The past 12 months have seen motorcycle winds blowing in two different directions. From one direction are technological advances made to premium-priced high-end machines, mostly from European manufacturers like BMW, Ducati, Moto Guzzi, MV Agusta and Triumph. From the other side are new motorcycles intended to tap into newer, less-experienced riders looking for affordable ways to join our moto world, headlined primarily by Japanese OEMs like Honda and, to a lesser extent, Kawasaki.
This bi-directional energy makes logical sense. While the global economic downturn has forced many into austere measures to survive, those at the upper economic end seem to be doing just fine and are able to afford the best motorcycles on the market. So there’s pretty much something for everyone in the class of 2013. Of the motorcycles available in dealers by August 1, our deadline for inclusion, here are the best of the best.
Read More:
Best Motorcycles of 2012
Best Motorcycles of 2011
Best Motorcycles of 2010
Best Motorcycles of 2009
Motorcycle of the Year: BMW R1200GS
The R1200GS in its previous form was not only a class leader, it had also become an icon in the motorcycle world and was the de facto bike of choice for far-flung adventures, making it also a leading choice among those whose escapades occur much closer to home.
So when it was revealed that the next GS would contain no parts of the older Gelande Strasse, GS-ophiles held their collective breath, fearing BMW might lose the plot with its new-from-the-ground-up replacement, including its new liquid-cooled Boxer engine.
Dread was unnecessary, as BMW has knocked it out of the park with its wasser-Boxer. The new GS has all the positive attributes that made its predecessor so venerable, but it’s also added nearly 15 horsepower (with no loss of low-end grunt) plus the incredible Dynamic ESA, a semi-active suspension system that automatically adjusts damping circuits to provide a magic-carpet ride in every possible situation.
It’s out on the road – any road – where the GS shines brightest. It excels wherever it’s ridden. It’ll scythe through traffic on your way to work, and it can play in the dirt on weekends. The GS will speedily cross state lines in comfort, and adding saddlebags from an extensive array of options will ensure you won’t have to leave anything behind. An adjustable windscreen deflects air to suit the rider and conditions, while nicely tuned traction control and ABS enhance safety. For its vast scope of capabilities in a ruggedly handsome package, it’s difficult to imagine a better one-bike-in-the-garage choice. And for these reasons, BMW’s R1200GS earns our Motorcycle of the Year award.
Read More:
2013 BMW R1200GS Review – Video
2013 BMW R1200GS Review – Second Ride
Intermot 2012: 2013 BMW R1200GS Breaks Cover
Motorcycle of the Year Honorable Mention: Honda CB500 Platform
There isn’t another motorcycle manufacturer working harder to actively grow the sport of motorcycling than Honda. Big Red debuted a slew of new rider-friendly products for the 2013-14 model years, including the innovative, no-shift CTX and NC 700s. But none were more successful than the new CB500 platform. When it comes to performance, quality and value, the CB line of rider-friendly smallish-displacement bikes, including the standard F, the adventure-styled X and the sporty R500R, are likely to have the most mass appeal of any motorcycles released in recent memory – surely over the last decade.
The trio of CB500s is newb-friendly while also serving as a logical step up from the entry-level bikes in the 250cc range. And by virtue of a more powerful and torquey engine than anything in the quarter-liter range, they are sure to have a longer shelf life in a beginning-rider’s garage. Honda sweetens the deal by offering three distinct models to suit most any taste.
In a sport that’s considered intimidating and expensive, the well-built and presumably dependable CB line starts at a jaw-dropping price of $5,499 – relative peanuts. A highway-ready motorcycle that you won’t soon outgrow, backed up by the reputation of Honda. Now that’s a bargain.
Read More:
2013 Honda CB500F And CBR500R Review – First Ride
Six New 2013 Honda Models Announced For US
2014 Honda CTX700/N Review
2013 Beginner Sportbike Shootout – Video
2011 Honda CB1000R Review
Best Value: Honda CB500F
What to say about Honda’s new standard that hasn’t already been spelled out? Low MSRP? Check. Solid package? Check. Great mileage? Check. The CB500F is, quite simply, a spectacular value.
The CB500 platform contains the most affordable bike released in 2013 from a major manufacturer, the CB500F. The F’s classic aesthetics and a more neutral riding position should appeal to a wider audience than its brethren (the athletic R and the tough X), and its simple and tasteful style isn’t as polarizing. Factor in all the amenities and modern technology a commuting rider could want – ABS is only a $500 mark-up – and you’ve got yourself a bargain bike with room to move.
The CB’s closest rival is likely Suzuki’s SFV650 – a bike with a base MSRP of $7999. Surely, Kawasaki’s Ninja 300 is a great little sportbike that expands the 250 class, but even it starts at $4799, just $500 less than the CB500F.
For anyone who’s ever tried to get a buddy, sibling or spouse into motorcycling, the CBs are diminutive but powerful enough for a newbie of any size to handle, and large enough to grow with them as they gain experience and confidence. Now that’s real value. You won’t get more for your money at any showroom in 2014.
Read More:
2013 Honda CB500F And CBR500R Review – First Ride
Six New 2013 Honda Models Announced For US
2014 Honda CTX700/N Review
2013 Beginner Sportbike Shootout – Video
2011 Honda CB1000R Review
Best Value Honorable Mention: Aprilia RSV4 R APRC
Best value doesn’t necessarily mean the lowest price, but rather what you get for your dollar. In the case of the Aprilia RSV4 R APRC, for $13,999 you can own an exotic European literbike for less than the cost of a Kawasaki ZX-10R ($14,299) or Yamaha YZF-R1 ($14,290).
The Aprilia RSV4 is one of our favorite sportbikes because of its razor-sharp handling. Its V-Four powerplant, while not the heaviest hitter in the class, still pumps out an impressive 160 horses to the wheel while emitting one of the sweetest exhaust notes ever to be pumped out of an engine. Couple that with the APRC package which includes traction, wheelie and launch control, plus one of the best quick-shifters in the business, and the RSV4 R is competitive even with bikes twice its price.
Read More:
2013 Aprilia RSV4 R APRC ABS And RSV4 Factory APRC ABS Review
2012 Yamaha YZF-R1 Vs. 2011 Aprilia RSV4 R APRC – Video
2012 Aprilia RSV4 Factory APRC Track Review
2010 Aprilia RSV4 R Review
Best Sportbike: BMW HP4
When you take the winner of this category last year, the BMW S1000RR, and make it even better by putting it on a diet, enhancing the software for better lap times, and add an electronic suspension that adjusts itself automatically, then it’s no wonder the HP4 is our 2013 Sportbike of the Year.
The HP4 had just been announced when our 2012 awards were being named, but we knew even then that the competition’s chances weren’t looking good. We’re happy to report the HP4 lives up to the hype, as evidenced by it winning our 2013 Exotic Literbike Shootout. Despite being one of the most powerful mills in its class, the HP4 engine, unchanged from the S1000RR, is extremely user-friendly thanks to perfect fuel metering. Forged aluminum wheels make it feel light on its toes, while impressive Brembo monobloc brakes provide improved power and feel to quickly slow this rocket.
But when talking about the HP4, the conversation always comes back to the electronics. Only the best of riders would feel inhibited by the traction control in its least-intrusive levels. For the rest of us, the confidence it inspires would make us feel like we’re on a record run every time, whether at the track or playing in the canyons. The Dynamic Damping Control is unlike anything ever seen before, and we can’t wait for it to trickle down to cheaper motorcycles. Starting at a price just north of $20K, the HP4 ain’t cheap, but we think it’s worth every pfennig.
Read More:
2013 BMW S1000RR HP4 Review – Video
2013 Exotic Superbike Shootout: Track – Video
2013 BMW HP4 Revealed – A Lighter, Track-Oriented S1000RR With Dynamic Damping And Launch Control
Best Sportbike Honorable Mention: Kawasaki Ninja 300
From one of the fastest production superbikes on the market to one meant for beginners, the Kawasaki Ninja 300 deserves massive amounts of credit for making the beginner bike segment more exciting. The seemingly modest 50cc bump in engine displacement from its predecessor gives the baby Ninja enough guts to feel like a legitimate motorcycle. Not only that, but it now looks like part of the Ninja family as well — we sometimes mistake the 300 for a ZX-6R or ZX-10R during our commutes.
It’s fun to ride, cheap to buy and own, and a competent handler, perfect for a new or returning rider while still plenty of fun for someone with experience. Added bonus: the 300 is great on gas. With some dedication to fuel conservation (and some extreme riding tactics), editor Siahaan was able to squeeze out more than 100 miles on a gallon of dinosaur juice.
Read More:
2013 Kawasaki Ninja 300 Review
2013 Beginner Sportbike Shootout – Video
2013 Hyosung GT250R Review
2011 250cc Beginner Bike Shootout
2011 Honda CBR250R Review
Best Standard: Honda CB1100
Honda rang our heartstrings when it introduced its nostalgia-tinged CB1100. Hearkening back to the iconic air-cooled CBs of the 1970s, this reinvention of the UJM (Universal Japanese Motorcycle) screams “Standard” to our eyes.
And like early UJMs, the all-new CB1100 proves adept at nearly any task thrown at it. A fairly low seat (31.3 inches) and relaxed handlebar placement welcome a rider into the CB’s pleasant cockpit that’s comfortable for anyone. Excellent clutch modulation and a tuned-for-torque 1140cc inline-Four engine ensure smooth getaways, aided by a crisp-shifting 5-speed tranny. Its engine size and substantial 540-pound curb weight imply ponderousness, but the CB’s handling is anything but. Riding on relatively skinny tires, its steering response is extraordinarily intuitive and light – you’d swear, if you didn’t know better, it was a 750 instead of an 1140.
But it’s the CB1100’s immense curb appeal that mesmerizes riders who fondly remember the good old days of motorcycling. Its fuel tank looks like it just stepped out of a 1980 brochure, but its rich and deep paint is superior to anything from that era – indeed, superior to almost any factory paint job. Chrome fenders and a large brake lamp recall Honda’s heritage, as do the snaking CB400F-inspired four-into-one exhaust headers. “Elegant” is perhaps the best descriptor of the CB1100.
This homage to Honda’s past brings us back to a period before motorcycle categories became filleted into specialized products. The CB1100 is a simple and pure motorbike that’s exceedingly friendly and easy to ride. Admired males are sometimes described as being a man’s man. Honda’s CB1100 is a Standard’s Standard, and it deserves our praise as the best one of the year.
Read More:
2014 Honda CTX700/N Review
2013 Honda CB1100 Review
2013 Honda CB1100 Review – Quick Ride
2012 Honda NC700X Review – Video
2012 Triumph Scrambler Review
2009 Triumph Bonneville Review
Best Standard Honorable Mention: Honda CB500F
When Honda pulled the wraps off its three-bike CB500 line during last winter’s International Motorcycle Shows tour, the reaction was almost unanimously positive. The impressive packages, powered by a 471cc parallel-Twin that is adequately speedy for nearly everyone, feature surprisingly low price tags and Honda’s stellar reputation for quality.
The CB500F is the bargain of the bunch, $500 cheaper than the fairing-equipped CBR500R, and its standard, upright riding position makes it preferable for around-town and commuting ease. Its handling is nimble and agile, and the fit and finish are typically Honda: that is to say, efficient and flawless.
But it was the CB’s feel and performance that left its biggest impression. Sure, it’s just a baby-step up from entry level, so we’re not talking about knuckle-whitening power here, but it easily outruns cagers in urban environments and also keeps pace with highway traffic without breaking a sweat. And while it boasts a commendably low 30.9-inch seat height, it feels less toy-like than its smaller-displacement competition and is a better fit for larger noobs.
The CB500F and its siblings sit in an unoccupied displacement segment, effectively eliminating much competition. Outgrowing a 250 or 300cc bike, the next step up the displacement chain are the twin-cylinder 650s, and that stair comes with a corresponding increase in price – Suzuki’s SFV650 retails for a full $2500 extra than the CB500F. It offers contemporary styling, nice instrumentation and enough power to keep ahead of traffic, plus a phenomenal 71-mpg mileage claim.
Well done, Honda. You’ve given those who clamor for a lightweight, affordable easy-to-ride standard something to aspire to – and swept the Standard category of our Motorcycles of the Year awards.
Read More:
2013 Honda CB500F And CBR500R Review – First Ride
Six New 2013 Honda Models Announced For US
2014 Honda CTX700/N Review
2013 Beginner Sportbike Shootout – Video
2011 Honda CB1000R Review
Best Streetfighter/Hooligan: Aprilia Tuono V4 R
While choosing this year’s MOBO selections we noticed that the Best Standard category was awash with bikes such as Aprilia’s Tuono and Triumph’s Speed Triple R – last year’s Best and Honorable Mention, respectively. This year adds models such as MV Agusta’s Brutale 675 and 800 as well as a revised Triumph Street Triple R. How is a true standard such as Honda’s new CB1100 to compete with bikes such as these high-performance nakeds? To solve this conundrum we created a new category for 2013, Best Streetfighter/Hooligan.
Aprilia’s Tuono V4 R is especially notable for not giving up much performance in its transformation from full-on sportbike to nearly naked streetfighter, unlike pretty much every other conversion from full-faired literbikes. Boasting go-fast hardware like traction control, a slipper clutch and a quick-shift transmission, the Tuono V4 R APRC is the most technologically advanced streetfighter available – its resume of competition-based technologies makes it a better track weapon than many lesser-equipped supersport bikes.
While it may resemble Bumblebee’s two-wheel transforming cousin, with 154 rear-wheel horsepower (20 more than Ducati’s Streetfighter) the Tuono simply blows away any previous naked. And because no bike has emerged to unseat the Tuono from its throne as king of the Hooligans, and Aprilia saw fit to reduce the Tuono’s MSRP $2000 (from $15,000 to $13,000), it remains our number-one choice and earns our inaugural award for Best Streetfighter. Simply put, the thrilling and exotic Tuono V4 R is one of our favorite motorcycles of all time.
Best Streetfighter/Hooligan Honorable Mention: KTM 690 Duke
Naked sportbikes are some of our favorite motorcycles on the market for their thrilling performance in a relatively comfortable package much preferable to crawling through traffic on peaky and ergonomically challenging pure sportbikes. Favorites include Triumph’s Street Triple R (our 2009 Motorcycle of the Year) and its Speed Triple big brother, Kawasaki’s stout Z1000, MV Agusta’s Brutales and the aforementioned Tuono.
So it was a bit of a surprise when KTM’s 690 Duke earned runner-up votes in our new category. After all, a single-cylinder engine doesn’t often come to mind when thinking about the Streetfighter segment, but the Duke’s Thumper is superior to any stock one-lunger we’ve ridden. The 64 horses spat out to the back tire is beyond any Single we’ve ever sampled, but more striking is its torque output – a wheelie-inducing 48 ft-lb peak, with nearly 40 ft-lb available as low as 3500 rpm. For reference, a 600cc sportbike doesn’t near 40 ft-lb until about 8500 rpm.
But for street fighting, the $8,999 (with standard ABS) Duke’s greatest asset is its lightness. At about 335 pounds with its tank empty, it’s far below anything else with notable sporting credentials. Incredible agility make it perfect for cutting up traffic or canyon roads, and its responsive Single is always ready to be spurred on.
The Duke is stylistically up to date, with a distinctive and aggressive appearance pinned together by its orange trellis frame that never fails to turn heads among the cognoscenti. If you’re into the streetfighter genre and you’re not interested in traveling on one, the KTM’s 690 Duke is a highly appealing alternative to more traditional hooligan options.
Read More:
2013 KTM 690 Duke Review – Video
Best Cruiser: Moto Guzzi California 1400 Custom
Moto Guzzi’s all-new 1400cc cruiser, the California 1400, lifts the legendary Italian marque from a quirky also-ran to a formidable, modernized opponent. The muscular-yet-elegant California combines chic Italian styling with modern technology and pavement-eating power, resulting in a motorcycle that’s so complete and so completely beyond its predecessor that it narrowly missed being our Motorcycle of the Year. Yeah, it’s that good.
The old California was a decent motorcycle, but not without its quirks. Its deficiencies and quaint funkiness were at once charming and annoying. But the new-from-the-ground-up California Custom and its Touring fratello (with windshield, saddlebags and revised ergonomics) make the old California as distant a memory as Roberto Begnini.
Powered by the largest 90-degree V-Twin ever produced by a European manufacturer (also the smoothest big-inch V-Twin ever), the new California easily stands on its own merit against established cruisers, including Harley-Davidsons. The California’s electronic rider aids make it more technologically advanced than most other motorcycles, boasting standard cruise control and ABS, plus switchable rider modes and traction control – a first for any cruiser, anywhere. At $14,990 (add $3K for the Touring model), the California isn’t cheap, but it’s less expensive than most American V-Twin cruisers. And you won’t find one with better handling, grippier brakes or a smoother-shifting transmission.
It’s too soon to put the impressive new 2014 Indians we recently reviewed in the Best of 2013 list, so this category wasn’t really all that close. The California stands out as something truly special. It retains Guzzi’s traditional charm but is enhanced by a vastly superior powerplant, useful (and class-leading) electronics, and a visual presence that looks outstanding riding down the boulevard. For bringing a different kind of cool to the staid cruiser category, the Moto Guzzi California is our 2013 Cruiser of the Year.
Best Cruiser Honorable Mention: Star Bolt
Star’s “urban performance bobber” made a splash this year on a variety of levels. Capitalizing on popular trends is a game manufacturers are often late to, so it was refreshing to see an OEM take on a current style in a semi-timely fashion. Nevertheless, detractors and purists pointed out that the Bolt is nothing more than a brazen copy of Harley-Davidson’s Iron 883, and that it’s easy to simply copy a trendsetter. Besides, a poor imitation humiliates itself – see Pibb, Mr.
So credit Star (a.k.a. Yamaha) for not just reproducing the Iron, but for showing what that bike could have been. It wasn’t difficult: Star took the existing V-Twin motor from its V-Star 950 and, employing a host of steampunk-inspired, neo-industrial styling touches, created an undeniably sexy stripper.
But Star did more than make the Bolt look as good as the original; it built a better bobber. The Bolt has a stronger engine and better brakes, plus a vastly more compliant suspension. It also tracks far more steadily than does the Iron, particularly at freeway speed.
At just nine dollars less than the Iron 883, many Motor Company loyalists may prefer to own the bike with “Harley-Davidson” on its tank, but the Star Bolt is no cheap, sugary rip-off. It looks great and performs admirably, and for that it deserves accolades – and for anyone considering an Iron 883, a test ride.
Best Sport-Touring: Ducati Multistrada S
Adventure-touring bikes can also make great sport-tourers, and none more so than Ducati’s 2013 Multistrada S Touring model. With amenities such as traction control, ABS, lockable/removable hard luggage, heated grips and an adjustable windscreen, Ducati’s Multi differs from its sport-touring counterparts mostly by way of styling and suspension travel.
But when it comes to the sporty side of the sport-touring equation, the Multistrada, with a curb weight of just 516 pounds, is significantly lighter than popular S-T bikes such as Yamaha’s FJR1300 (the lightest bike in our Sport-Touring 1.0 Shootout), making it a far nimbler bike in the canyons and around town.
For 2013 Ducati introduced Skyhook semi-active suspension which uses Sachs electronic solenoid valves in the left fork leg and the shock to actively alter damping circuits depending on inputs such as road speed, brake application and four accelerometers placed around the bike. The result is a semi-magic carpet ride that’s ready for all situations whether they be crossing the Continental Divide or the Alaska Highway. A few of MO’s editors have claimed that if there was only one bike in the garage, the Ducati Multistrada S Touring would be it.
Best Sport-Touring Honorable Mention: Triumph Trophy/Yamaha FJR1300
We’ve individually ridden the Triumph Trophy SE and the Yamaha FJR1300 and were highly impressed by both. But we’ve yet to test these two against one another. Both offer class-leading electronics packages (R-b-W, cruise control, TC, ABS, Ride Modes (the Trophy SE with electronic suspension)), plus comfy ergos, lots of carrying capacity in their hard-shell saddlebags and torquey multi-cylinder engines. Curb weights are comparable.
The $3000 price gap between the FJR’s $15,890 MSRP and the Triumph SE’s $18,999 will be a critical element in deciding which is best. The FJR won our Sport-Touring Shootout 1.0, but the Triumph wasn’t available when we conducted that test. We can’t name a definitive winner until we compare them in head-to-head conditions. We’ll soon find out, but for now these two are tied for this year’s Sport-Touring Honorable Mention.
Best Touring: BMW K1600GT/GTL
The BMW K1600GTL has owned the Best Touring category since its introduction, and as of yet no OEM has been able to dethrone the amazingly capable Beemer. To make room for newly introduced models in other categories and because the GT and GTL are largely the same bike, we combined the two into the same category. The GT took last year’s Best Sport-Touring honors.
No matter which model, GT or GTL, a person purchases, you’ll be riding the best two-wheel touring motorcycle money can buy. In our shootout with Honda’s venerable Gold Wing the GTL’s combination of lightweight handling, a stellar inline-Six powerplant (one of motorcycling’s greatest engines) and modern luxuries left the GL breathing heavy and licking its wounds. With Honda currently focusing on more practical bikes such as its CB500 Twins, don’t look for the sexy and technology-abundant BMW K1600 to be usurped anytime soon.
Best Touring Honorable Mention Star V Star 1300 Deluxe
Perhaps we’re stretching the touring category in our Best Ofs this year by including a straight-up bagger, but Star’s V Star 1300 Deluxe stretched that segment so effectively, so completely, that it deserves props as a relatively inexpensive long-haul tourer.
The VeeDee is the first production bagger to enter the light-heavyweight touring cruiser class, and it’s the best overall motorcycle in the segment by far. In our initial review after its debut launch, we marveled at its amenities, including the paint-matched fairing and immense saddlebags (7.5-gallons of capacity each), as well as its accessibility to practically every rider, particularly females and relative newbies.
Its 1304cc V-Twin helps make it much lighter (717 pounds) than any of the large-displacement baggers on the market, despite comparable size dimensions, and combined with its 27.2-inch seat height, most any motorcyclist can mount, balance and control this bike easily, as well as push it around the interstate or even parking lot with a modicum of effort.
But it was in our Light-Heavyweight Cruising Tourer Shootout that the V Star Deluxe truly earned its spot on this list. We put the Baby Strat up against the most comparable bikes we could find, including Honda’s Interstate and the new Boulevard B.O.S.S. from Suzuki. While the other bikes had numerous highs and sighs, the V Star D flat-out dominated, performing solidly in every category up and down the Motorcycle.com scorecard and winning that shootout handily, in no small part due to its batwing-style fairing.
The baby bagger’s finest feature, the hard-molded fairing features a (relatively) excellent audio system with iPod jack. But it truly shines via its deployment of a Bluetooth-equipped, satellite radio-ready Garmin Zumo GPS that’s mounted high just under its windscreen as standard equipment. This is a phenomenal perk on any long-haul touring motorcycle.
The V Star 1300 Deluxe bakes in a lot of over-the-road comfort and features for its $13,790 MSRP. It won’t appeal to all touring aficionados, but many of those are not full-grown baby-boomer males or gadget-happy, performance-minded European touring riders. Rather, it’s a touring cruiser for everyone else, and that’s why it’s the runner-up in our Best Tourer of 2013 category.
Best On-Off-Road/Adventure: BMW R1200GS
Not since an Honorable Mention in our 2010 Bike of the Year awards has BMW’s R1200GS made this list. Not that it wasn’t deserving of honors, but we’ve been enamored with the 800cc middleweight dual-purpose bikes such as BMW’s own F800GS and Triumph’s Tiger 800. The GS has been so good at its intended purpose, in fact, that the 2012 model handily won our 2012 Adventure-Touring Shootout. With the introduction of the all-new R1200GS, it’s no surprise the OG A-T bike not only wins our Best On-Off-Road category but also our Motorcycle Of the Year award.
With a new precision-cooled Boxer engine producing more horsepower and torque, an electronics package including switchable ABS and TC, R-b-W and optional Dynamic ESA, the off-road icon entered 2013 with a clear advantage over its competitors. Despite all its newness, the BMW managed to maintain the balance of off- and on-road qualities that’s kept the GS as the benchmark in this category for so long.
The R1200GS is the Swiss Army Knife of motorcycling – there is almost nothing it can’t do. KTM’s all new 1190 Adventure is just around the corner, and early reports have been glowing. But in 2013, no other motorcycle can match the GS’s incredible versatility and its horizon-stretching capabilities.
Best On-Off-Road/Adventure Honorable Mention: Husqvarna TR650 Terra
Like our Sport-Touring category, bigger is not always better in the adventure segment. Just because a rider can muscle a 1200GS through a tight single-track trail doesn’t mean it wouldn’t be easier and more fun on something smaller. Single-cylinder dual-sports normally fall short in one of two areas: highway capability or off-road finesse.
Husky’s TR650 isn’t really deficient in either area, striking a careful balance of capabilities that encourages highway travel on the way to challenging off-road trails. It’s served well by an extensively hot-rodded BMW G650 powerplant, dishing out plentiful low-end grunt for urban use or climbing dirt hills while also being relatively smooth and proficient on the highway.
The engine in Kawasaki’s KLR650 workhorse can do those things, but it can’t match the nimble and adroit off-road performance of the TR650. The Terra (and its street-focused twin, the Strada) also outshine all reasonably priced dual-sports in terms of style, an area Italians always seem to excel at.
Perhaps most impressive is the Terra’s $6,999 MSRP, a mere $500 more than the stalwart-but-dull KLR. Big and far-ranging adventures don’t come any cheaper than the TR650 Terra.
Read More:
2013 Husqvarna TR650 Review
Best Scooter: BMW C600/650 GT
It’s not often you’ll hear us say we were blown away by a scooter, but BMW’s C600/650 is not your average scoot. There’s nearly 600 pounds rolling on 15-inch wheels, but you’d never know it. The C-model scooters from BMW handle everything from twisty canyon roads to freeway commuting, but then ride either to the local supermarket and a week’s worth of frozen pizzas fit neatly in the under-seat storage.
The C650 GT, at $9,990 is certainly more expensive than a lot of motorcycles, but a lot of motorcycles won’t perform as well as this scooter. In an apple-to-apple comparison with the recently updated Suzuki’s Burgman, the BMW is lighter, more powerful and $1k less expensive!
Best Scooter Honorable Mention: Honda PCX
The only reason why the PCX beat out the C650 last year was because of a technicality – none of our staffers had yet ridden the BMW. A year later and it’s obvious the German scooter deserves the rightful crown of top dog, but despite a challenge from the revised Suzuki Burgman, we still pick the Honda PCX as our honorable mention in this category.
At $3449, it’s a great value, perfect for city dwellers or those looking for inexpensive transportation – the typical realm of scooters. The PCX is relatively comfortable for the average-size rider, and the storage space under the seat is enormous and convenient. It also sips fuel like its life depended on it while still allowing you to keep pace with surrounding traffic. An added bonus: the 150cc displacement makes it eligible to hop on the freeway for those short jaunts on your way to work or to school.
Best Off-Road: 2013 Kawasaki KX450F
Kind of like those confusing Academy Award Best Picture nominations, in which year-old movies are often lumped in with newer releases because of some weird cutoff date, the 2013 KX450F was our best dirt bike pick for 2012 because of its early availability in Kawasaki dealerships last year. Surprise, or not, it also happens to be our top pick for 2013.
The 450F’s fuel-injected DOHC motor delivers awesome Open-class punch right at the first hit of the throttle, with amazing tractability and excellent throttle response, and its generous power curve is also easily adaptable to various tracks via Kawasaki’s swappable ignition coupler caps, which can alter the power character to suit the rider’s needs. Meanwhile, KYB’s 48mm Kayaba Pneumatic Spring Fork (PSF) contributes to the 450F’s excellent suspension package, which can efficiently handle any style of bump likely to be encountered on the track.
Combine these great attributes with a forgiving aluminum perimeter chassis that is both stable and willing to carve corners while offering excellent ergonomics and strong brakes, and the 2013 KX450F survives to earn our Best Off-Road honors for the second straight year. No Best Picture winner can ever claim that!
Read More:
2013 Kawasaki KX450F Review
2014 Kawasaki KX250F & KX450F Review
Best Off-Road Honorable Mention: 2013 KTM 350 XC-W
We could just as easily have thrown Kawasaki’s excellent KX250F in our Honorable Mention slot and been happy with the choice, but we wanted to give props to a true off-road machine, and the KTM 350 XC-W fits the bill perfectly.
Based on the 350cc engine package that factory riders Antonio Cairoli, Taddy Blasuziak and Charlie Mullins have used to dominate the ranks in their respective motocross and off-road disciplines, the XC-W’s fuel-injected, short-stroke, DOHC Single delivers snappy, high-revving Open-class power without being brutish like many of its 450cc peers, making it an excellent choice for riders stepping up from a 250cc machine or for mature Open-class riders looking for a more user-friendly motor.
All that sweet power is wrapped in a chassis that delivers the desirable attributes of a lightweight 250cc machine. Precise handling and a rail-thin layout make it easy to conquer all kinds of uncomfortable off-road situations that might be a chore on a 450. Featuring WP’s open-cartridge forks, CNC-machined billet triple clamps and a linkage-less Progressive Damping System (PDS), the 350 can handle the ruts and rocks on the gnarliest single-track trails in the universe.
The KTM 350 XC-W is capable of winning a National-level off-road competition right out of the box. So what’s not to love?
Best Electric Motorcycle: 2013 Zero S
The electric motorcycle race is marching on at a rapid pace, and the 2013 Zero S is the latest example of how far the performance gap to gas bikes is closing. Last year, the Zero S/DS duo was the first legitimate entries we could even remotely compare to a gas counterpart in terms of performance. For 2013, however, there’s no question a Zero’s performance is on par with 250cc gas bikes, and perhaps even better.
A bigger motor coupled with a larger battery give it more power and longer range, while advancement in charging systems means the new bikes fill up 25% faster when using a standard wall outlet. For even quicker charging, the Zero can be filled to 95% capacity in under an hour at a CHAdeMO station which, granted, are few and far between.
While still not as quick as what’s possible, this battery technology is enabling many riders to shed their range anxiety while performing their usual daily routine. Don’t be surprised to see real-world mileage figures near 80 under normal operating conditions. Take advantage of Zero’s ingenious smartphone app, and the performance of the machine can be custom tailored to your needs. Each year the e-bike manufacturers make massive improvements from the year before, and Zero has thoroughly impressed in 2013. We can’t wait to see what’s still to come.
Best Electric Motorcycle Honorable Mention: Brammo Empulse
It wouldn’t be fair to Brammo if we left the Empulse out of the picture this year. Now that we’ve spent a fair bit of time onboard the company’s flagship, we’re genuinely impressed with its performance. Its power nearly rivals some 650cc gas-powered Twins, while the sport-oriented suspension and Brembo brakes give it true sportbike-like handling and stopping capabilities.
Our jury is still out on the effectiveness of the six-speed transmission, though kudos to Brammo for thinking differently. In the highly evolving and fast-paced e-bike world, second best was all we could give the Empulse considering the Zero S’s utility and its user-friendly comportment. However, if you were to ask us to choose between the Zero S or Brammo Empulse if the road ahead was filled with twists and turns, the clearly superior components on the Brammo would make it our choice in a heartbeat.
Best Technology: Semi-Active Suspension
It’s a rare event when the introduction of a new feature to motorcycling results in a paradigm shift of what’s possible, but the roll-out of semi-active suspension among several European manufacturers is an advancement that changes how we think about wheel control.
Our first taste came during BMW’s HP4 launch last September at the Jerez circuit in Spain. Dynamic Damping Control uses Sachs components to automatically adjust damping every 10 milliseconds based on data feeds from throttle position, velocity, gear position and the traction-control system, including its bank-angle sensors. DDC worked well at Jerez, but the smooth racetrack wasn’t much of a challenge.
Next up was Ducati Skyhook Suspension tested on the Multistrada S one month after the HP4. Like the BMW, DSS uses a Sachs fork and shock with electronic solenoid valves to actively alter damping circuits depending on vehicle data. Tested on a multitude of road surfaces, the semi-active circuitry was especially impressive. DSS supernaturally ironed out large bumps while keeping taut control when being ridden aggressively, and it wonderfully limits longitudinal forces during hard braking.
A few months later came the introductory ride on BMW’s all-new R1200GS, including its optional Dynamic ESA. Also based on Sachs componentry, Dynamic ESA’s semi-active suspension works similar magic as the Multistrada’s, providing adaptable damping appropriate to the current riding conditions.
We’ve performed follow-up testing on all three of these machines, and the efficacy of semi-active suspension has made us true believers in this technology. Although currently available on only high-end motorcycles, the technology is relatively affordable. Of the cost of the HP4’s system, BMW reps didn’t balk when I hypothesized a 500 euro value, so we’ll surely be seeing similar systems on more bikes in the near future.
More comfort when you want it, and more control when you need it, performed automatically and without thought or action from a rider. Once you try it, you’ll never want to go back.
Best Technology Honorable Mention: Zero Smartphone app
When we heard about the Zero smartphone app, which allows you to view a host of parameters like speed, range, charge remaining, as well as adjust settings like top speed and maximum torque output, we were intrigued. But when editor Siahaan got a chance to sample the app while racing at Pikes Peak earlier this year, he was sold on its usefulness.
Adjusting power and speed to maximize efficiency is now done with the press of a button. No more pulling out wrenches and getting bloody knuckles. The app can act as a digital dashboard, replacing most of the gauges currently on the Zero altogether if desired. With the ability to be so in tune with the motorcycle, in real time, in a way not yet seen on gas bikes, the app allows the user to experience motorcycle riding in a whole new light. This type of tech will no doubt become commonplace among e-bikes, and when it does, we can look back at Zero for helping pave the way.
Best Product: Dunlop Q3
Carbon Fiber Technology, or CFT, is the catchy buzzword Dunlop is using to advertise its latest street/trackday tire, the Q3 reviewed here. The successor to the popular Q2, we were initially suspicious whether Dunlop would be able to better the appealing Q2, but it did. And in impressive style. CFT refers to carbon fiber filaments reinforcing the sidewall of the tire. This in turn provides enhanced stability under braking and at maximum lean angles.
More than just marketing hype, the Q3 delivers. The confidence provided by the new tire is remarkable and especially noticeable when riding Q2 vs. Q3 back-to-back,. With the Q3, late-braking maneuvers are encouraged, as is finding your personal limits of lean. There are a lot of great tire options currently on the market, but the Dunlop Q3 strikes the best balance of grip and durability we’ve ridden in 2013.
Best Product Honorable Mention: Ready Ramp
There’s no better feeling than purchasing an item then realizing over the course of ownership that it’s performed exactly as advertised and that you’ve unequivocally gotten your money’s worth. At least that’s how we feel about ReadyRamp, the combined tailgate extender/motorcycle ramp.
By blending the obvious needs of loading a motorcycle into your truck and ensuring your cooler doesn’t get left on the freeway when transporting the motorcycle, the ReadyRamp negates owning a separate bed extender and ramp. We’ve been using the ReadyRamp to load and haul everything from a Harley-Davidson Sportster to a Triumph Tiger Explorer. Constructed of 6061 T6 aluminum and rated with a 600-pound load capacity (which we’ve exceeded on several occasions) the ReadyRamp has taken everything we’ve thrown at it and looks no worse for wear.
Two needs satisfied by one product, the $270 ReadyRamp is a practical purchase for owners of a pickup truck and a motorcycle.