Story and photos from motorcyclistonline.com

If you’ve read our list of track-ready 600cc machines, then you already know that group leans on a feature set tailored to shine at the circuit, focusing on things like performance, light weight, and aggressive ergonomics while adding helpful amenities like quickshifters, power modes, rider aids, and the like. But what if you don’t want a high-strung, backbreaking rig that’s only really comfortable on the track? You’re not the only one; recent US purchase data shows that sportbike sales have shifted away from hardcore machines deemed too uncomfortable and over to affordable bikes that can commute as well as occasionally scratch around the racetrack when the weekend comes.

Manufacturers have responded with toned-down machines offering more humane ergonomics and otherwise practical feature sets even if it comes at the cost of a few horsepower. Although most of these claim sub-100-hp outputs, 2023/2024′s crop of casual middleweights is also more versatile and, as a bonus, less expensive than their racier brethren.

(What’s on your list? Drop it in the comments below.)

2023 Honda CBR650R | $9,899

CBR650R or CB650R? Other than that one pesky letter, there’s not much mechanically different twixt the pair, with both sharing the same 649cc inline four-cylinder engine and steel-tube chassis of last year’s models. Yup, this is the only inline-four of the bunch, and even though the European bikes got nice upgrades for 2024 (like punchier styling, a new TFT dash, and the E-Clutch option), US bikes carry over unchanged from 2023. So we see no changes to peak power, and both are still running with Honda’s HSTC traction-control system. It’s the same ol’ suspenders too, with a 41mm Showa SFF-BP inverted fork paired to a single shock, with four-piston radial-mount front brakes and 310mm rotors and always-on ABS. Even the seat height is the same.

So the choice between CBR650R and CB650R comes down to ergos and plastics, since both are approachable and capable. The CB650R’s more upright seating position and neo-retro looks belie its standard bike leanings, while the CBR’s bodywork and distinctively supersport-like styling and performance will appeal to more aggressive riders.

Related: 2019 Honda CBR650R First Ride Review

2024 Kawasaki Ninja 650 ABS | $8,899

Twin-cylinder middleweights are definitely having a moment, and the Ninja 650 makes a great case for itself by offering a well-balanced chassis, user-friendly power, and very good fit and finish. Set between the newbie-friendly Ninja 400 and the more ripping ZX-6R supersport, the Ninja 650′s liquid-cooled 649cc parallel-twin engine opts for a responsive power delivery that should appeal to a broad range of skill levels, with a claimed 49 lb.-ft. of torque at 6,500 rpm on tap. The upright riding position, well-mannered parallel twin, and solid chassis are all unchanged for 2024, but the Ninja 650 made news last year with a traction control update. A nonadjustable 41mm telescopic fork and horizontal back-link shock provide a nice balance between comfort and sport, and the Ninja’s 24-degree rake and light 421-pound wet weight make it quick steering and maneuverable. An assist-and-slipper clutch means a light feel at the clutch lever, and all-day comfy ergos make for more enjoyable street rides. ABS is optional (but recommended).

Related: 2023 Kawasaki Ninja 650 First Look Preview

2024 Suzuki GSX-8R | $9,439

You could argue that both the Suzuki GSX-8R and GSX-8S twins belong in this category if only for their performance and price, but it comes down to how much road versus track riding you will be doing; the ergos, suspension, and bodywork are the only differences between the GSX-8S naked versus the more aggressive 8R. Both bikes use the same 270-degree crank and 776cc parallel twin that puts out 82 hp at 8,500 rpm, which is enough to have some fun without soiling your jeans. Both also share the same steel-tube frame and ride-by-wire system that allows three riding modes, three power settings, traction control, and a bidirectional quickshifter, all standard. For suspension, the 8R is equipped with a higher-spec inverted Showa SFF-BP fork and link-type monoshock for a more precise ride, and the separate aluminum handlebars are mounted lower, for a racier riding position. After a spin on the 8R, we came away super-impressed by how easy it was to ride, saying: “Of course you can do trackdays, but this is not a GSX-R.” But then, what is?

Related: Is the Suzuki GSX-8R Replacing the GSX-R600 and GSX-R750?

2025 Triumph Daytona 660 | $9,195

Yup, the legendary Daytona nameplate now graces a new sportbike in the Brit brand’s lineup, and the 660 feels instantly appealing thanks to its character-rich three-cylinder engine, impressive specs, and competitive price tag. The newest bike here is largely based on the popular Trident 660, but the Daytona’s inline-triple has been heavily revised to create a 94-hp version of the engine courtesy of a new cylinder head, camshafts, crankshaft, and 3-into-1 exhaust system. It gets the same assist-and-slipper clutch and six-speed transmission as the Trident, but the chassis is also tweaked to suit the Daytona’s sportier intentions. Suspension is a nonadjustable 41mm Showa SFF-BP upside-down fork and a preload-adjustable Showa monoshock at the rear; brakes consist of a pair of four-piston radial-mount calipers gripping 310mm discs. Ergonomics are sporty but not backbreaking and the instruments include an LCD as well as TFT display that let you view three riding modes. The Daytona looks to be a great commuter as well as being capable of tackling twisty mountain roads or even the occasional trackday.

2024 Yamaha YZF-R7 | $9,199

The best description of the new YZF-R7 comes from our 2022 review, where we said: “the R7 is closer to the R3 than to the inline-four-powered YZF-R6. Racers and performance-minded riders will likely bemoan this comparison, but the majority of folks seeking an easy riding full-fairing streetbike will appreciate the R7.”

Yup, easy-riding for the street is what qualifies here and the R7 brings it in spades, but the bike also offers a fully adjustable inverted fork and more than enough power for the task at hand. The 689cc CP2 parallel twin churns out plenty of low and midrange grunt, with much of its torque peak (46.3 lb.-ft.) coming at a lowly 3,500 rpm and up. That’s easily accessible stuff, even for newbies, and when you add in aids like traction control and adjustable engine/throttle mapping, well, it’s hard to argue with how practical this bike is. Sure, it has clip-ons mounted below the top clamp, but street riders will also appreciate the thicker saddle and plusher suspension action, as well as the reasonable price tag.