Bike Reviews

It’s been a minute since Kawasaki fiddled with the ZX-10R. In fact, looking through the MO archives, it seems like the last time we rode one was for my First Ride review of the previous iteration of this model in 2021. Five years without any major changes used to be a lifetime in the sportbike world, but these days that kind of thing seems par for the course. The thing is, these bikes are so good already. Power is the last thing we need more of (blasphemy, I know) — these days it’s about who can put that power to the ground better than the rest, whether that’s mechanically or electronically.

You can be forgiven for not knowing the brand Norton — or at least I’ll forgive you. At one point in time, Norton was a global powerhouse, both on the roads and in competition. That time, however, is an era my dad remembers fondly. Historic models like the original Manx and the Commando carry a rich history and remain the stuff of legend. If you’re reading this and getting angry that an entire generation might be unfamiliar with the name, it might be time to look in the mirror and count your gray hairs. In my lifetime, save for the rotary-powered F1 in 1990, Norton has been a mere footnote in the pages of modern motorcycling history books. An important one, certainly, but a marque whose best days seemed firmly locked in the past. Until now. 

Now that the Kawasaki KLE500 has come to play, the lightweight adventure category is starting to get crowded and that’s creating some genuinely interesting choices for riders in North America.

Triumph rolled out an impressive lineup of new motorcycles for 2026, which was exactly why we found ourselves in Birmingham, Alabama at the iconic Barber Motorsports Park with Sportbike Track Time to ride a few of the latest models. Home to the world’s largest motorcycle museum, Birmingham immediately welcomed us with classic southern hospitality the moment we stepped off the plane. Before even getting to the track to sample Triumph’s Tracker, Daytona, and Street Triple, I already had a feeling this was going to be a special couple of days.

If you haven’t read our First Ride Review of the KTM 1390 Super Adventure R, I’d suggest checking that out for all of the details regarding KTM’s flagship open-class adventure bike. While we were spending a little extra time getting to know the SA R, we couldn’t help tapping our friends at Rottweiler Performance to get some dyno time. There’s no one better than the folks at Rottweiler and founder Chris Parker himself, to add commentary to the numbers the dyno spit out. Check out the video below to get an idea of how the different modes change the power curves, Chris’ take after decades of working with KTMs (as well as Husqvarna and GasGas), and, of course, the sound of the LC8 V-Twin at full throttle. 

There aren’t very many combinations of letters in motorcycling that conjure instant familiarity like these four: GSX-R. Turn up anywhere in the world and mention the word “Gixxer,” and gearheads will know what you’re talking about. Of course, the GSX-R750 kicked things off in 1985, but in 2001 Suzuki unleashed the GSX-R1000, and soon after, the literbike wars really took off. Suzuki enjoyed all kinds of racing success with the GSX-R1000 over the years, both in domestic championships and internationally, but one area where Suzuki has found particular success is a form of racing that’s less popular globally: endurance racing.

Sylvia’s ideal motorcycle would be comfortable, have the sound of a twin-cylinder engine, use phenomenal brakes, and wheelie for days. Standing in the paddock at Autodromo di Modena in Italy, moments before riding Ducati’s new Hypermotard V2 SP, it felt like that wish list had somehow been handed directly to the engineers in Borgo Panigale.

The lightweight motorcycle class has quietly become one of the most interesting genres in the industry, and Triumph’s expanding 400cc lineup is playing a role in the space. What used to be a category defined mostly by compromise is now filled with bikes that feel modern, well-designed, and genuinely fun. The new Thruxton 400 and Tracker 400 push that idea even further, offering two distinct personalities built on the same platform, each aimed at a slightly different kind of rider but united by a shared philosophy: you don’t need overwhelming power to have a great riding experience.

Royal Enfield is a legendary motorcycle brand with 125 years of history. For all those years, it was also a relatively obscure brand in the U.S. until Indian-manufactured Enfields started becoming more visible around 2010. In 2018, the Himalayan was released. Because of its unique styling, low price point, and solid build, the 411cc single-cylinder adventure bike received a warm reception, in spite of its low, barely-freeway-legal power.

If a bat fought a shark, who would win? While this might sound like the sort of thing someone would ask at a cage fight in a gothic-themed sushi restaurant, this scene from one of Jacques Cousteau’s nightmares came to mind while testing motorcycles.

Lately big adventure tourers have been getting a lot of attention from manufacturers (and, presumably, from you, otherwise the OEMs wouldn’t bother making them). But I’d argue there’s something undeniably charming about a middleweight sport-tourer. Let’s face it: most of these big tourers won’t be seeing much dirt, and in the meantime you’re left with a huge, burly motorcycle to contend with. Middleweight sport-tourers are practical, comfortable, and just sporty enough to take the long way home from work. How do I know? Because I used to own a Kawasaki Versys 650 — arguably the most underrated jack-of-all-trades bikes out there.

In just under four years, CFMOTO has managed to establish itself as a manufacturer producing surprisingly high quality motorcycles at equally surprising low price points for the U.S. market. In 2024, CFMOTO entered the lightweight adventure bike segment with the release of the Ibex 450.

Being the oldest continuously operating motorcycle company in the world, Royal Enfield’s been chugging along since 1901. When choosing where to hold the press introduction for its newest model to North America, the Classic 650, Enfield had a novel idea: going to one of the oldest cities in the United States: St. Augustine, Florida — which dates back to the 1500s.

The Yamaha WR125R doesn’t pretend to be anything it’s not.

There’s a familiar playbook KTM likes to run: build a sharp standard model, then turn the dial to 11 with an R. The 2026 KTM 990 Duke R is exactly that — the high-spec, sharpened, and unapologetically aggressive evolution of the 990 Duke. KTM calls the base 990 Duke a Sniper. For the R, Team Orange is turning to comic book lore and naming this one: The Punisher. I’m not sure who or what The Punisher is seeking revenge against, but its message is clear to all the other contenders in the category: look out.

Back in the ’90s, as fully faired sport bikes dominated showrooms, Ducati chose rebellion over refinement. With bodywork stripped away and the engine and trellis frame proudly exposed, the Ducati Monster was born. Now, more than three decades after the first Monster hit the scene, Ducati gave us the opportunity to sample the latest fifth-generation Monster through the sinuous mountain roads of the Costa del Sol just north of Malaga, Spain — expectations were high.

The Trident moniker has been found on many important models from Triumph Motorcycles over the years. The first Trident was ushered in alongside (some might say before) the venerable Honda CB750, which shaped the modern superbike category as we know it today. Next up, after the aforementioned Japanese machine (among others) dominated the global market, Triumph took a little siesta before being woken up and brought back to market in the way we know it today by British billionaire, Mr. John Bloor. In that resurgence, the Trident namesake was revived as well with the Triple-powered Trident 900 alongside five other models marking Triumph Motorcycle’s return. Approximately 30 years later, the Trident 660 hit the scene and accolades were lauded — most important of all, MO’s own Best Value Motorcycle of 2021.

Legacy buyers are the holy grail for any manufacturer. Lure them in from the start, then provide stepping stones of progression for the rider to graduate to. If all goes right, said rider will then graduate to halo models with all the bells and whistles.

The 2026 Honda CRF300F may look familiar at a glance, but there’s more going on beneath the bodywork than a simple displacement bump.

Anyone who’s spent real time on a Suzuki SV650 understands why it’s earned such a loyal following.