slew of other noteworthy upgrades. The frame was of tubular steel construction with a double downward cradle for the engine, similar to the benchmark Norton Featherbed. A rear subframe was bolted onto the mainframe and served as the upper mount for the twin rear shocks. Up front, the former /2’s Earles fork was replaced with a telescopic fork on the /5, signaling a functional change of focus from utilitarian sidecar duty to improved handling as a solo motorcycle.
The 247 Airhead’s flat-Twin configuration means easy access to most serviceable components.
Of course, no discussion of the BMW /5 would be complete without an examination of the Type 247 “Airhead” flat-Twin engine. Special care was taken by the company to design a simple, reliable motor that addressed previous concerns about the /2 mill. To this end, the 247’s chain-driven camshaft runs below the crankshaft, allowing gravity assist of oil delivery to the camshaft and eliminating the periodic complete teardowns required to maintain the former /2 design’s “oil slingers.” Two valves in each hemispherical cylinder head are actuated by the camshaft through followers, pushrods, and rocker arms. A stroke of 70.6mm is constant within the /5 line, with bores of 67mm, 73.5mm, and 82mm determining the displacement of the R 50/5, R 60/5, and R 75/5 respectively.
The R 50/5 and R 60/5 models are equipped with 26mm Bing slide carburetors, while the R 75/5 features 32mm Bing CV units. On all models, the engine power is transmitted via a single-disc dry clutch to a stout 4-speed gearbox and then to the swingarm-mounted final drive via shaft.
The author’s wife on her first bike, a 1971 R 60/5 with standard 6.3-gal. tank. Now with almost 100,000 miles, it’s still going strong.
For late 1973 models, BMW lengthened the rear swingarm by approximately 2 inches, resulting in the so-called “Long Wheelbase” /5. The tell-tale signs of a Long Wheelbase model are the weld marks on the final-drive side of the swingarm where the extension was added by the factory. The extra room allowed a larger battery to be located behind the engine and gave riders some additional clearance between their shins and the carburetors. To this day, /5 enthusiasts viciously argue over whether the sharper handling merits of the original short-wheelbase models trump the high-speed stability of the long-wheelbase versions.
Either way, at barely over 460 lb, the R 75/5 was one of the lightest 750cc bikes of the era, and with a top speed of 109 mph, it was one of the fastest as well.
Fred Tausch’s 1970 R 60/5, circa 2004. Today it resides at Bob’s BMW Museum in Jessup, Maryland.
Complementing these functional upgrades to its new motorcycle line, the /5’s aesthetics were also a spicy departure from the more somber BMWs of yore. Although initially available only in the white, black, or silver colors for 1970-71, the 1972-73 models were available in seven hues, including Monza Blue and Granada Red. Further shocking traditionalists, 1972 saw the introduction of the 4-gallon “Toaster” gas tank, which featured prominent chrome accent panels on each side. Though excessive chrome on a BMW was heresy at the time, today the Toaster-tank /5 is considered valuable to collectors, as it was only produced for the 1972-73 model years.
Contrary to the initial worries from BMW traditionalists that the company had strayed too far from its function-over-form roots, the /5 motorcycle family has earned a sterling reputation for anvil-like reliability. Being classic European motorcycles, the /5s naturally have certain idiosyncrasies, but overall, the design and construction are robust. In a testament to their supreme quality, these motorcycles are still often used as daily runners 50-plus years after their initial production.
Experienced owners claim that with timely maintenance, these bikes are nearly indestructible. In fact, properly running /5s with well over 100,000 miles on them are commonplace at BMW rallies worldwide. I met an owner of one, the late Fred Tausch, at a rally in 2004. Tausch’s 1970 R 60/5 had more than 600,000 miles on its clock and was still running when its owner passed away. Details are sketchy, but supposedly the engine was only overhauled twice during this remarkable service run.
The classic BMW motorcycle community is an active one, with abundant technical support and a well-organized network of enthusiasts (aka “Airheads”) who gather regularly to celebrate their favorite machines. Parts are still plentiful, though they’re getting more expensive as time goes on.
Ultimately, the /5 Series represented an initially dramatic but ultimately triumphant gamble for BMW. These motorcycles were not the cautious evolutions of the existing /2 designs that the brand’s faithful fans had expected. The /5’s newfound emphasis on performance and style, combined with significant price increases over the /2 Series it replaced, could have easily spelled marketplace doom. Luckily, that was not the case, and the /5s became a mild hit.
2022 Honda CB500X decked out in National Cycle Extreme Adventure Gear
Adventure bike owners love to add “farkles” from companies such as National Cycle to their bikes. A farkle, as many of you know, is an accessory, often a fancy one, that a motorcycle owner is likely to brag about. Some say the word is a mashup of “function” and “sparkle,” but we’ve also heard it’s an acronym for Fancy Accessory, Really Kool, Likely Expensive. (When I Googled “farkle,” the top result was from Dictionary.com: a combination of fart and chuckle, an involuntary fart caused by laughter. Gotta love the internet.)
Best known for its windscreens and windshields, National Cycle also makes accessories for select motorcycle models. As part of its Extreme Adventure Gear (XAG) line, it makes accessories for the ADV-styled Honda CB500X, and we installed some XAG accessories on our 2022 test bike.
One of the most popular upgrades for adventure bikes is supplemental protection against rocks, road debris, and tip-overs. We started off with National Cycle’s XAG Polycarbonate Headlight Guard (P/N N5400, $84.95), which is made of tough 3.0mm polycarbonate reinforced with the company’s proprietary Quantum hardcoat – said to provide 10 times the strength and 30 times the scratch resistance as acrylic, a claim National Cycle backs up with a three-year warranty against breakage.
National Cycle XAG Polycarbonate Headlight Guard
The guard is thermoformed for an exact fit over the 2019-2022 CB500X headlight, and its crystal-clear optics do not distort or reduce illumination. Installation is simple: Just clean the headlight, remove the adhesive backing on the marine-grade Velcro tabs, and press the guard onto the headlight lens.
Next, to add crash protection as well as a place to mount auxiliary lighting, we installed the XAG Adventure Side Guards (P/N P4200, $429.95), which are also available for the Yamaha Ténéré 700. Made of black powdercoated steel, they complement the CB500X’s styling, especially the Pearl Organic Green/Black color scheme on our 2022 model. The guards are also treated inside and out with an electrophoretic coating to eliminate rust and corrosion.
National Cycle XAG Adventure Side Guards
The installation instructions provide a list of basic tools needed as well as a QR code that links to a helpful video. Installation is straightforward and took about 30 minutes, with the only challenge being a little extra effort needed to line the guards up with the engine mount holes.
The left and right guards attach to the engine in two places, and they bolt together in the middle just below the headlight. Once installed, they provide solid, sturdy protection. A flat metal tab with an open bolt hole that’s welded to the lower part of each guard provides a good attachment point for auxiliary lights.
As Reg Kittrelle says in his Triumph Tiger 900 GT Low review in the upcoming February issue, an ADV is a “motorcycle that can comfortably take me to distant places carrying lots of stuff.” The Honda CB500X is comfortable, but in stock form, it doesn’t provide many options for carrying gear, so we installed the XAG Luggage Rack (P/N P9304, $184.95). Like the side guards, the luggage rack is made of black powdercoated steel.
National Cycle XAG Luggage Rack
Also like the guards, installation of the rack requires only basic hand tools, takes about 30 minutes, and is clearly demonstrated in the instructions and video. On a stock CB500X, installation requires removal/reinstallation of the passenger grab handles since the mounting brackets share the same bolt holes. On our test bike, the grab handles had already been removed when Honda’s accessory saddlebag mounts were installed. And be advised: National Cycle’s luggage rack is not compatible with Honda’s accessory saddlebags.
The rack is a solid, stylish, practical add-on. It measures 8.625 inches front to back and has a tapered width that narrows from 6.75 inches at the front to 5 inches at the rear. The rack’s slotted surface and two holes on either side provide anchor points for straps or bungee cords. It sits a bit higher than the passenger portion of the seat, but together they provide a platform up to 23 inches in length for carrying a drybag, duffel, or tailbag.
Although we didn’t request one for our test bike, National Cycle also makes the XAG Lowering Kit and Kickstand (P/N P4900, $119.95) for the CB500X. It includes a shorter sidestand and two aluminum suspension link arms that lower the seat height by about 1.5 inches (from 32.8 to 31.3 inches). Only basic tools are required, installation takes 30-45 minutes, and you’ll need a wheel chock and a hydraulic jack or lift. As with the other accessories, in addition to the step-by-step instructions with photos, there’s a helpful video.
National Cycle XAG Lowering Kit and Kickstand
We put as many miles as possible on our test bikes, so we’re always interested in accessories that improve comfort. We’ve tested National Cycle’s VStream windscreens on many different motorcycles over the years, and we’ve consistently been impressed with their ability to improve wind protection while also reducing turbulence and buffeting. With their patented “V” shape, VStream windscreens are made of 3.0mm Quantum-hardcoated polycarbonate – the same durable material used for the headlight guard (and with the same warranty against breakage).
The VStream windscreen comes in three sizes for the CB500X, as seen below.
The Low windscreen is 16.75 inches tall, just slightly taller than stock, and it’s available in dark or light tint for $121.95. We opted for the Mid windscreen ($133.95), which is 19.25 inches tall (more than 2.5 inches taller than stock), much wider than stock near the top, and available only in light tint. The Tall windscreen ($139.95) is 21.75 inches tall (more than 5 inches taller than stock), even wider near the top, and available only in clear.
National Cycle VStream Windscreen Mid size
Compared to stock, the Mid-size VStream pushes air higher up and around the rider. Airflow hits at helmet height, but there’s no buffeting. There’s also excellent visibility over the top of the windscreen, providing an unobstructed view of the road ahead.
Unlike most farkles, National Cycle’s XAG accessories are practical and reasonably priced. If you’ve got a Honda CB500X, check ’em out by clicking on the linked product names above.
Suzuki has announced additional models to its 2023 product line, including the sport-touring Suzuki GSX-S1000GT/GT+ models, plus three Boulevard models: the M109R B.O.S.S. muscle cruiser and the C50 and C50T. The announcement comes on the tail of Suzuki’s unveiling of an all-new 776cc DOHC parallel-Twin engine at the EICMA show in Milan, Italy, in November. The new engine will power the 2023 Suzuki V-Strom 800DE (and Adventure variant) and the 2023 Suzuki GSX-8S.
2023 Suzuki GSX-S1000GT/GT+
Announced as Rider’s 2022 Motorcycle of the Year, the Suzuki GSX-S1000GT+ (the ‘+’ denoting the model with standard saddlebags, whereas the base GT model goes without) returns for 2023 with all the features that merit its MOTY status and a new color choice for the GT+.
As we said in our Road Test Review of the GSX-S1000GT+, the GSX-S engine is a “gem with no rough edges.”
In this file photo, we test the 2022 Suzuki GSX-S1000GT+. Photo by Kevin Wing.
The GT is powered by the same 999cc in-line Four as the GSX-S1000, which churned out 136 hp at 10,200 rpm and 73 lb-ft of torque at 9,300 rpm on Jett Tuning’s rear-wheel dyno.
“From cracking open the throttle above idle to twisting the grip to the stop, power comes on cleanly and predictably,” our reviewer wrote.
2023 Suzuki GSX-S1000GT+ in Metallic Triton Blue
Both the GSX-S1000GT and GT+ have throttle-by-wire enabling the Suzuki Intelligent Ride System, which is monitored on the 6.5-inch TFT display and includes three ride modes (Active, Basic, and Comfort) that adjust throttle response and power delivery, 5-level traction control, cruise control, and Suzuki’s Easy Start, Low RPM Assist, and Bi-Directional Quick Shift systems.
2023 Suzuki GSX-S1000GT in Metallic Reflective Blue
The GSX-S1000GT+ returns in Glass Sparkle Black and a new Metallic Triton Blue starting at $14,099. The GSX-S1000GT continues for 2023 in Metallic Reflective Blue starting at $13,349.
2023 Suzuki Boulevard M109R B.O.S.S.
2023 Suzuki Boulevard M109R in deep red and black
The 2023 Suzuki M109R B.O.S.S. features a liquid-cooled 1,783cc, 8-valve DOHC, 54-degree V-Twin engine with 120mm bore and 90.5mm stroke. In Rider’s Road Test Review of the 2015 M109R, the reviewer said the bike had a “dual-personality motor; a typically torquey cruiser initially, it then morphs into a heckuva strong sport mount.”
The M109R has a 46mm inverted fork with 5.1 inches of travel, a hidden single-shock rear suspension, Twin floating disc-brakes with dual-piston calipers in the front and a single-disc rear brake with a single dual-piston caliper, and a low-profile 240/40 x 18 rear tire, the widest ever used on a Suzuki motorcycle.
2023 Suzuki Boulevard M109R in bright blue and black
The M109R’s engine is wrapped with aggressive blacked-out styling with slash-cut mufflers, drag-style bars, a supplied solo seat cowl with a 27.8-inch height, a headlight nacelle that’s uniquely Suzuki, and a 5.2-gallon fuel tank. The bike comes in at 764-lb wet weight.
The 2023 Suzuki M109R comes in a deep red and black or bright blue and black paint scheme starting at $15,599.
2023 Suzuki Boulevard C50/C50T
2023 Suzuki Boulevard C50 in Solid Iron Gray
The 2023 Suzuki Boulevard C50 and C50T feature a liquid-cooled 805cc 45-degree V-Twin with the Suzuki Dual Throttle Valve (SDTV) electronic fuel-injection system and a 5-speed gearbox with shaft drive.
Link-type rear suspension is shaped to mimic the hard-tail lines of a traditional cruiser, connecting a truss-style swingarm and a single shock absorber with seven-way spring preload adjustability, providing 4.1 inches of smooth and responsive suspension travel, and a telescopic front fork delivers 5.5 inches of travel.
Both bikes have wide, buckhorn-style handlebars, 27.6-inch seat height, and spoke-style chrome wheels with large valance fenders. The C50T offering white-wall tires, leather-texture saddlebags with chrome studs, and a removable, height-adjustable windshield.
2023 Suzuki Boulevard C50T in Pearl Brilliant White
Both the Boulevard C50 and C50T have a 4.1-gal tank, and the C50 comes in with a wet weight of 611 lb (644 lb for the C50T).
The 2023 Suzuki Boulevard C50 comes in Candy Daring Red or Solid Iron Gray starting at $8,909. The C50T comes in Pearl Brilliant White paint with subtle blue graphics starting at $15,599.
At the end of November, Greenger Powersports announced its new Saddleback electric balance bike for kids.
Greenger says the Saddleback is inspired by the mountains of Southern California and blends electronics, easy-to-use features, and proven engineering to create “a fun training tool for young kids looking to explore the outdoors.”
Greenger continued to say that motocross enthusiasts remember the Saddleback area, a natural landmark formed by the two highest peaks of the Santa Ana Mountains, as a “riding mecca back in the day.”
“Riders would drive for hours to get a chance to turn the dirt of these pine lined mountains. Today, Saddleback is a destination for families and outdoor enthusiast of all kinds.”
With the base of the mountains now dotted with suburban neighborhoods and a new generation of children, Greenger was looking for a way for those children to be able to explore in a quiet and friendly way. Thus was born the Saddleback electric balance bike.
Greenger Saddleback in Black
Offering either a 12-inch or 16-inch model, the Saddleback is driven by a 22V 150W hub motor, a disc brake, a push mode for younger riders or three adjustable speed modes. On the 12-inch model, the Level I top speed is 5 mph, Level II is 7 mph, and Level III is 9 mph; top speeds on the 16-inch model are 6.5 mph, 9.5 mph, and 12.5 mph.
Both models have aluminum rims. The 12-inch Saddleback weighs 20.9 lb, and the 16-inch weighs 26.5 lb. The LG battery uses a toolless bracket to make it quick and easy to swap if needed and provides a claimed 50-70 minutes of riding time based on mixed riding conditions.
The Saddleback is now available in Black or White for $749 for the 12-inch and $949 for the 16-inch (plus a $40 destination and freight charge). Both bikes come with a standard charger.
“With the success of the CRF-E2, it was a clear indicator kids of all ages want to ride.” said Brad Chapman, Greenger Sales & Marketing manager. “We want everyone to experience life on two-wheels powered by Greenger.”
Along these lines, in addition to the Saddleback, Greenger will be releasing a family of e-bike models in the first quarter of 2023 to “get the masses outdoors,” including the Telluride city bike, the Ozark folding recreational bike, and the Shasta and Shasta ST adventure bikes, as well as two Portable Power Stations: 1200w and 2000w.
