Husqvarna Motorcycles North America Inc. has announced the availability of its 2023 street lineup, including the single-cylinder Vitpilen 401 and Svartpilen 401, the versatile single-cylinder 701 Supermoto and 701 Enduro, and the parallel-Twin Norden 901.
The 2023 701 Supermoto and 701 Enduro were made available in November at authorized Husqvarna Motorcycles dealers, while the Norden 901 arrives in December 2022. The Vitpilen 401 and Svartpilen 401 models will be available from January 2023 onward.
2023 Husqvarna Svartpilen 401 and Vitpilen 401
2023 Husqvarna Svartpilen 401
Husqvarna says the 2023 Svartpilen 401 is great for urban and rural settings alike, while the lower bar and sport tires of the 2023 Vitpilen 401 make it suitable for twisty roads or as a commuter. Both bikes feature a liquid-cooled 373cc single-cylinder engine making a claimed 44 hp and 27.29 lb-ft of torque, a 6-speed gearbox linked to an Easy Shift sensor allowing for clutchless gear changes, and PASC slip/assist clutch.
2023 Husqvarna Vitpilen 401
The steel trellis frames, low weight (approximately 333 lb dry weight for the Vitpilen 401 and 335 lb for the Svartpilen 401), and WP APEX suspension contribute to the bikes’ middleweight capabilities, and ByBre brakes and Bosch ABS offer powerful, controlled stopping. Both bikes have an approximately 2.5-gal fuel tank.
For 2023, the main changes to the 701 Supermoto and 701 Enduro are new colors and graphics.
2023 Husqvarna 701 Supermoto
Both bikes return with a liquid-cooled 693cc single-cylinder engine making a claimed 74 hp and 54.21 lb-ft of torque at 8,000 rpm, a 6-speed gearbox with the Easy Shift function, and the Adler APTC slip/assist clutch.
2023 Husqvarna 701 Enduro
The 701 Enduro and 701 Supermoto are equipped with an LCD dashboard with a USB port and an RPM display and gear selection indicator. From the handlebar, riders can quickly personalize their machine by selecting from two ride modes. Mode 1 on both bikes offers sporty throttle response and cornering-sensitive traction control. Mode 2 on the 701 Enduro provides a smooth throttle response with off-road traction control, allowing wheel slip and lifting of the front wheel.
2023 Husqvarna 701 Enduro
On the 701 Supermoto, Mode 2 provides a more aggressive throttle response with reduced traction control to allow for drifts and full control on slides. Riders can also deactivate traction control entirely.
2023 Husqvarna 701 Supermoto
The 701 Enduro has WP XPLOR suspension, and the 701 Supermoto has WP APEX suspension. Both bikes feature Brembo brakes (with 300mm/240mm front/rear discs on the 701 Enduro and 320mm/240mm on the 701 Supermoto) and cornering ABS that can be disengaged.
The 701 Enduro has a dry weight of approximately 322 lb, while the 701 Supermoto comes in at approximately 324 lb. Both bikes have 3.4-gal fuel tanks.
2023 Husqvarna Norden 901
Husqvarna says the Norden 901 delivers “the ideal blend of offroad capability and world-traveler ridability.” Our editor-in-chief put this claim to the test with his video review of the 2022 model after two days of on- and off-road testing on to São Miguel, Azores, a wet, foggy island in the North Atlantic Ocean.
2022 Husqvarna Norden 901 in São Miguel
The Norden 901 is based on the KTM 890 Adventure platform. It’s powered by a liquid-cooled 890cc DOHC parallel-Twin that makes a claimed 105 hp at 8,000 rpm and 74 lb-ft of torque at 6,500 rpm at the crank, a 6-speed sequential gearbox with the Easy Shift function, and a PASC slip/assist clutch. It features ABS (Road and Offroad modes), lean-angle-sensitive Motorcycle Traction Control, and cruise control and is equipped with adjustable WP APEX suspension, with 8.7/8.5 inches of front/rear travel.
2023 Husqvarna Norden 901
For 2023, the Norden 901 features updated ride modes, including the return of Street, Offroad, and the optional Explorer mode, as well as a Rain mode that replaces the Urban mode on the 2022 model. Street mode gives direct throttle response with traction control suited for paved surfaces and Road ABS. Rain mode has controllable throttle response with reduced peak power and traction control engaged at lower rpms. Offroad mode has smooth throttle response and allows wheel spin before traction control is engaged and ABS is automatically adjusted to match terrain. The optional Explorer mode gives the rider full control over throttle response, peak power, and ABS.
The CFMOTO 700CL-X is a naked middleweight with a mix of scrambler, street tracker, and sportbike styling elements, and it’s an absolute hoot to ride. (Photos by Kevin Wing)
Last summer I traveled to Minnesota, home of the CFMOTO U.S. headquarters, to test the company’s new lineup of motorcycles. On a flat, paved, tar-snaked road course at the Minnesota Highway Safety & Research Center, about a dozen journalists and influencers buzzed around on bikes ranging from the 125cc Papio minibike to the 800 ADVentura adventure bike.
Launches featuring multiple bikes are like eating at a buffet: You get to taste a little bit of everything, but you don’t get the full experience of a dedicated entree. After the day at the track, I logged 350 miles on the 650 ADVentura, an affordable, middleweight adventure-styled touring bike with saddlebags, and I got to know the bike better.
But the CFMOTO I kept thinking about was the 700CL-X, a feisty middleweight naked bike with scrambler styling.
At the end of the trackday, when all the photography was done and we were given free reign, I hopped aboard the 700CL-X and played cat-and-mouse with two of my fellow scribes. John Burns was on the 800 ADVentura, and Ron Lieback was on the 650NK naked bike.
Our bikes were like the Three Bears. Papa Bear was the 800 ADVentura, with a 799cc parallel-Twin that cranks out 95 hp with a curb weight of 509 lb. Mama Bear was the 700CL-X, with a 693cc parallel-Twin that makes 74 hp and weighing 426 lb. Though hardly a toddler like CFMOTO’s Papio, Baby Bear was the 650NK with a 649cc parallel-Twin that makes 60 hp and has a weight of 454 lb.
Try as we might, with pegs scraped and boot soles beveled, we could not break ranks. We’d bunch up in the corners, but John and I protected our lines so there were no chances to overtake. We’d draft each other heading onto the front straight and then pull three abreast with the throttles pinned, but there was no fighting the displacement advantage. Burns would pull ahead of me, and Lieback would be on my six, filling my mirrors.
Chasing buddies around a track for bragging rights over beers is always fun, but beyond that, I was really digging the 700CL-X. A wide, upright tubular handlebar gives it good steering leverage, and its light weight made it easy to throw into a corner or weave around the chicanes made of traffic cones. The real kicker was the 700CL-X’s throttle response. In Sport mode, giving it the whip revved up the Twin, and at around 7,000 rpm, there was a loud below from the exhaust and a surge in thrust, almost like V-Boost on the old Yamaha V-Max. Having a $6,499 motorcycle deliver that sort of thrill took me by surprise, and I wondered, What is this thing?
CFMOTO 101
Although well-established in the U.S. market in the ATV and side-by-side segments, CFMOTO is not a familiar brand for most American motorcyclists. Founded in 1989, the Chinese company’s first decade was focused on supplying parts, components, and engines to major powersports manufacturers. In 2000, CFMOTO began building motorcycles, scooters, and off-road vehicles.
CFMOTO has been selling its off-road vehicles in the U.S. since 2002, and after gaining a solid foothold in that market, it established its U.S. headquarters near Minneapolis. In 2012, CFMOTO began importing motorcycles to the U.S., but it met with limited success and pulled out a few years later. Reviews of CFMOTO’s motorcycles were generally positive, but American buyers are averse to new brands. Furthermore, many view Chinese-made motorcycles as being of inferior quality to those made in Japan, Europe, or the U.S.
Thanks to its well-established production expertise and capacity, in 2014 CFMOTO entered a strategic partnership with KTM and began manufacturing 200 Dukes and 390 Dukes for the Chinese market. In 2018, the two companies started a joint venture that allows CFMOTO to license and manufacture some of KTM’s engines. CFMOTO’s 800 ADVentura is powered by the 799cc LC8c parallel-Twin from KTM’s 790 Adventure. Starting in 2023, KTM’s parent company Pierer Mobility will distribute CFMOTO’s motorcycles in some European markets, an arrangement similar to the recent announcement that KTM North America will soon take over distribution of MV Agusta motorcycles in the U.S.
The 693cc parallel-Twin is held in place by a tubular chromoly-steel frame. Machined finishes are a nice touch.
While brand or country of origin are important for some buyers, others place a higher priority on style, performance, price, reliability, and dealer experience/proximity. With an MSRP of $6,499, the 700CL-X offers good value and is less expensive than other middleweight naked bikes like the Honda CB650R ($9,299), Kawasaki Z650 ABS ($8,249), Suzuki SV650 ABS ($7,849), Triumph Trident 660 ($8,395), and Yamaha MT-07 ($8,199). The 700CL-X is covered by a two-year, unlimited-mileage warranty, and CFMOTO has about 200 motorcycle dealers in the U.S.
Here’s Lookin’ at You
A tall, wide tapered aluminum handlebar gives the 700CL-X good steering leverage, and its solid chassis holds a line well.
Through its partnership with KTM, CFMOTO’s motorcycles are styled by Kiska. With its minimalist profile, tubular handlebar, bobtail with a one-piece seat, Y-spoke cast wheels with an 18-inch front, and Pirelli MT60 semi-knobby tires, the 700CL-X has the stance of a street tracker. Retro touches include a round headlight, a round gauge cluster, a single front disc, and a stubby exhaust shaped like a Foster’s Oil Can. One can see hints of the Ducati Scrambler in the 700CL-X’s tubular-steel frame, brushed aluminum tank panels, swingarm-mounted license plate carrier, and machined finishes on its engine’s faux cooling fins.
Y-spoke cast-aluminum wheels are shod with Pirelli MT60 semi-knobby tires that provide good grip.
With the exception of its switchgear and the layout of its LCD instrument panel, the 700CL-X doesn’t look cheap, and its fit and finish are on par with more expensive bikes. It is illuminated front and rear by LEDs, and it has a unique, bright-white headlight surround shaped like one of those Craftsman four-way flathead screwdrivers I used to have on my keychain. The turnsignals are self-canceling, the clutch and brake levers are adjustable for reach, the brake lines are steel braided, and the cleated footpegs have removable rubber inserts.
Embedded within the unique star-shaped headlight surround is a white LED daytime running light.
Motorcycles at this price point are usually limited to basic features, but the 700CL-X has throttle-by-wire with two ride modes (Eco and Sport), a slip/assist clutch, standard ABS, and cruise control. Most notable, in a class where the most one can typically hope for is spring preload adjustment, often only at the rear, the 700CL-X has a fully adjustable 41mm inverted KYB fork and a linkage-mounted KYB shock with a progressive spring rate and adjustable preload and rebound. Brakes are supplied by J.Juan (a Brembo subsidiary in Spain), with a radial-mount 4-piston front caliper squeezing a 320mm disc and a 2-piston rear caliper pinching a 260mm disc.
A very tidy tail.
Time to Ride
The 700CL-X is very approachable. Its dished seat is 31.5 inches high and provides decent support. The bike feels compact and light, and the tall handlebar allows the rider to sit mostly upright. Thumb the starter, and the CFMOTO’s 693cc DOHC parallel-Twin burbles to life, settling into a syncopated rumble. The engine compresses fuel and air with forged pistons that move up and down via fracture-split connecting rods.
Roll on the throttle, and the engine spins up quickly with no drama. Concerns about vibration and heat never crossed my mind, and the throttle-by-wire delivers crisp response without any vagueness or abruptness. When we rolled the 700CL-X into Jett Tuning’s dyno room and John Ethell ran it on the big drum, it sent 62 hp at 9,200 rpm (redline is 9,500) and 41.6 lb-ft of torque at 7,400 rpm to the rear wheel. The dyno curves show a notable bump above 7,000 rpm that corresponds with that boost sensation I mentioned earlier – a little extra kick in the pants to keep things lively.
Lightweight, modestly powered bikes like the 700CL-X are some of my favorites to ride. Unlike today’s liter-class fire-breathing beasts, I don’t feel any guilt about not being able to use the bike’s full power, nor inadequacy for not being able to exploit its capabilities. I mostly kept it in Sport mode because the milder throttle response of Eco mode felt like a letdown. If I were commuting or taking a weekend escape, then I’d use Eco and cruise control to conserve fuel.
But all I did on this test ride was flog the darn thing – I couldn’t help myself, and my fuel economy suffered accordingly. Pushing the 700CL-X hard through a series of curves was a blast, taking me right back to the fun I had last summer chasing John Burns and outrunning Ron Lieback. Some bikes just bring out my hyperactive inner child.
We tested a 2022 model. Updates to the 700CL-X for 2023 will include new traction control, some styling changes, and fresh colorways.
While the 700CL-X was solid and responsive and its suspension took a hammering without complaint, the single-disc front brake wasn’t quite up to the task. Stopping power was decent, but feedback at the lever was numb, and it exhibited some fade after repeated hard stops. A second front disc would probably help – or an upgrade like the setup found on CFMOTO’s 700CL-X Sport, a cafe racer version with top-shelf Brembo Stylema front calipers and an MSRP of $6,999.
After logging hundreds of miles on the 700CL-X on city streets, freeways, and winding backroads, there were a few things that left me wanting. The first is the small fuel tank, which holds just 3.5 gallons. (Other bikes in this class have fuel capacities ranging from 3.7-4.1 gallons.) During this test, I averaged 41 mpg, which works out to 143 miles of range. Exhibiting more throttle restraint is the sensible solution, but where’s the fun in that? I’d rather have more fuel to burn.
Brushed aluminum side panels make the fuel tank appear large, but its capacity is only 3.5 gallons. The 700CL-X runs on regular unleaded.
The second is the instrument panel. When less expensive bikes like the KTM 390 Duke – which CFMOTO builds for the Chinese market – have color TFT displays, the monochrome LCD display on the 700CL-X seems like an unfortunate way to save a few bucks. Other than the road in front of us, the instrument panel is the main thing we look at when riding. The 700CL-X’s gauge provides plenty of info, but the perimeter tachometer is hard to read, the text for some of the info functions is too small, and I couldn’t figure out how to reset the tripmeter without also advancing the clock by one hour. If I didn’t do the time warp again with each fill-up, I had to press the “Adjust” button 23 more times to correct it.
The LCD display shows speed, gear position, rpm, and other info, but the perimeter tachometer is difficult to read.
Lastly, the self-canceling turnsignals shut off too early. Hit the button and they’ll flash four or five times and then stop, which sometimes happens before the turn is executed.
Over the past 15 years, I’ve ridden and tested hundreds of new motorcycles of nearly every size, configuration, and style. Because my passion for motorcycles runs deep and my tastes are omnivorous, I can honestly say I’ve enjoyed every motorcycle I’ve ridden. Some aligned with expectations, some fell a bit short, and a few went above and beyond, exceeding expectations because something about their styling, character, or performance – or all three – felt special.
If you’re looking for a unique, exciting, affordable middleweight, the CFMOTO 700CL-X is worthy of consideration.
That happened to me last summer. As I worked my way up through CFMOTO’s eight-model lineup, the 700CL-X caught my eye because I like scrambler styling and I’m a sucker for gold wheels (which come with the Coal Grey colorway; the Twilight Blue colorway has black wheels). Then I rode it and was surprised by how responsive the engine was, especially that extra kick above 7,000 rpm, and it had a nice bark to its exhaust. It was also light, agile, and fun to ride.
The 700CL-X exceeded my expectations – not just for a motorcycle built in China, but for any motorcycle at this price point.
Domenicali, for his part, explained how F1 focuses on “the sports and entertainment project.” Also very aware of the needs in terms of sustainability, Domenicali delved into the need to explore new markets and celebrated the “great success” of having a Grand Prix in Miami this year and the next new venue being none other than Las Vegas. “Improving the offer” is always a key premise and Domenicali, thinking of new generations, explained that “young people need intensity, frequency and content.”
Curious about the other side of the affordability spectrum? Read the Top 5 Most Expensive Motorcycles 2022 and learn what Santa needs to get you this holiday season.
Sometimes affordable means inexpensive, as in cheap. New motorcycles are always a gamble, no matter the marque. Someone’s gotta be the guinea pig. Taking a flier on an untested brand comes with an upside; you look like a genius when it works out. If you’re feeling lucky, let’s look at some bikes that are affordable, period.
Couple of ground rules here. While the merits of dealerships are up for debate, anything on this list needs to be sold from a building with a lit sign in front and a person sweating out a monthly quota. And these motorcycles are inexpensive on the sticker. Motorcyclist makes no claim, guarantee, or implied level of durability for any of the motorcycles on this list.
Minibike: Honda Navi
As an unofficial Motorcyclist long-term test vehicle, the Honda Navi is paying dividends. The $1,692 saved by not buying a Grom paid for three weekends at the track, plus a cheap vacation to North Carolina. Any question about the Navi gets one answer: $1,807. What’s it got for horsepower? Enough for $1,807. Is it fun? Sure is, for $1,807. It’s an absolute steal. Sure, it can’t wheelie and it’s slower than anything 110cc has a right to be. But simple carburetion, a heavy clutch, and conservative variator weights mean more ponies are just an afternoon’s worth of work away.
Designed for the Indian market and discontinued in 2020, it found a second home on American shores in late 2021. The funky design is just faux-carbon fiber plastic and decals, but we stopped counting the times someone asked, “Is that thing electric?” With an average of 90-plus mpg (100-plus if you’re light on the throttle) in the city, it might as well be. The lockable storage space is OK, but an optional rear rack doesn’t do much for cargo. A simple air-cooled single-cylinder 109.2cc mill is mated to a CVT transmission optimized for longevity, fuel efficiency, and slowness. Not quite sold? Let’s say it again: It’s $1,807.
It took Motorcyclist a few months of searching before finding one, so start your search now.
ADV: Benelli TRK 502X or CFMoto 650 Adventura
This split decision comes courtesy of the imaginary (but very real) dividing line between 500 and 650cc. A 650 is practically a midsize ADV, a category that’s grown of late. A 500 is a bit of a stretch. That said, a new buyer gets a lot to like for cheap. Let’s start with the TRK 502X.
Owned by Qianjiang since 2005, Benellis are designed, developed, and marketed from Pesaro, Italy. Then they actually get made in Wenling, China. A liquid-cooled eight-valve parallel twin puts out 47.6 hp at 8,500 rpm, while a seat height of 33 inches keeps things democratic. Its 19- and 17-inch wheels bookend a 60-inch wheelbase that weighs in at 469.5 pounds dry. You get 140mm (5.5 inches) of travel in the front, 145mm (5.7 inches) aft.
None of these specs are particularly eye-opening until you get to the $6,399 price of the TRK 502X with the upswept exhaust, not the pedestrian TRK 502 with the underslung unit. It’s not the most dirt-capable machine. But you’re likely just starting your ADV journey, so it’s not like you’re not bombing fire roads at 50 mph yet. Just something to consider.
Then $400 more gets you an additional 147cc in the form of the $6,799 CFMoto (yes, they spell it with all caps) 650 Adventura. Hailing from Hangzhou, China, its ATVs are familiar to some on this side of the Pacific. The 650 Adventura employs a 649cc liquid-cooled parallel twin that produces 60 hp at 8,500 rpm. Genuine Bosch EFI feeds it, and a six-speed transmission with slipper clutch helps put it to pavement. A 33-inch seat height extends over a shorter 56-inch wheelbase that ends with 17-inch wheels front and back.
Again, nothing amazing stands out spec-wise. But that price, though. And it comes with standard hard bags and a 5-inch TFT. As is customary these days, ABS is standard, as are 120/70 front and 160/60 rear Metzeler tires. Besides ABS, there are no riding aids, but that’s unsurprising at this price point. Still not sold on the CFMoto name? Just cover it up with a sticker.
Midsize Naked/Sportbike: Suzuki GSX-S750Z ABS and Kawasaki Z900 ABS
The Suzuki GSX-S750Z ABS is technically the most affordable ($8,949 MSRP) midsize naked sportbike out there. That’s assuming you find a 2022 straggler at a dealership, since they’ve been discontinued for 2023. The new GSX-8S might be cheaper, but no price has been announced. Regardless, the tea leaves are clear. Everyone’s going parallel twin with 270 (or 285) degree crankshaft timing. It’s a simple matter of production redundancy. Inline-fours are good for one type of bike (these categories) and not much else. Twins can do yeoman’s work on multiple bike platforms.
Thankfully, we still live in a world with Kawasaki Heavy Industries. The Kawasaki Z900 ABS clocks in at $9,399 MSRP and four-wide. Enjoy the party while it lasts. Until someone turns on the lights you get a liquid-cooled DOHC 16-valve 948cc four-cylinder engine with 123 hp and 73.1 lb.-ft. of torque at 7,700 rpm. There are two power modes and Kawasaki’s own traction control. And if you’re cruising your local strip, the three-octave range of your Kawi four will increasingly set you apart from fellow twin and motard riders. All that speaks to value and fun, but the bottom line is it’s $400 less than the 117 hp Yamaha MT-09 triple. Is $400 more worth 4 fewer hp and one less cylinder? You could save $100 and get 299cc less with the Honda CB650R. Motorcyclist just reports. You decide.
Touring: Suzuki Boulevard C50T or Yamaha Tracer 9 GT
Touring is a funny thing. If a manufacturer just says “tour” it means expensive, like BMW. But add “sport” or “classic” and prices fall a couple grand. Although sometimes not. “Adventure” in front of “touring” also returns mixed results. Harley-Davidson calls it “Grand American Touring” which seems to add to the MSRP. But call it “cruiser touring” and prices drop precipitously.
Take the Suzuki Boulevard C50T, at just $10,059. You get a windshield, two saddlebags, and a 805cc 45-degree V-twin engine, fed by a 4.1-gallon tank surrounded by lots of chrome and whitewalls. And you get to keep several grand. You can afford all sorts of extra touring-related fun. Maybe ship your Boulevard to another country for maximum touring-ness? The classic look isn’t for everybody, but hey. You’re riding to see things, not be seen.
If you’re not of the chrome persuasion, you’ve got options. The “sport-touring” Yamaha Tracer 9 GT (not to be confused with the just-released Tracer 9 GT+) can be yours for $14,999. You get an 890cc triple that’s torquey and hauls twin 30-liter saddlebags, standard. The windshield and brush guards are adjustable for a variety of rider sizes. An optional top case also adds 50 liters for your touring consideration. And it’s almost $3K less than the BMW R 18 Classic, which frankly isn’t a classic yet.
But wait, there’s more. Add “supersport” and you’ve got theKawasaki Concours 14 ABS, clocking in at $15,999. A mere $1,000 gets you an extra 462cc in the form of the classic ZX-14R four-cylinder engine (more or less). Plus, you get hard saddlebags (standard) and an electrically adjustable windshield to help you hurtle through time and space. The most affordable? Certainly not, but the value prop is worth a mention.
<i>Motorcyclist</i> officially discourages the consumption of alcohol while riding. But 24 beers fit in a Navi. (Anders T. Carlson/)
The underwhelming yet highly affordable Suzuki Boulevard C50T, at just $10,059 MSRP. (Suzuki/)
Here you go, Ninjas: the supersport-touring Kawasaki Concours 14 ABS. (Kawasaki/)
Great power for the price: The Suzuki GSX-S750Z ABS is yours for $8,949 MSRP. (Suzuki/)
Spare a couple hundo? The $9,399 MSRP Kawasaki Z900 ABS. (Kawasaki/)
“Touring,” meet “Sport”: the Yamaha Tracer 9 GT, just $14,999. (Yamaha/)
Senior Editor Adam Waheed puts the Yamaha Tracer 9 GT through its paces. (Joseph Agustin/)
The BMW R 18 Classic, which is not particularly affordable. (BMW Motorrad/)
Jorge Viegas, FIM President: “The first aim of the FIM was always the safety for its riders. After the experience of phase 1 of the FIM Racing Homologation Programme for helmets (FRHPhe-01), the FIM and DORNA are fully satisfied with the efficient results for the safety of riders. The FRHPhe-02 represents a milestone to increase the level of safety for our riders, and to introduce an FIM standard for Off-Road riders. The FIM got involved in this project, with a lot of work alongside the helmet manufacturers, our promoters, and with our Technical Stewards feedback. I expect that some manufacturers will propose helmets compliant with FRHPhe-02 to our riders before the target of the 2026 season, and they could manufacture them not only for FIM championships but also for national federation events, for safety in Off-Road.”
The Covert Ultra Jeans from Scorpion combine comfort, style, and protection in one pair of pants. With Cordura/DuPont Kevlar single-layered weave, the heavyweight 12.5 oz denim has seven times the abrasion resistance of typical denim for a blend of comfort and protection.
The Covert Ultra Jeans feature a water-resistant coating to keep your legs dry, and the breathable single-layer construction drastically reduces bulk for added comfort.
Hip armor pockets and adjustable armor pockets for the knees allow riders to insert extra protection if desired.
The Covert Ultra Jeans are available in a traditional 5-pocket design with tapered fit and integrated 3M reflective swatch at the lower hem for $199.95.
We go for a ride on Yamaha Bicycle’s CrossCore RC—a Class 3 pedal-assist ebike all-arounder. (Joseph Agustin/)
New from Yamaha Bicycles is the CrossCore RC pedal-assist bicycle, a Class 3 urban all-rounder. The CrossCore is designed for folks who want a fun and easy pedal-assist bicycle to ride to work, around town, running errands, or basically anywhere anyone would need a general-purpose electric bike.
Although Yamaha Bicycles is new in the electrical bicycle segment, joining the fray in ‘18 in the United States, Yamaha’s been manufacturing pedal assist bicycles in Japan since 1993.
At the heart of its 52-pound CrossCore is a compact electric motor producing up to 59 lb.-ft. of torque and providing support up to 28 mph, powered by a 500-watt battery integrated into the main aluminum frame. The battery is charged by a household-style power adapter; with a full charge, the range is around 100 miles on the lowest power setting.
A clean-looking LCD-style meter keeps tabs on vehicle measurables like speed, distance, and so on, and is where the rider controls the level of pedal assist. After maximum power, everyone’s favorite setting, there’s also standard power, eco, and an eco-plus mode. An automatic setting cycles through the power modes to ensure proper propulsion help regardless of incline or other terrain-related variables. For 2022, Yamaha has added an extra cog inside the rear cassette, taking it from eight to nine speeds. Additionally, the big sprockets have been made bigger, which is better for climbing steep grades.
The CrossCore has 27.5-inch spoked wheels and rolls on wide, meaty tires, and could absolutely be ridden off-pavement. There is no suspension aside from this hydraulic fork, which can be locked into a fixed setting if the rider doesn’t desire suspension travel. Capable hydraulic disc brakes by Shimano keep speed in check, and a standard finger-operated bell lets passersby know you are coming. Rounding out the $3,099 package is a nifty LED headlight.
The torque assist from the Yamaha PW-generation motor makes quick work of any hill. The whole idea, after all, is that the rider doesn’t have to be in top physical condition to operate this bike as if they are, so this bike is great for someone who likes their carbs but still wants to tour the countryside or cityscape. And with fuel prices still high, a pedal-assist bicycle makes a lot of sense for those living in urban areas. And at this MSRP, relatively low for a pedal-assist bike, it’s easy to imagine having two CrossCore RCs in the garage and having friends over for fun, low-effort bike rides.
Although a tad heavy, Yamaha’s CrossCore RC is a suitable ride for those seeking easy round-town transportation and a bit of exercise. (Joseph Agustin/)
The CrossCore RC is well suited to urban rides with a motor that delivers pleasing propulsion and up to 100 miles of range in its lowest power setting. (Joseph Agustin/)
The CrossCore RC sees a significant bump in price from its predecessor, but for that price, riders get improved componentry, more power, and a heavy-duty drivetrain. (Joseph Agustin/)
The star of the show is Yamaha’s PW series motor, good for nearly 59 lb.-ft. of torque. That’s more than some street motorcycles. (Joseph Agustin/)
My time machine: a 2006 Royal Enfield Bullet 500. (Photos by the author)
Why on earth did I recently pick up a 2006 “iron barrel” Royal Enfield Bullet 500? In a word, nostalgia.
The last bike I had to kickstart was a used 1970s Honda Trail 70 that I got on my 10th birthday. It was loud and burned oil, and I terrorized the neighborhood’s backroads at a blistering 30 mph. That bike was life, and it made me feel like Evel Knievel. Some of my friends’ parents thought I was a bad seed as a result, but I was just having fun and caught the adrenaline bug early (and some of the suit-wearing dads were probably jealous).
Look out world, here I come!
My first streetbike was a used 1989 Honda NT650 Hawk, which was fast in its day and a real performer, and I’ve craved that rush ever since. Fast forward to today, and I’m riding a supercharged Kawasaki Z H2 that doesn’t disappoint.
I guess I’m about to age myself, but it’s been 33 years since I last kickstarted a bike (at 15) and here I am kickstarting a streetbike in 2022 – a new-to-me 2006 Royal Enfield Bullet 500. That sounds fairly new, but these bikes are anomalies as they’re basically 1955 designs. India had strict tariffs for decades that kept foreign competition out, so there wasn’t an urgency to update what became a timeless design. It’s like a Volkswagen Beetle on two wheels.
The first Royal Enfield Bullet was built in England in 1931. The last one was built in India in 2020.
The first Royal Enfield motorcycle was built in 1901 by the Enfield Cycle Company of Redditch, England. In 1931, Royal Enfield introduced the Bullet, a single-cylinder motorcycle available in 350cc or 500cc displacements that was built in the UK until 1966. Like many other British manufacturers at the time, Royal Enfield suffered a slow, ignominious decline and finally went belly up in 1970.
In 1955, India’s Madras Motors was granted a license to build Bullets, and Royal Enfield India was established as an independent company. It thrived, outlasting its English cousin and growing into one of the world’s largest motorcycle manufacturers, headquartered on India’s southeastern coast in Chennai. Bullets were produced essentially unchanged for more than five decades until they were upgraded in 2008 to an all-aluminum unit construction engine (UCE) with fuel injection. Bullets continued to be produced until 2020. In 2022, the iconic Bullet styling was reborn in the Classic 350.
The pre-UCE Bullet’s reputation is interesting; it’s a quirky, no-frills, underpowered bike with quality control issues and bizarre maintenance needs, but it’s also one of the most iconic models in history. In fact, it holds the claim as the longest-running motorcycle model in continuous production: 90 years, from 1931 to 2020. It beats the venerable Harley Sportster, which was produced for 66 years (1957-2022).
The breezy engine room of my “iron barrel” Bullet 500.
Technicalities aside, no other bike from the 21st century provides such an “old world” experience as an Royal Enfield Bullet with cast iron cylinder barrels in an aluminum head. Even Harley changed to all aluminum engines in the mid-1980s to keep up with foreign competitors. I just had to know why a traditional Bullet is such an icon. Or to think about it another way: What was it like riding in my grandfather’s day? (Hint: horrible.)
This particular bike is a solid runner, but it has multiple issues and took many nights in the garage to get it where it is today. There’s some piston slap (likely an issue with bearings), the timing gears are a bit worn, and the transmission is so sloppy that every gear change is a potential false neutral. Finding actual neutral is challenging enough that it could qualify as an Olympic event. Since operating this bike is more art than science, I wear old sneakers so I can really feel the shifter.
The neutral light is like my North Star.
Kickstarting a bike that’s loud, obnoxious, and problematic takes me back to the Honda that my dad rolled into the kitchen when I thought a pair of shoes and jeans were my only 10th birthday gifts.
I’m Not Embarrassed
When I’m on my Kawi Z H2, I feel kinda cool. It looks futuristic, sounds amazing, and is almost always the fastest bike on the road. Only a handful of other naked bikes can compete – Ducati V4 Streetfighter, Aprilia Tuono V4, Triumph Speed Triple 1200 RS, you get the idea. It’s never about image and always about having fun, though on rare occasions I do pretend to be Batman (minus the cape). What can I say? When stopped at lights, people sometimes stare and even ask questions. It’s just one of those bikes.
What are you looking at?
My Royal Enfield Bullet, however, elicits different kinds of stare. Some people think I’m broke and desperately trying to get somewhere on an old, loud, crappy bike. Others give me a nod of admiration. Some recognize it for what it is, while others simply appreciate vintage bikes – or a motorcycle built in 2006 that looks like it was built in 1955.
Let’s back up for a second. Like I said, it’s not about image, but this bike just screams for attention. The exhaust is already loud, and there are rattles and knocks that would scare an antique chainsaw. When I can tune out the clatter and hear the distinctive thumping of the 500cc Single, however, it starts to make sense. There’s a legit icon underneath the proverbial rust (although there’s some real rust too). The noise tends to quiet down in 4th and 5th gears, and having a sense of what bikes were like in the mid-20th century is kind of cool. When parked, I’m amazed that so much ruckus can come from such a small bike. It’s like a rabid chihuahua.
Classic analog gauges served motorcyclists well for decades. We don’t need no steenking TFT.
Riding the Mean Streets of L.A.
Los Angeles is an interesting place to ride. Some of the best motorcycling roads are located within reach – the Pacific Coast Highway, all the legendary Malibu roads (Mulholland, Latigo, Piuma, Stunt, Decker, etc.), and the Angeles Crest Highway, to name drop just a few. But cruising through the city is a different experience entirely. Traffic is notoriously bad, as are the drivers, but a bike like the Bullet 500 is designed for this. Have you ever seen the chaotic car, motorcycle, bicycle, pedestrian, and animal traffic in India? It’s pure mayhem.
That said, I’ve never ridden a streetbike like I do the Bullet. I’m more focused on engine noise and when to shift and am hesitant to exceed 50 mph as the engine complains in no uncertain terms. I already feel like a hospice caregiver forcing my patient to jog, so pushing it to a sprint is probably ill-advised.
Ye olde kickstarter.
Let’s start on a typical cold November morning. The kickstand is missing, so it’s a centerstand-only affair, although that’s ideal for kickstarters. The bike originally came with a points ignition system, but somewhere along the line it was upgraded to an electronic ignition. That’s a more reliable system but negates a traditional way to kickstart the bike. You want the piston at top dead center, and with points, the ammeter (next to the speedometer) can signal this position. It doesn’t work with an electronic ignition, so I just go by feel and when it seems close enough. I’ve reached a point where it starts within three kicks when cold. That sounds positively archaic, but prior to getting my Bullet truly road worthy, it could take 10 or even 15 minutes to start. I don’t care what kind of shape you’re in, that’s exhausting.
After a few minutes of questionable rattles and knocks, it’s warmed up and ready to roll. I maybe use 50% of the throttle as I again don’t want to push it, and that makes an already slow bike even slower. We’re talking about 23 hp (when new). There are drum brakes front and rear, so I plan stops accordingly as it’s like slowing a freight train.
Going nowhere fast but having fun.
Lane splitting is easy as the bike is loud and narrow, but overtaking cars just isn’t a thing, and those ubiquitous pay-as-you-go electric Lime scooters can easily pass me. It’ll comfortably cruise at 50 mph and blend in as a bona fide motorcycle, though. Honestly, I’d be miserable if this was my only bike (see supercharged Kawasaki Z H2 above), but as a second or third bike, it’s entertaining, and I’m no longer concerned it’ll leave me stranded. It even handled a recent 25-mile ride like a champion asthmatic senior Great Dane with hip dysplasia.
Night Riding is a Lesson in Improvising
Everything works during the day (relatively), but things change after dark. The headlight turns on (you can also turn it off), but it draws too much power and tries to stall the bike. It’s an aftermarket unit and the battery charges fine, so I’m not sure if it’s an alternator thing or just the wrong third-party light. The speedometer doesn’t light up at all, although that’s likely just a blown bulb. Thankfully the motorcycle gods have left the neutral light intact because if that didn’t provide its faint green glow, the already difficult transmission would be nigh impossible to deal with. It’s important to ride this bike often to keep it healthy, as even parking it for a week can cause issues, including oil settling (called wet sumping). Therefore, I’m forced to ride at night on occasion.
Night rider.
My current solution is to (allegedly) use a very powerful handlebar light for mountain bikes. It’s brighter with a wider spread than the stock headlight and designed for rough terrain, so the heavy engine vibrations aren’t problematic. I’m not sure about the exact legalities, which is why I allegedly do it. And it allegedly works very well. The beam even lights the speedometer on its way to the street. The permanent solution is either a stock headlight or new alternator, and I’m hoping the former is the answer.
Is It Worth It?
Back when my bike was new, Rider tested a 2006 Royal Enfield Bullet 500 ES Electra X, which is an upgraded, premium edition. Things were a little problematic even then, so you can imagine what the years, multiple owners, and almost 20,000 miles can do to a very old Indian design. It amazes me that this Bullet was sold new in 2006, but I also appreciate it. It’s not for everyone – and I’d only recommend it as a second bike – but the overall experience is unlike anything built after the early 1970s. Build quality is questionable, regardless of mileage or abuse, and as mentioned earlier, it’s quirky by even the most charitable standards of today. I also have a 2022 Royal Enfield Continental GT 650, which is basically a 1960s cafe racer without the headaches, and it might as well be from a different manufacturer. Royal Enfield has come a very long way, and the Continental can (kind of) rival a modern Triumph.
My 2022 Royal Enfield Continental GT is a looker and a runner.
So, is it worth it? Yeah, but only for the right person. This is all about riding a historic model, understanding its shortcomings, and appreciating how far motorcycles have come. It’s a snapshot of the 1950s, not the 21st century, which is an important distinction. Don’t let “2006” fool you. If I didn’t have my other bikes, I’d likely hate the Bullet, but as a niche ride that doesn’t have responsibilities (as in, actually getting me somewhere fast), this iconic piece of British-Indian engineering will always have a home in my garage.
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