Joining the ranks of other Triple manufacturers, namely Triumph and MV Agusta, the FZ-09 looks to trump its competition by virtue of more displacement and a lower MSRP.

Yamaha refers to its new engine as a "crossplane crankshaft," but in fact all three-cylinder motorcycle engines use the same 120-degree crankshaft spacings - the same as its British and Italian counterparts. Yamaha is borrowing the terminology from its R1 superbike - with a unique inline-Four crossplane crankshaft engine design - to imply that the new Triple delivers the same brand of linear torque output. Yamaha is claiming 65 ft-lb of torque, four more than its outgoing FZ8. And, like all Triples, Yamaha's utilizes a balance shaft to offset the resulting vibration inherent in this design.

Unique to the new Yamaha Triple is the use of different-length intake funnels (122.8mm, 102.8mm, 82.8mm) that Yamaha says improves throttle response as well as low- and mid-range engine power. Crossover tubes between 1 & 2 and 2 & 3 header pipes also broaden its torque curve. A large exhaust collector under the engine enables a nicely stubby canister outlet. Yamaha reps claim the FZ-09 emits a pleasing sound when both inhaling and exhaling.

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When the ambient temperature of 39° F glowed through the darkness from the ST1300's instrument cluster when crossing the Panamint Range, I was left with only the Honda's windscreen to deflect the frigid effect of an approximate wind-chill temperature of 21° F. Chief Editor, Kevin Duke, on the FJR, and guest tester, Kaming Ko, on the Concours also had their windscreens in the high position. They, however, enjoyed the warmth emanating from their bikes' heated grips, while my hands depended solely on the warmth supplied by the gloves I was wearing and the deflection from the Honda's smartly placed mirrors.

When it comes to cold temperatures, the Honda's saving grace is its barn door of a windscreen. The electrically adjustable component boasts the greatest range of motion of the three, elevating from a resting position with a rider's helmet in the wind to its highest position diverting all wind above a rider's helmet. There's a small amount of buffeting backdraft when the screen is in its highest position, but it's preferable to a freezing, 80-mph frontal blast. The Honda's windscreen is also stable in all circumstances whereas both the Yamaha's and Kawasaki's plastic screens tend to vibrate, then vibrate more the higher you raise them.

"At one stage of our ride, I was cruising along at 110 mph on the Honda with my faceshield open," relates Duke. "It was a surprisingly sedate and pleasant experience that can be delivered by only a few motorcycles."

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The recession has no doubt slowed some of the progress, however, that hasn't stopped much in this sport. During the last few years we have seen tremendous advances in ignition systems, electronic fuel injection, front suspension, and now, for 2013, shock technology.

KTM is the first to introduce an air shock to modern racing. The idea is not new in principle, but it does break a longstanding tradition of externally sprung components. The new WP air shock is enshrouded in mystery that has suspension technicians intrigued.

Like most air shocks, the external coil spring is absent, as on Dungey's KTM 450SX. We don't know for sure if there is any type of internal spring, although suspension experts believe there may be one to control top out.

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Four years on and it's even more surprising Yamaha has kept the venerable FJR relatively unchanged all this time. Now, with mounting pressure from the Kawasaki Concours 14, Triumph Trophy, BMW K1600 and others, the Tuning Fork company realized it couldn't keep its hands in its pockets any longer. Meet the 2013 Yamaha FJR1300A.

The good news, clearly, is an updated FJR. However, those hoping for a major overhaul will be disappointed. Yamaha has focused on improving the rider experience, making it more comfortable and refined in response to owner surveys which note a considerable increase in FJR owners taking full-day or long-distance trips the past three years.

More Than Skin Deep

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The Triumph Explorer and Yamaha Super Tenere are the newest combatants in this increasingly competitive market, while both KTM and Moto Guzzi have held positions in this category with models of their own, shall we say, eccentricities. What these five bikes represent, though, are the disparate avenues manufacturers are traveling to attain a similar goal. Which begs the question: Have any of these Johnny-come-lately A-T bikes succeeded in surpassing the mighty GS to become the new benchmark model?

Achieving the answer to that question was fraught with scorching temperatures and mind-numbing freeway miles, but also ribbony two-laners, gravelly fire roads and dusty singletracks, all the while loaded down with an assortment of clothing and camping gear. Sentiments ranged from surprised to disparaged, and in the end consensus, but not absolute agreement.

From the most expensive base model MSRP, BMW at $16,149, to the least expensive, Yamaha at $14,899, the bikes are all within a $1,700 price range. Because of its least expensive price, the Tenere scored a perfect 100% in the Price/Value category of our ScoreCard, with the KTM coming in a close second. Each manufacturer produces an array of accessories to outfit their model which increases the price you'll pay accordingly, but BMW, with its longevity in this category, is backed by the strongest selection of accessory components.

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For 2013 Yamaha also announced some minor changes to its naked roadster, the FZ8, which you can read about here, as well as plans to develop a new three-cylinder engine using the crossplane crankshaft from the M1 MotoGP bike and the R1.

A face-lift, new windshield and TC top the updates

Starting at the front, the FJR's menacing cat-eye headlights now have LED daytime running lights, a la Audi's A series cars. The front fairing is restyled for improved aerodynamics as well as a sleeker but more aggressive appearance.

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The past 12 months have seen fewer new-model announcements and debuts than we fondly remember from five years ago, but there are several motorcycles that really stoke our fires and encourage us to mount up and ride.

It's again that time of the year when we select Motorcycle.com's Best Of choices - our annual MOBO awards. Surf along as we look back at the standout motorcycles of the past year. Click here to see our results from 2011.

Motorcycle of the Year
Kawasaki ZX-14R

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Despite few changes in the DS segment in the past few model years, we decided to sample some current DS offerings to see if there is a do-it-all bike that doesn't suck ... the fun out of one type of riding or the other.

250cc Upper Classmen

Rather than gravitating to the usual suspects like Kawasaki's KLR650 or a BMW GS model, this time we wanted to look at what was available in the small-bore D-S class. But this category is deceptive, as the offerings vary wildly.

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It has been a couple years since we last did a Japanese literbike shootout, because, frankly, the field has been quite stagnant for a while (save for Kawasaki's total revamp of the ZX-10R last year). It took them another year, but Honda, Suzuki and Yamaha have all tweaked their respective contenders for 2012 - the CBR1000RR, GSX-R1000 and YZF-R1, have significant changes, while Kawasaki returns for 2012 with the same traction-control-equipped machine it introduced last year, confident of its chances.

Having ridden all of the players at their respective intros, we knew it was time to once again pit them against one another for Japanese literbike supremacy. Read the respective stories for details on the upgrades, because here we're evaluating how they compare to one another. With the CBR's improved suspension, the GSX-R's re-worked engine and upgraded brakes, and the addition of traction control to the YZF-R1, the ZX-10R has some stiff competition this year.

If hype is all that's needed to win shootout comparisons, Ducati's new 1199 Panigale would have this in the bag. We're out to prove that this year's literbike field is closer than most would think. Welcome to Motorcycle.com's 2012 literbike shootout, Part One.

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We'd like to think a manufacturer could build a perfect bike for you, and never mind the fact that they have DOT, EPA, CARB and a slew of other acronyms to appease. We want two-stroke lightness, four-stroke traction, fuel-injected smoothness, plush suspension that never bottoms out, and we want it to look universally awesome and at the same time unique. We want it street legal and I want to race it, too. And make it cheap.

Knowing our consumer-bred difficulty going into this exercise is why it's so exciting to test the latest offerings from the off-road motorcycle manufacturers. Just how close can they get? Well, Yamaha's 2012 WR450 is the end result of a whole bunch of listening, tuning, tweaking, theorizing, manipulating, fixing and breaking stuff all in the name of finding the closest thing to perfection.

Hop on as we travel to central Florida and the opening round of the GNCC Racing series for a serious test of the 2012 fuel-injected Yamaha WR450F.

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Three leading models that embody all three traits are the Honda PCX, Piaggio Typhoon 125 and the Yamaha Zuma 125. We've covered all three before, but never have we ridden them side-by-side-by-side. On paper, all three scoots appear rather similar: all have comparable engine displacements, all use Constantly Variable Transmissions - eliminating the need to shift - all deliver impressive MPG figures, and (perhaps most importantly), all but one have space under the seat for two six-packs and a box of wine.

In reality all three own distinct differences, many of which even took us by surprise. We picked scooters in the 125cc category because this engine category is well suited to the needs (and pocketbooks) of college students and urban city dwellers. Being under 150cc, however, none of these scooters are legal for freeway use.

Our panel of riders for this test include E-i-C Duke, who stands at the same 5-foot, 8 inches as I do. Content Editor Tom Roderick, who, at 185 pounds and 6-feet tall, represents the long-legged of the group. We subjected each scooter to its intended environment - urban city commuting - while also taking the off-road-capable Piaggio and Yamaha onto some dirt roads for a little fun off the beaten path. At the end we tallied up mpg figures, compared storage compartments and mulled over our subjective riding impressions to come up with our winner.

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Whereas most scooters are variables of a central street-legal, urban theme, Yamaha's Zuma 125 radiates a more adventurous attitude with a look that says "let's go camping," or "go ahead, take off down that fire road and let's see where it goes." Conveying this venturesome spirit are the fat for 12-inch rims (120/70 front and 130/70 rear), enduro-esque tires.

An exposed large-diameter steel frame is a styling element that allows Yamaha designers to use less plastic on the Zuma than other scooters. The plastic on the bottom of the Zuma is, in fact, left unpainted to better absorb the resultant scratches off-road riding generates. Hands protected by brushguards, large, dual headlights surrounded by steel crash bars, and front suspension shrouded in fork gaiters all conspire to elevate the off-road legitimacy of the Zuma.

The Zuma exhibits a harsh ride due to seriously stiff spring rates (exacerbated by inadequate rebound damping), but having recently sampled the Honda PCX, whose suspension suffers an inversely proportionate problem, I prefer over-sprung to under-sprung in this scenario. Considering the Zuma's off-road proclivities, Yamaha may have stiffened the spring rate to better absorb some of the off-road punishment a Zuma may endure compared to a pavement-only scoot.

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In the case of the former, the RSV4 platform has been a major hit as it combines an extremely precise chassis with a unique V-Four engine that may not have been the most powerful in its class but definitely left the rider invigorated with its characteristic and exciting power delivery and sound. For the latter, the crossplane-crankshaft R1 is Yamaha's answer to differentiate itself from the rest of the inline-Four playing field. Using its MotoGP technology to benefit production machines wasn't just a marketing ploy, but a concerted effort to give Yamaha a leg up on the competition.

The basic forms of the RSV4 R and YZF-R1 should be nothing new to loyal readers. We've covered the Aprilia before in our 2010 literbike shootout and yours truly was recently at Yamaha's press introduction where the company unveiled its new upgrade to the R1. These machines illustrate how manufacturers are refocusing their attention from the machine shop to the laptop.

Aprilia's electronic rider-aid system is dubbed APRC, for Aprilia Performance Ride Control, and it not only incorporates an eight-level traction control, but also wheelie control, launch control and an electronic speed shifter. Best of all, it's not only available on the top-of-the-line RSV4 Factory model, but also the more affordable, $16,999 R model, tested here, which comes with all these features.

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Yamaha's YZF-R15 has offered riders the ultimate sportbike in its 150cc segment, managing to retain the unadulterated feel of its legendary mentors, the supersports YZF-R6 and R1.

Leaned over mid-corner, tires fiercely gripping the tarmac, its engine screaming out the high revs it craves, this Yamaha has treated aspiring sportbike riders ever since its launch. The lean and compact, technology-packed R15 represents a mean package, accelerating, turning and stopping with the aggression of a precision, laser-guided missile.

Powering around a set of corners at the Madras Motorsports track, India, the YZF-R15 Version 2.0 feels every bit as good as Yamaha's "Racing Instinct" philosophy suggests. Just how much better is the R15 V2.0, and can it reignite the passion amongst sport bikers as did the original?

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In my mind I still have the fearless aspiration on a motorcycle that I did when I first started riding, but maybe as I get older my self-preservation instincts have started to form a bigger influence on me. Clearly, executing the above scenario would be a recipe for disaster. In fact, I've done it once before.

With the bike firmly on my knee, maximum lean angle achieved and a greedy throttle hand, I twisted my wrist as far as it would go, hoping to get a vicious drive out of the corner to pass the guy in front of me. Instead, my boneheaded move landed me right on my head. I haven't repeated that move since, but the 2012 Yamaha YZF-R1, now with traction control, gave me a feeling that maybe it was time to give it another whirl. And I did. So much for those self-preservation instincts.

This time around, however, the result was different. Instead of violently spinning the rear tire and going sideways rather than forwards, in a fraction of a second the R1 performed its numerous calculations, determined I was trying to drive out of a turn, and instead of throwing me over the highside, delivered just enough power to the ground to keep me going forward with minimal wheel spin. A believer I became.

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Change, however, is inevitable. While the world makes a push for cleaner power sources and maximum fuel economy, the Zuma soldiered on with its 49cc two-stroke engine. While still wildly economical at a claimed 123 mpg, its powerplant didn't make Mother Nature happy, nor did it provide much torque. Over time, owners complained that the seating position was sloped too far forward, placing a lot of weight on the arms. That problem was exacerbated with a pillion on board.

So was born the 2012 Yamaha Zuma 50F. At first glance the 50F doesn't appear to be much different from the model it replaces. Blame it on the focus groups. They helped dictate the direction of the third-generation Zuma's styling. They indicated that styling and fuel mileage were the two biggest factors when determining which scoot to buy. Yamaha showed these focus groups a myriad of different design sketches ranging from radical to subdued, and as the elimination process progressed, a pattern emerged: the twin bug-eye headlights from the previous model were huge hits that shouldn't be touched, and clean, comfortable and simple styling was preferred over "plasticky," sharp designs.

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Yamaha and its cruiser line, Star Motorcycles, is one of those manufacturers erring on the side of caution with next year's street lineup. This despite being the second-best selling brand for cruisers 900cc and up last year (behind some company from Milwaukee...), and with the Raider being the best selling "high end" metric cruiser above 1300cc for the same time period. On the sport side of things, Josh Herrin's and Josh Hayes' success on the YZF-R6 and R1, respectively, have done little to convince Yamaha to come out with something new. But that's not to say the company doesn't have some exciting surprises in store.

First some bad news: those hoping Yamaha would unveil a new YZF-R6 for 2012 will be disappointed. The same basic model we've seen since 2008 will see its way into another year, although freshened up with some different paint schemes. In fact, not only is the R6 the same from last year, the FJR1300A, FZ1, FZ8, FZ6R and WR250R are all copies of the 2011 versions with new colors and price hikes of $100 - $200.

On the Star side, models returning from last year are the V Star 950, V Star 950 Tourer, V Star 1300, V Star 1300 Tourer, Road Star, Road Star Silverado, Stryker, Raider and Venture. These are unchanged except for different color options and a price increase of $100 compared to 2011.

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There's a prevailing platitude among two-wheel pundits that says this type of motorcycle is impractical for everyday use by the non-racing everyday rider. And while not in direct conflict with this theory of impracticality, an equally popular assertion that gets bandied about alleges that of the sportbikes purchased, most will never turn a wheel on a closed course and only ever exist under control of local vehicle codes rather than club-racing rules.

So, after selecting the all-new 2011 Suzuki GSX-R600 as our top choice for use at the racetrack in our 2011 Supersport Shootout - Track comparison in which the new Gixxer went toe-to-toe with the Honda CBR600RR, Kawasaki ZX-6R and Yamaha R6, we now move on to Phase 2 of this often-annual examination in which we examine how they perform in a street environment.

It's time to see if the fresh-faced Gixxer Sixxer can make it a sweep in 2011 at Motorcycle.com or if we somehow found one of the three other - and older! - bikes in this brawl a better streetable package.

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But for those of us who like the slightly more unassuming qualities of a 600cc machine, the choices have remained the same for a few years now. Heck, we didn't even bother doing this test last year since the game hadn't changed much except for a slightly longer exhaust canister on the Yamaha YZF-R6.

For 2011 however, Suzuki has whet our appetite with an all-new GSX-R600. Pete had a chance to test the all-new Gixxer at its press launch, held at Barber Motorsports Park. If you haven't read that yet, take a peek here. Keeping in line with tradition when it comes to new model revamps, the newest 600 on the block is lighter, stronger and more powerful than the model it replaces. Pete came back optimistic about the new GSX-R's chances in the face of the current 600 king, Kawasaki's ZX-6R.

We really liked the Green Machine back when we last tested it against its peers in 2009. Two years on and the ZX-6R is largely the same motorcycle, save for bold new graphics. But every champ's stay at the top must come to an end eventually, and who better to see if the new Suzuki can topple the ZX than us, right? And, to give each Japanese manufacturer a fair chance, we also brought in the Yamaha YZF-R6 and Honda CBR600RR to see if either bike could be a wildcard in this battle.

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What started as a duel between the 2011 Kawasaki Ninja 1000 and 2011 Yamaha FZ1 morphed into a Mexican stand-off with the last-minute appearance of the 2011 Suzuki GSX1250FA. The Suzuki's arrival broadened the scope of what a gentlemen's sportbike can be by counterweighting some of the shortcomings of the other two bikes.

Introduced this year, the Kawasaki Ninja 1000 and Suzuki GSX1250FA are the freshest models in this three-bike comparison. The Suzuki is a refreshed Bandit, now with a full fairing and standard antilock brakes bringing a heavier sport-touring aspect to the class.

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Lucky us, we got our paws on four of 'em: Aprilia's Shiver 750, the BMW F800R, Triumph's Street Triple R and the FZ8 from Yamaha.

What are they?

Perhaps with the exception of the Shiver, these motorcycles, like the first true nakeds - streetfighters - were born from other models of bikes, and share many things with their "genetically" similar siblings. However, they also differ enough to create a distinct place of their own in their respective brand's model lineup.

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As the latest beneficiary from Yamaha's repli-racer genetic stock, the 779cc inline-Four is endowed with some of Yamaha's most inspired sporting technology which should serve it well in its life as an everyday sporting Standard.

The FZ8's DNA has roots in Yamaha's premier sportbike, the YZF-R1. The current FZ1's engine was derived from the pre-crossplane R1. The new offspring inherits the FZ1's R1-inspired alloy perimeter frame, its chassis geometry, some engine components, as well as many design elements from its compact and efficient engine.

Since we've already covered most of the FZ8's tech details in our preview article, we'll focus on why Yamaha thinks this bike is a good idea now, and what it's like to ride.

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Among the rhetoric we've been hearing is that one day, perhaps sooner than some think, the electric powertrain will supplant the internal-combustion engine. E-bike advocates - and even some who are merely ambivalent - seem already programmed to offer what's fast becoming a cliched, verbal knee-jerk response: "it's the future."

Oh really? If so, what about the present? Since these bikes are here now, has that future begun? To find out, we took as representative samples the still-current 2010 Zero DS Electric Dual Sport and the 2011 Yamaha WR250R.

As an electric dual-sport, the Zero is the only U.S.-made game in town. Zero says its S/DS series offers performance roughly on par with a "150-250cc" motorcycle. So we picked a rather high-priced and powerful example off the top end of that spectrum, and threw them both in the ring.

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Three years later, the design is holding tough, with basically just graphic changes. Yamaha says the bike can trace its lineage to YZF motocrossers and more aggressive enduro bikes, and we came away convinced this was not just marketing hype.

Our 298-lb California model weighs just one pound more than the 49-state version, and with its lights, turn signals and license plate, made riding to the trails and then hitting it a fairly do-able proposition.

We'd estimate this is about a 60:40 bike in terms of its street/offroad prowess, and changing the tires to full-on knobbies would make it about a 50:50.

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Beyond the obvious benefit of carrying your crap in the standard saddlebags, many of these light-duty touring Twin-powered boulevard bombers come with luxurious accoutrements to make miles in comfy saddles more pleasurable.

A sizeable windscreen - if not a full batwing fairing - protects against windblast, which is often exacerbated by a cruiser's relaxed fists-in-the-wind seating position. And some manufacturers stuff the bar or frame-mounted fairing full of niceties, like a comprehensive radio tuner/CD player and/or MP3 combo along with switches or switch blanks ready for auxiliary lighting and so on.

The idea, it would seem, is that a bagger cruiser is ready to take you considerable distances in comfort, yet not sacrifice too much of the cruiser appeal, allowing you to cruise casually down the 'strip on Saturday night without looking like you're ready to ride coast to coast.

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Could a sporty small-displacement bike like the FZ-16 find a home on America's urban streets?

Rugged and naked, the FZ-16 looks striking, borrowing its handsome lines from liter-class brother, the FZ1. Token fairing pieces clad the bike, with a massive, exquisitely sculpted tank dominating its macho profile. The compact single-cylinder engine sits exposed, and the FZ uses black, slim-spoke alloy rims while its engine, frame and silencer use the same color to good effect.

There's a pseudo radiator cowl, complete with vents scooping air to the hot engine and spark plug region. A conical, halogen-bulb headlight throws a dazzling, well-spread beam. Orange backlit digital instruments look funky, going well with the bike's youthful persona, and are easy to decipher.

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Yamaha's big A-T actually has its own off-road legacy. A single-cylinder Tenere (no super) enduro first debuted back in 1983. The Tenere went Super in 1989 when the twin-cylinder XTZ750 debuted in the European market, and it went on to win the grueling Paris/Dakar rally six times. Hence the name Tenere (say ten-eh-ray), which is a region in the Sahara desert traversed in the P/D rally.

This new Super Tenere was introduced in Europe earlier this year, and Yamaha recently announced it would be coming to America as a 2012 model. If the 750cc parallel-Twin XTZ was a Super Tenere, this new model might well be called the Super Duper Tenere, as it has a 450cc displacement advantage.

The dual-purpose category, although just 6% of the total U.S. market, has shown steady growth since 2005, primarily in the 651cc-and-up segment that was primed by BMW's R1200GS. The new Super-10 wants a slice of that lucrative market pie.

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Powering the Tenere is a fuel-injected, liquid-cooled, DOHC, four-valve-per-cylinder, 1199cc Parallel Twin with an 11.1 compression ratio. The Twin also uses a 270-degree crank firing order. A two-axis primary balancer helps smooth vibes inherent in the Parallel Twin configuration. The engine is fed by a downdraft twin-bore fuel-injection system utilizing 12-hole injectors. The exhaust is a 2-into-1, 2-step expansion system ending in a short, elliptical muffler.

Engine power is routed through a wide-ratio six-speed transmission to a shaft drive system using a hypoid rear gear to ensure everything is as compact as possible. The Tenere's engine crankshaft is kept low and close to the footpegs in order to keep the bike's center of gravity low.

A steel frame holds the Twin as stressed member. Yamaha touts steel as a good frame material for quelling vibes as well as offering a good balance between rigidity and flexibility.

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The fuel-injected, 779cc, alloy perimeter-framed four-cylinder has been on sale in Europe since last year, and it's being touted as a compromise between the less-powerful 600cc middleweights and the bigger literbikes like Yamaha's R1-based FZ1 and Kawasaki's Z1000.

The FZ8 actually has much in common with the FZ1. Its engine - six-point mounted as a stressed, chassis-reinforcing member - shares the same 53.6mm stroke, but its bore size is 9mm smaller, at 68mm, instead of 77mm as found on the FZ1.

The FZ8's 464-lb curb weight comes in at mere 23 lbs under its 487-lb liter-sized big brother. Part of the weight savings is nothing more than a slight loss of fuel capacity, as its 4.5 gallon fuel capacity is about one quart less than the FZ1's.

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Brands like Aprilia, BMW, Ducati and Triumph haven't slowed the launching of new models, and this forging ahead in the midst of a storm has resulted in gains of market share. It's also provided us with several interesting new bikes to ride. Perhaps most interesting of all are the bikes in the paradigm-shifting electric motorcycle movement that's rapidly gathering momentum. Progress in this category will come quickly as new technology takes great leaps forward.

Although the two-wheel market isn't what it once was, this is nevertheless a fascinating era in the evolution of motorcycling. The best motorcycles and machinery of 2010 are seen below.

Motorcycle of the Year

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Merely mentioning the VMax is sure to conjure images of a rear tire-roasting, muscle-bound, two-wheeled monster in the mind of just about any bike enthusiast old enough to recall the 1985 release of Mad Max.

And to this day the VMax retains much of its lore, even as a member of the Star Motorcycles brand.

A thorough and bold redesign of the VMax in 2009 - that included a massive boost in performance from its legendary V-4 engine - has not only stirred the souls of veteran riders, it's also exposed a whole new generation of riders to the august Mr. Max.

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While they won't edge out more specialized machines at the racetrack, they could be said to do better job in a broader variety of road riding tasks - you know, the kind of riding most people do when they don't need to rip to 160 mph, or drag a knee on a 70-mph kink, or brake deep into corners.

Everyday street riding, remember? That's what these bikes are about.

For starters, their unintimidating ergonomics and tractable powerbands make them more suitable for entry level riders - but then again, they're anything but mere beginner bikes, and for more on this topic, check out our sidebar below.

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Yamaha, on the other hand, threw itself into an engineering frenzy. The YZ450F was completely updated with a new frame, new suspension, and a radically new engine. Mass centralization was the key, headlined by a new engine with a backwards-facing cylinder, four-valve head, fuel injection, an airbox relocated to behind the steering head and an exhaust system with more twists than a bag of pretzels.

Before we go any further, we need to make clear this isn't a shootout so much as it is a comparison of the apex predators of the motocross world. Scheduling and weather didn't allow us to ride the bikes back to back, but our crew did ride them just a week or so apart. We didn't only take them to one track either; we rode them on groomed motocross tracks, fifth-gear cross-country terrain and tight East Cast singletrack. We even twirled the wrenches to see what it's like to live with these beasts in the real world, all the while taking a ton of notes from our squadron of six test pilots. Just so you know, those riders ranged from spode to Pro, with weights varying from 140 pounds to 190 and heights from 5'6 to 6'. Once the dust cleared we had an old-fashioned bench racing session, which resulted in yet another mound of hand-scribbled notes.

Yamaha claims the YZ450F weighs 245 wet. Honda claims 235. Reality? They both feel about the same to hoist onto the work stand, but the Yamaha is easier to lift thanks to the open area where the airbox normally resides. On the track the Yamaha feels substantially lighter than the Honda. Evidently all the mass-centralization weird science Yamaha engineers incorporated into the new chassis and engine have paid off.

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This fall, the 2010 YZ450F received the lion's share of updates and media hype due to its fuel injection system and reversed cylinder. Those sweeping changes on the big bike forced the carbureted 250 back into the shadows, but they shouldn¹t have. The YZ250F saw big changes of it's own for 2010, without taking away from the vital ingredients that have made it such a success for Yamaha.

Lets start with the new bilateral aluminum frame, constructed from a combination of forged, extruded and sheet aluminum welded to form a single unit. This makes the new bike more compact than previous models, more rigid and much easier to access the top-end of the engine for service with the engine in the frame. The wheelbase, rake and trail were massaged to enhance steering and stability; the damping and rigidity characteristics of the KYB fork were also updated and the rear shock spring now sits lower to accommodate a new airbox.

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Mere miles from our nation's capital, Budds Creek is draped across a small creek valley, giving the course its constant peaks and valleys - there's not one flat turn or straight-away out there besides the holeshot line.

As MO's resident lo-po tester - bringing you reviews of Piaggios instead of Ducatis - I was happy to get the opportunity to ride something with power enough to require holding on tight. But we all know, I'm not a track star, road or otherwise, so we brought along a new friend to MO, Joey Webb, to really put the new YZ to the test. Joey currently races the previous YZ450F and is fresh off testing Kawasaki's new KX450F, so it was going to be interesting to see how they compared.

First things first, the new YZ is a clean-sheet full redesign of Yamaha's largest sibling dirt bike, with only a rear brake cable as carry-over from the 2009 YZ. While the main difference between MY08 and MY09 YZs was a hydro-formed swingarm, this year almost everything is changed. The reversed engine configuration and addition of fuel-injection is matched by a new frame design and a 'tornado' vortex exhaust, all designed for mass centralization and a better handling bike for any rider.

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In a bold move, Yamaha engineers have built a new motor that has its intake at the front and its exhaust exiting out the rear, similar to the unique-but-ill-fated Cannondale from a few years ago that is now sold in upgraded form as an ATK.

The new YZ-F not only has its exhaust port facing the rear of the bike, the engine itself is rearward-slanted so its weight is placed near the center of the bike. Yamaha says this design makes the big YZ feel more agile than other 450s, even approaching that of a 250cc 2-stroke machine. "It's the most nimble handling 450 ever," said Tim Olson, media relations manager for Yamaha's off-road division, at the YZ's unveiling.

Slanting the cylinder rearward also opens up a straighter pathway for the intake charge at the front of the bike, now using an air filter near the steering head - no longer will a rear wheel fling dirt in and around a traditionally placed intake behind the engine. Further mass-centralizing efforts were made by placing the 1.6-gallon fuel cell under the seat, which is thoughtfully opaque to enable fuel-level checks at a glance.

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However, there are some significant updates of Yamaha's well-rounded line to share, including a surely popular R1 Rossi replica and a retuned R6, along with the introduction of a swoopy bagger from Star Motorcycles, plus a refreshed version of the V-Star 1300 Tourer.

Star Stratoliner Deluxe

Did you know that there are three categories of touring cruisers? The "cruiser touring" class consists of a plain windshield, saddlebags and a passenger backrest, and it has regularly been the sales leader. Recently, the "Full Dress" segment has moved into the top spot, but there has also been an upsurge in the number of "casual full-dress" cruisers, typified in the Harley-Davidson Street Glide with its bat-wing fairing and hard bags.

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With so much high-quality product to choose from, culling the field down into our Best Of winners was an arduous task. But that didn't stop us from coming up with our favorite stuff from the class of '09! Introducing the first-annual Motorcycle.com Best Of awards. And the MoBo goes to...

Motorcycle of the Year

Triumph Street Triple R

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The ideal bike for this type of trip should: provide storage capacity for a long weekend, enough wind protection to keep us from getting battered by windblast while bombing down the interstate, and plenty of sporting capability to enjoy the serpentine, circuitous route we love to take on our GP journey from greater L.A. to Monterey.

BMW's K1300GT, Honda's ST1300, Kawasaki's Concours 14 and Yamaha's FJR1300A were our steeds. As you can see, we could've called this a 1300cc sport-touring battle, but the Connie goes one up on the other three with its ZX-14-based inline Four. Is using a mill based on a land rocket like the mighty ZX cheating? You may be surprised how it fared against the new K bike.

What matters to you, the sport-touring rider

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It's been nearly 12 years since I began working as a full-time motojournalist, and I get wistful for those simpler days. Back then, the literbikes (CBR900RR, ZX-9R, GSX-R1100 and YZF1000) were separated by nearly 100 pounds of weight and huge power disparities, and ergonomics ranged from racetrack refugee to something we now call sport-tour-y. Even a neophyte motojourno could pick a clear winner.

But today, we're stuck in a world of finely honed and fully featured literbikes whose level of diversity is amazingly insignificant. They all haul ass around a racetrack, chassis geometry distinctions are measured in fractions, and peak horsepower differs only by about 5%. Unless you're a nationally ranked Superbike racer, each of these bikes is way better than you are, and saying one is significantly better than another is mere hair-splitting.

If a person could ride a bike blindfolded (maybe next shootout...), they'd be hard-pressed to discern which literbike they were on. Jumping from one model to another at the racetrack, it was astounding to be fully comfortable running quick laps immediately on another brand's bike, as they all have remarkably high performance envelopes yet are amazingly user-friendly for what are essentially road-bound missiles.

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It's a reasonable thing for most enthusiasts visiting this illustrious webzine to expect our reviews of motorcycles to be conclusive. After all, when we factor in the talents of our current crew of "volunteer staff," our collective experiences span nearly a century of riding and getting to know just about every make and model of bike available for the past 30 years. So plucking out the best should be as easy as getting out of bed, right?

Oh, if only it were so easy. Sometimes even the pros are left scratching their noggins like a small party of confused chimps. Such is the case with the 2009 crop of Japanese Supersports.

We recently tasked ourselves with putting the racy 600cc weapons from Honda, Kawasaki, Suzuki and Yamaha through the wringer in everyday environs - streets, freeways, canyons, parking lots... places where most race-bred middleweights will spend the majority of their life after exiting dealer showrooms.

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Supermoto is an emerging motorcycle niche, gaining momentum in 2003 when an American national race series emerged. The basic formula is a lightweight dirtbike adapted for pavement use by using a shorter suspension, more powerful brakes and 17-inch wheels with sticky roadrace rubber.

European manufacturers like KTM and Husqvarna were the first OEMs to provide street-legal supermoto bikes, followed a few years ago by Suzuki's DR-Z400SM. Now Kawasaki, Yamaha and Honda have picked up the supermoto baton in the 250cc class. The air-cooled Honda CRF230M would be outgunned in this group so we simply lined up the new-for-'09 Kawi KLX250SF against the WR250X that Yamaha debuted in 2008.

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Everyone loves a close fight. Whether it's Ali and Foreman duking it out for a full 15 rounds or if it's the Steelers eking out a narrow victory over the Cardinals in the Superbowl, a closely contested match-up is always fun to watch.

Which is why our annual Supersport Shootout never fails to attract loads of eyeballs to Motorcycle.com. It's a never-ending tussle of one-upsmanship among the Japanese manufacturers, as models that ruled in one year often get usurped by the latest and greatest newly developed contenders.

This year continues that theme. In our '08 comparo, we judged Honda's CBR600RR to be the class leader: Its combination of the category's strongest powerband, exemplary chassis and suspension, and Honda's typically high levels of fit and finish made it our favorite 600. The double-R got some slight revisions for '09, finally getting some modern turnsignals in addition to revised engine tuning that held a major surprise (keep reading...). Honda also unveiled its new Combined-ABS system this year, but our bike wasn't fitted with that option. You can read about the brakes and other revisions in our 2009 Honda CBR600RR C-ABS Review.

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While the nearly naked FZ6 sported an aluminum chassis and a high-strung engine from the previous generation R6, the fully faired FZ6R carries the styling of a supersport but in an affordable package. The FZ6R is fills a price point in the model line as well as aiming at women riders and entry-level sportbike lovers

Emerging as an all-new model for Yamaha, the FZ6R bursts onto the scene in four vivid colors and graphics packages. Here you see the yellow stunter edition. Rumor has it the yellow bikes have more horsepower.

Yamaha has just introduced comfort to the commuting sportbike crowd. We've seen a lot of price-driven bikes crop up lately - cheaper bikes for a softer market - and Yamaha steps up the plate with a great looking player.

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Sure, performance cruisers still have most of that essential cruiser profile. But a lot of them also stop well, are agile, powerful enough, and comfortable enough to catch the eye of a consumer that may be considering an altogether different style of bike.

Witness Suzuki's latest introduction, the Boulevard M90. During the bike's U.S. launch this past fall in Monterey, CA, Mel Harris, vice president of American Suzuki Motor Corporation, says the M90 fills a gap that existed not only in Suzuki's own product line, but also in the market.

So this got us to thinking. Is it possible this friendly bruiser can hold its own against a veteran of the class? The other party in this showdown is the venerable Warrior from Star Motorcycles. Entering its eighth year of production, the Warrior is a standard setter. The successful combination of comfort, style and performance is undeniable, and for its many admirable traits it won our 2007 Power Cruisers Shootout.

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The Diversion is like the VMax, a Ghost from the '80s brought back to life by Yamaha in 2009. After years of the FZ6 acting as Yamaha's entry-level model into multi-cylinder motorcycles, the XJ6 is back. Its aims to be easier to ride slow, with less power but more torque in lower revs, and above all - to be even more affordable.

After Honda proved there is a market for friendly middleweights with the CBF600, Yamaha has decided to do the same in the new XJ6 series. The concept is pretty much identical to the original Diversion of the 1980s and '90s, but in all new trim. The XJ6 and XJ6 Diversion are made to be an attractive entry-level model. To achieve that, there was a need to be less sharp and edgy than the R6-derived FZ6. The current FZ6 sports around 100 hp, and everything from the engine to the chassis can be traced back to the pre-2006 R6 model.

The XJ6 differs in several key areas, such as the detuned FZ6 600cc inline-Four engine, new and simpler chassis and different ergonomics. It's all done to make the XJ6 as easy to get along with as possible.

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This new crankshaft arrangement is part of Yamaha's latest YZF-R1, a literbike we tested last week at the Eastern Creek circuit in Australia, and it's a design not seen in any previous production motorcycle.

The 998cc engine's distinct sound is the obvious clue that it's something special - it's akin to a V-Four with a deep, purposeful note that seems a little bit angry. But it's in the way the motor generates power that sets it apart from its competition. Gone is the peaky powerband of the previous motor, and in its place is the most tractable four-cylinder literbike yet built.

The newly enhanced midrange is welcome, but more than that is the feel of a direct connection between the throttle and rear tire. In most literbikes, a rider is acutely aware of the possibility of being high-sided to the moon if the throttle is applied injudiciously. With the R1, even a moderately skilled rider can safely drift the rear tire on corner exits.

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And therein lays the charm of the WR; It makes sub-60-mph speeds a riot, whether it's at the kart track or while running down to King Soopers for a loaf of bread. Even a casual jaunt through the neighborhood can turn into a grin fest, tempting a dirt-bred hooligan into mono-wheeling past the local skateboarder park or bunny-hopping over curb edges just for the fun of it.

The 250X's single-lung engine fires up easily enough - just push the magic button and the fuel-injection takes care of the rest; there is no kickstarter. However, it is a bit cold-blooded and requires a minute of warming before it responds cleanly to the throttle. Early impressions are good and not so good.

The WR gets kudos for its light weight (299 lbs ready to ride with a tank of fuel) and for its nimbleness, but short people will wish for a seat height lower than the WR's 35.2 inches. Steering effort (if you can call it that) is incredibly light thanks to a wide motocross-style handlebar, and its super-tight turning radius makes it easy to maneuver in the garage and when filtering through traffic. However, clutch engagement a bit lurchy and inconsistent, while the gearbox is occasionally notchy.

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But now, the T-Max is sold here. It arrived just in time for four-buck gas in SoCal, when Yamaha couldn't keep the smaller Vino in stock. The tuning forkers had visions of selling a freeway-capable scooter to people with longer commutes. I, for one, hope that the current blip back towards a buck-something gas doesn't dampen the company's willingness to promote this product. Although the high end of the scooter market will take some developing, I believe there's role for the motorcycle as a primary vehicle.

The T-Max was totally revamped for the 2008 model year, which is the version we now get Stateside for 2009. A new body style, which grows on you, conceals an all-new alloy frame, which replaces the old tubular steel chassis.

The first impression on approach is that it's extraordinarily long. Then, when you sit on it, the seat feels firm, high, and wide. The T-Max does not have a completely flat floorboard, like a classic scooter. Still, the relatively low step-through threshold makes it easier to get on and off than a conventional motorcycle. The seat height comes into play when paddling the bike into and out of parking spots. I found myself sliding forward off the seat, so that I could plant more of my own weight on the ground when pushing it around.

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While none of these bikes will win you an off-road championship, they do pack a surprising amount of value under their palatable retail prices. In terms of components, the Kawasaki's KLX250S stands above the Honda CRF230L and Yamaha XT250, yet all three share some basic traits. For example (brace yourselves!), all three wispy d-p machines inhale through a traditional, single carb, and (thankfully) all are electric-start. It's worth noting that the Kawi's 250cc mill is kick-starter ready, should you choose the accessory option. The Honda offers its historical reliability and friendly composure. The Yamaha offers more power and a few electronic goodies that the Honda lacks. The Kawasaki piles on all that and a bag of chips, offering the best suspension and the most power and torque in the test.

What initially began as a playful dare grew into a full bore Motorcycle.com shootout. After attending two out of three model introductions for these bikes, I ordered up the missing third bike. Far from race-ready enduros, this is a collection of motorcycles slightly bigger than downhill mountain bikes.

The first test of mind and body, and motorcycle, was the 150-mile slog to the beautiful mountain resort town of Big Bear Lake in California. Packed like borox mules, Pete, Kevin and I each piled on the necessary gear to produce a remote test without any support vehicles. We carried everything on our bikes; video cameras, tools, laptops and days of clothing for both riding and dining. Unfortunately the booze had to be left behind for weight-savings - too bad.

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But that would be to ignore what's currently happening in the motorcycle market. Cruisers continue to dominate, nearly doubling the sales total of the higher-profile sportbike market with 436,000 sold over the past 12 months. High-end cruisers are the best selling category, but the smaller classes have recently had a big upturn while the expensive stuff has been tailing off.

Enter the V-Star 950, a new cruiser that is appealing for its combination of manageable size, big-bike style and reasonable price. The new 950 fills a hole in Yamaha's Star brand of cruisers, slotting in between two long-in-tooth models: the V-Star 650 and V-Star 1100. Star's design goals for the bike were to offer an easy-to-use platform for all skill levels and rider sizes while providing a full-size cruiser feel with comfort, attitude and image.

To find out how this new entry performs, we accepted Star's invite to ride it in the hilly backroads of north Georgia. A phalanx of 950s glistened under the morning sun in its four colors and two iterations: a standard version and the Tourer, the latter with a windscreen, leather-wrapped hard saddlebags and a passenger backrest.

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In fact, the '09 V-Star 950 fulfills the requirements of most cruiser riders, combining a classy visage with decent performance and a considerable presence. To do all that with a retail price starting at just $7890 is impressive to say the least.

A cursory look at the V-Star gives no clues that this could be a "budget" bike. It looks like a sizeable piece, but that impression diminishes once aboard - it actually feels and handles quite nimbly. It's quite dexterous at lower speeds, and its handling on the open road is amazingly neutral. A low, 26.6-inch seat height enables short riders to feel in control.

Power from the 942cc, 60-degree V-Twin is stout, if not arm-wrenching, and it provides a rumbly feel that belies its relatively small displacement. Strong thrust is readily available, offering what seems to be a bit punchier powerband than its obvious class competitor, the Kawasaki Vulcan 900. Clutch and shift effort is light and easy.

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In the top class of roadracing, engineers have battled with harnessing the huge amounts of power and getting it to the ground efficiently. In 2004, Yamaha's GP engineers introduced an uneven firing interval for its inline four-cylinder M1 with what's called a cross-plane crankshaft. Instead of the two outer and two inner pistons rising and falling together, the R1's engine has individual cylinders firing 90 degrees apart from each other. This eliminates the torque fluctuation of a typical four-cylinder mill, plus it gives the Yamamotor a very distinctive exhaust note similar to that of Valentino Rossi's racebike.

"It gives a much more precise feeling in the throttle action," says Yamaha's product planner Derek Brooks. "You feel like you can sense that edge of traction."

The engine still displaces 998cc, but it does so with a bigger bore and a shorter stroke; its rev limit remains at 13,750 rpm. Its architecture appears to be even more compact than previous. It inhales through Mikuni throttle bodies with secondary injectors and Yamaha's electronic throttle and variable length intakes (crossing over at 9400 rpm). New for '09 is addition of three throttle control maps selectable via a switch on the right handlebar. The default setting is a typical setup, while the "A" mode delivers extra midrange power. Softer response is available from the "B" setting.

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FZ6R

The original FZ6 was a stylish, half-naked, do-it-all middleweight that was let down by a dearth of midrange power and a clutch with a very narrow engagement point. While that model remains in Yamaha's 2009 lineup, it is joined by a similarly named brother with little in common.

Don't let the R in the name fool you. The FZ6R isn't racier than its stablemate. In place of the FZ6's aluminum frame and swingarm are rudimentary steel components, resulting in a 10-lb weight gain. Simpler front brake calipers, 4mm smaller throttle bodies and a narrower 160mm rear tire are indicative of the bike's newbie-friendly intentions.

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The word icon is described as an important and enduring symbol. For Yamaha and Star Motorcycles, the VMax stands near the top of its bikes eligible for icon status. First seen in 1985 and barely revised since, this all-new VMax has gone through a decade-long gestation, with development work going back to 1997. The first running prototype was judged to be too big and the power too linear.

Now sold under Yamaha's Star Motorcycles banner, engineers grappled with the concept of a rebirth of a legend. Star is positioning the new VMax at the edge of the expressive/aggressive personality of the modern cruiser category. As such, they use terms like hot rod, muscle, power and respect to describe what the VMax represents.

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