Best Lightweight/Entry-Level Motorcycle of 2025

Let’s take a trip down memory lane and think back to when you earned your M-Class endorsement. Oh, bright-eyed and bushy-tailed we once were, looking at all the two-wheeled possibilities gleaming on a dealership floor or online marketplace. These days, new riders have a virtual cornucopia of quality choices laid out before them, and those sensations must be pegged at the limiter, seeing as the entry-level category has become so darn good. There is one name that stands out among them all this season, and that’s the 2026 Aprilia Tuono 457. Nevermind the model year stuff, the MOBOs focus on the year we rode the bike!

Designed in Noale, Italy, and manufactured in India, the Aprilia Tuono 457 is the scantily clad sibling of the fully faired Aprilia RS 457, which managed an honorable mention for the Best Entry-Level/Lightweight Motorcycle of 2024. The Tuono uses the RS platform in wholesale fashion, sharing its class-leading twin-spar aluminum frame, steel swingarm, spunky 457cc Parallel-Twin engine, and above all else, the same sport-minded enthusiasm that’s pushing the bar upward in a stacked lightweight naked bike segment.

As the priciest option in the class at $6,599, it also offers the most developed "big bike" riding experience with respect to its athletic prowess and features when measured against competition such as the CFMoto 450NK ($5,399), Honda CB300R ($5,149), Kawasaki Z500 ($5,599), KTM 390 Duke ($5,899), Triumph Speed 400 ($5,195), and Yamaha MT-03 ($4,999). Ah, if only newbies knew how good they have it these days. Many of us started on clapped-out, potentially third-hand carbureted Kawasaki Ninja 250s, and we liked it! (Senior Editor’s Note: The first motorcycle I ever rode was a 1988 Honda CR500R. We do not recommend anyone doing this as it’s a bad idea.)

The entry-level Ape has no shortage of personality, and that narrative begins with the 457cc Parallel-Twin powerplant, producing a claimed 47.6 horsepower at 9,400 rpm and 32 lb-ft of torque at 6,700 rpm. It is the second-most potent machine in class, an accolade going to the Kawasaki Ninja 500/Z500 and its shared 451cc P-twin engine. Noale-based engineers make up for that by taking several pages out of the 1099cc V4, and more specifically, 659cc Parallel-Twin playbooks, with the fiery-sounding 270-degree firing order. Due to that, it has some bark, but it certainly won’t bite a newbie’s hand when feeding power on, nor does it feel like a dog to seasoned veterans.

What immediately came up in discussions is the Tuono’s twin-spar aluminum frame and well-tuned suspension, bestowing new riders with loads of cornering confidence. In a class chock-full of motorcycles equipped with softer steel tubular chassis, the Tuono chassis delivers a truly mature feel. In fact, it’s quite representative of Aprilia’s ethos as a brand that is heavily focused on chassis performance, which we’ve seen in the Tuono 660 and Tuono V4 platforms. Beyond that, its non-adjustable inverted fork and preload-adjustable shock maintain composure for adult-sized riders.

Of course, comfort is a critical factor for all riders, especially those building their riding skills. The Tuono offers a sport, though casual, upright riding position and an easily accessible 31.5-inch seat height. Combine those numbers with a thin-waisted motorcycle and those with shorter inseam measurements will have no trouble maneuvering this comparatively light 386-pound machine around at low speeds.

The Suzuki DR-Z platform is the stuff of legend. Over two decades of reliable service and good times have helped launch the riding careers (usually off curbs) of a great many riders, earning the carbureted DR-Z400 and DR-Z400SM among the greats. The 2025 riding season marked a major announcement with the Japanese firm thoroughly updating the DR-Z lineup, releasing the dual-sport DR-Z4S and supermoto DR-Z4SM within months of each other.

There is a laundry list of new parts, but the brand has done well to leave each machine’s spirit intact even though there is a new twin-spar steel frame, heavily updated 398cc engine, and modern technology. Suzuki achieves some of that by sticking with a known Hamamatsu formula: the 398cc Single-cylinder engine uses the same 90.0 mm bore and 62.6 mm stroke as before. When placed on the Motorcycle.com dyno, it put down a happy-go-lucky 32.2 horsepower at 8,100 rpm and 23.9 lb-ft at 6,500 rpm to the rear wheel — friendly as can be, mind you. In fact, a new dirt rider or someone getting into motorcycling would do well to reach for a bike with this performance level.

Engineers have gone through the thumper with an eye on efficiency, updating it with new lighter titanium intake valves, hollow sodium-filled exhaust valves, new cam profiles, updated pistons, crankcases, and a more efficient dual-spark cylinder head. There’s even a ride-by-wire throttle, a 10-hole fuel injector, ride modes, adjustable ABS, and traction control! Movin’ on up!

However, the one aspect we all hoped would be a thing of the past remains: the antiquated five-speed gearbox. Unfortunately, that was the DR-Z platform’s weakest point when placed in road-going situations. As contributor Jon Beck noted in his DR-Z4S First Ride Review, “twisty pavement, tight narrow trails, and loose gravel fire roads were all well-served by the torquey engine and available gearing,” which rings true with my experiences while riding the DR-Z4SM — a kart track or winding mountain route will never see you reaching for a sixth cog.

The KTM 390 platform and its six total models are all ripe for the Best Lightweight/Entry-Level Motorcycle of 2025. Currently, the 390s cover an exceedingly diverse range, filling nearly every nook and cranny of the two-wheeled market. To wit, those offerings include the 390 Adventure R, 390 Adventure X, 390 Duke, 390 Enduro R, 390 SMC R, and the RC 390. Although, we should note that the RC 390 is still running the 373cc engine and has not received the latest 399cc LC4c Single-cylinder with its increased displacement.

Road Test Editor Troy Siahaan sampled 2024 KTM 390 Duke last year, which stands as the mechanical foundation for its siblings, namely sharing its spicy thumper with 5 out 6 models in the current range. This year, contributor Jon Beck tested the highly anticipated 390 Adventure R ($6,999) and 390 Enduro R ($5,499) near Mammoth Lakes, California. Mr. Beck commended each bike for their off-road performances, enjoying the long-travel suspension and approachable Single-cylinder engine while attacking trails.

The 390 Adventure R and Enduro R narrowly missed the mark due to minor issues, such as shared a finicky sidestand switch that could elicit a stumble if the rider hit the kickstand with their boot — Jon resorted to an analog trail-side fix that involved rubberbands to hold the stand in place. Simple, cheap, and effective, but mildly annoying. Though, their overall performance and MSRPs do make them quite appealing, placing them as solid honorable mention contenders. Smitten as Jon was with either machine, the Aprilia Tuono 457 didn’t display any inherent design oversights that’d cause a hiccup.

Hot on the heels of the 390 Adventure R and 390 Enduro R launch, Sir Siahaan released his inner hooligan by taking on some Southern California canyon roads and spinning kart-track laps at Apex Racing Center aboard the 390 SMC R ($5,499). The Austrian firm embraces supermoto more than any other brand in the industry, which made for an entertaining ride when playing to its strengths: tight canyon roads and the close-quarters environment of a kart track highlights what an absolute blast the SMC R is, when in its natural habitat.