A lot has happened in the 30 years since Ducati launched its iconic Monster naked bike. In a time when we weren’t super-glued to our cellphones, struggling Italian manufacturer Ducati came up with the idea of producing a simple air-cooled L-twin featuring a trellis frame and beautifully designed fuel tank—and not much else.

Editor’s note: Get up to speed on the major technical improvements of the Monster in the 2021 Ducati Monster First Look Preview article. Also read and watch the 2021 Ducati Monster MC Commute Review and 2021 Ducati Monster Review for in-depth reviews of this streetbike.

This agile and minimalist Ducati was in many ways a parts-bin special, produced from Ducati stock cluttering up the storeroom shelves—but it worked. Thankfully for Ducati its sales success helped sustain the company through some difficult financial times. When Carl Fogarty won the World Superbike Championship on the exciting new 916, it was Monster sales that funded his campaign. And the rest, as they say, is history.

Over the decades, Monsters were churned out in many shapes and sizes, packing out the Ducati range and gaining a global following. Currently, though, the Bologna factory produces just one Monster, an entry-level naked that was launched in 2021 and uses the 111 hp, 937cc Testastretta L-twin. Correction: Make that two Monsters now, because Ducati has just released the much-anticipated Monster SP.

The base-model Monster seems made for the SP treatment, and you won’t be surprised to learn that that comprises of Öhlins suspension at both ends, higher-spec Brembo Stylema brakes, a weight reduction (due mainly to a lighter lithium-ion battery and road-legal Termignoni silencer), plus a few sporty tweaks such as new steering damper and a move from Pirelli Diablo Rosso III rubber to Rosso IV. There’s also exclusive styling, including a small fly screen and an attractive SP-only livery. Unlike many Ducati SPs, the Monster doesn’t get lighter wheels.

Power and torque figures are unchanged from the standard Monster, meaning the SP’s 111 hp peak is nearly 20 hp down on its Triumph Street Triple RS rival and unlikely to overly impress any friends who ride 200 hp superbikes. But they would be wrong to dismiss this punchy middleweight because it’s an absolute ball to ride in the twisties. There’s usable drive from low in the rev range that builds into a rich stream of V-twin torque through the midrange. You don’t have to chase the revs or dance on the shifter; neither do you have to worry quite so much about the consequences of opening the throttle too much too soon because the delivery is sharp but easy; keen but never intimidating—and seems to encourage a smooth, flowing style of riding.

The Euro 5–approved Termignoni silencer may not add any numbers on the dyno readout but looks sensational and adds a welcome bark too, which amplifies the feeling of piloting a sportier and faster bike.

A 4.4-pound weight loss isn’t a particularly substantial change, but on the road it feels like one. Turn off the wheelie control and the chassis comes alive in the way only a middleweight can. The SP is so flickable and effortless to throw around that it feels smaller and lighter than it is, turning noticeably quicker than the notably quick-steering standard bike. The SP sits a little higher too, with the seat height upped by 0.8 inch to 33.1 inches, and gives the Monster a sportier edge while also increasing ground clearance.

The ride from the Öhlins is exceptional: plush and comfortable but always controlled. Light, quick-steering bikes can often feel a little nervous at speed and on dodgy surfaces, but the SP, complete with a new steering damper and Rosso IV rubber, feels reassuringly planted at all times. Fueling is sweetly soft and the carefully packaged riding modes—Sport, Touring, and Rain—plus a plethora of Ducati rider aids help keep you safe. With the SP’s mechanical grip and feedback to the rider so good, however, you could argue that, silky smooth quickshifter aside, they are not needed.

The standard Brembo M4.32 Monster stoppers are quality items, but Ducati has gone one step further with the SP adding Stylema calipers. Race spec brakes on a lightweight naked bike results in immensely potent stopping power—supported by Ducati’s excellent cornering ABS. It’s one-finger braking on the SP, even hauling down from three-figure speeds, and at slow speeds they are not too aggressive either.

The Monster isn’t the first bike you might choose for a week of touring but the SP’s sportier stance is still relaxed, especially compared to some of its forefathers, though taller riders might want to opt for the higher seat option. The new Öhlins suspension offers more refinement and a non-fatiguing ride, and is easy to adjust should you add a pillion or encounter especially rough terrain. Wind protection is virtually zero, even with the SP’s fly screen, so there are limits, while the 3.7-gallon fuel tank and fuel consumption of around 41 mpg will empty that tank in around 150 miles, and you’ll be looking for fuel every 110 to 120 miles.

Make no mistake this neatly blinged-up Monster is a worthy addition to Ducati’s range of SPs. On the road it’s uncut fun and comes without a trace of ego or intimidation. It’s not overcomplicated and delivers meaty V-twin power as well as a little more bark from its Termignoni pipe. As ever with such desirable Italian machinery the downside is price. At $15,595, the “entry-level” Monster is more expensive than the competition, with similar specification and greater power. Ultimately, though, whether that’s too much or not will probably come down to how much you want to own a Ducati SP.

2023 Ducati Monster SP Technical Specifications and Price

PRICE	$15,595
ENGINE	937cc, liquid-cooled, 90-degree V-twin; 4 valves/cyl.
BORE x STROKE	94.0 x 67.5mm
COMPRESSION RATIO	13.3:1
FUEL DELIVERY	Fuel injection w/ 53mm throttle bodies; ride-by-wire
CLUTCH	Wet, multiplate slipper and self-servo; hydraulic actuation
TRANSMISSION/FINAL DRIVE	6-speed/chain
FRAME	Aluminum alloy front frame
FRONT SUSPENSION	43mm Öhlins NIX 30 inverted, fully adjustable; 5.5 in. travel
REAR SUSPENSION	Single Öhlins shock, fully adjustable; 5.9 in. travel
FRONT BRAKES	Radially mounted Brembo Stylema 4-piston calipers, twin 320mm discs w/ Cornering ABS
REAR BRAKE	Brembo 2-piston floating caliper, 245mm disc w/ Cornering ABS
WHEELS, FRONT/REAR	Light cast alloy; 17 x 3.5 in./17 x 5.5 in.
TIRES, FRONT/REAR	Pirelli Diablo Rosso IV; 120/70-17 / 180/55-17
RAKE/TRAIL	23.0°/3.4 in.
WHEELBASE	57.9 in.
SEAT HEIGHT	33.1 in.
FUEL CAPACITY	3.7 gal.
CLAIMED CURB WEIGHT	410 lb. (366 lb. dry)
WARRANTY	24 months, unlimited mileage
CONTACT	ducati.com

The new mill bolts on to the original Touring chassis, so installation will be straightforward. It will feature a bevy of premium Screamin’ Eagle components as well. These include new 10.7:1, high-compression forged pistons, CNC-ported cylinder heads that are designed to maximize efficiency and performance. There will also be a new 68mm throttle body, CNC-machined intake manifold, a Pro Billet cam plate and oil pump, a high-performance cam bearing and high-lift camshaft, and high-capacity injectors.

All together the package puts out up to 143 lb.-ft. of torque at 3,500 rpm. It also offers 130 hp at 5,500 rpm. These figures are 28 percent and 41 percent more, respectively, than those offered by the production Milwaukee-Eight 117 engine.

Riders will want to utilize the wireless Screamin’ Eagle Pro Street Performance Tuner to recalibrate the ECM and optimize engine output, and will no doubt consider adding the Screamin’ Eagle Ventilator Extreme Air Cleaner and Street Cannon mufflers, both of which are sold separately.

Honda’s CRF300L Rally hitched a ride on the same official new motorcycle announcement that included new offerings like the 2023 Honda XR150L and CRF300LS. We’ve already covered both these entry-level dual sports as well as the CRF300L/ABS within the LS coverage, so we’re going to focus on the 2023 Rally version here.

The Dakar-inspired CRF300L Rally differs from the CRF300L with its comfort-focused upgrades like hand guards and a frame-mounted windscreen. It also features a fuel tank capacity that’s over a gallon larger and front brake disc that is 40mm wider in diameter.

Engine specs are identical to the CRF300L. So from the 286cc engine with liquid-cooling and fuel injection, 76mm by 63mm bore and stroke, and 10.7:1 compression ratio, all the way down to the 14-tooth/40-tooth sprocket combo and O-ring chain final drive, the powerplant is the same. These give the Rally similarly strong low- to midrange engine character that’s seen on the base model.

The 43mm telescopic fork, Pro-Link shock, and 21/18-inch wheelsets do not stray away from the standard either, giving the Rally the same means to smoothly roll over jagged rocks and rutted trails.

Related: Honda CRF250L Rally vs. Kawasaki Versys-X 300

Honda did not highlight any updates in its announcement of the 2023 CRF300L Rally, even graphics are the same as it has been since 2021. MSRP has only increased by $50 compared to 2022′s pricing.

2023 Honda CRF300L Rally/ABS Technical Specifications and Price

PRICE:	$6,149 (base)/$6,449 (ABS)
ENGINE:	286cc, DOHC, liquid-cooled single-cylinder; 4 valves/cyl.
BORE x STROKE:	76.0 x 63.0mm
COMPRESSION RATIO:	10.7:1
FUEL DELIVERY:	Fuel injection w/ 38mm throttle body
CLUTCH:	Wet, multiplate
TRANSMISSION/FINAL DRIVE:	6-speed/chain
FRAME:	Double cradle
FRONT SUSPENSION:	43mm inverted telescopic fork; 10.2 in. travel
REAR SUSPENSION:	Single shock; 10.2 in. travel
FRONT BRAKE:	2-piston caliper, 296mm disc w/ optional ABS
REAR BRAKE:	1-piston caliper, 220mm disc w/ optional ABS
WHEELS, FRONT/REAR:	Spoked aluminum; 21 in./18 in.
TIRES, FRONT/REAR:	80/100-21 / 120/80-18
RAKE/TRAIL:	27.5°/4.3 in.
WHEELBASE:	57.2 in.
SEAT HEIGHT:	35.2 in.
FUEL CAPACITY:	3.4 gal.
CLAIMED WET WEIGHT:	331 lb. (base)/335 lb. (ABS)
WARRANTY:	1 year
AVAILABLE:	April
CONTACT:	powersports.honda.com

Honda has announced a new motorcycle that will excite adventure-seeking riders looking for an accessible and affordable dual sport of smaller proportions: the 2023 Honda XR150L. The newest addition to Big Red’s dual sport line will be available April 2023 in black or white for $2,971.

The XR250L can serve as “an affordable additional motorcycle for veteran riders, campground passage for outdoor-enthusiast families, or around-town transportation for those still relatively new to the world of powersports,” Honda says.

The XR650L has set an example of reliability that the XR150L strives to emulate with its own carbureted, 149cc single-cylinder air-cooled engine. A piston moves through the 57.3mm bore and 57.8mm stroke within the cylinder to deliver predictable power as riders work their way through the five-speed gearbox. If you’re one for a modern push-button start, the XR150L’s got it as standard and there’s also a backup kickstart.

Related: Honda’s Indestructible 2023 XR650L Rides On

To take on either the rough surfaces of poorly maintained city roads or the obstacles of off-road terrain Honda has equipped this with a steel frame, 19-/17-inch wheels, a 31mm conventional fork, and single shock. Travel is 7.1 and 5.9 inches, front/rear, which is substantially less than the 11-plus inches that the 650 version offers, but Honda says this travel is enough to absorb rough terrain while not making the seat height excessive. Seat height is 32.8 inches, about 4 inches shorter than the 650.

A 240mm disc and two-piston caliper up front and 110mm drum brake at the rear pull the reins on the horses. No ABS.

From an initial glance, the 2023 Honda XR150L is well-positioned to attract a broad audience with its road-and-dirt versatility and overall approachability.

2023 Honda XR150L Technical Specifications And Price

PRICE:	$2,971
ENGINE:	149cc, SOHC, air-cooled single cylinder; 4 valves/cyl.
BORE x STROKE:	57.3 x 57.8mm
COMPRESSION RATIO:	9.5:1
FUEL DELIVERY:	Carburetor w/ 22mm bore
CLUTCH:	Wet multiplate clutch
TRANSMISSION/FINAL DRIVE:	5-speed/chain
FRAME:	Steel
FRONT SUSPENSION:	31mm telescopic fork; 7.1 in. travel
REAR SUSPENSION:	Single shock; 5.9 in. travel
FRONT BRAKE:	2-piston hydraulic caliper, 240mm disc
REAR BRAKE:	110mm drum
WHEELS, FRONT/REAR:	Spoked; 19 in./17 in.
TIRES, FRONT/REAR:	90/90-19 / 110/90-17
RAKE/TRAIL:	27.0°/4.1 in.
WHEELBASE:	53.5 in.
SEAT HEIGHT:	32.8 in.
FUEL CAPACITY:	2.8 gal.
CLAIMED WET WEIGHT:	282 lb.
WARRANTY:	1 year
AVAILABLE:	April 2023
CONTACT:	powersports.honda.com

Rummage between the couch cushions or dip into the piggy bank for some spare change, Honda’s low-cost Navi joins the collection of miniMOTOs for another year. Part scooter, part motorcycle, the Navi is made for budget-minded riders seeking easy and affordable transportation.

Related: 2022 Honda Navi Scooter MC Commute Review

The idea with the Navi is that it’s designed to make motorcycling available to everyone, as such, a simple-to-use engine is par for the course. The carbureted, fan-cooled 109cc single-cylinder does not require shifting thanks to the V-matic automatic transmission. There’s no clutch lever, shift lever, or even neutral, which makes it as easy to operate as a twist-and-go scooter. In scooter fashion, the engine is mounted toward the rear, which makes room for a lockable storage compartment in front.

Not only is the Navi economical in price ($1,807), but it is also fuel efficient with a claimed 110 mpg. Many trips to and from campus, the store, or a friend’s house can be made before refilling the 0.9-gallon tank with petrol.

It won’t require much to slow down the light 234-pound moto-scooter, so a pair of 130mm drum brakes manage (plus, these help keep MSRP low). On the left of the handlebar is a parking brake lever to help keep the bike from rolling when parked. A 30-inch seat height inspires confidence when it’s time to put feet down.

With its light curb weight, tiny 12- and 10-inch wheels, and short 50.6-inch wheelbase the Navi will maneuver around town and in packed parking lots with ease. It uses a 26.8mm telescopic fork and left-side-mounted shock to keep the ride composed.

MSRP and color choices are the same as when it first launched in 2022, a measly $1,807 for the bike in Red, Grasshopper Green, Nut Brown, or Ranger Green.

2023 Honda Navi Technical Specifications and Price

PRICE:	$1,807
ENGINE:	109cc, SOHC, fan-cooled single-cylinder; 2 valves/cyl.
BORE x STROKE:	55.0 x 55.6mm
COMPRESSION RATIO:	9.5:1
FUEL DELIVERY:	Carburetor w/ 16mm bore
CLUTCH:	Automatic centrifugal dry
TRANSMISSION/FINAL DRIVE:	V-matic CVT/chain
FRAME:	Steel
FRONT SUSPENSION:	26.8mm telescopic fork; 3.9 in. travel
REAR SUSPENSION:	Single shock; 2.8 in. travel
FRONT BRAKE:	Mechanical 130mm drum
REAR BRAKE:	Mechanical 130mm drum
WHEELS, FRONT/REAR:	Steel, 12 in./10 in.
TIRES, FRONT/REAR:	90/90-12 / 90/100-10
RAKE/TRAIL:	27.5°/3.1 in.
WHEELBASE:	50.6 in.
SEAT HEIGHT:	30.0 in.
FUEL CAPACITY:	0.9 gal.
CLAIMED WET WEIGHT:	234 lb.
WARRANTY:	1 year
AVAILABLE:	March
CONTACT:	powersports.honda.com

Ups

• The classic V-4 engine you’ve always wanted—with a claimed 217 hp
• Bargain hunters take note: Base-model RSV4 1100 is competitively priced with Japanese rivals that are far less advanced
• Excellent chassis feel

Downs

• Significantly heavier than the latest European rivals, plus heavier steering
• Electronics package is a generation behind the newest contenders
• Lackluster brake performance compared to competition

Verdict

The Aprilia RSV4 and RSV4 Factory are the latest evolutions of Noale’s V-4-powered superbike, complete with top-shelf components and aerodynamic advances. Above all else: The V-4 is one of the great engines in modern motorcycling. When you’re old and doddering, it’ll be one you tell the grandkids about.

Overview

Aprilia unveiled the first-generation RSV4 in 2009 to replace the much-loved 60-degree V-twin RSV Mille. The RSV4 has been continually evolved over the years; its glorious beginning the product of a brain trust that included Claudio Lombardi (previously with Ferrari and later associated with the infamous 990cc three-cylinder “Cube” MotoGP project), Romano Albesiano (current Aprilia Racing technical director), Luigi Dall’Igna (current Ducati Corse general manager), as well as legendary designer Miguel Galluzzi.

With such auspicious beginnings, it’s no wonder the RSV4 has been the pride and joy of Noale for going on a decade and a half. While much has evolved technically in that time, the V-4 heart remains one of the unquestioned gems in modern motorcycling. No twin-pulse firing order here, thank you. The howl of the V-4 boiling over at redline is as close to the modern V-Four Victory soundtrack as you’ll get this side of paradise.

The RSV4′s last major update was in 2021. Both the RSV4 and RSV4 Factory received a race-developed aerodynamic styling treatment, a larger-displacement 1,099cc engine, a new inverted-style swingarm, an improved Aprilia Performance Ride Control (APRC) electronic rider aid package, and a larger 5-inch TFT dash.

The RSV4 is one of those motorcycles you want, even if you don’t want one—if you know what we mean. A legend born of Italian engineering brilliance, the RSV4 has earned its place in the ranks of iconic superbikes.

Updates for 2023

The Aprilia RSV4 1100 and RSV4 Factory 1100 are unchanged for 2023.

Pricing and Variants

There are two variants of the RSV4: the base-model 1100 and the Factory edition. The base RSV4 1100 ($18,999) retains the Sachs suspension, nonadjustable steering damper, and cast alloy wheels of its 999cc RSV4 RR predecessor.

The RSV4 Factory ($25,999) is upgraded with semi-active Öhlins Smart EC 2.0 electronically adjustable suspension, forged wheels, Öhlins electronic adjustable steering damper, and a choice of two Factory edition paint schemes.

Color options include Silverstone Grey and Sachsenring Black for the base model, while the Factory is available in an almost entirely black Ultra Dark and beautiful Time Attack livery paying homage to Aprilia’s RS-GP MotoGP bike.

Competition

The Aprilia RSV4 and RSV4 Factory compete with the rest of the superbike class. Its European rivals are the Ducati Panigale V4 ($24,495) and V4 S ($31,595), the BMW S 1000 RR (from $17,895) and M 1000 RR (from $32,995).

From Japan: the Yamaha YZF-R1 ($17,999) and YZF-R1M ($26,999), Kawasaki Ninja ZX-10R ($17,399), Suzuki GSX-R1000R ($18,199), and Honda CBR1000RR-R Fireblade SP ($28,900).

The base-model RSV4 in particular is competitively priced with its Japanese rivals, in some instances offering far more modern electronics and higher-spec components—not to mention the 217-hp V-4 engine. In a lot of ways, the base model is the bargain of the superbike field, given its pedigree and spec.

Powertrain: Engine, Transmission, and Performance

The RSV4 has a homologation-busting 1,099cc V-4 engine that Aprilia claims produces 217 hp and 92 lb.-ft. of torque. On the CW dyno, it produced 189 hp and 85 lb.-ft. of torque.

Despite those eye-watering numbers, its user-friendliness and overall flexibility are the most appealing traits. An aggressive throttle connection combined with immediate torque allows it to jump off a corner while the ripping mid-to-top-end power seemingly never stops. Despite gearing being noticeably taller than that of its competitors, gear selection is less crucial for a quick lap time—there is just so much power available everywhere in the rpm range. The exhaust note is music to any enthusiast’s ears too.

Chassis/Handling

While the RSV4′s measured wet weight of 465 pounds is some 30 pounds heavier than the lightest up-spec competition, the chassis still offers impressive feedback and the suspension provides predictable behavior when pushed. Chassis response is superb, the only downside being sluggish handling in side-to-side transitions.

Switching between electronic suspension modes on the Factory changes the character of the ride, as Don Canet notes: “Chassis feedback in suspension A2 demonstrated further improvement, providing greater feel for what was happening at the tire contact patch. This, along with improved exit stability and reduced fore/aft pitch under acceleration and braking, allowed me to remain more relaxed at the controls and elevate my pace. Switching to A1 may overwhelm your senses at first if you’re not accustomed to a taut race setup. Given time, the feedback and road feel you get through the bike’s touch points becomes the sportbike equivalent of reading Braille.”

The chassis truly is one of the standout features of the RSV4.

Brakes

Both the base and Factory models use Brembo Stylema calipers with dual 330mm discs up front and a 220mm disc in the rear. A Bosch 9.1 MP ABS setup provides cornering functionality.

While the hardware is completely modern, the RSV4′s brakes don’t have as much stopping power as the competition, and it takes a little more force to get the bike slowed down. This is more noticeable at the racetrack.

Fuel Economy and Real-World MPG

Aprilia claims 34 mpg for the RSV4.

Ergonomics: Comfort and Utility

Ergonomics are consistent with other track-focused motorcycles. Comfort is a concession when the goal is chasing tenths. If you want utility, look elsewhere—perhaps the RSV4′s naked cousin, the Tuono V4. Compared to other superbikes, the RSV4 has decent room in the seat to move around. You also feel like you sit up on top of the bike, versus “in” it.

Both models do have cruise control and mobile phone pairing. And a pit lane limiter, which is utilitarian in its own way.

Electronics

The APRC (Aprilia Performance Ride Control) system was updated for 2021, and includes the new AEB (Aprilia Engine Brake) which allows for adjustable engine-brake control that is now independent from the selected engine map. Other components to the APRC include: traction control, wheelie control, three engine maps, launch control, quickshift, pit limiter, and cruise control. The RSV4 features six ride modes (Street, Sport, User, Race, Track 1, and Track 2), ABS with cornering function, large TFT dash, and cornering lights.

The small joystick controller found on the previous RSV4 has been replaced with a more user-friendly four-button arrangement on the left switch gear cluster, so navigating the on-screen options is now far easier with a gloved thumb. With the bike stationary, you’re able to select between vehicle modes labeled Road and Race. Road gains access to street-centric features including cruise control and, if the accessory Aprilia MIA multimedia unit is installed, dash-integrated phone, music, and navigation info. Ride-by-wire engine maps labeled Street and Sport are preloaded with APRC settings suited to general street and wet road conditions, along with the ability to adjust the default APRC parameters with a User ride mode.

All customizable ride modes allow adjustment of Engine Map (throttle response and delivery), traction control, wheelie control, lean-angle-sensing engine-brake control, cornering ABS, and launch control. The Factory model adds suspension control to the list, with a choice between A1 (active track), A2 (active track/sport), and A3 (active road), as well as manual (non-active damping) M1, M2, and M3. Each of the semi-active and manual presets can be fine-tuned to suit your riding style.

With four times the processing power of its predecessor, the latest APRC package lends mortals superheroic powers. Performance is strong, even if the system on some of its rivals feels slightly more refined and consistent over a lap around the racetrack.

Warranty and Maintenance Coverage

Like all Aprilia models, the RSV4 comes with a two-year unlimited-mileage warranty.

Quality

Bursting with a claimed 217 hp, the updated V-4-powered weapon brings impressive performance and technology and excellent chassis response.

Specifications

	2023 Aprilia RSV4	2023 Aprilia RSV4 Factory
MSRP:	$18,999	$25,999
Engine:	DOHC, liquid-cooled 65-degree V-4; 16 valves	DOHC, liquid-cooled 65-degree V-4; 16 valves
Displacement:	1,099cc	1,099cc
Bore x Stroke:	81.0 x 53.3mm	81.0 x 53.3mm
Compression Ratio:	13.6:1	13.6:1
Transmission/Final Drive:	6-speed/chain	6-speed/chain
Cycle World Measured Horsepower:	189.70 hp @ 12,930 rpm	189.70 hp @ 12,930 rpm
Cycle World Measured Torque:	84.9 lb.-ft. @ 10,380 rpm	84.9 lb.-ft. @ 10,380 rpm
Fuel System:	Electronic fuel injection w/ 48mm throttle bodies	Electronic fuel injection w/ 48mm throttle bodies
Clutch:	Wet, multiplate slipper	Wet, multiplate slipper
Engine Management/Ignition:	Ride-by-wire	Ride-by-wire
Frame:	Aluminum dual beam	Aluminum dual beam
Front Suspension:	43mm Sachs adjustable compression and rebound; 5.0 in. travel	43mm Öhlins NIX fork, Smart EC 2.0 electronic management, fully adjustable; 4.9 in. travel
Rear Suspension:	Sachs monoshock, fully adjustable; 5.1 in. travel	Öhlins TTX monoshock, Smart EC 2.0 electronic management, fully adjustable; 4.5 in. travel
Front Brake:	4-piston Brembo Stylema calipers, dual floating 330mm discs w/ Bosch 9.1 MP ABS w/ cornering function	4-piston Brembo Stylema calipers, dual floating 330mm discs w/ Bosch 9.1 MP ABS w/ cornering function
Rear Brake:	2-piston Brembo caliper, 220mm disc w/ Bosch 9.1 MP ABS w/ cornering function	2-piston Brembo caliper, 220mm disc w/ Bosch 9.1 MP ABS w/ cornering function
Wheels, Front/Rear:	Aluminum; 17 x 3.50 in./17 x 6.00 in.	Forged aluminum; 17 x 3.50 in./17 x 6.00 in.
Tires, Front/Rear:	120/70-17 / 200/55-17	120/70-17 / 200/55-17
Rake/Trail:	24.6°/4.1 in.	24.6°/4.1 in.
Wheelbase:	56.5 in. (1,436mm)	56.5 in. (1,436mm)
Seat Height:	33.3 in.	33.3 in.
Fuel Capacity:	4.7 gal.	4.7 gal.
Cycle World Measured Wet Weight:	465 lb.	465 lb.
Contact:	aprilia.com

This editorial is complete with insights from our sister brand Dirt Rider’s in-depth reviews and comments from Off-Road Editor Andrew Oldar. After the research and deliberating was done this is the list of the seven best and most expensive dirt bikes we’ve put together.

Beta 480 RR Race Edition: $11,299

The 480 RR Race Edition not only looks awesome with the striking red and blue bodywork/graphics, but it has a big-bore engine, great suspension, and on-demand traction control tech. At $11,299, it’s the most expensive off-road Race Edition Beta offers.

Dirt Rider’s Andrew Oldar commented, “Beta’s top-of-the-line four-stroke off-road model is the 480 RR Race Edition, which features high-quality suspension components in the form of a KYB Air-Oil Separate (AOS) 48mm closed-cartridge coil-spring fork and KYB shock. This big-bore thumper is an ideal choice for Beta riders competing in high-speed off-road racing series such as the AMA National Grand Prix Championship (NGPC) and AMA Hare & Hound National Championship.”

The engine is a 477cc liquid-cooled four-stroke that has, as Dirt Rider said in its coverage on Joe Wasson’s Beta 480 RR Race Edition, “good grunt, and with the six-speed gearbox it’s got plenty of top speed for hare & hounds.”

“Our Race Edition models are designed for the serious racer as well as the casual rider who is looking for a more aggressive bike. The rideability ethos of Beta Motorcycles is definitely evident in the 480 RR Race Edition,” Beta’s Marketing Manager Bryan Wunsch said. “Not only does the bike feature a very smooth four-stroke power delivery, but it also has an extremely light feel which allows for effortless maneuverability. An exciting addition to the 2023 Race Edition is the introduction of the KYB rear shock to match the KYB front forks. The 480 RR Race Edition has been the platform for several AMA championships won by our factory race team over the years which further illustrates the capabilities of this machine.”

The KYB suspension Wunsch is referring to is adjustable for compression and rebound up front and spring preload, low/high-speed compression damping, and rebound damping out back.

A quick-release front axle lever helps ease the chore of front tire swaps (plus it adds a little pizazz to the front end with its red anodized finish).

Honda CRF450RWE: $12,399

If you want the most tricked-out motocrosser from Honda, then the 2023 CRF450RWE is what you’re looking for.

Per Honda’s press release, the 2023 CRF450RWE “features an extensive list of premium upgrades inspired by the factory Team Honda HRC machines of Ken Roczen [Author’s note: who at the time the press release was published was riding for Honda] and Chase Sexton, including a stainless steel Yoshimura exhaust, hand-polished cylinder ports, Hinson clutch basket and cover, Throttle Jockey seat cover and graphics, D.I.D DirtStar LT-X rims and DM2 gold chain, coated fork tubes, fork legs and 18mm shock shaft, gray metallic triple clamps, Renthal Kevlar grips and dedicated ignition mapping.”

In addition to all that, the RWE also has a potent powerplant with its 450cc liquid-cooled four-stroke engine. Our dyno recorded the power figures of the 2021 CRF450RWE as 56.7 hp at 9,600 rpm and 34.8 lb.-ft. at 7,100 rpm, which is more powerful than the CRF450R from which it’s based and the current crop of standard 450 motocross bikes for that matter.

To absorb any harshness, the Honda uses a 49mm fully adjustable Showa fork and fully adjustable shock. The fork tubes have a Kashima coating (to “enhance the Works Edition aesthetic”) and the fork legs have a titanium-nitride coating (to “minimize stiction and improve ride quality,” says Honda).

“The CRF450RWE is the closest you can get to a Formula 1–level machine,” DR test rider Allan Brown said in his 2021 review. “The standard 2021 CRF450R is good, but it needs a few tweaks to elevate it closer to the top of the class. The CRF450RWE certainly runs better than the CRF450R. The engine’s new ECU mapping makes the bike smoother and more predictable through corners, the improved suspension is more responsive and more in sync with the chassis, and the combination gives riders something to really smile about. It cuts in and out of corners like a switchblade.”

Kawasaki KX450SR: $12,699

Seeing as it has won a number of Dirt Rider’s 450 Motocross comparisons, the KX450 is a top performer from Kawasaki, but Team Green takes its stock flagship a step further with the “Special Racer” edition, the KX450SR. Kawasaki says in its press release that the KX450SR “features elite-level racing components, special tuning and design elements inspired by the Monster Energy Kawasaki race team to further elevate its performance and factory racer looks.”

The 449cc liquid-cooled four-stroke engine of the SR is claimed to have increased performance from the standard KX450 (the latter produces 51.9 hp at 9,400 rpm and 32.6 lb.-ft. at 6,600 rpm on our dyno) due to engine and ECU upgrades as well as a Pro Circuit Ti-6 full titanium exhaust system. Benefiting from its more powerful, yet manageable engine, the SR has the “fastest and easiest to ride powerplant I have ever had the pleasure of testing,” Dirt Rider’s test rider Casey Casper said. The new Showa suspension and aluminum chassis combined with the Xtrig ROCS triple clamps are well paired with the punchier power too.

Related: 2023 Kawasaki KX450SR First Look Preview

With the Ergo-Fit components, ergonomics of the SR can be adjusted to a variety of rider dimensions. The Renthal handlebar can be set to one of 12 positions and the footpeg height can be adjusted by 5mm with the two footpeg bracket positions available.

“The KX450SR is a bike that is 98 percent of the way to perfection. Where the stock KX450 may be considered a 90 percent package,” Casper concluded. “The KX450SR is valuable for those looking into the best that Kawasaki has to offer.”

KTM 450 SX-F Factory Edition: $12,099

Want the KTM 450 SX-F on steroids? Take a gander at the KTM 450 SX-F Factory Edition. Like the Honda and Kawasaki, the factory-edition model is the crème de la crème from the manufacturer. It’s fully loaded with features that the base SX-F doesn’t have.

“The 2023 KTM 450 SX-F Factory Edition is a fully optimized and race-ready sculpture of the current KTM 450 SX-F that created a fresh standard in the industry for handling, power, engineering, and competitiveness upon its presentation during the summer of 2022,” KTM said in its press release.

“The 2023 KTM 450 SX-F Factory Edition is the chance to get as close as possible to Red Bull KTM Factory Racing equipment, prestige, and race-winning potential,” KTM’s product marketing and group media manager Tom Moen added. “The latest limited edition is forming the base of the factory machines Cooper Webb and Aaron Plessinger will contest the 450SX season on. Others riding and racing this incredible machine might not reach the speed or fly as high as Webb or Plessinger, but they can look the part and enjoy the right performance specs to nudge them nearer to the dream.”

Dirt Rider didn’t let this tricked-out machine pass ‘em by. The gang tested and dyno’d this machine. Some of DR test rider Casey Casper’s overall impressions highlight the 450 SX-F Factory Edition’s phenomenal engine, top-notch tech, and amazing looks, adding, “This is one extremely usable 450cc motocrosser.”

The engine has a displacement of 450cc with an oversquare bore and stroke (95mm x 63.4mm), and produces 54.4 hp at 9,400 rpm and 34.3 lb.-ft. of torque at 7,200 rpm on our dyno. An Akrapovič exhaust comes standard to belt out the four-stroke song. KTM claims that the engine weighs 59 pounds (that’s 26 percent of the claimed 228-pound dry weight).

Orange factory triple clamps hold the 48mm WP Xact USD fork to the orange chromoly steel frame, and a linkage-type WP Xact shock serves bump absorption duties on the back end. Travel is 12.2 inches and 11.8 inches, respectively.

At $12,099, the Factory Edition is $1,200 more than the base 450 SX-F ($10,899).

Stark Varg: $13,900

Electric motorcycles and electric bikes are increasingly gaining traction in the motorcycle market, so it should come as no surprise that a bike like the Stark Varg is making its way onto lists like this. Stark Future founder and CEO Anton Wass said, “We aimed to challenge and inspire the motorcycle industry with the creation of the Stark Varg and by bringing our electric technology from the drawing board to reality.”

So what are the pros of the Stark Varg? First, there’s the sustainable, no emissions/no noise aspect that’s coupled with power that rockets the electric dirt bike around the track. The 360V carbon fiber sleeve engine has a claimed 80 hp (!) and 938 Nm (an insane triple-digit figure of about 691 lb.-ft.) of torque on tap. Power delivery can be tuned with the 100 ride modes available on the Android Stark dash, so this bike can copy the power of anything from a 125cc two-stroke to 450cc motocross bikes or 650cc dual sports. According to Stark, the bike has the battery capacity to provide up to six hours of trail riding or a full moto at MXGP intensity from one charge and recharging takes one to two hours (depending on charger and outlet).

The Stark Varg competes well with the well-established internal combustion dirt bikes as noted during the Strong but Silent: Stark Varg Electric MX Bike Review article.

There’s no hiding the fact that the Stark Varg is pricey. MSRP for the 80 hp version is $13,900, but there is also a standard 60 hp version that comes in at $1,000 less. Our Stark Varg Electric Motocross Motorcycle First Look Preview is a worthy resource for more information.

TM EN 300 Fi 4T: $12,745

The TM EN 300 Fi 4T is a rare and exotic enduro that’s the most expensive dirt bike from Italy-based TM Racing.

“Riders wanting to stand out from the crowd in terms of bike manufacturer and four-stroke engine displacement should look no further than the TM MX 300 Fi ES 4T,” DR’s Oldar said.

Its fuel-injected 299cc four-stroke engine is unique because it slides in under the popular 350cc displacement. According to findings from past Dirt Rider coverage, this was because the manufacturer found that during its testing the smaller engine size worked best. The model’s engine received a few updates in 2023, the first being that the kickstarter has been removed which helped reduce weight by 2.2 pounds (it’s now a claimed 233.6 pounds without fuel). The engine mapping has also been updated and exhaust noise has been toned down with a new quieter dual “Racing” exhaust.

The orientation of the airbox and fuel tank is also unique. You may notice there’s a gas cap above the right-side number plate. That’s because the fuel tank and airbox have swapped positions compared to traditional four-stroke designs (and motorcycle designs in general) that have the airbox under the seat and the tank between the knees.

The engine has “a lot of character, and it lets you know it isn’t a Japanese or Austrian machine. The throttle response is very good, but it is a slower-revving motor,” Dirt Rider wrote in a 2017 test of the EN 300 Fi. “For a slower-revving bike, its top-end is awesome and it just keeps pulling.”

In regard to chassis/handling, the EN uses a self-tempering aluminum deltabox-type single beam frame with a KYB 48mm coil-spring fork and TM Racing shock. The 2017 review stated, “The bike is balanced and, perhaps because the rear gas tank keeps that fuel weight lower, it can carve a tight line through the trees and be stable at a decent clip.”

“The TM 300Fi EN four-stroke is probably as close as you can get to a real factory bike.

Developed by world champion Enduro riders and winning the world championship multiple times, the 300cc dominated that class for years,” TM said. “Compare the retail price to the factory editions of the competition and you will see it’s cheaper!”

The MSRP is $12,745 for this Italian enduro.

Yamaha YZ450F Monster Energy Yamaha Racing Edition: $10,099

Yamaha’s YZ450F Monster Energy Yamaha Racing Edition, which only differs from the standard model in price and plastics/graphics, is also an MVP in the dirt bike realm. In fact, it was crowned the 2023 victor of the Dirt Rider 450 Motocross Bike Comparison Test because it “boasts the most powerful engine, top-notch suspension, a nimble chassis, 5-pound weight loss, and mostly agreeable ergonomics. Plus, its updated Power Tuner app continues to be the benchmark of dirt bike EFI tunability.”

More on the engine: It’s a 450cc liquid-cooled four-stroke with a dual-overhead camshaft working four titanium valves. This mill sends an impressive 54.4 hp at 9,500 rpm and 32.7 lb.-ft. of torque at 7,200 rpm to its Dunlop Geomax MX33-shod rear wheel, which means it’s the most powerful when compared to other 450 flagships that were run on our dyno like the GasGas MC 450F, Husqvarna FC 450, Kawasaki KX450, KTM 450 SX-F, and Honda CRF450R. According to the DR test, the YZ has the strongest low-end power in its class, making it the easiest to ride a gear high.

More on the chassis and suspension: The YZ450F has a new aluminum bilateral beam frame that Yamaha says strikes a balance of cornering performance and handling stability. Dirt Rider said that the 2023 bike’s 5-pound weight reduction (to the measured 242-pound wet weight) makes it “more maneuverable than ever and corners with less rider input.” High-spec and fully adjustable KYB Speed Sensitive System 48mm coil spring fork and fully adjustable KYB shock are the best components around because “the harder you ride, the better it works,” DR added.

The YZ’s updated ergonomics also gained praise from our sister brand’s test riders, who said these are much improved in 2023. Yamaha says the current YZ has a new slimmer, flatter, more compact body, seamless, rounded features, and increased legroom and revised handlebar position.

The Yamaha YZ450F Monster Energy Yamaha Racing Edition is not the most expensive in this grouping (and is priced lower than others not listed), but it is the most expensive in Yamaha’s motocross lineup at $10,099. The standard YZ450F in Team Yamaha Blue has a lower MSRP of $9,899.

New Zealand–based UBCO is freshening things up with a special-edition 2x2 electric bike, simply named the UBCO 2x2 SE. Joining the 2x2 ADV (read the Front Wheel Burnouts and Utilitarian Fun: Meet the UBCO 2x2 article) and 2x2 WRK, the 2x2 SE adds a few more niceties for traveling. And it gets improved brakes, which is just plain nice.

The SE comes with a detachable waterproof tail bag (30-liter capacity) designed specifically for the ample rear rack, plus a center carryall bag (12L capacity) that attaches above the battery between the rider’s legs. A mechanically locking Peak Design phone mount has also been added, with (claimed) vibration damping. It’s a bit below the sight line, so maybe don’t use it for navigation while navigating anything at the claimed 30 mph speed limit.

Otherwise, brakes have been upgraded. Our last road (and off-road) test found the 2x2 ADV’s brakes to be up to the task, but bigger is usually better. The SE gets larger brake rotors, larger four-piston calipers, larger reservoirs, and larger brake levers. Befitting an EV bike with no pedals, the brakes are DOT motorcycle grade. Larger brake pads with a longer-lasting compound round things out, in addition to a lighter, smaller front fender.

This Special Edition clocks in at 1,000 examples, individually numbered on the swingarm. A new seat and some nice straps for the front rack are also part of the package. Lastly, it gets a green color that splits the difference between seafoam and military grade. MSRP is $6,999, which puts it at the higher range of the eBike category. But the 2x2 ADV and 2x2 WRK models have come down in price to $4,999, from $6,999 and $5,999 respectively. It’s a tough price point, but the quality, fit, and finish of UBCO are impressive.

Not familiar with UBCO? It is basically the opposite of the urban-based Super73 line. Designed for country and/or light off-road adventures, the two-wheel-drive configuration runs on two separate hub-mounted 1kW motors. You get about 4 hp and up to 75 miles of range. You also get to do front wheel burnouts while climbing all over God’s creation, including large American race locales.

Available right now.

UBCO 2x2 SE Technical Specifications and Price

PRICE	$6,999 MSRP
MOTOR	2 x 1kW Flux2 brushless DC air-cooled motors
BATTERY	Lithium-ion 2.1/3.1kWh
CLAIMED CHARGE TIME	6 hr.
CLAIMED RANGE	75 miles
CLAIMED HORSEPOWER	3.2 hp
CLAIMED TORQUE	N/A
FRAME	Alloy tube trellis cradle
FRONT SUSPENSION	UBCO ATFZ, preload and rebound adjustable; 130mm (5.1 in.) travel
REAR SUSPENSION	UBCO ATF, preload and rebound adjustable; 120mm (4.7 in.) travel
FRONT BRAKE	DOT motorcycle-grade 4-piston caliper, UBCO Quadratic² brake system, passive regenerative braking
REAR BRAKE	DOT motorcycle-grade 4-piston caliper, UBCO Quadratic² brake system, passive regenerative braking
WHEELS, FRONT/REAR	Aluminum; 17 x 1.85 in./17 x 2.75 in.
TIRES, FRONT/REAR	Multiuse
RAKE/TRAIL	N/A
WHEELBASE	47.8 in.
SEAT HEIGHT	32.0 in.
CLAIMED WEIGHT	155 lb.
WARRANTY	N/A
AVAILABLE	Now
CONTACT	ubco.com

2023 Aprilia Tuono 660 Factory

If your plans include lots of tight turns and minimal luggage, the Aprilia Tuono 660 Factory will turn a fun weekend into an unforgettable one. The new 659cc twin-powered middleweight tips the scales at a claimed 399 pounds, produces 100 hp and 49 lb.-ft. of torque. It comes with a fully adjustable suspension setup and a top-tier electronics package which includes a six-axis inertial platform, traction control, wheelie control, cruise control, quickshifter, engine-brake control, different engine maps, and cornering ABS. This all amounts to a bike that you will be able to rip through the turns with and that will provide an exhilarating rush of acceleration when required. You can spend hours testing different settings on your favorite stretches of road too because you won’t be totally hunched over the machine, thanks to its slightly more comfy ergos when compared to more sport-styled motorcycles.

2023 BMW K 1600 GTL

The BMW K 1600 GTL is a no-brainer if you want to roll in total comfort, with or without a passenger. The 1,649cc six-cylinder engine is up to any task, while the chassis with BMW Duolever and paralever design provides a buttery-smooth feeling on the road. The standard equipment is nothing to laugh at either, with a 10.25-inch TFT display panel with integrated map navigation, selectable ride modes, traction control, hill start control, dynamic suspension adjustment, heated grips, reverse assist, plenty of storage space along with a commendable audio package. This would be an ideal ride if you were taking your sweetie on a road trip to some swanky resort four or five hours distant to enjoy an indulgent weekend away.

2023 Ducati Multistrada V4 S

For a weekend filled with breathtaking views, a little light off-road exploration, and a combination of freeway and backroad asphalt, it’s hard to think of a better bike than the 2023 Ducati Multistrada V4 S. The 1,160cc V-4 Granturismo is designed to surpass expectations in just about any riding scenario, its bodywork meticulously prepared to provide all-day comfort in the saddle, and innovative elements like front and rear radar that make the riding experience safer. Other systems include cornering ABS, traction control, and a quickshifter among a variety of ride modes and engine settings. Ultimately, this bike is for riders who dream of a weekend leaving the garage with some friends, carving up some mountain roads on the way to some well-appointed lodge adjacent to plenty of fire roads and natural vistas. Toss on some panniers and make it a four-day weekend… You only live once, right?

2023 Indian Sport Chief

The new Indian Sport Chief balances performance capacity with comfort, and will make a great mount for a laid-back weekend ride to some small town on the outskirts of nowhere. The 1,890cc Thunderstroke 116 V-twin packs plenty of punch while the relatively narrow build and KYB and Fox suspension make it possible to push the corners a little harder than other cruisers would find comfortable. It’s equipped with decent wind protection and can easily handle some panniers, so will accommodate whatever your travel needs may be.

2023 Kawasaki KLR650 S

Kawasaki recently gave its long-carbureted KLR650 fuel injection and optional ABS, and now there’s an S version that lowers suspension settings a bit to be more broadly appealing. Regardless of whether you choose the S or standard version, the KLR650 is the bike you want for a weekend out in the mountains. The large, 6.1-gallon fuel tank will keep you running for plenty of miles, and the stout chassis will easily haul in any of the gear you need to make the weekend in the woods just what the doctor ordered. You can explore just about anywhere and be confident you’ll get back home in one piece.

Ups

• Friendlier ergos than race-replica sportbikes
• Class-leading electronic rider aids
• Twin-cylinder performance tuned for the street and ready for the track

Downs

• Does anyone else miss V-configured engines?
• Still priced similar to 600cc inline-four sportbikes

Verdict

Aprilia’s RS 660 is a heavy hitter in the middleweight supersport category, delivering serious performance and lauded versatility. It’s more practical than howling inline-four 600s in terms of overall flexibility and comfort but still plenty of fun around a racetrack or on a spirited street ride.

Overview

The Aprilia RS 660 is a direct response to the market’s shift away from the 600cc middleweight sportbikes that consumers have lately deemed too expensive, too uncomfortable, and too specialized. Aprilia’s response was to build an affordable, more flexible sportbike.

The RS 660 is a lightweight, compact, and easy-to-ride sportbike powered by a liquid-cooled parallel-twin engine of 81.0 x 63.9mm bore and stroke that produces a very broad, flat torque curve. The engine is carried in a bolted-together cast aluminum chassis in a MotoGP-style fairing. To defray development costs, the parallel-twin engine powers multiple models (the Tuono 660 and the Tuareg 660, both of which have proven real hits).

Top-shelf electronics underline the RS 660′s provenance, and despite an affordable price tag and comparatively neutral riding position—attributes sportbike purists tend to associate with watered-down performance and compromise—the riding experience is anything but middle of the road. In essence, the RS 660 represents a new way forward for middleweight sportbikes.

Updates for 2023

The Aprilia RS 660 is virtually unchanged for 2023, aside from new liveries. The up-spec Extrema is new for 2023.

Pricing and Variants

The RS 660 is available in three colorways for 2023: Racing Black, Tribute, and Acid Gold. The Racing Black and Tribute models retail for $11,499 while Acid Gold retails for $200 more.

The Extrema model is designed to be as light as possible. It is equipped with an SC-Projects exhaust, plus carbon fiber bellypan and front mudguard. It has a single-seat tail unit and is prewired to run standard or GP shift. MSRP is $13,499.

Competition

In terms of intent, the RS 660′s closest competitor is the Yamaha YZF-R7 ($9,199). The RS 660 is significantly more expensive, but includes a full suite of electronic rider aids and higher-spec components. Honda’s CBR650R ($9,899) is another full-fairing sportbike that walks the line between comfort and performance, but was designed with little intention of hitting the track.

Powertrain: Engine, Transmission, and Performance

On the CW dyno, the RS 660′s 659cc parallel twin produced 89.16 hp at 10,520 rpm and 44.85 lb.-ft. of torque at 9,540 rpm. Despite the overall flexibility in power delivery, thanks to a relatively flat torque curve with nearly 80 percent of torque available at 4,000 rpm, the RS 660 is happy at high revs. A slight bump in horsepower is seen at 7,000 rpm, which allows the RS to rip toward redline. This is where the fun is had.

Kevin Cameron notes: “Aprilia has something of great value in the refined combustion chambers and ports of its RSV4 superbike, so it made sense to share them with RS 660, giving it good horsepower at a moderate 10,500 rpm. This is strong performance from a 40.2ci parallel twin, especially with a high and very wide 21st century torque curve that gives outstanding drivability (the rev limiter steps in at 11,500). This is torque so flat that it’s hard to find a peak, for the quoted maximum of 49.4 lb.-ft. varies only a percent or so between 8,500 and 10,500. Ninety percent of that is available from 6,250 and 80 percent from 4,000. That is a torque plateau, not a curve. Flat is good.

“To counter secondary shaking force (which arises from the twice-per-revolution changes in connecting-rod angle),” Cameron continues, “the two crankpins are set at 270 degrees. By opposing rather than adding those secondary forces, this cancels them. The result is humane smoothness for all-day riding. That 270-degree crankpin spacing also replaces the traditional drone of an even-firing parallel twin with the more muscular syncopated sound of a V-twin.”

That adds up to a versatile engine that’s appropriate for day-to-day and trackday riding.

Chassis/Handling

The RS 660 has an aluminum chassis made in two pieces—right and left—assembled by bolts. This frame ends and attaches at the top of the gearbox—the swingarm pivots on the engine itself. Wheelbase is a quick-turning and short 53.9 inches, while the steering rake and trail are 24.1 degrees and 104.6mm (4.1 inches).

The RS 660 is praised for its light handling. It quickly negotiates side-to-side ess turns with ease, while remaining very neutral with excellent weight distribution. A strong connection to the front tire’s contact patch bolsters confidence at any speed, resulting in pinpoint precision through corners.

Brakes

A pair of four-piston Brembo calipers clamping 320mm discs up front quickly bring the relatively lightweight (a CW measured 401 pounds) RS 660 to a halt. A single two-piston Brembo caliper and 220mm disc handle rear braking.

Fuel Economy and Real-World MPG

Claimed fuel consumption is 47.8 mpg.

Ergonomics: Comfort and Utility

In a ride aboard the 660, test rider Bruno dePrato praised the ergonomics saying, “The rider triangle is laid out well, so getting perfectly settled and in control of the Aprilia RS 660 is instinctive and user-friendly.” Its claimed 32.3-inch seat height provides an easy reach to the ground even for riders of below-average height.

Electronics

Aprilia’s suite of race-inspired electronics is managed by a six-axis IMU and includes five ride modes, an up/down quickshifter, a range of engine maps, cornering ABS, traction control, wheelie control, engine-braking control, and cruise control. Cornering lights, automatic high beams, and self-canceling turn indicators are additional features of the LED lighting package. Information is displayed on a TFT dash.

Warranty and Maintenance Coverage

Like all Aprilia models, the RS 660 comes with a two-year unlimited-mileage warranty.

Quality

Aprilia’s premium quality, sophisticated electronics, high performance, and easy-to-ride manner set the RS 660 above the competition, arguably putting it in a realm of its own.

2023 Aprilia RS 660 Claimed Specs

MSRP:	$11,499–$11,699; $13,499 (Extrema)
Engine:	659cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl.
Bore x Stroke:	81.0 x 63.9mm
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	89.16 hp @ 10,520 rpm
Cycle World Measured Torque:	44.85 lb.ft. @ 9,540 rpm
Fuel Delivery:	Fuel injection w/ two 48mm throttle bodies
Clutch:	Wet, multiple disc
Engine Management/Ignition:	Ride-by-wire/TCI
Frame:	Double beam aluminum
Front Suspension:	Kayaba 41mm inverted fork, rebound and preload adjustable; 4.7 in. travel
Rear Suspension:	Monoshock, rebound and preload adjustable; 5.1 in. travel
Front Brake:	Brembo radial-mount 4-piston calipers, dual 320mm discs w/ cornering ABS
Rear Brake:	Brembo 2-piston caliper, 220mm disc w/ cornering ABS
Wheels, Front/Rear:	Aluminum alloy; 17 x 3.5 in. / 17 x 5.5 in.
Tires, Front/Rear:	120/70ZR-17 / 180/55ZR-17
Rake/Trail:	24.1°/4.1 in.
Wheelbase:	53.9 in.
Seat Height:	32.3 in.
Fuel Capacity:	4.0 gal.
Cycle World Measured Wet Weight:	401 lb.
Contact:	aprilia.com

2023 Honda Monkey: $4,249

A sub-$5,000 list of bikes wouldn’t be complete with some type of mini motorcycle, and Honda has a whole mess of them. The Grom, the Super Cub, the Trail, the Navi, all of them would fit this list, but the Monkey makes it this round for its high level of fit and finish. It has an unmistakably vintage aspect combined with touches like LED lighting, highly comfortable suspension, a 125cc single that offers a modest amount of pep on surface streets, and phenomenal fuel mileage. It’s a great learner bike, a fun commuter, and a great weekend rider.

2023 Honda Rebel 300: $4,749

Honda’s Rebel 300 is one of our favorite budget-friendly bikes, offering relaxed cruiser style and effortless handling. The 286cc single is super smooth and infinitely manageable for a wide range of skill levels. It regularly features on our rundowns of the best bikes for beginning riders, but it’s also a compelling option for riders who just want to take it easy around town. Full LED lighting, a slip/assist clutch, blacked-out styling elements, and great fuel economy commend the machine further, making it a great value for the price.

2023 Kawasaki KLX230: $4,999

Dual sport motorcycles have long been a great bang for the buck because they can take you just about anywhere. And the 2023 Kawasaki KLX230 is no exception. The fuel-injected 233cc single-powered machine is lightweight, handles great, and comes with some updates including improved throttle response in cold weather and a new LED headlight. The platform is also available, for the same price, in S trim, which offers a shorter seat height to appeal to riders with a more modest inseam. A commuter, a camper, a travel companion, a weekend warrior, the KLX 230 is really designed to do it all.

2023 Royal Enfield Classic 350: $4,799

In recent years Royal Enfield has offered customers an enticing value proposition: retro styling, stripped-down design, and budget-friendly cost. The Classic 350 is a great example of this. At $4,799, the bike is highly approachable from a cost perspective. It is a straightforward machine with a 350cc air-cooled single that puts out 20 hp and 19 lb.-ft. of torque. Suspension and braking are similarly uncomplicated. Dual-channel ABS is arguably the most modern tech system on the bike. And the retro styling is unmistakable, looking as if it just came from some early 20th-century battlefield. All these together equal a machine that bucks the trend seen in many other bikes, which continue to grow more and more advanced. As a commuter, especially in highly congested areas, or a low-key weekend warrior, this Enfield will be a great companion.

2023 Yamaha MT-03: $4,999

The MT-03 is a great way to kick things off because it might not be on this list next year. It’s a perfect example of a compelling machine inching its way toward surpassing the $5,000 mark, with no significant updates on the docket for 2023 yet a $200 bump in price over the 2022 model. The 321cc twin engine is a great option for new and improving riders, the chassis is lithe and easy to handle, the looks are eye-catching, and the bike is a blast around town and on a winding road.

Suzuki hasn’t set the powersport world on fire in recent years. As other manufacturers churn out ever-more niched and technically advanced new motorcycles, the Hamamatsu factory seems content to plod along with modest machinery.

Editor’s note: we test rode the previous XT version during the 2020 Suzuki V-Strom 1050XT Review MC Commute article and video.

The GSX-S1000GT sport-tourer and GSX-S1000 sport naked can’t compete with Ducati or BMW or even KTM’s offerings on the spec sheet while the aging V-Strom dynasty looks decidedly frumpy ranged against the Multistradas, Adventures, and GSs of this world.

Suzuki may not offer as much choice or cutting-edge technology as the market lusts for these days, and the yellow bikes may also lack the desirability of the European competition especially. But it does a job—and at a fair price. And for thousands of riders across the globe, that’s enough, thank you.

Take the V-Strom 1050DE, Suzuki’s adventure stalwart. It’s not the critic’s favorite, perhaps, but take a ride out on a Sunday and you’re likely to see a V-Strom or two parked up at the local bike-friendly hangout. We like them. They are out there, doing a job.

The V-Strom first appeared in 2002 and is without question the unsung workhorse of the adventure market; the dependable goalie who quietly does their work behind a freewheeling team of far more glamorous centers and wingers.

It’s easy to see why it has remained so popular. Robust, easy to ride, relatively straightforward, and with just enough rider aids for most, it has retained a price-competitive position throughout its 20-year run. A top-spec Multistrada V4 S will set you back a little over $27K while the Suzuki DR1050DE Adventure can be had for $17,599. That’s a saving equal to several memorable trips away, and a head-to-toe riding kit refresh too.

As enduring and trustworthy as the big V-Strom has been, Suzuki knew its flagship adventure bike was missing something—an X-factor beyond its price point to help it meet the competition toe-to-toe. Well, that’s changed now because finally, it has produced a machine with off-road ambitions—the new 2023 1050 DE.

The 1050 DE is the Japanese factory’s fourth-generation V-Strom. Yes, it has the familiar water-cooled 1,037cc V-twin platform which, in concept at least, can be dated back to Suzuki TL1000S from the late ‘90s and produces precisely the same peak power and torque—106 bhp at 8,500 rpm and 73.7 lb.-ft. of torque at 6,000 rpm—as the old model­, but the changes elsewhere are significant.

The DE chassis received a major transformation with the introduction of a 21-inch (steel spoked and alloy rim) front wheel, a first for the V-Strom. The headstock is new, the chassis geometry is more relaxed for dirt riding, with increased rake, a longer wheelbase, longer-travel suspension, more ground clearance, and wider bars. Its dirt intentions are clear.

There’s a move from 41 teeth on the rear sprocket to 45, a huge jump and a simple way to make a bike feel livelier. Internal gear ratios have also been modified and combined with a new bidirectional quickshifter to add even more zip to the relatively low-powered unit.

The electronics have been upgraded on the DE, most notably in the shape of a neat 5-inch full-color TFT dash. Power modes remain the same—there’s an A, a B, and a C mode—with each altering the torque and throttle characteristics. Lean-sensitive ABS and TC remain the same as before but get more adjustments, including a new Gravel mode and switchable rear ABS.

Cruise control comes as standard and again has been revised for 2023. The DE also gets a smaller nonadjustable off-road screen, wider pegs with removable rubbers, and the front mudguard is slightly higher to give more clearance for mud and gravel. Longer-travel suspension also means the seat height is higher in the new DE: 34.64 inches compared to 33.66 inches on the standard 1050.

So while Suzuki hasn’t reinvented the wheel with the new V-Strom DE, it has given it the tools to carry on when the asphalt expires.

The good stuff continues when you jump on board. That new display is clear, legible, and like the switch gear, easy to use. The perch is on the high side, as you’d expect from a long-travel, 21-incher adventure bike. The standard 1050 seat sits between 33.7 and 34.4 inches, but the DE is fixed at 34.6 inches. I’m 5-foot-7 (172 centimeters) and, wearing stiff enduro boots with little ankle movement, struggled at times, and would recommend the 1.2-inch-lower seat option for shorter riders.

This taller riding position is noticeably more focused than both the older DE model and the standard 2023 1050. The bars are now 1.6 inches wider and that fixed, off-road-biased screen is 3.1 inches shorter and narrower while the pegs, with removable rubbers, are wider. All of this lends the DE a bigger, more dirt-biased stance, but even as a small rider, I felt comfortable.

Suzuki chose Greece as the venue for this first test of the DE and riding through narrow urban streets on our way out of town, the V-twin felt as friendly as ‘Stroms of old. But there was also something new.

The fueling is as clean and friendly as ever, but now, especially in the imaginatively named A mode, there’s an extra zip in performance. While the V-twin may produce exactly the same torque output through the revs as the older ‘Strom, lowering the final gearing has given the Suzuki a welcome punchiness when you open the throttle, and injects new energy into what is a relatively weighty adventurer.

Turn off the TC—which you can easily and intuitively do on the move—and the DE will happily loft its new 21-inch wheel, something I wasn’t expecting on a long-wheelbase machine that tops the scales at 554 pounds. On the switchbacks that took us high into the hills, the DE cast off its slightly dull image and rewarded me with a fun and exciting ride, the up-and-down quickshifter adding an unlikely sprinkling of sportiness.

It’s not a total transformation, of course. There are limitations to what can be achieved with a change to the final drive ratio. And when you compare the V-twin’s 106 bhp and 554 pounds to the Honda Africa Twin 1100 (113 bhp and 505 pounds with a full tank of gas) or Ducati DesertX (110 bhp and 492 pounds), it brings home how much extra bulk the Suzuki continues to carry.

Those extra pounds are constantly there in the background; I was always aware of how much heavier it feels compared to its more modern class rivals. It’s not a massive hindrance, especially for stronger and larger riders, but it is noticeable. Fast direction changes require more rider input through those wider new bars and, while stability is not in question, you would never describe the DE as agile either. The longer wheelbase, large front wheel, and more relaxed steering head angle haven’t helped, but carve up a mountain pass at speed and you’ll soon work up a sweat.

Suspension travel has increased to 6.7 inches up front and 6.6 inches on the rear, but not to the usual 9.1 inches (front) and 8.7 inches (rear) combination you’d normally associate with a 21-inch front wheel adventure bike. In normal or brisk riding, the KYB fully adjustable 43mm fork copes with the weight of the V-Strom, and the rear, with remote preload and rebound damping adjustment, offers a secure ride. Overall, the ride is on the soft side and more suited to comfort for everyday riding and touring rather than anything aggressive.

Cool conditions during the test didn’t encourage overly sporty riding—nor did the tires. Suzuki has opted for slightly unusual rubber and sizes: a 21-inch Dunlop Trailmax Mixtour up front, with a tube, and a 17-inch Trailmax Mixtour on the rear, which is tubeless. Most adventure bikes with dirt ambitions use a 21-inch/18-inch combination, and while I’m sure the cold temperatures didn’t do them any favors, I never got the confidence to push the handling to a peg-scraping angle of lean. Warmer weather, though, may change all that.

Like the V-Strom’s engine and suspension, the brakes, too, are capable rather than inspiring. Cornering ABS comes as standard and has two road levels, plus the new off-road setting which simply deactivates the rear ABS and a load-dependent braking system that modulates ABS intervention. This means that, in theory, if you add weight such as luggage or a pillion or both, this changes the ABS intervention as you’re asking more of the brakes, pulling the lever harder. Braking is also linked, the front lever activating the rear, but not the other way around, as the rear pedal is independent of the front. To add to the list of marketing-led terminology, the Suzuki has Slope-dependent Control System which, simply put, prevents the rear lifting and stoppies.

On the test ride in Greece, I had no serious issue with the Tokico stoppers, and ABS intervention was only felt on the rear on the slippery surfaces we encountered. I would expect 90 percent of V-Strom owners to have no complaints but, again, the bike’s weight problem raises its ugly head. After all, 556 pounds (including fuel) plus a rider, possibly a pillion and luggage as well represents a sizable mass and a lot to ask of the front stoppers. The DE certainly isn’t over braked.

Suzuki’s V-Strom has always scored highly when it came to churning out miles, and the new DE should continue that tradition. Cruise control is standard and can now be set at lower speeds, although I’m not sure anyone sets their cruise control to lower than 30 mph. The riding position is roomy and the shortened screen does a decent job. Hand guards are standard, as is the USB port on the left side of the dash, while under the seat is a 12-volt DC outlet. As mentioned, the new dash is clear and far easier to navigate than much of the competition. Heated grips, fog lights, and full luggage are available as accessories.

Of course, the big question is whether Suzuki has genuinely improved the off-road ability of the V-Strom. And the answer is yes, unquestionably. Riding cautiously on mixed, easygoing terrain, the Suzuki rolled across all that was thrown its way with composure.

As the pace picked up, however, the suspension bottomed out and lacked control, and suddenly I was all too aware of that excess weight. Trying to stop 554 pounds on a steep and slippery downhill felt challenging rather than fun. This isn’t a bike you can easily pop over rocks and small obstacles, either; attempt an ambitious maneuver and the DE feels like it’s being forced to do something it doesn’t really want.

Furthermore, the Gravel riding mode doesn’t act as a true rider aid by preventing slides but simply remaps the throttle to reduce power delivery, so you can’t rely on it to save you as you might on the DE’s competitors. It’s useful, however, to now have the ability to deactivate the rear ABS, even if the front ABS hasn’t been calibrated for serious off-road abuse and is simply the same as on the road.

All said, I enjoyed the ‘Strom off-road; its wider bars, soft suspension, and fueling worked well together, and it’s relatively easy to ride as long as you don’t take on anything too challenging. On light trails the Suzuki DE can certainly scratch that weekend itch for off-road adventure.

In essence, the ‘Strom is engaging in a robust and trustworthy way—just as it always has been—and now it’s more versatile than ever with some off-road ability. If you don’t look too closely at the competition, it is hard to fault.

However, the competition can’t be ignored. At $17,599 there is some strong competition out there, with a higher spec than the Suzuki, like Triumph’s Tiger 900. Honda’s standard Africa Twin is lighter, more powerful, and has more gadgets. My favorite in this class is the Ducati DesertX, which is incredibly capable both on and off-road and only a fraction less than the Suzuki ($17,695).

The 2023 V-Strom DE carries all the great qualities of the older bike along with more off-road potential, but now over $17K it’s up against some stiff competition.

2023 Suzuki V-Strom 1050DE Adventure Technical Specifications and Price

PRICE	$17,599
ENGINE	1,037cc, DOHC, liquid-cooled, 90-degree V-twin; 4 valves/cyl.
BORE x STROKE	100.0 x 66.0mm
COMPRESSION RATIO	11.5:1
FUEL DELIVERY	Fuel injection; ride-by-wire
CLUTCH	Wet, multiplate
TRANSMISSION/FINAL DRIVE	6-speed/chain
FRAME	Twin-spar aluminum
FRONT SUSPENSION	43mm KYB inverted, fully adjustable; 6.7 in. travel
REAR SUSPENSION	Single KYB shock, preload and rebound adjustable; 6.6 in. travel
FRONT BRAKES	Radially mounted Tokico 4-piston calipers, twin 310mm discs w/ Cornering ABS
REAR BRAKE	Nissin 2-piston floating caliper, 260mm disc w/ Cornering ABS
WHEELS, FRONT/REAR	Wire-spoked wheels w/ aluminum rims; 21 in./17 in.
TIRES, FRONT/REAR	Dunlop Trailmax Mixtour; 90/90-21 / 150/70-17
RAKE/TRAIL	27.0°/5.0 in.
WHEELBASE	62.8 in.
SEAT HEIGHT	34.6 in.
FUEL CAPACITY	5.3 gal.
CLAIMED CURB WEIGHT,	554 lb.
WARRANTY	24 months
CONTACT	suzukicycles.com

What’s it like racing on concrete covered in Dr Pepper syrup? Ask Andy Pickett, five (possibly six)-time Flat Out Friday competitor.

“It’s predictable but sometimes not. Your front end washes out, sometimes it’s the rear. Confidence gets you around the track. But if not, people love crashes.”

Beginning in 2014 in Milwaukee’s now-demolished Bradley Center, Flat Out Friday has been lightly endangering life and limb ever since, minus a year or two during COVID. Whether it’s the two-stroke fumes or beer, it’s an intoxicating spectacle.

AA-Pro, Open Amateur, and Women’s Amateur classes are serious stuff, but other classes exist to cause lighthearted mayhem and positive anarchy. The Goofball class mandates a customized bike and costume, while the Boonie class features only pull-start entrants.

Best of all, there’s a Peewee class for 4- to 8-year-olds and a 65/85 class for 7- to 11-year-olds on 65cc bikes, with 9- to 15-year-olds on 85cc bikes. Is there anything better than watching little kids learning to race? Likely not.

It’s a healthy way to cope with Midwestern winters. Fight crazy with crazy, they say. And before checking out Mama Tried’s shiny, very stationary motorcycles, it’s fun to watch moving ones.

Concept bikes are the results of what’s possible when an artists’ medium is the machine. In this case, the artist is the Huge Design team led by founder Bill Webb, and the vehicle is Zero Motorcycles’ SR/S electric sportbike. Every artwork needs a title and this collaborative project is the SR-X.

Related: Best Electric Motorcycles for Adults

With the “front-heavy” design contrasting with the minimalistic tail end, the SR-X flaunts an elegant, raw sportbike profile.

“The SR-X concept bike strives to hit a design sweet spot for the near future of electric motorcycles by combining clean lines and disciplined design detailing with the aggressive stance and raw performance found in modern liter bikes,” Webb says. “This bike is an attempt to define a new subcategory for high-performance electric, something between a streetfighter and a track bike. We wanted true sport riders to appreciate the subtle and balanced design approach—modern, futuristic, and clean without sacrificing the raw-performance look and overtly mechanical appeal of high-performance motorcycles.”

Related: Is This Custom Zero SR/F The Future Of Motorcycles?

Because Huge Design left the bike semi-faired, there are signs that the base SR/S is lurking beneath. The SR/S’ frame is exposed, the asymmetrical shock mounting is in full view, and there are glimpses of Zero’s ZF75-10 electric motor and ZF17.3 lithium-ion battery visible under the bodywork and frame.

“When we originally spoke about the SR-X project, I couldn’t wait to see Bill’s clean, structured aesthetic applied to our premium sport platform. The result exceeds expectations and points the way forward for our internal design teams,” says Brian Wismann, Zero’s vice president of product development.

Related: 2023 Zero Motorcycles DSR/X Electric Adventure Bike Review

This SR-X concept makes a dramatic statement with its clean lines and aggressive stance worthy of admiration. Like many pieces of art, it makes the viewer ask, “Could this artistic vision inspire the future?”

For the Solo Survivalist

2023 Yamaha XT250: $5,299

One of the Yamaha XT250′s most extravagant bits of tech is an electric start, so you won’t need to worry about the government tracking your whereabouts via GPS. This air-cooled 249cc single-powered machine is lightweight and designed to traverse just about any type of terrain. It has a 2.6-gallon tank and a claimed 76 mpg range, which would get you a little over 196 miles before you have to open up a reserve tank from your stockpile. You can easily tie down a sleeping bag or go bag to the tailsection, and the slim chassis is nimble and easy to maneuver through heavily wooded areas.

For the Backcountry Bro Trip

2023 Honda XR650L: $6,999

Honda’s XR650L is a workhorse that’s light enough to muscle around in tight terrain, but robust enough to carry all the camping gear you need and the 30-pack you promised to bring. The 644cc air-cooled single has punch where you need it, and the long-travel, adjustable suspension provides a nicely cushioned ride in a wide variety of scenarios. Its 2.8-gallon tank and claimed 52 mpg is good enough for the weekend, and the off-road-focused design of the machine opens the doors for a lot of backcountry fun.

For the “You Only Live Once” Camp Trip

2023 KTM 890 Adventure R: $15,199

The 2023 KTM 890 Adventure R is a phenomenal machine, capable of handling anything you can throw at it, on and off road. It has numerous ride modes suited for every type of terrain, sophisticated suspension and chassis design, and an exciting 889cc powerplant. It is certainly capable of taking you deep into the wilderness but is also a blast tearing up fire roads. It’s a great option for the camper who wants some exhilaration on their next camping trip and to show off (just a little bit) how well they’re doing in life right now. Add on some quick-release cases so you can pack in all the camp essentials and you’ll be ready to roll.

For the Sophisticated, But It’s Still Real Camping Camp Trip

2023 BMW R 1250 GS Adventure: $20,345

So you’ve reached that point in life where the stock options have paid off, the kids are off to college, and the call of nature is once again too strong to ignore. The venerable BMW R 1250 GS Adventure is the only suitable machine for you, with its class-leading design, electronics package, and performance capabilities. The 1,254cc boxer-twin-powered bike requires an experienced hand to coax through the really tough terrain, but you’re as experienced as they come. Of course you upgraded to the Premium Package too, because Gary isn’t going to be the only one on this trip with dynamic suspension, heated grips, and pro ride modes…

For the Reserved Space Camp Trip

2023 Harley-Davidson Tri Glide Ultra With a Trailer: $36,499 + Trailer Costs

You don’t have time or energy for arduous adventures in the woods and there’s no way you’re camping without your two-room insulated tent, queen-size air mattress, gas-powered cooktop, Yeti cooler, solar-powered blender, and s’more kit. That’s why you opt for the comforts of a reserved-space campground, and why you ride a Harley-Davidson Tri Glide Ultra with a trailer. The Tri Glide Ultra is luxurious for rider and passenger, with just about any creature comfort you could imagine while still being able to feel the wind in your face. The hitch install isn’t too expensive, a few hundred bucks, and the trailer will set you back a few thousand, but it’s all worth it once you’re sitting around the fire pit, sipping a cool margarita, and looking up at the stars.

2023 Honda CRF450L: $9,999

The 2023 Honda CRF450L is one of the most capable dual sport bikes currently available, especially if you plan to do some serious off-roading. The 291-pound machine is based on the brand’s CRF450X enduro and comes equipped with a 450cc Unicam single, wide-ratio six-speed transmission, fuel injection, dual radiators, LED lighting, long-travel Showa suspension, works-style braking kit, a fuel gauge, hand guards, and on and on. It’s capable of handling any on-road requirements too, opening up countless riding possibilities.

2023 Moto Guzzi V7 Stone: $9,190

The Moto Guzzi V7 Stone has a lot going for it, even if it isn’t the first bike you think of on a list like this. Styling-wise, there’s no question it stands out, with a stripped-down, nostalgic aesthetic and the iconic transverse-mounted 90-degree V-twin. The engine got a refresh a few years back and now offers 65 hp and 54 lb.-ft. of torque, not jaw-dropping numbers by any means but plenty for spirited jaunts around town and plenty capable of keeping an elevated pace on the backroads. It’s a bike brimming with character, the shaft drive is low maintenance, the perch is comfortable for a wide range of riders, and with a few accessory add-ons the V7 Stone can become a capable weekend travel companion. This is a bike that could easily have a spot in your garage for a long, long time.

2023 Suzuki V-Strom 650XT: $9,599

The popularity of the V-Strom 650 is undeniable, and the XT variant adds some valuable upgrades to the mix. These include hand guards, lower engine protection, and wire-spoked rims. It is powered by a tried-and-true 645cc V-twin engine that has been refined over the years to provide buttery-smooth power output throughout the rev range. The bike has a modest but useful selection of electronic aids, including three traction control settings, Easy Start, Low RPM Assist, and LED lighting throughout. Adjustable suspension lets riders dial the bike in for different ride scenarios and the 19-inch front and 17-inch rear wheel configuration make the V-Strom 650 comfortable on asphalt and capable on dirt. There is a huge range of upgrades available from Suzuki and third-party vendors, so it’s easy to dial this platform to your exact needs.

2023 Triumph Street Triple 765 R: $9,995

The naked streetfigher style of bike is one of the most populated at this price point, with compelling options from Kawasaki, Suzuki, Yamaha, KTM, Honda, and others. But the Triumph Street Triple 765 R gets our vote as the most appealing option for the price in 2023. The Moto2-derived triple-cylinder engine offers up to 118 hp and 59 lb.-ft. of torque and the bike weighs a slim 417 pounds ready to ride. Fully adjustable Showa suspension and Brembo braking kit are highlights of the nimble chassis, while a suite of electronics includes systems such as Cornering ABS, wheelie control, traction control, and four ride modes. This bike is made for spirited rides on winding roads and its styling is striking when put up against other models in this segment. It’s the whole package.

2023 Yamaha YZF-R7: $9,199s

For riders who want a versatile sport-styled machine, Yamaha’s YZF-R7 is a phenomenal option. The 689cc twin provides a decent amount of power across the rev range, giving the bike broad application as both an around-town machine and a fun trackday mount. Suspension is fully adjustable at the front and has spring preload and rebound damping adjustments at the rear. Brembo braking kit brings the bike to a reliable stop, and a slim chassis contributes to giving the bike an effortless feel at the bars. It is not going to elevate your pulse in the same way as a four-cylinder supersport, but it will be versatile, comfortable, and will no doubt turn some heads.

When you first twist the throttle in that environment, though, it’s helpful to be on a machine that facilitates productive skill development. Something that will allow you to work through an entire gearbox your first time out, for instance. Something that will force you to refine your clutch and braking techniques throughout the day or weekend. Something that won’t bankrupt you if you bin it.

So we’ve selected five phenomenal examples of bikes that would be perfect for a first trackday. These bikes, brand new, are relatively easy on the wallet, but are also widely available on the used market if you aren’t sure if trackday riding will be your thing. More importantly, they are all great platforms to hone your track skills.

Related: Tips To Survive Your First Motorcycle Trackday

2023 Honda CBR500R: $7,299

Honda’s 471cc twin-cylinder engine is really approachable. It’s not going to knock your socks off, but it rewards well-timed shifts with a steady increase in through the gears. The transmission is also very smooth, the ergos are comfortable while still demanding riders assume a sporty position. It’s a solid bike that does much of what the other machines on this list do, namely, provide a reliable platform upon which to develop your skill as a track rider. If you sense some hesitation in the writing, you’d be right. This is bound to be one of the more controversial picks on this list, particularly considering the price, but the Honda is such an easygoing bike that I can’t help but include it on a list for riders new to the track experience.

Related: Code Break - Braking and Downshifting Smoothly

2023 Kawasaki Ninja 400 KRT Edition: $5,899

The Kawasaki Ninja 400 is a fantastic all-around platform for trackday riding, for beginners and for riders with a few weekends under their belt. It’s slightly more substantial in the engine department over the KTM RC 390, but has fewer electronics systems and performance settings to experiment with. It handles like a dream, and the 399cc engine pays riders who are able to keep revs somewhat high with a responsive and lively power delivery (relatively speaking, of course). The slipper clutch is a nice way to smooth out clunky downshifts, but the Ninja 400 is an otherwise pretty straightforward bike that functions as a phenomenal learning tool for beginning trackday riders. Another nice thing to consider if your mind is drifting toward a Kawi is the fact that there are countless Ninja 300s on the used market that are pretty dang good as well.

Related: 20 Riding Tips From 20 Pro Motorcycle Racers

2023 KTM RC 390: $5,899

Shelling out an extra $400 over the Yamaha YZF-R3 will get you into an almost completely different league with the KTM RC 390. This platform is powered by a responsive 373cc single engine with race-developed internals, it features a slipper clutch standard and has an optional quickshifter available, the WP suspension is adjustable front and rear, and electronic systems like traction control and cornering ABS provide some additional safety measures on track. The ergonomics of the bike are much more race-inspired and even with all the additional bits and bobs, it weighs about the same as the R3. This bike may make the learning curve steeper at the front end of your trackday, but will pay off a lot more on the back end once you have your footing.

Related: Can There Be A Perfect Motorcycle For A New Rider?

2023 Suzuki GSX250R: $4,999

Brand new, the GSX250R is under five grand, which is an increasingly rare price point these days for a new motorcycle. The 248cc parallel-twin engine is going to be the mellowest of this bunch, so if you’re feeling timid about power management on track this might be the best choice for you. It’s lacking many of the enhanced features found on some of the other bikes, which isn’t necessarily a bad thing. Take the lack of a slipper clutch, for example. You’ll be forced to keep your downshifts nice and smooth for optimal performance entering a corner, a valuable skill to have on track. Ultimately what makes this bike great for a first time out is the fact that you’re not likely to get in over your head. Rather, you’ll be poised to focus in on the finer points of your inputs as a rider, which will in turn make the entire trackday experience more fun.

2023 Yamaha YZF-R3: $5,499

For a little more money, the Yamaha R3 is a really enticing option. It’s lighter than the GSX250R and the seat height is lower, there’s more output available from the 321cc twin-cylinder engine, and suspension settings have been refined over the years to allow the bike to provide better feedback to the rider. All really nice elements out on the track. Our previous tests of the platform reveal a bike that handles effortlessly, has a buttery-smooth transmission, and a high-revving engine that provides a decent amount of pull even near the top end. This is a fantastically balanced trackday bike that ups the ante in terms of performance over the Suzuki, but that still allows you to take your skill progression one step at a time.

“Bill Melvin [Buell Motorcycle president] approached me about building a super cruiser,” Roland Sands said. “I don’t think that was the name yet, but it was kind of like, ‘Hey, what can you do with the new Buell motor?’”

What does the future of Buell motorcycles look like? That was the question Buell asked Roland.

“So I drew up the sketch and I was like, ‘I think that this is probably the right thing for, you know, for the two-wheeled culture right now. I think this is the right thing.’ I did one sketch and I sent it over. And he was like, ‘Build that bike!’ So it was kind of serendipitous I guess.”

“I’ve always wanted to build a bike in this style that had a superbike-level engine and suspension componentry,” Sands said. “We tried to utilize as much of the original Buell as we could.”

The Super Cruiser is powered by Buell’s tried-and-true 1,190cc V-twin with a six-speed transmission and integrated slipper clutch. It also uses the thick aluminum swingarm, 17-inch wheels, inverted fork, and unique perimeter-style front brake.

“And as you can see, you may feel that this silhouette is familiar to you. And that’s not by mistake,” Sands explained in regard to its Harley-Davidson FXR-inspired styling from the late ‘80s and early ‘90s.

“We were deeply inspired by Harley-Davidson’s FXR—especially the handling of it,” Roland continued. “It was a great motorcycle. Erik Buell was involved with it. He was involved with getting the FXR to be what it was. Which turned it into such an iconic bike…and a bike that still today people are really into. And potentially, it is one of the best-handling Harley-Davidsons that’s ever been built from the cruiser perspective. We want to take advantage of that heritage, that history, that connection with Buell.”

Sands said the Super Cruiser is a sporty V-twin cruiser designed for motorcyclists who value performance.

“If you’ve never ridden a bike with this style before, it’s more like riding a motocross bike than it is a cruiser,” Sands told us. “When you sit on it, the way the foot controls are, the way the hand controls are. Everything is where it really feels like it needs to be to be aggressive and ride aggressively. It makes you feel like a gangster when you ride the bike.

“That’s why people love riding club bikes. That’s why they are as popular as they are. Because they give you a certain feel. And that’s what this bike is about more than anything else. It’s how it makes you feel when you get on it.

“It’s different from jumping on like a [1290] Super Duke—or even a 790 [Duke]. When you jump on a Hooligan racebike, or like a Hooligan-style streetbike. It feels a certain way. This just makes you feel like a gangster, dude. And for me that’s half the reason why people ride motorcycles. Because they want to be badasses. And this bike makes you feel that way.”

Sands said the Super Cruiser weighs around 450 pounds, with a claimed 175 hp. “It’s 450 pounds right now. We could make the bike lighter. But that was like, building it and being conservative with everything. It doesn’t have super lightweight chromoly tubing.

“My team did a spectacular job of getting this bike together,” Sands said. “Jacob [Stark, Buell Motorcycle engineer/project lead] as a liaison between Buell and us getting all the geometry correct. Aaron [Boss] and Cam [Brewer] are both the best when it comes to building this type of bike. Because we race baggers, and if you know anything about racing baggers, they’re terrible.

“But you can make them fantastic if you pay enough attention to them,” Sands added with a smile. “So that’s [the approach] we kind of took that same perspective with this bike. And we already started with a bike that was a fantastic handling bike. So we almost had to dumb it down to make it more of a cruiser.

“So we relaxed the geometry, it’s 27 degrees. We reached like a happy medium. I mean, I rode the bike all day yesterday, and it’s fantastic,” Sands stated. “It’s just one of the most fun bikes I’ve ever ridden. It’s nimble, it turns really well. It stops on a dime. Those brakes are crazy good. Not everybody loves a perimeter brake. It’s a futuristic take on brakes. But the thing stops like, on a dime. It just does everything it’s supposed to do. All I wanted to do was just ride up the coast and just forget about the world for a little while.”

2025 Buell Motorcycle Super Cruiser Technical Specifications and Price

PRICE	$20,000 (estimated)
ENGINE	1,190cc, DOHC, liquid-cooled 72-degree V-twin; 8-valve
BORE x STROKE	106.0 x 67.5mm
COMPRESSION RATIO	13.4:1
FUEL DELIVERY	Electronic fuel injection w/ 2 port injectors, 2 showerhead injectors
CLUTCH	Wet, multiplate slipper; hydraulic actuation
TRANSMISSION/FINAL DRIVE	6-speed/chain
FRAME	Steel
FRONT SUSPENSION	TBD
REAR SUSPENSION	TBD
FRONT BRAKE	8-piston inside-out caliper, 386mm perimeter rotor
REAR BRAKE	2-piston Hayes performance caliper, 220mm disc
WHEELS, FRONT/REAR	Cast aluminum; 17 x 3.5 in. / 17 x 6.0 in.
TIRES, FRONT/REAR	TBD
RAKE/TRAIL	27.0°/TBD in.
WHEELBASE	TBD
SEAT HEIGHT	TBD
FUEL CAPACITY	TBD
CLAIMED WEIGHT	450 lb.
WARRANTY	TBD
CONTACT	buellmotorcycle.com

Supreme Court Justice Potter Stewart’s definition of obscenity was “I know it when I see it.” And honestly, where speed is concerned, that kind of subjectivity is a good measuring stick. Today’s buyer can choose from dozens of bikes with obscene horsepower and torque; it’s a golden age, man. But while the speed of any given bike is measured in numbers, only you can feel what’s “fast” or what’s not.

From the helm of a Honda Gold Wing, 100 mph feels like nothing. On a KTM 390, that feels like a Bonneville run. A Kawasaki Ninja H2R looks faster parked in front of a PTA meeting than a BMW K1600 does at 120 mph. Every objective measurement has its subjective complement.

Anyway, fast is always good. Even if you don’t bounce needles off rev limiters, you want that potential at your right hand. Fast motorcycles beget fast riders, with all the attendant bragging rights, assumptions and extrapolations that go along with it. Ultimately, whether it’s the rider or the ride, speed is speed.

It’s a subject we love covering, so check out our past lists, including the original Fastest Production Motorcycles article. Got a street bike we overlooked? That’s what comment sections are for. Please explain our mistakes and faulty thinking.

KAWASAKI NINJA H2 CARBON

At a claimed 228 hp with 104.9 lb-ft of torque at 11,000 rpm, the Kawasaki Ninja H2 Carbon is among the fastest production motorcycles, again. For what seems like the 20th year in a row (it’s been seven), the H2 slays common sense and wisdom in favor of top speed and mind-altering performance stats. 0-60 mph in 2.91 seconds seems a bit slow, though there are whispers of 2.6 seconds floating around the interwebs. As its name implies, the H2 Carbon features carbon bodywork and fairings to save weight. And at some point, rider aid programming (hello, Kawasaki Launch Control Mode), gearing, tires and rider matter more than the machine itself. Top speed is said to be 186 mph, though its trip there is slightly held back due to a curb weight of 524.8 lbs.

Power to Weight ratio: .43 hp/lb

SUZUKI HAYABUSA

It’s been awhile since Ben Roethlisberger turned the Hayabusa into a household name. But as the ‘Busa nears its 23rd birthday, let’s reconsider its reputation as a threat to respectable riding youth. As a model, the ‘Busa is entering its prime earning years. And with the addition of a revamped electronic rider aid suites, such as the Suzuki Intelligent Ride Suite (S.I.R.S.) and the Bosch six-direction, three-axis Inertial Measurement Unit (IMU), one might think Suzuki’s gone soft. Overall, it’s gained 12 hp and 36 lbs since 1999, though to be fair, it lost 7 hp since the 2008 model. But 187 hp at 9,750 rpm pushing 582 lbs still puts it in the middle of any fastest bike conversation. If you’re just scanning for performance stats, here you go: The ‘Busa gets a claimed 0-60 mph time of 3.2 seconds and an electronically-limited top speed of 185 mph.

Power to Weight ratio: .32 hp/lb

APRILIA RSV4 FACTORY

The only thing the RSV4 Factory doesn’t come with is a track on which to properly wring out said bike. But even just parked in your garage, the RSV4 helps complete fantasies of being Aprilia’s team test rider. The liquid cooled DOHC 65° V4 cylinder powerplant has grown from 1077cc to 1099, and now puts out a claimed 217 hp and 92 pound-feet at 10,500 rpm. Six riding modes (three road and three track) as well as an alphabet soup of riding aids like engine brake control (AEB), traction control (ATC), wheelie control (AWC) and launch control (ALC) will help keep things from pointing skyward. A 445-pound claimed curb weight is the difference here: there’s track days and then there’s track bikes; welcome to the latter. Reliable performance stats for the ‘22 RSV4 were unreliable, but a 0-60 mph time of 3.1 seconds paired with a 191-mph top speed is a fine guess.

Power to Weight ratio: .48 hp/lb

DUCATI PANIGALE V4 R

Constructed to homologate its V4 2019 World Superbike entrant, the Ducati Panigale V4 R is the fastest production motorcycle available for purchase and street use in the year of our Lord 2022. It gives up 105 cc from the standard V4 variants to comply with WSBK rules, settling for 998 cc. But even without a race-optional package delivering 231 hp, the 217 hp of the “standard” V4 R makes 217 hp. In a quirk of tuning, it reaches the exact same 83 ft-lb at 11,500 rpm torque figure as the race kit option does. It features fairing winglets that are almost identical to its MotoGP brethren. The Ducati 2015 MotoGP race bike frame didn’t ultimately carry over to the V4 R, though arguably the engine has direct lineage. This is critical, because racing. Speaking of racing, the 0-60 mph time is likely 3.0 seconds, with an electronically monitored top speed of 186 mph.

Power to Weight ratio: .51 hp/lb

YAMAHA YZF-R1M

If it’s 2004, nothing comes closer to a real MotoGP bike than the 2022 Yamaha YZF-R1M. What bike did Valentino Rossi ride to championship glory in 2004, 2005 and 2008? The Yamaha YZF-M1. Derived from “Mission 1″, M1 is only a letter or two and a numeral different from R1M. Employing a “long-bang” firing order that allowed its engine to mimic the power characteristics of a V4. the YZF-M1 (and your YZF-R1) put power down in uneven pulses that helped maintain grip exiting corners. Anyway, the YZF-R1M is still one of the fastest motorcycles you can legally buy, own, and endanger your life with on public roads. Its 197 hp and 83.6 ft-lb of torque at 11,500 rpm are said to result in a 0-60 mph time of 3.1 seconds and a 186 mph top speed. Again, results will vary depending on rider and/or rider aid programming.

Power to Weight ratio: .43 hp/lb

ZERO SR/F

Electric motorcycles won’t be graded on a curve much longer. And even if numbers like 110 hp (claimed) and 500 lbs (wet/dry/whichevs) don’t strike fear and/or admiration in riders, 140 lb-ft of torque will have anyone clutching their pearls. Zero has established respect and presence on the track, and their price point puts more electric motorcycles in the hands of more riders than any other marque. Want to talk fast? Let’s talk about the speed at which product moves off the sales room floor. What about the Zero SR/S? The nod goes to the SR/F, which is officially 18 lbs lighter. That’s worth a hp or two. In theory, it’s worth 3.96 hp more. Top speed is 124 mph, but more importantly, 0-60 mph happens in just 3.7 seconds in real world testing. And with the Premium package, a 95% charge happens in 60 minutes. Fast, indeed.

Power to Weight ratio: .22 hp/lb

ENERGICA EGO+ RS

Every motorcycle manufacturer in the world, take note: Energica puts 0-60 mph times right below the hero image on the front freaking page of their site. And why not? A claimed 2.6 seconds to 60 mph puts their heart squarely on their muscle-bound sleeve. Every other marque leaves accurate-ish performance stats to dark, weird corners of the web. Not Energica. They know what buyers want: fat, gaudy performance numbers. God bless you, Energica. Anyway, the Energica Ego+ RS puts down a peak 171 hp (149 hp sustained) with a ferocious 159 ft-lb of torque in service of a 150 mph top speed (all numbers claimed). And, like Zero, they specialize in delivering actual bikes into actual buyer hands. Vaporware sold separately.

Power to Weight ratio: .29 hp/lb

INDIAN eFTR JR

Fast riders aren’t born. They’re made. The difference between failed parenting and successful parenting could be as simple as buying the Indian eFTR Jr. for your budding racer. Unlike Harley-Davidson’s Brushless IRONe16 electric bike, which tops out at 13 mph (Advanced Green Mode), the eFTR Jr. is capable of 15 mph. That’s close to 15% faster. Childhood is filled with painful lessons, but short battery life doesn’t have to be one of them. With a claimed 140 minutes of use from a full charge, it blows away the IRONe16′s 30-60 minute use range. Plus, it looks like an FTR. The IRONe16 looks like a BMX bike. Want your kid to grow up and ride BMX bikes? Or a motorcycle? Choose wisely.

Power to Weight ratio: Unknown

Ups

• More power from updated 765cc triple
• Wider model range in 2023 includes sportier Moto2 Edition
• Improved chassis and electronics

Downs

• Styling changes are perhaps too subtle
• Moto2 Edition is only available in limited numbers
• Fuel tank is smaller than last year’s version
• Still no fully faired version

Verdict

Triumph combines its proven naked-bike recipe with recent race experience to build a bike that’s fun, comfortable, and capable at real-world speeds. If you like the performance and handling of a supersport machine but don’t want to pay for your chiropractor’s next Caribbean holiday, the Street Triple might be the bike for you.

Overview

It’s been more than a decade and a half since the Street Triple appeared in Triumph’s lineup as a surprisingly affordable naked spinoff from the Daytona 675. Its success surprised even its makers, and while the Daytona is now merely a memory, the Street Triple is a mainstay of Triumph’s range.

For 2023, the changes are substantial but simultaneously subtle. Visually the latest Street Triple could be mistaken for its predecessor, and while the specs look similar, the engine, chassis, and electronics are all improved.

Perhaps the most notable news for the lineup is the addition of the limited-run Moto2 Edition, which sharpens the sporting edge of the Street Triple, adding Öhlins suspension, dropped bars, and steeper geometry to the mix. The lower-spec R and RS models remain in the range, also upgraded for 2023.

Updates for 2023

All versions of the 2023 Street Triple get a revised engine with higher compression and new internals, pushing peak power up to 118 hp for the R and 128 hp for the RS and Moto2 versions and fattening the torque curve.

On the chassis side, the rear is raised and the wheelbase is shortened on all three Street Triple models. The signature headlights are the same as before, but there’s a new tank, side panels, and exhaust, and even the base R model has IMU-assisted cornering ABS and traction control with multiple modes.

Pricing and Variants

The Street Triple range starts with Street Triple 765 R, which is available in more muted color options including Silver Ice ($9,995) and Crystal White ($10,245). It features IMU-based rider aids, wider bars than before, and the same bodywork changes seen on the rest of the range. It uses a Showa SFF-BP fully adjustable USD fork and Showa shock, 23.7 degrees of rake, and a 55.2-inch wheelbase.

A step up to $12,595 brings the Street Triple 765 RS with the 128-hp engine, again making 59 lb.-ft. of torque. It gets improved suspension over the R, with an Öhlins shock at the back, plus full-color TFT instruments and a steeper 23.2-degree head angle and shorter 55.1-inch wheelbase. The Brembo M4.32 calipers of the R are swapped for Brembo Stylema Monoblocks.

At the top of the line comes the limited Moto2 Edition. With only 1,530 to be sold worldwide—that’s 765 in each of the two color options—it has the same engine spec as the RS, but gains a different stance thanks to an Öhlins fork to match the same shock as the RS, plus clip-on bars that are 3.1 inches lower and 2 inches farther forward. The bodywork is carbon and the wheelbase is shorter still at 55 inches exactly. There’s a hefty premium for all this, with a price tag of $15,395.

Competition

No shortage of options in the middleweight naked-bike category, with a variety of engine types to choose from. The other three-cylinder option is the Yamaha MT-09 ($9,799) and Öhlins-equipped MT-09 SP ($11,499). Multiple twin-cylinder options are available, including the new Suzuki GSX-8S ($8,849), Aprilia Tuono 660 ($10,499), plus KTM’s 790 Duke ($9,199) and 890 Duke R ($12,949). Options from Ducati include the Monster Plus ($12,995), up-spec Monster SP ($15,595), and the Streetfighter V2 ($17,995), the latter coming with a significantly higher cost of admission.

Powertrain: Engine, Transmission, and Performance

The basics of the 765cc three-cylinder engine are familiar but the 2023 Street Triple 765 models all have updates learned from Triumph’s competition program, with the three-cylinder powerplant as the spec engine for the Moto2 championship.

Compression is up from 12.65:1 to 13.25:1, with revised combustion chambers and new pistons and rods. Updated cam profiles give more valve lift than before, acting on new valves, and the intake velocity stacks are shorter to improve airflow into the engine. At the exhaust side, a single, free-flowing catalytic converter helps the updated engine breathe. The crankshaft, balancer, and gearbox are also all uprated for 2023.

Despite all using essentially the same engine, the base Street Triple 765 R peaks at 118 hp and 11,500 rpm, while the RS and Moto2 Edition versions have 10 hp more at 128 hp, peaking 500 rpm higher at 12,000 rpm. All models have 59 lb.-ft. of torque, coming at 9,500 rpm.

The updated transmission has shorter ratios, promising an increase in acceleration that goes beyond the bare power and torque numbers, and an up/down quickshifter is standard on all versions of the bike.

Chassis/Handling

While the basics of the frame are unchanged—with an identical cast aluminum main frame and essentially the same suspension components as in previous years—all versions of the Street Triple have a raised rear end for 2023 and a shorter wheelbase.

The R uses Showa suspension at both ends, with 41mm BPF fork and a piggyback shock, while the RS pairs an Öhlins STX 40 shock with the Showa fork. The range-topping Moto2 model goes full Öhlins by adding an NIX 30 fork to the mix, but all versions are fully adjustable for compression, rebound, and preload at both ends.

Despite its carbon bodywork, the Moto2 weighs the same as the RS at 414 pounds (wet), while the R is fractionally heavier at 417 pounds.

Brakes

Triumph doesn’t skimp on the Street Triple’s brakes, with even the base R model using Brembo M4.32 four-piston radial calipers at the front, on dual 310mm rotors, and a single-piston Brembo on a 220mm disc at the back.

The RS and Moto2 versions swap the front calipers for four-pot Brembo Stylema Monoblocks, with a radial Brembo MCS master cylinder. All versions have IMU-controlled cornering ABS.

Fuel Economy and Real-World MPG

At the moment, Triumph hasn’t confirmed fuel consumption figures for the 2023 Street Triple, but it’s worth noting the fuel tank size is reduced from 4.6 gallons to 4.0 gallons, so range will inevitably be reduced compared to previous versions.

Ergonomics: Comfort and Utility

Both the R and RS models have bars 12mm wider than their predecessors, adding more leverage and comfort. On the base model, there’s essentially no change to the seat height at 32.5 inches, but the RS’s seat height is increased by 0.4 inch to 32.9 inches.

The Moto2 version is taller still at 33 inches, but there are kits to reduce seat height and lower the rear suspension, cutting up to 1.5 inches from the seat height. The Moto2′s clip-on bars, 80mm lower and 50mm farther forward than the other models’ one-piece design, sacrifice comfort for on-track performance and a sportier stance.

Electronics

As well as IMU-operated cornering ABS, all versions of the Street Triple have a quickshifter and cornering traction control with four switchable levels of intervention. The R has a lower-spec monochrome instrument pack while the RS and Moto2 have a 5-inch full-color TFT display.

The riding modes include Rain, restricting power to 100 hp, as well as Road, Sport, and a rider-configurable setting, while the RS and Moto2 also have a Track mode with sharper throttle response and less intrusive traction control.

Warranty and Maintenance Coverage

All Triumphs have a 24-month, unlimited-mileage warranty.

Claimed Specs

	2023 Triumph Street Triple 765 R	2023 Triumph Street Triple 765 RS	2023 Triumph Street Triple 765 Moto2 Edition
MSRP:	$9,995–$10,245	$12,595–$12,845	$15,395
Engine:	DOHC, liquid-cooled, inline 3-cylinder; 4 valves/cyl.	DOHC, liquid-cooled, inline 3-cylinder; 4 valves/cyl.	DOHC, liquid-cooled, inline 3-cylinder; 4 valves/cyl.
Displacement:	765cc	765cc	765cc
Bore x Stroke:	78.0 x 53.4mm	78.0 x 53.4mm	78.0 x 53.4mm
Compression Ratio:	13.3:1	13.3:1	13.3:1
Transmission/Final Drive:	6-speed/chain, up/down quickshifter	6-speed/chain, up/down quickshifter	6-speed/chain, up/down quickshifter
Claimed horsepower:	118.4 hp @ 11,500 rpm	128.2 hp @ 12,000 rpm	128.2 hp @ 12,000 rpm
Claimed torque:	59 lb.-ft. @ 9,500 rpm	59 lb.-ft. @ 9,500 rpm	59 lb.-ft. @ 9,500 rpm
Fuel System:	Fuel injection; electronic throttle control	Fuel injection; electronic throttle control	Fuel injection; electronic throttle control
Clutch:	Wet, multiplate slip-and-assist	Wet, multiplate slip-and-assist	Wet, multiplate slip-and-assist
Frame:	Aluminum twin-spar	Aluminum twin-spar	Aluminum twin-spar
Front Suspension:	41mm Showa SFF-BP fork, fully adjustable; 4.5 in. travel	41mm Showa inverted BPF fork, fully adjustable; 4.5 in. travel	41mm Öhlins NIX 30 fork, fully adjustable; 4.5 in. travel
Rear Suspension:	Showa piggyback monoshock, fully adjustable; 5.3 in. travel	Öhlins STX 40 monoshock, fully adjustable; 5.2 in. travel	Öhlins STX 40 monoshock, fully adjustable; 5.2 in. travel
Front Brake:	Brembo Stylema 4-piston radial calipers, dual 310mm discs w/ switchable ABS	Brembo Stylema 4-piston radial calipers, dual floating 310mm discs w/ switchable ABS	Brembo Stylema 4-piston radial calipers, dual 310mm discs w/ switchable ABS
Rear Brake:	Brembo 1-piston caliper, 210mm disc w/ switchable ABS	Brembo 1-piston caliper, 210mm disc w/ switchable ABS	Brembo 1-piston caliper, 210mm disc w/ switchable ABS
Wheels, Front/Rear:	Alloy; 17 x 3.5 in. / 17 x 5.5 in.	Alloy; 17 x 3.5 in. / 17 x 5.5 in.	Alloy; 17 x 3.5 in. / 17 x 5.5 in.
Tires, Front/Rear:	120/70ZR-17 / 180/55ZR-17	120/70ZR-17 / 180/55ZR-17	120/70ZR-17; 180/55ZR-17
Rake/Trail:	23.7°/3.9 in.	23.2°/3.8 in.	23.0°/3.8 in.
Wheelbase:	55.2 in.	55.1 in.	55.0 in.
Seat Height:	32.5 in.	32.9 in.	33.0 in.
Fuel Capacity:	4.0 gal.	4.0 gal.	4.0 gal.
Claimed Wet Weight:	417 lb.	414 lb.	414 lb.
Contact:	triumphmotorcycles.com

“Since launching in 2021, the reimagined Indian Chief has garnered incredible feedback from riders all around the world,” said Mike Dougherty, president of Indian Motorcycle, in a company press release. “With the introduction of Sport Chief, the 2023 Indian Chief lineup is more diverse than ever—offering a wide range of performance and styling options to meet each rider’s unique personality and riding preferences.”

The Sport Chief packs the blacked-out Thunderstroke 116 engine which offers up 120 lb.-ft. of torque. It’s the same mill you’ll find in models like the Chief Bobber Dark Horse, the Super Chief Limited, the Chieftain Dark Horse, and others. The mill is housed in a steel tube frame and comes suspended on a 43mm KYB inverted fork out front and preload-adjustable piggyback Fox shocks at the back. The suspension configuration provides a lean angle of up to 29.5 degrees, making it more suitable for spirited riding. Brembo kit provides stopping power, front and rear, and cast black tires are shod in Pirelli Night Dragon rubber.

The Sport Chief comes with a 4-inch touchscreen instrument panel powered by Ride Command, which offers multiple gauge configurations, turn-by-turn navigation, Bluetooth connectivity to a smartphone, among a handful of other features.

It will feature three different ride modes, cruise control, keyless ignition, ABS, and a USB charging port. Styling highlights include the quarter fairing out front and 6-inch risers on the moto-style handlebars as standard.

“With Sport Chief, we wanted to maintain the same care-free attitude and American muscle but elevate it even further with componentry that not only delivers a style and attitude that exudes performance but raises the bar entirely for performance cruisers,” said Ola Stenegärd, director, industrial design for Indian Motorcycle.

Riders who want to add some personal touches to the Sport Chief can choose from among numerous upgrades, including 10-inch risers, a low or tall windscreen, variety of seat options, and improved rear Fox suspension.

2023 Indian Motorcycle Sport Chief Technical Specifications and Price

Ups

• A Ducati sportbike you can ride comfortably all day
• Trackday capability and everyday practicality
• S model has Öhlins suspension

Downs

• It’s unlikely to be as classic as the ‘90s Supersport
• Heated grips and panniers cost extra
• Cruise control is unavailable

Verdict

The Ducati SuperSport 950 is proof that not every sportbike has to be uncompromising. This bike treads the path set by its famous forebears, bringing contemporary technology, a tried-and-true desmo V-twin, and rational ergonomics to a twisty road near you.

Overview

From the original production bevel-drive 750 Super Sport to Miguel Galluzzi’s iconic 900 Supersport, the Super Sport/Supersport designation evokes the legends of Borgo Panigale more than any other name. Revived in 2017 after a 10-year hiatus, the (now) SuperSport 950—with another spelling change to its name—is Ducati’s effort to continue the legacy.

With the advent of the belt-drive Pantah, the Super Sport concluded its duties as Ducati’s superbike platform, but the name lived on and was henceforth applied to a family of road-going models; no mere spectors of former racing glory, the Supersport became its own expression of the Borgo Panigale speed gene.

“If the 1980s was the age of Disco,” Peter Egan says, “then you might say the 1990s was the age of Ducati—at least for those of us who like the music of big-bore desmo V-twins from Italy. Ducati, of course, turned out an unbroken string of charismatic street- and racebikes in that era, but the one that really took the world by storm was the 900SS, introduced in 1991.

“The moderately high clip-ons, good seat, and dropped rearsets made this a Ducati you could ride all day,” Egan says.

The same can be said of the latest SuperSport 950. Updated in 2021 with more advanced electronic rider aids and a Panigale-esque fairing, the SuperSport is less nefarious than Ducati’s superbikes and arguably more proficient as a sportbike for the real world.

There was a time not long ago when there were plenty of sportbikes that were neither hard-edged race-reps nor borderline stodgy sport-tourers. RIP, Honda VFR750F. These days, the SuperSport practically carries the torch—at least if you want it to be Italian, red, and play the music of a big-bore desmo V-twin.

Updates for 2023

The SuperSport 950 and 950 S are unchanged for 2023. The last major update was in 2021.

Pricing and Variants

The SuperSport 950 has an MSRP of $15,195 and is only available in Ducati Red. The S version starts at $17,695 for Ducati Red and increases to $18,095 for Arctic White Silk. The S model distinguishes itself from the base model by using a 48mm Öhlins fork and Öhlins shock. The base model uses a 43mm Marzocchi fork and Sachs shock.

Competition

A sportbike unconcerned with ultimate performance is a bit of a rarity in 2023. Backing off a few tenths from performance single-mindedness means riders expect the SuperSport 950 to compensate with a modicum of versatility. Indeed, the SuperSport is more comfortable than a purebred sportbike, and is even available with semi-rigid luggage for light-duty touring. But it’s in no way a full-on sport-tourer.

That puts it in roughly the same category as the brand-new Moto Guzzi V100 (starting at $15,490), the Triumph Speed Triple 1200 RR ($20,950), and the BMW R 1250 RS (starting at $15,695), all of which are very different motorcycles. The Speed Triple RR is the most powerful and most performance oriented of the lot, while the Beemer veers toward the sport-touring side. Like the SuperSport, all would be tremendous fun on a canyon road.

One might also consider Kawasaki’s Ninja 1000 SX ($13,199) and Suzuki’s GSX-S1000GT ($13,149)—bikes that are sporty, but put equal emphasis on long-range comfort.

Powertrain: Engine, Transmission, and Performance

The 2023 Ducati SuperSport 950 is powered by the 937cc Testastretta 11º V-twin. Ducati uses the engine (in various tunes) in the Monster, Hypermotard 950, Multistrada V2, and DesertX, making it the workhorse V-twin in Borgo Panigale’s lineup. While the Panigale V2′s oversquare Superquadro engine offers more performance, the 937cc Testastretta feels more classically Ducati.

With perfect primary balance, abundant low- and midrange torque, and a happy-to-rev nature, the SuperSport makes desmo twins feel amazingly rational.

In his First Ride Review, Bruno dePrato reported: “The engine is strong; 120 mph was easily reached even with the relatively short straight at my disposal. The flexibility and density of low-rpm torque made it easy to fully exploit the bike on corner exits. For a final check on the flexibility of the 937cc Testastretta 11º engine I took a full lap, including some rather tight sections, using only sixth gear. Even when the engine was down to nearly 2,000 rpm, torque was adequate to move the bike along comfortably, with no shuddering or coughing.”

Chassis/Handling

The SuperSport 950 makes use of Ducati’s latest-generation trellis frame and has a single-sided swingarm. Standard models use a Marzocchi fork and Sachs shock, while S models roll on Öhlins components.

“Steering response is always precise, neat, and neutral. Lean angles can easily exceed 45 degrees even at relatively low speeds, because the bike feels secure and has plenty of torque to keep it moving through the corner,” dePrato writes. “The relatively long wheelbase helps the bike feel stable rounding full-blast 100-mph corners, yet it remains agile in very tight maneuvers at walking speed. It’s like no other Ducati I can remember.”

Brakes

The SuperSport 950 base model and S version use Brembo braking components with dual 320mm discs and four-piston M4.32 calipers in the front and a 245mm disc/two-piston caliper setup in the rear. Cornering ABS is standard on both models.

Fuel Economy and Real-World MPG

Ducati claims the SuperSport receives 41.3 mpg.

Ergonomics: Comfort and Utility

Ergonomically, the SuperSport is far less aggressive than its Panigale siblings. dePrato notes: “When a long trackday ends with no aches and pains, that is a testament to the friendly riding position. The memory-foam seat also adds to the comfort factor.”

Another nod to civility is the two-way-adjustable windshield, which can be lifted 2 inches for added wind protection. Semi-rigid bags are available from the Ducati accessory catalog, as are heated grips and a taller windscreen, as part of a “touring” package.

Curiously missing is cruise control, a feature that would be beneficial for everything from commuting to touring.

Electronics

The SuperSport uses a Bosch six-axis IMU that works in conjunction with the rest of the electronics suite, managing cornering ABS, traction control, and wheelie control. Three ride modes (Sport, Touring, and Urban) are fully adjustable. A bidirectional quickshifter comes standard. Navigating through the settings can be done via the 4.3-inch TFT display and switches on the left handlebar. LED lighting is also standard.

Warranty and Maintenance Coverage

The SuperSport comes with Ducati’s two-year, unlimited-mileage warranty.

Quality

The SuperSport 950 is well-equipped and nicely finished with Ducati’s typical attention to detail and premium components.

Claimed Specs

	2023 Ducati SuperSport 950	2023 Ducati SuperSport 950 S
MSRP:	$15,195	$17,695 (Ducati Red)/$18,095 (Arctic White)
Engine:	937cc, DOHC, liquid-cooled, 90-degree V-twin; 4 valve/cyl.	937cc, DOHC, liquid-cooled, 90-degree V-twin; 4 valve/cyl.
Bore x Stroke:	94.0 x 67.5mm	94.0 x 67.5mm
Transmission/Final Drive:	6-speed/chain	6-speed/chain
Fuel Delivery:	Electronic fuel injection w/ 53mm throttle bodies	Electronic fuel injection w/ 53mm throttle bodies
Clutch:	Wet, multiplate, self-servo, slipper; hydraulic actuation	Wet, multiplate, self-servo, slipper; hydraulic actuation
Engine Management/Ignition:	Ride-by-wire/TCI	Ride-by-wire/TCI
Frame:	Tubular steel trellis, engine as stressed member	Tubular steel trellis, engine as stressed member
Front Suspension:	43mm Marzocchi fork, fully adjustable; 5.1 in. travel	48mm Öhlins fork, fully adjustable; 5.1 in. travel
Rear Suspension:	Sachs monoshock; 5.7 in. travel	Öhlins monoshock, fully adjustable; 5.7 in. travel
Front Brake:	Brembo M4.32 calipers, 320mm semi-floating discs w/ Bosch Cornering ABS	Brembo M4.32 calipers, 320mm semi-floating discs w/ Bosch Cornering ABS
Rear Brake:	2-piston caliper, 245mm disc w/ Bosch Cornering ABS	2-piston caliper, 245mm disc w/ Bosch Cornering ABS
Wheels, Front/Rear:	Aluminum 3-spoke; 17 x 3.50 in. / 17 x 5.50 in.	Aluminum 3-spoke; 17 x 3.50 in. / 17 x 5.50 in.
Tires, Front/Rear:	Pirelli Diablo Rosso III; 120/70ZR-17 / 180/55ZR-17	Pirelli Diablo Rosso III; 120/70ZR-17 / 180/55ZR-17
Rake/Trail:	24.0°/3.6 in.	24.0°/3.6 in.
Wheelbase:	58.3 in.	58.3 in.
Seat Height:	31.9 in.	31.9 in.
Fuel Capacity:	4.2 gal.	4.2 gal.
Wet Weight:	463 lb.	463 lb.
Contact:	ducati.com

Now it appears that the Bologna factory’s crusade for speed has moved into cruisers, because the all new Diavel V4 is one seriously rapid and capable motorcycle. And if it’s often said that the original Diavel L-twin tore up the cruiser rule book on its debut 12 years ago, the now lighter, tighter, and richly potent V-4 replacement has done it again. Then set light to the remains.

Moving away from the V-twin configuration that defined Ducati through the ages may not please the traditionalists, but both the Panigale and Multistrada have benefited immeasurably from the adoption of a V-4 engine. Redrawing the Diavel concept—focusing it even more as an unabashed performance cruiser—and inserting the 1,158cc Granturismo powerplant has brought with it a raft of benefits.

It’s more compact, smoother, and brings along the Multistrada’s longer 9,000-mile service intervals too. Peak power is up, with a quoted 168 hp compared to 160 hp for the Diavel 1260 S V-twin, while peak torque, the V-twin’s strength, is barely a whisker down—93.7 lb.-ft to 93 lb.-ft. Yes, peak power is now higher in the rev range, and peak torque sits 2,500 rpm up the rev range at 7,500 rpm, but the free-spinning V-4 is a joy to rev a little too.

The engine block has also allowed Ducati to replace the relatively heavy trellis frame of the old bike with an aluminum monocoque frame that brings a weight saving of 10.4 pounds. The V-4 itself is 11 pounds lighter than the older twin and, overall, Ducati has reduced the Diavel’s weight by a sizable 28.7 pounds.

A steeper head angle of 26 degrees and shortened trail mean that while the chassis geometry remains relatively relaxed, the steering has been sharpened. The suspension features conventional 50mm USD fork and a piggyback monoshock that gains 0.6 inch more travel at the rear to improve comfort and add a little more clearance. Meanwhile, a single-sided swingarm holds an extra-fat signature 240-section Pirelli Diablo Rosso III rear tire, which Ducati says enables a 0–62 mph time of less than three seconds. Fuel tank capacity has increased by 0.5 gallon to 5.3 gallons, and there are new high-end Brembo Stylema stoppers and 330mm discs up front as well as uprated electronics.

The traction control is Ducati’s smooth and unobtrusive DTC EVO 2 system, and there’s a much improved 5-inch TFT color dash with Bluetooth connectivity. Four riding modes, power modes, cornering ABS, wheelie and cruise control, plus Ducati Power Launch are all on board.

One complaint you hear about big-cube Ducatis is the engine heat they pass to the rider, especially on hot days. This has been addressed on the Diavel with a deactivation system adopted from the Multistrada that cuts the rear pair of cylinders when the bike is stationary or running below 4,000 rpm, reducing heat-soak and also fuel consumption by a claimed 6 percent.

When you demand a handful of torque, the system reactivates the rear bank of cylinders (and in first gear all four remain running, even at low revs), but on the street you don’t feel the intervention, though there is a slight change to the exhaust note.

It’s a clever and effective system and simply adds to the 2023 Diavel’s immense composure in an urban environment. It pulls immaculately from low rpm and is effortlessly smooth compared to the lumpier, snatchier twin—and when you want to have fun it will happily oblige and rev fluently toward the redline.

Actually, that’s a serious understatement because, as we’ve mentioned, this is one quick bike. Its relatively long wheelbase combined with that enormously wide and grippy rear Pirelli tire and excellent electronics, including launch control, allows you to put the power down and make full use of the V-4. On private roads at its Dubai press launch, it drove harder to 100 mph than almost any current production streetbike I can think of.

But, and this is the real big news, the Diavel V-4 is far more than a straight-liner. With its new chassis and brakes it steers crisply and handles with surprising accuracy when you reach the switchbacks and sweepers in the hills. In fact, with that 28.7-pound mass reduction it feels far lighter than before, much more comparable to a large Ducati Monster and far sportier and more responsive than any other cruiser on the market.

For a bike that has been designed to turn heads and exert a strong street presence, it’s sublimely agile and light-handling yet, even with the pegs touching the asphalt, it feels calm and stable too—all those premium electronic rider aids almost surplus to requirements. Meanwhile, a one-finger squeeze of the lever is all that is needed to slow the Diavel V4, whether it’s trickling through town or finding a rhythm along your favorite twisty road.

Our test ride was conducted on roads that twisted and turned into the hills above Dubai making it hard to assess the new bike’s level of comfort. The seat is now 1.4 inches higher at 31.1 inches and the extra 0.6 inch of travel of the suspension should make the V4 more compliant. With the bars now positioned 0.8 inch closer to the rider, there’s certainly less of stretch.

At $26,695 the Diavel V4 is more expensive than its rivals like the Kawasaki Z H2 and is only available in one basic specification. But one of the Diavel’s qualities is its ability to be all things to many types of rider. It’s a cruiser, it can handle a day full of miles, it can corner like a sport naked—and despite its aggression is sweetly balanced and easy to maneuver through gaps in the traffic. Less experienced riders can dial in the softer riding modes, Wet and Urban, that cap the power at 115 hp and enjoy a user-friendly and forgiving ride that’s as good at everyday duties as it is at looking and sounding like a million dollars. The Ducati Diavel is not only faster but better than ever.

2023 Ducati Diavel Technical Specifications and Price

PRICE	$26,695 Red/$26,995 Black
ENGINE	1,153cc, DOHC, liquid-cooled, 90-degree V-4 w/ counterroatating crankshaft; 4 valves/cyl.
BORE x STROKE	83.0 x 53.5mm
COMPRESSION RATIO	14.0:1
FUEL DELIVERY	Fuel injection w/ 46mm elliptical throttle bodies; ride-by-wire
CLUTCH	Wet, multiplate slipper; hydraulic operation
TRANSMISSION/FINAL DRIVE	6-speed/chain
FRAME	Aluminum monocoque
FRONT SUSPENSION	50mm upside-down fork, fully adjustable; 4.7 in. travel
REAR SUSPENSION	Monoshock, fully adjustable, optional electronic; 5.7 in. travel
FRONT BRAKES	Radially mounted Brembo Stylema Monoblock 4-piston calipers, twin 330mm semi-floating discs w/ Cornering ABS
REAR BRAKE	Brembo 2-piston floating caliper, 265mm disc w/ Cornering ABS
WHEELS, FRONT/REAR	Cast aluminum; 17 x 3.5 in. / 17 x 8 in.
TIRES, FRONT/REAR	Pirelli Diablo Rosso III; 120/70-17 / 240/45-17
RAKE/TRAIL	26°/4.4 in.
WHEELBASE	62.7 in.
SEAT HEIGHT	31.1 in.
FUEL CAPACITY	5.3 gal.
CLAIMED CURB WEIGHT	520 lb (dry 465 lb)
WARRANTY	24 months, unlimited mileage
CONTACT	ducati.com

Harley-Davidson will soon launch H-D Collections, a group of apparel lines aimed at cruiser riders and motorcycle lifestyle enthusiasts alike. The new duds will be available starting March 9, 2023, but in the meantime you can head over to H-D Collections to sign up for email and text alerts.

“With H-D Collections we’re excited to celebrate two elements of our heritage: design and craftsmanship,” said Jochen Zeitz, chairman, president, and CEO of Harley-Davidson, in a company press release. “H-D Collections brings together the many facets of moto-culture lifestyle, paying tribute to our heritage with both Harley-Davidson Originals and Authorized Vintage, while pushing the limits of design, form, and function with Bar & Shield.”

The Bar & Shield branch appears to be the most forward-looking of the new apparel lines. Designed by Apparel Design Creative Director Lousie Goldin and her crew, Bar & Shield products are described as bringing “a new spirit into the evolution of Harley-Davidson apparel.”

The Harley-Davidson Originals line looks to the brand’s history for inspiration, providing what the company calls “a modern interpretation of the classics.” The Authorized Vintage line also looks back in time, using input from Harley historians to develop garments with an authentically retro feel. This line promises to have everything from T-shirts to leathers, vests to jackets, and more.

The last group is Harley-Davidson Collaborations, which, as the name suggests, will be a line that grows out of partnerships with creative types and other brands throughout the year.

KTM announced an update to increase the off-road ability of its 2023 390 Adventure: spoked 19/17-inch wheels. This “spoked wheel edition” does not completely replace the cast-wheel version. According to the official press release, the Austrian brand continues to offer both for the 2023 model year, though it’s unclear if there are price differences between the two or if both will be available on the US market. KTM’s US website only lists an MSRP of $7,399 with the spoked wheel version depicted.

Other changes on the 2023 390 Adventure are purely aesthetic. There’s a new black/orange option (in addition to the returning blue/orange) and new graphics.

Mechanically the compact ADV is unchanged. You’ll still see the Euro 5–compliant single within the steel trellis frame. The 373cc single-cylinder engine (that’s also seen in the 390 Duke and RC 390) produces a claimed 44 hp and 27 lb.-ft. of torque.)

Related: 2018 KTM 390 Duke Review

Related: 2022 KTM RC 390 First Ride Review

The 390 Adventure includes traction control with a new-for-2022 off-road ride mode and off-road ABS (rear ABS is disengaged and front ABS intervention is reduced). The 390 Adventure is equipped with ride-by-wire engine control, lean-angle-sensitive traction control, and a 5-inch full-color TFT display.

Related: Best Beginner Motorcycles for Women

In traditional KTM fashion, suspension is comprised of WP components: a 43mm WP Apex fork and WP Apex shock. Both are adjustable and offer more than 6 inches of travel.

We’re thrilled to see KTM massage its 390 Adventure into an even more off-road-capable machine. It’s a model that makes adventuring more accessible to a wider scope of riders. Keep it coming, KTM.

2023 KTM 390 Adventure Technical Specifications and Price

PRICE:	$7,399
ENGINE:	373cc, DOHC, liquid-cooled single-cylinder
BORE x STROKE:	89.0 x 60.0mm
COMPRESSION RATIO:	N/A
FUEL DELIVERY:	Fuel injection
CLUTCH:	Wet, multiplate; mechanically operated
TRANSMISSION/FINAL DRIVE:	6-speed/chain
CLAIMED HORSEPOWER:	44 hp @ 9,000 rpm
CLAIMED TORQUE:	27.3 lb.-ft. @ 7,000 rpm
FRAME:	Steel trellis
FRONT SUSPENSION:	43mm WP Apex fork, compression, rebound, and preload adjustable; 6.7 in. travel
REAR SUSPENSION:	WP Apex shock, compression, rebound, and preload adjustable; 7.0 in. travel
FRONT BRAKE:	320mm disc w/ cornering ABS
REAR BRAKE:	230mm disc w/ cornering ABS
WHEELS, FRONT/REAR:	Cast aluminum/spoked; 19 in./17 in.
TIRES, FRONT/REAR:	Continental TKC 70; 100/90-19 / 130/80-17
RAKE/TRAIL:	26.5°/NA
WHEELBASE:	52.3 in.
SEAT HEIGHT:	32.7 in./33.7 in.
FUEL CAPACITY:	3.8 gal.
CLAIMED DRY WEIGHT:	355 lb.
WARRANTY:	2 years
AVAILABLE:	March
CONTACT:	ktm.com

Ups

• Name aside, there’s nothing shared with the ancient V-Strom 650
• New parallel-twin engine makes for a compact, competitive package
• High-spec suspension, brakes, and electronics
• DR Big-inspired styling is distinctive, if not universally loved

Downs

• Less power than Honda’s new Transalp or BMW’s F 850 GS
• Heavier than a Transalp or Ténéré 700
• Still not as performance-minded as some of the competitors

Verdict

For twenty years Suzuki has been churning out soft adventure bikes bearing the V-Strom name, but the V-Strom 800DE looks to push Suzuki down a new path. On paper it’s the most convincing bike yet to wear the V-Strom badge.

Overview

Sitting between the V-Strom 1050DE and the V-Strom 650XT in Suzuki’s adventure range, the 800DE ditches the V-twin format and alloy chassis in favor of a steel frame and an on-trend parallel-twin. Using the first all-new engine we’ve seen from Suzuki in years— and one that aims to be as ubiquitous as the V-twins used in the other V-Strom models—it’s hard to overstate how important the 800DE is to Suzuki’s future.

Suzuki proudly claims that the 800DE is “the most dirt- and travel-worthy V-Strom ever.” There’s more ground clearance than any V-Strom to date thanks to long-travel, fully adjustable suspension, and there’s plenty of technology baked into the package. For those with travel plans, 800DE models come standard with aluminum panniers.

Updates for 2023

Everything about the V-Strom 800DE is new, from the fully adjustable Showa suspension to the wire wheels (tubed, hinting at the bike’s off-road intention) and, of course, the engine and frame. Styling has a nod to the DR Big but isn’t retro, borrowing modern Suzuki cues like the stacked, rectangular lights that debuted on the latest GSX-S1000.

Pricing And Variants

The key decision to make is between the base V-Strom 800DE ($11,349) and the better-equipped 800DE Adventure ($12,999). Base model comes in yellow/blue and gray/yellow color schemes, while the Adventure is available in black with blue trim.

More importantly, upgrading to the 800DE Adventure gets you quick-release 37-liter aluminum panniers, an aluminum skid plate, and an “accessory bar,” which Suzuki won’t refer to as an engine guard.

Competition

The parallel-twin layout, semi-serious off-road stance, and ability of the V-Strom 800DE mean it’s up against a host of tough rivals. BMW’s F 850 GS ($12,595), Yamaha’s Ténéré 700 ($10,499), KTM’s 890 Adventure ($13,949), and Aprilia’s Tuareg 660 ($12,299) are all potential competitors, each sharing a similar steel-framed, parallel-twin-powered design, and even Honda’s larger Africa Twin ($14,499) could be cross-shopped against the Suzuki.

Powertrain: Engine, Transmission, and Performance

The engine is the key to the V-Strom 800DE’s appeal. The parallel-twin layout isn’t just a case of following trends—it makes sense in terms of having a lower component count than a V-twin, it’s easier to package in a bike’s frame, and it’s inevitably lighter. A 270-degree crankshaft means the power delivery still promises a characterful throb like that of a 90-degree V-twin, and Suzuki uses a patented dual-balancer-shaft arrangement that promises to make it smoother than most engines using this layout.

Tuned for midrange thrust rather than outright power, the Suzuki peaks at a claimed 83 hp and 8,500 rpm, which is around 11 hp more than the claim power output for Yamaha’s Ténéré 700, but less than the 90 hp BMW F 850 GS, or 105 hp KTM 890 Adventure. It drives through a six-speed transmission equipped with an up-and-down quickshifter that’s part of the 800DE’s surprisingly generous standard equipment.

Chassis/Handling

Some might see Suzuki’s use of a steel frame as a retrograde step, given the use of aluminum on earlier V-Stroms, but again it’s in line with current trends. Steel copes well with the tough conditions that adventure bikes are aimed at, flexing when necessary but without fracturing; all the 800DE’s main rivals use a similar solution. The bolt-on, trellis-style subframe is also steel, but the swingarm is an alloy design. Unlike Honda’s Transalp 750, which borrows its frame from the Hornet street bike, the 800DE’s chassis is  quite different from the one used in the GSX-8S roadster that shares this engine.

The Suzuki also has higher-spec suspension than some rivals, with an inverted fork and a shock from Showa, both fully-adjustable for compression, rebound, and spring preload. Wheel travel is 8.7 in. at the front and rear.

Brakes

Nissin provides the braking setup, with simple, axial-mounted 2-piston front calipers and a single-pot rear, using dual 310mm front discs and a 240mm one at the back. There’s two ABS modes, selectable along with the other rider aids, plus an option to turn off the rear antilock entirely when riding off-road.

Fuel Economy and Real-World MPG

The fuel tank is a large, 5.3 gallon design, and according to specs released for the European model (done using World Motorcycle Test Cycle conditions), fuel consumption is 53.4 mpg. That will equate to a range of around 280 miles if you can achieve the same efficiency in the real world.

Ergonomics: Comfort and Utility

The V-Strom 800DE’s more serious approach to off-road hasn’t led to a crazily high seat, which comes in at 33.7 inches—around the same as the Transalp and nearly an inch lower than a KTM 890 Adventure R or a Yamaha Ténéré 700. The tougher skid plate and side protection bars of the 800DE Adventure look like worthwhile additions for anyone venturing far from the beaten track, but even the base model has a plastic engine guard and hand protectors as standard. The quick-release black anodized alloy panniers of the Adventure have 37 liters (1.3 cu.-ft.) of space.

Electronics

The V-Strom 800DE’s rider aids are in line with current expectations, but that means they’ll be a big leap forward for anyone swapping from a bike even just five years old. Three riding modes—A, B, or C—change the torque delivery from sharp to gentle, and four traction control settings match them, with an additional Gravel setting for dirt roads. Two ABS modes change the level of interference and the rear wheel ABS can be switched off, and it’s all accessed via a 5-inch TFT color dash that includes a programmable gearshift indicator and a built-in USB port. The quickshifter is standard and includes a blipper to automatically rev-match downshifts. Suzuki’s Low RPM assist helps prevent stalls, and all the lighting is LED.

Warranty and Maintenance Coverage

There’s a 12-month, unlimited mileage, limited warranty with the option to extend to longer cover periods via Suzuki Extended Protection.

2023 Suzuki V-Strom 800DE Claimed Specs

MSRP:	$11,349 / $12,999 (Adventure)
Engine:	DOHC, 776cc, liquid-cooled parallel twin, 4 valves/cyl.
Bore x Stroke:	84.0mm x 70.0mm
Transmission/Final Drive:	6-speed/chain
Fuel Delivery:	Electronic fuel injection w/42mm throttle bodies
Clutch:	Wet, multiple disc
Engine Management/Ignition:	Ride by wire with multiple modes
Frame:	Steel tube frame with bolt-on trellis subframe
Front Suspension:	Showa USD fork, fully adjustable, 8.7 in. travel
Rear Suspension:	Showa shock, fully adjustable; 8.7 in. travel
Front Brake:	2-piston calipers, dual 310mm discs w/ ABS (2 modes)
Rear Brake:	1-piston caliper, 240mm disc w/ ABS (2 modes or disengaged)
Wheels, Front/Rear:	Wire-spoked wheels w/ aluminum rims, 21 in. front / 17 in. rear
Tires, Front/Rear:	90/90-21 / 150/70-17
Rake/Trail:	28.0°/4.5 in.
Wheelbase:	61.8 in.
Ground Clearance:	8.7 in.
Seat Height:	33.7 in.
Fuel Capacity:	5.3 gal.
Wet Weight:	507 lb.
Contact:	suzukicycles.com

Ups

• A showcase of Ducati’s engineering prowess, aimed at the street
• Menacing looks, flattering ride quality
• Electronic updates for 2023, including a wet ride mode, make it even more approachable

Downs

• You may get what you pay for, but you pay a pretty penny
• You pay for the performance at the gas pump too

Verdict

The pinnacle of Ducati street performance, the Streetfighter V4 family features the best technology Borgo Panigale has to offer. Eye-watering performance meets refinement and usability. It’s the consummate modern Ducati.

Overview

Ducati’s Streetfighter V4 is an apex predator—a Panigale V4 stripped of its bodywork, with a handlebar above the top triple clamp and ergonomics designed for attacking the road. With daunting performance numbers and menacing looks, it may seem like a heart attack on two wheels, but its refinement and excellent rider aids make it amazingly approachable. Still, open the throttle and hang on tight. And make sure you’re thinking ahead.

Admittedly, we’re lucky to have the Streetfighter V4 on showroom floors. Ducati’s large-displacement naked bike platform disappeared entirely from its lineup during the twin-cylinder Panigale years, so it was with much anticipation that the name was revived in 2020 and based on the Panigale V4. It has not been a disappointment. Universally acclaimed for marrying blistering performance with rideability, the Desmosedici Stradale-powered Streetfighter is everything the original was not: refined and flattering. With MotoGP roots, decent ergos, and looks to kill, the bike is Ducati’s gift to apex-hunting road riders.

For 2023, the lineup consists of four models: Streetfighter V4, Stretfighter V4 S, Streetfighter V4 SP2, and Streetfighter V4 Lamborghini.

Updates for 2023

As with the flagship Panigale V4, Ducati continually evolves the Streetfighter V4 to keep it at the pointy edge of the field. While 2023′s updates may seem minor, they’re proof that Ducati’s engineers continue to move the needle in terms of performance and safety. This year’s biggest developments are to the electronics and chassis.

On the electronic side, mirroring the changes it made to the 2022 Panigale V4, Ducati updated the power modes (which enable riders to adjust the throttle response and engine output). There’s also a new wet ride mode, should riders wish to tame performance and increase electronic intervention on wet pavement. Additionally, Ducati updated engine brake control (EBC EVO 2) and refined the software for the quickshifter to optimize shifting at partial and full throttle openings. The TFT dash display receives a new graphics treatment, lifted from the 2022 Panigale V4. In an attempt to keep the rider more comfortable on the street, Ducati refined the functionality of the cooling fan, and updated the tank shape.

On the hardware front, the S model joins the SP2 in receiving a lightweight lithium-ion battery as standard. On all models, the swingarm pivot has been positioned 4mm higher to reduce squat under hard acceleration and give the motorcycle more front-end bias to benefit corner entry. The engine mapping has been updated to optimize performance with new, larger silencer openings. Finally, the Streetfighter V4 receives the Panigale’s clutch cover to facilitate the installation of a dry clutch should owners choose.

Pricing And Variants

The 2023 Streetfighter V4 is available in four variants: the base model, up-spec S model, the premium SP2, and a limited-edition Lamborghini model. The base model Streetfighter V4 ($22,095) is available in Ducati Red. The S model is available in Ducati Red ($27,595) and Grey Nero ($27,795). It distinguishes itself with semi-active Öhlins suspension (NIX30 upside-down 43mm fork and TTX36 shock absorber) and forged Marchesini wheels.

The Streetfighter V4 SP2 ($37,995) is a premium model that comes in a numbered series. In addition to the special winter test livery, the SP2 features carbon fiber winglets, a carbon fiber mudguard, a carbon fiber license plate holder, and carbon fiber wheels that are 3.1 pounds lighter than the S models’ forged aluminum rims. Other top-end components include Brembo Stylema R front brake calipers and billet aluminum rearsets. It also has Öhlins suspension that has been lifted from the Panigale. Nostalgic Ducatisti will appreciate the pièce de résistance: a dry clutch that’s sure to send shivers down the spines of all who love the signature rattle of the legendary Desmoquattro and Testastretta-powered superbikes.

The Streetfighter V4 Lamborghini ($68,000) is a collaboration between the two iconic Emilia Romagna brands. The model is limited to 630 numbered units plus an additional 63 units (for $83,000) designated for Lamborghini customers who want to customize their motorcycles to match their car. The Streetfighter V4 Lamborghini was specially redesigned by Centro Stile Ducati to resemble the Lamborghini Huracán STO. A lot more than just flashy bodywork and vibrant Verde Citrea and Arancio Dac livery, the motorcycle drips with premium components, including carbon-fiber bodywork.

Competition

The hyper naked lineup is chock full of incredible motorcycles, including the BMW S 1000 R (starting at $13,945) and M 1000 R (starting at $21,345), the Aprilia Tuono V4 1100 ($16,199) and Aprilia Tuono V4 Factory 1100 ($19,599), the KTM 1290 Super Duke R EVO ($20,399), the Triumph Speed Triple 1200 RS (from $18,395), plus the MV Agusta Brutale 1000 RS ($29,998) and Brutale 1000 RR (from $37,798).

Competition from Japan includes the Kawasaki Z H2 (from $18,500) and the Yamaha MT-10 SP ($17,199). Riders who want—and can afford—such premium, high-performance offerings are spoiled for choice, and the Streetfighter V4 will be at or near the top of many people’s list.

Powertrain: Engine, Transmission, and Performance

The Streetfighter V4′s 1,103cc Desmosedici Stradale engine delivers a claimed 208 hp at 13,000 rpm and 90.4 lb.-ft. of torque. The 90-degree V-4 adopts a crankshaft with its two crankpins set at a 70-degree angle to obtain perfect balance without the need to resort to power-robbing balancing shafts. Like the MotoGP racer upon which it’s based, the engine features a crankshaft that rotates opposite the wheels to counteract their rotational inertia and make the bike easier to turn. It also shares an 81mm bore with the MotoGP bike, as if to underpin the relationship.

Testers say: “It’s a delightful engine to ride at any pace, but a monster if you want it to be. Ducati struck gold in balancing its power characteristics, finding an impressive medium between rowdy performance and rideability.”

Chassis/Handling

The Streetfighter V4′s chassis is based on the pyramidal sheet-aluminum structure Ducati calls a “front frame.” This uses the engine as an integral stressed chassis member for a very light construction, rigid overall in terms of both flex and torsion. The chassis geometry has classic road-going sporty numbers: 58.6-inch wheelbase, 24.5 degrees of steering rake, and 100mm (3.9 inches) of trail.

Testers describe the Streetfighter V4′s handling with superlative expressions like “impeccably planted.” The S model uses semi-active Öhlins NIX 30 forks and TTX 36 rear shock, an Öhlins steering damper, and forged-aluminum Marchesini wheels. The base model uses a manually adjustable 43mm Showa Big Piston Fork (BPF), a Sachs monoshock and cast-aluminum five-spoke wheels, and you’d still be hard pressed to describe this version as anything other than nimble.

As one might expect, each tier higher brings with it even more track-focused performance. That culminates in the V4 SP2, with its carbon fiber wheels and performance-tuned suspension that are more at home on the racetrack.

Brakes

Top-shelf Brembo Stylema brake calipers bring the Streetfighter to a quick halt, aided by seamless intervention of the Cornering ABS EVO system and latest Engine Brake Control (EBC) EVO 2 software. The Brembo Stylema R brakes on SP2 models offer yet another bump in performance, with exceptional braking power that reminds you of the bike’s Panigale V4 SP2 roots.

Fuel Economy and Real-World MPG

The Desmosedici Stradale engine is renowned for being somewhat thirsty. CW hasn’t tested the 2023 model, however. Still, no one buys a 200-plus horsepower super naked for the sake of frugality, so unimpressive fuel economy probably isn’t going to be a deal breaker.

Ergonomics: Comfort and Utility

With great horsepower comes a lot of heat. However, since the Streetfighter V4 is stripped bare, all that hot air doesn’t get trapped inside the fairing like it does on the Panigale, making for a far more comfortable ride out in the real world. Like the Panigale, it also features rear cylinder bank deactivation to keep the rider as cool as possible.

Our testers say the Streetfighter has “an ergonomic package worthy of all-day comfort.” A long and low reach to the handlebar gives it an aggressive stance, but not so much that it puts weight on the wrists. Even the saddle is pleasant enough for several hundred miles of riding.

Ducati’s latest fuel tank design is intended to better support the rider during braking and cornering, though testers still found it hard to support themselves under aggressive braking, while testing the Panigale V4, which uses the same fuel tank design.

Electronics

The Power Modes logic developed for the Panigale V4 and V4 S is carried over to the Streetfighter, with dedicated calibrations for the Desmosedici Stradale engine and the “less extreme” riding conditions. There are four engine delivery strategies: Full, High, Medium, and Low, the latter limiting output to “just” 165 hp.

The Streetfighter V4 uses a Bosch 6-axis IMU to manage its rider aids: launch control, wheelie control, traction control, engine brake control, cornering ABS, quickshifter, and slide control. Rider aids are fully adjustable in each of its ride modes, along with the aforementioned power output and throttle response, as well as suspension settings (on models equipped with semi-active suspension). The 5-inch TFT dash has smartphone connectivity and track-friendly features like a data analyzer and available lap timer. The electronics, which were updated for 2023, have been acclaimed since the model’s release in 2020.

Warranty and Maintenance Coverage

The Streetfighter V4 has a two-year unlimited mileage warranty.

Quality

Our testers have proclaimed: “This may be the most exquisite high-performance naked bike ever made.” This is Ducati doing what Ducati does best: pure performance.

Claimed Specs

	2023 Ducati Streetfighter V4	2023 Ducati Streetfighter V4 S	2023 Ducati Streetfighter V4 SP2
MSRP:	$22,095	$27,595	$37,995
Engine:	1,103cc liquid-cooled Desmosedici Stradale 90° V-4, rearward-rotating crankshaft, 4 desmodromically actuated valves/cyl.	1,103cc liquid-cooled Desmosedici Stradale 90° V-4, rearward-rotating crankshaft, 4 desmodromically actuated valves/cyl.	1,103cc liquid-cooled Desmosedici Stradale 90° V-4, rearward-rotating crankshaft, 4 desmodromically actuated valves/cyl.
Bore x Stroke:	81.0 x 53.5mm	81.0 x 53.5mm	81.0 x 53.5mm
Transmission/Final Drive:	6-speed/chain	6-speed/chain	6-speed/chain
Fuel Delivery:	Electronic fuel injection w/ elliptical throttle bodies	Electronic fuel injection w/ elliptical throttle bodies	Electronic fuel injection w/ elliptical throttle bodies
Clutch:	Wet, multiplate slipper and self-servo; hydraulically actuated	Wet, multiplate slipper and self-servo; hydraulically actuated	Wet, multiplate slipper and self-servo; hydraulically actuated
Frame:	Aluminum alloy	Aluminum alloy	Aluminum alloy
Front Suspension:	43mm Showa BPF fork, fully adjustable; 4.7 in. travel	43mm Öhlins NIX 30 fork, fully adjustable; 4.7 in. travel	43mm Öhlins NIX 30 fork, fully adjustable; 4.7 in. travel
Rear Suspension:	Sachs shock, fully adjustable; 5.1 in. travel	Öhlins TTX 36 shock, electronic compression and rebound adjustable; 5.1 in. travel	Öhlins TTX 36 shock, electronic compression and rebound adjustable; 5.1 in. travel
Front Brake:	Brembo Monoblock Stylema 4-piston caliper, dual 330mm discs w/ cornering ABS	Brembo Monoblock Stylema 4-piston caliper, dual 330mm discs w/ cornering ABS	Brembo Monoblock Stylema R 4-piston caliper, dual 330mm discs w/ cornering ABS
Rear Brake:	2-piston floating caliper, 245mm disc w/ cornering ABS	2-piston floating caliper, 245mm disc w/ cornering ABS	2-piston floating caliper, 245mm disc w/ cornering ABS
Wheels, Front/Rear:	5-spoke light alloy (V4); 17 x 3.50 in. / 17 x 6.00 in.	3-spoke forged aluminum alloy (V4 S); 17 x 3.50 in. / 17 x 6.00 in.	5-split -spoke carbon fiber; 17 x 3.50 in. / 17 x 6.00 in.
Tires, Front/Rear:	Pirelli Diablo Rosso IV Corsa; 120/70-17 / 200/60-17	Pirelli Diablo Rosso IV Corsa; 120/70-17 / 200/60-17	Pirelli Diablo Rosso IV Corsa; 120/70-17 / 200/60-17
Rake/Trail:	24.5°/4.0 in.	24.5°/4.0 in.	24.5°/4.0 in.
Wheelbase:	58.6 in.	58.6 in.	58.6 in.
Seat Height:	33.3 in.	33.3 in.	33.3 in.
Fuel Capacity:	4.5 gal.	4.5 gal.	4.5 gal.
Wet Weight:	444 lb.	434 lb.	433 lb.
Contact:	ducati.com

Yamaha’s entry-level MT-03 is an MT-styled derivative of the YZF-R3. It returns as an approachable, entertaining, and affordable naked bike for zipping around town or slaloming mountain roads.

The MT-03 is powered by the same 321cc liquid-cooled DOHC parallel twin as the R3, so the configuration is familiar to those who have cross-shopped the two street bikes: fuel injection, a 11.2:1 compression ratio, and oversquare piston dimensions. While the rider is busy putting the peppy 37-horsepower to work on roads, the engine will be sipping from its 3.7-gallon fuel tank. The claimed 56 mpg isn’t out of the question when the bike’s ridden under highway speeds at constant throttle.

Related: 2020 Yamaha MT-03 Review MC Commute

An inverted 37mm KYB fork and shock contribute to the MT’s flickable handling since it first hit the stateside market in 2020. The fork continues to offer 5.1 inches of travel and there’s 4.9 inches of travel for the preload-adjustable shock.

Related: Best Beginner Motorcycles 2023

A wide, motocross-style handlebar gives the MT its relaxed ergonomics compared to the lower-slung clip-ons of the YZF-R3. Its chiseled tank leads down to a seat that’s approachable at 30.7 inches high (like the 321cc sportbike).

A 298mm floating front disc brake and 220mm rear disc is responsible for bringing the MT to a halt. Standard front and rear anti-lock braking system (ABS) is something that safety-conscious riders will appreciate, especially when panic braking or low traction scenarios arise.

The range of color choices remains the same as last year (visuals of all three are below the spec sheet). MSRP is $4,999, no matter the color.

2023 Yamaha MT-03 Technical Specifications and Price

PRICE:	$4,999
ENGINE:	321cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl.
BORE x STROKE:	68.0 x 44.1mm
COMPRESSION RATIO:	11.2:1
FUEL DELIVERY:	Fuel injection
CLUTCH:	Wet multiplate clutch
TRANSMISSION/FINAL DRIVE:	6-speed/chain
FRAME:	Diamond-type tubular steel
FRONT SUSPENSION:	37mm KYB inverted telescopic fork; 5.1-in. travel
REAR SUSPENSION:	Monocross single shock, preload adjustable; 4.9-in. travel
FRONT BRAKE:	298mm hydraulic disc w/ ABS
REAR BRAKE:	220mm hydraulic disc w/ ABS
WHEELS, FRONT/REAR:	17 in. / 17 in.
TIRES, FRONT/REAR:	110/70-17 / 140/70-17
RAKE/TRAIL:	25.0°/3.7 in.
WHEELBASE:	54.3 in.
SEAT HEIGHT:	30.7 in.
FUEL CAPACITY:	3.7 gal.
CLAIMED WET WEIGHT:	373 lb.
WARRANTY:	1 year
AVAILABLE:	Now
CONTACT:	yamahamotorsports.com

Kawasaki announced a minor update to its Ninja H2 SX SE sport-touring bike for 2023, which is available in U.S. dealerships starting at $28,000.

The only change over last year’s model is the addition of a new auto high-beam, which utilizes Kawasaki’s onboard camera sensor to determine when to turn the high beam on or off. In order for the system to function, riders will need to have the dimmer/passing switch set to high beam and be traveling over 12.4 mph, in the dark. A green icon will display on the bike’s instrument screen when the system is engaged.

Team Green engineers were given a well-earned break from this platform this year because they went all-out during the 2022 model year update. That machine came packing extensive updates to the electronics package, new exhaust layout, improved suspension software, better braking kit, updated clutch components, and on and on. You can read up on the revisions in this 2022 Kawasaki Ninja H2 SX SE First Look Preview article.

We’ve come to appreciate the SX SE for the successful balancing act it manages, providing a downright civilized ride around town while providing heart-racing acceleration that doesn’t quit when you’re able to really open the throttle. Thanks to its refresh last year, it also sports some of the latest, and greatest safety tech on the market. For a sport touring machine with the chops to take your breath away on a straight, the Ninja H2 SX SE remains a hard option to beat.

2023 Kawasaki Ninja H2 SX SE Technical Specifications and Price

Price:	$28,000
Engine:	998cc, DOHC, liquid-cooled inline four; 16 valves
Bore x Stroke:	76.0 x 55.0mm
Compression Ratio:	11.2:1
Fuel Delivery:	DFI w/ 40mm throttle bodies, Kawasaki Supercharger
Clutch:	Wet, multi-disc w/ Kawasaki Quickshifter
Transmission/Final Drive:	6-speed/chain
Frame:	High-tensile steel trellis
Front Suspension:	43mm USD Showa fork, fully adjustable w/ KECS; 4.7 in. travel
Rear Suspension:	Showa BFRC Shock, fully adjustable w/ KECS; 5.5 in. travel
Front Brake:	Brembo 4-piston Stylema calipers, floating 320mm semi-floating discs w/ KIBS ABS
Rear Brake:	2-piston caliper, 250mm disc w/ KIBS ABS
Wheels, Front/Rear:	17 in.
Tires, Front/Rear:	120/70-17 / 190/55-17
Rake/Trail:	24.7°/4.1 in.
Wheelbase:	58.3 in.
Seat Height:	32.9 in.
Fuel Capacity:	5.0 gal.
Claimed Wet Weight:	590.9 lb.
Available:	2023
Contact:	kawasaki.com

Kawasaki Motors Corp, USA. pulls the wraps off the newest member of its 2023 Ninja sportbike lineup. Introducing the ZX-4RR KRT Edition ($9,699). Positioned above the existing parallel-twin powered Ninja 400 ($5,299-$5,899) and below the tried-and-true Ninja ZX-6R ($10,699-$11,999) supersport, the inline-four KRT Edition 400 is designed for competition-minded motorcyclists that desire a light, high-revving sportbike.

This Ninja is powered by an all-new liquid-cooled 399cc four-cylinder. It drinks fuel from a four-gallon gas tank and can run on standard 87-octane gasoline Kawasaki says. Forged pistons squeeze fuel to a ratio of 12.3:1 and a pair of forged overhead camshafts actuate the 16 valves. The engine is fed through a ram air-type airbox with spent gasses passed through a four-into-one exhaust, with cross-over tubes. Ride-by-wire throttle is present which powers the adjustable traction and engine power mode controls.

Engine power is augmented via a wet, oil-cooled clutch with Kawasaki’s tried-and-true cam-type clutch that combines assist (lighter cable-pull) and slipper (back-torque limit function). Power is put back to the 160-series Dunlop Sportmax GPR-300 tire via a six speed gearbox and chain final drive. An bi-directional electronic quickshifter is also present.

The engine is fixed inside an original steel-trellis chassis with measurements loosely based on the Ninja ZX-10RR. The oversized steel swingarm appears beefy and is controlled via Kawasaki’s unique in class, horizontal back-link type rear suspension and high-end Showa BFRC (Balance Free Rear Cushion) Lite shock, with full adjustment. Front suspension duties are handled by a 37mm inverted Showa SFF-BP (Separate Function Fork-Big Piston) which uses Showa’s tried-and-true oversized piston valving (fully adjustable) in one fork leg, and coil spring support in the other. This helps reduce sprung weight and is also less expensive to manufacture.

The 414.5-pound Ninja rolls on a pair of star-pattern five-spoke 17-inch wheels (presumably cast aluminum). Braking duties are handled by a pair of 290mm disc brakes and radial-mount four-piston Nissin calipers. A 220mm disc and single-piston setup is used for rear braking. Fixed, always-on ABS is standard but it’s unknown if it includes lean-angle sensitivity (cornering ABS).

A 4.3-inch color TFT display and full LED lighting grace the ZX-4RR. The motorcycle is compatible with Kawasaki’s handy Bluetooth-enabled Rideology smartphone app. Riders can select between four riding modes (sport, road, rain and manual)— however it is unclear what these global settings indicate. Two combined engine power and throttle response settings are offered as well as three levels of traction control. Traction control can also be manually disabled.

Styling-wise this Ninja was “designed to deliver a fierce look that contains its power and explosive action, benefitting the most powerful machine in the 400cc class,” noted Kawasaki Motors Corp, in its official press release. The Ninja ZX-4RR KRT Edition will be available in Lime Green / Ebony only and be available at U.S. Kawasaki dealers this spring.

2023 Kawasaki Ninja ZX-4RR Technical Specifications and Price

PRICE	$9,699
ENGINE	399cc, DOHC, liquid-cooled inline four; 16-valve
BORE x STROKE	57.0 x 39.1mm
COMPRESSION RATIO	12.3:1
FUEL DELIVERY	Fuel injection w/ 34mm throttle bodies
CLUTCH	Wet multi-plate slipper clutch; cable actuation
TRANSMISSION/FINAL DRIVE	6-speed/chain
FRAME	Steel trellis
FRONT SUSPENSION	Showa 37mm fully-adjustable inverted fork; 4.7-in. travel
REAR SUSPENSION	Showa shock; fully-adjustable; 4.9-in. travel
FRONT BRAKES	Nissin radial-mount four-piston calipers, 290mm discs w/ ABS
REAR BRAKE	1-piston caliper, 220mm disc w/ ABS
WHEELS, FRONT/REAR	Cast aluminum; 17 x 3.5-in. / 17 x 4.5-in.
TIRES, FRONT/REAR	Dunlop Sportmax GPR-300; 120/70-17 / 160/60-17
RAKE/TRAIL	23.5°/3.8 in.
WHEELBASE	54.3 in.
SEAT HEIGHT	31.5 in.
FUEL CAPACITY	4.0 gal.
MEASURED WET WEIGHT	414.5 lb.
WARRANTY	1 year
AVAILABLE	TBD
CONTACT	kawasaki.com