Editors’ Choice: Great Motorcycles of 2022

[Hugh Janus]

2022 <i>Cycle World</i> Editors’ Choice. (Robert Martin/)

Few decisions are tougher than naming the best bike currently made. Much of this depends on the priorities of the person pondering the question. Do you have an on-road background or off? Are you looking for the ultimate adventurer or a practical performer that won’t break the bank?

Cycle World highlights the strongest performing motorcycles of the year with its Ten Best Bikes awards, a list of the top bikes in 10 categories. Yet there are many more motorcycles worth discussing, bikes that might not shine as bright as their competition, bikes that might not fit squarely in any one category, but bikes with a lot to offer, especially to the right rider.

With an abundance of great motorcycles in mind, Cycle World’s editors have compiled a list of their favorite bikes of 2022. Our wide range of backgrounds, interests, and idiosyncrasies—much like, we’re guessing, your own—means we’ve come up with a pleasingly diverse list of bikes. Odds are, somewhere on that list is a Best Bike for you.

Sportbike Editors’ Choice

2022 Ducati SuperSport 950 S. (Ducati/)

Ducati SuperSport 950 S

Not everyone wants or needs a 190 hp superbike. Enter Ducati’s SuperSport 950 S. Designed to be an everyday sportbike, this bike pays homage to the original 900 SuperSport, a simple, practical, and above all else charismatic air-cooled V-twin sportbike. The formula remains the same: trackdays, street riding, backpack day touring, this bike’s good for a little bit of everything.

We absolutely enjoy the Ducati SuperSport 950 S; it looks cool; it’s very comfortable. It has touches of Ducati’s old-school motorcycle manufacturing and engineering practices, yet still offers some touches of modern technology. If you’re looking for a casual sportbike that encapsulates Ducati style, history, and undeniable charisma, you’re going to like the $16,395 Ducati SuperSport S. —Adam Waheed

2022 Suzuki Hayabusa. (Kevin Wing/)

Suzuki Hayabusa

Few bikes have the near-divine aura of the Hayabusa, Suzuki’s living legend. Long, low, and purposeful, the GSX1300R is what fast motorcyclists talk about when they talk about fast motorcycles.

The ‘22 Hayabusa marks the model’s transformation into a modern gentleman’s express. Suzuki achieved this by enhancing the electronics package and massaging the motorcycle’s powertrain, chassis, and of course, styling. Contrary to popular opinion, Suzuki’s Hayabusa is more than a one-trick pony. Naturally, it’s still fast in a straight line, with an astounding top speed. But this new version adds better track capability to its well-rounded résumé. From road to track, the Hayabusa has been elevated to one of the most comfortable and versatile large-displacement sportbikes available today. —Adam Waheed

2022 Yamaha YZF-R7. (Jeff Allen/)

Yamaha YZF-R7

Yamaha’s sportbike lineup continues its evolution thanks to current models like the YZF-R7 and the potential release of a YZF-R9. The R7 in particular is a budget-friendly approach to the middleweight sportbike category, aimed at accommodating less-experienced riders without sacrificing the fun factor and hardcore image of the supersport glory days.

The 66.3 hp and 45.7 lb.-ft. of torque it produces on the Cycle World dyno (watch the video) means that the YZF-R7 is hardly the most powerful middleweight twin to hit the road, falling behind its closest competitor—the Aprilia RS 660—in terms of outright power. But take a moment to consider its lower price and Yamaha’s very large dealer network, and the R7 presents itself as a great option for the developing rider. This is a bike that tyros can rip up and down the canyons, take to trackdays, or even race, as demonstrated by the R7′s success in MotoAmerica’s Twins Cup class. —Bradley Adams

Cruiser Editors’ Choice

2022 Harley-Davidson Heritage Classic. (Harley-Davidson/)

Harley-Davidson Heritage Classic

Harley-Davidson has been making Heritage Softail models for more than 35 years now. As you might hope with any bike that’s been tested and developed over three and a half decades, the 2022 Heritage Classic is an incredibly refined beast. It’s versatile, smooth, and predictable without losing the visceral qualities that helped give this model its incredible staying power.

The Heritage Classic comes with H-D’s 114ci Milwaukee-Eight engine, with more than 107 lb.-ft. of torque available immediately off idle. Power delivery is smooth and linear, throttle feel is excellent, and the 45-degree V-twin Milwaukee-Eight still looks and sounds quintessentially Harley-Davidson.

But what really sets the Heritage apart from the rest of the Softail line is its versatility. Leather-covered hard bags can be removed in less than a minute. The windshield can be pulled off after flipping only two latches. And just like that, the Heritage goes from light tourer to stripped-down cruiser. —Morgan Gales

2022 Indian Chief Bobber Dark Horse. (Indian/)

Indian Chief Bobber Dark Horse

Indian Motorcycle’s flagship cruiser line was completely redesigned for 2022, giving customers the option between base model Chief, light-touring Super Chief, and stylized Chief Bobber. The three Chief models are built around the same engine and chassis, but with different ergonomics and trim. With the largest engine Indian makes, forward controls, solo saddle, blacked-out paint, and mini-apehanger handlebars, the Chief Bobber Dark Horse stands out as an excellent balance of style, comfort, and power.

The Chief Bobber Dark Horse keeps the massive 116ci Thunderstroke V-twin engine as the star of its show. On the Cycle World dyno, we saw this engine produce 80.2 hp at 4,690 rpm and 107.43 lb.-ft. of torque at 2,890 revs. From the outside, you have to look for the technology to find it. But as you ride this bike you find modern tech is integrated seamlessly and is easy to use.

The Chief is deceptively simple from the outside. It represents a wonderful balance between modern performance and traditional cruiser style. Whether cruising easy or riding hard, around town or across the state, it’s an easy bike to enjoy. —Morgan Gales

2022 Indian Pursuit Limited. (Kevin Wing/)

Indian Pursuit

Indian’s Pursuit is essentially an Indian Challenger with broader touring intent and passenger accommodations. This American take on sporty touring does a fine job of eating up tarmac, but perhaps its most surprising quality is all the attention the Pursuit attracts. Then again, maybe that’s not a surprise after all. This great looking motorcycle is just as much fun to ogle as it is to ride.

Beneath the top case, behind the lower fairings, you’ll find the same hardware and powerplant as in the Challenger, excepting the new electronically adjustable suspension if you’ve opted for the Premium Package. A PowerPlus V-twin engine with unchanged intake and exhaust put out 104 hp and 114 lb.-ft. of torque on the Cycle World dyno, making smooth, tractable open-road power. A stable and well-balanced chassis means the bike doesn’t feel unwieldy on tighter, slower roads. And the bike is remarkably comfortable both solo and two-up, with plenty of wind protection through the adjustable windscreen. One Cycle World passenger went as far as to rate overall comfort higher than that of the Honda Gold Wing. That puts the Pursuit in great company. —Bradley Adams

2022 Harley-Davidson Street Glide Special. (Harley-Davidson/)

Harley-Davidson Street Glide Special

I’m not usually one to stare at the wall of motorcycle keys at the CW office and choose a cruiser, but when a Harley-Davidson Street Glide Special is on offer, I’ll make an exception. It’s H-D’s most popular bagger for many good reasons, but the best way to explain why is just to say you know it when you ride it. Everything is in the right place for a comfortable ride, the fit and finish is nearly unmatched in the segment, and the Milwaukee-Eight 114 engine bristles with character while staying smooth on the road.

After a long-distance bagger touring shootout out earlier this year, I took the up-spec Glide home for even more miles. It’s not often I want to stay with a bike after three intensely analytical days in the saddle, but no other machine in my garage turned a mile until Harley asked for the Street Glide Special back a month or so later. For me, that’s pretty damn special. —Justin Dawes

Standard/Naked Editors’ Choice

2022 Yamaha XSR900. (Adam Campbell/)

Yamaha XSR900

There’s no denying that the Yamaha XSR900 has been a Cycle World favorite since its inception. The updated 2022 model takes it a step further, packing all the performance of Yamaha’s renowned MT-09 platform while its styling pays elegant homage to vintage TZ two-stroke Grand Prix motorcycles. This is one of the best looking bikes on the market.

Looks, and even performance, mean little without personality, so it’s fortunate that the XSR packs so much charisma. For 2022, Yamaha updated its CP3 inline-triple powerplant, revising internals and bumping displacement from 847cc to 890cc. Laying down 106 hp with a mean triple growl and lofting the front wheel skyward has rarely been so glorious. Add chassis and suspension updates that improve stability and overall balance, and you get an XSR that’s comfortable for cruising, hooning, and everything in between. —Michael Gilbert

2022 KTM 890 Duke R. (KTM/)

KTM 890 Duke R

If you need proof that the stalwarts at KTM don’t shy away from the company’s Ready to Race philosophy, allow us to present the 890 Duke R. This motorcycle is just as happy to dance around apexes at a racetrack as it is to take you to and from work Monday through Friday.

There are three 890 Dukes available (890 Duke, 890 Duke GP, and 890 Duke R), but it’s hard to argue with the performance and value of the more aggressively tuned R model. Adjustable suspension, more performance-oriented tires, and a sportier engine map combine to offer the performance you’d expect from a bike nicknamed the Super Scalpel. Highlights include extremely nimble handling, excellent braking performance from Brembo Stylema Monoblock calipers, and a midrange punch powerful enough to easily loft the front end in the first three gears. —Bradley Adams

2022 Triumph Trident 660. (Triumph/)

Triumph Trident 660

My favorite aspects of the Triumph Trident 660? The usable performance and legendary refinement of the DOHC 659cc inline-four powerplant in an approachable platform that welcomes riders of all skill levels. It’s friendly on the wallet too; the relatively low $8,395 MSRP represents a remarkable value.

The Trident’s overall balance of performance makes for a great time on two wheels. The silky smooth power delivery is made even greater by rock-solid chassis composure that’s happy at any pace. But the inline-triple howl is what will keep you on the throttle. A comfortable riding position, light clutch pull, and modern-day technology all adds to its grace. —Michael Gilbert

2022 Yamaha MT-10. (Joseph Agustin/)

Yamaha MT-10

I’ll admit I’m a sucker for inline-four-powered sportbikes. I definitely wouldn’t kick a V-4 Aprilia or Ducati out of my garage, but we tend to gravitate toward the machines we grew up with, and for me that was ‘90s Yamaha FZRs, and Honda CBRs. When the naked-streetfighter craze clicked into sixth gear, Yamaha jumped in with its FZ1 in 2001, and I was in love. An upright sportbike with just enough wind protection, an awesome 20-valve R1-derived engine and fun chassis, made the first-gen bike a rookie sensation.

Somewhere between the decades that ensued and now, Yamaha’s formula lost its luster. But the current-generation MT-10 seems to have found the magic all over again. It’s a similar recipe, but the ingredients have improved. Take an R1-based CP4 crossplane-crank engine, tune it for real-world riding, throw a space capsule’s worth of technology at it like a six-axis IMU, advanced ride modes, and ABS, give it a killer chassis with either manually adjustable KYB suspension (or semi-active Öhlins units on the SP version), and it’s game on. On the street it has just the right combination between civility and excitement, which is kind of what a naked sportbike is all about. Real-world comfort married to great overall performance. —Blake Conner

2022 Royal Enfield INT650. (Jeff Allen/)

Royal Enfield INT650

The Royal Enfield INT650 is that elusive ideal: an unassuming yet ridiculously entertaining roadster that mixes vintage charm and authenticity with modern-day performance. It deserves serious attention from any enthusiast looking for an approachable, do-it-all machine.

The heart of the INT650 is a modest SOHC 648cc air/oil-cooled eight-valve parallel-twin engine punching 41 hp. A 270-degree firing order gives the INT650 a throaty rumble during low-end power delivery, but lets it remain relatively vibration-free throughout the rev range. The Harris Performance–built chassis gives it neutral handling so it confidently holds its line while attacking the twisties. Better yet, like any Royal Enfield, the INT650′s timeless styling will draw big attention.

“Man, what year is that thing?” “It’s a 2022 model, sir.” —Michael Gilbert

2022 Aprilia Tuono V4 1100. (Aprilia/)

Aprilia Tuono V4 1100

Few motorcycles are more exhilarating than Aprilia’s Tuono V4 1100. The ruthless power delivery of the legendary 1,077cc 65-degree V-4 powerplant is viscerally thrilling, and often results in catapulting wheelies. Extremely often, as a matter of fact. And the chassis is so well balanced that you’ll likely spend more time on one wheel than two, which may be difficult to explain to the various authority figures in your life.

Surprisingly, and happily, it’s also an amazing all-around bike. The moderately aggressive ergonomics are comfortable enough for the daily commute, especially as smooth suspension action delivers a remarkable ride. Agile handling and immediate power remind you that this bike belongs to the super-naked category, and help make the most of any ride. —Michael Gilbert

2022 Royal Enfield Continental GT 650. (Royal Enfield/)

Royal Enfield Continental GT 650

It’s great to ride the most powerful, most advanced, most expensive motorcycles on the planet. But not once when riding the Royal Enfield Continental GT 650 have I wanted more of anything besides fuel, asphalt, and time. No suspension adjustments except rear shock preload, tube tires, oil-cooling: The Continental GT 650 is bare-bones, but because of that it represents, along with its INT650 sibling, one of the most phenomenal values in modern motorcycling.

Despite being rather simple, the Conti’s parallel twin and steel-tube chassis casually puts you down any road with composure and classic style. There’s fuel injection and ABS, both of which work so well you don’t think about either. Instead you think about the road, the weather, the scenery, and how good it is to be alive. It’s old-school cool with modern reliability. Really, it’s everything you need in a motorcycle. —Justin Dawes

Touring/Sport-Touring Editors’ Choice

2022 BMW K 1600 B. (Jeff Allen/)

BMW K 1600 B

BMW Motorrad has something special for sport-touring motorcyclists with its six-cylinder K 1600 series platform, now celebrating its 10th year in the United States. For 2022, BMW Motorrad modernized the platform. Sport-oriented luxury-touring riders will love the K 1600′s pedigree; it’s fast when you want the zoom, yet equally capable purring placidly down the freeway for hours on end. Aside from the foot-cooking floorboards and somewhat peculiar smartphone/app navigation integration, performance-minded long-haul riders will adore what the big-six BMW brings to the table. —Adam Waheed

2022 Moto Guzzi V100 Mandello. (Moto Guzzi/)

Moto Guzzi V100 Mandello

Motorcycling, at its essence, is overwhelmingly about character and soul, two things Moto Guzzis have historically possessed in buckets. But when it comes to building new motorcycles, their old air-cooled V-twin engines are a dying breed. Ever-tightening emissions regulations mean that if Moto Guzzi wanted to ensure its funky future, it was time to build a modern liquid-cooled engine.

The V100′s new engine is compact, efficient, and powerful. It’s also accompanied by a suite of electronics including a six-axis IMU, meaning it gets advanced traction control and ABS, plus multiple ride modes, a big TFT display, and cruise control. Looking for something even more unique? The V100 Mandello uses semi-active aero winglets that deploy to help shape the flow of air around the rider and passenger.

The chassis features top-end components from Öhlins and Brembo, the styling is beautiful, and the riding position is sporty but comfortable. This really is a sport-tourer in the classic mode, a bike that can attack big sweepers all day and carry just enough stuff in its luggage to keep it tight, light, and simple. —Blake Conner

MiniMoto Editors’ Choice

2022 Honda Trail 125. (Drew Ruiz /)

Honda Trail 125

From my first moment on a Honda Grom, I knew that there was some special type of magic in the miniMOTO lineup. Years have passed and Honda has expanded the line to include retro models like the Monkey, Super Cub C125, and this Trail 125.

Like the rest of Honda’s minis, the goal of the Trail 125 is pure motorcycling fun. It is not fast or incredibly lightweight, but just like the Trail 110 of old, the 125 is uncluttered, simple, and almost impossible not to enjoy.

Powered by a 125cc single that produced 7.9 horsepower and 7.1 pound-feet on the Cycle World dyno, the Trail is well suited for jaunts across town or weekend exploration. With a top speed of around 55 mph, you aren’t likely to cross the state, at least not quickly. But one tank of gas will get you around 159 miles.

The Trail 125 makes no mystery about what it is. It does not try to be some exclusive high-end machine. It’s a simple, easily accessible tool that brings mountaintops closer and encourages a couple more miles down that dusty fire road. —Morgan Gales

2022 Honda Navi. (Honda/)

Honda Navi

It was hard to guess that Honda would bring a bike like the Navi to the US, especially considering the success of its Grom and other Grom-based miniMOTOs like the Trail 125, Monkey, and Super Cub C125. Each of these happy little bikes gives great around-town performance and lots of character for a relatively low MSRP. And yet the Navi takes things a step further, coming in at just $1,807 and offering some pretty handy features of its own, not the least of which is a 15-liter key-locked and water-resistant storage compartment.

It’s best to think of the Navi as a mix between a scooter and a traditional motorcycle. Thanks to its CVT, there are no gearshifts to worry about. And while power isn’t the focus here, the Navi can still accelerate up to 45 mph pretty quickly, with top speeds reaching around 55 mph. All this in a package that, while it might not be dripping in high-end hardware, still meets Honda’s fit and finish requirements with enough style to still attract attention as you run errands around town. In terms of affordable, two-wheel transportation, there really is nothing quite like the Navi. —Bradley Adams

Dual Sport/Adventure Editors’ Choice

2022 BMW R 1250 GS Adventure. (BMW/)

BMW R 1250 GS Adventure

A little bit of nostalgia goes a long way, even with the pillar of utility that is BMW’s R 1250 GS. BMW has been making GS motorcycles for over 40 years, and nowhere is this line more celebrated or better exemplified than the R 1250 GS Anniversary Edition. Painted in the classic bumblebee scheme of the late ‘80s, the Anniversary Edition GS adds style and relevance to a platform that’s been a favorite for years.

Both on and off road, the 1250 GS has cemented its reputation as one of the greatest touring bikes and go-anywhere machines of our time. This machine has been developed and refined into what it is today through countless tests and trials, and that heritage can be felt while riding it, especially in this livery.

Analog feel and modern ride-assisting technology are balanced beautifully. Dynamic ride modes will make riders feel more capable and confident without machine intervention that’s too obvious or distracting. And the engine, while feeling modern and robust with over 117 hp, has not had all of the character tuned out of it; there’s still a bit of shimmy and shake as the horizontally opposed twin boxer comes to life. It’s just delightful. —Morgan Gales

2022 Ducati Scrambler Desert Sled. (Ducati/)

Ducati Scrambler Desert Sled

The Ducati Desert Sled has been on my If-I-could-only-have-one list since it was first introduced in 2017. Highways, twisty roads, or trails, the Sled is quick and capable wherever you take it. Styling is just retro enough while still feeling modern and authentic. A 19-inch front wheel and 17-inch rear keep plenty of tire options open for riders who want to focus more on streets or trails, but the Pirelli Rally ST tires developed for this bike fit its character perfectly.

We haven’t seen any major updates to the Desert Sled since its introduction, but that’s just fine with us. Jordan Graham’s success in the Mint 400, winning the inaugural Hooligan class by a longshot, is a testament to just how off-road-capable this machine can be with a little modification.

The Desert Sled is high quality and sturdy. It’s quick and feels lighter than its 456-pound curb weight suggests. And most of all, it’s simply a lot of fun to ride, no matter where you find yourself. —Morgan Gales

2022 Ducati Multistrada V4 Pikes Peak. (Jeff Allen/)

Ducati Multistrada V4 Pikes Peak

Ducati does performance. It’s simply what they do, and sometimes that means sacrificing mere human considerations like comfort. With the 2022 Multistrada V4 Pikes Peak, the Italian marque sought to change that while proving it can still deliver the best of all things Ducati. The foundation of this platform is the same as what’s made the Multistrada so capable; the flexible and wickedly entertaining 1,158cc Grandturismo V-4 engine, a superb chassis, and nearly every amenity imaginable.

The Pikes Peak stands out thanks to a number of functional and aesthetic changes, including a nod to Ducati’s racing roots in a paint scheme inspired by the Desmosedici GP21 MotoGP project. Optimized steering geometry is paired with top-shelf Öhlins semi-active suspension for sharp handling. Forged Marchesini wheels shave unsprung weight and increase agility as if you’re hammering Ducati’s Streetfighter V4. On the flip side, Ducati’s Adaptive Cruise Control is standard equipment and relatively comfortable ergonomics are welcomed for the long haul. —Michael Gilbert

2022 Kawasaki KLR650 Adventure. (Kawasaki / Drew Ruiz/)

Kawasaki KLR650

There are better bikes than the KLR650. As in, lots of them. More capable, more well-rounded dual sport bikes. True adventure-touring rigs that’ll far outpace the venerable Kawasaki. And yet venture off the beaten path and you’ll see countless KLRs, a line of grunty, slightly porky singles stretching from Alaska down to the beaches of Baja, Mexico, and then ambling off in all directions. There’s something to be said for a proven package, and this bike has been building a fan base since its introduction in 1987. Need used parts or help troubleshooting a problem with your KLR? Hop on a KLR forum and you’re almost sure to find someone who’s been there before.

Sure, the fuel-injected (!) 2022 KLR650 is still a little heavy. And while its upgraded brakes and suspension are nice, the KLR still falls a bit short of today’s standard for adventure-touring bikes. But there’s today’s standard and there’s the universal standard. And there’s huge value in a practical machine that’s willing to go just about anywhere. —Bradley Adams

2022 KTM 1290 Super Adventure S. (Jeff Allen/)

KTM 1290 Super Adventure S

Jacks of all trades and masters of none: That pretty much describes adventure bikes in a single phrase. But it’s exactly what you’re trying to master that determines the accuracy of that statement. Like most motorcycling categories, the ADV concept continues to fracture into more specialized segments. It wasn’t good enough to have motorcycles that were just pretty good at everything. Now we have some that are better at climbing boulders, some that are highway queens, and everything in between. But ultimately, at least in this editor’s opinion, a bike has to be über-balanced between on road and off to be a truly great adventure machine.

The folks at KTM have been refining the company formula for decades now, but in order to meet the demands of every type of customer, they’ve had to split platforms into sub models to do so. Hence the R and S designations.

The 1290 Super Adventure S is the more street-biased version of KTM’s flagship Travel lineup. But as we found in our recent Open-Class comparison test, despite its street-biased wheel and tire combo, the off-road DNA runs deep. Owners who simply want a big, ridiculously powerful, upright, comfortable tourer will be stoked. And those who want to explore the occasional dirt road are only a set of tires away. It’s truly amazing how electronic engine management and semi-active suspension can make a 540-pound motorcycle exhilarating and predictable in every riding situation. —Blake Conner

2022 Ducati DesertX. (Gregor Halenda & Scott Rounds/)

Ducati DesertX

Recently, bikes like KTM’s 790/890 Adventure, Yamaha’s Ténéré 700, and a few others have changed the definition of what an ADV bike is capable of. Lighter weight, more manageable power, and much better chassis dynamics have started to bridge the gap between big-bore enduros and open-class adventure models. With the 2022 DesertX, Ducati joins in the fun.

Few bikes possess the DesertX’s combination of ideal engine output, optimized electronic-engine-management modes, excellent suspension, and chassis balance. Ducati’s first ADV with a 21-inch front- and 18-inch rear-wheel/tire combo not only opens the door to a huge variety of legit off-road rubber but contributes to making the bike feel like a big enduro instead of a giant streetbike with knobbies. The DesertX can pick its way through rocks, chunder like a mountain goat, and fly straight and true when launched off obstacles. Then hit the road, and it’s a comfortable, quick, competent tourer. That’s everything an adventure bike was meant to be in the first place. —Blake Conner

Ural Gear Up Geo (2021 model shown). (Jeff Allen/)

Ural Gear Up

On paper, Ural’s two-wheel-drive Gear Up should be an awful motorcycle. It’s not.

True, it has only 40 hp but weighs 730 pounds. Its three wheels compromise handling. There’s no ABS, no ride modes, no traction control. But power, handling, and technology don’t factor into fun. As you trundle down the road, valve lifters a-tickin’, you and your passenger (human or canine) will have smiles slapped across your mugs as the entire world becomes a parade route. Children wave, riders crane their necks, and everyone has so many questions that you’ll need to add time to your trips to accommodate discussions of what the heck it is and where the heck it came from.

And the where is worth discussing. Following sanctions on Russian products in 2022, IMZ-Ural moved its business from Irbit in Russia to Kazakhstan with an impassioned declaration. It’s already back to shipping units.

That’s a great thing for those looking for unconventional adventure, because adventure is what the Gear Up does best. There’s room in the trunk for plenty of camping gear, plus more space on the rear rack. When going gets tough, flip the lever and carry on in two-wheel drive. No matter how nasty it gets while riding the Ural, you can’t wipe the smile off my face. Or my dog’s. —Justin Dawes

2022 Husqvarna Norden 901. (Adam Campbell/)

Husqvarna Norden 901

Choices in the adventure motorcycling market run the gamut from hardcore trail-slaying beasts to sheep in wolves’ clothing. Deciding the best each year is tough because riding needs vary widely from one ADV’er to another. But there are a few bikes that satisfy the needs of most, and when I first rode the Husqvarna Norden 901, I recognized it as the adventure bike for 95 percent of riders.

It has a highly entertaining 889cc fuel-injected parallel twin with all the ride modes and traction control settings you need for street and dirt, and the chassis is ready for all but the most aggressive riding. It’s easiest to think of it as a softer, kinder KTM 890 Adventure R. The suspension is, in fact, softer. The accommodations are also kinder, the seat wider and better padded, the fairing providing better protection from the elements. Fit some bags to the Norden and point it at the horizon, over and over again. —Justin Dawes

2022 Aprilia Tuareg 660. (Aprilia/)

Aprilia Tuareg 660

When Aprilia unveiled its new 660 powerplant ahead of the RS 660 and Tuono 660 models, I had a gut feeling that an adventure model would follow not far behind. It did, and it’s great. Although the engine in the Tuareg 660 makes less peak horsepower than its sportbike and streetbike stablemates, torque delivery is strong and sooner, perfectly matching its intended use. It’s so sweet you almost don’t even need the ride modes and traction control, though they’re very useful when the road or trail is nasty.

As impressive as the Tuareg 660′s engine is, the chassis is the real shining light in the ADV segment. On the road there’s little doubt this is an Aprilia. Handling is sharp and stable, despite running on 21- and 18-inch wheels. And in the dirt, it’s hard to believe that Aprilia doesn’t produce motocross models at the moment. No other adventure motorcycle can stick to the inside of a corner like the Tuareg. Cut-and-thrust moves that aren’t possible on many ADVs in the dirt are easy. On the other side of the coin, it’s confidence-inspiring and stable at speed.

Aprilia’s Tuareg 660 will always be on my short list for fast, aggressive adventures. —Justin Dawes

Dirt Bike/Off-Road Editors’ Choice

2022 Husqvarna TE 150i. (Mason Owens/)

Husqvarna TE 150i

There’s no doubt 300cc two-stroke dirt bikes rule the roost when it comes to hard enduro riding, but that doesn’t mean smaller-displacement machines don’t kick up plenty of dust of their own. One such example is Husqvarna’s TE 150i.

Thanks to a transfer port injection (TPI) system, the 150i doesn’t require premixed fuel or carburetor jetting, which means less hassle and more time ripping. The 144cc engine spins 30.8 hp and 17.6 lb.-ft. of torque on our in-house dyno, so it’s more than capable of hauling the mail no matter the trail. Oh, and it lugs ridiculously low in the rpm range—just one attribute that makes it so adept in areas filled with obstacles.

A comfort-focused setup of the WP Xplor 48mm coil-spring fork and WP Xact shock helps soak up even the most abrupt technical hits. Add in an agile chassis that weighs just 218 pounds dry on the Cycle World scales, and you have one quick-handling motorcycle that’s easy to maneuver in extreme terrain. Icing on the cake is a buttery smooth Braktec hydraulic clutch, strong Braktec binders, and convenient ODI lock-on grips.

The TE 150i boasts all of the same world-class features of Husqvarna’s flagship two-stroke enduro, the TE 300i, but with a fun-sized engine. And fun it is. —Andrew Oldar

2022 KTM 300 XC-W Erzbergrodeo. (KTM/)

KTM 300 XC-W Erzbergrodeo

Technology has turned two-stroke enduros into survivors. Flash back just a few years ago, and the writing was not only on the wall, it was a billboard, spelling the demise of two-strokes for good. Transfer Port Injection (TPI), fuel-injected models changed that.

While most of the Japanese companies, except for Yamaha, abandoned the smokers in favor of four-strokes, KTM felt (and rightly so) that there were still a lot of customers who wanted the simplicity, ease of top-end maintenance, and light flickability of 250 and 300cc two-strokes—without wrestling with jetting or premixing fuel. Five years in, the TPI models continue to be refined, and get better every year. The 300 XC-W Erzbergrodeo is about as close to a factory, hard-enduro winning machine that customers can walk into a dealership and buy. The Erzbegrodeo is preloaded with a ton of parts from KTM’s accessory catalog making it ready to rock (crawl) from the first press of the starter button. Braaaap! —Blake Conner

2022 Honda CRF250RX. (Honda/)

Honda CRF250RX

Japanese motorcycle manufacturers have followed KTM’s lead in offering off-road competition versions of their motocross bikes. Honda is one such maker that has expanded its dirt bike offerings in recent years, having added a pair of cross-country racers to its CRF lineup among others. Since hitting the market in 2019 and receiving minor revisions in the following years, the CRF250RX was radically redesigned for 2022.

The fuel-injected liquid-cooled DOHC four-stroke 249cc engine offers impressive low-end to midrange power. Peak horsepower numbers aren’t earth-shattering, at 37.3 hp and 17.7 lb.-ft. of torque, but it pulls well into the higher rpm range without an abrupt signoff. Suspension is tuned more for fast-paced racing rather than technical enduro terrain. And although the Showa 49mm coil-spring fork and Showa shock are set up softer than the CRF250R’s, they deliver remarkable bottoming resistance.

Along with sharp-handling lightweight feel, the CRF250RX’s chassis is more forgiving than ever, allowing the rider to focus on going fast rather than looking for an escape route off the course in case things go sideways. It also lives up to Big Red’s reputation of having outstanding ergonomics. The CRF250RX is the most fun and well-rounded dirt bike Honda currently offers, and it’s one of our first picks whether we’re heading to the trail or track. —Andrew Oldar

2022 KTM 350 XC-F. (Mark Kariya/)

KTM 350 XC-F

While Japanese motorcycle manufacturers stick with traditional 250cc and 450cc displacements for their four-stroke dirt bikes, KTM broke that mold over a decade ago when it introduced the 350 SX-F motocrosser. Since then, the Austrian company has expanded its mid-displacement thumper lineup to include the 350 EXC-F dual sport, 350 XCF-W enduro, and 350 XC-F cross-country racer.

This unique engine size has proven to be ideal for countless veteran riders, with plenty enough power to win in the woods of Grand National Cross Country (GNCC). On Cycle World’s in-house dyno, the 350 XC-F churns out 50.3 hp (more than one particular 450cc motocross bike) and 26.8 lb.-ft. of torque. Linear power delivery makes it controllable and easy to ride regardless of conditions. Plus, it pulls gears seemingly forever, making for less shifting from corner to corner.

WP’s Xact 48mm air fork and Xact shock are tuned to a nice middle ground; in addition to being an ideal setup for fast-paced single-track riding, the components handle low-speed technical sections and high-speed whoops remarkably well.

Versatility is the 350 XC-F’s standout quality. It can be taken on a motocross track, down wickedly tough trails like Five Miles of Hell, and win premier-class GNCC championships in the right hands. It’s the do-all dirt bike. —Andrew Oldar

2022 Yamaha YZ250F. (Mason Owens/)

Yamaha YZ250F

Since Yamaha reversed the cylinder head on its YZ250F in 2014, the bike has been pretty much unstoppable. The 2022 version of this mighty motocrosser is more competition-ready than ever. Although its 38.9 hp and 17.8 lb.-ft. of torque, as measured on Cycle World’s in-house dyno, aren’t the highest peak figures in the 250 four-stroke segment, the engine produces power unlike any other bike in the class, with unmatched low-end to midrange and an abundant torque feel throughout the rpm range.

The bLU cRU’s KYB Speed Sensitive System (SSS) 48mm coil-spring fork and KYB shock are not only the best OEM suspension components, but the most well-tuned in standard trim. Now more than ever, these suspenders reward aggressive and fast riding, which is encouraged when at the controls of the YZ250F.

Handling is focused more toward stability, making this one of the most predictable dirt bikes to ride at speed. Carving corners is not an issue, however, as the quarter-liter YZ will gladly lean into any turn and follow a rut with precision. Ergonomics aren’t perfect, due to relatively wide radiator shrouds and a pocketed seat, but that’s easy to overlook considering how great the YZ250F package is as a whole. Whether it’s comparison tests or professional racing championships, Yamaha’s 250 four-stroke motocrosser is a winner. —Andrew Oldar

2022 Yamaha YZ125. (Mason Owens/)

Yamaha YZ125

There’s nothing quite like holding a 125cc two-stroke dirt bike pinned around a motocross track. True, you’re likely getting passed by four-strokes with double or more displacement, but there’s a certain satisfaction that comes with riding a bike at or near its full potential.

While all other Japanese motorcycle manufacturers have ceased production of full-size premix-burning dirt bikes, Yamaha continues to offer them year after year. Although the YZ125 went untouched for quite some time, that changed for 2022 with the smaller-displacement model getting a heavily updated engine, revised suspension, and new bodywork.

Stronger midrange to top-end power rewards aggressive riding, while a firmer setup of the outstanding KYB Speed Sensitive System (SSS) 48mm coil-spring fork and KYB shock complement the proven chassis. Streamlined bodywork encourages better riding form and gives the bLU cRU smoker a more modern appearance as well. We like to call 125cc two-stroke dirt bikes “Fun25s”; the YZ125 is everything that term implies. —Andrew Oldar

Source

[skyrider]

2 hours ago, Hugh Janus said:

2022 <i>Cycle World</i> Editors’ Choice. (Robert Martin/)

Few decisions are tougher than naming the best bike currently made. Much of this depends on the priorities of the person pondering the question. Do you have an on-road background or off? Are you looking for the ultimate adventurer or a practical performer that won’t break the bank?

Cycle World highlights the strongest performing motorcycles of the year with its Ten Best Bikes awards, a list of the top bikes in 10 categories. Yet there are many more motorcycles worth discussing, bikes that might not shine as bright as their competition, bikes that might not fit squarely in any one category, but bikes with a lot to offer, especially to the right rider.

With an abundance of great motorcycles in mind, Cycle World’s editors have compiled a list of their favorite bikes of 2022. Our wide range of backgrounds, interests, and idiosyncrasies—much like, we’re guessing, your own—means we’ve come up with a pleasingly diverse list of bikes. Odds are, somewhere on that list is a Best Bike for you.

Sportbike Editors’ Choice

2022 Ducati SuperSport 950 S. (Ducati/)

Ducati SuperSport 950 S

Not everyone wants or needs a 190 hp superbike. Enter Ducati’s SuperSport 950 S. Designed to be an everyday sportbike, this bike pays homage to the original 900 SuperSport, a simple, practical, and above all else charismatic air-cooled V-twin sportbike. The formula remains the same: trackdays, street riding, backpack day touring, this bike’s good for a little bit of everything.

We absolutely enjoy the Ducati SuperSport 950 S; it looks cool; it’s very comfortable. It has touches of Ducati’s old-school motorcycle manufacturing and engineering practices, yet still offers some touches of modern technology. If you’re looking for a casual sportbike that encapsulates Ducati style, history, and undeniable charisma, you’re going to like the $16,395 Ducati SuperSport S. —Adam Waheed

2022 Suzuki Hayabusa. (Kevin Wing/)

Suzuki Hayabusa

Few bikes have the near-divine aura of the Hayabusa, Suzuki’s living legend. Long, low, and purposeful, the GSX1300R is what fast motorcyclists talk about when they talk about fast motorcycles.

The ‘22 Hayabusa marks the model’s transformation into a modern gentleman’s express. Suzuki achieved this by enhancing the electronics package and massaging the motorcycle’s powertrain, chassis, and of course, styling. Contrary to popular opinion, Suzuki’s Hayabusa is more than a one-trick pony. Naturally, it’s still fast in a straight line, with an astounding top speed. But this new version adds better track capability to its well-rounded résumé. From road to track, the Hayabusa has been elevated to one of the most comfortable and versatile large-displacement sportbikes available today. —Adam Waheed

2022 Yamaha YZF-R7. (Jeff Allen/)

Yamaha YZF-R7

Yamaha’s sportbike lineup continues its evolution thanks to current models like the YZF-R7 and the potential release of a YZF-R9. The R7 in particular is a budget-friendly approach to the middleweight sportbike category, aimed at accommodating less-experienced riders without sacrificing the fun factor and hardcore image of the supersport glory days.

The 66.3 hp and 45.7 lb.-ft. of torque it produces on the Cycle World dyno (watch the video) means that the YZF-R7 is hardly the most powerful middleweight twin to hit the road, falling behind its closest competitor—the Aprilia RS 660—in terms of outright power. But take a moment to consider its lower price and Yamaha’s very large dealer network, and the R7 presents itself as a great option for the developing rider. This is a bike that tyros can rip up and down the canyons, take to trackdays, or even race, as demonstrated by the R7′s success in MotoAmerica’s Twins Cup class. —Bradley Adams

Cruiser Editors’ Choice

2022 Harley-Davidson Heritage Classic. (Harley-Davidson/)

Harley-Davidson Heritage Classic

Harley-Davidson has been making Heritage Softail models for more than 35 years now. As you might hope with any bike that’s been tested and developed over three and a half decades, the 2022 Heritage Classic is an incredibly refined beast. It’s versatile, smooth, and predictable without losing the visceral qualities that helped give this model its incredible staying power.

The Heritage Classic comes with H-D’s 114ci Milwaukee-Eight engine, with more than 107 lb.-ft. of torque available immediately off idle. Power delivery is smooth and linear, throttle feel is excellent, and the 45-degree V-twin Milwaukee-Eight still looks and sounds quintessentially Harley-Davidson.

But what really sets the Heritage apart from the rest of the Softail line is its versatility. Leather-covered hard bags can be removed in less than a minute. The windshield can be pulled off after flipping only two latches. And just like that, the Heritage goes from light tourer to stripped-down cruiser. —Morgan Gales

2022 Indian Chief Bobber Dark Horse. (Indian/)

Indian Chief Bobber Dark Horse

Indian Motorcycle’s flagship cruiser line was completely redesigned for 2022, giving customers the option between base model Chief, light-touring Super Chief, and stylized Chief Bobber. The three Chief models are built around the same engine and chassis, but with different ergonomics and trim. With the largest engine Indian makes, forward controls, solo saddle, blacked-out paint, and mini-apehanger handlebars, the Chief Bobber Dark Horse stands out as an excellent balance of style, comfort, and power.

The Chief Bobber Dark Horse keeps the massive 116ci Thunderstroke V-twin engine as the star of its show. On the Cycle World dyno, we saw this engine produce 80.2 hp at 4,690 rpm and 107.43 lb.-ft. of torque at 2,890 revs. From the outside, you have to look for the technology to find it. But as you ride this bike you find modern tech is integrated seamlessly and is easy to use.

The Chief is deceptively simple from the outside. It represents a wonderful balance between modern performance and traditional cruiser style. Whether cruising easy or riding hard, around town or across the state, it’s an easy bike to enjoy. —Morgan Gales

2022 Indian Pursuit Limited. (Kevin Wing/)

Indian Pursuit

Indian’s Pursuit is essentially an Indian Challenger with broader touring intent and passenger accommodations. This American take on sporty touring does a fine job of eating up tarmac, but perhaps its most surprising quality is all the attention the Pursuit attracts. Then again, maybe that’s not a surprise after all. This great looking motorcycle is just as much fun to ogle as it is to ride.

Beneath the top case, behind the lower fairings, you’ll find the same hardware and powerplant as in the Challenger, excepting the new electronically adjustable suspension if you’ve opted for the Premium Package. A PowerPlus V-twin engine with unchanged intake and exhaust put out 104 hp and 114 lb.-ft. of torque on the Cycle World dyno, making smooth, tractable open-road power. A stable and well-balanced chassis means the bike doesn’t feel unwieldy on tighter, slower roads. And the bike is remarkably comfortable both solo and two-up, with plenty of wind protection through the adjustable windscreen. One Cycle World passenger went as far as to rate overall comfort higher than that of the Honda Gold Wing. That puts the Pursuit in great company. —Bradley Adams

2022 Harley-Davidson Street Glide Special. (Harley-Davidson/)

Harley-Davidson Street Glide Special

I’m not usually one to stare at the wall of motorcycle keys at the CW office and choose a cruiser, but when a Harley-Davidson Street Glide Special is on offer, I’ll make an exception. It’s H-D’s most popular bagger for many good reasons, but the best way to explain why is just to say you know it when you ride it. Everything is in the right place for a comfortable ride, the fit and finish is nearly unmatched in the segment, and the Milwaukee-Eight 114 engine bristles with character while staying smooth on the road.

After a long-distance bagger touring shootout out earlier this year, I took the up-spec Glide home for even more miles. It’s not often I want to stay with a bike after three intensely analytical days in the saddle, but no other machine in my garage turned a mile until Harley asked for the Street Glide Special back a month or so later. For me, that’s pretty damn special. —Justin Dawes

Standard/Naked Editors’ Choice

2022 Yamaha XSR900. (Adam Campbell/)

Yamaha XSR900

There’s no denying that the Yamaha XSR900 has been a Cycle World favorite since its inception. The updated 2022 model takes it a step further, packing all the performance of Yamaha’s renowned MT-09 platform while its styling pays elegant homage to vintage TZ two-stroke Grand Prix motorcycles. This is one of the best looking bikes on the market.

Looks, and even performance, mean little without personality, so it’s fortunate that the XSR packs so much charisma. For 2022, Yamaha updated its CP3 inline-triple powerplant, revising internals and bumping displacement from 847cc to 890cc. Laying down 106 hp with a mean triple growl and lofting the front wheel skyward has rarely been so glorious. Add chassis and suspension updates that improve stability and overall balance, and you get an XSR that’s comfortable for cruising, hooning, and everything in between. —Michael Gilbert

2022 KTM 890 Duke R. (KTM/)

KTM 890 Duke R

If you need proof that the stalwarts at KTM don’t shy away from the company’s Ready to Race philosophy, allow us to present the 890 Duke R. This motorcycle is just as happy to dance around apexes at a racetrack as it is to take you to and from work Monday through Friday.

There are three 890 Dukes available (890 Duke, 890 Duke GP, and 890 Duke R), but it’s hard to argue with the performance and value of the more aggressively tuned R model. Adjustable suspension, more performance-oriented tires, and a sportier engine map combine to offer the performance you’d expect from a bike nicknamed the Super Scalpel. Highlights include extremely nimble handling, excellent braking performance from Brembo Stylema Monoblock calipers, and a midrange punch powerful enough to easily loft the front end in the first three gears. —Bradley Adams

2022 Triumph Trident 660. (Triumph/)

Triumph Trident 660

My favorite aspects of the Triumph Trident 660? The usable performance and legendary refinement of the DOHC 659cc inline-four powerplant in an approachable platform that welcomes riders of all skill levels. It’s friendly on the wallet too; the relatively low $8,395 MSRP represents a remarkable value.

The Trident’s overall balance of performance makes for a great time on two wheels. The silky smooth power delivery is made even greater by rock-solid chassis composure that’s happy at any pace. But the inline-triple howl is what will keep you on the throttle. A comfortable riding position, light clutch pull, and modern-day technology all adds to its grace. —Michael Gilbert

2022 Yamaha MT-10. (Joseph Agustin/)

Yamaha MT-10

I’ll admit I’m a sucker for inline-four-powered sportbikes. I definitely wouldn’t kick a V-4 Aprilia or Ducati out of my garage, but we tend to gravitate toward the machines we grew up with, and for me that was ‘90s Yamaha FZRs, and Honda CBRs. When the naked-streetfighter craze clicked into sixth gear, Yamaha jumped in with its FZ1 in 2001, and I was in love. An upright sportbike with just enough wind protection, an awesome 20-valve R1-derived engine and fun chassis, made the first-gen bike a rookie sensation.

Somewhere between the decades that ensued and now, Yamaha’s formula lost its luster. But the current-generation MT-10 seems to have found the magic all over again. It’s a similar recipe, but the ingredients have improved. Take an R1-based CP4 crossplane-crank engine, tune it for real-world riding, throw a space capsule’s worth of technology at it like a six-axis IMU, advanced ride modes, and ABS, give it a killer chassis with either manually adjustable KYB suspension (or semi-active Öhlins units on the SP version), and it’s game on. On the street it has just the right combination between civility and excitement, which is kind of what a naked sportbike is all about. Real-world comfort married to great overall performance. —Blake Conner

2022 Royal Enfield INT650. (Jeff Allen/)

Royal Enfield INT650

The Royal Enfield INT650 is that elusive ideal: an unassuming yet ridiculously entertaining roadster that mixes vintage charm and authenticity with modern-day performance. It deserves serious attention from any enthusiast looking for an approachable, do-it-all machine.

The heart of the INT650 is a modest SOHC 648cc air/oil-cooled eight-valve parallel-twin engine punching 41 hp. A 270-degree firing order gives the INT650 a throaty rumble during low-end power delivery, but lets it remain relatively vibration-free throughout the rev range. The Harris Performance–built chassis gives it neutral handling so it confidently holds its line while attacking the twisties. Better yet, like any Royal Enfield, the INT650′s timeless styling will draw big attention.

“Man, what year is that thing?” “It’s a 2022 model, sir.” —Michael Gilbert

2022 Aprilia Tuono V4 1100. (Aprilia/)

Aprilia Tuono V4 1100

Few motorcycles are more exhilarating than Aprilia’s Tuono V4 1100. The ruthless power delivery of the legendary 1,077cc 65-degree V-4 powerplant is viscerally thrilling, and often results in catapulting wheelies. Extremely often, as a matter of fact. And the chassis is so well balanced that you’ll likely spend more time on one wheel than two, which may be difficult to explain to the various authority figures in your life.

Surprisingly, and happily, it’s also an amazing all-around bike. The moderately aggressive ergonomics are comfortable enough for the daily commute, especially as smooth suspension action delivers a remarkable ride. Agile handling and immediate power remind you that this bike belongs to the super-naked category, and help make the most of any ride. —Michael Gilbert

2022 Royal Enfield Continental GT 650. (Royal Enfield/)

Royal Enfield Continental GT 650

It’s great to ride the most powerful, most advanced, most expensive motorcycles on the planet. But not once when riding the Royal Enfield Continental GT 650 have I wanted more of anything besides fuel, asphalt, and time. No suspension adjustments except rear shock preload, tube tires, oil-cooling: The Continental GT 650 is bare-bones, but because of that it represents, along with its INT650 sibling, one of the most phenomenal values in modern motorcycling.

Despite being rather simple, the Conti’s parallel twin and steel-tube chassis casually puts you down any road with composure and classic style. There’s fuel injection and ABS, both of which work so well you don’t think about either. Instead you think about the road, the weather, the scenery, and how good it is to be alive. It’s old-school cool with modern reliability. Really, it’s everything you need in a motorcycle. —Justin Dawes

Touring/Sport-Touring Editors’ Choice

2022 BMW K 1600 B. (Jeff Allen/)

BMW K 1600 B

BMW Motorrad has something special for sport-touring motorcyclists with its six-cylinder K 1600 series platform, now celebrating its 10th year in the United States. For 2022, BMW Motorrad modernized the platform. Sport-oriented luxury-touring riders will love the K 1600′s pedigree; it’s fast when you want the zoom, yet equally capable purring placidly down the freeway for hours on end. Aside from the foot-cooking floorboards and somewhat peculiar smartphone/app navigation integration, performance-minded long-haul riders will adore what the big-six BMW brings to the table. —Adam Waheed

2022 Moto Guzzi V100 Mandello. (Moto Guzzi/)

Moto Guzzi V100 Mandello

Motorcycling, at its essence, is overwhelmingly about character and soul, two things Moto Guzzis have historically possessed in buckets. But when it comes to building new motorcycles, their old air-cooled V-twin engines are a dying breed. Ever-tightening emissions regulations mean that if Moto Guzzi wanted to ensure its funky future, it was time to build a modern liquid-cooled engine.

The V100′s new engine is compact, efficient, and powerful. It’s also accompanied by a suite of electronics including a six-axis IMU, meaning it gets advanced traction control and ABS, plus multiple ride modes, a big TFT display, and cruise control. Looking for something even more unique? The V100 Mandello uses semi-active aero winglets that deploy to help shape the flow of air around the rider and passenger.

The chassis features top-end components from Öhlins and Brembo, the styling is beautiful, and the riding position is sporty but comfortable. This really is a sport-tourer in the classic mode, a bike that can attack big sweepers all day and carry just enough stuff in its luggage to keep it tight, light, and simple. —Blake Conner

MiniMoto Editors’ Choice

2022 Honda Trail 125. (Drew Ruiz /)

Honda Trail 125

From my first moment on a Honda Grom, I knew that there was some special type of magic in the miniMOTO lineup. Years have passed and Honda has expanded the line to include retro models like the Monkey, Super Cub C125, and this Trail 125.

Like the rest of Honda’s minis, the goal of the Trail 125 is pure motorcycling fun. It is not fast or incredibly lightweight, but just like the Trail 110 of old, the 125 is uncluttered, simple, and almost impossible not to enjoy.

Powered by a 125cc single that produced 7.9 horsepower and 7.1 pound-feet on the Cycle World dyno, the Trail is well suited for jaunts across town or weekend exploration. With a top speed of around 55 mph, you aren’t likely to cross the state, at least not quickly. But one tank of gas will get you around 159 miles.

The Trail 125 makes no mystery about what it is. It does not try to be some exclusive high-end machine. It’s a simple, easily accessible tool that brings mountaintops closer and encourages a couple more miles down that dusty fire road. —Morgan Gales

2022 Honda Navi. (Honda/)

Honda Navi

It was hard to guess that Honda would bring a bike like the Navi to the US, especially considering the success of its Grom and other Grom-based miniMOTOs like the Trail 125, Monkey, and Super Cub C125. Each of these happy little bikes gives great around-town performance and lots of character for a relatively low MSRP. And yet the Navi takes things a step further, coming in at just $1,807 and offering some pretty handy features of its own, not the least of which is a 15-liter key-locked and water-resistant storage compartment.

It’s best to think of the Navi as a mix between a scooter and a traditional motorcycle. Thanks to its CVT, there are no gearshifts to worry about. And while power isn’t the focus here, the Navi can still accelerate up to 45 mph pretty quickly, with top speeds reaching around 55 mph. All this in a package that, while it might not be dripping in high-end hardware, still meets Honda’s fit and finish requirements with enough style to still attract attention as you run errands around town. In terms of affordable, two-wheel transportation, there really is nothing quite like the Navi. —Bradley Adams

Dual Sport/Adventure Editors’ Choice

2022 BMW R 1250 GS Adventure. (BMW/)

BMW R 1250 GS Adventure

A little bit of nostalgia goes a long way, even with the pillar of utility that is BMW’s R 1250 GS. BMW has been making GS motorcycles for over 40 years, and nowhere is this line more celebrated or better exemplified than the R 1250 GS Anniversary Edition. Painted in the classic bumblebee scheme of the late ‘80s, the Anniversary Edition GS adds style and relevance to a platform that’s been a favorite for years.

Both on and off road, the 1250 GS has cemented its reputation as one of the greatest touring bikes and go-anywhere machines of our time. This machine has been developed and refined into what it is today through countless tests and trials, and that heritage can be felt while riding it, especially in this livery.

Analog feel and modern ride-assisting technology are balanced beautifully. Dynamic ride modes will make riders feel more capable and confident without machine intervention that’s too obvious or distracting. And the engine, while feeling modern and robust with over 117 hp, has not had all of the character tuned out of it; there’s still a bit of shimmy and shake as the horizontally opposed twin boxer comes to life. It’s just delightful. —Morgan Gales

2022 Ducati Scrambler Desert Sled. (Ducati/)

Ducati Scrambler Desert Sled

The Ducati Desert Sled has been on my If-I-could-only-have-one list since it was first introduced in 2017. Highways, twisty roads, or trails, the Sled is quick and capable wherever you take it. Styling is just retro enough while still feeling modern and authentic. A 19-inch front wheel and 17-inch rear keep plenty of tire options open for riders who want to focus more on streets or trails, but the Pirelli Rally ST tires developed for this bike fit its character perfectly.

We haven’t seen any major updates to the Desert Sled since its introduction, but that’s just fine with us. Jordan Graham’s success in the Mint 400, winning the inaugural Hooligan class by a longshot, is a testament to just how off-road-capable this machine can be with a little modification.

The Desert Sled is high quality and sturdy. It’s quick and feels lighter than its 456-pound curb weight suggests. And most of all, it’s simply a lot of fun to ride, no matter where you find yourself. —Morgan Gales

2022 Ducati Multistrada V4 Pikes Peak. (Jeff Allen/)

Ducati Multistrada V4 Pikes Peak

Ducati does performance. It’s simply what they do, and sometimes that means sacrificing mere human considerations like comfort. With the 2022 Multistrada V4 Pikes Peak, the Italian marque sought to change that while proving it can still deliver the best of all things Ducati. The foundation of this platform is the same as what’s made the Multistrada so capable; the flexible and wickedly entertaining 1,158cc Grandturismo V-4 engine, a superb chassis, and nearly every amenity imaginable.

The Pikes Peak stands out thanks to a number of functional and aesthetic changes, including a nod to Ducati’s racing roots in a paint scheme inspired by the Desmosedici GP21 MotoGP project. Optimized steering geometry is paired with top-shelf Öhlins semi-active suspension for sharp handling. Forged Marchesini wheels shave unsprung weight and increase agility as if you’re hammering Ducati’s Streetfighter V4. On the flip side, Ducati’s Adaptive Cruise Control is standard equipment and relatively comfortable ergonomics are welcomed for the long haul. —Michael Gilbert

2022 Kawasaki KLR650 Adventure. (Kawasaki / Drew Ruiz/)

Kawasaki KLR650

There are better bikes than the KLR650. As in, lots of them. More capable, more well-rounded dual sport bikes. True adventure-touring rigs that’ll far outpace the venerable Kawasaki. And yet venture off the beaten path and you’ll see countless KLRs, a line of grunty, slightly porky singles stretching from Alaska down to the beaches of Baja, Mexico, and then ambling off in all directions. There’s something to be said for a proven package, and this bike has been building a fan base since its introduction in 1987. Need used parts or help troubleshooting a problem with your KLR? Hop on a KLR forum and you’re almost sure to find someone who’s been there before.

Sure, the fuel-injected (!) 2022 KLR650 is still a little heavy. And while its upgraded brakes and suspension are nice, the KLR still falls a bit short of today’s standard for adventure-touring bikes. But there’s today’s standard and there’s the universal standard. And there’s huge value in a practical machine that’s willing to go just about anywhere. —Bradley Adams

2022 KTM 1290 Super Adventure S. (Jeff Allen/)

KTM 1290 Super Adventure S

Jacks of all trades and masters of none: That pretty much describes adventure bikes in a single phrase. But it’s exactly what you’re trying to master that determines the accuracy of that statement. Like most motorcycling categories, the ADV concept continues to fracture into more specialized segments. It wasn’t good enough to have motorcycles that were just pretty good at everything. Now we have some that are better at climbing boulders, some that are highway queens, and everything in between. But ultimately, at least in this editor’s opinion, a bike has to be über-balanced between on road and off to be a truly great adventure machine.

The folks at KTM have been refining the company formula for decades now, but in order to meet the demands of every type of customer, they’ve had to split platforms into sub models to do so. Hence the R and S designations.

The 1290 Super Adventure S is the more street-biased version of KTM’s flagship Travel lineup. But as we found in our recent Open-Class comparison test, despite its street-biased wheel and tire combo, the off-road DNA runs deep. Owners who simply want a big, ridiculously powerful, upright, comfortable tourer will be stoked. And those who want to explore the occasional dirt road are only a set of tires away. It’s truly amazing how electronic engine management and semi-active suspension can make a 540-pound motorcycle exhilarating and predictable in every riding situation. —Blake Conner

2022 Ducati DesertX. (Gregor Halenda & Scott Rounds/)

Ducati DesertX

Recently, bikes like KTM’s 790/890 Adventure, Yamaha’s Ténéré 700, and a few others have changed the definition of what an ADV bike is capable of. Lighter weight, more manageable power, and much better chassis dynamics have started to bridge the gap between big-bore enduros and open-class adventure models. With the 2022 DesertX, Ducati joins in the fun.

Few bikes possess the DesertX’s combination of ideal engine output, optimized electronic-engine-management modes, excellent suspension, and chassis balance. Ducati’s first ADV with a 21-inch front- and 18-inch rear-wheel/tire combo not only opens the door to a huge variety of legit off-road rubber but contributes to making the bike feel like a big enduro instead of a giant streetbike with knobbies. The DesertX can pick its way through rocks, chunder like a mountain goat, and fly straight and true when launched off obstacles. Then hit the road, and it’s a comfortable, quick, competent tourer. That’s everything an adventure bike was meant to be in the first place. —Blake Conner

Ural Gear Up Geo (2021 model shown). (Jeff Allen/)

Ural Gear Up

On paper, Ural’s two-wheel-drive Gear Up should be an awful motorcycle. It’s not.

True, it has only 40 hp but weighs 730 pounds. Its three wheels compromise handling. There’s no ABS, no ride modes, no traction control. But power, handling, and technology don’t factor into fun. As you trundle down the road, valve lifters a-tickin’, you and your passenger (human or canine) will have smiles slapped across your mugs as the entire world becomes a parade route. Children wave, riders crane their necks, and everyone has so many questions that you’ll need to add time to your trips to accommodate discussions of what the heck it is and where the heck it came from.

And the where is worth discussing. Following sanctions on Russian products in 2022, IMZ-Ural moved its business from Irbit in Russia to Kazakhstan with an impassioned declaration. It’s already back to shipping units.

That’s a great thing for those looking for unconventional adventure, because adventure is what the Gear Up does best. There’s room in the trunk for plenty of camping gear, plus more space on the rear rack. When going gets tough, flip the lever and carry on in two-wheel drive. No matter how nasty it gets while riding the Ural, you can’t wipe the smile off my face. Or my dog’s. —Justin Dawes

2022 Husqvarna Norden 901. (Adam Campbell/)

Husqvarna Norden 901

Choices in the adventure motorcycling market run the gamut from hardcore trail-slaying beasts to sheep in wolves’ clothing. Deciding the best each year is tough because riding needs vary widely from one ADV’er to another. But there are a few bikes that satisfy the needs of most, and when I first rode the Husqvarna Norden 901, I recognized it as the adventure bike for 95 percent of riders.

It has a highly entertaining 889cc fuel-injected parallel twin with all the ride modes and traction control settings you need for street and dirt, and the chassis is ready for all but the most aggressive riding. It’s easiest to think of it as a softer, kinder KTM 890 Adventure R. The suspension is, in fact, softer. The accommodations are also kinder, the seat wider and better padded, the fairing providing better protection from the elements. Fit some bags to the Norden and point it at the horizon, over and over again. —Justin Dawes

2022 Aprilia Tuareg 660. (Aprilia/)

Aprilia Tuareg 660

When Aprilia unveiled its new 660 powerplant ahead of the RS 660 and Tuono 660 models, I had a gut feeling that an adventure model would follow not far behind. It did, and it’s great. Although the engine in the Tuareg 660 makes less peak horsepower than its sportbike and streetbike stablemates, torque delivery is strong and sooner, perfectly matching its intended use. It’s so sweet you almost don’t even need the ride modes and traction control, though they’re very useful when the road or trail is nasty.

As impressive as the Tuareg 660′s engine is, the chassis is the real shining light in the ADV segment. On the road there’s little doubt this is an Aprilia. Handling is sharp and stable, despite running on 21- and 18-inch wheels. And in the dirt, it’s hard to believe that Aprilia doesn’t produce motocross models at the moment. No other adventure motorcycle can stick to the inside of a corner like the Tuareg. Cut-and-thrust moves that aren’t possible on many ADVs in the dirt are easy. On the other side of the coin, it’s confidence-inspiring and stable at speed.

Aprilia’s Tuareg 660 will always be on my short list for fast, aggressive adventures. —Justin Dawes

Dirt Bike/Off-Road Editors’ Choice

2022 Husqvarna TE 150i. (Mason Owens/)

Husqvarna TE 150i

There’s no doubt 300cc two-stroke dirt bikes rule the roost when it comes to hard enduro riding, but that doesn’t mean smaller-displacement machines don’t kick up plenty of dust of their own. One such example is Husqvarna’s TE 150i.

Thanks to a transfer port injection (TPI) system, the 150i doesn’t require premixed fuel or carburetor jetting, which means less hassle and more time ripping. The 144cc engine spins 30.8 hp and 17.6 lb.-ft. of torque on our in-house dyno, so it’s more than capable of hauling the mail no matter the trail. Oh, and it lugs ridiculously low in the rpm range—just one attribute that makes it so adept in areas filled with obstacles.

A comfort-focused setup of the WP Xplor 48mm coil-spring fork and WP Xact shock helps soak up even the most abrupt technical hits. Add in an agile chassis that weighs just 218 pounds dry on the Cycle World scales, and you have one quick-handling motorcycle that’s easy to maneuver in extreme terrain. Icing on the cake is a buttery smooth Braktec hydraulic clutch, strong Braktec binders, and convenient ODI lock-on grips.

The TE 150i boasts all of the same world-class features of Husqvarna’s flagship two-stroke enduro, the TE 300i, but with a fun-sized engine. And fun it is. —Andrew Oldar

2022 KTM 300 XC-W Erzbergrodeo. (KTM/)

KTM 300 XC-W Erzbergrodeo

Technology has turned two-stroke enduros into survivors. Flash back just a few years ago, and the writing was not only on the wall, it was a billboard, spelling the demise of two-strokes for good. Transfer Port Injection (TPI), fuel-injected models changed that.

While most of the Japanese companies, except for Yamaha, abandoned the smokers in favor of four-strokes, KTM felt (and rightly so) that there were still a lot of customers who wanted the simplicity, ease of top-end maintenance, and light flickability of 250 and 300cc two-strokes—without wrestling with jetting or premixing fuel. Five years in, the TPI models continue to be refined, and get better every year. The 300 XC-W Erzbergrodeo is about as close to a factory, hard-enduro winning machine that customers can walk into a dealership and buy. The Erzbegrodeo is preloaded with a ton of parts from KTM’s accessory catalog making it ready to rock (crawl) from the first press of the starter button. Braaaap! —Blake Conner

2022 Honda CRF250RX. (Honda/)

Honda CRF250RX

Japanese motorcycle manufacturers have followed KTM’s lead in offering off-road competition versions of their motocross bikes. Honda is one such maker that has expanded its dirt bike offerings in recent years, having added a pair of cross-country racers to its CRF lineup among others. Since hitting the market in 2019 and receiving minor revisions in the following years, the CRF250RX was radically redesigned for 2022.

The fuel-injected liquid-cooled DOHC four-stroke 249cc engine offers impressive low-end to midrange power. Peak horsepower numbers aren’t earth-shattering, at 37.3 hp and 17.7 lb.-ft. of torque, but it pulls well into the higher rpm range without an abrupt signoff. Suspension is tuned more for fast-paced racing rather than technical enduro terrain. And although the Showa 49mm coil-spring fork and Showa shock are set up softer than the CRF250R’s, they deliver remarkable bottoming resistance.

Along with sharp-handling lightweight feel, the CRF250RX’s chassis is more forgiving than ever, allowing the rider to focus on going fast rather than looking for an escape route off the course in case things go sideways. It also lives up to Big Red’s reputation of having outstanding ergonomics. The CRF250RX is the most fun and well-rounded dirt bike Honda currently offers, and it’s one of our first picks whether we’re heading to the trail or track. —Andrew Oldar

2022 KTM 350 XC-F. (Mark Kariya/)

KTM 350 XC-F

While Japanese motorcycle manufacturers stick with traditional 250cc and 450cc displacements for their four-stroke dirt bikes, KTM broke that mold over a decade ago when it introduced the 350 SX-F motocrosser. Since then, the Austrian company has expanded its mid-displacement thumper lineup to include the 350 EXC-F dual sport, 350 XCF-W enduro, and 350 XC-F cross-country racer.

This unique engine size has proven to be ideal for countless veteran riders, with plenty enough power to win in the woods of Grand National Cross Country (GNCC). On Cycle World’s in-house dyno, the 350 XC-F churns out 50.3 hp (more than one particular 450cc motocross bike) and 26.8 lb.-ft. of torque. Linear power delivery makes it controllable and easy to ride regardless of conditions. Plus, it pulls gears seemingly forever, making for less shifting from corner to corner.

WP’s Xact 48mm air fork and Xact shock are tuned to a nice middle ground; in addition to being an ideal setup for fast-paced single-track riding, the components handle low-speed technical sections and high-speed whoops remarkably well.

Versatility is the 350 XC-F’s standout quality. It can be taken on a motocross track, down wickedly tough trails like Five Miles of Hell, and win premier-class GNCC championships in the right hands. It’s the do-all dirt bike. —Andrew Oldar

2022 Yamaha YZ250F. (Mason Owens/)

Yamaha YZ250F

Since Yamaha reversed the cylinder head on its YZ250F in 2014, the bike has been pretty much unstoppable. The 2022 version of this mighty motocrosser is more competition-ready than ever. Although its 38.9 hp and 17.8 lb.-ft. of torque, as measured on Cycle World’s in-house dyno, aren’t the highest peak figures in the 250 four-stroke segment, the engine produces power unlike any other bike in the class, with unmatched low-end to midrange and an abundant torque feel throughout the rpm range.

The bLU cRU’s KYB Speed Sensitive System (SSS) 48mm coil-spring fork and KYB shock are not only the best OEM suspension components, but the most well-tuned in standard trim. Now more than ever, these suspenders reward aggressive and fast riding, which is encouraged when at the controls of the YZ250F.

Handling is focused more toward stability, making this one of the most predictable dirt bikes to ride at speed. Carving corners is not an issue, however, as the quarter-liter YZ will gladly lean into any turn and follow a rut with precision. Ergonomics aren’t perfect, due to relatively wide radiator shrouds and a pocketed seat, but that’s easy to overlook considering how great the YZ250F package is as a whole. Whether it’s comparison tests or professional racing championships, Yamaha’s 250 four-stroke motocrosser is a winner. —Andrew Oldar

2022 Yamaha YZ125. (Mason Owens/)

Yamaha YZ125

There’s nothing quite like holding a 125cc two-stroke dirt bike pinned around a motocross track. True, you’re likely getting passed by four-strokes with double or more displacement, but there’s a certain satisfaction that comes with riding a bike at or near its full potential.

While all other Japanese motorcycle manufacturers have ceased production of full-size premix-burning dirt bikes, Yamaha continues to offer them year after year. Although the YZ125 went untouched for quite some time, that changed for 2022 with the smaller-displacement model getting a heavily updated engine, revised suspension, and new bodywork.

Stronger midrange to top-end power rewards aggressive riding, while a firmer setup of the outstanding KYB Speed Sensitive System (SSS) 48mm coil-spring fork and KYB shock complement the proven chassis. Streamlined bodywork encourages better riding form and gives the bLU cRU smoker a more modern appearance as well. We like to call 125cc two-stroke dirt bikes “Fun25s”; the YZ125 is everything that term implies. —Andrew Oldar

Source

1980 YAMAHA RD 350 LC