The 2024 Triumph Scrambler 1200 XE ($15,295) is a distinctive standard motorcycle that merges classic styling elements with modern technology, delivering a thrilling riding experience both on road and off. Renowned for its versatility, this streetbike is equally adept at navigating the streets as it is at conquering trails off-road. Think of it as a big, stylish dual sport motorcycle that fellas like Steve McQueen would dream of.

“That’s that look,” six-time AMA Supercross and outdoor motocross champion Jeff Stanton says. “The double pipe look. I’m a dirt track fan, Scotty Parker, Jay Springsteen days—the double pipe Harley days, and the Scrambler has that look. Put good tires on it and ride it wherever you want.”

We take a ride on Triumph’s 2024 Scrambler 1200 XE in this review. (Ernie Vigil/)

Editor’s note: We test rode the original Scrambler 1200 XE during the 2019 Triumph Scrambler 1200 XC And XE First Ride Review article and video. Watch the 2020 Triumph Scrambler 1200 XC Review MC Commute for added insight.

As usual, Triumph Motorcycles’ Scrambler 1200 XE continues to impress with its versatility off-road and on. (Adam Waheed/)

The Scrambler 1200 XE stands out with its timeless, retro-inspired design. A contemporary, production version of modified bikes ridden during films like On Any Given Sunday (read the On Any Sunday: Behind the Scenes Part 1 and On Any Sunday: Behind the Scenes, Part 2 articles), we love its classic scrambler elements such as high-mounted shotgun exhaust, wire-spoked wheels (21-inch front, 17-inch rear), and a minimalist silhouette pay homage to its British heritage. The combination of a sculpted 4-gallon fuel tank, wide handlebar, and a cozy seat reinforces its vintage appeal. The attention to detail in the design, including the high-quality finishes and iconic Triumph branding, adds to the motorcycle’s overall charm.

“I love the bike and I have it in my garage. I love riding it from farm to farm, through the fields, through the woods, to the auto parts store, to the gas station,” Stanton continues. “To me you can take it anywhere and bounce around town. It’s a great bike for running around town.”

The Scrambler 1200 XE’s ergonomics are well throughout and it is capable and relatively easy to ride in the dirt and on the road. (Ernie Vigil/)

Powered by a punchy 1,200cc parallel-twin engine, with an uneven firing order, the Scrambler 1200 XE delivers snappy performance with nearly 76 hp at 7,300 rpm and 68 lb.-ft. torque at 5,000 revs. With a responsive throttle, the engine produces a smooth and linear power delivery, making it great for ripping holeshots from traffic signals and spirited roost-throwing escapades in the dirt. The engine and exhaust have a nice growl to it that makes riding fun. There is however some engine vibration, especially at higher revs.

Powered by a punchy 1,200cc parallel-twin engine, with an uneven firing order, the Scrambler 1200 XE delivers snappy performance with nearly 76 hp at 7,300 rpm and 68 lb.-ft. torque at 5,000 revs. With a responsive throttle, the engine produces a smooth and linear power delivery, making it great for ripping holeshots from traffic signals and spirited roost-throwing escapades in the dirt. The engine and exhaust have a nice growl to it that makes riding fun. There is however some engine vibration, especially at higher revs. (Adam Waheed/)

The six-speed gearbox provides precise shifts and the gearing is spot-on for off-roading, i.e., first gear is low enough for steep hill climbs and second gear isn’t too tall for slower single-track rides. The torque character of the engine only aids its low-speed manners. The cable-actuated clutch ensures a light feel at the lever. Contrary to most modern chain-drive bikes, the chain final drive is on the right-hand side of the vehicle. The engine’s performance is enhanced by advanced features such as ride-by-wire technology and multiple riding modes.

The only caveat in the Scrambler 1200 XE’s off-road prowess is its propensity to head shake when traveling at moderate speeds over high-frequency bumps. (Adam Waheed/)

Keeping speed in check are a stout set of triple disc hydraulic brakes highlighted by the jewellike and superbike-grade radial-mount Stylema Brembo brake calipers and large 320mm discs. The setup is augmented by a radial-mount master cylinder and stainless steel brake hoses. Unfortunately, a more basic single-piston Nissin rear caliper replaces the former model year’s twin-piston Brembo. It functioned adequately but lacks the sharp response we remember on the last version.

The double shotgun exhaust is a signature styling trait of the Scrambler 1200. (Ernie Vigil/)

One of the standout features of the Scrambler 1200 XE is its low-speed agility, especially for a 507-pound streetbike. The high-specification suspension, including fully adjustable units from Marzocchi, contribute to a plush and controlled ride. With nearly 10 inches of suspension travel, the Scrambler 1200 gobbles up bumps, whoops, and obstacles you would usually be scared to hit on a streetbike. It provides a comfortable experience over varied terrain. The chassis design and longer alloy swingarm boost grip and stability especially through the rough stuff. Although during medium-speed high-frequency bumps the XE can get nervous with a scary degree of head shake. Perhaps a steering damper from the aftermarket would quell head shake in these conditions.

True to its name, the Scrambler 1200 XE excels in off-road conditions. This motorcycle comes equipped with features like switchable ABS and IMU-powered traction control, allowing riders to customize their experience. The extended suspension travel and rugged spoked wheels shod with Pirelli Scorpion Rally STR tires provide excellent traction over pavement and dirt. The riding modes optimizes the bike’s performance for use in a variety of conditions, making it a capable companion no matter where you ride.

Triumph has prioritized rider comfort in the Scrambler 1200 XE, evident in the well-padded ribbed seat and thoughtfully positioned footpegs and handlebar (a tad wider than the previous version). The upright riding position allows for excellent visibility, and the wider handlebar provides precise control. The inclusion of cruise control enhances long-distance comfort, making it suitable for both short commutes and extended journeys. Heated grips are available for an upcharge as accessory.

The Scrambler 1200 XE is equipped with a comprehensive suite of electronics, including a stylish color instrument gauge pod, LED lighting, and the return of a keyed ignition (hooray!). The intuitive interface of the display allows easy access to information and customization of settings. The inclusion of smartphone connectivity adds a modern touch, enabling riders to access navigation and other features on the go.

Triumph’s Scrambler 1200 XE is a versatile and capable motorcycle that seamlessly blends classic styling with modern performance and technology. Whether cruising through city streets, carving up winding roads, or tackling challenging off-road trails, this motorcycle offers a thrilling and rewarding riding experience. With its distinctive design, powerful engine, and advanced features, the Triumph Scrambler 1200 XE stands as a testament to Triumph’s commitment to delivering motorcycles that cater to the desires of both seasoned riders and newcomers to the dual sport scene.

Gear Box

Helmet: Shoei Hornet X2

Jacket: Rev’It Defender 3 GTX

Gloves: Rev’It Massif

Pant: Rev’It Defender 3 GTX

Boots: Alpinestars Tech 7

2024 Triumph Scrambler 1200 XE Technical Specifications and Price

Price:	$15,295
Engine:	1,200cc, SOHC, liquid-cooled parallel twin; 8 valve
Bore x Stroke:	97.6 x 80mm
Compression Ratio:	11.0:1
Fuel Delivery:	EFI w/ ride-by-wire
Clutch:	Wet, multiplate assist
Transmission/Final Drive:	6-speed/chain
Frame:	Tubular steel
Front Suspension:	Marzocchi 45mm inverted fork, adjustable spring preload, rebound and compression damping; 9.8 in. travel
Rear Suspension:	Marzocchi shocks; spring preload, rebound and compression damping adjustable; 9.8 in. travel
Front Brakes:	Brembo Stylema Monoblock 4-piston calipers, dual 320mm discs w/ ABS
Rear Brake:	Nissin 1-piston floating caliper, 255mm disc w/ ABS
Rake/Trail:	26.9°/5.1 in.
Wheelbase:	61.8 in.
Seat Height:	34.25 in.
Fuel Capacity:	4.0 gal.
Curb Weight:	507 lb.

Source: MotorCyclistOnline.com

Feeling very February in the Windy City aboard the Zero SR/F. (Jim Lüning/)

Some people don’t like electric motorcycles for good reasons. But they fail to like them for the right reasons. The Zero Motorcycles SR/F is conservatively styled, short on range, and expensive. It’s also the most fun you can have on a motorcycle in the year of our Lord, 2023.

Editor’s note: we last test rode the SR/F naked bike during the 2020 Zero Motorcycles SR/F Review MC Commute article and video and the 2020 Zero Motorcycles SR/F Review write-up.

When’s the last time a new motorcycle reordered your senses and demanded you completely rethink your muscle memory and experience? There’s no engine noise, little vibration, and no smell of air-fuel mixtures. You don’t get to shift gears based on the above sensory input. It’s terrifying and thrilling. All that’s left are visuals and kinesthesia input. You have to relearn how fast feels.

What “running on fumes” looks like on the SR/F. (Anders T. Carlson/)

Being February in Chicago, add thermoreception to the list. That’s a fancy way of saying it’s cold. Why test a Zero SR/F in winter? Nobody else wants a press bike in February and it’s the best way to put range issues to the test. Cold weather effects on battery life is usually an EV car debate. But winter’s long in the Midwest. Waiting for spring is boring.

Upon delivery, the regional sales director gives a short briefing. It starts with a green idiot light on the upper left corner of the TFT. When lit, the bike goes wherever it’s pointed, with or without the rider. Its 110 ponies will charge the gate without engine noise or neutral light. In other words, don’t lean, touch, or twist the throttle unless you’re sitting on the bike. For safety.

Gratuitous lifestyle shot of the fast and fun Zero SR/F. (Jim Lüning/)

Charging protocol is reviewed. Don’t use an extension cord beyond the provided charger and plug; they get hot and melt. Ideally, you need Level 2 charging (J1772) stations. He offers more valuable pro tips and explains proprietary chargers. Tesla chargers don’t work unless you get an adapter. More on this later.

Welcome to Batman-land: Lower Wacker Drive in downtown Chicago. (Jim Lüning/)

You can upgrade the charging with the Power Tank, offering an additional 3.6 kWh of battery capacity while still retaining a small lockable storage area. It’s an extra $3,200 and eliminates the nice tank storage compartment. But it’s not compatible with the 6kW Rapid Charger, which also eliminates the tank storage. So it’s a choice between rapid charging and more range. Neither option makes your SR/F into a proper touring machine, so your call. The smart money is to forget both and just enjoy the mind-melting torque on your commute to work.

Peel Out Slowly and See

Every trip on the Zero SR/F is like riding Batman’s motorcycle to the corner store for a stick of butter. A nearly imperceptible hum is all that gives away the fact it’s on. Every stoplight contest is anticlimactic. No engines are revved (not yours anyway) and you’ll beat anything you line up next to.

The Zero SR/F at rest in lower Michigan Avenue. (Jim Lüning/)

You have to grade the Zero differently. Don’t like how close the turn signal switch is to the Main Menu toggle? Relax. Not like you’ve got a clutch to worry about. Or a shifter. Your skill set based on powerbands and exiting corners means nothing. There’s just always power, all the time.

The old chestnut “loud pipes save lives” comes to mind. The first quarter-mile of riding brought the first near-death experience, thanks to a BMW. Why is it always an X5? The left-hand controls aren’t ideally placed, but the horn seems designed for heavy use. It’s a bit subdued, but doesn’t need to be heard over a liter’s worth of engine. It alerts the offending X5 of the Zero’s existence, and everybody lives.

Gray skies are depressing. So head for roads with no skies. (Jim Lüning/)

For the next close brush with danger, the Bosch IMU Traction Control introduces itself. Cold tires, wet pavement, and painted bike paths push the rear tire wide. But rather than chopping the throttle, the power slide gently tapers off, impressing nearby school kids. You’re welcome, Kelvyn Park High School.

As initial riding begins, the first of many roadside conversations begin. “What is that?” “How much is it?” and “How much horsepower does it have?” are the most popular questions. But anyone under 18 just nods. They already know about electric bikes.

Need help settling your rear suspension? The famous Billy Goat Tavern can help. (Jim Lüning/)

Photographer Jim Lüning’s “run and gun” photography setup. Jim Lüning (Jim Lüning/)

How to shoot the Zero SR/F? With a KLR650, of course. (Jim Lüning/)

No Sleep Till Kenosha

EV Range anxiety is basically the opposite of whatever ICE range anxiety is called. You worry when going more than 40 mph but relax when stuck in traffic. Instead of looking for tall gas station signs, you look for car dealerships and government buildings. Or police stations, which often have chargers. The Zero app helpfully connects you to any charging stations nearby, but results may vary.

As part of unofficial Motorcyclist testing, we plan a short 51-mile test drive to Kenosha, Wisconsin, to buy New Glarus–made beverages unavailable in Illinois. To simulate a spontaneous trip, 20 minutes were taken to find Level 2 charging stations near our destination, the famous Brat Stop.

Eco mode is used exclusively, giving a top speed of 75 mph. It feels like tempting fate with battery life to use Street or Sport mode, so we leave that for later testing. At departure, the temperature is 44 degrees (Fahrenheit).

Even in Eco mode, passing power was more than adequate. Eco mode offers near-maximum regen mode for battery life. But it’s a moot point on highways. Healthy torque makes the 75 mph Eco mode limit quite obvious. It took lots of willpower not to switch to Sport, but a controlled experiment is nothing without self-control.

One boring hour later, we arrive. But first, we need to make sure the SR/F is refueling while we refuel with encased meats. First stop: the Honda dealership. Their charging station is owned by ChargePoint. ChargePoint is the largest network of independently owned charging stations in the world. And they don’t take MasterCard. Or Visa. Or any card at the station unless it’s their card. Apply for it and it’ll arrive via snail mail. You can use the app on your phone to pay the reader, which has the added benefit of providing them with free first-party data on a regular basis. Nicely done, marketing department.

The Honda dealership has no idea how this works. “They got 10 chargers at the grocery store, though.” These 10 chargers are for Teslas and nothing else. Thanks, Elon Musk and Guy from Honda dealership. No Wisconsin beverages for either of you.

But the Nissan dealership is awesome. Free Level 2 charging and an hour later, the battery reaches 69 percent charge. There should be exactly enough range to get home with a percent or two to spare. Speaking of numbers, temps have dropped to 40 degrees and rain is coming. Or here, actually. There’s 51 miles to go. Does rain and more cold affect range?

Ordinarily, heated grips aren’t worth mentioning. But they mean the difference between white and blue fingers. “High” works great on the SR/F. Do they draw a lot from the battery? Good question. There’s lots of time to ponder this on the most boring concrete slab ever, known as I-94. The shrinking range keeps things interesting. With 1 mile and 2 percent battery left, the trip detours to a riding companion’s house at the 49-mile mark to avoid trailering the bike home. Good thing the charger rode shotgun in the ample tank storage.

It took a 68 percent charge to go 51 miles there, and a 67 percent charge to go 49 miles back. “Margin of error” isn’t a term Zero engineers likely use. But it’s within it. Experiment concluded.

Thank you, Nissan of Kenosha, for your fine (and free) Level 2 charging. (Anders T. Carlson/)

The Experiments Continue

Additional research is conducted on Chicago’s notorious Cicero Avenue. A number of vehicles are defeated in unofficial 0–30 mph testing. Unable to rev the engine, some are lulled into complacency by the lack of competitive noise. But with no clutch to dump or optimal rpm to find, the SR/F is king. The following vehicles are defeated in 0–30 mph stoplight testing:

– Tesla S (driver distracted by phone/movie)

– Suzuki DR-Z Motard

– Early 2010-era BMW M5

– Suzuki GSX-R1100 (with extended swingarm)

– Honda Civic Type R (lowered)

– Subaru WRXZ (featuring truck nut and window decal accessories)

Do not conduct testing of any sort on Lake Street (note steel beams). (Jim Lüning/)

The 502-pound weight makes its presence felt below 30 mph. But the weight placement (i.e., the battery) is similar to anything ICE. The ZF75-10 air-cooled AC motor, positioned low and directly behind the swingarm, is largely responsible for the lower center of gravity. A fair amount of upper body and feet placement is needed for switchbacks. Turning in requires full commitment, there’s no “just look and it goes there” with the SR/F. But gobs of torque and Pirelli Diablo Rosso III tires back you up wherever you point it.

Pirelli Diablo Rosso III shoes keep the Zero more or less glued to pavement. (Jim Lüning/)

On that topic, five rider modes are your guardrails. There’s Sport, Eco, Street, Rain, and a custom user setting you can create using the Zero app. Rider modes can’t be switched with the throttle engaged, otherwise you’ll stare at a blinking ride mode setting for the duration of your trip. Don’t ask, long story. Rain mode decreases regen braking to the lowest possible amount, for obvious reasons. Sport mode does exactly what you think it does. Each mode changes display color, with Custom allowing you to choose. One of the shades is even named “Synapse Blue.” Tight.

Cruise control doesn’t allow you to incrementally adjust speed, which is annoying. The display is fine, if a bit paint-by-numbers. The four “quadrants” of dash info can be configured to display whatever’s of interest to you. Being February, the Ambient Temperature reading is a nice touch, but the Motor Temperature reading is unnecessary.

The Zero SR/F’s TFT display. Note the balmy 56 degrees in the Motorcyclist garage. (Jim Lüning/)

ABS can be disabled, as can traction control. If the bike itself gets disabled or stops working, the Zero app can connect you with a technician to perform remote diagnostics or even fixes, assuming it’s a software issue. For EV cognoscenti, none of this is earth-shattering news. With the Zero app, everything you do on the bike is logged, knowable, and available to Zero. Like it or not, it’s no different than your smartphone.

Be Part of the Future

If you’re still not interested in EV motorcycles, there you are. The Zero SR/F doesn’t exist because it’s checked all the boxes yet. Every emerging technology in the history of mankind comes into existence half-formed. The end user is integral to final testing. You don’t have to be part of the future. You’re welcome to watch the world pass you by.

Eventually, EV motorcycles will do everything riders want them to. The Zero SR/F is almost there. Emotions you’ve spent years or decades learning can be unlearned and remade. Nobody is coming for your two-strokes. Your olfactory love for unburned hydrocarbons isn’t being threatened. If you love acceleration and power that pushes the bounds of sanity, come on in.

The Zero SR/F in the luxurious confines of Motorcyclist’s Midwest Division facilities. (Jim Lüning/)

The ZF75-10 air-cooled AC motor, with attractive bronze/copper livery. (Jim Lüning/)

Conservatively styled, the SR/F turns heads with torque. (Jim Lüning/)

The passenger seat hides a tiny storage compartment, good for paperwork or very small stacks of money. (Jim Lüning/)

Fully adjustable Showa rear monoshock. (Jim Lüning/)

Passenger peg mounts are visually integrated with the motor, one of the few distinct Zero styling cues. (Jim Lüning/)

2023 Zero Motorcycles SR/F Technical Specifications and Price

PRICE	$23,795
MOTOR	Z-Force 75-10 enhanced thermal efficiency, passively air-cooled, interior permanent magnet AC motor
BATTERY	Z-Force li-ion intelligent integrated, 15.2 kWh (nominal capacity), 17.3 kWh (max capacity)
FINAL DRIVE	Belt, clutchless direct drive
CLAIMED HORSEPOWER	110 hp (82 kW) @ 5,600 rpm
CLAIMED TORQUE	140 lb.-ft. (190 Nm)
FRAME	Steel trellis
FRONT SUSPENSION	43mm Showa SFF-BP, fully adjustable; 4.7 in. travel
REAR SUSPENSION	Showa monoshock, fully adjustable; 5.5 in. travel
FRONT BRAKE	Dual radial-mounted 4-piston J.Juan calipers, 320mm discs w/ Bosch ABS
REAR BRAKE	1-piston J.Juan floating caliper, 240mm disc
WHEELS, FRONT/REAR	17 x 3.50 in. / 17 x 5.50 in.
TIRES, FRONT/REAR	Pirelli Diablo Rosso III; 120/70-17 /180/55-17
RAKE/TRAIL	24.5°/3.7 in.
WHEELBASE	57.1 in.
SEAT HEIGHT	31.3 in.
CLAIMED CURB WEIGHT	502 lb.
WARRANTY	2 years standard motorcycle, 5 years/unlimited mileage power pack
AVAILABLE	TBD
CONTACT	zeromotorcycles.com

Source: MotorCyclistOnline.com

New for 2023 is Chinese motorcycle manufacturer Kove Moto’s FSE 450R Rally ($8,999). As its model name implies, the 450R is a purpose-built 450cc rally bike that’s engineered for real adventure. Part adventure motorcycle, part dual sport, this new motorcycle will be arriving to US shores beginning May, 2023, says Kove Moto’s US distributor GPX Motorcycles out of Utah.

We take a spin on Kove Moto’s Chinese-built $8,999 450cc Rally bike (Jeff Allen/)

In current configuration, this motorcycle is a non-street-legal example, however Kove Moto says it is currently working with the EPA in an effort for it to be street-legal in the future. It competed during the 2023 Dakar Rally (view the 2023 Dakar Rally in Pictures article) that took place earlier in the year. This motorcycle is so neat because it is the first bike that you can buy off a dealership floor—in theory, because it hasn’t actually arrived at dealerships yet—that is a turn-key 450cc rally bike. Sure, Austrian motorcycle brand KTM says it offers a limited-edition rally bike for purchase, but good luck getting one.

China’s Kove Moto and Utah’s GPX Moto team up to offer this $8,999 450cc rally bike for US consumption. (Jeff Allen/)

This Kove FSE 450R Rally is built and engineered in China. The tires, rims, suspension, engine, and every other component is made by Chinese suppliers. As we know, with our iPhones and other gadgets that we rely on everyday, the People’s Republic of China has progressed considerably in the last few years. And the motorcycles it manufactures are becoming more real. We say that because if you recall, back in the early 2000s, when the minibike craze was going bananas in Southern California and in the other 49 US states, there was a flood of cheap and questionably-made Chinese bikes.

The 2023 Kove Moto FSE 450R Rally is adorned with a functional and attractive color TFT display. (Jeff Allen/)

Bikes like the FSE 450R can’t be considered below average. Reasonably priced and well engineered, this bike is powered by a 450cc water-cooled single. Although it employs dual overhead camshafts, it sounds lumpy like a single overhead cam design reminiscent of Honda’s CRF450R. This motorcycle features electric start with switch gear that resembles what Piaggio group was using a few years ago.

The 449cc DOHC liquid-cooled single pumps out a pleasing spread of power with sharp throttle response. (Jeff Allen/)

It rides on inverted suspension that is made by Yuan. It has air bleeds atop each fork leg so you can purge pressure just like an off-road or motocross bike. Braking duties are handled by a Nissin double-piston caliper and single-piston rear brakes. A 21-inch spoked front wheel is shod with CST rubber, another Chinese supplier. At the rear is an 18-inch wheel with a hybrid aluminum and steel rear sprocket. The inner alloy portion keeps it light while steel teeth help mitigate wear. The linkage-enabled shock includes compression and rebound adjustment.

The front suspension/tire/brake combo performed well over soft terrain. We were surprised by how effective the front brake performed in deep sand. (Jeff Allen/)

The rider’s footpegs are huge and more beefy than other production motorcycles we have ridden recently. This bike includes three different fuel tanks: two up front on either side and one in the rear. All told, this vehicle carries 8 gallons of fuel. Approximately 2.5 gallons in each forward container and 3 gallons in the rear. Full LED lighting and sleek body panels and a clean swept exhaust make for an aesthetically pleasing ride. A clever button allows you to remove the seat. This provides access to the battery and the foam air filter.

The FSE 450R Rally carries a whopping 8 gallons of fuel split among three fuel tanks (two forward, one aft). (Jeff Allen/)

Getting the engine fired is as simple as turning the ignition key on and thumbing the starter button. Aside from ABS, there are no electronics on this motorcycle.

Kove Moto’s FSE 450R Rally is one-of-a-kind in the powersport segment. It’s especially attractive with its reasonable $8,999 MSRP. (Jeff Allen/)

Seated at the controls it feels narrow and the saddle height in typical dirt bike form is tall, but it certainly isn’t overly so. When you’re riding off-road, you want a motorcycle that has a nice, flat surface above the footpegs where your legs go so you can squeeze the motorcycle. The harder you squeeze, the more control you have of the vehicle. And the more you will be able to stay safe when the motorcycle does funky things.

You’d be surprised at how nimble this 368-pound rally bike is. It offers neutral handling and is easy to get up to speed quickly. (Jeff Allen/)

Twisting the throttle reveals a punchy engine that barks. With a full 8 gallons of fuel, this motorcycle weighs 368 pounds. It’s not the lightest dirt bike, but when riding, it feels pretty svelte. We’re impressed with its compactness and low center of gravity. The handlebar is tall, but a tad narrow. We wouldn’t say it’s too narrow, but it’s a little shorter than other motorcycles we’ve ridden recently. It’s also neat that you can adjust the handlebar forward or back by just rolling it with by loosening the double-duty Torx/metric fasteners. These fasteners are a nice touch as you can use either a Torx tool or a traditional metric socket to make adjustments.

The 2023 Kove Moto FSE 450R Rally is an attractive bike. Full LED lighting helps it stand out during night rides. (Jeff Allen/)

Throttle response from the 450 single is nice and crisp. There is noticeable engine vibration, especially at higher rpm, but it’s not necessarily bad. You have to remember these big singles are notorious for putting off a lot of engine vibration. Rubber dampers inside the handlebar help mitigate some of the bad vibes.

The 2023 Kove Moto FSE 450R Rally is powered by a liquid-cooled 449cc DOHC fuel-injected single. (Jeff Allen/)

It’s worth noting, if you’ve never ridden in the sand dunes, the sand requires a unique type of riding style. When it’s windy, sand blows and can make for hazardous terrain, including “witch’s eyes.” These obstacles swallow bike and rider. Be aware of your surroundings and keep your eyes up because you never know what’s ahead. The engine is mated to a six-speed transmission with a cable-actuated clutch. The clutch mechanism is bathed in engine oil just like a traditional Japanese or European spec bike while a chain final drive delivers power to the 18-inch rear wheel, with a left-hand-side chain final drive. We haven’t ridden a motorcycle that’s this much fun in the last couple months.

Motorcyclists seeking a true rally bike at an affordable price will appreciate the $8,999 2023 Kove Moto FSE 450R Rally. (Jeff Allen/)

When upshifting into fifth gear, you can definitely feel the engine laboring. The gearing is a tad tall, but it all depends on the kind of terrain you’re riding. If you’re going to be riding a lot of fast terrain, obviously you’re going to need to have taller gearing just so you don’t have that engine spinning out of control. But for all intents and purposes, in the desert, I think the gearing could be a little taller. To be fair, this is the first time we’ve ever operated a vehicle like this on relatively unfamiliar terrain for us, because we haven’t ridden in the sand in many, many years. So maybe we’ll look into it. I do like the shift procession of the transmission. It definitely goes through cogs well. Nice, solid shift. There is no electronic quickshifter, so shifts are made the old-fashioned way, with throttle and clutch.

In terms of maintenance and durability, this engine holds 1.8 liters of engine oil and has a service interval of 5,000 miles, says Kove Moto. Kove also makes a racing-specification vehicle for a $5,000 up-charge that includes a Scotts steering damper, titanium exhaust, carbon fiber tower to mount a roll chart for navigation purposes, and mousse-style tire bibs to mitigate flat tires. Those parts are all for the discerning rally rider and racer. It also offers a short-seat-height-equipped version that uses 2-inch-lower suspension.

After a short hour’s ride, this Chinese-engineered and -manufactured 450cc Dakar rally bike is a hoot to ride. The ergonomics are awesome making it feel like a real dirt bike. The brakes work well and it handles nicely out of the crate. It feels a lot more nimble and compact than you would think despite its 368-pound curb weight.

While it isn’t the fastest 450, it isn’t the slowest either and has enough pep in soft terrain. Despite a low-voltage battery on one bike, and another being retired early because of a transmission problem, the FSE has potential. It’s worth noting that for US customers, Kove Moto stands behind its machine with a six-month warranty. Of course there’s not going to be a lot of dealers around, but Kove says it’s willing to work with its customers, so you can bring your motorcycle to your favorite shop and it will get it handled.

Would we spend our $9,000 on it? Not yet, but soon enough Kove Moto will iron out the teething problems of this motorcycle, and then it will be yet another bike needed in the garage.

Gear Box

Helmet: Arai VX-Pro4

Goggle: 100% Racecraft 2

Jersey: Alpinestars Racer Semi

Gloves: Alpinestars Radar

Pant: Alpinestars Racer Graphite

Boots: Alpinestars Tech 10 Supervented

2023 Kove Moto FSE 450R Rally Technical Specifications and Price

PRICE	$8,999
ENGINE	449cc, DOHC, liquid-cooled single; 4-valve
BORE x STROKE	94.5 x 64.0mm
COMPRESSION RATIO	TBD
FUEL DELIVERY	Digital Bosch fuel injection
CLUTCH	Wet, multiplate; cable actuation
TRANSMISSION	6-speed
FINAL DRIVE	Chain
FRAME	Steel
FRONT SUSPENSION	Yuan 49mm inverted fork; fully adjustable; 12.0 in. travel
REAR SUSPENSION	Yuan linkage-equipped shock; fully adjustable; 12.0 in. travel
FRONT BRAKE	2-piston caliper; TBD brake disc
REAR BRAKES	1-piston caliper, TBD brake disc
WHEELS, FRONT/REAR	21 in./18 in.
TIRES, FRONT/REAR	CST; 90/90-21; 140/80-18
GROUND CLEARANCE	12.0 in.
WHEELBASE	58.0 in.
SEAT HEIGHT	38.0 in.
FUEL CAPACITY	8.0 gal.
CLAIMED CURB WEIGHT	368 lb.
WARRANTY	6 months
AVAILABLE	May 2023
CONTACT	gpxmoto.com

Source: MotorCyclistOnline.com

Look at that longing look. That’s the power of the 2023 Yamaha V Star 250. (Yamaha/)

They say the best part about your first motorcycle is that you won’t own it forever. It’s a cliché, but they exist for a reason. Put real thought into your choice, but give yourself a pass on finding “the perfect bike.” Got a picture in your head about what bike you look really cool on? Forget that picture. Focus on value, safety, and accessibility. Worry about looking good later. For now, worry about getting a motorcycle you can handle. Also peruse the Best Affordable Used Motorcycles for New Riders 2022 and Best Budget-Friendly Beginner Motorcycles 2019 articles for more affordable streetbike options.

Related: Best Budget-Friendly Beginner Motorcycles

The do-it-all, friendly-as-can-be 2023 Honda CB500F. (Honda/)

In the interest of upholding Motorcyclist’s reputation for hard-hitting motorcycle journalism, none of last year’s bikes are included in this year’s list. The 2022 choices are great bikes, but let’s dig a bit deeper.

Sporty spice on two wheels: the 2023 Honda CBR500R. (Honda/)

This year’s criteria for inclusion included model longevity, usable power, and more dual sport and/or ADV options. The adventure category is inspiring folks to take the MSF course (Motorcycle Safety Foundation), which is highly recommended. It’s not an exact stat, but taking the MSF course results in 98 percent fewer injuries compared with learning in a parking lot from “Jeff.”

Here’s a brand-new list of affordable motorcycles for beginners. Obviously we missed a few contenders or are completely wrong, so feel free to tastefully disagree in the comments section.

Get mildly lost in adventure on the 2023 Honda CB500X. (Honda/)

Small Cruiser: Yamaha V Star 250

Made from 2008 to present, the V Star 250 features the smallest V-twin you can buy that powers a real motorcycle. An air-cooled 249cc 60-degree V-twin inspired by the classic Virago will hustle you anywhere you want to go, within reason. Fun fact: People who make fun of Viragos are secretly in love with them. And while most of the V-twin world is busy stocking up on apparel and merchandise extolling freedom and individuality, V Star owners are living the dream atop their 27-inch seats.

This 2018 Kawasaki KLR650 would look nice in your garage. Or pasture. Or dirt road leading to your ranch. (Kawasaki/)

Still not sold? Try this: Spend a season cutting your teeth on a V Star, flip it for what you paid, and use the money you saved on a bike you want (and are totally ready for). Remember, you only paid a couple of grand and don’t have bike payments. A new rider gets their first training wheels while you get experience and, eventually, the wheels you want. Karmic, eh?

Price Range: $1,750–$3,000 (good/great condition), $4,699 (2023 MSRP)

All-Around Value: Honda CB500 Family

Did you see this coming? This 2022 Royal Enfield Himalayan in camouflage. (Royal Enfield/)

Everybody’s making parallel twins that serve across a wide variety of models. In that spirit, Motorcyclist is getting in on the act. The Honda CB500 family of 2013–present includes the ADV-minded CB500X, naked CB500F, and sport-oriented CBR500R. All are powered by the same 471cc liquid-cooled parallel twin putting out 47 hp of tractable, torquey, beginner-friendly power. And it’s the single reason all three get to cheat into one category. ABS brakes don’t really warrant mention these days, but the CB500X does get a two-position-adjustable windshield, a nice touch for an entry-level contender.

It’s been around 36 years for a reason: the fun and versatile 2023 Yamaha TW200. (Yamaha/)

The 10-year model history is a plus. But if you can swing it, look for post-2016 models. The CB500X got a bigger tank and a taller windshield, while the CB500F got upgraded front and rear suspension. The CB500F has a friendly curb weight of 416 pounds, while the CB500X weighs in at 439 pounds. The CBR500R comes in at 430 pounds. They’re not featherweights, but you might end up keeping them longer than the average first bike.

CB500F Price Range: $3,500–$5,000 (good/great condition), $6,799 (2023 MSRP)

CB500X Price Range: $3,750–$5,000 (good/great condition), $7,299 (2023 MSRP)

CBR500R Price Range: $4,000–$5,000 (good/great condition), $7,299 (2023 MSRP)

Dual Sport for Taller Riders: KLR650

You can buy fast. Or learn how to be it. Welcome to the latter on the 2023 Suzuki GSX250R ABS. (Suzuki/)

This one comes with a qualifier: Riders of short stature need not apply. But for beginner riders who physically fit the bill, the Kawasaki KLR650 offers tractorlike performance with a 36-year history of phenomenal reliability. You’re best off sticking to 2008–present models, with 2022 models seeing the only significant upgrades thereafter (fuel injection and ABS). The 652cc DOHC liquid-cooled single-cylinder four-stroke might seem large for a beginner. But the ox-strong engine tops out at 36.5 hp and 35.2 lb.-ft. of torque, which limits the trouble you can get into, dirt adventures notwithstanding. The 34.3-inch seat height is a bit tall, but for bigger newbs who want to take on the world (or ride around it), the KLR is worth considering.

Retro charm without retro reliability. Hello, 2018 Yamaha SR400. (Yamaha/)

Price Range: $2,500–$5,000 (good/great condition), $4,699 (2023 MSRP)

Dual Sport for Shorter Riders: Royal Enfield Himalayan

We did include Royal Enfield in last year’s list, but we didn’t call out the Himalayan specifically. The 31.5-inch seat height means almost anyone can throw a leg over a Himalayan and head for parts unknown. Around since 2015, early Himalayans had some fit and finish issues, but in 2018 a renewed push toward reliability resulted in (by most accounts) a much improved product.

If it ain’t smokin’, it’s broken. The lovely 1975 Yamaha RD350. (Motorcyclist Staff/)

Unlike most of the retro-inspired Royal Enfield lineup, the Himalayan is an almost entirely distinct bike in terms of engine, frame, and concept. Owing to the success of the long-stroke, air-cooled SOHC 411cc single-cylinder fuel-injected four-stroke motor, the newly released Scram scrambler (get it?) shares the same engine. Putting out a friendly 24.5 hp, it capably hauls 438.9 pounds around, not counting the aluminum panniers or bags you can mount. Avoid interstate slabs and you might enjoy the Himalayan longer than you think.

Straight outta 1972: a beautiful Honda CB350 survivor. (Nicolas Will from Brooklyn, USA, via Wikimedia Commons/)

Price Range: $3,000–$4,000 (good/great condition), $5,449 (2023 MSRP)

Daily City Rider: Yamaha TW200

Just look at the Yamaha TW200. How can that not be fun? Big chonky tires and enough scrambler DNA to jump a curb or two? This is an ideal city motorcycle. And Yamaha’s been making it forever, meaning 1987. In 2001 it got electric starting and a disc brake up front. It’s simple, inexpensive, and meant for moderate abuse. With no TFT nonsense or rider aids, you can put a leg over the 31.1-inch seat and enjoy anywhere the 10.4-inch ground clearance allows. You might have a tough time traveling several states away, but Japanese rider Shinji Kazama made it to the North Pole on one in 1987. So adjust expectations accordingly. The other downside is that it’s carbureted, so prolonged winter storage might necessitate a spring carb cleaning.

Alternate: The 2017–19 Suzuki Van Van 200 looks almost identical and makes a fine second choice.

Price Range: $2,500–$3,500 (good/great condition), $4,899 (2023 MSRP)

Sportbike: Suzuki GSX250R

On paper, the Suzuki GSX250R is the least interesting and capable entry-level “sportbike.” While the Honda CBR300 went to 286cc and the Kawasaki Ninja 400 went to 399cc, Suzuki clings to an aging 248cc four-stroke liquid-cooled SOHC parallel-twin mill. It’s underpowered, yet proportioned like a midsize bike. Graphics and design suggest something bigger underneath, but alas. The oversquare bore and stroke means all the power is up high, not down low. So you’ll have lots to learn about powerband, shifting, and maximizing speed.

In other words, it’s the perfect beginner sportbike. Channel your inner Álex Rins and make every ride to work a warmup lap at Silverstone. Despite the 56.3-inch wheelbase, it’s narrow and easy to lane-split and keeps good composure at speed, even if the engine’s working overtime. The six-year model history means they’re not easy to find, plus they’ve held their value for some reason. Likely because they usually haven’t been stunted or “modded” like many Gixxers.

Price Range: $3,500–$4,500 (good/great condition), $4,999 (2023 MSRP)

Retro Thumper: Yamaha SR400

While much of the rest of the world got 43 years of time with the classic Yamaha SR400, the US market enjoyed the kickstart-only classic single from 2014 to 2021. And the 2021 Final Edition was limited to just 1,000 examples. Still, a six-year production run isn’t bad. And it’s basically a vintage bike without the issues that vintage bikes come with. Gaining fuel injection for its American debut, it personified minimalist fun and accessibility, with a caveat. The single-cylinder air-cooled 399cc two-valve engine only comes to life with kickstarting. But that will really impress people in 10 years. And if you’re considering the SR400, you’re a person who appreciates vintage design and smart decisions. Plus, you can simply pretend you’re on a vintage SR500.

Price Range: $3,750–$4,500 (good/great condition)

Vintage: Yamaha RD350 and Honda CB350

Piggybacking on the above, don’t buy a vintage motorcycle as your first bike. Unless you grossly overspend on a perfect example, you’re just buying oil stains and disappointment. But if you won’t listen to reason, spend as much money as your budget allows on a Yamaha RD350 or Honda CB350.

Yamaha R5/RD350/RD400

The original Giant Killers, the R5 (1970–72), RD350 (’73–75), and RD400 (’76–79) embarrassed thousands of CB750s and KZ900s at stoplights in the 1970s and handled better. Two-strokes are the simplest machines on earth. Unless you’re tuning for the track, they’re easy-ish to dial in. Did it stop running? Try another spark plug. Still not working? You probably holed a piston. That’s an hourlong job at most. Reproduction parts are plentiful, thanks to shared engine concepts with the four-wheel Banshee and generations of loyal owners and amateur racers. And all three models share similar 64mm pistons. Stock up, you’ll need them.

Price Range: $1,000 (non-running)–$4,000 (great/good condition)

Honda CB350

Listen, you’re probably drooling over CB750s and CB550s, but the Honda CB350 is the best all-around bike Honda made in the early 1970s. Made from ‘68–73, they’re bulletproof, fun, easy to own, and even raceable. Rough ones start at $1,000, but try to spend north of $2,000. Reproduction and aftermarket parts are plentiful, as are forums, tutorials, and all sorts of semi-helpful advice on the interwebs. If you buy the nicest one you can find, you’ll have a fun year of riding before learning about carb cleaning and replacement gaskets. When that happens, you’ll have only two carbs to worry about. Easy-peasy.

Price Range: $1,000 (non-running)–$4,000 (great/good condition)

Related: Best Beginner Motorcycles 2023

Source: MotorCyclistOnline.com

Motorcycle enthusiasts who want to explore off the beaten path, with a friend or loved one, in comfort, will be well served by Kawasaki’s Teryx KRX 1000 ($23,199). This is Kawasaki’s non-street-legal, sport-oriented two-seat UTV. Contrary to a new motorcycle, where you have to have a certain level of physical skill, including balance and dexterity, these vehicles are more similar to driving a car. And there’s over 200 million licensed drivers in the United States. Vehicles like the Teryx open up a world of exploration for someone who wants to get outside.

Editor’s note: We test drove the ‘22 version of Kawasaki’s do-it-all sport UTV during the 2022 Kawasaki Teryx KRX 1000 Review article and video.

We trade two wheels for four, and go exploring aboard Kawasaki’s easy driving 2023 Teryx KRX 1000. (Adam Waheed/)

For the 2023 model year Kawasaki’s done a couple of subtle improvements to this Teryx KRX 1000: new steering wheel material, and improved floorboard design to evacuate the mud and rain more efficiently. It also includes ride-by-wire throttle. Plus, there’s a KRX4 four-seat model ($27,499), so more of your friends and family can participate in outdoor fun. The Teryx is powered by a heavy-duty 999cc parallel-twin engine. The engine case and transmission housing are noticeably beefier than a streetbike and was purposely engineered for the rigors of this nearly 1,900-pound vehicle. Oversize shocks with 21 inches of rearward suspension travel and 19 inches up front, with four wheel disc brakes (two-piston calipers up front, single-piston in the rears) and true four-wheel drive (with an electronically locking front differential) allow the KRX 1000 to climb serious terrain that Jeeps and other modified four-wheel-drive vehicles would be hard pressed to navigate.

Outdoor enthusiasts seeking a vehicle that is more comfortable and easy to operate than a motorcycle will appreciate Kawasaki’s capable Teryx KRX 1000. (Adam Waheed/)

Electronic power steering provides support so you don’t have to be a strong human to turn the steering wheel. Sometimes electronic power steering offers a vague steering feel because there isn’t that classic feel-rich hydraulic mechanical connection. With Kawi’s setup, the steering feel is decent. If you’re an operator who lives and dies by handling feel, you’re not going to have a ton of feedback, but it’s not terrible either.

LCD instrumentation is basic and a tad hard to read when seated at the controls of the Teryx KRX 1000. (Adam Waheed/)

Speaking of steering, this vehicle is fairly maneuverable. It doesn’t take up a ton of real estate to turn around or do tight maneuvers in limited space (it has a 20.3-foot turning radius), which is nice. Again the electronic power steering just makes for a very light steering feel.

With over 200 million licensed U.S. driver’s, vehicles like Kawasaki’s Teryx KRX 1000 allow a wider audience to get outside and explore Mother Nature with friends and family. (Adam Waheed/)

Hopping into the KRX is similar to getting into the seat of an automobile. Passenger-car-style doors have easy-to-use handles. A pair of bucket seats and a three-point safety belt secure the rider and passenger inside the vehicle. The doors are tall enough to keep your arms inside the cockpit (more on that later…). This vehicle employs a conventional steering wheel with tilt steering. So you can move the steering wheel up or down based on preference. We have the steering wheel in a lower setting. Adjustable seat position for both rider and passenger make for a roomy cockpit for tall and short operators alike. This cockpit does a good job of shielding the rider’s lower extremities from the elements. Plus it doesn’t kick off excessive engine heat like Polaris’ Slingshot.

The Kawasaki Teryx KRX 1000 benefits from heavy-duty suspension components that soak up rough terrain with ease. It’s a remarkably comfortable steed over uneven terrain. (Adam Waheed/)

A mechanical shift lever allows the operator to select between drive modes (H, L, N, and R). “H” stands for high running gear and is the selection for forward propulsion at all vehicle speeds. Conversely “L” is low range and meant for traversing steep obstacles at low speeds. For instance, if you’re climbing a steep grade, rock crawling, going down a treacherous decline, or towing something heavy, you want to use L. The vehicle must be stopped to switch between drive modes. There’s also an “N” selection to roll the vehicle, without power, i.e., in the garage. Lastly, “R” is for reverse.

The 2023 Kawasaki Teryx KRX 1000 rolls on 15-inch rims shod with meaty 31-inch tires. Four-wheel disc brakes with stainless-steel brake lines keep speed in check. (Adam Waheed/)

A nice wide mirror does a good job of showing us what is going on behind us. This particular KRX 1000 is not outfitted with Kawasaki’s slick color TFT display. That is an accessory and we would absolutely opt for it if this vehicle was ours. It’s touchscreen compatible, and has GPS navigation so you’re never lost. Depress the brake pedal and twist the automotive-style ignition key and away we go…

The 2023 Teryx KRX 1000 has pleasing lines. Driver’s will appreciate the low hood which makes it easy to peer out of, especially over uneven terrain. (Adam Waheed/)

The Teryx KRX 1000 engine is water-cooled with dual overhead camshafts and an eight-valve cylinder head. Kawasaki rates this engine configuration at around 116 hp at the crank with approximately 77 lb.-ft. torque. So compared to other contemporary sport UTVs, this Teryx isn’t the fastest four-wheeler on the trail. But what it lacks in raw power, it makes up for in ease of use. Despite offering ride-by-wire throttle, throttle response is a tad muted and feels identical to the previous mechanical setup.

Tall doors with automotive-style latches help keep occupants safe. For ‘23, Kawasaki’s Teryx features improved steering wheel material, an updated floorboard design to better evacuate debris and ride-by-wire throttle. (Adam Waheed/)

There’s also a high and low engine power mode. Full power gives you access to the claimed 116 ponies. Low power is ideal for a new rider, or even your 16-year-old kid, when teaching them how to operate this vehicle. This will help them get a feel for the vehicle in a safer way. For the last 15 years, many streetbikes have offered this (Suzuki was the innovator with its ‘07 GSX-R1000).

UTVs like Kawasaki’s Teryx KRX 1000 are neat, because they allow powersport enthusiasts to bring friends and family along for the ride. (Adam Waheed/)

This engine is built specifically for the rigors of UTVing and features a rear layout so the powertrain is located behind and underneath us. Like the engine case, the transmission housing is beefy looking. The engine transfers power to the wheels via a centrifugal clutch and a CVT (continuously variable) automatic transmission. It’s the same type of transmission that Team Green’s used in its Brute Force ATVs and in its original Teryx that debuted for the 2008 model year. It’s a popular transmission that powersport manufacturers use in ATVs, UTVs, and scooters. The engine drinks from a 10.6-gallon fuel cell.

The benefit of a CVT is it allows the engine to operate at the rpm where it’s producing the meat of its power. It also gives the transmission a greater range in terms of speed. For example, when you accelerate from a standstill you’ve got power. Yet when you’re traveling at 60 mph, the parallel twin is not revving to the moon. Speaking of top speed, we operated this vehicle during the 2022 Kawasaki Teryx KRX 1000 Review and it is limited to 65 mph. While that top speed is plenty quick for us, realistically the new breed of ultra-high-performance sport UTVs like Polaris’ recently introduced RZR inline-four is capable of nearly 100 mph.

These Teryxes are easy to drive. You can operate like a car: with your right foot on the gas pedal, and switch for brake pedal duties. Or you can drive double-foot style in which the right foot covers the gas pedal and left, the brake. That’s what we recommend.

Instrumentation consists of a basic-looking LCD. It includes a speedometer, gear position, and fuel gauge. There’s also a tachometer readout, which is kind of silly since there are no gears to shift, nor any way to over-rev the engine. So you really don’t need an rpm gauge—but it’s there… And it’s hard to see. An engine coolant temperature meter keeps tabs on the engine’s cooling water and sits right around 172 degrees Fahrenheit. There’s also a nifty belt temperature gauge. During our ride the gauge was pegged at “low.” Kawasaki includes this readout because heat is the primary factor that causes CVT belts to fail. Oddly enough, an ambient air temperature gauge is missing.

If you’re into UTVs, you’ve likely heard horror stories about other manufacturers’ CVT transmissions and how prone they are to belt failure. Kawasaki’s done its homework, as usual, with its Brute Force ATVs and the original Teryx to ensure that this gearbox won’t leave you stranded. How do you get the CVT belt temp up? Mashing on the throttle all the time over rough terrain and doing a lot of start stops. This type of operation is hard on CVTs and generates heat. It’s worth noting that there are intake ducts to help push ambient air into the belt housing to keep it in normal operating temperature.

Generally we’re not big fans of CVT transmissions, instead preferring conventional mechanical (or DCT) gearboxes, but Kawasaki’s setup functions well. Of course, there is some annoying drone that is par for the course with a CVT, however it isn’t overwhelming. To be fair, we wear earplugs which do reduce the droning but we still notice it.

Contrary to other high-hood UTVs, the Teryx is easy to peer out of. The viewport is nice and big, and the hood slopes at a low angle so it’s easy to see ahead. There’s also three-quarter viewing ports on either side so it’s easy to check the blind spot on both sides of the vehicle. We always check the blind spot real quick when entering or crossing over a trail network.

It’s worth noting that when operating these vehicles, just because you’re on four wheels and have a steel cage doesn’t make side-by-sides any less dangerous than a motorcycle or other powersport vehicles. Always operate the vehicle within your limits, wear the appropriate safety gear, and keep limbs inside the vehicle. Keep your eyes on the trail ahead. If everyone respects one another regardless if you’re on a motorcycle or UTV, everything will be that much better for all. Be respectful and operate the vehicle within your limits. If you want to improve your ability, seek professional training.

A sturdy steel roll cage helps protect occupants in the event of a rollover. When you expect a rollover it’s always critical to keep your limbs inside the cockpit. If you sense the vehicle is going to roll, firmly grab the steering wheel and do not let go. The passenger should grasp the grab handle as well. When Yamaha first introduced its original side-by-side decades ago, there were a lot of people getting injured due to rollovers. Always wear the safety belt and a full-face helmet. We prefer dual-sport-style helmets because they include a traditional visor. And unlike an off-road helmet with goggles, the interior is sealed so there’s no dirt or dust. It’s also quiet and you don’t have air moving over your face.

The Teryx offers push-button four-wheel drive that can be used at any vehicle speed. It takes some of the worry out of driving with reduced vehicle slip. Two-wheel drive (with locked rear differential) allows for added fun by doing slides and drifting but you can still get sideways in four-wheel drive. Of course it’s a tad more difficult because the KRX is more hooked up. It also comes outfitted with a selectable locking front differential allowing for true four-wheel drive. This is ideal for rock crawling or navigating very precarious terrain. With the differential locked, steering is a tad heavier, but only marginally, and not enough to adversely affect steering effort.

Railing ruts is a different sensation in the KRX versus a dirt bike. But it’s fun, especially in four-wheel drive, where one can feel those 31-inch front meats dig in and help it pull the vehicle out of soft dirt. It also makes for some tasty deep ruts when fellow drivers keep their wheels on track and power out in four-wheel drive.

Kawasaki prides itself with visceral powertrain sound from its Ninja sportbikes and KX motocross bikes. Even its supercharged Ultra 310 Jet Ski sounds wicked. Oddly enough, you don’t hear too much character out of this engine configuration. It would be nice if it had added visceral excitement. We do value how smooth the powerband is, but it’s almost too smooth. Sometimes when you’re driving these off-road vehicles you want the powerband to have some hit so you can motor out of soft terrain. If you’re a power-hungry person who desires more oomph that’s going to put you back in the bucket seat, this vehicle isn’t it. It’s worth noting multitime motocross and Supercross champ and the King of Supercross, Jeremy McGrath, Kawasaki’s official US ambassador, has a KRX 1000 outfitted with an aftermarket turbocharger. So there are aftermarket solutions to literally boost the power output of this liter-sized twin.

In terms of engine vibration, there isn’t a whole lot of it to be felt through the seat or controls.

This KRX 1000 employs advanced suspension. Double-wishbone suspension up front (18.6 inches of travel) and four-link-style rear suspension (21.1 inches of travel). For reference, a motocross bike is right around 12 inches of travel fore and aft. So these vehicles have nearly double the travel of an off-road motorcycle. The suspenders offer a comfortable ride, yet provide a pleasing level of support over the rough stuff. Each shock offers spring preload and compression damping adjustment. So if you have good mechanical aptitude and vehicle handling skills, you can tailor the action of the shocks based on driving preference or application.

Even though the KRX is more sporty than the existing V-twin-powered Teryx 800, there’s still a degree of utility built into it. If you want to tow some Jet Skis or run around the farm to do work and still have a bit of fun, you can do it with the KRX 1000. It aligns with the person who desires a sporty UTV but doesn’t want to give up utility functionality.

Storage-wise, in lieu of the accessory TFT dash, there’s an empty box in which you could install a radio, etc. There’s also a glove box–style compartment. In terms of creature comforts there are a pair of cupholders and one 12-volt power socket. The front bumper also benefits from auxiliary wiring, so if you get a winch, it’s easy to connect it to a power source.

To park this vehicle, since there’s no parking mode like a traditional car, you leave it in “H” and apply the cable-actuated parking brake lever.

This vehicle rolls on 31-inch beadlock eight-ply Maxxis tires mounted on 15-inch cast aluminum wheels. Not only are the wheels functional but they look cool too. For some, a popular accessory for the KRX will be a windshield. We generally, at least in Southern California, don’t need a windshield—as all it’s going to do is get hard to see with dust, and the weather is fairly temperate here. But if you’re somewhere where it’s cold and it rains a lot, snows a lot, having a windshield is a handy accessory.

Strong linked four-wheel hydraulic disc brakes (with stainless steel brake lines) keep speed in check. The front brakes employ twin-piston calipers, while the rears use single-piston brake calipers. The brakes offer adequate response. They’re not as sharp as a modern automobile but they’re not as spongy as they used to be on Teryxes of old. Because this is a non-street-legal off-road vehicle there is no ABS. If you press hard enough on the brake pedal, the brakes will lock up.

This Teryx KRX 1000 measures 68 inches in terms of width. That splits the difference between the modern ultra-high-performance sport UTV class (72 inches) and the original ATV-trail-friendly Teryx 800 (62 inches). The extra width enhances stability and helps mitigate rollover, yet doesn’t make the vehicle overly cumbersome on trails. Still, it’s worth noting that the KRX 1000 won’t be as maneuverable through narrow forest trails as its 800 sibling.

Maintenance-wise, after initial break-in service (20 hours or 600 miles) the KRX requires engine oil changes every 100 hours or each six months. Engine oil filters need to be made once a year. Realistically, considering how easy it is to access the engine oil filter, if it’s our vehicle, we would replace the filter at every oil service. Valve inspection intervals are every 200 hours. Kawasaki also recommends replacing the transmission oil and the differential oil annually. And a whopping 400 hours is recommended for fuel filter swaps.

Of course because you’re operating these vehicles usually in very dusty environments it’s always good to pay attention to the air filter. Make sure that thing isn’t clogged. Kawasaki recommends inspection every 50 hours.

A fun fact about these Teryx KRX 1000s is that they are assembled in Lincoln, Nebraska. The Green Team has operated US manufacturing in Lincoln since the ‘70s. So for more than 40 years Kawasaki has been manufacturing many of its ATVs, Jet Skis, and UTVs at its Nebraska factory. Kawasaki also builds cars for the New York subway. So when it comes to manufacturing, Kawasaki sets itself apart from the competition. Overall build quality is above average for a UTV. It’s not going to be as well put together as a Ninja ZX-10R but for $23,200 it’s pretty good. Kawasaki stands behind its product with a six-month warranty. It also offers extended warranty plans for riders seeking extra protection from mishaps.

Outdoor enthusiasts seeking added comfort, convenience, and ease of use, as compared to an adventure or dirt bike, plus the ability for a non-riding friend to tag along will naturally appreciate Kawasaki’s 2023 Teryx KRX 1000 sport UTV. It’s really easy to drive; has nice smooth power; rides and drives well; and has suspension that gobbles up rough stuff and delivers you to where you want to be in a comfortable way. Sure, it’s not the fastest sport UTV out there, but the performance is enough to put a smile on your face. In the end, that’s what these things are about: bringing you and your favorite person out into Mother Nature. For being a modern motorcyclist, a sport UTV like Kawasaki’s Teryx works into our powersport portfolio.

Gear Box

Helmet: Shoei Hornet X2

Boots: TCX Rush 2 Air

2023 Kawasaki Teryx KRX 1000 Technical Specifications and Price

PRICE	$23,199
ENGINE	999cc, DOHC, liquid-cooled parallel twin; 8-valve
BORE x STROKE	92.0 x 75.1mm
COMPRESSION RATIO	11.5:1
CLAIMED TORQUE	76.7 lb.-ft. @ 7,000 rpm
FUEL DELIVERY	Digital fuel injection w/ dual 50mm throttle bodies
CLUTCH	Centrifugal
TRANSMISSION	Automatic CVT w/ high/low range, reverse
FINAL DRIVE	Selectable 2WD/4WD w/ locking front differential, shaft
FRAME	Ladder-type tubular steel
FRONT SUSPENSION	Double wishbone, Fox 2.5 Podium LSC shocks, spring preload, 24-position compression damping adjustable; 18.6 in. travel
REAR SUSPENSION	4-link trailing arm, Fox 2.5 Podium LSC shocks, spring preload, 24-position compression damping adjustable; 21.1 in. travel
FRONT BRAKE	2-piston calipers, dual hydraulic discs
REAR BRAKES	1-piston caliper, dual hydraulic discs
WHEELS	Alloy w/ beadlocks; 15 in.
TIRES, FRONT/REAR	Maxxis Carnivore; 31/10-15
GROUND CLEARANCE	14.8 in. max./14.2 in. standard
WHEELBASE	98.8 in.
OVERALL WIDTH	68.1 in.
FUEL CAPACITY	10.6 gal.
CLAIMED CURB WEIGHT	1,896 lb.
WARRANTY	6 months
AVAILABLE	January 2022
CONTACT	kawasaki.com

Source: MotorCyclistOnline.com

You’d recognize it with your eyes closed: the loping potato-potato idle of the 2023 Harley-Davidson Street Glide Special Anniversary touring-style cruiser. It’s an exhaust tune that echoes virtually every hog that has hailed from Milwaukee for well over a century—if this audio daily double clue doesn’t link this latest Harley with its past, nothing will. On the occasion of the brand’s 120th anniversary, the $30,899 Street Glide Special is a commemorative edition limited to 1,600 units alongside seven other Anniversary models, including the Fat Boy 114 ($21,699), Heritage Classic ($22,699), Road Glide Special ($30,899), Ultra Limited ($32,799), and CVO Road Glide Limited, which rings in at a steep $51,999 thanks to its unusually elaborate, eagle-themed paint scheme.

The Street Glide Special Anniversary’s maximum lean angles of 32 degrees right and 31 degrees left are modest, but sufficient for most roads traveled by big baggers like the Street Glide Special. (Harley-Davidson/)

What does nearly 31 large get you? For starters, the FLHXSANV (Harley-speak for Street Glide Special Anniversary) receives a unique Heirloom Red paint scheme that adds $2,900 to the non-limited model’s $27,999 MSRP. Straddle the generously proportioned saddle and you’ll find the Special is substantially decked out with a smattering of switch gear revealing its copious features, among them cruise control and audio controls for the Boom! Box GTS audio system. Tucked below four analog gauges is a 5.25-inch touchscreen that can be operated with gloves, managing features like GPS and stereo controls.

Is there a more iconic image than a Harley-Davidson against the American West? (Harley-Davidson/)

The Street Glide Special has a heavy visual presence. But you won’t comprehend its heft until you try shoving it off the sidestand: With a curb weight of 827 pounds, it takes a serious heave-ho to orient it to vertical, which is a tad easier thanks to the manageable 27.2-inch seat height. Grab the clutch, and the high effort required to pull the non-hydraulic actuation feels consistent with the bike’s heavy metal theme. Once you’ve thunked into first gear and rolled into motion, the Glide starts to glide into motion with ease, dissipating much of the inertia from its large footprint and considerable mass. The batwing fairing incorporates an analog speedo, tach, fuel gauge, and voltmeter; unfortunately missing is an analog ambient temperature gauge, that retro throwback instrument that’s all too easily replaced with a digital temperature readout (which this bike also lacks). While it’s reassuring to see analog dials, we don’t mind the LCD representation of gear position. However, gear positions are not indicated when the clutch is pulled, which is exactly when you’d want to know what gear you’re in. At least a big green “N” illuminates when you’re in neutral, helping avoid awkward lurches at stoplights.

Once at cruising speed, the Street Glide Special comes into its own. While big touring Harleys were once shaky and sloppy in corners, improvements over the years have led to improved handling thanks to the relatively modernized chassis. The mild steel tubular frame incorporates cast and forged junctions, while the two-piece swingarm links the rear wheel solidly to the body. Cornering still requires forethought and won’t confuse this Harley with a sportbike, let alone siblings like the Road Glide which detach the fairing from the fork for lighter, more accurate steering. However, the most egregious aspects of the Street Glide chassis are now limited to a bit of light steering under hard acceleration at higher speeds.

Speaking of speed, Harley’s Milwaukee-Eight 114 powerplant operates under the age-old (slightly) modernized formula, incorporating pushrods, four valves per cylinder, and hydraulic self-adjusting lifters along with electronic sequential port injection. Goose the throttle, and the 1,868cc V-twin lurches ahead with honeyed ease. Most of the grunt resides down low, below the 4,000 rpm range. Although there’s still some momentum in the revs as the needle approaches redline, the official peak power of 95 hp occurs at a claimed 5,020 rpm, with 122 lb.-ft. of torque maxing out at an even lower 2,750 rpm. Never mind rev-happier models like the liquid-cooled Indian Challenger; you’re on Harley time with the Street Glide Special.

Unlike some of its antecedents, however, the Anniversary’s brakes are strong. A press of the automotive-style foot pedal can be enough to bring the cruiser to an easy halt at lower speeds via the rear brake, and the hand lever effectively scrubs speed off at highway velocities via the four-piston fronts.

Although this image dates back to the 2020 model year FLHXS, the 5.25-inch touchscreen and analog gauges remain the same for 2023. (Harley-Davidson/)

Long-distance rides reveal a surprising amount of protection from the shorty windscreen, making it easy to cruise at highway speeds for many miles. While my riding was a bit heavy-handed, Harley’s EPA estimate of 43 mpg from the 6-gallon plus 1-gallon reserve fuel tank would equate to a theoretical range of 301 miles. The 25 watt-per-channel, two-speaker stereo is loud enough to overcome the inevitable blast of road noise with decent sound quality, though the multimedia interface through the touchscreen feels like a bit of time travel…not in a good way.

Whereas the screen would have been a prime opportunity for streamlined GPS and audio options, the system instead feels dated and clunky to use. A small grip-mounted joystick can be used to navigate the system, but it’s easier to reach out with your left hand and negotiate the menus while riding. The small cubby to the right of the screen can stow and charge a cellphone, and a port in the fairing enables charging of accessories; at least Apple CarPlay and Android auto are available, though they do require three things: a WHIM (Wireless Headset Interface Module), an H-D wireless or wired headset paired, and the phone to be connected via the bike’s USB port.

Two saddlebags shut with a satisfying chrome latch, offering a modest but better-than-nothing 2.5 cubic feet of storage volume. In typical Harley style, the bags are styled consistently with the rest of the motorcycle, becoming an unmistakable part of the bike’s overall aesthetic experience.

The 2023 Harley-Davidson 120th Anniversary lineup, from left to right: Street Glide Special, Fat Boy, Road Glide Special, Heritage Classic, Ultra Limited. Not pictured is the Tri Glide Ultra. (Harley-Davidson/)

The Harley Street Glide Special Anniversary delivers The Motor Company’s familiar touch points in a classic, premium finished package that doesn’t stray very far from its OG origins. While it’s easy to criticize the weak spots—the not-quite-there infotainment system, the cumbersome weight, the legacy bits and bobbles that feel anachronistic in 2023—this is nonetheless a potent expression of Harley DNA, lending this retro bagger unmistakable charisma. Sure, it’s easy to call out a $2,900 paint scheme as a shallow money grab for an anniversary callout. But considering it took 120 years for Harley-Davidson to get here, let’s cut The Motor Company some slack for a legacy and sense of identity most other brands aspire to.

2023 Harley-Davidson Street Glide Special Anniversary Technical Specifications and Price

PRICE	$30,899
MOTOR	114ci (1,868cc), OHV, air-cooled, 4-stroke V-twin
BORE x STROKE	102.0 x 114.3mm
COMPRESSION RATIO	10.5:1
FUEL DELIVERY	Electronic Sequential Port Fuel Injection
CLUTCH	Wet, 10-plate assist and slip; mechanically actuated
TRANSMISSION/FINAL DRIVE	6-speed/belt
FRAME	Mild steel tubular
FRONT SUSPENSION	49mm dual bending valve fork; 4.6 in. travel
REAR SUSPENSION	Hydraulic shock w/ hand adjustable damping; 2.15 in. travel
FRONT BRAKE	Dual 4-piston calipers, 300mm discs w/ ABS
REAR BRAKE	4-piston, 300mm disc w/ ABS
WHEELS, FRONT/REAR	19 in./18 in.
TIRES, FRONT/REAR	130/60-19 / 180/55-18
RAKE/TRAIL	26.0°/6.8 in.
WHEELBASE	64.0 in.
SEAT HEIGHT	26.1 in. (laden), 27.2 in. (unladen)
FUEL CAPACITY	6.0 gal. + 1.0 gal. reserve
CLAIMED CURB WEIGHT	827 lb.

The FLHTKANV’s 114ci V-twin routes the 2-1-2 exhaust through tapered mufflers for Harley’s signature sound. Blackout trim and selective chroming round out the visuals. (Harley-Davidson/)

Harley’s 2023 Anniversary lineup on the road; look close, and you’ll spot the Street Glide Special’s batwing fairing and LED headlamp to the immediate right of the Anniversary edition Fat Boy in the lead. (Harley-Davidson/)

The batwing fairing is a key part of the Street Glide Special’s visual signature, and delivers more wind protection than you might expect. (Harley-Davidson/)

An unladen seat height of 27.2 inches—which shows in this profile shot—makes the Street Glide Special Anniversary easier to manage at low speeds despite its considerable 827-pound curb weight. (Harley-Davidson/)

Source: MotorCyclistOnline.com

The reduction in overall weight is a claimed 4.4 pounds running order. (Jamie Morris/)

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.

Now just 366 pounds dry, means the SP feels a little livelier than the standard Monster. (Jamie Morris/)

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.

Despite the addition of the Termignoni silencer, power and torque remain the same as the standard Monster. (Jamie Morris/)

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.

Quoted power is 111 hp at 9,250 rpm, 69 lb.-ft. of torque at 6,500 rpm from the 937cc Testastretta liquid-cooled V-twin. (Jamie Morris/)

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.

Öhlins fork, which is 1.3 pounds lighter, and new aluminum flanges for the 320mm brake discs (1.1 pounds lighter) as well as the lighter lithium-ion battery all help reduce weight. (Jamie Morris/)

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.

New nonadjustable steering damper, which doesn’t feature on the standard Monster. (Jamie Morris/)

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 4.3-inch TFT dash is the same as found on the standard and SP Monster and is clear and easy to navigate. (Jamie Morris/)

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 SP features an Öhlins 43mm NIX 30 fork instead of a KYB unit up front and a fully adjustable Öhlins shock instead of a Sachs unit at the rear. (Jamie Morris/)

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.

Brembo Stylema stoppers replace the M4.32 calipers of the standard bike. (Jamie Morris/)

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.

SP livery, single seat, and small fly screen all distinguish the SP as a special bike. (Jamie Morris/)

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.

The Monster SP doesn’t get lighter wheels like other SP models in Ducati’s range; these are the same as the standard bike. (Jamie Morris/)

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.

Pirelli Diablo Rosso IV rubber for the SP, instead of Rosso III. (Jamie Morris/)

Ground clearance has increased, but due to poor test conditions, we will have to wait for a track test for a categorical evaluation. (Jamie Morris/)

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

Source: MotorCyclistOnline.com

You gotta pay to play when it comes to riding the best dirt bikes out there. From exotic Italian motorcycles to top-performing and up-spec 450cc motocross and a powerful electric motorcycle there’s a off-road shredder for anyone who’s willing to cough up the cash.

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 Beta 480 RR Race Edition is the slickest and most expensive Race Edition off-road dirt bike the Italian manufacturer has in its stable. (Beta/)

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

The best of Honda’s best is the CRF450RWE. It is also the most expensive motocrosser from Big Red. (Honda/)

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

A Pro Circuit Ti-6 exhaust, Hinson clutch cover, Xtrig ROCS (Revolutionary Opposing Clamp System) triple clamps, black Renthal Ultralight aluminum 50-tooth sprocket, and gold D.I.D chain are up-spec parts that contribute to the inflated SR’s $12,699 price tag compared to that of the base KX450 ($9,599). (Kawasaki/)

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

Bring on the bling. KTM’s 450 SX-F Factory Edition is tricked out and features an orange frame, an Akrapovič slip-on, factory start device, and factory seat, wheels, carbon-reinforced skid plate, triple clamps…the list goes on. (KTM/)

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

The Stark Varg has seen sales success with the company receiving more than 11,000 preorders for deliveries that started in the fall of 2022, according to a Stark press release. (Stark Future/)

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’s MSRP surpasses that of TM’s two- and four-stroke motocross and enduro dirt bikes. (TM /)

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

Since the YZ450F is the winner of <i>Dirt Rider</i>’s 2023 450 shootout it’s proven that it is a top contender in the category. (Yamaha/)

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.

Source: MotorCyclistOnline.com

If you work a 9-5, there are few things sweeter than closing up shop on a Friday evening. It only gets better if you’re leaving town for some fun, and if you plan to ride, it’s pretty close to perfect. There are a lot of ways to do it though. A laid-back ride to some sleepy locale is always a good option. Getting together with some friends and carving some sparsely trafficked backroads is also great. Whichever way you go, there’s no question that having a bike just right for the excursion elevates things to a whole new level. So we’ve assembled five of the best motorcycles on the market in 2023 for different types of weekend getaways. Check them out below. Want more? Check out the Top 5 Motorcycles for Camping in 2023 and Best Motorcycles for Long-Distance Two-Up Riding 2022 articles.

2023 Aprilia Tuono 660 Factory

Carve the mountain with the Aprilia Tuono 660. (Aprilia/)

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

Travel in luxury the entire weekend on a K 1600 GTL. (BMW/)

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

A powerful engine, comfortable ergos, and a dialed chassis make for a great weekend on the Multistrada V4 S. (Ducati/)

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

Take a laid-back ride to somewhere far away on the new Indian Sport Chief. (Indian Motorcycle/)

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

Get lost in the mountains on a KLR650 S. (Kawasaki/)

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.

Source: MotorCyclistOnline.com

It seems like every new motorcycle announced for 2023 crept up in price, regardless of whether it got an upgrade or not. Apart from being a huge bummer, this trend also means that the range of streetbikes available under $5,000 is dwindling. But it’s not a barren landscape yet, and there are still some great machines for a variety of ride styles. We’re going to take a look at five of the most compelling below. Want more? Read our Top 5 Cheapest Motorcycles 2023, Best Budget-Friendly Beginner Motorcycles, and Best Budget-Friendly Beginner Motorcycles 2019 articles.

2023 Honda Monkey: $4,249

The Honda Monkey is small in stature but offers a lot for the price. (Honda/)

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

The Honda Rebel 300 is smooth, easy to handle, and a great value for the price. (Honda/)

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

A do-it-all dual sport, the Kawasaki KLX230 is hard to beat. (Kawasaki/)

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

Royal Enfield makes a strong argument for simplicity and styling with its Classic 350. (Royal Enfield/)

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 Yamaha MT-03 is a great commuter, a fun weekend rider, and on its way to pricing out of a list like this. (Yamaha/)

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.

Source: MotorCyclistOnline.com