I’m the kind of shopper who likes to have it all in one package if I can. I love a bike that excels in its category, but for the day-to-day, you can’t beat a motorcycle that ticks all the boxes without feeling like any of those boxes are being compromised. The new Suzuki GSX-8S middleweight streetfighter comes pretty darn close to checking all the right boxes for me. It’s a harmonic blend of power, price, stability, comfort, and fun. 

At the Suzuki GSX-8S press launch in Antibes, France, I got to test this new model out on both the city streets and the mountainous, curvy roads through the Maritime Alps. Before getting into my review of the 8S, I’d like to give southern France two enthusiastic thumbs up. It was the perfect location for a first ride of the 8S and provided a full day of exquisite roads and sights. Don’t even get me started on the seafood. 

The GSX-8S is a new model for Suzuki, with an all-new 776cc 4-stroke DOHC parallel-Twin engine and a new chassis. The engine can also be found in the V-Strom 800DE, which is also new for 2023. 

Related: 2023 Suzuki V-Strom 800DE | First Ride Review 

Suzuki says the new engine performs similarly to the V-Twin in the SV650 models but provides more power for riders looking for a little more excitement. It features Suzuki’s patented Cross Balancer system, which allows the engine to be slimmer and more compact while reducing vibrations. Bore and stroke are 84mm and 70mm. The new engine makes a claimed 82 hp peaking at 8,500 rpm and a claimed 57.5 lb-ft of torque at 6,800 rpm. 

Starting out from the hotel in Antibes and navigating the busy city streets on our way toward the mountains, what I noticed almost immediately was how much grunt was available at low revs. Power delivery was immediate and became very smooth once I switched into the gentler “B” ride mode. I could put this bike in 2nd gear and roll through the stop-and-go, then give it a twist when the traffic opened up, all without really needing to change gears. That low-to-mid range torque, coupled with the smooth throttle response, made this bike stress-free to ride through the city streets. 

Once we were out of the city and picking up speed, I noticed that the engine didn’t have the same get-up-and-go at higher rpms. However, that initial pull after bumping up a gear was pure pleasure, and it made passing slower-moving traffic a breeze.  

Related: Suzuki Announces 2023 Lineup of Sport, Street, and Adventure Bikes

The 2023 Suzuki GSX-8S Bits 

Along with the new engine, the 8S also features a new chassis with a compact design. It has a steel frame, an aluminum swingarm, a 3.7-gal. fuel tank, and a wide, tapered aluminum handlebar. The KYB inverted fork and monoshock KYB rear suspension both have 5.1 inches of travel, and the shock is preload-adjustable with a tool. 

The seat was comfortable and provided plenty of room to move around, and it was slim enough that a light hug with my knees kept me securely in place. The wide handlebar offered plenty of leverage, and the upright seating position kept me comfortable for a whole day of riding without feeling fatigued at the end of the day. 

GEAR UP

• Helmet: HJC RPHA 91 
• Jacket: Joe Rocket Turbulent Women’s Jacket
• Gloves: Joe Rocket Ballistic Ultra Women’s Gloves
• Pants: Alpinestars Daisy V2 Women’s Riding Jeans
• Boots: Joe Rocket Trixie Women’s Boots

The 31.9-inch seat height of the 8S was a stretch for my 5-foot-1-inch frame. I could graze the pavement with the tips of my toes when the bike was completely upright, but I needed to lean it over to get enough contact between pavement and boot to support myself when stopped. 

This leads me to one of my favorite aspects of the 8S: its balance. Even when rolling through very slow traffic, I rarely needed to put a foot down at all, and when I did, the bike’s weight is carried low enough that it was easy to hold up at a lean. Its curb weight of 445 lb was manageable in both slow riding in the city and out on the twisty mountain roads. 

The 8S comes equipped with ABS brakes, and stopping power comes from dual Nissin radial-mounted 4-piston calipers and floating rotors in the front and a 1-piston caliper and a single disc in the rear. I never braked hard enough to engage the ABS during our test ride, but it was nice to know it was there if I needed it. 

If I could make one change to the 8S, it would be the tires. The Dunlop RoadSport 2 radial tires on the 8S were alright but not awe-inspiring by any means. I didn’t feel much feedback from the tires, making it unclear to me if I still had enough grip for greater lean angles or not. For everyday commuting, the RoadSports are fine, but if you want to experience all what the 8S has to offer, a grippier set of tires might provide more confidence. 

Related: 2022 Motorcycle of the Year – Suzuki GSX-S1000GT+

Ready to Roll 

“We did not aim for the highest powered or lightest weight motorcycle,” said the 8S’ chief designer during the technical presentation the night before our test ride. “We aimed to satisfy all riders.” The other designers and engineers present also drove home the point that they listened to customers’ needs and requests when building the 8S to create an all-around motorcycle that satisfies a wide range of riders. 

They demonstrated that desire to please all riders during our test ride as well. Any time we stopped for a coffee break or lunch, the Suzuki designers and engineers were eager to listen to our feedback and ask questions about our first impressions. Several of them came to me directly, saying they were interested in the perspective of a younger, smaller woman. I appreciated that level of dedication to their product and the desire to continue to improve and meet riders’ needs. 

To that end, the GSX-8S includes a full suite of rider aids as standard. Along with ABS, it comes with a 5-inch TFT display with day/night modes, an up/down quickshifter, three ride modes, and four traction-control settings. 

I enjoyed the layout of the TFT display. It was easy to see, and it showed all the information I needed without making any of it difficult to find. Another consideration that made the bike user-friendly is how easy it is to switch ride modes and the TC levels and that both modes are always visible on the display. The ride mode switch on the left side of the handlebar has obvious buttons and a simple design. 

The three ride modes really did contribute to a different style of riding. The throttle response in Ride Mode A was a bit too aggressive for me, especially in town. Ride Mode B smoothed out that jumpiness without compromising the low-rpm torque that I enjoyed so much. I didn’t spend much time in Ride Mode C because B hit the spot so well for me. 

I had the traction control set to level 3 for most of the ride. Perhaps with grippier tires, I would’ve felt more confident with less TC, but since I was in a new environment, on a new bike, and with less experience than the other journalists along for the ride, I appreciated the extra help. 

With my preferred settings dialed in, even on a new bike on alpine roads that were much tighter and steeper than what I’m used to back home in Tennessee, I really started to enjoy the 8S and the beautiful scenery and roads. The 8S offered enough to keep things exciting for the more experienced riders, but it was also tamable for someone like me who couldn’t push the bike to its limits in the same way. 

One for All 

Suzuki wanted the 8S to be a well-rounded bike that pleases both experienced and beginner riders. If I were a couple inches taller, I’d agree completely. Riding taller bikes is something I’m still trying to get comfortable with, and a tall seat height is a factor that can add some intimidation and apprehension for shorter riders. 

Suzuki offers a range of useful and stylish accessories for the 8S, such as soft side cases, a flyscreen, cowls for the passenger seat and lower engine, billet brake and clutch levers, lever guards, frame sliders, fuel tank protectors, and a USB socket, but it missed an opportunity to make the 8S more accessible by not offering a lower seat. Aside from having a longer reach to the pavement than I’d like, the 8S’s balance, maneuverability, and fun factor truly do make it an approachable ride. 

After a full day of riding the 8S through the city and the mountains of Southern France, I have a couple of pieces of advice to impart: 1) If you’re looking for a bike that is greater than the sum of its parts and performs well for a wide range of situations and riding levels, the new Suzuki GSX-8S should be one of the bikes on your list. 2) If you find yourself in Antibes with an empty belly, you’re doing something wrong. 

2023 Suzuki GSX-8S Specs

• Base Price: $8,849 
• Website: SuzukiCycles.com 
• Warranty: 1 yr., unltd. miles 
• Engine Type: Liquid-cooled parallel-Twin, DOHC w/ 4 valves per cyl. 
• Displacement: 776cc 
• Bore x Stroke: 84.0 x 70.0mm 
• Horsepower: 82.0 @ 8,500 rpm (factory claim) 
• Torque: 57.5 lb-ft @ 6,800 rpm (factory claim) 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 
• Wheelbase: 57.7 in. 
• Rake/Trail: 25.0 degrees/4.1 in. 
• Seat Height: 31.9 in. 
• Wet Weight: 445 lb (factory claim) 
• Fuel Capacity: 3.7 gal. 

See all of Rider‘s Suzuki coverage here.

We review the updated and upgraded Triumph Street Triple 765 R and Street Triple 765 RS, which hit a sweet spot in the sporty motorcycle market. They’re comfortable enough for commuting and light-duty touring, cool enough to hold its head high at bike nights, and fast enough for scorching trackdays. With prices starting at $9,995 for the R, the Street Triple 765 offers undeniable value for a sporting naked streetbike.

We traveled to Jerez, Spain, where we spent two days flogging the Street Triple 765 R and Street Triple 765 RS on the street and track. From their torquey midrange and soulful wailing Triple to their chassis, components, tech, and styling, there’s a lot to love about this pair of middleweight streetfighters. Watch the video below to see the Street Triple R and RS in action and get our impressions. For more details, you can also read our First Ride Review.

2024 Triumph Street Triple 765 R / RS Specs

• Base Price: $9,995 / $12,595 
• Website: TriumphMotorcycles.com 
• Warranty: 2 yrs., unltd. miles 
• Engine Type: Liquid-cooled inline-Triple, DOHC w/ 4 valves per cyl.  
• Displacement: 765cc 
• Bore x Stroke:  78.0 x 53.4mm 
• Horsepower: 118 hp @ 11,500 rpm / 128 hp @ 12,000 rpm (factory claim) 
• Torque: 59 lb-ft @ 5,500 rpm (factory claim) 
• Transmission: 6-speed,  
• Final Drive: Chain 
• Wheelbase: 55.1 in. 
• Rake/Trail: 23.7 degrees/3.9 in. / 23.2 degrees/3.8 in. 
• Seat Height: 32.5 in. / 32.9 in. 
• Wet Weight: 417 lb / 414 lb 
• Fuel Capacity: 4.0 gal. 
• Fuel Consumption: 38.8 mpg (EPA) 

CFMOTO USA has announced the newest addition to its 2023 lineup: the CFMOTO 450SS. The company says the light-midweight sportbike is “poised to be a flagship in one of the most popular and fast-growing modern motorcycle segments.”

Related: 2022 CFMOTO 700CL-X | Road Test Review

The 2023 CFMOTO 450SS is powered by a liquid-cooled DOHC 450cc parallel-Twin with a 270-degree crankshaft making a claimed 50 hp at 9,500 rpm and 28.8 lb-ft of torque at 7,600 rpm. The engine, which has an 11.5:1 compression ratio and Bosch EFI, is mated to a 6-speed gearbox with a slip/assist clutch.

CFMOTO says the 450SS is suited to city and canyon riding but is especially suited to the track as a result of several of the bike’s features. Optional reverse shifting is possible with a “quick change” in position of the connecting rod on the gear shifter. The “performance-tuned” suspension comes in the form of a nonadjustable 37mm inverted fork and a preload-adjustable multi-link rear shock. Stopping power comes from a single radially-mounted Brembo M40 4-piston caliper biting a single 320mm disc up front and a single-piston floating caliper pinching a 270mm disc in the rear, and Continental ABS is standard.

The 450SS rolls on 17-inch aluminum alloy wheels with 110/70-R17 front and 150/60-R17 tires.

Related: Chris Peterman, CFMOTO USA | Ep. 40 Rider Magazine Insider Podcast

As far as design, the 450SS was put through “extensive aerodynamic wind tunnel testing,” and GP racing-derived winglets enhance stability by providing a claimed 1.6 times downforce at higher speeds. A chromoly steel frame, aluminum alloy wheels, and 3.8-gal fuel tank contribute to a trim 370-lb wet weight. The bike has a 53.5-inch wheelbase and a 31-inch seat height.

The 450SS has full LED lighting and a 5-inch TFT display with Bluetooth and CFMOTO Ride App connectivity.

The 2023 CFMOTO 450SS comes in Nebula Black or Zircon Black starting at $5,499. For more information, visit the CFMOTO website.

See all of Rider‘s CFMOTO coverage here.

Some rides are more challenging than others. Sometimes we seek out the challenge, and sometimes the challenge finds us. It was a little of both when I found myself stopped on the side of the road, trying to stay upright on a Yamaha MT-10 while being battered by 60-mph winds and sandblasted by a dust storm.

It was Valentine’s Day, and I was headed for Las Vegas to attend the AIMExpo dealer show while a winter storm was sending a freight train of frigid air down from the Sierra Nevada mountains. South of me on Interstate 15 in the Mojave Desert, tractor-trailers were being overturned by the wind. I had avoided that route because I’ve ridden it a million times and find it boring, so I was taking a longer, more scenic ride along part of the Eastern Sierra Scenic Byway (U.S. Route 395) and through Death Valley.

Related: 2023 AIMExpo Highlights

While I expected it to be a cold, windy day – and was warmly cocooned in my Zerofit HeatRub baselayers, Gerbing’s 12V heated jacket liner and gloves, and traffic-cone-orange Aerostich R-3 suit – I didn’t anticipate it would be quite this bad. My arms and neck were sore from leaning into the wind for the past couple of hours, and things went from bad to worse after I filled up in Olancha and turned east on California Route 190 across the Owens Valley. The snowcapped Sierras were partly obscured by dusty haze, and soon I became engulfed in a beige cloud and got blitzed by stinging sand.

After a few gusts nearly knocked me off the road, I slowed way down and turned on my hazard flashers. At one point, I stopped on the side of the road to get my bearings near the Olancha Dunes OHV area, with my legs splayed like outriggers and my feet planted firmly on the ground. I didn’t dare get off the bike or it would have toppled over, but I managed to dig my phone out of my pocket to capture a video of the blasting sand starting to cover the road and slamming into me and the bike like millions of miniature BBs.

Once you’re in it, you’re in it. You can either wait it out or proceed with caution.

Sport-Touring on the 2023 Yamaha MT-10

In calmer days last fall, I traveled to North Carolina to attend the press launch for the Yamaha MT-10, a naked sportbike based on the YZF-R1 that was updated with engine refinements, R1-sourced electronics, new styling, and revised ergonomics.

The MT-10’s suck-squeeze-bang-blow comes courtesy of a 998cc inline-Four with a crossplane crankshaft that produces sound and feel like a V-Four, and its aural symphony is amplified by acoustic sound grilles atop the air intakes on either side of the tank.

Related: 2023 Yamaha MT-10 SP | First Ride Review

At the launch, we rode stock MT-10s in the Cyan Storm colorway, which has a mix of gloss black and gray bodywork with bright blue wheels. One of the Yamaha guys rode a Matte Raven MT-10 fitted with factory accessories: Windscreen ($249.99), GYTR Frame Sliders ($209.99), Comfort Seat ($299.99), Rear Rack/Top Case Mount ($250.99), 39L Top Case ($241.99), and Universal Mount ($24.99). After the launch, Yamaha agreed to let us borrow the accessorized bike for an extended test.

The first thing we did was take the MT-10 down to Jett Tuning for a dyno run. Measured where the rubber meets the road, the MT-10’s quartet of 249.5cc cylinders chuffed out 138.5 hp at 10,200 rpm and 76.5 lb-ft of torque at 9,000 rpm. Yes, that’ll do nicely.

Then we flogged it around town and up and down the canyon roads that make Southern California such a land of milk and honey for motorcyclists. The balance and smoothness of an inline-Four is always a delight, but the MT-10’s particular blend of herbs and spices is truly mouth-watering. Twist the throttle hard, and the bike leaps forward, emits a joyful noise, and flashes an amber light as the wheelie control keeps the front wheel close to the ground.

GEAR UP

• Helmet: Schuberth C5 
• Suit: Aerostich R-3 
• Gloves: Aerostich Elkskin Gauntlet
• Boots: Sidi Gavia Gore-Tex 

Have Trunk, Will Travel

Flash forward to my trip in February. The temperatures had been in the 40s all morning, and after making it through the dust storm and climbing out of the Owens Valley, it dropped into the 30s by the time I stopped for a photo in front of the Death Valley National Park sign. It was a Tuesday, and there were few cars on the road – just the way I like it.

No matter how many times I visit Death Valley, I never get tired of it. Covering nearly 5,271 square miles, you could fit Rhode Island and Delaware within its borders and still have 1,237 square miles left over. It’s a place of extremes, contrasts, and wonders. And with nearly 1,000 miles of paved and unpaved roads ranging from tame to intense, it’s a two-wheeled playground.

I savored the long, winding descent into Panamint Valley, enjoyed the sweeping curves up to 4,956-foot Towne Pass, and cruised the 17 miles back down to sea level at Stovepipe Wells in Death Valley. After passing Mesquite Dunes, I was engulfed in another dust storm near the Devil’s Cornfield, where clumps of arrowweed resemble corn stalks. Even though wind was battering me, dust was obscuring the wide-open views that make Death Valley such a unique place, and hours of being cold were beginning to take their toll, it felt good to be hundreds of miles away from my desk.

Related: Nelson-Rigg Commuter Tank Bags | Gear Review

The windscreen provided more protection than the MT-10’s stock flyscreen but not by much. The comfort seat, however, was a huge improvement over the stock seat. It has a flatter shape, more supportive foam, and a suede-like finish. The top case provides 39 liters of lockable storage, and I used it as a solid anchor point for my Nelson-Rigg Hurricane 2.0 Waterproof Backpack/Tail Pack that sat on the passenger seat. For those who want more storage, Yamaha sells a 50L Top Case ($298.99), Side Case Brackets ($249.99), and MT Soft ABS Side Cases ($484.99).

By the time I made it to Las Vegas, the MT-10 no longer looked Matte Raven but a light gray because it was so powdered with dust and grit. In my hotel room, I poured handfuls of sand out of the pockets of my Aerostich suit.

Related: Yamaha Announces 2023 Updated and Returning Models

Cold and Flat

As I wrote about in First Gear last month, it wasn’t just me at AIMExpo. Our dispersed editorial team also came together in Las Vegas, and we enjoyed a group ride to Hoover Dam and Valley of Fire State Park. In the hotel parking garage after the ride, my colleague Kevin Duke pointed out the center of the MT-10’s rear tire was getting thin on tread. Admittedly, of the 2,000 miles on the bike’s odometer, most of them had been ridden with little to no lean angle, but I figured the tire had enough life left to get me home.

From Vegas, I rode north on I-15 to St. George, Utah, where I spent the weekend with my father and stepmother. Wanting to avoid the interstate for the long ride home, Dad helped me plot out a route west through the sparsely inhabited interior of Nevada.

On Presidents Day, I suited up, plugged in my heated apparel, and set off north from St. George on State Route 18, which passes by Snow Canyon on its way to Enterprise. Dawn was just breaking, and it was below freezing – and it stayed that way for the next two hours, mostly down in the 20s. My heated gear did its best to keep up; my core was warm, but my hands, even with the heated, insulated gloves turned to the highest setting, were still cold. The accessory I most wished the MT-10 had was heated grips (Yamaha doesn’t offer them).

After crossing into Nevada, my teeth chattered as I rode over 6,718-foot Panaca Summit, and then I made a brief stop at Cathedral Gorge State Park, which has walls of eroded bentonite clay that look like intricate sandcastles. Continuing southwest on U.S. Route 93, I went from cold to colder over 6,243-foot Oak Springs Summit. At Crystal Springs, I turned onto Nevada Route 375, known as the Extraterrestrial Highway because it passes near Area 51, the infamous secret government facility where there have been reports of UFO sightings.

Nevada is known for its “basin and range” topography, with abrupt changes in elevation as you travel over steep mountains and across wide, flat valleys. I passed over two more of Nevada’s summits – Hancock and Coyote, both around 5,500 feet – before reaching the rundown town of Rachel, home to the Little A’le’inn bar/restaurant/motel, the Alien Cowpoke gas station, and scattered mobile homes.

Other than a few overpriced souvenirs, Rachel didn’t have much to offer. Route 375 passes through vast emptiness, but there was no evidence of Area 51 or anything otherworldly.

My dogleg westward route eventually brought me to the old mining town of Tonopah for gas. I entered California by way of Nevada Route 266, which took me over 7,420-foot Lida Summit, the highest pass of the day.

After crossing the state line, I stopped at a ranch that straddles both sides of California Route 168. Nearly 15 years ago, on a moonless night at that very spot, I crashed a Ducati GT1000. I had no business riding through an open range area after dark, but I had left home late and was on my way to meet my father at the Bonneville Salt Flats. I suddenly came upon a herd of black cows on the road, grabbed a handful of brake lever, locked up the front wheel, and went down.

All things considered, I was lucky. It could have been much worse that night. My apparel was thrashed, but I wasn’t hurt and the bike was rideable. The Swiss Army knife that I carry in my pocket to this day still bears scratch marks from sliding along the pavement during that crash. Had I not stopped this time around to preserve the memory with a photo, I wouldn’t have noticed that the MT-10’s rear tire, with just 2,600 miles on it, was worn down to the cords. Bridgestone Battlax Hypersport S22 tires are marvelously grippy, but they’re not much for longevity.

I rode slowly and gingerly for the next 50 miles, which, regrettably, also happened to be the curviest section of my entire trip. I made it over 6,373-foot Gilbert Pass and 7,271-foot Westgard Pass on my way to Big Pine, a small town that sits in the shadow of the Sierras on U.S. 395. I was safe and sound, but I was 250 miles from home.

Unwilling to risk a catastrophic blowout, I got a motel room and hunkered down. The next day, my dear wife drove up to Big Pine in our 4Runner with a motorcycle trailer and rescued me. It’s not how I wanted the trip to end, but once again, it could have been much worse. Maybe my guardian angel lives at that ranch out on Route 168.

How about a Tracer 10 GT?

The MT-10’s performance, handling, and ergonomics make it a great streetbike, and with some accessories, it makes for a very sporty sport-tourer. In fact, we’d love to see a Tracer 10 GT version with an even taller windscreen, a lower fairing, heated grips, wind-blocking handguards, hard saddlebags, and higher-mileage sport-touring tires. Hey Yamaha, whaddaya think?

See all of Rider‘s Yamaha coverage here.

2023 Yamaha MT-10 Specs

• Base Price: $14,199 
• Price as Tested: $15,477 
• Website: YamahaMotorsports.com 
• Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl. 
• Displacement: 998cc 
• Bore x Stroke: 79.0 x 50.9mm 
• Horsepower: 138.5 hp at 10,200 rpm (rear-wheel dyno) 
• Torque: 76.5 lb-ft at 9,000 rpm (rear-wheel dyno) 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 
• Wheelbase: 55.3 in. 
• Rake/Trail: 24 degrees/4.0 in. 
• Seat Height: 32.9 in. 
• Wet Weight: 467 lb 
• Fuel Capacity: 4.5 gal. 
• Fuel Consumption: 36 mpg 

The updated and upgraded Triumph Street Triple 765 hits a sweet spot in the sporty motorcycle market. It’s comfortable enough for commuting and light-duty touring, cool enough to hold its head high at bike nights, and fast enough for scorching trackdays. With prices starting at $9,995, it offers undeniable value for a sporting naked streetbike.  

The Street Triple has been one of our favorite sports roadsters since its 2007 inception as an offshoot of the 675cc Daytona. Surprisingly lively and always playful, it was like a more exotic and more stimulating Suzuki SV650, another longtime fave that punches above its weight.  

The Street Triple 765 arrived in 2017 with a power-to-weight ratio that would humble the original 885cc Speed Triple, the Street’s older brother and one of the godfathers of the naked sportbike genre.

The revised Street Triple was a bigger, more capable machine that came in three variants: S, R, and RS, with outputs ranging from 111 hp to 121 hp.  

Related: 2017 Triumph Street Triple RS | First Ride Review

Triumph launched its first Street Triple 765 in southern Spain, so it was fitting that we were invited back to Spain to sample the new version on Andalusian roads and the famous Jerez racetrack.  

Triumph Street Triple 765 Revamped 

Categorized in the U.S. as a 2024 model, the Street Triple gets an extensive overhaul this year. It enjoys many welcome upgrades and is available in three versions.  

Along with the R and RS we tested, Triumph is offering a special Moto2 Edition to celebrate its involvement as the engine supplier in MotoGP’s junior category since 2019. It’s basically an RS but with clip-on handlebars, carbon bodywork, and an Öhlins fork, and it’s limited to 765 units for each of its two colorways. Retailing for $15,395, as of press time it’s sold out in most global markets but is still available in America.  

Related: 2024 Triumph Street Triple 765 Range | First Look Review

Triumph reps boasted about how they took lessons learned in the Moto2 program and applied them to the streetbike. The bore and stroke of the inline-Triple remain unchanged, but most internals have been changed, including pistons, con-rods, camshafts, and valves. The piston crowns and combustion chamber are now fully machined for optimal flow and combustion, combining for a higher 13.25:1 compression ratio. The intake uses trumpets that are 20mm shorter for a stronger pull up top, and the exhaust now has just one catalyzer instead of two.  

The result, according to Triumph, is an increase in power from the midrange on up. The R version claims 118 hp that arrives at 11,500 rpm, 500 revs earlier than the previous motor’s 116 ponies. The higher-spec RS variant delivers 128 hp at 12,000 rpm, a jump of 7 hp from the previous model. Torque on all models is bumped by 4% to a creditable 59 lb-ft.  

New to the Street Triple is the addition of an IMU that enables precise traction-control modulation and cornering ABS. Also coming standard and cued to the IMU is one of the most seamless up/down quickshifters we’ve sampled, which uses a pressure-sensitive actuator rather than a basic switch.  

Styling remains similar but freshened, with a new, sharply creased fuel tank with integrated side panels and a stubby new stainless-steel muffler tucked in next to the gullwing aluminum swingarm. The distinctive dual headlights with LED eyebrows are topped with a mini wind deflector that’s more integrated than on previous models. Scrolling LED turnsignals are a nice upmarket touch.  

The chassis remains the same but tweaks to ride heights have modestly sharpened the steering geometry to aid agility. A shuffling of transmission and final-drive ratios has slightly shortened up the overall gearing for snappier engine responses. 

Related: Triumph Announces New Colors, Names for Select 2023 Models 

Is R Enough? 

The R version of the Street Triple makes a good case for saving money over its pricier RS brother. It very well could be the most appealing sub-$10,000 sporty bike on the market.  

It would be unfair to cast the R as a “budget bike,” as it includes a plethora of desirable features. An aluminum frame helps keep weight to a tidy 417 lb wet, fully adjustable Showa suspension can be dialed in to personal preferences, and a Brembo brake package with radial-mount monoblock calipers provides secure speed bleeding through braided steel lines. Tire valves directed to the sides are another pleasing accoutrement. 

Ergonomics are pleasantly familiar, placing a rider in a modestly leaned-over forward cant and now with a half-inch wider handlebar to aid agility. Long-legged riders may feel a bit cramped because of the high footpeg position that supplies a generous amount of lean angle before they begin dragging. The seat is reasonably comfortable and roomy, but short riders will whine about the 32.5-inch seat height. A lower accessory seat reduces height by 1 inch.  

GEAR UP

• Helmet: Arai Regent-X 
• Suit: Aerostich Roadcrafter  
• Gloves: Shift Torrent SS 
• Boots: Alpinestars Soho 

While the RS gets a vivid 5-inch TFT instrument panel, the R gets a more basic LCD screen augmented by a diminutive TFT panel. It’s perfectly adequate if not visually brilliant. Both can be connected to phones via Bluetooth.  

The star of the Street Triple show is its compact three-cylinder engine that emits some of the most pleasing sounds ever trumpeted by a motorcycle – a mix of inline-Four scream tempered by a hint of twin-cylinder thrum. In addition to being delightfully sonorous and pleasingly smooth, it’s blessed with a wide swell of power that can easily carry a higher gear than typically optimum yet lunges for horizons with a howling top-end climax. Torque peaks at 5,500 rpm, which is below the halfway point of its rev range.  

New throttle maps for the three ride modes (Rain, Road, and Sport) are finely tuned to deliver precise and user-friendly throttle responses. Traction and wheelie control settings are tied into each ride mode. The “Rider” mode can be tailored to personal preferences. A slip-assist clutch eases lever effort and sloppy downshifts.  

Related: 2023 Triumph Rocket 3 R | Road Test Review

Handling is another Street Triple strong point, now with minimally less rake and trail. It quickly bends into corners and provides confidence-inspiring feedback. The suspensions of the bikes on our street ride were set up to be compliant on the damp and occasionally bumpy Spanish backroads, but preload and damping (both compression and rebound) can be dialed up to suit rider weights and inclinations.  

The RS version has higher-end brake components, but there’s nothing wrong with the R’s for street usage. Brembo M4.32 calipers bite on 310mm rotors up front and provide strong power and the security of cornering ABS. The brake lever next to the Nissin axial master cylinder has a wide adjustment range to suit hands of all sizes. Application of the front brake subtly engages the rear brake to help settle the chassis during corner entries, but it’s entirely seamless and can be disabled in Rider mode settings.  

Story continues below 2024 Triumph Street Triple 765 R photo gallery

2024 Triumph Street Triple 765 RS On the Track 

The RS version of the Street Triple includes everything good about the R and dials it up to a more premium and slightly faster experience. Stylewise, you’ll notice the addition of a chin fairing, a cowl on the passenger seat, and a stitched seat. The RS also includes a deflector in front of the rear sprocket to prevent errant items or digits from entering, an item unappreciated until it’s needed. Ask me how I know.  

The RS’s cockpit is graced by TFT instrumentation that includes a lap-timer function, along with more comprehensive switch cubes. Unlike the R, the RS can be fitted with cruise control as an option. Heated grips are another option, which were gratefully fitted to the bikes on our chilly street ride. Bar-end mirrors replace the ones mounted atop the handlebar on the R. 

While engine internals are unchanged from the R, different ECU settings endow it with 10 extra ponies at its top end, to 128 hp at 12,000 rpm. A higher-end Showa fork damps bumps up front, while an Öhlins shock does duty out back. Sticky Pirelli SuperCorsas replace the R’s ContiRoad rubber.  

Riding a naked sportbike on a MotoGP racetrack seemed incongruous before I arrived at Circuito de Jerez, but that proved not to be the case. The Street Triple RS was fully capable of cutting quick laps, suffering only a lack of wind protection while traveling at speeds reaching 140 mph at the end of the back straightaway.  

The RS adds a Track setting to the R’s ride modes, which disables the linked brakes and cornering ABS for a purer riding experience. Track mode also ups the limits of traction control, wheelie control, and ABS interventions. Kudos to Triumph for enabling high limits for the electronic nannies on track. Unlike some systems that intervene too early when riding aggressively, I wasn’t tempted to disable any of the RS’s safety nets. The TC indicator lamp frequently flashed on the TFT, but intervention was so smooth that I mostly wouldn’t have otherwise noticed it.  

The bike’s handling prowess is enhanced by sharper steering geometry due to a slightly taller rear ride height, tightening the rake angle to 23.2 degrees from the R’s 23.7 with a marginal decrease in trail. The bike proves to be agile but without any hint of instability, even when the front tire is dancing just above the tarmac during acceleration events out of lower-speed corners. It’s notable that no steering damper is fitted and isn’t needed.  

GEAR UP

• Helmet: Arai Regent-X 
• Suit: Spidi Track Wind Pro  
• Gloves: Spidi CarboTrack 
• Boots: Sidi Mag-1  

Although I have no complaints about the R’s brakes for street use, I was happy to have the RS’s higher-spec units at the racetrack. The front brakes begin with a radial-style Brembo master cylinder that includes an adjustable lever ratio as well as an adjustable span feeding Brembo’s class-leading Stylema monoblock calipers. They are nothing short of stellar. Oddly, the lovely black Brembo MCS lever’s adjustment range doesn’t bring it as close to the grip as the plain-looking silver lever on the R.  

The RS proved to be far more worthy of racetrack exploration than I had imagined. Its versatile and punchy motor allowed a choice of gears in corners, so it could be tractored out smartly or revved out until it screamed. Throttle modulation is excellent, and its quickshifter is a wonderful aid on track. Cornering clearance is bountiful, so you’ll need to be a bit of a track hero to drag its pegs.

Story continues below 2024 Triumph Street Triple 765 R photo gallery

What’s Not to Like About the Triumph Street Triple 765? 

A sign of motorcycle excellence is when a reviewer must search for things to complain about, and that’s the case here. Really tall or really short riders might complain about the rider triangle layout, but it fit me well – I’d be comfortable enough to use it for light-duty touring and tolerate the wind blast or find a fashionable windscreen.  

We know it’s a superb bike when my biggest complaint is that I couldn’t clearly see the shift lights while revving the bike out at the track. Unless you’re cutting hot laps at a racetrack, this is a complete non-issue. A larger fuel tank would be nice, but a 150-mile range isn’t a deal-breaker.  

See all of Rider‘s Triumph Motorcycle coverage here.

The combination of a sonorous and thrilling motor, low weight, admirable electronics, and a playful character places the Street Triple near the top of my most desirable streetbikes. It’s more debonair than the 3-cylinder Yamahas (MT-09, XSR900) and will blow away a KTM 790 Duke. Just as thrilling and likely a bit more agile is the 890 Duke R, but the KTM retails up at $12,949 and lacks the Triumph’s soul-stirring soundtrack.  

Which brings me back to the Street Triple R. It’s astonishing that a semi-exotic and highly refined motorcycle with such outsized performance capabilities can be had for less than $10K. At a $2,600 saving over the admittedly cooler RS, I’d say it’s one of the best values in motorcycling.  

2024 Triumph Street Triple 765 R / RS Specs

• Base Price: $9,995 / $12,595 
• Website: TriumphMotorcycles.com 
• Warranty: 2 yrs., unltd. miles 
• Engine Type: Liquid-cooled inline-Triple, DOHC w/ 4 valves per cyl.  
• Displacement: 765cc 
• Bore x Stroke:  78.0 x 53.4mm 
• Horsepower: 118 hp @ 11,500 rpm / 128 hp @ 12,000 rpm (factory claim) 
• Torque: 59 lb-ft @ 5,500 rpm (factory claim) 
• Transmission: 6-speed,  
• Final Drive: Chain 
• Wheelbase: 55.1 in. 
• Rake/Trail: 23.7 degrees/3.9 in. / 23.2 degrees/3.8 in. 
• Seat Height: 32.5 in. / 32.9 in. 
• Wet Weight: 417 lb / 414 lb 
• Fuel Capacity: 4.0 gal. 
• Fuel Consumption: 38.8 mpg (EPA) 

Walking into a dealership as a shorter rider, or as someone who just wants a smaller ride, can feel a little limiting. You stroll by impressive and imposing machines that you might admire but don’t want to fight with as your main bike. You might find one or two models off in the back that are a comfortable fit, but you’re disappointed that there aren’t any more options to choose from. Luckily, options for smaller motorcycles are growing, and we’ve compiled those options into two Best Motorcycles for Smaller Riders list.  

In our first Best Motorcycles for Smaller Riders post, we focused on bikes with seat heights under 30 inches. That seat height limit meant almost all the models on that list were cruisers, and while we certainly enjoy cruisin’, we like a little variety too. With this second Best Motorcycles for Smaller Riders post, we’re excited to include some sportbikes, minimotos, and an ADV. And while the seat heights may be taller than on the first list, many of the models on this list weigh and cost less than the shorter-seated cruisers. 

This list consists of motorcycles with a seat height between 30.0 and 30.9 inches. When possible, we’ve included a link to our test ride review, so you can get a sense of how each bike performs in action. We’ve also included the 2022/23 model year’s U.S. base MSRP (as of publication), claimed wet weight, and seat height. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.   

The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list. 

Honda Grom 

Honda Grom 

$3,499  

30.0-inch seat  

223 lb 

Read our 2022 Honda Grom First Ride Review 

Honda Navi 

Honda Navi 

$1,807  

30.0-inch seat  

234 lb 

Read our 2022 Honda Navi First Ride Review 

Royal Enfield Meteor 350 

Royal Enfield Meteor 350 

$4,899 

30.1-inch seat  

421 lb 

Read our 2021 Royal Enfield Meteor 350 Road Test Review 

Triumph Speed Twin 900 

Triumph Speed Twin 900 

$9,895 

30.1-inch seat  

476 lb

Read our 2019 Triumph Street Twin (former name) First Ride Review

BMW G 310 R 

BMW G 310 R 

$4,995 

30.9-inch seat (optional lower seat to 30.3 inches) 

362 lb  

Read our 2018 BMW G 310 R First Ride Review 

BMW F 900 R 

BMW F 900 R 

$8,995 

32-inch seat (optional lower seat to 31.1 inches and lower suspension to 30.3 inches) 

465 lb  

Read our 2020 BMW F 900 R and F 900 XR Road Test Review 

BMW F 750 GS 

BMW F 750 GS 

$9,995 

32.1-inch seat (optional lower seat to 31.1 inches and lower suspension to 30.3 inches) 

493 lb  

Read our 2019 BMW F 850 GS and F 750 GS Road Test Review 

CFMOTO Papio

CFMOTO Papio

$2,999

30.5-inch seat

251 lb

Read our 2022 CFMOTO Lineup First Ride Review

Ducati Monster Plus 

Ducati Monster Plus 

$12,995 

32.3-inch seat (optional lower seat to 31.5 inches and lower suspension to 30.5 inches) 

366 lb dry  

Read our 2021 Ducati Monster First Ride Review

Honda Monkey 

Honda Monkey 

$4,249 

30.5-inch seat 

231 lb 

Read our 2019 Honda Monkey First Ride Review 

Benelli TNT 135

Benelli TNT 135

$2,699

30.7-inch seat height

266 lb

CFMOTO 300SS

CFMOTO 300SS

$4,499

30.7-inch seat

364 lb

Read our 2022 CFMOTO Lineup First Ride Review

CFMOTO 650NK

CFMOTO 650NK

$6,499

30.7-inch seat

454 lb

Read our 2022 CFMOTO Lineup First Ride Review

Ducati Scrambler Icon 

Ducati Scrambler Icon 

$10,995 

31.3-inch seat (optional lower seat to 30.7 inches) 

408 lb 

Read our 2023 Ducati Scrambler Range First Look Review

Ducati Scrambler Full Throttle 

Ducati Scrambler Full Throttle 

$12,195 

31.3-inch seat (optional lower seat to 30.7 inches) 

408 lb 

Read our 2023 Ducati Scrambler Range First Look Review

Ducati Scrambler Nightshift 

Ducati Scrambler Nightshift 

$12,195 

31.3-inch seat (optional lower seat to 30.7 inches) 

421 lb 

Read our 2023 Ducati Scrambler Range First Look Review

Honda CBR300R 

Honda CBR300R 

$4,899 

30.7-inch seat 

354 lb

Read our 2023 Honda Returning Models First Look Review 

Honda Super Cub C125 

Honda Super Cub C125 

$3,849 

30.7-inch seat 

238 lb 

Read our 2019 Honda Super Cub 125 ABS First Ride Review 

Indian FTR 

Indian FTR 

$13,499 

30.7-inch seat 

514 lb 

Read our 2022 Indian FTR S First Ride Review

Indian FTR Sport 

Indian FTR Sport 

$15,749 

30.7-inch seat 

522 lb 

Read our 2023 FTR Sport First Look Review 

Moto Guzzi V7 Stone 

Moto Guzzi V7 Stone 

$9,190 

30.7-inch seat 

492 lb 

Read our 2021 Moto Guzzi V7 Stone First Ride Review 

Moto Guzzi V7 Special 

Moto Guzzi V7 Special 

$9,590 

30.7-inch seat 

492 lb 

Read our 2021 Moto Guzzi V7 Special First look Review

Moto Guzzi V7 Special Edition 

Moto Guzzi V7 Special Edition 

$9,990 

30.7-inch seat 

480 lb

Read our New and Updated 2023 Moto Guzzi First Look Review 

Yamaha YZF-R3 

Yamaha YZF-R3 

$5,499 

30.7-inch seat 

375 lb 

Read our 2019 Yamaha YZF-R3 First Ride Review 

Yamaha MT-03 

Yamaha MT-03 

$4,999 

30.7-inch seat 

373 lb 

Read our 2020 Yamaha MT-03 First Ride Review 

Kawasaki Ninja 400 

Kawasaki Ninja 400 

$5,299 

30.9-inch seat 

362 lb 

Read our 2018 Kawasaki Ninja 400 ABS First Ride Review 

Kawasaki Ninja 400 KRT Edition 

Kawasaki Ninja 400 KRT Edition 

$5,499 

30.9-inch seat 

362 lb 

Read our 2023 Kawasaki Returning Models First Look Review

Kawasaki Z400 ABS 

Kawasaki Z400 ABS 

$5,399 

30.9-inch seat 

364 lb 

Read our 2019 Kawasaki Z400 ABS First Ride Review 

Moto Guzzi V9 Bobber 

Moto Guzzi V9 Bobber 

$10,490 

30.9-inch seat 

463 lb 

Read our 2017 Moto Guzzi V9 Bobber First Ride Review 

Suzuki SV650 

Suzuki SV650 

$7,399 

30.9-inch seat 

432 lb 

Watch our 2017 Suzuki SV50 Video Review 

Suzuki has announced it is rounding out the 2023 lineup with the return of the GSX-S750Z ABS, GSX-S750Z, and GSX250R ABS. Suzuki says the bikes feature “proven designs and advanced technology, making each ideal for riders of all skill levels looking for some excitement in style.” 

2023 Suzuki GSX-S750Z and GSX-S750Z ABS 

For the 2GSX-S750Z naked sportbike line, Suzuki has made a slight bump in the names and color choices. The 2023 GSX-S750Z is essentially the 2022 GSX-S750, which will no longer be available as a 2023 model. And the former branding of the GSX-S750Z, which represented the inclusion of ABS will now be the GSX-S750Z ABS.  

Both the GSX-S750Z and the GSX-S750Z ABS feature a fuel-injected, DOHC 749cc four-cylinder engine using GSX-R architecture. The bikes have the Easy Start system; Low RPM Assist, which adjusts the engine speed when you’re starting out and at low speeds to prevent it from stalling; and the Suzuki Dual Throttle Valve (SDTV) system, which reportedly contributes to better throttle response and torque at the low- to mid-rpm range. Suzuki’s Advanced Traction Control has four modes (1, 2, 3, or OFF) that the rider can adjust at rest or on the fly via a handlebar-mounted control. 

When we tested the 2018 Suzuki GSX-750, our reviewer said the bike “fires up easily with a single button push, and with plenty of power on tap once the engine speed passes about 5,000 rpm, the light bike takes off like a bottle rocket, yet it’s still easy to ride at lower engine speeds.” 

Related: 2018 Suzuki GSX-S750 | Road Test Review 

Suzuki says the GSX-S750Z chassis combines “the best qualities of a tubular girder streetbike frame and a twin-spar sportbike frame, providing precise handling.” The bikes have an inverted KYB fork with gold-anodized tubes and spring preload adjustment up front and link-type rear suspension with seven-way adjustable spring preload. Radial-mounted, 4-piston Nissin brake calipers squeeze twin 310mm wave-style brake rotors up front with a single-piston rear caliper out back. Both bikes still roll on 10-spoke cast aluminum wheels shod with Bridgestone Battlax Hypersport S21 radial tires. 

The 2023 Suzuki GSX-S750Z ABS features a Metallic Oort Gray No. 3 and Glass Sparkle Black color scheme starting at $9,149, while the GSX-S750Z comes in a vivid Pearl Brilliant White and Champion Yellow No. 2 combination starting at $8,649. 

2023 Suzuki GSX250R ABS 

Suzuki says it’s fully faired GSX250R ABS sportbike delivers “easy-to-control performance, great fuel efficiency, nimble handling, and modern styling inspired by Suzuki’s championship-winning sportbike heritage.” 

Related: Small Bikes Rule! Honda CRF250L Rally, Suzuki GSX250R and Yamaha TW200 Reviews 

The GSX250R ABS returns with the fuel-injected 248cc parallel-Twin refined to maximize low- to mid-range torque. With a 4-gal. tank, Suzuki claims fuel economy of approximately 73.6 mpg, making for 250 miles of range, and the company says the low seat height (31.1 inches), slim fuel tank, and roomy ergonomics make the GSX250R ABS a good bike for beginning riders. 

The bike has a KYB telescopic front fork and a rear mono-shock with seven-way adjustable spring preload. Stopping power comes from single front and rear petal-style stainless steel rotors gripped by 2-piston Nissin calipers in the front and a single piston in the rear. ABS comes standard. Ten-spoke cast aluminum wheels are shod with IRC tires.  

The 2023 Suzuki GSX250R ABS features a new, two-tone Metallic Diamond Red and Pearl Nebular Black color scheme starting at $4,999. 

For more information, visit the Suzuki website. 

Contributor Erik Slaven takes us on a ride through a century’s worth of history on supercharged and turbocharged motorcycles, the Wonder Twins of forced induction. –Ed.

As a Kawasaki Z H2 owner, I can assure you that integrated superchargers are no gimmick. My Kawi is by far the fastest bike I’ve owned, and the sportier Ninja H2 is among the fastest street bikes ever produced. The BMW S 1000 RR, Ducati Panigale, and Suzuki Hayabusa show that naturally aspirated motorcycles are still ridiculously fast, but acceleration from the Z H2 feels faster because the engine doesn’t need to be revved out as much.

Kawasaki’s supercharger, which debuted on the H2 R at the 2014 Intermot show, is like an afterburner for the 998cc inline-Four. It helps the engine push out almost 200 hp and over 100 lb-ft of torque on the Z H2, while the Ninja H2 churns out as much as 228 hp and the experts-and-track-ready Ninja H2 R makes upwards of 300 hp.

Related: 2015 Kawasaki Ninja H2 First Look Review

Kawasaki reignited interest in superchargers, but the technology has been used on motorcycles for nearly a century. BMW was an early pioneer in the late 1920s, and other manufacturers followed suit prior to World War II. When motorcycle racing resumed in Europe in 1946, the Fédération Internationale de Motocyclisme (FIM) banned superchargers to reduce injuries and deaths, putting forced induction on the backburner until the late 1970s. Imagine going over 150mph with a supercharged engine on a prewar chassis and tires. Yikes.

The Golden Age of Supercharged Motorcycles

Born from racing, supercharged European motorcycles were the genesis for the evolution of high-performance bikes. American brands like Harley-Davidson and Indian were winning races at home with naturally aspirated engines. BMW started producing motorcycles in 1923, and by the end of the decade, it had developed the WR 750. Powered by a supercharged 4-stroke OHV 750cc boxer Twin, the WR 750 earned BMW a land-speed record at over 134 mph with German racing champion Ernst Henne at the controls.

Related: Riding the Motorcycle Century

The WR 750 was impressive but couldn’t overcome English dominance at the time, so the BMW Type 255 Kompressor was the next step. In 1939, Georg Meier won the Senior Tourist Trophy race at the Isle of Man on the Type 255, marking the first time a non-English rider had won since 1907. Using a Swiss-made Zoller supercharger, BMW’s 500cc Boxer produced around 60 hp and averaged 89 mph at the race. Meier won the Belgian motorcycle Grand Prix in 1939 as well, becoming the first rider to exceed 100 mph on a lap. The Type 255 was a bona fide superbike for BMW and demonstrated the significant performance advantages of forced induction.

Pre-War Grand Prix

Motorcycle racing was all the rage in the 1930s, and superchargers were common for most European teams. The notable holdout was Norton, which held steady with tried-and-true naturally aspirated Singles. British manufacturer AJS developed a supercharged V-4 monster with a high top speed, but it proved unreliable and either overheated or simply broke down during races. It finally won a race in Belgium in 1946, just before the supercharger ban went into effect.

Luxury British manufacturer Brough Superior developed some of the fastest supercharged bikes of the era. In 1937, Eric Fernihough set a record of 169.79 mph with a supercharged 1,000cc J.A.P. engine in his Brough Superior. Pure insanity at the time, and he was killed the following year chasing another record. 

Today, naturally aspirated bikes can exceed 200 hp and still meet Euro 5 emissions standards, which is an incredible testament to how far design and technology have come. Forced induction might seem like overkill, but nothing exceeds like excess. So, what’s the difference between a supercharger and turbo, anyway?  

Supercharger

A supercharger is mechanical device that forces more air into the engine to produce more power for a given displacement. In a car, a supercharger is often driven by a belt that wraps around a pulley between the drive and compressor gears. In a modern motorcycle like the Kawasaki H2s, a system of gears connected to the flywheel drives the impeller, which is a metal fan used to compress the intake gas. The impeller must spin much faster than the engine to effectively compress the air. Kawasaki’s supercharger uses planetary gears to spin the impeller up to 130,000 rpm and develops up to 20.5 psi boost pressure.

Turbocharger

Whereas a supercharger is driven by the engine, a turbocharger is powered by the flow of exhaust gases. Wind powered, if you will. The exhaust spins an impeller in the turbo housing, which is connected to a second impeller in the compressor housing that forces additional air into the engine. It can take a moment for the exhaust to get the impeller spinning fast, which creates turbo lag. Superchargers, on the other hand, are always “there,” as the engine is continuously powering them. Turbochargers are relatively lag-free today, but it does persist to varying degrees.

The Golden Age of Turbocharged Motorcycles

1978 Kawasaki Z1R-TC

Unlike the pre-war era fixation on superchargers, the next wave of two-wheeled forced induction was all about turbos, starting in the late 1970s. The Kawasaki Z1R-TC was the first production turbo motorcycle, kicking off what turned out to be a short-lived craze. It had a 1,000cc inline-Four that was a factory authorized conversion of the standard Z1R bikes. A Rajay turbocharger pushed the Z1R-TC to 130 hp (from 94 hp), which was quite a powerhouse in the late ’70s and extreme enough that buyers had to relinquish the factory warranty. It was a bold decision by Kawasaki at the time. Only 250 were built, as they were expensive and complex, but it got the Japanese industry scrambling.

Related: Kawasaki KZ1000 Z1-R TC (Turbocharged): 1978-1979

1982 Honda CX500T

Unlike the Z1R-TC, Honda’s first turbocharged bike was born in the factory, and many consider it the first proper factory turbo. I personally give that accomplishment to Kawasaki, but that’s a battle for another day. The water cooled CX500T had an angled, horizontal V-twin inspired by Moto Guzzi and an early fuel injection system, boosted to 80hp by the turbo. Unfortunately, the bike was plagued with turbo lag, so Honda upgraded to a 650cc variant the following year with the CX650. The increased displacement and modified (and lowered) boost brought the new bike to 100 hp, but turbo lag persisted and the price was just too high. These were short lived and disappeared at the end of 1983.

1982 Yamaha XJ650 Turbo

Yamaha released its own turbo soon after Honda, the 90-hp XJ650 Turbo. It was a heavier touring bike in lieu of something more performance oriented. It also wasn’t a ground-up design but rather based on the older XJ650 Seca with a mediocre chassis, drum brakes, and shaft drive, along with outdated Mikuni carburetors. A choppy throttle, bad turbo lag, and lackluster acceleration killed production after two years. Maintenance issues were also bad, as ambition seemed to exceed what was feasible at the time.

Related: Retrospective: Yamaha XJ650RJ Seca 650: 1982

1983 Suzuki XN85

Suzuki’s first turbocharged motorcycle, the XN85 of 1983, was an impressive effort. Like Honda, it was fuel injected, but only oil cooled and pushed out 85 hp. Turbo lag was less than the others, and the chassis was built specifically for the increased power. Like all early turbos, it was complex and expensive to produce, leading to limited production numbers. It did, however, survive for five years, making it the most successful model.

Related: Retrospective: 1983 Suzuki XN85 Turbo

1984 Kawasaki GPz750 Turbo

Six year after the Z1R-TC, Kawasaki introduced the GPz750 Turbo, aka the ZX750-E Turbo. Unlike earlier Japanese efforts that were abandoned at this point, the GPz750 was the real deal. A proper sportbike design held the 738cc inline-Four, which produced 112 hp and was good for 10.71 seconds in the quarter mile. The existing GPz750 engine was heavily modified, and the turbocharged result was the first middleweight that outperformed early ’80s liter bikes. Kawasaki’s GPz1100 sportbike trailed behind the much smaller GPz750 by 3 hp, proving that turbos were serious contenders and not mere novelties. Style, performance, and reliability made this the first truly marketable turbocharged motorcycle and overshadowed all prior efforts. Alas, it was produced for only two years.

Related: Retrospective: 1984-1985 Kawasaki ZX750-E Turbo

Why Did Turbos Fizzle Out?

In less than 10 years, the turbo craze spread like wildfire among the Big Four Japanese manufacturers and burned itself out. The idea was simple and appealing – use forced induction to extract more power out of middleweight engines. But the reality overpromised and underdelivered. Turbochargers proved to be too complex and expensive, and the payoff wasn’t big enough to make them a viable alternative to larger naturally aspirated engines – at least not at the time.

Let’s Get Boosted!

After Japanese manufacturers abandoned turbos, adrenaline junkies continued bolting aftermarket ones to their natural breathers. One of the big names in the business is Trask Performance, which produces turbocharged kits for Harleys that can squeeze 300 hp out of big V-Twins. In my mind, such turbo kits make the most sense on 1,200cc Evo Sportsters that are relatively light and nimble, and the result can more than double the stock power and deliver 120 hp at the rear wheel.

Related: Evo Sportster | End of an Era

Trask isn’t the only company with turbo kits, and versions are available that can be installed on a wide range of motorcycle types and models. Extreme Creations, RCC, Cobalt, and others offer turbochargers that deliver aircraft carrier catapult-caliber launches. You can also buy supercharger kits from companies like Rotrex, ProCharger, and TTS Performance. And if you’re curious, the answer is yes – installing any of them will void your factory warranty.

Turbocharged Suzuki Hayabusa

We can’t review the history of forced induction on motorcycles and overlook a bona fide legend. In 1999, Suzuki introduced the GSX1300R Hayabusa, which won the short-lived top-speed wars of the late ’90s. In stock form, the first-gen 173-hp Hayabusa nearly broke the elusive 200 mph barrier. The second-gen ’Busa got bumped up to 1,340cc and 194 hp, but by then, the OEMs had agreed to impose an electronically limited top speed of 186 mph (300 kph) on its production motorcycles.

Related: 2022 Suzuki Hayabusa | Road Test Review

But with some electronic sleight of hand – and a big ol’ turbo – the Hayabusa’s true potential could be unleashed. In 2011, Bill Warner set a motorcycle land-speed record of 311 mph on a streamlined and turbocharged ‘Busa. Add nitrous to the mix, and things just get insane. In 2018, a 1,000-hp ’Busa hit 258.54 mph within 1 mile from a standing start at a Straightliners top-speed event in Yorkshire, U.K.

Kawasaki Ninja H2

In 2014, we came full circle when Kawasaki introduced the Ninja H2, a factory supercharged sportbike. Over 75 years after superchargers disappeared from European racebikes, Kawasaki resurrected the concept with the most successful lineup of forced-induction motorcycles in modern history. The name comes from Kawasaki’s ’70s-era H2 models powered by 750cc 2-stroke Triples. The 1972 Kawasaki H2 Mach IV, the fastest bike of its day, was known as “the widow maker,” as the chassis and overall design weren’t suited for so much power.

The 2014 Ninja H2 has a 998cc inline-Four with a centrifugal supercharger developed entirely in-house at Kawasaki. The manufacturer had intended to outsource the supercharger, but those plans ultimately called for a bulky intercooler, so Kawasaki brought it under its own roof. The result was an independent and compact unit that boosts a growing H2 portfolio with four bikes in the current lineup: Ninja H2, Ninja H2 R, Ninja H2 SX, and Z H2.

The Ninja H2 and up-spec Ninja H2 Carbon produce a claimed 228 hp and 105 lb-ft of torque, while the track-only H2 R raises the bar considerably with 326 hp and 122 lb-ft of torque. The H2 R is currently the fastest production motorcycle of all time, but it is not street legal. The standard Ninja H2 is heavier than many sportbikes (around 525 lb wet) and won’t handle a track as well as purpose-built machines, but the intensity of acceleration and still competent performance make it one the craziest rides you can buy. With a starting price of $31,500, it’s definitely spendy, but it’s a relative bargain compared to the $56,000 H2 R.

The Ninja H2 SX and Z H2 represent the second-generation of H2 engines, tuned for more real-world conditions with 197 hp and 101 lb-ft of torque. The H2 SX is a sport-touring sportbike with a wet weight over 600 lb, but it still accelerates like a rabid cheetah without having to rev it out.

Related: 2018 Kawasaki Ninja H2 SX SE | Road Test Review

Introduced for 2020, the Z H2 naked bike is the newest model in the H2 lineup, and it’s also the most affordable at $18,500, providing the magic of Kawasaki’s supercharger at a more reasonable price undercutting. It’s not a serious track performer, but it’s not meant to be. It’s a streetbike though and through, and it’s about as fun as it gets with an upright position offering all-day comfort. The up-spec Z H2 SE ($21,700) is equipped with Kawasaki’s Electronic Control Suspension (KECS) and upgraded Brembo calipers, but the core experience is there with the standard model.

Practical Insanity

It’s a bit strange calling a supercharged motorcycle practical, but the Z H2 proves that forced induction can be both affordable and reliable. It certainly qualifies as an everyday bike and is genuinely easy to live with, unlike some high-strung competitors. I don’t know what sorcery went into the supercharger’s design, but Kawasaki nailed it, and a distinctive chirp at deceleration reminds you that you’re riding something special. Supposedly it’s caused by the impeller breaking the sound barrier. We’d like to see a return to the ’80s-era concept of adding forced induction to a middleweight. How cool would it be to see a supercharged version of the Z650, Ninja ZX-6R, or the new Ninja ZX-4RR? Sometimes it’s good when history repeats itself.

In 2018, Kawasaki distinguished itself from Honda and Yamaha by bumping displacement of its entry-level sportbike up from 300cc to 400cc with the introduction of the Ninja 400. Team Green has thrown down the gauntlet again with the 2023 Kawasaki Ninja ZX-4RR KRT Edition, a new track-focused sportbike.

Related: 2018 Kawasaki Ninja 400 ABS | First Ride Review

At its heart is a new liquid-cooled, DOHC 16-valve 399cc inline-Four, which adds two more cylinders than the Ninja 400’s 399cc parallel-Twin. Developed with input from Kawasaki’s Ninja ZX supersport machines, the engine has an oversquare bore and stroke of 57.0 x 39.2mm and is said to deliver impressive power and a claimed peak of 26.5 lb-ft of torque at 11,000 rpm.

The engine features fine-sand cast intake ports, large intake and exhaust valves, precision-machined combustion chambers, forged camshafts, cast-aluminum pistons, and a 12.3:1 compression ratio, yet it runs on regular unleaded fuel.

A lightweight flywheel contributes to the Four’s quick-revving nature, a large radiator contributes to efficient cooling, and a ram air duct brings cool, high-pressure air into the engine.

Equipped with throttle-by-wire, the Ninja ZX-4RR features four ride modes (Sport, Road, Rain, and Rider customizable) that adjust traction control (Modes 1-3 or Off) and power mode (Low or Full). It has a 6-speed transmission with a slip/assist clutch and an up/down quickshifter. Up front is a 4.3-inch color TFT display that includes a Circuit Mode for track riding and Bluetooth connectivity via Kawasaki’s Rideology The App.

Designed using input from Kawasaki Racing Team’s (KRT) efforts in the World Superbike Championship, the Ninja ZX-4RR’s chassis consists of a high-tensile steel trellis frame with various pipe diameter thicknesses, a swingarm pivot section, and a high-tensile steel swingarm. Up front is a 37mm inverted Showa SFF-BP (Separate Function Fork – Big Piston) fork with adjustable preload and 4.7 inches of travel, and out back is a fully adjustable horizontal back-link Showa BFRC (Balance Free Rear Cushion) Lite shock with 4.9 inches of travel.

The Ninja ZX-4RR rolls on five-spoke 17-inch cast-aluminum wheels shod with Dunlop Sportmax GPR-300 radial tires (120/70-ZR17 front, 160/60-ZR17 rear). Slowing it down are a pair of 4-piston radial-mount monoblock front calipers squeezing 290mm semi-floating discs and a 1-piston rear caliper squeezing a 220mm disc.

The 2023 Kawasaki Ninja ZX-4RR KRT Edition has aggressive styling with all-LED lighting and a Lime Green/Ebony color scheme. It has an MSRP of $9,699 and will be available this spring.

2023 Kawasaki Ninja ZX-4RR KRT Edition Specs

• Base Price: $9,699
• Website: Kawasaki.com
• Warranty: 1 yr., unltd. miles
• Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl.
• Displacement: 399cc
• Bore x Stroke: 57.0 x 39.2mm
• Horsepower: N/A
• Torque: 26.5 lb-ft @ 11,000 rpm (claimed)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch w/ quickshifter
• Final Drive: Chain
• Wheelbase: 54.3 in.
• Rake/Trail: 23.5 degrees/3.8 in.
• Seat Height: 31.5 in.
• Wet Weight: 414.5 lb
• Fuel Capacity: 4.0 gal.

Pragmatic riders may scoff at a motorcycle like the new Arch Motorcycle 1s. After all, there are several sporty cruisers on the market that offer better value. A Ducati Diavel V4 is a worthy machine, as is Triumph’s massive Rocket 3 R. Harley-Davidson’s Sportster S is similarly enticing. 

Related: 2023 Triumph Rocket 3 R | Road Test Review

Related: 2021 Harley-Davidson Sportster S | First Ride Review

But none of these capable bikes holds a candle to the glowing 1s, an ultra-premium roadster from the company founded by superstar actor Keanu Reeves and longtime bike builder Gard Hollinger. 

Arch Motorcycle handcrafts limited-production bikes featuring exquisite detail elements like CNC-machined aluminum chassis sections and lightweight carbon fiber components wrapped around gigantic air-cooled V-Twins from S&S Cycle.

Arch’s first model, the KRGT-1, is a performance cruiser that debuted in 2015, and I was one of the lucky few who got to test ride it. More recently, I found myself in the hills of Malibu, California, aboard the “sport cruiser” 1s model. 

“Going into a turn,” Reeves told me before our ride, “the input is the thought. Turn your head, look where you’re going, and you don’t push the bike but let it kind of respond and you feel it move. You’re super confident as you lean in, lean in, lean in.”

And Reeves wasn’t just blowing smoke. The new 1s handily exceeds performance expectations for a bike with a 2-liter V-Twin thumping away between your legs and a steamroller-sized back tire. The entire machine is magnificent, and the 1s delivers on the promise demanded of its lofty price tag.

The Arch Motorcycle 1s is how much?!

“If you have to ask,” the old saying goes, “you can’t afford it.” 

Yep, you’re looking at a motorcycle with an eye-popping MSRP of $128,000 – that’s enough dough to buy a Diavel V4, a Rocket 3 R, and a Sportster S and still have nearly enough left over to buy one of each for a friend. A price tag that steep demands incredible attention to detail and premium components, and the 1s delivers. Giant blocks of aluminum have been whittled down with computer-controlled milling machines to create intricate frame elements, the single-sided swingarm, and the curvaceous tailsection. 

Indeed, every component is spectacular – from the insanely light BST carbon-fiber wheels to the high-end Öhlins suspension to the intricate carbon-fiber airbox that allows downdraft induction and doubles as the fuel tank. Each part on the 1s is worthy of second and third looks, so it’s easy to see how its build cost quickly adds up. 

Wick’s Wingman

Gear Up:

• Helmet: Arai Ram-X
• Jacket: Alpinestars Hoxton V2
• Gloves: Alpinestars GPX V2
• Pants: Alpinestars Copper V2
• Boots: Highway 21 Journeyman

I had previously ridden with Reeves during the KRGT-1 launch in 2015, and his personality is nearly the opposite of what one might expect from a big-time celebrity. He is humble and down-to-earth. Most importantly, he just loves to ride motorcycles. At a trackday a few years ago, I watched him participate in more sessions than any other rider at the event. His passion for motorcycles is undeniable.

“I think probably at the core of it is just loving to ride a motorcycle and loving the aesthetics of motorcycles,” Reeves told me. “I like how they look, how they feel, how they smell.”

Gearing up for our ride, the guy once known as Neo from The Matrix films straddled a KRGT-1. Gard took a seat on a red and black 1s, while I saddled up on a black and gold one. Customers can order up whatever livery their hearts desire. 

“I think it’s a really beautiful, unique-looking motorcycle,” Reeves stated. 

Related: 2020 Arch KRGT-1 | First Ride Review

Keanu and Kev’s Excellent Adventure

A trio of 124ci S&S motors fire up and broadcast air-cooled V-Twin thunder through carbon-fiber mufflers. As burly as the motors are, they’re also remarkably refined. Throttle response is predictable, and the hydraulic clutch offers a reasonably light pull. The transmission shifts nicer than most big-inch V-Twin gearboxes. 

As a sport cruiser, the rider is placed in a forward crouch with relatively high footpegs, but the position isn’t nearly as folded up as a proper sportbike. At 31.5 inches, the seat is 3.7 inches higher than the KRGT-1’s. The engine’s proprietary downdraft induction keeps the midsection narrow, unhindered by a sidedraft intake that eats up space for right legs. 

“It’s still really comfortable,” Reeves related, “but you’re not sitting in the bike, you’re on top of it. I think of it like almost equestrian, like the way your feet are underneath you on a horse – that kind of hip-ankle-shoulder relationship, with the torso angled a little more forward. So you’re feeling really balanced on the motorcycle.”

Impressive power is available at all times, with a torque curve so vast it feels like a mighty electric motor aside from the rumbling vibration emitted from a pair of giant 1,016cc cylinders. Ride quality from the fully adjustable Öhlins suspension is excellent, as is the response and power from the ISR brake system with Bosch ABS. 

Instrumentation is delivered via an AiM Sports TFT gauge pack, and the bike features an adaptive LED headlamp, bar-end LED front turnsignals, and a cove-reflective LED taillight. The only element that doesn’t scream premium is the generic switchgear on the bars. 

The 1s is surprisingly agile when carving corners for a 600-lb machine with a 65.4-inch wheelbase and a 9.4-inch-wide rear tire. The gold-accented 1s turned out to be considerably sharper in its responses than the red one due to customizable setups available with the platform. The red one also had a shorter seat with a bum stop perfectly placed for my small physique. 

The stout chassis of the 1s invites extra-deep lean angles, but cornering clearance proves to be plentiful. I managed to touch down the sidestand foot when exploring the bike’s capabilities, but other journalists reported no clearance problems during their rides. Reeves noted the 1s prefers to be guided rather than manhandled. 

“We’d been developing the KRGT-1,” he said, “taking this leap into the 1s and trying to maintain the ride – the feeling of confidence, the responsiveness, the planted-ness – mixed with extraordinary components and finishes. To me, these are the best motorcycles that have ever been ridden.”

Taking It Home

I can only show you the door. You’re the one that has to walk through it. – Morpheus, The Matrix

Properly evaluating a six-figure motorcycle is vexing. The price automatically removes practicality from the purchase equation, as there are plenty of attractive and capable motorcycles available at a fraction of the cost. It’s well beyond the reach of mere mortals, so it’s human nature to want to criticize it. 

But to see it through the eyes of a well-heeled moto enthusiast who already has a collection of motorized toys, the svelte and stylish 1s offers a unique riding experience that comes with a compelling backstory. 

What do all men with power want? More power. – The Oracle, The Matrix Reloaded

Riders who appreciate thumping air-cooled V-Twins and are fully flush with cash won’t think it’s as impractical as most of us. There is truly nothing else like it in production. It would look marvelous parked next to your Harley CVO Road Glide, Corvette Z06, and P-51 Mustang. 

“Sometimes I’ll close the garage door and I’ll just stand there after a ride and stare at the art,” Reeves rhapsodized. “It’s just like, ‘Oh god, that’s beautiful.’” 

You take the blue pill, the story ends, you wake up in your bed and believe whatever you want to believe. You take the red pill, you stay in Wonderland, and I show you how deep the rabbit hole goes. – Morpheus, The Matrix

Arch Motorcycle 1s Specs

• Base Price: $128,000
• Website: ArchMotorcycle.com
• Engine Type: Air-cooled, transverse 45-degree V-Twin, twin-cam pushrods w/ 2 valves per cyl.
• Displacement: 124ci (2,032cc)
• Bore x Stroke: 4.125 x 4.625 in. (104.8 x 117.5mm)
• Horsepower: 93.5 hp @ 5,200 rpm (claimed at the rear wheel) 
• Torque: 115.3 lb-ft @ 3,200 rpm (claimed at the rear wheel) 
• Transmission: 6-speed, hydraulically actuated wet clutch
• Final Drive: Chain 
• Wheelbase: 65.4 in. 
• Rake/Trail: 25.2 degrees/4.0 in.
• Seat Height: 31.5 in.
• Wet Weight: 600 lb (claimed)
• Fuel Capacity: 4.5 gals.