CYCLE WORLD 10 BEST BIKES 2022
Pure uncompromising track performance, value for dollar, touring comfort—the spectrum of criteria for which bike you need or want varies widely. Most of the time those values and features fall into generally defined segments, and those segments include a multitude of choices, and most of those choices are perfectly well-engineered, designed, and assembled.
But there are always true standouts. All year long we search for those exceptional performers. We set and define the standards by which each motorcycle should be judged, each according to its category. And after 12 months of testing, we have < i > Cycle World < /i >'s Ten Best.
Not every category in our Ten Best may matter to you, and that’s fair enough. But you may trust that each category matters very much to us. We take the task seriously, because naming a motorcycle as best is not something that should be taken lightly. Countless hours of riding, countless reams of data, and near-infinite debate and discussion goes into each and every choice. This year, as usual, some reliably excellent models have returned and some brilliant debutantes are first time inductees. However they got here, they’re the very best for 2022. Best of all, there’s a best bike here for everyone.
HONDA GOLD WING TOUR DCT
BEST TOURING BIKE
Ladies and gentlemen! We are honored, if absolutely unsurprised, to present to you the defending and utterly undisputed heavyweight champion of the world: The Honda Gold Wing!
Again.
Please pardon our efforts to create a sense of occasion for something that’s about as suspenseful as the sunrise. Year after year, Honda’s top-shelf touring motorcycle takes on all comers, many of them quite good indeed. Year after year, it beats each and every one of them. Even without any changes for 2022, and with new touring models coming to market, the Gold Wing Tour DCT wins this one without an argument from anyone on staff. Especially when the question is “What motorcycle would you jump on Monday morning if you’re in California but you have to be in Texas by Tuesday?”
In 2021, the Gold Wing Tour DCT got a few fairly significant upgrades: a new top trunk that increased storage while improving passenger comfort and a more powerful audio system with Android Auto as well as Apple CarPlay. Yet even without those updates, the competition struggles to compete with the Gold Wing’s nearly five decades of evolution and refinement. Rider accommodations are undeniably plush: There’s a proper upright seating position; every contact point is right where it should be; every switch and button is exactly where your hand expects. Wind flows easily over rider and passenger as the sublimely smooth, reactor-powerful horizontally opposed six-cylinder hums away beneath.
So, yes, we could shower the Gold Wing in superlatives, and do it without exaggeration. But really, there’s no need to. It’s the Best Touring Bike for the third year running, and that, ladies and gentlemen, says it all.
Justin Dawes
KTM
1290 SUPER ADVENTURE R
BEST ADVENTURE BIKE
KTM’s LC8 V-twin powerplant is the Austrian gift that just keeps on giving. Throughout its life cycle the 75-degree V-twin has grown from 942cc to 1,301 cc. Now, as the centerpiece of the 1290 Super Adventure R, it produces 136.3 hp and 87.5 lb.-ft. of torque at the rear tire. That’s near-sportbike power in a machine meant to rule the roads and be pointed at as much dirt as possible. One hundred and thirty-six ponies in the dirt—if not for the chassis and electronic engineering prowess of 400-odd engineers working in the sleepy Austrian town of Mattighofen, such a machine would not be possible.
Big power is nothing new in open-class adventure-touring motorcycles, but no contemporary bike can match the capability of the 2022 KTM 1 290 Super Adventure R. The previous 1290 SAR was impressive, but KTM has elevated the big-bore game yet again.
KTM refined the chassis, shortening the frame at the steering head by 1 5mm to sharpen response and feeling of the front tire while lengthening the swingarm for added stability. A new three-piece fuel tank moves weight lower in the chassis, carrying most of its 6.1 gallons in saddle-style tanks. The result is a surefooted ADV bike that feels lighter than its 545-pound curb weight.
New electric rider aids are controlled via a massive 7-inch TFT dash that’s clear, bright, and easy to navigate. Lean-sensitive traction control and ABS tame the ferocity of the LC8, but can be turned off or tailored depending on the rider’s needs. Multiple modes also alter the power output, throttle response, and ABS settings. But the real star of the 1290’s electro-wizardry is Rally mode, which lets riders select how far they want the rear tire to step out before the system reigns in throttle input.
All of this can also be found on the Super Adventure S, but the R adds off-road-friendly 21 - and 1 8-inch wheel sizes, aggressive knobby tires, and manually adjustable (versus semi-active electronic) 240mm (9.4 inches) travel suspension that eats up terrain at a pace that’s simply not possible on most other ADV bikes. Everytime you push what you think of as the limit, the 1290 SAR asks if that’s all you got.
A massively entertaining powerplant, handling that belies its size, and electronics that make difficult situations easy all combine to give the 2022 KTM 1 290 Super Adventure a leg up on the competition. It pushes the limits of what an open-class ADV can do while still nailing the basic requirements of comfortable travel. It’s the full package for global domination.
— Justin Dawes
APRILIA
RS 660
BEST MIDDLEWEIGHT STREETBIKE
Think of the RS 660 as a scaled-down model of the RSV4 Factory with huge potential, blending the work of Aprilia’s proven racing department with everyday functionality and comfort. This is the best of all things Aprilia in a platform that’s ridiculously entertaining, even educational to the most experienced riders.
Aprilia says the RS 660 is half of the RSV4 superbike, but it’s more than half of the fun. The 659cc DOHC parallel-twin engine is a direct descendant of Aprilia’s legendary V-4 powerplant. Engineers hacked off the extra cylinders, increased the stroke measurement of the two that remained, and cut it loose as a middleweight. The result is 89 horses that act like they’ve never felt so good. Around 7,000 rpm it lets out a howl that’s delightfully similar to its larger sibling’s. The balance of performance and versatility make this a remarkable engine, both made possible by a wonderfully flat torque curve. It’s as happy to slog highway miles as it is to rip and tear backroads.
But chances are the RS 660 will be ridden in anger. That’s where the technical aptitude of the superbike-level Aprilia Performance Ride Control (APRC) rider-aid suite comes in, with its selectable levels of traction control, wheelie control, engine-brake management, and ABS settings to keep the mighty middleweight in check. The precise steering and well-balanced chassis lend a hand in overall performance, and aggressive yet comfortable ergonomics beg for long days in the saddle.
In the case of the RS 660, bigger isn’t always better. A balance of performance and practicality is everything you need out of a great time on two wheels. Or, put another way, a great middleweight streetbike.
Michael Gilbert
DUCATI
PANIGALE V4 SP2
BEST SUPERBIKE
The ultimate trackday weapon? Ducati’s Panigale V4 SP2. Following two years of Bolognese domination in the superbike category thanks to the no-holds-barred super-exotic Superleggera V4, Ducati has been able to infuse that same technological know-how, wicked entertainment value, and overall rideability into a track-focused package that’s more obtainable by the public. This is MotoGP for the masses.
There’s a lot of magic to the SP2, and therefore a lot of value in its $39,500 price tag. Consider the spec sheet: an 1,103cc Desmosedici Stradale V4 powerplant that’s good for 182 hp on the Cycle World dyno, premium Brembo Stylema R calipers, adjustable Rizoma rearsets, and the raw reverberations of the STM-EVO dry clutch echoing the sound of classic Ducatis. The chassis is kept in check by the semi-active Ohlins NPX 25/30 fork and TTX 36 shock and the latest Ducati Traction Control Evo 3 system. Ducati has given deep consideration to every aspect of this track machine.
But what makes the SP2 truly special is the balance achieved by this combination of technology. It’s a display of class-leading raw performance, harnessed through steadfast control and composure from corner entry to exit. The result is a truly remarkable racetrack experience that gives the rider the sense of what it’s like to be a psychokinetic MotoGP superhuman: See an apex, hit it, and look to the next. Every time we swing a leg over this up-spec’d Panigale, we know it’s going to be amazing.
—Michael Gilbert
KTM
RC 390
BEST LIGHTWEIGHT STREETBIKE
KTM’s RC 390 is a product of the company’s Ready to Race philosophy, and at the same time much more than “just” a small-displacement performance-first streetbike. In fact, the RC 390’s strength is in its ability to appeal to a wide audience. A tractable engine and light clutch help inexperienced riders get up to speed, a spacious layout enables all body types to commute in comfort, and sporty handling means seasoned enthusiasts are all smiles as they hunt apexes at the racetrack.
KTM took great pains to make this next step in lightweight streetbike performance, and the result is a machine that was almost all-new for 2022. The 373cc DOHC single-cylinder engine remains, but benefits from a 40 percent larger airbox, all-new exhaust system, and dedicated engine mapping. A revised steel trellis frame and bolt-on subframe save 3.3 pounds, while “open hub” wheels save an incredible 7.5 pounds. Updates extend to a radial-mounted ByBre brake caliper and WP fork with compression and rebound damping adjustment—rare luxuries in the lightweight arena. The Apex shock is adjustable for spring preload and rebound damping as well.
Spec sheets are important when it comes to cementing a position in any category, and KTM establishes its intentions with first-in-class electronic rider aids for the RC 390. Will everyone push the RC 390 to a point where they’re relying on its lean-angle-sensitive traction control and ABS? Maybe not, but KTM intends it to be a bike for riders of all backgrounds, experience levels, and goals. To not implement these technologies would be to limit growth in the lightweight streetbike category. KTM was not about to take that path, and the category is better for it.
The result of KTM’s commitment is a bike that’s nimble, fun, and has enough bark to keep the rider entertained. Perhaps best of all, the RC 390 looks like a star as you roll it out of the garage for a day of riding, its grand prix-inspired styling evoking the Ready to Race philosophy that made this all possible.
Bradley Adams
TRIUMPH
SPEED TRIPLE 1200 RR
BEST OPEN-CLASS STREETBIKE
Naked bikes may be the motorcycle industry’s success story in recent decades, but Triumph proved there’s more than one way to dress up a platform with the Speed Triple 1200 RR, a motorcycle it calls “the ultimate sportbike for the road.” We simply call it the Best Open-Class Streetbike of 2022.
How did Triumph get here? Starting with a good platform helps, and Triumph began with the rather marvelous bones of the Speed Triple 1200 RS. Add a co*ckpit fairing, dedicated ergonomics, and premium finishes, and the result is a motorcycle that redefines the modern sportbike category while honoring Triumph’s commitment to performance machines with its involvement in Moto2. Committed, performance-minded, and capable, but with style and grace that belies track-focused competition, the Speed Triple 1200 RR is a successful exercise in bringing two worlds together.
The 1200 RR is more than just sleek lines and a racier rider triangle. A long list of high-end features include but are not limited to Ohlins Smart EC 2.0 electronically adjustable semi-active suspension, Brembo Stylema Monoblock front brake calipers, a ratio-adjustable Brembo MCS brake lever, and carbon fiber detailing. Of course this is all managed by an advanced suite of electronic rider aids, including ride modes, cornering traction control, cornering ABS, and front wheel lift control.
The liquid-cooled DOHC l,160cc inline-triple engine produced 150.6 hp at 10,500 rpm and 82.63 lb.-ft. of torque at 8,500 rpm when strapped to the Cycle World dyno. Out in the world, its smooth delivery and flat torque curve make this powerplant an absolute gem for backroad riding. Handling is just as sweet, as the 1200 RR’s compact chassis and Ohlins suspension deliver incredible amounts of feel as the bike leans into corners. It’s committed, but with a sense of refinement that makes the bike feel perfectly suited for a full day of canyon carving.
Those hoping for a full-on Triumph-branded superbike may initially dismiss this machine. But that’s a separate matter. There’s an even bigger argument to be made for Triumph having found a void in the motorcycling space, and created a bike that fits. With the Speed Triple 1200 RR, the gentleman’s sportbike is here, and Triumph is leading the charge.
—Bradley Adams
HUSQVARNA
TE 300i
BEST ENDURO/DUAL SPORT
There’s a line between what can be done on a trials motorcycle and what calls for a dirt bike, but with the continuing development of two-stroke enduros, that line continues to blur. Husqvarna is at the forefront of this charge with its TE 300i, a bike that has been ridden to multiple victories at Erzberg Rodeo, Romaniacs, and more of the most difficult extreme races on the planet.
From idle to 5,000 rpm, the Husky’s fuel-injected liquid-cooled two-stroke 293cc single-cylinder engine delivers abundant torque. Luggability is off the charts; right when stalling seems inevitable, the bike just keeps chugging along and finding traction. The top-end isn’t where the TE 300i makes its best power, but with 40.0 hp and 25.4 lb.-ft. of torque on tap as measured on our in-house dyno, there’s still plenty enough high-rpm pull to get up just about any hill climb you point it at.
The two-stroke powerplant produces almost no vibration, thanks to its counterbalancer. And when it’s time to refuel, the Ratio Rite can be left on the shelf; the transfer port injection (TPI) system not only eliminates
a carburetor and the jetting that comes along with it, but also the need to premix gas.
The TE 300i’s suspension makes it evident Husqvarna designed this motorcycle for the toughest trails. The WP Xplor 48mm coil-spring fork and WP Xact shock are set up on the soft side, which makes candy out of techniques like preloading, unloading, and launching up daunting climbs, as if the bike’s a two-wheeled hard enduro cheat code. Plushness in slow yet demanding single-track is off the charts.
A central double cradle chromoly steel frame paired with a composite carbon fiber subframe contributes to quick handling with plenty of flex to help absorb obstacles big and small. Pivot turns are made easy with such an agile chassis, especially at its Cycle World-measured 246-pound wet weight. The TE 300i works best when ridden with finesse, but will suffer manhandling if the situation calls for it.
Whether you’re a world-class extreme enduro racer, an everyday single-track rider, or somewhere in between, this Husqvarna gives you all the tools you need. We know from experience that when riding a wickedly tough trail like Five Miles of Hell, this is the bike to be on.
Andrew Oldar
TRIUMPH
SPEED TWIN
BEST STANDARD
Triumph has had a virtual stranglehold on Cycle World’s Best Standard Motorcycle since 2019, and this year it’s the 2022 Speed Twin taking top honors. Not only is it the third time in four years Triumph’s big-bore parallel twin, the 1 200HP, has been the winner of this category, but it’s the second time in three years the Speed Twin has made CW’s Ten Best list. Last time was 2020 when it was named Best Open-Class Streetbike. Since then, the Modern Classic roadster has received a host of upgrades to once again earn recognition and praise from every staffer who was lucky enough to ride the Speed Twin.
A new upside-down 43mm Marzocchi fork has further increased the bike’s sporty nature. Brembo M50 front calipers now squeeze larger 320mm rotors. Cast aluminum 12-spoke wheels are wrapped in Metzeler Racetec RR tires, further increasing its handling prowess. Although essentially a Thruxton RS that’s been stripped and simplified with a flat seat and a taller tubular handlebar, slashing it along the twisting mountain roads above the megalopolis that is Southern California is sublime and surprising. Its classically British styling gives few clues as to how sharp the handling is when the pace is pushed.
Slightly more power has been added to the equation with higher-compression pistons, a new camshaft profile, and revised porting. On the CW dyno the Speed Twin’s 92 hp is just one up from the 2020 model we tested, but this is a win considering this new unit passes stricter emissions regulations. Throttle response from the 270-degree twin is snappy and matched to torque delivery that tugs at your shoulders as you rock back slightly on the long, flat seat.
There’s modern sporting performance underneath a silhouette that will get compliments all day from just about anyone. Ride around unassumingly with style and cordial manners, then hit the backroads and be blown away with the ease with which it dispatches snaking roads. Without protest or compromise, this could be the one and only ride in your garage.
—Justin Dawes
HARLEY-DAVIDSON
FXLR ST
BEST CRUISER
A fine cruiser must balance modernity and tradition, heritage and relevance. We expect a chassis with dynamic handling and clean, accessible power, brought together in a form that involves its rider in the history of our sport.
The 2022 Harley-Davidson Low Rider ST gives us exactly that: The versatility of H-D’s Low Rider S Softail chassis, the power of its largest production engine, and a new fairing and saddlebags that add functionality and change the visual meaning of the machine. The ST draws from both 1983 and 2022, balancing Harley-Davidson’s past against current custom trends to create a motorcycle that’s not only a fine cruiser, but the Best Cruiser of 2022.
Fairing and saddlebags for the ST are based on the 1983 FXRT, which has become iconic in what’s often called West Coast style, tail-bike style, or club style. These styles are defined by a tall stance and aggressive ergonomics, most often seen on a twin-shocked Harley-Davidson. Many of these modern customs are made using reproduced aftermarket components, but this cult popularity has kept FXRT style in the motorcycle pop culture spotlight and allowed us to see the style advance using modern add-ons.
Like the Low Rider S, the ST is powered by a 11 7ci Milwaukee-Eight V-twin engine, the largest currently in production. On the Cycle World dyno, we saw this bike produce 94.9 hp at 4,800 rpm and 114.79 lb.-ft. of torque at 3,500 rpm. There are no ride modes to vary throttle maps, but power delivered to the rear wheel is smooth and there’s plenty of it. Over 100 lb.-ft. of torque are produced throughout nearly the entire usable rev range, and that steep upward line at the beginning of our dyno chart shows that power is available immediately from idle. As we’ve come to expect from Harley-Davidson, clutch and throttle feel are both exquisite, which adds to the high level of rider control and a sense of connection to the machine.
The 2022 FXLR ST is not just a more versatile take on H-D’s hot-rod Softail. It’s the factory acknowledging how customers have used the FXRT since its inception. It’s Harley-Davidson showing decades of experience balancing performance with tradition and once again doing so in an outstanding way.
Morgan Gales
KAWASAKI
KX450
BEST MOTOCROSSER
Riding a 450 motocross bike can be a challenge for even the greatest racers. With so much power on tap, large-displacement motorcycles can be difficult to tame and handle, let alone rip to its full potential. Yet Kawasaki has found a way to make its flagship motocrosser walk that fine line, meaning it’s manageable for the masses yet capable enough for even the most skilled pilots.
The KX450 spins 52.2 hp and 32.4 lb.-ft. of torque on the Cycle World dyno, and out in the world its lively engine character helps keep the fun factor high while its controllability cuts down on the chance of its rider seeing their life flash before their eyes. Modulating power from the fuel-injected liquid-cooled DOHC fourstroke 449cc single-cylinder engine is made even easier with its Nissin hydraulic clutch, which offers such a nearly effortless lever pull that it’s tempting to shift even when you don’t need to.
The comfort-focused setup of the Showa 49mm coil-spring fork and Showa shock keep the ride smooth when the terrain is not. Bumps, jumps, and everything in between are no match for these well-tuned components. Balance is nearly spot on, with the fork a tad soft in relation to the shock.
The chassis department is where the KX450 stands out most. Its aluminum perimeter frame is forgiving, helping to absorb impacts from unrelentingly rough motocross tracks. And while it’s not the sharpest turning or most stable bike on the market, it scores smack dab in the middle of those two most important handling traits. In other words, this bike’s handling is about as neutral as you can get. A well-proportioned rider triangle is complemented by narrow bodywork and a flat seat, making the KX450 comfortable and easy to move around on.
Team Green’s premier class motocrosser doesn’t lean toward extremes in any one category, so even its relative weak points aren’t really deterrents in the grand scheme of things. In the same way it’s difficult to beat a competitor who finishes on the podium in every race, it’s tough to top a motorcycle that checks all of the boxes and whose drawbacks are negligible. Consistency wins titles, and in the case of the 2022 KX450, that title is Cycle World’s Best Motocrosser.
—Andrew Oldar
