Hugh Janus

Don’t see them as simply a rung to a bigger bike, the latest small-displacement bikes offer big bike touches, tech suites, and fantastic looks that punch far above their weight class. Whether just starting out on two wheels, learning a new discipline on two wheels, or just looking to have fun, period, these are our picks for you to explore out of the 2019 and 2020 small-displacement class. The Alternative All-Rounder: Royal Enfield Himalayan The Royal Enfield Himalayan is not particularly light, fast, or tech-heavy. However, it is upright, comfortable, and feature-packed for a daily commute. If you’re looking for a runabout that will commute with ease and hit fire roads when the mood strikes, the Royal Enfield Himalayan should be on your list. A bargain in the ADV world - The Royal Enfield HimalayanWith a 410cc air-cooled single-cylinder engine, Harris Performance-designed chassis, and $4,499 price tag, the Himalayan is a crazy bargain in the small-adventure-bike class. We’ve enjoyed it when we swung a leg over it, and we bet you will too. Neo-Retro Superstars: Husqvarna Svartpilen/Vitpilen 401 Sometimes, you just can’t choose between twins. The Husqvarna Svartpilen and Vitpilen share much in common, namely their frame, gearbox, and 373cc water-cooled single-cylinder engine. However, the Vitpilen is a neo-retro café racer, and the Svartpilen is a take on the scrambler formula that can do dirt (albeit not much) on Sunday and street on Monday. Both the Svartpilen and Vitpilen share the same powerplant with different wrappers.Both are jaw-dropping to look at in the metal, and feature significant touch-point and styling improvements over their KTM 390 stablemates. And they make tempting options when shopping for a new bike because of both their looks and their light weight. They’re also a more expensive small-displacement option at $6,299 apiece, but who said taking supermodel twins home was ever cheap? RELATED: Honda Grom Off-Road Adventure Fun Maximum Fun, Minimum Size: Honda Grom We’ve ridden them in the city, the highway, inside our own building, off road, and anywhere really we’re not supposed to, but that’s what makes the Honda Grom special, and why it’s on the list. It may be a tiny motorcycle with just a 30-inch seat height, but it’s a huge joy. Little bike, big fun - perfectly sums up the Honda Grom. (Jeff Allen/)Debuting in 2014, the Honda Grom is motorcycling distilled: two wheels, 125cc air-cooled single, and with a single purpose of fun times only. It’s been redesigned since then, but fun is still at the forefront, and the market agrees. The Honda Grom is one of the fastest and biggest sellers in the industry, and has launched an armada of parts companies to let you dial in your touches after purchase. Starting at $3,399, the Honda Grom packs big smiles into its small stature. Trackday Starter: Yamaha YZF-R3 What a time to be alive for starter sportbikes. Torquey twin-cylinder 300cc engines and even 400cc options are starting to trickle into a class not known for power. And although not supersport fast, with strong ties to MotoAmerica, and a joy to ride quickly, the Yamaha YZF-R3 is a staff and club-racing favorite for trackday riders starting out. Fun on the track and the street, the Yamaha YZF-R3 is a great choice for new sportbike riders. (Courtesy of Yamaha Motor Corp/)With 37.4 hp on tap (on the Cycle world dyno), we called it a “genuine entry-level sportbike” upon its debut. It’s lived up to those expectations by absolutely dominating podium results in the Liqui Moly Junior Cup Class in MotoAmerica, going toe to toe with bikes with more displacement as well. Starting at $4,499, it’s a strong entry-level racing proposition. Wee Dakar Starter: Honda CRF250L Rally If your dreams are full of mobbing through wide-open expanses on the way to Dakar glory, we suggest starting small before springing for a rally-ready 450 or big-bore ADV bike. However, while you learn, you can still have the look with the CRF250L. Rally-styling with friendly power. (Courtesy of Honda/)With a liquid-cooled 250cc single, the Honda CRF250L puts out 20.6 hp on the CW dyno, and weighs a reasonable 342 pounds without ABS. However, the true winner is that rally-inspired fairing that gives you both the look and comfort of a rally-prepped Dakar bike. We found it a fun runabout both on pavement and off. Starting at $5,899, it makes an excellent choice for a daily commuter and dirt training tool while daydreaming about off-road adventures. Tiny Hooligan: KTM Duke 390 It’s good to be bad, or at least look like you’re up to no good. Naked bikes of all displacements have stormed the sales charts based on their no-nonsense looks, wheelie-happy demeanor, and day-to-day comfort over sportbikes. The small-displacement class is full of naked options, but the 390 Duke is the rowdiest. The 390 Duke is one of the most aggressive small-displacement motorcycles available. (Jeff Allen/)Its liquid-cooled 373cc single, 300-pound dry weight, and 44 hp make it a rorty, torquey option. The KTM single’s performance is backed up by some seriously aggressive looks. On top of that, there’s a sprinkling of tech with Supermoto mode; this deactivates ABS on the rear brake to aid sliding around. For $5,299, it’s the option if you’re looking to get aggressive. Supermoto Starter: Suzuki DR-Z400SM Supermotos are an internet favorite. By throwing street tires on dirt bikes, you get a package that’s flickable, fun, and utterly jumpable. However, when it comes to buying one, there’s only a few options from the dealer floor. And for small-displacement seekers, that journey begins and ends with the DR-Z400SM. The Suzuki DR-Z400SM is most accessible supermoto. (Courtesy of Suzuki/)With a liquid-cooled 400cc single and a steel frame, it’s based on the DR-Z400S but offers standard supermoto wheels and a larger front brake disc. Friendly power delivery and relatively low seat height and weight make it ideal for first-time hooligans. But don’t think you can’t track it, or dice it up with the big bikes with the right set of skills at your next supermoto trackday. Just ask SoCal Supermoto; they know a thing or two about how capable and crashable these bikes are. Two-Stroke Terror: KTM 125 SX Looking for the full moto experience? While you could start with a 250cc four-stroke dirt bike, many riders swear by two-strokes. And one brand in particular has taken their loyalty to heart: KTM. A 125 is a great place to start, especially the KTM 125 SX. (Courtesy of KTM/)The KTM 125 SX is the small supercross star in the lineup. Lightweight, flickable, but full size, it’s the first rung in KTM’s extensive two-stroke lineup, that now even includes fuel-injected models. If you’re looking for a featherweight first dirt bike, look no further. Trail Monger: Yamaha WR250R There are a lot of streetbikes with dirt-friendly talents on this list. However, if you’re looking for a true dirt native to slice up trails and hit the pavement in between, the Yamaha WR250R should be on your list. The Yamaha WR250R is massively popular in dual-sport and ADV crowds. Cycle Worlds' Editor in Chief is even an owner of a pristine 2013 model. (Courtesy of Yamaha/)Its liquid-cooled 250cc single is a proven powerplant, and the wee WR has an extensive aftermarket community to make the Yamaha as ADV- or performance-minded as you’d like. It’s a stalwart for those looking for something lighter than the 650cc options, and doesn’t give up much in terms of capability. Cruiser: Honda Rebel 300 and Rebel 500 Many of the bikes on this list are steps to a future rung of performance. But what if you just want to cruise and have a good time? Small-displacement bikes don’t have to be a means to an end but enjoyable for years and years on. Honda's Rebel is available in 300cc and 500cc displacements. (Courtesy of Honda/)If you want to keep it small and start cruising. The Honda Rebel is an attractive option. Significantly lighter than middleweight cruisers, it’s available in single-cylinder 300cc and twin-cylinder 500cc guise. It’s also not obliquely retro, so you don’t have to pretend you want to live in the ‘60s. It’s a good fun bike, for a good time. Source

Given the gap in its range and the reveal of new documents, it’s likely Yamaha will be rolling out a new R9 model very soon (MT-09 SP shown). (Yamaha/)It looks like Yamaha isn’t done with its new launches for 2022 as the firm has filed European type-approval paperwork for two as yet unreleased machines under the code names “RN82″ and “RN83.” The documents that have surfaced so far don’t tell us much more than that, but those code names alone give a surprising level of insight into the machines, including the ballpark of their capacity and the fact that they’re street oriented—sportbikes or naked roadsters—rather than cruisers or adventure bikes. As many firms do, Yamaha uses code names designed to reflect a bike’s position in its range. In this case, the initial “R” means it’s a street model—a cruiser would have a “V” and an off-road or adventure bike would have a “D” in that position. The second letter, “N,” tells us that both new bikes have a capacity of between 750cc and 1,000cc. If it had been an “M” the bikes would have been between 600cc and 750cc, for example, while a “P” would mean a capacity of more than 1,000cc. Related: 2022 Yamaha MT-10 First Look There are clear signs the MT-09’s 889cc triple will form the basis for two new sport models. (Yamaha/)The very first bike to use the RN code—RN01—was the original 1998 YZF-R1, and the most recent new models to fit the same profile are the 2022 MT-10 (RN78) and the recently revamped XSR900 (RN80). Inevitably there are gaps in the sequence, representing projects that haven’t reached fruition, but the new approval applications show that RN82 and RN83 are both due to be launched soon. To deduce further what these machines might be, we can start by looking at what engines Yamaha currently has in the “N” capacity bracket. Presuming these bikes use existing motors, there are only two options: the 889cc ‘”CP3″ triple from the MT-09, Tracer 9, and XSR900, or the 998cc “CP4″ crossplane-crank four-cylinder from the YZF-R1 and MT-10. It’s the former that seems a more likely candidate for the new models, since there are already clear indications that Yamaha has plans for two new machines based on the MT-09′s engine. A next-generation, redesigned Niken with the updated 889cc CP3 engine will likely be one of those models (current model shown). (Yamaha/)One model that’s virtually guaranteed to appear this year is the next-generation Niken three-wheeler. The current Niken (which was project number RN58) is the last remaining Yamaha triple to use the original 847cc version of the CP3 engine. The new, 889cc version is a substantial redesign, and in Europe it’s the only CP3 to meet the latest Euro 5 emissions rules. The current Niken remains on sale in Europe only thanks to a two-year grace period following the introduction of Euro 5, designed to allow manufacturers time to sell off existing stocks and develop new, emissions-compliant models. That period ends on December 31, 2022, so Yamaha needs to launch a new Niken by then or withdraw the model for 2023. Given the firm’s commitment to the three-wheeled cause, a replacement is virtually guaranteed. Related: Yamaha R9 and R2 Models on the Way? Trademarks for the R9 name have already been filed around the world, and with the CP3 engine and Deltabox frame in use on the XSR900 (shown), a faired R9 seems like a given. (Yamaha/)Presuming an updated Niken is one of the new machines, what’s the other? One possibility, given the simultaneous appearance of the RN82 and RN83 in type-approval paperwork, is that it’s a second version of the Niken. Yamaha has previously considered and put development effort into an unfaired three-wheeler based on the Niken chassis, with a more MT-09-ish style. The original naked Niken idea didn’t reach the market, but it’s clearly a direction that Yamaha has in mind. However, there are also other candidates. Notably, last year Yamaha filed multiple trademarks around the world for the “R9″ name, indicating that a sportbike based on the CP3 triple is under development. It makes a lot of sense: the YZF-R6 that’s currently Yamaha’s second-string sport model below the YZF-R1 lives on now as little more than a track-only machine, long since lost to road-going riders in Europe due to emissions rules. A YZF-R9 based on the MT-09 would have similar power and weight as an R6, with a healthy dose of additional torque. Since there are already multiple models using the same engine, and the latest MT-09, Tracer 9, and XSR900 now have a sport-style Deltabox frame, a faired “R9″ model makes a vast amount of sense, just like the R1 above it and the MT-07-based R7 that’s the next step down the chain. The other gap in the lineup would be a retro-styled 1000. Perhaps we’ll see a naked XSR1000 based on the MT-10 at some point? (Yamaha/)While the YZF-R9 is an obvious omission in Yamaha’s current lineup, another obvious gap in the range is a large retro model. The MT range runs all the way from 125cc to 1,000cc, and the R range does the same—apart from the missing R9. However, while there’s an XSR125, XSR700, and XSR900, there’s no MT-10-based XSR1000. Given the current popularity of retro-inspired naked machines, it might make a lot of sense. But with both of the new bikes already submitted for type approval, we’re unlikely to be left waiting long to find out more about the RN82 and RN83. Source

2022 BMW R nineT Scrambler. (BMW/)Ups New Euro 5 cylinder heads produce better low-midrange torqueUpgraded electronics suite, rear shockLots of customization optionsDowns Not very capable riding off-roadSluggish steering and handling on roadLots of style, not very much substanceVerdict Another one of the more successful offshoots of the R nineT, the R nineT Scrambler has its own little boxer-shaped niche in the varied world of OEM scrambler bikes. In a market where style plays an outsized role in the purchasing decision, the Scrambler certainly has the goods, especially with the numerous customizing options available from BMW. Just don’t ask it to do anything more than light work on the performance side of motorcycling (both on and off-road), otherwise you will likely be disappointed. 2022 BMW R nineT Scrambler. (BMW/)Overview Based on the successful back-to-basics R nineT platform that proved to be a hit with the burgeoning retro-classic heritage bike movement, the R nineT Scrambler made its debut in 2017, and it has continued to be one of the more popular versions of the R nineT. Utilizing the same previous-gen “oilhead” boxer engine platform, the Scrambler gets slightly longer-travel suspension, different chassis geometry, and a 19-inch front wheel to give it some off-road capability and bolster the adventure bike look. Check out CW’s First Ride Review of the BMW R nineT Scrambler here. Updates for 2021 The entire R nineT lineup received numerous subtle upgrades for 2021. In order to comply with stricter Euro 5 emissions regs, new cylinder heads with improved combustion not only run cleaner, but also boost low-midrange power. The cylinder head covers and round analog speedometer have been restyled, a USB charging port for your phone is now standard, and all lighting is now handled by LED units. A new rear shock with travel-dependent damping is also equipped with a handwheel spring preload adjuster. Electronics have been upgraded, with Road and Rain ride modes now standard equipment, in addition to ABS Pro (cornering ABS) and Dynamic Brake Control (DBC, adjustable engine-braking). With the optional Ride Modes Pro, you can access Dirt ride mode, which optimizes throttle response, traction control, and ABS to better suit off-road conditions. For 2021 (being sold as an early release 2022 model), the Scrambler is available in the Granite Gray Metallic Matte or Kalamata Metallic (an additional $200), and two Option 719 motifs: Black Storm Metallic/Racing Red, and Cosmic Blue Metallic/Light White. Either of the Option 719 colorways cost an additional $590. Pricing and Variants The base-model R nineT Scrambler starts at $13,495, but most owners will likely opt for the $1,000 Select Package, which includes Dynamic Traction Control, adaptive headlight, Dynamic Engine Brake Control, heated grips, cruise control, and Ride Modes Pro. From that point though, the options abound, with four different Option 719 Billet Pack CNC-machined aluminum component packages ranging from $1,000–$1,200, various wire-spoked wheels for tubed and tubeless tires running between $500–$950, nice-looking aluminum fuel tanks (one with visible welds for $1,000 and the other with sanded welds for $1,200), chrome exhaust ($150), or off-road tires (Metzeler Karoo 3 rubber that works adequately on-road, $75). Of special note is a suspension lowering kit including a lower seat that drops seat height an inch to 31.5 inches ($250), as well as a taller seat option that raises seat height to 33.5 inches (no cost). Competition Competitors for the R nineT Scrambler include its own sister model R nineT Urban G/S, as well as several editions of the Ducati Scrambler: Urban Motard, Desert Sled, and Fasthouse. Triumph’s Street Scrambler and Scrambler 1200 XC are also competitors. Powertrain: Engine, Transmission, and Performance Utilizing the previous-generation air/oil-cooled 1,170cc opposed-twin boxer engine with updated cylinder heads for improved combustion in order to pass stricter Euro 5 emissions regs, BMW is claiming 109 hp at 7,250 rpm with 85 pound-feet of torque at 6,000 rpm for the newest R nineT. This is 1 hp down on the prior version, but BMW is claiming a marked increase in midrange power with peak power occurring 500 rpm sooner than the old version. Handling The Scrambler has some major differences from the standard R nineT or Pure models, starting with the larger 19-inch front wheel, more than two degrees increase in rake angle (28.5 degrees versus 26.8 degrees on the standard R nineT and 26.6 degrees on the Pure) for better stability off-road, and a wheelbase that’s more than an inch longer. This results in steering that’s noticeably heavier and more sluggish than the standard R nineT on the street, and if you choose the off-road Metzeler Karoo 3 rubber, even more so. Softer spring and damping rates in the suspension are quickly overwhelmed over sharp potholes and washouts if you try to push the pace in any way, either on or off-road. Keep the speed down and the route not too bumpy, and alle ist gut. Read CW’s First Ride Review of the 2017 R nineT Scrambler here. Brakes The R nineT Scrambler utilizes the same dual four-piston Brembo caliper and 320mm front disc combination up front as all the other R nineT models, providing excellent stopping power (if you’re running off-road tires, as much as their grip on the pavement will allow). A two-piston sliding-pin caliper and 264mm disc handle rear brake duties. 2022 BMW R nineT Scrambler. (BMW/)Fuel Economy and Real-World MPG There are no fuel economy figures for the 2022 R nineT Scrambler. Ergonomics: Comfort and Utility In typical scrambler fashion, the R nineT Scrambler has a standard-style upright riding position, with a short reach to the tubular handlebar, decent legroom, and a firmly padded one-piece seat. Standing on the footpegs for off-road obstacles isn’t very comfortable because the bars don’t rise high enough, forcing your torso over the front end more than usual. Because of the one-piece seat, passenger accommodations are adequate as well. Electronics Part of the upgrades in 2021 included rider aid electronics, in the form of the making Road and Rain ride modes, ABS and ABS Pro (cornering ABS), and Dynamic Engine Braking Control all installed as standard equipment. The Ride Modes Pro option is also now available, which allows access to Dirt ride mode; this mode delays the intervention parameters for the traction control, ABS/ABS Pro, and Dynamic Engine Brake Control to allow the rider more leeway when riding off-road. The headlight, taillight, and turn signals are all LED units, and a USB charging port for your smartphone or other personal electronics is included. Warranty and Maintenance Coverage The R nineT Scrambler comes with BMW’s excellent three-year, 36,000-mile warranty, as well as its three-year, unlimited-mile roadside assistance. Quality The R nineT Scrambler has the typical quality BMW feel throughout, and all the available options and parts are just as top shelf. The company prides itself on the quality of its motorcycles, and the three-year, 36,000-mile warranty shows how confident it is of those products. 2022 BMW R nineT Scrambler. (BMW/)2022 BMW R nineT Scrambler Claimed Specifications MSRP: $13,495–$18,240 Engine: 1,170cc DOHC, air/oil-cooled, opposed twin; 8 valves Bore x Stroke: 101.0 x 73.0mm Transmission/Final Drive: 6-speed/shaft Fuel Delivery: Electronic fuel injection w/ 50mm throttle bodies Clutch: Dry, single disc; hydraulic operation Engine Management/Ignition: Ride by wire/TCI Frame: Triangular steel-tube chassis Front Suspension: 43mm Marzocchi conventional fork, nonadjustable; 4.9 in. travel Rear Suspension: Marzocchi shock, spring preload and rebound damping adjustable; 5.5 in. travel Front Brake: 4-piston Brembo caliper, dual 320mm discs w/ ABS Rear Brake: 2-piston slide-pin caliper, 264mm disc w/ ABS Wheels, Front/Rear: Wire-spoke wheels; 19 x 3.00 in. / 17 x 4.50 in. Tires, Front/Rear: 120/70R-19 / 170/60R-17 Rake/Trail: 28.5°/4.4 in. Wheelbase: 60.1 in. Ground Clearance: N/A Seat Height: 32.3 in. Fuel Capacity: 4.5 gal. Wet Weight: 492 lb. Contact: bmwmotorcycles.com Source

2022 BMW R nineT Urban G/S. (BMW/)Ups New Euro 5 cylinder heads produce better low-midrange torqueUpdated electronics suite, rear shockCommemorative paint stands outDowns Don’t get too carried away riding off-roadSluggish steering and handling on roadOnly 40th anniversary paint scheme availableVerdict As a throwback model, the R nineT Urban does a great job of representing the bike that started the adventure bike segment, the 1980 R80G/S. And true to its R nineT bloodline, it’s simpler and more accessible than the current BMW GS models; no huge fuel tank or equally huge price tag, no dizzying array of electronics. Just don’t try to emulate the off-road (and actually, even on-road) capabilities of a modern GS; stick to easier routes and keep your speed in check, and you’ll have a blast. 2022 BMW R nineT Urban G/S. (BMW/)Overview Just like the original R80G/S, BMW likely had no idea that the original 2014 R nineT was going to be such a successful model for the company. The back-to-basics R nineT proved to be a hit with the burgeoning retro-classic heritage bike movement, and swiftly spawned numerous offshoot models. The Urban G/S is one of them, debuting in 2017, and it has continued to be one of the more popular versions of the R nineT. Utilizing the same “oilhead” boxer engine platform, the Urban G/S gets slightly longer-travel suspension and different chassis geometry to give it some off-road capability, and wire spoke wheels (including a larger 19-inch wheel up front) to bolster the adventure bike look. Check out CW’s First Ride Review of the 2018 R nineT Urban G/S here. Updates for 2021 The entire R nineT lineup received numerous subtle upgrades for 2021. In order to comply with stricter Euro 5 emissions regs, new cylinder heads with improved combustion not only run cleaner, but also boost low-midrange power. The cylinder head covers and round analog speedometer have been restyled, a USB charging port for your phone is now standard, and all lighting is now handled by LED units. A new rear shock with travel-dependent damping is also equipped with a handwheel spring preload adjuster. Electronics have been upgraded, with Road and Rain Ride Modes now available, in addition to ABS Pro (cornering ABS) and Dynamic Brake Control (DBC, adjustable engine braking). With the optional Ride Modes Pro, you can access Dirt Ride Mode, which optimizes throttle response, traction control, and ABS to better suit off-road conditions. For 2022, the Urban G/S is only available in Imperial Blue Metallic and the “40 Years of G/S Edition” has been eliminated. Pricing And Variants The base model R nineT Urban starts at $13,995, but there likely won’t be any available without the $1,000 Select Package option, which includes Dynamic Traction Control, Adaptive Headlight, Dynamic Engine Brake Control, heated grips, cruise control, and Ride Modes Pro. Other options such as off-road tires, black or gold rims on the wire-spoke wheels, or the Scrambler-type dual-muffler high-mount exhaust are available at no extra cost. Competition Competitors for the R nineT Urban G/S \ include its own sister model R nineT Scrambler, as well as several editions of the Ducati Scrambler: Urban Motard, Desert Sled, and Fasthouse. Triumph’s Street Scrambler and Scrambler 1200XC are also competitors. Powertrain: Engine, Transmission, and Performance Utilizing the previous-generation air/oil-cooled 1,170cc opposed-twin “boxer” engine with updated cylinder heads for improved combustion in order to pass stricter Euro 5 emissions regs, BMW is claiming 109 horsepower at 7,250 rpm with 85 lb/ft of torque at 6,000 rpm for the newest R nineT. This is one horsepower down on the prior version, but BMW is claiming a marked increase in midrange power with peak power occurring 500 rpm sooner than the old version. 2022 BMW R nineT Urban G/S. (BMW/)Handling The Urban G/S has some major differences from the standard R nineT or Pure models, starting with the larger 19-inch front wheel, more than two degrees increase in rake angle (28.5° versus 26.8° on the standard R nineT and 26.6° on the Pure) for better stability off-road, and a wheelbase that’s more than an inch longer. This results in steering that’s noticeably heavier and more sluggish than the standard R nineT on the street, and if you choose the off-road Conti TKC80 rubber, even more so. Softer spring and damping rates in the suspension jar your wrists over sharp potholes and washouts if you try to push the pace in any way, either on or off-road. Keep the speed down and the route not too bumpy, and alle ist gut. Read Zach Courts’ take on the Urban G/S in this Motorcyclist review. Brakes The Urban G/S utilizes the same dual four-piston Brembo caliper/320mm front disc combination up front as all the other R nineT models, providing excellent stopping power. A two-piston sliding-pin caliper and 264mm disc handle rear brake duties. Fuel Economy and Real-World MPG There are no fuel economy figures for the 2021 R nineT Urban G/S Edition 40 Years GS. Ergonomics: Comfort and Utility The R nineT Urban G/S has your typical standard-style upright riding position, with a short reach to the tubular handlebar, decent legroom, and a firmly padded one-piece seat. Speaking of the seat, it’s noticeably higher than the other R nineT models at 33.5 inches, so those short of inseam might be tip-toeing at stoplights. Because of the one-piece seat, passenger accommodations are adequate as well. Electronics Part of the upgrades in 2021 included rider aid electronics, in the form of the making Road and Rain Ride Modes, ABS and ABS Pro (cornering ABS), and Dynamic Engine Braking Control all installed as standard equipment. The Ride Modes Pro option is also now available, which allows access to Dirt Ride Mode; this mode delays the intervention parameters for the traction control, ABS/ABS Pro, and Dynamic Engine Brake Control to allow the rider more leeway when riding off-road. The headlight, taillight, and turn signals are all LED units, and a USB charging port for your smartphone or other personal electronics is included. Warranty and Maintenance Coverage The R nineT Urban G/S comes with BMW’s excellent 3-year/36,000-mile warranty, as well as its 3-year/unlimited-mile Roadside Assistance. Quality The R nineT Urban G/S has the typical quality BMW feel throughout, and all the available options and parts are just as top shelf. The company prides itself on the quality of its motorcycles, and the 3-year/36,000-mile warranty shows how confident it is of those products. 2022 BMW R nineT Urban G/S. (BMW/)2021 BMW R nineT Urban G/S Claimed Specifications MSRP: $13,995 (base) Engine: 1,170cc, air/oil-cooled, DOHC opposed twin, 8 valves Bore x Stroke: 101.0mm x 73.0mm Transmission/Final Drive: 6-speed/shaft Fuel Delivery: Electronic fuel injection w/ 50mm throttle bodies Clutch: Dry, single disc, hydraulic operation Engine Management/Ignition: Ride by wire/TCI Frame: Triangular steel-tube chassis Front Suspension: 43mm Marzocchi conventional fork, non-adjustable; 4.9-in. travel Rear Suspension: Marzocchi shock, spring preload and rebound damping adjustable; 5.5-in. travel Front Brake: 4-piston Brembo caliper, dual 320mm discs w/ ABS Rear Brake: 2-piston slide-pin caliper, 264mm disc w/ ABS Wheels, Front/Rear: Wire spoke wheels, 3.00 x 19 in. / 4.50 x 17 in. Tires, Front/Rear: 120/70-R19 / 170/60-R17 Rake/Trail: 28.5°/4.3 in. Wheelbase: 60.1 in. Ground Clearance: N/A Seat Height: 33.5 in. Fuel Capacity: 4.5 gal. Wet Weight: 492 lb. Contact: bmwmotorcycles.com Source

Unit 500 of 500. The Ducati Unica Superleggera was designed to match the owner’s Lamborghini Aventador SVJ. (Ducati/)Ducati announces Ducati Unica, a customization program giving select customers the opportunity to collaborate directly with designers at Centro Stile Ducati to create bespoke versions of their Ducati or Scrambler motorcycle. One-off Streetfighter V4. Cool? Sure. As cool as a Streetfighter V4 SP? (Ducati/)With the help of Centro Stile designers, customers are able to create one-off liveries and stipulate the use of special paint colors, premium finishes, and Ducati Performance accessories. Each Ducati Unica project includes a certificate of authenticity and clients are invited to visit Centro Stile Ducati along every step of the process. Ducati Unica Scrambler. (Ducati/)“Design is a distinctive element of our creations,” Centro Stile Ducati design director, Andrea Ferraresi, says. “For some time we have been working on the launch of a project that would give Ducatisti the possibility of identifying themselves even more with their own bike, making it a direct expression of each person’s individual style.” According to Ducati, “only [customers] considered to be in line with the values of the brand and with the stylistic standards associated with it” will be selected to take part. Given that a single Ducati Unica motorcycle will be built per quarter for North American customers, and reading between the lines, it’s not a stretch to imagine those wishing to take part will likely have a history of brand loyalty and, maybe more importantly, a Superleggera or two in the garage. This Superleggera V4’s sexy face: Blue Steel. (Ducati/)While the level of customization that Ducati Unica offers is novel in the two-wheeled world, it’s nothing new in the premium automotive space. For instance, Lamborghini, which like Ducati is owned by the Volkswagen Group, has its own program, Lamborghini Ad Personam, giving customers the ability to select finishes and materials with the guidance of Ad Personam Studio staff. One of one. (Ducati/)The program signals Ducati’s intention to set itself apart as a builder of ultra-premium motorcycles—as if its many limited production run models wasn’t enough. It brings a bit of the supercar experience to the two-wheeled realm, namely in its focus on exclusivity and customer care. In a separate press release announcing that 2021 was its best sales year ever (having delivered 59,447 motorcycles worldwide), Ducati CEO Claudio Domenicali says: “The core values of the brand—Style, Sophistication, Performance and Trust—are more current than ever. Future growth will take place in compliance with these values, offering our enthusiastic customers products that are increasingly representative with a unique mix of beauty, technology and distinctiveness, such as the best of Made in Italy.” The Ducati Unica program is certainly consistent with Ducati’s core values as described by Domenicali. The reader will also note that “Trust” is a new addition to Ducati’s corporate values of “Style, Sophistication, and Performance.” While the original motto names qualities Ducati wishes to ascribe to itself and to its products, trust is a quality it hopes to see (and cultivate) in its customers. After-sales care is a massive component of building trust, but it’s not the beginning of the path. The Ducati Unica program directly serves the smallest number of Ducati owners, but more importantly, it’s likely intended to direct brand perception. From the outside looking in, it’s less about the one rich dude who wants a motorcycle to match his Lambo, and more about capturing the imagination of the everyman who’s struck by the blue Superleggera he sees all over Instagram. Perception leads to satisfaction, satisfaction leads to trust, trust leads to future growth. North American clients can make requests through their dealerships to take part in the Ducati Unica program beginning in 2023. There’s no word on how much the service will cost. This seat is taken. (Ducati/)Source

Vespa 300 GTS. (Vespa/)In 2021 Vespa celebrated its 75th anniversary—and an opportunity for reflection. As both a product and a brand, Vespa is clearly the pillar supporting all of Piaggio (Vespa’s parent company). The Vespa cognoscenti long suspected as much, but now some recent study has made the true standing quite clear. In order to better understand Vespa’s worth, Piaggio’s top management requested London-based Interbrand, a leader in brand consultancy, to evaluate Vespa’s objective value as a stand-alone brand inside the Piaggio Group. This produced a logical, objective analysis, the kind necessary for future investment planning, especially considering Europe’s tightening environmental norms. And the Interbrand analysis both confirmed and quantified Vespa’s positive image as an iconic projection of Italian creativity, lifestyle, and fashion whose continued evolution has helped it retain a leading image as fashionable, individual transportation. Vespa’s Assessed Value A Vespa scooter is much more than just a highly functional city commuter; riding one defines a rider’s individuality and automatically sets him or her apart from the crowd. For the last 20 years, Vespa’s worth has kept growing to the point that the Interbrand analysis concludes Vespa alone is worth 906,000,000 euros, more than all the other Piaggio Group brands combined. While this is grand for Vespa, and also underlines Piaggio’s fiscal health, at the same time it casts a shadow on Aprilia, which—despite the high quality of its present models—is still fighting for its survival. Another Piaggio company, Moto Guzzi, is a different story. Still emerging from the low waters of the De Tomaso years, Guzzi is growing steadily, and the new V100 Mandello promises to continue this growth. In any event, if you factor in the loyalty of the Guzzi faithful—particularly evidenced by the Guzzisti who gather in Mandello every year for the firm’s birthday—Moto Guzzi is the second-most passionate motorcycle brand in the world, after Harley-Davidson. Nobody within Piaggio would consider selling or dismissing Guzzi, even if it takes years to return sizable profits. Piaggio Today Piaggio is being led by a very capable and competent management team, headed by Roberto Colaninno. They’re devoted and proud of their products, but are also responsibly focused on each brand’s economic and financial mission. No money will ever be invested beyond a safe level unless that business entity shows the potential to produce appropriate income. Vespa has been doing exactly that for years, and looks like it will for years to come. For the past 20 years, Piaggio’s technical team has focused on improving their bikes’ function and efficiency. The current lineup features power units among the best in terms of output, throttle response, emissions control, and fuel consumption. Vespa’s new chassis features higher structural rigidity, more effective suspensions, and better braking systems. Vespas are safer, easier to handle, and more fun than they’ve ever been, both sneaking through traffic and riding on the open road. But we know that technical excellence alone is not enough. To that end, and to keep the brand’s image fresh, Vespa has showcased such special editions as the Vespa 946 Christian Dior, and now a new cooperation with Justin Bieber. 19 Million Vespas…and Counting Vespa has also reached a remarkable goal: Since 1946, it has produced 19 million units. They’re ridden world wide, and the faithful regularly gather in massive meetings. Such affinity and distinctiveness are all part of Vespa’s impressive “brand score.” Today’s top model, the Vespa 300 GTS, offers solid performance and comfort, but there’s more in store. Here’s one: a new liquid-cooled SOHC four-valve 400cc single. Fully Euro 5 compliant, the new engine is as compact and light as Vespa’s 350, but delivers a solid 35.4 hp at 7,500 rpm. This is a very modern engine, not just an evolution of a dated design. As such, the engineers can’t just shoehorn the new 400 into the present Vespa GTS chassis, but it’s easy to see how a fractional increase to the wheelbase, a stiffer body structure, fatter tires, and upgraded suspension and brakes would create a “Super Vespa” that would strengthen the bike’s image even more. Vespa’s battery-powered Elettrica has also opened to the company a path into the world of practical zero-emission commuters, and has also created the potential for worldwide partnerships. Looking forward, Vespa’s future may be even brighter than its past already is. Expect a further increase of the Vespa brand value within the Piaggio Group—that is an easy prediction. Source

The new 2022 Kawasaki KLR650 is an awaited return of Team Green’s iconic, do-it-all dual sport following a two-year hiatus of production. It isn’t just reintroduced to the lineup, but boasts a number of significant changes that expand its adventuring capabilities while addressing the shortcomings of the previous-generation KLR. So what’s new? The KLR650 and the KLR650 Adventure and Traveler submodels continue to be powered by the same 652cc DOHC single-cylinder as before, but utilizes electronic fuel injection for the first time. A new 40mm throttle body promotes smoother running and rids the KLR of the need to rejet the carburetor for varying riding conditions. Kawasaki also claims a boost in midrange power and torque characteristics as a result of revised cam profiles and the exhaust pipe diameter has been reduced for similar results. The transmission has also been reworked with several updates for better shift feel Horsepower and torque figures of the 2022 Kawasaki KLR650 Adventure on the <i>Cycle World</i> dyno. (Robert Martin Jr./)As part of the Cycle World testing protocol, we placed our 2022 Kawasaki KLR650 Adventure on our in-house Dynojet 250i dynamometer, recording horsepower and torque figures. The KLR produced a peak 34.61 hp at 5,910 rpm and 33.52 pound-feet of torque at 4,700 rpm. A combination of smooth, tractor-like power delivery from 2,000 rpm until its redline of 7,000 rpm, and a notably flat torque curve makes the KLR a docile adventure machine and offers flexibility in various riding scenarios. Source

BMW’s new, boldly styled CE 04 looks straight out of a sci-fi movie, but it’s aimed squarely at today’s emissions-conscious city commuters. (BMW Motorrad/)At the launch of the new CE 04 electric scooter, BMW stated there would be no new gasoline-powered bikes coming out in what it calls the “urban mobility segment”…or city bikes and scooters, to you and me. Head of BMW Motorrad Dr. Markus Schramm then went on to say that over the coming years, we can expect to see a new electric motorcycle from the German manufacturer every 18 to 24 months. And then came a bit of a bombshell: From 2025, the brand will start looking to transfer other segments to electric power. There it is, the big scary news. But before we get too bogged down in that discussion, let’s focus on the task at hand—BMW’s rad-looking new CE 04. The “04″ in the name, incidentally, refers to the 400cc bikes it is aimed at, with BMW hinting at there being a CE 02 and maybe a CE 06 in the pipeline. Related: BMW Motorcycles The CE 04’s length allows the air-cooled battery to be efficiently positioned under the floorboards. (BMW Motorrad/)It’s clear straight away that the CE 04 is trying to be very much different from the gasoline-powered maxi-scooters it will be fighting for stoplight space with. The styling guys with the fancy shoes and crayons were given the lead on this one, making the most of the opportunities that an electric powertrain allows. The main battery is derived from the modules used in BMW’s iX electric car, and it sits right in the bottom of the chassis, beneath the footboards. The arrangement offers good airflow over the battery so it can be air-cooled; the motor, on the other hand, is liquid-cooled, with a small radiator heat exchanger up at the front of the bike. There’s a second, 12V battery on board that runs regular systems like the dash and lighting. Like the battery, the motor is derived from one used in BMW passenger cars, with a bespoke motor housing for the scooter application. Both battery module and motor are manufactured in-house, at the factory in Berlin—a clear sign that BMW wants to be on top of this technology, rather than just buying third-party components and building a chassis around them. The motor is chassis mounted (unlike the swingarm-mounted engine on a conventional scooter) and drives the rear wheel via a set of single-stage primary gears, and then a belt final drive. This setup gives a significant advantage in rear suspension performance versus a typical scooter, as the unsprung mass is greatly reduced. The liquid-cooled BMW-made motor is chassis-mounted in a purpose-built housing, thus reducing unsprung weight. (BMW Motorrad/)Now, most of the time, electric bike manufacturers lament the difficulties in packaging enough batteries on a motorcycle, so it was new to hear the BMW designers saying quite the opposite. Perhaps the limited range requirements of a city bike have helped the case here, but compared to packaging an engine, airbox, fuel tank, and exhaust on a gas-powered bike, the CE 04′s compact motor and single battery module take up very little space. This has allowed a lower, flatter seat and distinctly skinny rear end, still with enough storage to fit a touring helmet. As you’re squeezing your touring lid into the side-accessed case, it’s hard not to notice the clear air between the top of the case and the seat—proof the styling team had the upper hand over the practical engineering team on this one. Now I’m not pitching that as a good or a bad thing, but it does indicate that BMW may be looking at this bike as more of a statement piece, rather than a purely practical commuting machine. Huge TFT screen displays normal bike and navigation options. The windscreen in front of the dash gives you minimal wind protection, but a high screen is an available option. (BMW Motorrad/)For all the bold styling and new approaches (like the side-accessed helmet storage), there’s a refreshing feel of familiarity when you jump aboard the CE 04, especially if you’ve ridden BMW motorcycles before. The switch gear, handlebar controls, and TFT display feel and work like any other BMW, making it easy to get right on and set rider modes, control your phone for music and nav, and importantly for colder cities, set the grip heaters to a good level. There’s even a regular starter switch on the right-hand bar, but in place of the usual cranking and barking, nothing happens when you push it. No noise, no fanfare, just a message on the dash that reads “ready.” And with that, we glide away into the Barcelona traffic, silent, smooth, with an eerie sci-fi movie vibe. This is a city of scooters, where every intersection is a step-through drag race and every sidewalk is thick with everything from 20-year-old beaters to shiny new maxi-scooters. And everywhere we roll up, necks are strained and sunglasses lowered for a better look at the silent assassin that has just smoked them away from the previous stoplight. Which brings me to bonus feature No. 1 of an electric scooter like this: It’s easy to be fast. There’s no waiting for a clutch (automatic or otherwise) to catch up, no waiting for revs to build or variator transmissions to change ratio; you simply snap the throttle open and hang on. Whether from a standstill or firing into a gap in moving traffic, the CE 04 has the ability to respond with immediacy. The three standard rider modes (Eco, Rain, and Road) let you dial in that response, with various amounts of power on the throttle and regeneration-derived deceleration off the throttle. The optional Dynamic rider mode gives full power, maximum regen deceleration (like really strong engine-braking), and a more aggressive throttle curve to spice things up and make sure the traction control is paying attention. Switchgear and controls will be familiar to most BMW owners, while throttle response and performance from the CE 04’s motor is impressive. (BMW Motorrad/)On to electric vehicle bonus feature No. 2—the throttle response. In an age where some gasoline bikes still can’t get the transition from closed to part throttle right, the CE 04 makes a mockery of them, transitioning from regenerative deceleration to punchy acceleration with an intuitive, smooth feel that took no time at all to get comfortable with. It lets you ride through the city and rarely trouble the brakes, doing all your speed control on the throttle. Rain and Road modes have a smoother deceleration curve, allowing the bike to flow a little more, but for stop/start city riding the strong “engine-braking” effect is perfect. It even shows the brake light when you decelerate hard enough without brakes to reduce the risk of an uninvited guest on the passenger seat. Around town, the performance from the electric motor is great, always having enough punch to squeeze past traffic and be the first away from the lights. While the CE 04 isn’t pitched as a highway bike, we rode a couple of short stints on faster highways and were happily able to cruise at 70 mph (max speed is limited to 75 mph). On the standard bike upper body wind protection isn’t great, but a high screen option is available, along with a heated comfort seat (one of six different seat options), heated grips, and cornering lights. The 65.9-inch wheelbase is especially long for a scooter, which makes the CE 04 feel spacious and super stable. That length also means more effort is needed in tighter turns. (BMW Motorrad/)Visually, one thing that stands out on the CE 04 is its length, no doubt accentuated by the level, flat side profile of the styling. At 65.9 inches, the wheelbase is long, which has a few knock-on effects. On the positive side it feels super spacious, with plenty of options to move about on the long bench seat. It’s also very stable both in corners and when you hit potholes and speed bumps. Where the length shows is in a long sweeping turn or lapping a roundabout, and pulling in to cut a tighter line takes a bit of effort. When zigzagging through stationary traffic, the length never really posed a problem, as the skinny CE 04 squeezes through where a regular maxi-scooter would be scraping fenders, and the low center of gravity makes slow control a breeze. And when you do wind yourself into a dead end, hit the reverse button on the left-hand switch gear and you can back out of trouble. The reverse function is very controllable and, unlike some other examples, lets you modulate the throttle and use the brakes without cutting out. The low center of gravity allows a level of control for low-speed maneuvers; there’s also a reverse function for tight spots. (BMW Motorrad/)The huge TFT display shows all the normal bike stuff (multiple tripmeters, air temp, speed, etc.) along with estimated range and how much regenerative braking or power you are using. BMW claims an estimated 80-mile range for the CE 04. On our test ride around Barcelona I rode the bike in Dynamic mode for two-thirds of the ride, with heated grips on full, my phone on charge in the fan-cooled stowage compartment, and my throttle hand set to idiot mode. The estimated total range at the end worked out to just over 70 miles, though I’m confident that with one or two more burnouts I could sneak that below the 70-mile mark. For normal, nonjuvenile riding, the 80-mile claim will be totally achievable. The 8.9kWh battery module can be charged from zero to 80 percent in 1 hour, 5 minutes using the optional Mode 3 fast-charging cable. The standard charger included with the bike can take the battery from zero to 100 percent in 4 hours, 20 minutes, but actual charging time depends on the supply available; a 110V, 15A household supply will take closer to six hours for a full zero-to-100 percent charge. BMW claims an 80-mile range for the CE 04, with an approximate charge time of six hours with the standard charger in a household 110V outlet. (BWM Motorrad/)With a starting MSRP of $11,795, the CE 04 is clearly not a budget-conscious commuter bike. It’s not going to give access to the masses, nor get everyone on electric scooters and fix inner-city smog problems overnight. It is a fantastic city bike, hammering home the point that, in this setting at least, electric bikes can go toe to toe with the petrol burners and in many ways come out on top. With a long-standing tradition of building ex-factory bikes for authorities and emergency services, BMW sees the CE 04 as a really good option for this, with integrated functionality that can be tailored to each country’s needs. With or without flashing blue lights and sirens, intercity travel is still going to be a fiddly affair with the required hourlong charging break every 80 miles, but for slaying the traffic in silence, it rips. According to the brand, the CE 04 can be easily outfitted to meet the needs of local emergency services. (BMW Motorrad/)The infrastructure for electric vehicles is improving all the time and they are rapidly becoming a more viable option, especially for urban rides. Plenty of questions still remain, not least concerning how sustainable the widespread use of batteries themselves will be, but the engineers at BMW Motorrad are on the case with this. While batteries are the current hot option, they hinted at alternative fuel and energy sources for future bikes, with machines like this CE 04 being another steppingstone on the path to emission-free shredding. For silent jaunts on city streets, the CE 04 is an excellent weapon, but at $11,795 it’s certainly not a budget option. (BMW Motorrad/)2022 BMW CE 04 Specifications MSRP: $11,795 Motor: Permanent magnet liquid-cooled synchronous Rated Capacity: 20 hp Maximum Power: 42 hp @ 4,900 rpm Maximum Torque: 45.7 lb.-ft. @1,500 rpm Maximum Speed: 75 mph Battery: Traction, 8.9/6.2kWh, 11kW w/ optional power reduction Voltage: 148V (nominal) Charging: 2.3kW w/ integrated charger; 6.9kW w/ optional quick charger Charge Time: Standard 4 hr. 20 min. to 100%; 3 hr. 30 min. to 80% (1 hr. 40 min. for 100%; 1 hr. 5 min. for 80% w/ optional quick charger) Transmission: 1-speed, integrated into motor housing Secondary Drive: Toothed belt and gearbox w/ fixed transmission Frame: Steel double loop Front Suspension: Telescopic fork; 3.9 in. travel Rear Suspension: Suspension strut; 3.6 in. travel Front Brake: 4-piston fixed caliper, dual 265mm discs w/ ABS Rear Brake: 1-piston floating caliper, 265mm disc Wheels, Front/Rear: Cast aluminum; 15 x 3.50 in. / 15 x 4.50 in. Tires, Front/Rear: 120/70R-15/ 160/60R-15 Steering head angle/Trail: 63.5°/4.7 in. Wheelbase: 66.0 in. Ground Clearance: 5.5 in. Seat Height: 30.7 in. Curb Weight: 509 lb. Contact: bmwmotorrad.com Side-accessed storage compartment can fit a touring helmet inside, but it’s a tight squeeze. (BMW Motorrad/) Single-stage primary gears go to a belt driving the rear wheel. Rear suspension offers 3.6 inches of travel. (BMW Motorrad/)Source

The new Tiger Sport 660 is the latest model built around Triumph's 660cc inline-triple engine. (Triumph Motorcycles/)When we rode Triumph’s all-new Trident roadster earlier this year, we were deeply impressed by both its capability and its balance (read the review here). But human nature being what it is, we also wondered what the next plank in the new 660 platform would be. After all, the brand made no bones about basing more than one bike around that 660cc engine. Now the highly anticipated follow-up is here, and we’re taking it out to the rolling hills of Portugal’s Algarve region. So does the new Tiger Sport 660 make as much of an impression on the Adventure Sports category as its strong-selling roadster sibling made on the entry-level middleweight world? Although the Tiger 660 shares much with the Trident, the frame is beefed up and ergonomics are more upright. (Triumph Motorcycles/)As you’d expect, the Tiger builds upon the Trident but skews the formula toward more versatility. Carryover elements include the chassis, powerplant, and other major components; the Tiger Sport gets the 660cc liquid-cooled inline-triple with no remapping or tuning tweaks, so the 80 hp and 47 pound-feet numbers remain unchanged. (For context, the Trident recorded 72.1 hp at 10,200 rpm and 42.9 pound-feet at 6,700 rpm on our in-house dyno.) There are clear variations between the Tiger Sport and its roadster brother beyond the obvious bodywork additions and sharper styling. You can see a subtle resemblance to the larger Tiger family members in the front face, in the side cowlings, even in the large 4.5-gallon fuel tank. But despite those cues, you’ll find 17-inch wheels and no ADV beak on the smallest Tiger, underscoring its intentions to go up against the likes of Kawasaki’s Versys and Yamaha’s MT-07 in the multipurpose middleweight arena. The 659cc inline-triple engine, transmission, and exhaust are unchanged. New bodywork and graphics instantly distinguish the two. (Triumph Motorcycles/)In the chassis, the Tiger Sport retains the bulk of the Trident’s tube-steel frame but gets a longer, touring-focused and reinforced subframe, with a longer swingarm to accommodate passengers and added payloads. Up front, important tweaks to the Tiger include a steeper rake and shorter trail, now 23.1 degrees and 3.8 inches, and a slightly longer wheelbase, 55.8 inches versus the Trident’s 55.2. The nonadjustable Showa Separate Function Fork (SFF) carries over to the Tiger Sport, but suspension travel is over an inch more than the Trident’s at 5.9 inches, noticeable for a streetbike. The Showa monoshock also increases travel to 5.9 inches and is adjustable for preload remotely via an easily accessible knob just below the seat. A new, bigger seat and a longer reinforced subframe signal the Tiger Sport 660′s two-up capabilities. Cutouts are integrated mounting points for Triumph’s new luggage system (optional). (Triumph Motorcycles/)Meanwhile, cast 17-inch wheels and road-biased Michelin Road 5 rubber signal a straight-up sport-touring mindset, and the Tiger Sport 660 gets upright ergonomics to match. While the seat is an inch taller than the Trident’s, a narrow taper at the tank junction lets you flat-foot the Tiger more easily. The saddle is long and fairly flat, making it easy to move around and giving your companion more room in the back. Another boon for passengers? That would be the built-in grab handles on the pillion portion, which let your partner feel more secure and provide you with another place to strap gear onto. A single TFT gauge displays basic info and allows access to the two riding modes, Road and Rain. Traction control can be switched off deeper in the menu. (Triumph Motorcycles/)I found the Tiger’s ergos fit my 5-foot-7 frame nicely, with the wider and taller handlebar giving me an easy reach and neutral body positioning. The foot-to-peg dimension is also more relaxed than the Trident’s, for more legroom. The cockpit is set up to be tidy; cables are cleanly routed, an easy-to-read TFT gauge serves up basic riding info, and simple-to-use controls are located on a compact switch cube at the left handlebar. The cube has four arrow buttons to navigate and an OK button to accept changes. An optional Bluetooth module will give you access to the My Triumph mobile app, which allows you to also tap into navigation functions, interact with your phone, and more. Linear power, a broad powerband, and excellent mapping make for a spirited but stress-free ride. (Triumph Motorcycles/)When your ride leader is a British ex-roadracer, you learn to get up to speed quickly, and we found the Tiger Sport 660 packs a more than decent midrange punch. This is where the bike feels happiest; a fantastic spread of power is available from about 3,600 to 9,000. The throttle response is linear and approachable, not overly eager. Every crack of the wrist demonstrated that the Tiger’s excellently mapped ride-by-wire throttle was free of any flat spots or hiccups, allowing us to fully enjoy the solid connection between the throttle and rear tire. On throttle or off, the response was never jerky, always manageable. Simplifying matters further is that the Tiger Sport, in inheriting Triumph’s ride-by-wire throttle system, has only two selectable riding modes: Road and Rain. Each incorporates its own traction control and throttle response parameters, with Rain dulling throttle response and dialing up TC; Triumph is keen to note that this is something the competition doesn’t offer. TC can also be disabled by going into the menu. We spent a good deal of our time in third gear, where even the tightest of turns could be navigated without too much penalty. Even if I found myself in the wrong gear, as was often the case since I was following a roadracer on unfamiliar roads, the broad powerband meant we didn’t always have to hunt for another cog; the bike would chug off without complaint. But shifts have to happen eventually, and on that end I found the six-speed gearbox smooth and positive, with an easy pull from the lever on the slip-and-assist clutch; a quickshifter is optional. Overall, we never had to worry too much about shifting, which makes the Tiger Sport an easy bike to ride, something Triumph is quick to point out. That’s not to say you can’t tear it up on the Tiger Sport. The 80 hp peak comes all the way up at 10,250 rpm, with a top-end boost that doesn’t sign off in the upper revs. You can rev it to the moon, with good results, though it’s worth noting that you’ll get a fair bit of vibration once you stray into that territory. Anywhere north of about 5,500 rpm, which is coincidentally highway speed, and you’ll feel slight buzzing, mostly through the bars. Still, it’s clear this Tiger isn’t about catering to squids. The engine is all about being elastic but accessible when needed. | 6.Tiger660-Handling.jpg | A 23.1-degree rake makes for easy tip-ins on the Tiger, while the longer-travel front suspension is composed enough for all but the harshest bumps. | Photo: Triumph Motorcycles | A smooth throttle means nothing without good handling, and that’s where the Tiger Sport 660′s steeper rake comes in. The bike is agile and tips in easily, transitioning smoothly from side to side without feeling twitchy, even at pace. That wide and tall one-piece handlebar gave us great leverage especially when coming into decreasing-radius turns, usually a little too hot. Midcorner adjustments could be made without the bike complaining or feeling unsettled. Just pick a line and the Tiger holds it throughout. Our 150-plus miles of combined freeway, deserted mountain roads, and cobblestone village streets also gave us a pretty good idea of suspension quality, even if the upside-down 41mm fork has zero adjustment options. The longer-travel unit was well balanced and more than adequate for my 160 pound, 5-foot-7 self; the dual-rate spring soaking up the majority of pavement protrusions we rolled over, though sharper-edged hits would often come through. One quibble here was pronounced fork dive when riders went hard on the brakes; kudos to the chassis for not ever getting out of sorts even with the excess dive. It was surprising just how forgiving and tolerant the Tiger was of both heavy throttle and heavy brakes, as it shrugged off my abuses without complaint. Nissin two-caliper brake setup is par for the segment, but still gives a good bite and plenty of power (though not much feel). (Triumph Motorcycles/)As you’ve probably already deduced, the Tiger Sport 660′s brakes were put through the wringer on our ride, and by any measure, passed with flying colors. Although the Nissin setup may seem middle of the road, the dual-disc twin-caliper arrangement hauled the Tiger down from speed well even in extreme situations. Pull from the span-adjustable lever is easy, though the initial bite can be a bit harsh and feedback is sometimes vague. The always-on ABS proved handy on the twistier, dirtier portion of our route; I left TC on as I felt that would be a wise choice on zero-runoff mountain roads. In another nod to simplicity there’s no inertial measurement unit here, so TC and ABS aren’t lean sensitive. The stock windscreen is height adjustable with one hand from the cockpit (via the dark handle seen behind it). (Triumph Motorcycles/)Miscellaneous Notes A few other features and details on the Tiger Sport 660 are worth a mention, primarily the excellent feel of the sticky Michelin Road 5 tires that come stock on this model. Their unwavering grip on even the gnarliest turns gave us supreme confidence, whether at full lean, under braking, or flat out. There’s also the Tiger Sport’s simple, manually adjustable windshield, which got a workout on faster stretches and highways; it can be moved up or down with just one hand. Adjusting it upward definitely made a difference in protection airflow, but it’s a bit rattly up there; in its lowest position, protection is negligible. Still, it’s necessary equipment on a bike that aspires to longer hauls. Stability is good, even at speed. We do wish there was cruise control, even if it was a factory option. (Triumph Motorcycles/)Speaking of long hauls, the Tiger’s low fuel light gives you more than adequate warning time to make it to a gas station; when it comes on, you can still go 80 kilometers (almost 50 miles). That said, we’re disappointed to see cruise control isn’t offered on the Tiger Sport 660, not even as a factory option. If Triumph is trying to tout touring potential, cruise control needs to be on the short list of features going forward, as is an onboard charging port; USB or 12V are only available as options, so bring your own power supply. Triumph has developed a new luggage system to work with the integrated mounting points on the Tiger Sport 660. The side cases and 47-liter top box can be color-matched to the bike (Lucerne Blue shown here). (Triumph Motorcycles/)With Triumph emphasizing the bike’s touring capabilities, it makes sense that a new luggage system, as well as a slew of other accessories like heated grips and lighting, are all available via its accessory catalog. No accessorized bikes were available for us to ride, but the Triumph-developed luggage includes side hard cases and a rear top box claimed to fit two full-face helmets. All bags slot into the Tiger Sport’s integrated mounting points, a very clean-looking and discreet arrangement that dispenses with unsightly external add-ons. Triumph touts the bike’s two-up capability and touring potential, which should heat up competition in the segment. (Triumph Motorcycles/)It looks like Triumph has managed to dodge the dreaded sophomore slump. We’re pretty impressed with the all-around versatility of the Tiger Sport 660 as it relates to the rest of the class. Triumph has managed to hit the marks on feature set, comfort, performance, and affordability. And with its two-up capability, the newest 660 has arguably even exceeded them. The brand says it’s looking to position the Tiger Sport 660 as a do-it-all commuter, daily rider, or tourer that will appeal to a wide and diverse group of riders, newbies and vets alike. That’s a tall order. But with its excellent manners and extremely easy-to-ride characteristics, a spirited engine, and a competitive price under $10,000, it may come pretty close. Triumph says the Tiger Sport 660 to be available stateside by early 2022. The Tiger Sport will be available in Lucerne Blue/Sapphire Black, Korosi Red/Graphite, or the Graphite/Sapphire Black shown here. (Triumph Motorcycles/)2022 Triumph Tiger Sport 660 Specifications MSRP: $9,295 (base) Engine: DOHC, liquid-cooled inline-triple; 12-valve Displacement: 660cc Bore x Stroke: 74.0 x 51.1mm Compression Ratio: 11.95:1 Transmission/Final Drive: 6-speed/X-ring chain Claimed Horsepower: 80 hp @ 10,250 rpm Claimed Torque: 47 lb.-ft. @ 6,250 rpm Fuel System: Multipoint sequential EFI; ride-by-wire Clutch: Wet, multiplate, slip and assist Engine Management/Ignition: Electronic Frame: Tubular steel perimeter Front Suspension: 41mm inverted Showa SFF fork, nonadjustable; 5.9 in. travel Rear Suspension: Showa monoshock, remote preload adjustable; 5.9 in. travel Front Brake: Nissin 2-piston sliding calipers, dual 310mm petal discs w/ ABS Rear Brake: Nissin 1-piston sliding caliper, 255mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Michelin Road 5; 120/70R-17, 180/55R-17 Rake/Trail: 23.1°/3.8 in. Wheelbase: 55.8 in. Ground Clearance: N/A Seat Height: 32.9 in. Fuel Capacity: 4.5 gal. Claimed Wet Weight: 455 lb. Availability: Early 2022 Contact: triumphmotorcycles.com GEARBOX: Helmet: Arai Defiant-X Jacket: Rev’It Ridge GTX Pants: Spidi Thunder H2Out Gloves: Rev’It Monster 2 Boots: Tourmaster Horizon Source

Journey to the bottom of the world? The Royal Enfield team headed south to cross Antarctica earlier this month. (Royal Enfield/)A circumnavigation of the globe, a breach of the Darien Gap, a successful crossing of the Sahara—there’s no shortage of hardcore achievements an adventure motorcycle can notch up to validate its hardcore off-road bona fides. But Royal Enfield has taken the idea about as far as possible for its Himalayan adventure bike with a recent and successful rip across Antarctica to plant its flag at the South Pole. Two Himalayan models were chosen for modification for the expedition, the first of its kind to the South Pole. (Royal Enfield/)The Royal Enfield team, including riders Santhosh Vijay Kumar and Dean Coxson, set out from Novo (aka Novolazarevskaya research station) in Antarctica on modified Himalayans, covering an overland distance of 3,200 kilometers (1,988 miles) over the next nine days. The expedition encountered extreme conditions, naturally, from bone-chilling temperatures between -22 degrees to -13 degrees Fahrenheit and wind speeds of 37 mph, while slowly grinding toward the Ross Ice Shelf. An unexpected blizzard forced the expedition team to alter their course more than once, but despite slight detours, the bikes and support crew reached the South Pole on December 16, 2021. Even with studded tubeless tires running extremely low tire pressure, riding in snow is brutal. (Royal Enfield/)Of course a trek across the snowy and roadless expanse of Antarctica would require modifications for any vehicle. The Himalayans were modified in-house to prep them for navigating the snow and ice and to merely be able to function in the severe conditions. The bikes were also ridden on a compacted snow track from the Ross Ice Shelf to the South Pole to reduce drag, limit emissions, and better align with Enfield’s environmentally conscious #LeaveEveryPlaceBetter initiative. The bikes are still in Antarctica, and the team is currently heading toward Union Glacier in the west, planning to fly out from there to Chile at journey’s end. Other mods for the journey were minimal, such as smaller countershaft sprockets to boost low-end response and stronger alternators to accommodate heated gear. (Royal Enfield/) Related Article: A 3,500-Mile Royal Enfield Himalayan Summer Source

Harley-Davidson’s Pan America 1250 Special is a new addition to the big-bore adventuring-touring segment and is looking to knock the BMW R 1250 GS off its throne as king. Ducati has every intention of doing the very same thing with its all-new Multistrada V4 S. This is shaping up to be one serious ADV showdown, indeed. (Jeff Allen/)We had big—no, huge—plans for a big-bore adventure shootout. This included five national parks, numerous state parks, camping off the bikes, and long miles each day. And then an experience common to most ADV owners came to be for us as well. Everyone has dreams of long journeys on their large-displacement rigs. But the reality is that getting more than a long weekend in can be incredibly challenging. As it turned out, some in our group couldn’t be gone for a week or more. Others got COVID. Some test units became unavailable due to supply chain issues. So we settled on a shorter test: three days of intense riding in Southern Utah, a land crafted by the gods for adventure motorcycling. There’s nothing like loading up the panniers on a big ADV rig and setting out for a long weekend, and the three machines we chose for this test all do the job of crunching miles and finding new sights. Yet they go about it in very different ways. No big-bore ADV comparison test can even be considered without our first bike, the BMW R 1250 GS. Simply put, it is adventure motorcycling. Close your eyes, think ADV, and you’ll see a GS. BMW has ruled the segment for so long, it’s almost surprising that riders don’t say “let’s go GS-ing.” Our particular test unit was a 2021 R 1250 GS-40 Years Edition GS, a long name for a long history of rally-inspired travel. BMW’s R 1250 GS is the ruler by which all big-bore ADV motorcycles are measured. (Jeff Allen/)Ducati’s Multistrada V4 S is the spiciest meatball in the ADV world. Ducati launched the Multistrada in 2003, and it’s constantly evolved and improved through the years. Now, 19 years on, this 2021 model has V-4 power by way of Ducati’s Panigale superbike, but with conventional valve springs for long valve-inspection intervals (a remarkable 37,260 miles, to be precise). Even without desmo, the V4 S is the superbike of the ADV world. But that doesn’t mean it can’t go off-road with confidence. Multistrada means “many roads” in Italian, and Ducati means it, especially with this latest generation. New for 2021, Ducati’s Multistrada V4 S has the most power in this matchup. (Jeff Allen/)Harley-Davidson shocked adventure-bike fans when it first teased its Pan America concept in 2018. Three years on, the 2021 Pan America 1250 Special hit the market and was favorably reviewed after our first ride. It’s no pretender to the segment; it has the required equipment for all things big ADV and even a few tricks up its sleeve. Don’t think pushrods and a potato-potato soundtrack; an all-new 60-degree DOHC V-twin powers the Pan Am with a character that is both modern and powerful. It’s a new challenger in a fiercely fought arena, and H-D is serious about taking the crown. Harley-Davidson is a new comer in the adventure touring segment with its Pan America 1250 Special. (Jeff Allen/)Our test base in St. George, Utah, gave us access to a variety of roads: winding asphalt, fast and smooth dirt, rough-and-tumble two-track, and everything in between, allowing us to ride from a hot and dusty 2,700-foot baseline to a breathtaking 11,312 feet, with bouts of cold rain thrown in. The route would test our patience while moving through the crowds in Zion National Park and test our skills in the rocky and loose terrain of Dixie National Forest. Big miles and long days on the bikes are a must to really understand these three adventure-tourers, so we did the thing. In preparation for the test we ran each machine through Cycle World’s thorough and rigorous data-gathering process: weighing them, measuring them, running them on our in-house Dynojet 250i dynamometer, and performance testing them at our airstrip test bed. Each step of this portion of testing was executed with each model’s street-focused standard tires on off-road-ready wire-spoke wheels; once this was complete, each brand’s optional off-road-focused tires were mounted and OEM panniers were installed. The BMW and Harley-Davidson strapped on their soft luggage; the Multristrada’s plastic hard bags are its only option, but those come as standard equipment on the V4 S. Temperatures soared into the triple digits as we made our way through Zion National Park. (Jeff Allen/)Day one saw an early start into Zion National Park. Traffic was heavy as outdoor recreation has seen a massive boom during the pandemic. Air temperatures climbed to over 100 degrees, providing the first test of the heat management capabilities of these big-horsepower units. Stop and go, stop and go for the next hour as we crossed the park revealed that each bike put out heat when the sun superheated the area, as would be expected. But making power also produces heat. The BMW slowly poaches your toes as the heat wafts off of the cylinders, while the Pan America is set to broil on the right footpeg. And on the Multi, the heat is like Palmolive: You’re soaking in it. Once free of the gates of Zion, the heat dropped on all of the bikes and it was time to give ‘em the beans. Here on the open road the Multistrada V4 S is king; on the CW dyno the V4 S puts out 143.8 hp at 10,580 rpm, and it is most happy to be spun up in the higher rev range. Do this, and the horizon rushes toward you in a hurry. Derived from the engine that powers Ducati’s Panigale superbike, the V-4 in the Multistrada is the fire-breathing monster of this test. (Jeff Allen/)Right behind is the Pan Am’s Revolution Max 1250 V-twin, with 128.2 hp at 9,130 rpm. While it’s not a MotoGP ADV like the Multi, it’s plenty quick with marvelously torquey power delivery, reaching 80.9 pound-feet of torque at 4,340 rpm. For comparison, the Multi puts out 77.8 pound-feet at a much higher 7,410 rpm. The Pan America is the first model that gets Harley-Davidson’s all-new DOHC 60-degree V-twin, dubbed the Revolution Max 1250. (Jeff Allen/)Yes, the BMW’s Shiftcam boxer is outclassed in horsepower here with just 117.39 hp at 7,770 rpm, but its torque is top of the heap with 91.5 pound-feet coming on strong. When that happens, there’s a brrrrt! from the exhaust reminiscent of an A-10 Warthog’s 30mm rotary cannon. BMW’s flat twin is an icon in the adventure-touring world and it’s the best it’s ever been thanks to ShiftCam technology. (Jeff Allen/)Each machine has a complete suite of ride modes tied to traction control, throttle response, power levels, and ABS, making all of that big-twin power manageable on and off the road. Eco, Rain, and Road are the standard choices for the BMW; our test unit was equipped with the $3,750 premium package option (99 percent of the GS models sold in the US are so equipped) that adds Dynamic, Dynamic Pro, Enduro, Enduro Pro modes for a total of seven. The Multi has four modes: Sport, Touring, Urban, and Enduro. The Pan America 1250 Special gives you a total of seven, with Road, Rain, Off-road, Off-road Plus, and three customizable modes, two for street and one for off-road. Navigating these modes is fairly straightforward on each model, but the user interfaces for other functions are quite different across the three. Each has a full-color TFT dash, but some are easier to read than others. The H-D ranks last here with some font sizes so small that CW Editor-in-Chief Mark Hoyer described it as an “eye test for those with better than 20/20 vision—at speed.” Optometric issues aside, the H-D dash is bright and clear. Ditto for the Mulitstrada and BMW, with the GS being the easiest on the eyes. However, the big Beemer is maddingly frustrating when it takes five button presses to reset the tripmeter at the gas station. The Multi gave us fits as well until we learned the ways of the scrolling info screen; then all was easy and good. While the dash is clear and bright, some of the font sizes on the Pan America’s dash are much too small to read easily at speed. (Jeff Allen/)After running north on Highway 89 through Mount Carmel Junction and Glendale, we turned east and up to the plateaus between Escalante and Kanab, where wide, loose, flowing dirt roads let us play with the off-road modes and fiddle with traction control settings. Modern off-road traction control is a revelation in adventure motorcycling, boosting confidence in the average rider; any bike so equipped becomes friendly and rideable. And the same systems can be exploited by experts to coax insane levels of performance and speed out of the same bikes. Feet up, head over the headbars, elbows out, and sideways at 80 mph, you can only marvel at what a time it is to be a motorcyclist. You can’t help yelling “Yow!! Hot damn!” or “Yeah!” after covering in just minutes a distance that took Mormon settlers an entire day. Fast and flowing dirt roads are the place where these technologically sophisticated adventure-tourers can really show the merits of lean-sensitive traction control and off-road ABS. (Jeff Allen/)Here the Harley-Davidson excelled, displaying the most competent cornering while in Off-road Plus. That mode’s power delivery is just the right mix of meaty torque and big power for life in the dirt; rear tire spin-up is predictable and smooth, and when the TC steps in there’s no real indication that it’s limiting spin. You just feel like an exceptionally good rider. Enduro Pro mode on the BMW is nearly as good, and the torque-rich character out of tighter turns pushes the R 1250 GS forward with authority. The engine’s connection to the right wrist is uncanny when the dirt isn’t rough. A torque-rich character blasts the R 1250 GS out of corners with excellent controllability—as long as the bumps aren’t too big. (Jeff Allen/)Ducati’s rocket ship is intoxicating when you can see far enough to let it stretch its legs. Triple-digit speed in the dirt is possible if you’ve got the space, and of course the nerve. In the corners, with the TC turned down to the lowest setting, there is still too much intervention; power is cut too abruptly, causing an undulating tail wag as you screw it on. But my goodness, is it fast. When the road was smooth, nothing could touch the Multistrada V4 S in terms of speed. (Jeff Allen/)Cutting across the top of Dixie National Forest on the way to Brian Head Peak (our 11,312-foot high point), smooth dirt gives way to rough, rocky two-track. Here the Ducati surprises with a well-balanced setting from its semi-active Skyhook suspension as it strokes through 6.7 and 7.1 inches of travel front and rear. Pounding though the rocks is controlled, but you do feel the heft and width of the large fuel tank. Throwing the V4 S around is a test of physical fitness in comparison to the BMW, with the latter’s lower center of gravity and generally narrower feeling. It’s not that you can’t get the job done on the Multistrada; it’s just a little more sluggish to react to inputs and has a greater moment of inertia than the other two. When the going is slow and technical, the GS shines. It seems to balance all by itself even at walking speeds, allowing riders to pick a line and and then pick it apart. When the pace quickens, however, the lack of compression and rebound damping on the Beemer’s Dynamic ESA rear shock kills forward drive, which can be enough to knock it off-line in the most extreme terrain. Up front, 7.5 inches of telelever suspension eats up moderate-sized rocks and potholes, but as with the 7.9 inches in the rear, the bike can blow through that travel quickly at speed if the smoothest path isn’t selected. Both ends feel cheap in comparison to the Harley and Ducati’s semi-active units. Banging through rough terrain on the BMW taxed the shock’s ability to sufficiently control rebound damping. (Jeff Allen/)Harley-Davidson has fitted Showa semi-active suspension to the Pan Am; in the off-road stiff setting, it does the best job of controlling wheel action through 7.5 inches of travel front and rear. Even when pushed hard, the H-D moves through the large volcanic rocks, tree roots, and chuckholes found on the winding Duck Creek woods trails with the most composure of the three machines. It will blow through the stroke on G-outs, and will bottom loudly on the skid plate, but both wheels stay in line and on course. The Pan America felt the most dirt-bike-like when pushed to the limits. (Jeff Allen/)All three bikes have electronically adjustable preload, with the BMW and Ducati adjusting preload depending on the rider’s selection and according to what’s being carried on the bike. Choices include rider only, rider and passenger, rider with luggage, and rider and passenger with luggage. Harley equipped our test Pan America with its Adaptive Ride Height, which takes automatic preload a step further; the system automatically sets the rear sag to 30 percent, and then lowers the rear suspension when you come to a stop to reduce the seat height up to 2 inches. This means turning around on the trail and stopping on uneven ground is easier on the Pan America than the others. We didn’t have any issue with losing ground clearance at low speeds; anyone who’s concerned about it can take the extra step to lock out the ARH during that sort of riding. While chasing the sun for golden hour photos along Kolob Terrace Road, our highly talented director of photography Jeff Allen was caught out by a very tricky off-camber turn on his Africa Twin photo-rig. Long (very!) story short, Allen left the road, found some big rocks and was flown off the mountain in a helicopter while we finished riding the two hours back to base in the dark. It was a perfect opportunity, despite less than perfect circumstances, to test the lighting on each bike during a moonless night when the danger of deer entering the path was very real. All three machines have full LED lighting and the spread and quality of light from each is excellent, including cornering light functions. We worried less about the deer and more about poor Jeff’s condition. Our late night ride also brought protection from the elements into play, and once again all three were strong performers. Heated grips, standard equipment here, kept our hands warm, and adjustable windscreens set at the highest positions cut the wind. The screen adjustment mechanisms of the GS and Multi are well thought out and easy to use; the Pan America’s unit is much less so. Sure, wind protection was solid, but the screen feels flimsy and the adjustment lever is clunky and small. Further, it became hard to move due to dust buildup. Our brave photographer survived with what turned out to be minor injuries, so it was back to business in Utah. For the next two days we crisscrossed the southern part of the state, logging big miles on the street and dirt. When it was fast and rough, the Pan America was the bike to be on. (Jeff Allen/)Weather changes quickly and often during late Utah summers, and we were caught in a thunderstorm by surprise. Water quickly pooled on the gravel roads and gravel soon turned to slippery mud. Here, rear wheel traction control and front tire feel became more important than ever. Each bike’s traction control handled the mud with identical manners displayed in the dirt, but the front end feel was vague all around as we plowed through the greasier corners. Although the Multi weighs only 1 pound more than the BMW and the same as the Harley (604 pounds versus 603 pounds) when fueled, it felt tall and heavy while on the completely saturated earth. A low center of gravity on the GS helped with confidence here, but it still feels hefty especially when sitting down and dabbing your feet in the slow and slick sections. The Pan Am’s narrower tank and solid front-end feel made the constant course corrections and surprises easier as we battled the cold and wet. As quickly as the rain came, the sun broke through and the road dried. In the curves the V4 S is the king, thanks to its ability to leave the apexes quickly in Sport mode, as the ride is taut and composed. The Pan America also tightens up the ride in Road mode, but not to the sportbike level of the Ducati; things are a little softer and less precise. Select Dynamic on the R 1250 GS and you’ll be amazed with the change in the chassis attitude; preload is increased and the GS gets tipped forward on its nose for quick and extremely light handling; sadly the lackluster rebound damping is an issue here too, and midcorner bumps will upset a finely chosen line. Covering big miles in the dirt and on the street was a necessity to really understand each of these adventure touring motorcycles. (Jeff Allen/)All three of these big ADVs are remarkable at covering big distances. For general traveling on the street and mild to moderate fire roading, you would be more than pleased with the BMW, Ducati, or Harley-Davidson. Pushing the limits just a bit further and farther, like we did here, adds separation between the trio and exposes their strong and weak points. At the end of the third day, it was clear which of these big adventure bikes was our winner. If you want power and speed, the Multistrada V4 S is the number one choice. (Jeff Allen/)The Multistrada V4 S truly is ready for all roads, but not so much as the Harley-Davidson and BMW. Ducati’s high-performance superbike DNA clearly shines through on the V4 S; if you’re looking to embarrass sportbike squids on the street and then wave “see ya!” as you exit onto dirt roads to the top of the mountain, the 2021 Ducati Multistrada V4 S is the bike for you. Adam Waheed, our third test rider, summed up the Multi best: “Even though this bike is fast and exhilarating, I need a motorcycle that is going to be more versatile than this if I’m looking for an adventure terrain rig.” BMW’s R 1250 GS has been at the top of the ADV world for years, and it just missed winning this shootout. If the suspension had performed at a higher level, it might have remained the top dog. (Jeff Allen/)BMW’s GS is of course the gold standard of adventure motorcycling, and the R 1250 GS is an exceptional motorcycle. Its flat-twin boxer engine has character unlike any other offering in the ADV world. It’s almost too easy to ride, and it’s an icon for many reasons. If not for its lackluster suspension performance in the dirt, the BMW might have won. But BMW rested on its laurels just a moment too long, and the new kid on the block cleaned its clock. Not that this clock needed cleaning, necessarily; it’s still a finely crafted motorcycle. Harley-Davidson has silenced any doubts that it could build a legitimate adventure touring motorcycle with the Pan America 1250 Special. (Jeff Allen/)But Harley-Davison has done it all in Year One. In its first test, the Pan America has soundly beaten both the odds-on favorite ADV all-time champion and an insanely fun and fast Italian beast. Its lively engine split the difference between the V4′s rev-happy power and GS’ grunt, and simply worked in more situations than the competition. Its suspension was balanced, refined, and controlled no matter the terrain or surface, making it easier when the going got tough. That, above all else, is the most important trait of an adventure bike. What good is a motorcycle if it can get you into trouble but can’t get you out? 2021 BMW R 1250 GS Specifications MSRP: $26,307 (as tested) Engine: DOHC, air/liquid-cooled, four-stroke flat twin w/ BMW ShiftCam Displacement: 1,254cc Bore x Stroke: 102.5 x 76.0mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/shaft Cycle World 33.43 ft. Cycle World 139.29 ft. Fuel System: Electronic intake manifold injection Clutch: Wet, slipper function; hydraulic activation Frame: Stressed member, steel trellis Front Suspension: BMW Motorrad Telelever 37mm stanchion, central spring strut; 7.5 in. travel Rear Suspension: Paralever WAD strut, Dynamic ESA; 7.9 in. travel Front Brake: 4-piston radial calipers, dual 305mm discs w/ Integral ABS Rear Brake: 2-piston floating caliper, 276mm disc Wheels, Front/Rear: Spoked; 19 x 3.0 in / 17 x 4.5 in. Tires, Front/Rear: Continental TKC-80; 120/70R-19 / 170/60R-17 Rake/Trail: 25.7°/4.0 in. Wheelbase: 59.6 in. Ground Clearance: 7.3 in. Seat Height: 33.5 in./34.3 in. Fuel Capacity: 5.2 gal. Cycle World Measured Wet Weight: 603 lb. CW Measured Performance Quarter-Mile 12.02 sec. @ 117.19 mph 0–30 1.89 sec. 0–60 3.81 sec. 0–100 7.87 sec. Top-Gear Roll-On, 40–60 mph 2.93 sec. Top-Gear Roll-On, 60–80 mph 3.05 sec. Braking, 30–0 35.21ft. Braking, 60–0 140.50 ft. 2021 Ducati Multistrada V4 S Specifications MSRP: $29,245 (as tested) Engine: DOHC, liquid-cooled, 90-degree V-4 w/ counter-rotating crankshaft Displacement: 1,158cc Bore x Stroke: 83.0 x 53.5mm Compression Ratio: 14.0:1 Transmission/Final Drive: 6-speed/chain Cycle World 35.21ft. Cycle World 140.50 ft. Fuel System EFI w/ 46mm elliptical throttle bodies; ride-by-wire Clutch Wet, multiplate w/ slipper action; hydraulic operation Frame: Aluminum monocoque Front Suspension: Electronically adjustable 50mm inverted w/ Ducati Skyhook; 6.7 in. travel Rear Suspension: Electronically adjustable monoshock w/ Ducati Skyhook; 7.1 in. travel Front Brake: Radially mounted Brembo Stylema Monoblock 4-piston calipers, twin 330mm discs w/ cornering ABS Rear Brake: Brembo 2-piston floating caliper, 265mm disc w/ cornering ABS Wheels, Front/Rear: Spoked; 19 x 3 in. / 17 x 4.5 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 120/70ZR-19 / 170/60ZR-17 Rake/Trail: 24.5°/4.0 in. Wheelbase: 61.7 in. Ground Clearance: 8.6 in. Seat Height: 33.1 in./33.9 in. Fuel Capacity 5.8 gal. Cycle World Measure Wet Weight: 604 lb. CW Measured Performance Quarter-Mile 11.58 sec. @ 124.32 mph 0–30 1.80 sec. 0–60 3.63 sec. 0–100 7.13 sec. Top-Gear Roll-On, 40–60 mph 3.13 sec. Top-Gear Roll-On, 60–80 mph 3.12 sec. Braking, 30–0 33.83 ft. Braking, 60–0 135.25 ft. 2021 Harley-Davidson Pan America 1250 Special Specifications MSRP: $24,073 (as tested) Engine: DOHC, liquid-cooled, 60-degree V-twin; 4 valves/cyl. Displacement: 1,252cc Bore x Stroke: 105 x 72.3mm Compression Ratio: 13.0:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 128.2 hp @ 9,130 rpm Cycle World Measured Torque: 80.9 lb.-ft. @ 4,340 rpm Fuel System: Electronic Sequential Port Fuel Injection (ESPFI) Clutch: Wet, multiplate slipper/assist; cable actuation Frame: Stressed-member alloy steel trellis; forged aluminum mid-structure Front Suspension: 47mm inverted fork, electronically adjustable semi-active damping, optional Adjustable Ride Height; 7.5 in. travel Rear Suspension: Piggyback monoshock, electronically adjustable semi-active compression and rebound damping, automatic electronic preload, optional Adjustable Ride Height; 7.5 in. travel Front Brake: 4-piston Brembo Monoblock calipers, 320mm disc w/ ABS Rear Brake: 1-piston Brembo caliper, 280mm disc w/ ABS Wheels, Front/Rear: Anodized aluminum laced tubeless; 19 x 3 in. / 17 x 4.5 in. Tires, Front/Rear: Michelin Scorcher Adventure Radial; 120/70R-19 / 170/60R-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 62.2 in. Ground Clearance: 8.3 in. Seat Height: 31.1 in./32.1 in. Fuel Capacity: 5.6 gal. Cycle World Measured Wet Weight: 604 lb. CW Measured Performance Quarter-Mile 11.73 sec. @ 120.76 mph 0–30 1.82 sec. 0–60 3.57 sec. 0–100 7.45 sec. Top-Gear Roll-On, 40–60 mph 3.11 sec. Top-Gear Roll-On, 60–80 mph 2.95 sec. Braking, 30–0 33.43 ft. Braking, 60–0 139.29 ft. Source

Aprilia’s 2022 Tuareg 660 is a blast off- and on-road. (Aprilia/)Earlier this year I traveled to Noale, Italy, visiting Aprilia for an early ride of the upcoming 2022 Tuareg 660 adventure bike. While the bike was missing most of its electronic aids and there were still some changes to be made in the chassis, it was 95 percent there; l was impressed. I’ve been looking forward to a ride on the final production unit, and now the 2022 Aprilia Tuareg 660 is officially ready for public consumption. This time I traveled to the Italian island of Sardinia for a complete picture of this new ADV rig’s capabilities and performance. The Tuareg is powered by the very same 659cc parallel twin that powers the RS 660 sportbike and Tuono 660 naked. There are some changes; for instance, the Tuareg gets different camshafts to decrease lift and duration to tailor the bike’s torque and power delivery for adventure riding. But the basic architecture is the same, and Aprilia claims 52 pound-feet of torque and 80 hp, both coming in at lower rpm ranges than the sporting street models. Aprilia also says 75 percent of that torque arrives below 3,000 rpm and 90 percent at 5,500 rpm. Since my first ride in August, the Tuareg has seen a couple of notable changes. The most important is a 5 percent shorter first-gear ratio for a little more response during technical off-road situations. That same change would have been useful in second gear as well, as I was looking for more pop when I needed to get the front end light when riding off-road. Final gearing is also 10 percent shorter, with a 15-tooth front sprocket and 42-tooth rear versus the other models’ 17/43 gearing. Even so, I feel a larger rear sprocket might be in order if you aim to spend most of your time in the dirt. Gear changes were solid all day; our test units were equipped with the $249 add-on Aprilia Quick Shift. For an additional $600 you get the white/red/blue paint with silver wheels. MSRP for the standard colors is $11,999. (Aprilia/)Despite wanting more bottom-end—it’s never enough, until it’s too much—the connection between throttle and rear tire is linear and easy to control. Four ride modes are offered by the Aprilia Performance Ride Control (APRC) system: Urban, Explore, Off-road, and Individual. Each gets all 80 ponies, but the response is varied. Urban is the most muted, followed by Explorer; Off-road has the most aggressive response. You can adjust the traction control quickly through four levels within each of those modes; engine-braking is also adjustable. ABS is activated for both wheels in Urban and Explore, while Off-road cut the rear ABS. You can also disable the ABS completely in Off-road and Individual modes. As there is no IMU on the Tuareg, TC and ABS are not lean sensitive. Powering the Tuareg is the same 659cc DOHC parallel twin that is used in the RS 660 and Tuono 660. Camshaft and gear ratio changes are specific to adventure duty. (Aprilia/)Even so, with the linear power delivery and manageable power, lean sensitivity is not missed. I preferred the lowest level of TC on Urban and Explore modes, even riding with it off for portions of the ride, as wheelies must be done from time to time. Setting engine-braking at the highest level added a snatchy feel to the throttle when rolling on and off for corners, a quick change to the lowest amount made midcorner throttle adjustments smooth. That’s APRC’s strong suit: the ability to make changes easily and on the fly to get the response and smoothness to your liking. Making changes to ride modes, TC, and ABS settings is quick and easy via a bright and clear TFT dash. (Aprilia/)In the dirt, the off-road setting worked well. With the TC set at the lowest level the rear end kicked out predictably even in some very muddy corners. Turning TC off allowed the back to come around more aggressively, but again, the smooth and predictable nature of the parallel twin made it easy to manage traction. The front ABS was well calibrated for Sardinia’s dirt roads, and even when pushed hard, the braking does an excellent job of managing the available traction. I turned ABS off, but found it easier to ride quickly with it on. Lever response and feel from the front brake is excellent in the dirt and merely great on the street. The rear brake is a little vague in the dirt, but has good feel on the street. Kayaba suspension front and rear is fully adjustable and strokes through 9.4 inches. (Aprilia/)The definition of off-roading varies from continent to continent, and our time in the dirt on Sardinia was tame; we rode what were basically dirt roads in the mountains that had been recently soaked by thunderstorms. The 20-ish miles we rode did show off the basics, but I struggled to grasp the true performance of the Tuareg’s steel chassis and fully adjustable Kayaba suspension. It worked great for this moderate usage case, but what would happen in the big country of the US? Luckily, Aprilia set up an off-road loop/track behind the resort to let us see what’s what. Here I was blown away by the Tuareg’s chassis. Dual rate springs in the 43mm fork and a progressive linkage attached to rear shock offer a nicely balanced ride in the small chop and bumps at any speed, but there is plenty of hold-up when you blast it into a corner hard. And it can corner hard, especially when a ride sits down in the corner. Motocross-inspired cut and thrust maneuvers are possible as the 660 squares off turns amazingly well while sitting down. Standing up it also smashes a predictable line, despite the moderately aggressive Pirelli Scorpion Rally STR tires constantly searching for traction. The Tuareg 660’s chassis is well sorted for serious dirt duty. (Aprilia/)There were a few rock gardens strewn about the track; the Tuareg smashed through these straight and true without any clanking or metal-to-metal bottoming from the 9.4 inches of suspension travel at both ends. The same applied over the track’s few small jumps when the bike left the ground—it was rock solid, composed. Most think the selling point of the Tuareg 660 is the engine, but truly it’s the chassis. And as good as it was off-road it was just as good on the street. Sardinian roads are ridiculously grippy, but as the weather was cold and damp I expected that we’d be tiptoeing our way around the southern part of the island. As it turned out, shred level was set at an eight or nine all day, and the Tuareg proved to be an honest-to-goodness Aprilia. Tip-in is light, and its 450-pound wet weight responds quickly to rider inputs; however, this doesn’t mean it’s twitchy or nervous in any way. Midcorner the bike is rock steady even when the pavement is bumpy or cracked. It won’t hang with its RS and Tuono siblings, but it is one of the best midsize ADVs I’ve ridden on the road. On-road performance is just as impressive if not more than the Tuareg 660’s off-road capability. (Aprilia/)Another notable change from the preproduction unit is the seat shape, which has been modified with a less steeply angled front to allow riders to more easily move up toward the tank. A narrow shape makes reaching the ground easy with my 30-ish inch inseam despite the 33.9-inch seat height claimed by Aprilia. The shape is great, but when off-road and sitting I did find the hard plastic edges of the seat pan more than a few times. I’m a big dude and weigh close to 250 pounds with all of my gear on, so lighter riders might not need to worry. The rest of the ergonomics fit my 5-foot-10 frame well. Furthermore, air management from the nonadjustable windscreen is great, flowing the air right over my head at highway speeds. Ergonomics on the Tuareg 660 are excellent for a midsize ADV. (Aprilia/)Aprilia has nailed the sweet spot of midsize adventure motorcycles. The Tuareg handles both road and dirt duty with excellent manners, has an engine that’s easy to use but will satisfy your need for speeds, and incorporates some of the best electronics available. It’s also priced right in the middle of the segment at $11,999; the white/red/blue paint will cost you another $600, however. Every time I ride the Aprilia Tuareg 660 it gets better. I can’t wait to see how it will do in the deserts and mountains of Southern California. 2022 Aprilia Tuareg 660 Specifications MSRP: $11,999 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 659cc Bore x Stroke: 81.0 x 63.9mm Compression Ratio: 13.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 80 hp @ 9,000 rpm Claimed Torque: 51.6 lb.-ft. @ 6,500 rpm Fuel System: Fuel injection w/ 48mm throttle bodies; ride-by-wire Clutch: Wet, multiplate; slipper function Engine Management/Ignition: Electronic Frame: Steel Front Suspension: Kayaba 43mm inverted fork, fully adjustable; 9.4 in. travel Rear Suspension: Kayaba piggyback shock, fully adjustable; 9.4 in. travel Front Brake: Brembo 4-piston calipers, dual 300mm discs w/ ABS Rear Brake: Brembo 1-piston caliper, 260mm disc w/ ABS Tires, Front/Rear: Tubeless; 90/90-21 in. / 150/70R-18 in. Rake/Trail: 26.7°/4.5 in. Wheelbase: 60.0 in. Seat Height: 33.9 in. Fuel Capacity: 4.8 gal. Claimed Dry Weight: 412 lb. Availability: February 2022 Contact: aprilia.com Source

BSA has revealed the classically styled 2022 Gold Star, designed in the UK and built in India, and featuring a 650cc liquid-cooled DOHC single. (BSA Motorcycles/)The influx of Indian money has saved classic British motorcycling names more than once in the past, and now BSA is the latest brand to return to the market under Indian ownership. As such it joins Royal Enfield, a company that has been Indian-owned for decades, and Norton, which was revived from bankruptcy in 2020 by India’s TVS Group. Like those companies, the newest incarnation of BSA is leaning hard on its past glories, with the first model from the reborn brand bringing back the Gold Star name. The new model is a dead ringer for the post-1953 Gold Star, down to the spoked wheels, teardrop tank, and rounded headlight—though the radiator betrays its modern-day status. (BSA Motorcycles/)BSA is now owned by Classic Legends, the same Indian company that also oversees the Jawa brand. Classic Legends itself is 60-percent owned by car and motorcycle manufacturer Mahindra—a firm that started its journey into vehicle production by license-building Jeep CJ3s in the 1950s and now owns brands including Pininfarina, Peugeot Motorcycles, and SsangYong Motor. Like Royal Enfield and Norton, BSA also uses British expertise, with R&D facilities in the UK, and plans to set up a manufacturing base near Birmingham in the UK Midlands. It’s a kind of homecoming for the firm, since BSA started life as a gun-maker, Birmingham Small Arms, before branching out into bicycles in the late 19th century and then motorcycles in 1910. Originally, Classic Legends and Mahindra planned to have the UK manufacturing and development facilities up and running by now, but delays due to the COVID-19 pandemic mean the initial bikes are set to be made at the firm’s Indian facilities. The company’s longer-term plans include electric models that will be developed and made in the UK, where Classic Legends has been given a government grant of 4.6 million pounds, to be matched by its own investment in the electric project. Related: As the US Market Exploded, Japan Took Over The four-valve DOHC 650cc engine is Rotax-designed and claims to output 45 bhp and 40.6 pound-feet, though the transmission is just a five-speed. (BSA Motorcycles/)For its first model under new ownership however, BSA stays with a design firmly rooted in the the past rather than looking toward the future, and there’s no denying it’s a convincing evocation of the post-1953 versions of the original Gold Star (when swingarm rear suspension was introduced). The engine is particularly successful in conjuring the look of the original, despite having a completely different internal design. Where the original 350 and 500cc Gold Stars had pushrod, OHV, two-valve, air-cooled singles, the new Gold Star has a Rotax-designed, DOHC four-valve motor, with water-cooling and a capacity of 652cc. The result is a peak of 45 hp, which compares well to the 46.8 hp that Royal Enfield extracts from the 648cc twin in the Interceptor—and with just one large cylinder, the BSA hits its peak at lower revs, 6,000 rpm compared to Enfield’s 7,150 rpm. The BSA also has more outright torque, peaking at 40.6 pound-feet and 4,000 rpm, compared to 38.6 pound-feet at 5,150 rpm for the Royal Enfield engine. That torque might well come in handy too, as the BSA makes do with a five-speed transmission where the Enfield has six ratios in the box. Since the BSA is water-cooled, there’s a radiator that somewhat mars the retro styling, but it’s not too prominent and doesn’t make for a big weight penalty compared to its closest rival. Ready to ride, the Gold Star weighs 470 pounds, compared to 478 pounds for the Royal Enfield Interceptor. The Gold Star is likely targeting Enfield’s 650cc twins, with suspension, wheels, brakes, and other specs being a close match between the two. (BSA Motorcycles/)The 41mm fork is a close match to those used on the Royal Enfield Interceptor 650, as is the BSA’s twin-shock rear end, and both bikes use the same size front wheel—18 inches in diameter, with 100/90-18 rubber. At the back, the BSA has a smaller 17-inch wheel and a wider tire, a 150/70-17 compared to the 130/70-18 used on the Interceptor. In terms of brakes there’s little to choose between the bikes: Both have a single 320mm front disc and two-piston caliper—although the Gold Star’s is a Brembo while the Interceptor’s comes from Brembo’s ByBre budget brand. Although ABS is standard, electronics are kept to a minimum, with dual analog gauges mounted ahead of the bars and a small LCD window showing other info. (BSA Motorcycles/)ABS is standard, but don’t go hunting for smartphone-connected instruments or advanced rider aids here. The Gold Star is about as traditional as a modern bike can get in that respect; the instruments are two simple dials, albeit mounted upside-down compared to the norm, so the needles swing downward as revs and speed rise. A small LCD display shows additional info, but no more than is absolutely necessary. Single disc brake, twin rear shocks, and a wide flat bench seat are also par for the mid-capacity retro segment. (BSA Motorcycles/)According to BSA’s website, the bike will be available in red, silver, black, and green color options, and while price is sure to be a deciding factor for many in choosing between the BSA and the Royal Enfield alternatives, no specifics have been announced just yet. The firm currently only says it will be competitive, with a final figure due to be announced in early 2022, shortly before production gets into full swing. 2022 BSA Gold Star Specifications MSRP: N/A Engine: DOHC, liquid-cooled single; 4 valves Displacement: 652cc Bore x Stroke: N/A Compression Ratio: 11.5:1 Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 45 hp @ 6,000 rpm Claimed Torque: 41 lb.-ft. @ 4,000 rpm Clutch: Slipper/assist Frame: Tubular steel double cradle Front Suspension: 41mm telescopic fork Rear Suspension: Dual shocks, adjustable preload Front Brake: Brembo 2-piston floating caliper, 320mm disc w/ ABS Rear Brake: Brembo 1-piston floating caliper, 255mm disc w/ ABS Wheels, Front/Rear: Wire-spoked alloy; 18 x 2.5 in. / 17 x 4.25 in. Tires, Front/Rear: Pirelli Phantom Sportscomp; 100/90R-18 / 150/70R-17 Rake/Trail: 26.5°/ N/A Wheelbase: 56.1 in. Seat Height: 30.7 in. Fuel Capacity: 3.2 gal. Claimed Wet Weight: 470 lb. Availability: 2022 Source

A first look at the highly anticipated 2022 Ducati DesertX. It’s about time Ducati got dirty. (Ducati/)Ducati’s off-road heritage runs deep. An array of models have explored the sandy washes of many lands, including the original Ducati Scrambler of the 1960s, the 450 RT, but Ducati’s off-road adventures have been short run. Until now. Ducati took the opportunity via its sixth episode of this year’s World Première to unveil the 2022 DesertX: A modern-day, adventuring-touring offering with focus on off-road performance. And it looks to be Ducati’s most capable bike yet. The Ducati DesertX will make its long-awaited debut to the United States in June of 2022, starting at $16,795. (Ducati/)Until now, the Multistrada 1260 Enduro has handled Ducat’s big-displacement off-road ADV demands, but is still essentially an adapted version of the company’s popular road lineup. Not to mention the Multistada is $5300 more expensive than the DesertX, weighs 50 pounds more, and rides on a 19-inch front wheel. The all-new DesertX is fully conceived to handle the task of off-road adventures. It utilizes an all-new steel trellis chassis and rolls on 21-inch front and 18-inch rear wire-spoked wheels wrapped in OE-fitted Pirelli Scorpion Rally STR rubber, allowing for maximum ground clearance and off-road mobility. A longish 63.3 inch wheelbase complements the steering geometry of 27.5-degrees rake and 4.8 inch of trail for stability on full-dirt sections. Claimed dry weight of the DesertX is 445 pounds. The Ducati DesertX is brought to halt by Brembo M50 monobloc calipers, with its Cornering ABS function working to manage tire lock. (Ducati/)It’s undeniable that the DesertX is a big motorcycle, but Ducati emphasized development on a well-balanced ergonomic triangle for on- and off-road comfort. Claimed seatheight is 34.4 inches, but can be lowered via an accessory saddle. Additional control is said to be the result of a very narrow between-the-leg shape, including the 5.5 gallon fuel tank. Interestingly, removing the passenger seat opens spaces for an auxiliary 2.1 gallon fuel tank offered in Ducati’s accessory catalog. Ducati has utilized a fully adjustable, long-travel Kayaba 46mm fork and single shock to handle the damping needs of the DesertX. Both units are mechanically adjustable, forgoing the use of pricey, semi-active units seen on other Ducati models. Suspension travel is 9.1 inches at the front and 8.7 inches at the rear, also contributing to a generous 9.8 inch ground clearance. The Ducati DesertX nods to historic off-road and rally models, with modern touches like full-led lighting throughout. (Ducati/)It’s no surprise that Ducati has adopted the trusty 937cc 11° Testastretta V-twin powerplant as seen in the Multistrada V2 and Monster models, which is rated at 110 horsepower at 9,250 and 68 pound-feet of torque at 6,500 rpm. Like the other current models, the DesertX utilizes an eight-plate clutch and other improvements used to reduce engine weight in comparison to previous models. That said, the DesertX gets dedicated internal gear ratios with emphasis on off-road performance, with first through fifth being much shorter in comparison to the Multistrada, while sixth is longer for tarmac stretches of riding. The Ducati Quick Shift (DQS) system allows for clutchless up and downshifts. As on seemingly all modern-day Ducatis, the DesertX takes advantage of Borgo Panigale’s sophisticated, six-axis Bosch IMU-based electronic rider-aid suite. In total, there are six selectable riding modes that offer preset parameters, including the traditional Sport, Touring, Urban, and Wet modes. Furthermore, an Enduro mode reduces power and increases electronic intervention while Rally model enables full power delivery and reduced intervention. The DesertX takes an aggressive rally-like stance, including the off-road oriented 21-inch front and 18-inch rear wheels. It will be offered in this Star White Silk livery. (Ducati/)Another interesting and appealing feature of the DesertX is the 5-inch TFT display, which is placed vertically much like an old-school roll chart. The dashboard offers visibility to pertinent riding information and the ability to adjust the rider aids, including: riding modes, Engine Brake Control (EBC), Ducati Traction Control (DTC), Ducati Wheelie Control (DWC), and ABS Cornering. The Ducati DesertX is said to be available in North American dealerships beginning in June of 2022. Starting MSRP will be $16,795. There’s no question that Ducati has put serious focus on the all-new DesertX. And if it has been taken half as seriously as Ducati’s superbike models, it will conquer the sand dunes and rock gardens like the Panigale V4 smashes apexes. Turn and burn! The DesertX looks to offer capability no other Ducati has before. (Ducati/)Source

Triumph’s new Tiger 1200 family consists of five models, with the Tiger 1200 GT as the base (in the background); the 1200 Rally Pro is in the foreground. (Triumph Motorcycles/)The name might be familiar but don’t be fooled into thinking that the newly unveiled 2022 Triumph Tiger 1200 shares anything else with its predecessor—this is a clean-sheet design that’s laser-focused on the task of beating BMW’s category-defining R 1250 GS in the big adventure class. Triumph makes no secret of the fact that the BMW is its benchmark, and the result is—on paper, at least—that the new Tiger 1200 beats the German machine in nearly every metric. Let’s start with power; the new Triumph peaks at a claimed 147 hp, thanks to a new 1,160cc triple that takes its architecture from the new Speed Triple RS, with the same bore and stroke, but mates it to a shaft drive and the T-plane crankshaft layout that debuted in the Tiger 900. That means the crank then turns between the first and second power pulses followed by 270-degree rotations between the next two, creating an uneven rhythm that’s intended to emphasize the feeling of low-end grunt to compete with twin-cylinder rivals while maintaining the top-end power that the three-cylinder engine allows. The engine’s max power is 13 hp up on its BMW rival, and it arrives at 9,000 rpm. Torque, meanwhile, peaks at 96 pound-feet and 7,000 rpm, which puts it 9 pound-feet down on the R 1200 GS’s maximum, but it still promises thumping midrange performance. Related: 2020 Triumph Tiger 1200 Buyer’s Guide All the new Tigers are fitted with an 1,160cc triple engine mated to a T-Plane crankshaft layout and shaft final drive. Shown is the 1200 GT Pro, which wears road-biased tires on alloy wheels. (Triumph Motorcycles/)That engine sits in a new frame, 11.9 pounds lighter than the old model’s and featuring a bolt-on aluminum subframe to make it easier to repair accident damage. Overall, the 2022 Tiger 1200 is 50 pounds lighter than its predecessor and potentially as much as 37 lighter than a comparable R 1250 GS, depending on which version you pick. That’s because there are five distinct models in the 2022 Triumph Tiger 1200 lineup. These can be split into two characters—the GT models with road-biased tires on 19-inch front and 18-inch rear alloy wheels, and the Rally models with 21-inch front and 18-inch rear tires—along with two tank sizes: the 5.3-gallon base size and a larger, 7.9-gallon version that’s accompanied by the revived Explorer name. The Rally-badged bikes run with 21-inch front tires and more robust engine protection. The better-equipped Rally Explorer is in the back. (Triumph Motorcycles/)The five available models start with the stripped-back Tiger 1200 GT, joined by the better-equipped GT Pro and the large-tanked GT Explorer in the road-oriented side of the range. There’s no base version of the off-road-oriented Rally model, just the Tiger 1200 Rally Pro or the range-topping Rally Explorer. Weights start at 529 pounds for the GT, rising to 540 pounds for the GT Pro, 549 pounds for the Rally Pro, 562 pounds for the GT Explorer, and finally 575 pounds for the Rally Explorer, all measured wet with a 90 percent full tank of fuel. All the bikes have alloy fuel tanks that, along with the aluminum subframe, help lower the center of gravity to make the Tigers feel lighter than they really are. Electronically controlled Showa semi-active suspension appears on all models, though the Rally bikes (the Pro is shown) have longer travel, with 8.7 inches available at either end. (Triumph Motorcycles/)Regardless which version you pick, its weight is carried on Showa semi-active, electronically controlled suspension, with a 49mm USD fork and a rear shock that automatically adjusts preload depending on the load on the bike to maintain ride height. The GT models have 7.9 inches of travel at each end, while the Rallys sit higher, with 8.7 inches of movement at each end. New shaft drive system utilizes a dual side swingarm that’s lighter than previous version; IMU-enabled cornering traction control and ABS are standard. (Triumph Motorcycles/)At the back, the new shaft drive system sits in an unusual “tri-link” dual-sided swingarm that saves yet more weight compared to the old model’s single-sided design. As you’d expect on a modern, high-end machine, there’s IMU-assisted cornering traction control and ABS with a wide array of modes and settings to tweak via the 7-inch TFT dash. Even the base GT gets three riding modes—Road, Rain, or Sport—while the other GTs get five, adding a rider-configurable preset and an Off-Road mode. The Rally models gain a sixth Off-Road Pro setting. The Explorer versions of the Tiger 1200s get larger 7.9-gallon tanks as well as rear-facing radar and heated grips and seats. The top-of-the-range Rally Explorer shown here starts at $24,200. (Triumph Motorcycles/)That’s all par for the course on most of this decade’s sampling of high-end adventure bikes, sure, but the Tiger’s tech doesn’t stop there. The large-tanked Explorer versions of the GT and Rally, which also have different side bodywork to distinguish them from the normal models, get a new rear-facing radar that provides blind spot monitoring and lane-change assist features. Unlike rival radar-equipped bikes, which currently all use Bosch equipment, the radar comes from Continental. Explorer models also gain a standard tire pressure monitoring system, as well as heated grips and seats. The ignition, steering lock, and fuel tank lock are all keyless, using a proximity system that’s designed to be resistant to relay attacks, and every version of the bike apart from the stripped-down GT gets cornering lights, a quickshifter, and hill-hold control. An adjustable screen—moved manually with one hand—is standard on all models, as is a seat with high and low settings (33.5 inches or 34.25 inches on the GT models, 34.4 inches or 35.2 inches on the Rally versions). The radar-equipped GT Explorer shown here will retail for $23,100 when it arrives in dealers in spring of 2022. A Triumph says a wide range of accessories, including Givi-designed luggage, will be available. (Triumph Motorcycles/)It’s not just in the design, performance, and equipment that Triumph is aiming to compete with its most direct rival; the firm has set its sights on making the whole ownership experience easy, with long, 10,000-mile or 12-month service intervals and a three-year warranty that can be extended further. Prices start at $19,100 for the GT, rising to $21,400 for the GT Pro and $22,500 for the Rally Pro. The larger-tanked, radar-equipped GT Explorer is $23,100, and the range-topping Rally Explorer starts at $24,200. Of course, when the bikes reach dealers in spring 2022, you’ll be able to spend a lot more than that, picking from a wide range of options including two luggage sets—molded or alloy, both developed by Givi—and a host of other bolt-ons. Will it be enough to persuade adventure bike riders to swap their BMWs for Triumphs? That remains to be seen but, on paper at least, the 2022 Tiger 1200 has all the ingredients to put up a convincing fight. The new bikes will also come with longer 10,000-mile service intervals along with a three-year warranty. (Triumph Motorcycles/)2022 Triumph Tiger 1200 GT Pro / 1200 Rally Pro Specifications MSRP: $21,400–$22,500 Engine: DOHC, liquid-cooled inline-triple; 4 valves/cyl Displacement: 1,160cc Bore x Stroke: 89.9 x 60.4mm Compression Ratio: 13.2:1 Transmission/Final Drive: 6-speed/shaft Claimed Horsepower: 147 hp @ 9,000 rpm Claimed Torque: 95 lb.-ft. @ 7,000 rpm Fuel System: Electronic fuel injection Clutch: Wet, multiplate, slip and assist; hydraulically actuated Engine Management/Ignition: Electronic Frame: Tubular steel; aluminum subframe Front Suspension: 49mm inverted fork w/ semi-active damping; 7.9 in. travel / 8.7 in. travel Rear Suspension: Monoshock, automatic preload adjustable; 7.9 in. travel / 8.7 in. travel Front Brake: Brembo M4.30 Stylema radial calipers, floating 320mm dual discs w/ ABS Rear Brake: 1-piston caliper, 282mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 x 3.00 in, 18 x 4.25 in. / Spoked (tubeless); 21 x 2.15 in., 18 x 4.25 in. Tires, Front/Rear: 120/70R-19, 150/70R-18 / 90/90-21, 150/70R-18 Rake/Trail: 24.1°, 4.7 in./23.7°, 4.4 in. Wheelbase: 61.4 in. Seat Height: 33.5–34.5 in./34.4–35.2 in. Fuel Capacity: 5.3 gal. Claimed Wet Weight: 540 lb./549 lb. Availability: Spring 2022 Source

KTM’s officially bringing the 1290 Adventure S stateside for the 2022 model year. International model shown. (KTM Motorcycles/)KTM’s latest-generation 1290 Super Adventure models hit the market in Europe back at the start of this year, but the firm chose to hold back these flagships from the US market—until now. They’ve now been announced as 2022 additions to the range, so we’re not missing out anymore. There are two models in the 2022 1290 Super Adventure range. The 1290 Super Adventure S is the street-oriented option, with cast alloy wheels and equipment focused on comfort and technology, while the 1290 Super Adventure R gives the bike an off-road slant with wire wheels and a more rugged appeal. Both models are built around a redesigned chromoly steel frame that tilts the engine forward more and shifts the steering head back to concentrate the mass over the front wheel, assisted by a new, longer swingarm. The bikes also adopt the side-mounted fuel tank idea that first appeared on the 790 Adventure, where a single, conventionally positioned filler cap feeds into a pair of low-slung tanks, one each side of the engine, to keep the center of gravity low and make the Super Adventure feel like it’s lighter than the figures (485 pounds for the S, 487 pounds for the R, both measured dry) suggest. Fuel capacity for both models is pegged at 6.1 gallons. Related: 2022 KTM 1290 Super Adventure R First Look Both the 1290 S and R models get a redesigned chromoly steel frame and a new, longer swingarm. Airbox and exhaust are new as well. (KTM Motorcycles/)That engine is the same 1,301cc LC8 V-twin that’s used across KTM’s high-end models, but it’s improved for the new generation with thinner cases to cut 3.5 pounds from its mass, along with revised internal oil passages, new exhausts, new coils, and a new clutch. The transmission is improved too, improving the change quality and making life easier for the optional quickshifter when it’s fitted. Both the airbox and exhaust are new as well, and the cooling system is revamped, with twin radiators and bodywork designed to funnel heat away from the rider’s legs. All this adds up to 160 hp at 9,000 rpm and 102 pound-feet at 6,500 rpm, which puts the Super Adventure very near the top of the tree when it comes to adventure bike performance. The electronics of both versions are also improved, with a six-axis IMU offering lean-sensitive traction control and cornering ABS that can be deactivated on the rear wheel in off-road mode. Four riding modes are standard—Rain, Street, Sport, and Offroad—with the option of an additional Rally mode that gives nine adjustable traction control settings. It’s all controlled via a new 7-inch TFT screen, with remote keyless ignition that also operates the filler cap and steering lock. A new 7-inch TFT screen displays electronic functions which include adaptive cruise control, cornering ABS, four riding modes, and traction control settings. (KTM Motorcycles/)Despite sharing all those elements, the two models are very different. On its launch in Europe the 1290 Super Adventure S was the first production motorcycle to get radar-assisted adaptive cruise control as standard, using the same Bosch radar that’s optional on the Ducati Multistrada V4 S and the BMW R 1250 RT, R 18 B, and Transcontinental. Since then, Kawasaki has also made it standard on the 2022 Ninja H2 SX. Like the BMWs, KTM only uses the front radar, despite having tested prototypes with the Bosch rear-facing blind-spot monitoring sensor as well. The system offers five different distances that can be automatically kept from vehicles ahead, automatically adjusting the throttle to keep pace with them up to the preset cruise control speed. The S model also receives WP semi-active suspension which offers a choice of settings and is upgradable. (KTM Motorcycles/)On the 1290 Super Adventure S, the tech keeps coming in the form of WP Apex semi-active suspension, which constantly modifies the damper settings with a choice of Sport, Street, or Comfort settings. Optionally, the system can be upgraded with Offroad, Auto, and Advanced modes. At the back, the shock can be optioned with automatic self-leveling to automatically adjust the preload to compensate for load to meet Low, Standard, and High presets. On the off-road-oriented R model, you get taller wire spoke wheels with knobbies, as well as increased (though not semi-active) suspension travel. (KTM Motorcycles/)Shifting across to the 1290 Super Adventure R, that 2022 bike features the same main components as the S but loses the touring-oriented elements including the radar (although there’s still “dumb” cruise control), the semi-active suspension, the tall screen, and the road-oriented rubber on cast alloy wheels. Instead, it gets wire wheels with Bridgestone AX41 tires—90/90-21 front, 150/70-18 rear, compared to 120/70ZR-19 front and 170/60ZR-17 rear on the S. While it’s not electronically controlled, the R’s WP Xplor suspension increases travel from 7.9 inches to 8.7 inches, while upping the ground clearance from the S’s 8.7 inches to 9.5 inches and increasing the seat height from 33.4 inches to 34.6 inches. Between them, the changes to the suspension and wheels alter the chassis geometry, shifting the steering head angle from the steep 24.7 degrees of the S to a more relaxed 25.3 degrees on the R. US prices are yet to be announced, but the bikes are expected to reach dealers very soon. Source

For 2022, KTM’s 390 Adventure receives a revised suite of electronic rider aids and other minor updates. (KTM Motorcycles/)While the current adventure-bike trend still appears to skew toward large and powerful machines, if you’re genuinely planning to venture away from asphalt, there’s no doubt that smaller, lighter models have some real advantages. Cue KTM’s 390 Adventure. Although the 390 Adventure was launched just two years ago, making its debut at the 2019 EICMA show in Milan, the firm has just given it a set of upgrades that promise to make a genuine step forward over the original generation. Related: 2020 KTM 390 Adventure First Ride Traction control now gets an off-road mode in addition to the standard “street” setting to allow for more wheelspin. (KTM Motorcycles/)The bike is still essentially the same machine, with an unaltered steel trellis frame wrapped around a 373cc single-cylinder DOHC water-cooled engine that makes an impressive 43 hp and 27 pound-feet of torque. Recently updated to meet Euro 5 emissions limits on KTM’s home continent, that mill gets a whole new suite of electronic rider aids for 2022. The traction control system now has an off-road mode alongside the standard “street” setting, allowing more wheelspin before stepping in to cut the torque. While the 390 Adventure still uses cast alloy wheels, 19 inches at the front and 17 inches at the rear, the bike’s off-road credentials have improved. Despite looking similar to the previous 12-spoke wheels, the 2022 bike gets a new design with 10 spokes that KTM says are stronger than the old ones. They’re fitted with Continental TKC 70 tires as standard. The Bosch two-channel ABS also now includes cornering ABS and an off-road mode. The 390 also gets new 10-spoke wheels said to be stronger than the previous hoops. (KTM Motorcycles/)Elsewhere, the bike’s spec is largely unchanged, retaining the same WP Apex suspension as its predecessor, with a 43mm upside-down fork and matching WP Apex shock, adjustable for preload and rebound and offering 6.9 inches of travel. Brakes are from Brembo’s budget ByBre brand, with a single 320mm front disc and four-pot caliper matched to a 230mm rotor and two-piston caliper at the back, plus a switchable off-road ABS function that deactivates the antilock at the back and reduces its intervention on the front. The updated ABS now also includes a cornering system that works when the bike is banked. While the 373cc DOHC single-cylinder engine is now Euro 5 compliant, it’s otherwise unaltered for the new year. (KTM Motorcycles/)As before, the functions are controlled via a 5-inch TFT screen, which also offers Bluetooth connectivity for calls and audio control. Other key facts and figures include a 348-pound dry weight, while the fuel tank’s 3.8-gallon capacity makes for around 250 miles between fill-ups. For 2022 the unchanged bodywork gets a new blue and orange color combo inspired by KTM’s Dakar bikes. The frame, suspension, and brakes are unchanged for 2022, but there is a new Dakar-inspired blue and orange color option this year. (KTM Motorcycles/)Source

On the track and street, the Triumph Speed Triple 1200 RR brings sportbike performance with comfort and style. (Kingdom Creative/)The Speed Triple 1200 RR may not be the full-on superbike we’re all still secretly hoping Triumph will make, but there’s absolutely nothing wrong with the performance of this new RR. That’s my resounding impression of the new, sportier Speed Triple as I chased old racing mates on track, popped wheelies out of the slower turns, and slid into the chicanes. If you’re watching lap times, then sure, it’s never going to lap as fast as a 1,000cc sportbike. But for the sheer pleasure of flowing around a track, it’s a belter. Put it on the road where it belongs, and it’s one of the most enjoyable sportbikes money can buy. It’s not a full-on superbike, but rather a sportbike you can live with longer than a trackday session at a time. (Kingdom Creative/)When Triumph launched the Speed Triple 1200 RS earlier this year, it was more than just a gentle model update. It was a serious jump in power and technology. The 177 hp RS might have stopped short of the headline-grabbing power of the 205 bhp Ducati Streetfighter V4, and KTM’s Super Duke may make more torque, but the smooth, tractable three-cylinder motor in the Triumph makes it an easier ride than pretty much anything else in the class. And its wide spread of power means you can use more of it more of the time, without the need to constantly rattle up and down the gearbox. But with all this newfound power and speed, the Speed Triple RS leans itself more than ever to being ridden hard and fast, at which point you find yourself wanting a little more of a sports riding position to work with. Enter the 1200 RR. Speed Triple RR Details and Differences The new Speed Triple 1200 RR takes the basis of the RS and builds it into what Triumph calls the ultimate road sportbike: a neat, contemporary cockpit fairing, clip-on handlebars, repositioned footpegs, semi-active Öhlins suspension, and a set of Pirelli Supercorsa SP tires—sportbike makeover complete. This shift harkens back to the very first Speed Triple back in 1994, with its clip-on handlebars, aggressive riding position and single round headlight. The cockpit fairing gives the bike a new look with a hint of cafe racer, a subtle ‘70s vibe that looks stunning in the metal, especially as its deep candy red paint catches the sunlight. In terms of wind protection, the low screen and bikini fairing don’t turn the thing into a touring bike, but they do offer more shelter from the cold morning air than the unfaired RS. On track the screen offers something useful to tuck behind along the straights to avoid your helmet smushing into your nose once speeds get up into triple digits. Clip-on handlebars tucked behind a bikini fairing add sporting character to the Speed Triple 1200 RR over the RS. (Kingdom Creative/)The most significant change to the riding position comes from the clip-on handlebars, which are just over 5 inches lower and 2 inches further forward than the bars on the naked model. Combined with the footpegs, which have been moved up half an inch and back 1 inch, this allows a far more forward stance on the bike. It’s not full-on sportbike extreme, but more a halfway measure, somewhere between the regular Speed Triple and a Daytona 675. On the road this definitely feels more natural once you’re acclimated; it’s easier to hang off through the turns and easier to brace through the pegs with the throttle cranked wide open. When speed limits or traffic impose a period of calm cruising, the position is nicely balanced enough to let you spread weight between your feet, hands, and backside and not feel as if all your weight is bearing down through your wrists. At 5-foot-8 and riding in Kevlar jeans, the leg position felt absolutely fine for a few hours out on the road, though some of the taller riders in leathers found it a little cramped during the last few miles. But again, it hits a sweet spot somewhere between the tuck of a full-on sportbike and the sit-up stance of the naked model. On Track and Road On track the riding position makes just as much sense; you can concentrate on exploiting the never-ending drive from the 1,160cc motor without the feeling that you’re constantly hanging onto the bars. While pulling the bike into an apex, you can move your upper body around freely and shift off the inside of the bike without a great big set of wide handlebars getting in the way. During pure track use, I did find my boots touching down early, but not to the degree that it spoiled the fun. Just be ready for a slight increase in the toe slider budget. Aside from the obvious styling and ergonomic differences, the biggest technological change over the RS is the inclusion of Öhlins’ Smart EC 2.0 electronically adjustable semi-active suspension package. The semi-active aspect of this system refers to electronic control of compression and rebound damping adjustment in the fork and shock while riding. This works within a number of preset modes offering more comfort or more dynamic performance, continuously adjusting and optimizing damper settings as the bike is ridden. The system also offers a degree of customization which lets you select changes to aspects of the bike’s handling, e.g., corner entry, braking, corner exit, and then modifies the damper settings and programming to suit. Switching between the riding modes gives a noticeable difference in both comfort and how much the bike pitches under braking or acceleration. The Speed Triple 1200 gets Öhlins’ Smart EC 2.0 electronically adjustable semi-active suspension, front and rear. (Kingdom Creative/)Between the perfectly smooth roads of Ronda and the newly resurfaced race track, we didn’t get an opportunity to see just how far the range of this suspension extends. I’d like to get it on some more bumpy, technical roads and see just how much scope the semi-active damping has. Carving along the legendary Ronda road in Spain, the claims of “ultimate sportbike for the road” doesn’t seem too far-fetched. Almost every element of the Speed Triple feels finely balanced; the chassis is nimble enough to hustle the tight sections of the road without feeling twitchy or overaggressive. The engine has a huge spread of available power, letting you ride the wave in third gear through corners that would have you up and down the box on other bikes. There’s enough horsepower for serious progress, but never so much that the chassis (or your brain) feels overwhelmed. On the smooth roads surrounding Ronda, Spain, the RR feels balanced and composed. (Kingdom Creative/)The riding position is sporty without being uncomfortable and the electronics package offers enough support to keep you safe without stepping too hard on the toes of fun. Except, that is, when it resets from track mode every time you park; that bit has a touch of the fun police about it. The only other tech complaint is the feel from the front brake; there’s tons of power, there was never a problem getting the bike stopped, but lever feel is a little too soft and a little too heavy, even after a fiddle with the adjustable rate lever. It’s more than capable of tearing up a trackday—before riding it home. (Kingdom Creative/)A confession: In the last track session of the day my self-control started to fail me. I was out riding laps with an old racing buddy, dicing, sliding the bike about, and generally being childish. With each lap things got dumber and looser, each of us giggling into our helmets and taking liberties into the turns. As we rolled down pit lane at the end, laughing like idiots, it dawned on me that neither of us had felt like we needed more bike. In the face of a proper, full-fat superbike, the Triumph is a little slower steering, a little lazier to fire out of corners, generally not quite as sharp. But the RR is more than capable of partying hard on track and putting a massive smile on your face. A More Usable Sportbike In some ways, it’s a Goldilocks bike, striking a great balance between performance and comfort, excitement and usability. In making that balance, there are undoubtedly compromises. Hardcore sportbike fans won’t find it sporty enough, while those on the road-going side of the fence may find the riding position compromises all-day comfort. But then, there are riders who think nothing of a 250-mile ride on a 600cc super sportbike, so there’s no overall right or wrong answer. Using the Speed Triple RS as a benchmark, the RR makes more sense on track, and I personally preferred the riding position for a day out chasing apexes in the mountains. The electronic suspension improves the quality of the ride and the styling always had me parking it somewhere I could see it. The RS is certainly a more relaxed, more comfortable riding position when you’re not riding hard. A comfortable riding position and electronic suspension make sense for all-day enjoyment on mountain roads. (Kingdom Creative/)My final thought with the Speed Triple 1200 RR involves a comparison to the original 1994 bike. That was a hard, aggressive bike in its time, designed so that hooligans could tear up the streets. The motorcycle world has changed a fair bit since then; likewise, Triumph is a pretty different company now, and the new Speed Triple RR reflects that. It’s a stunningly finished, exquisite-looking bike that makes everything smooth, enjoyable, and easy. But that poses a question: Is it too refined? It lacks the road-shrinking Starship Enterprise feeling of outright speed found in Ducati’s Streetfighter V4. Next to the wheelie-hungry bar-shaking lunatic that is the KTM 1290 SuperDuke R, the Triumph feels almost sensible. I suspect this means that either version of the Speed Triple is the thinking rider’s choice, a bike that’s more relevant and more usable 90 percent of the time. The RR gives you everything that is great about the Speed Triple RS with a smart, contemporary new look and a riding position that asks for fewer straights and more corners. I enjoyed looking at the Speed Triple 1200 RR as much as I did riding it. (Kingdom Creative/)2022 Triumph Speed Triple 1200 RR Specifications MSRP: $20,950 Engine: DOHC, liquid-cooled, inline 3-cylinder; 12 valves Displacement: 1,160cc Bore x Stroke: 90.0 x 60.8mm Compression Ratio: 13.2:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 177 hp @ 10,750 rpm Claimed Torque: 92 lb.-ft. @ 9,000 rpm Fuel System: Multipoint sequential electronic fuel injection w/ electronic throttle control Clutch: Engine Management/Ignition: Wet, multiplate, slipper/assist function Frame: Aluminum twin spar; bolt-on aluminum rear subframe Front Suspension: Öhlins 43mm fully adjustable USD fork; S-EC 2.0 OBTi system electronic compression and rebound damping; 4.7 in. travel Rear Suspension: Öhlins monoshock RSU w/ linkage; S-EC 2.0 OBTi system electronic compression and rebound damping; 4.7 in. travel Front Brake: Brembo Stylema Monoblock 4-piston calipers, dual 320mm floating discs w/ OC-ABS Rear Brake: Brembo 2-piston caliper, 220mm disc w/ OC-ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in / 17 x 6.0 in Tires, Front/Rear: 120/70ZR-17 / 190/55ZR-17 Rake/Trail: 23.9º/4.1 in. Wheelbase: 56.7 in. (1,439mm) Seat Height: 32.7 in. (830mm) Fuel Capacity: 4.0 gal. Claimed Wet Weight: 439 lb. Availability: January 2022 Contact: triumphmotorcycles.com Source

Royal Enfield’s new 120th Anniversary Edition Continental GT 650 will wear a black chrome tank developed in-house by the company. (Royal Enfield/)The number of motorcycle manufacturers still in continuous production after more than 100 years can be counted on one hand, so it’s understandable if any major anniversary past that rarified century mark would be celebrated to the fullest. That’s just what Royal Enfield is doing via two new 120th anniversary models just unveiled at the EICMA 2021 show. The brand rolled out exclusive versions of the INT650 and Continental GT 650, both of which will be available in very limited numbers of only 480 units. The bikes feature black chrome tanks enhanced with classic hand-painted pinstripes, and are decked out with handcrafted, specially numbered badges and exclusive graphics, but they are mechanically unchanged from the base models. Related: 2021 Royal Enfield Meteor 350 First Ride Review Both the Continental GT 650 and Interceptor 650 will also feature blacked-out components, a first for Royal Enfield. (Royal Enfield/)For Enfield, the celebration started back in 1901, when the company launched its first motorcycle at the Stanley Cycle Show in London. One hundred twenty years of continuous production is a towering achievement for any company, and the legendary Royal Enfield Interceptor and Continental GT—whether the 1960s versions or the recent, hugely popular 650 variants—were obvious references for the limited-edition livery. The 120th Year Anniversary Editions are based on the current INT650 and Continental GT 650 machines, but got a lot of creative input from the company’s teams across the UK and India. The bikes’ striking black-chrome tank scheme, for example, was developed in-house using Enfield’s chroming technology at the firm’s original factory in Chennai, India, and both bikes also feature completely blacked-out components, the first time that sort of look has been seen on a Royal Enfield. It’s a savvy choice that imbues the unassuming classic stance of the stockers with a more custom, streetwise attitude. The tank is made with an alternate, sustainable trivalent eco-friendly process, and is accented by blacked-out components—a first for Royal Enfield. (Royal Enfield/)Unique chrome finishes are certainly impressive details, but to take it up another notch, the tanks are also embellished with hand-painted pinstripes and, as a crowning touch, topped with die-cast brass tank badges crafted by artisans specializing in brass detailing for revered temples in India. The tanks also feature classic Royal Enfield hand-painted pinstripes. (Royal Enfield/)To make each machine even more exclusive, the tank badge will feature the unique serial number of each motorcycle, and each bike will also get a side-panel decal indicating Royal Enfield’s 120 years. The bikes also get tricked out with a range of accessories from the Enfield catalog, such as fly screens, engine guards, heel guards, touring and bar-end mirrors, and all in black, to keep with the overall theme. Brass tank badges are a collaboration with the Sirpi Senthil family, multigenerational artisans from a temple town in India. (Royal Enfield/)As mentioned earlier, these bikes will have a limited run of just 480 units worldwide—which means 120 bikes for each of the four regions Enfield has designated. For North America, just 60 Continental GT 650s and 60 INT650 units will be allocated; Enfield says pricing and availability will be announced shortly. The bikes are equipped with Enfield accessories like fly screens and bar-end mirrors, and get special 120th anniversary graphics. (Royal enfield/)Source

Honda is looking to attract new riders with the Honda Navi; a price well below $2,000 makes it attractive to more than newbies. (Honda/)In today’s rapidly changing business vocabulary, the term “mobility” is used to embrace anything that deals with human transportation. The rapid rise of alternative means of mobility, such as ride-share and bicycle/ebike/electric scooter rental apps, coupled with a pandemic that has encouraged making those trips solo, has challenged the traditional urban/suburban transportation model. It would be easy to assume that this scenario would also propel ICE (internal combustion engine) scooter sales. And for the most part, it has helped boost sales in the category to their first double-digit growth in decades. But the American public is a long way from wholesale acceptance of scooterdom, which most still consider a minor niche by the US motorcycle industry despite the outsized role it plays in other world markets. Honda is hoping to change that perception with its 2022 Navi. A motorcycle-like layout, including footpegs and a rear brake pedal, set the Navi apart from its scooter competition. (Honda/)There’s really not much differentiating the Navi from other scooters/minibikes on the market where features are concerned. Sure, it’s got a keyed storage compartment that’s big enough to hold a small bag of groceries, but so do many other scooters. It has a 109cc engine, larger than most in this category (usually 50cc), but there are plenty of scooters with larger engines. And it uses a CVT (automatic) transmission with belt drive, just like most other ICE scooters on the market. What really sets the Navi apart from all the others is the price: At $1,807 MSRP, the Navi significantly undercuts the $2K barrier, something very few scooters can boast these days. Sure, there may be other scooters priced a few hundred dollars more, but the perception of price, basically the reason a product will retail at $49.95 instead of $50.00, is everything. And those scooters that do come under the $2K mark certainly can’t match the build quality or established dealer/parts network of a Honda. The Basics Ergonomically, the Navi is like most scooters, with an upright riding position and comfortably padded seat made for comfort and ease of use. What’s different is how those ergonomics are achieved; the Navi blurs the distinctions between scooter and motorcycle. For example, instead of the usual scooter-style integrated handlebars and step-through floorboard, the Navi has a standard tubular handlebar and footpegs with no step-through space like a scooter. The rear brake on most scooters is usually actuated by the left-side lever on the bars; on the Navi, the rear brake is actuated by a pedal on the right side, just like a motorcycle. Like a scooter, the Navi has a centerstand; like a motorcycle, it also has a sidestand. The Navi’s saddle is comfy enough for two, and the single shock does an adequate job of absorbing minor pavement irregularities. The keyed panel behind the steering head accesses the 0.9-gallon fuel tank; note the fuel petcock (remember those?) just above the storage bin. (Honda/)You need to remember that the Navi is aimed at approachability for the non-riding general public, unlike the other miniMOTOs in Honda’s lineup like the Grom and Monkey, which have some overlap to motorcycle enthusiasts. Honda reps are hoping the Navi’s motorcycle-style controls may ease the transition to a full-size bike should the owner want to move up to one. We’re sure some motorcyclists will scoff at that notion, but Honda should be commended for its efforts to bring more nonenthusiast people into the motorcycling fold. The 15-liter storage compartment is big enough to fit a rolled-up jacket and gloves or a small bag of groceries. Plus it’s water-resistant, keyed to the ignition key, and removable. (Honda/)Because the 109cc OHC air-cooled single-cylinder engine (sourced from the highly successful Activa scooter sold in India and Mexico; in fact, US-bound Navis are assembled in Mexico) is mounted in the rear, there’s a nice key-locked water-resistant 15-liter storage bin where an engine would normally be found. It’s not big enough to fit a helmet, but it’ll carry a rolled-up jacket and gloves or small bag of groceries. And it’s removable. Speaking of helmets, although the seat pops off via a keyed latch, there are no helmet hooks underneath. Access to the 0.9-gallon fuel tank is through a keyed door just behind the steering head; Honda is claiming 110 mpg from the Navi, so it should be able to travel a good distance before needing a five-spot to fill up. There’s a fuel gauge next to the speedometer, but since the Navi uses a 16mm carburetor, it also has a reserve setting on the fuel tank petcock (remember those?). Honda also says that the engine only needs an oil change every 2,500 miles, and the air filter every 10,000 miles. Only the bare-bones basics for the Navi’s instrument panel, but you don’t need anything more than that, and it’s easy to read at a glance. The left handlebar lever is for the parking brake. (Honda/)The Navi’s styling is obviously more on the motorcycle side with integrated bodywork and big fork-mounted headlight. American Honda is hoping that the Navi will generate the same cult/customization following as the Grom and Ruckus, with several customized examples shown at the press launch. The Ride Approachability means ease of use; the Navi easily fits that bill. The 30.1-inch seat height feels much lower than that, probably because of the Navi’s overall small size, and yet I didn’t feel pretzeled by the ergos at 5-foot-8. Release the parking brake, which is a little more difficult to release than a parking brake should be, via the left bar lever; pull in the front brake lever; and hit the starter button (there’s also a kickstarter as backup). Acceleration from the 109cc Navi, is enough not to feel totally outgunned in town. (Honda/)The 109cc engine gives a lot more acceleration than any 50cc scooter, allowing easy holeshots and effortlessly keeping up with city traffic. And the CVT automatic transmission means no gearshifting to think about. The Navi accelerates up to 45 mph pretty quickly, and 55 mph is possible if you wait long enough, but that’s about the limit for speed as the transmission runs out of gearing at that point. The 10-inch rear and 12-inch front wheels obviously translate to quick and agile handling, permitting you to easily dart and navigate through tight traffic situations without any flightiness or instability. The telescopic fork and single rear shock provide a decently smooth ride over most imperfect urban pavement, although big or sharp bumps and potholes expectedly overwhelm the suspension and are definitely felt through the chassis. Bigger wheels and better suspension would be helpful, but that under-$2K price point had to be achieved somehow, and it’s an acceptable compromise. A 109cc OHC air-cooled single-cylinder engine sits at the rear, leaving room for a handy storage area in the middle of the frame. (Honda/)That price point obviously came into play with the brakes as well. The Navi uses drum brakes on both ends, surely disappointing the motorcycle enthusiasts who only remember how most drum brakes worked on full-size bikes. In the Navi’s case, the brakes are more than adequate, providing quick and drama-free stops with moderate pressure. Jam on them very hard in a panic braking situation and there’s only a hint of wheel lockup (on dry pavement, of course). You could stop the 236-pound Navi quicker using the higher-end braking hardware, but then you’d also be asking for more skill from the rider as well. The Navi’s 26.8mm inverted fork provides 3.5 inches of decent suspension action, although you’ll still feel the big hits through the chassis. The drum brakes may look price-point, but they work adequately for the Honda’s intended purpose, plus the rear brake pedal is linked to the front brake as well. (honda/)Interestingly, the front and rear brakes on the Navi are mechanically linked. As with the C-ABS units on Honda’s full-size bikes, pressing on the rear brake pedal also actuates the front brake to a certain degree to help with slowing the machine. For the novice riders who will surely make up the majority of the Navi’s market, that’s probably a plus. The Verdict The Navi has actually been available in India and Mexico for several years; Honda obviously feels the time is right to bring its form of mobility to these shores. Will the Navi be the icebreaker that finally brings small-displacement machines into the American urban transportation mainstream? Looking at it from a financial standpoint compared to using public transportation or rideshare apps for a month, owning a Navi compares favorably even when factoring in registration and insurance. Of course, there’s the added responsibility of requiring an M (motorcycle) driver’s license endorsement; on the flip side, acing the DMV motorcycle riding test on the Navi is basically assured. Beyond the Navi’s new-rider intended audience, Honda is hoping that it will also inspire a cult following similar to the Grom and Ruckus. This customized version from Tennessee’s MNNTHBX features the usual trick aftermarket components, plus the storage bin has been converted to a music speaker system. (Honda/)In any case, the Navi represents a major step forward in making the enjoyment of motorcycling more accessible than ever. That’s a very good thing, no matter how you look at it. 2022 Honda Navi Claimed Specifications MSRP: $1,807 Engine: OHC, air-cooled, four-stroke single; 2 valves Displacement: 109cc Bore x Stroke: 55.0 x 55.6mm Compression Ratio: 9.5:1 Transmission/Final Drive: CVT/belt Fuel System: Carburetor, 16mm bore Clutch: Dry, automatic centrifugal operation Engine Management/Ignition: TCI Frame: Steel chassis Front Suspension: 26.8mm inverted fork, nonadjustable; 3.5 in. travel Rear Suspension: Single shock, nonadjustable; 2.8 in. travel Front Brake: Single 130mm drum, mechanical actuation, w/ parking brake Rear Brake: Single 130mm drum, mechanical actuation Wheels, Front/Rear: Pressed steel; 12 in. / 10 in. Tires, Front/Rear: 90/90-12 / 90/100-10 Rake/Trail: 27.5°/3.2 in. Wheelbase: 50.6 in. Ground Clearance: 6.1 in. Seat Height: 30.1 in. Fuel Capacity: 0.9 gal. Wet Weight: 236 lb. Availability: January 2022 (February 2022 for California) Contact: powersports.honda.com Source

Italy and China come together with the new 750 ADV—the new Benelli TRK 800 made its initial appearance at EICMA 2021. (Benelli/)Benelli just celebrated the 110th anniversary of its founding in 1911 by the Benelli brothers, whose vision and technical ability allowed them to create models that remain iconic classics. They are not as well known today; Benelli’s last notable success came in 1969, when they won the last 250cc GP World Championship before the two-stroke revolution with a bike ridden by Kel Carruthers. After that, Benelli entered a flat spiral where motorcycling was concerned. The brothers’ heirs focused their attention on Benelli’s celebrated shotguns, and the bikes languished. That changed in 2005 when Chinese motorcycle group Qianjiang acquired the Pesaro-based marque. Today, Benelli once again enjoys a positive position with massive financial support from the parent company. Benelli’s R&D department is still based in Pesaro, as is a marginal amount of production, just enough to justify calling the brand Italian despite the growing number of Chinese staff. But the real technical development is still done by Italian specialists, some hired on as consultants. The TRK 800 makes perfect sense for Benelli: the ADV design ensures a wide market potential, and the Chinese production facilities breathe new life into a brand that was all but gone. (Benelli/)The combined work of Benelli technicians, and of course those highly specialized consultants, has finally paid off. Benelli has had a 750cc parallel twin sitting in the lineup for quite some time. The liquid-cooled unit displaces a real 754cc (88mm by 62mm) and generates a moderate 76.2 peak horsepower at 8,500 rpm, along with 49.4 pound-feet of torque at 6,500 rpm. The specific output numbers are not outstanding by today’s standards, but they seem to be in line with the Chinese “low-cost individual transportation” approach to motorcycling, though by that measure, peak power at 8,500 rpm is a little on the hot side. The engine features chain-driven double overhead cams, four-valve induction, an 11.5:1 compression ratio, and twin 43mm throttle bodies, each featuring a single Delphi injector. The unit looks rather massive, mainly because the head is so tall in relation to the rest of the engine. One Engine, Four Bikes This is a general-purpose powerplant, and has in fact been installed on four Benelli models. According to today’s market preferences, the most attractive is the TRK 800, big brother to the TRK 502, the most successful model of the present Benelli range. The TRK 800′s styling and overall place in the market is patterned on the TRK 502, with the bigger bike offering some extra power and torque, along with a good amount of extra weight at 472 pounds dry. The TRK 800 is a well-designed maxi-enduro intended for long hauls on and off-road with solid capabilities on both. The chassis is a substantial steel-tube trellis frame with additional steel plates bracing the critical areas. The bike’s suspension is generously dimensioned as well: a 50mm Marzocchi male-slider fork and a gas-charged rear shock absorber that cooperates with an aluminum swingarm. The Leoncino is the streetbike version of the TRK 800: low-set exhaust, street tires, and a smaller fuel tank. (Benelli/)The TRK 800 rolls on multipurpose Pirelli Scorpion radials (110/80-19 front and 150/70-17 rear); wheel travel is a generous 170mm (6.7 inches) at both ends. With a 60.1-inch wheelbase, the TRK 800 is a big bike, certainly big enough for a passenger along with saddlebags or hard panniers. Seat height is set at a rational 32.8 inches, on the low to moderate side for an adventure bike, which helps in low-speed maneuvering. With its massive 5.8-gallon fuel tank, the TRK 800 is clearly intended as a long-haul touring enduro. The electronic suite is limited to a 7-inch TFT instrument display and the mandatory ABS. Brembo supplies the braking components, with twin wave-style 320mm rotors and Monoblock four-piston calipers up front and a single rotor with two-piston caliper for the rear. The Leoncino Trail is a scrambler version of the TRK 800, with high pipes and more aggressive tires. Check out the ornament on the front fender! (Benelli/)The Leoncino and Leoncino Trail The same engine expresses itself in two variations on the theme: The Leoncino scrambler model comes in both a road version, the Leoncino 800, and an off-road-capable bike, the Leoncino 800 Trail. The Trail is the more attractive model, with its high exhaust, 19-inch front wheel and increased ground clearance. As such, it occupies a space as an intermediate model between the TRK 800 and the standard Leoncino 800. The engine comes in the same state of tune as the TRK 800, while the chassis describes a slightly shorter wheelbase at 58.2 inches. The Leoncino 800 Trail wears Pirelli Dragon semi-knobbies (120/70-19 front and 170/60-17 rear), while suspension is similar to the TRK 800, as is the Brembo braking system. The fuel tank has a slimmer design, and capacity is down to “just” 4 gallons. The fourth Benelli model is a sort of leftover from 2019, when it appeared at EICMA as a prototype. Dubbed 750S, it’s an entry version of the 800 Leoncino, and as such promises to be priced attractively. TRK 800: The Leoncino trail looks like a sound choice for gravel fire roads. The Delphi fuel injection system is simple, but proven. (Benelli/)Source

2021 BMW S 1000 RR. (BMW Motorrad/)Ups More and improved power following 2020 updatedLess weight in engine and chassisMost agile superbike in the classDowns Major midrange power dead zoneTraction control still too overbearing near limitNavigating settings is laborious and nonintuitiveVerdict Not many manufacturers are putting much effort into their sportbikes these days, but BMW is one of those bucking the trend with its S 1000 RR flagship. Numerous updates over the years have kept the Beemer at or near the top of a very competitive sportbike heap, and for serious trackday or club racers, it’s a very solid choice. Overview The S 1000 RR was BMW’s first foray into the supersport sportbike category, and it bucked the company’s reputation for unorthodox designs with its conventional transverse inline-four engine nestled in a twin-spar aluminum frame, plus a conventional fork. The BMW also was equipped with a host of electronic rider aids that on paper were a step above the competition. Its resulting performance was certainly unconventional; the engine’s power was far superior to rival units, and other key factors resulted in the S 1000 RR garnering Best Superbike in Cycle World’s coveted Ten Best Bikes for 2010. BMW has continually updated the S 1000 RR since then, with the latest upgrade for the 2020 model introducing a host of changes, including an entirely new engine with ShiftCam variable cam technology, revised chassis, and upgraded electronics. Updates for 2021 There are no updates for 2021 to the S 1000 RR. Available colorways are Light White/Racing Blue Metallic/Racing Red (available with optional M Package only), Mineral Gray Metallic, and Black Storm Metallic. Pricing and Variants The base-model S 1000 RR retails for $16,995, but a number of packages and add-ons from BMW will drive the cost up significantly. The Mineral Gray Metallic colorway will set you back another $375 (the Black Storm Metallic motif is no charge). The $4,250 M Package includes the BMW Racing-inspired Light White/Racing Blue Metallic/Racing Red livery, the Sport seat, electronics updates that include three individually configurable Race Pro Ride Mode settings, M carbon wheels with 5mm-thick brake discs, M lightweight battery, and GPS lap trigger. The $2,095 Carbon Package includes a CFRP front and rear fender, chain guard, countershaft cover, and both upper fairing side panels. The $2,825 Premium Package includes cruise control, an Akrapovič titanium slip-on muffler with carbon end cap, USB charging socket, Ride Modes Pro with Race Pro settings, Dynamic Damping Control (for suspension), M Endurance maintenance-free drive chain, heated grips, and tire pressure monitoring system. Competition Competitors for the BMW include the Aprilia RSV4 1100, Ducati Panigale V4/V4 S, Honda CBR1000RR-R Fireblade SP, Kawasaki Ninja ZX-10R, Suzuki GSX-R1000/R, and Yamaha YZF-R1/R1M. Check out this comparison test between the Aprilia RSV4 1100, Ducati Panigale V4 S, and the BMW S 1000 RR. Powertrain: Engine, Transmission, and Performance The 999cc inline-four engine has seen numerous updates since its 2009 debut, with the latest 2020 updates the most extensive, resulting in a peak of 182.65 hp at 13,580 rpm and a torque reading of 77.06 pound-feet at 11,040 rpm on the CW dyno. Although top-end power is excellent, unfortunately BMW was forced to limit midrange power in order to pass US EPA sound regulations, resulting in a major midrange flat spot between 6,000–8,000 rpm. “It’s a frustrating dead zone that requires the BMW to be ridden a bit like a 600cc supersport, utilizing sweeping lines and precise shifts to keep the engine spinning above the power abyss,” Michael Gilbert stated in the CW comparison test with the Ducati Panigale V4 S and the Aprilia RSV4 1100. The Gear Shift Assist Pro now comes standard on the S 1000 RR, which allows clutchless downshifting as well as full throttle upshifts. 2021 BMW S 1000 RR. (BMW Motorrad/)Handling The 2020-model engine updates that resulted in a near-9-pound weight loss (including a 3.5-pound-lighter crankshaft for less gyroscopic mass), wider clip-on bars, and a slimmer and lighter chassis with revised geometry have transformed the S 1000 RR into the most agile superbike on the market. “The BMW excels in difficult ­side-to-side transitions, requiring the least effort, and also tackles them more quickly than the rest,” Gilbert said in the aforementioned CW Aprilia/BMW/Ducati superbike comparison test. “Put the Beemer on a track of successive chicanes, and it will take the crown every time. Period.” Motorcyclist’s Adam Waheed agreed, stating in his MC Commute video, “[The S 1000 RR] is easily the most agile liter-class superbike at this time. I love being able to put this motorcycle exactly where I want with very little effort.” Brakes A pair of BMW-branded Hayes Monoblock calipers biting on 320mm discs up front provide excellent stopping power, with the overly aggressive initial bite of the previous model solved in favor of a much more progressive feel at the lever. ABS parameters are tailored for each specific ride mode, and even in Race mode riding at serious pace, “Only a handful of times did ABS intervene, effectively keeping the chassis composed and the rear wheel from lifting off the ground under serious braking,” Gilbert said in his First Ride Review of the 2020 S 1000 RR. Fuel Economy and Real-World MPG The S 1000 RR achieved 31.2 mpg during CW’s European Superbike Comparison test. Ergonomics: Comfort and Utility Ergonomics were changed in the 2020 update, with the seat slightly taller to improve leg/feet input (with the side benefit of increased legroom), the aforementioned wider bars, and a slimmer seat/fuel tank junction. “By the end of pit lane, I felt at home with the revised rider triangle,” Gilbert reported in his First Ride Review story. As you’d expect with a narrow-focus sportbike, passenger accommodations on the S 1000 RR are an option, with a seat and passenger footpeg assemblies available at no cost. Electronics The S 1000 RR comes with an extensive list of rider aids, beginning with four standard ride modes: Rain, Road, Dynamic, and Race. All of the standard ride modes have preset performance parameters. Purchasing the M or Premium packages accesses the Race Pro modes (1, 2, or 3), which are all individually configurable for parameters such as throttle response, Traction Control, Slide Control, Wheelie Control, Dynamic Brake Control (engine-braking), and ABS/ABS Pro (cornering ABS). The M Package also includes access to Launch Control, Pitlane Limiter, and Hill Start Control Pro, plus three Core Ride screens on the TFT dash display. The Dynamic Damping Control (DDC) semi-active suspension is included in the Premium package or as a separate option. Gear Shift Assist Pro is now standard equipment, which allows clutchless downshifting as well as full-throttle upshifts. Warranty and Maintenance Coverage The S 1000 RR comes with BMW’s three-year/36,000-mile standard warranty. Quality A three-year/36,000-mile standard warranty in a world of one-year limited warranties should tell you something about a bike’s build quality. BMW has definitely been stepping it up, with many high-end components not normally offered by the OEMs. 2021 BMW S 1000 RR. (BMW Motorrad/)2022 BMW S 1000 RR Claimed Specifications MSRP: $16,995–$27,650 Engine: 999cc, DOHC, liquid-cooled inline-four; 16 valves Bore x Stroke: 80.0 x 49.7mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 48mm throttle bodies Clutch: Wet, multi-disc back-torque-limiting; cable operation Engine Management/Ignition: Ride-by-wire/TCI Frame: Twin-spar aluminum chassis Front Suspension: 45mm Marzocchi inverted fork, fully adjustable (semi-active damping w/ optional DDC); 4.7 in. travel Rear Suspension: Marzocchi shock, fully adjustable (semi-active damping w/ optional DDC); 4.6 in. travel Front Brake: 4-piston Monoblock calipers, dual 320mm discs w/ ABS Rear Brake: 1-piston slide-pin caliper, 220mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 6.00 in. Tires, Front/Rear: 120/70ZR-17 / 190/55ZR-17 Rake/Trail: 23.5°/3.7 in. Wheelbase: 56.7 in. Ground Clearance: 4.7 in. Seat Height: 32.4 in. Fuel Capacity: 4.4 gal. Wet Weight: 434 lb. Contact: bmwmotorcycles.com Cycle World Tested Specifications Seat Height: 33.2 in. Wet Weight: N/A Rear-Wheel Horsepower: 182.7 hp @ 13,600 rpm Rear-Wheel Torque: 77.1 lb.-ft. @ 11,000 rpm 0–60 mph: 3.15 sec. 1/4-mile: 10.35 sec. @ 149.66 mph Braking 30–0 mph: 30.87 ft. Braking 60–0 mph: 124.88 ft. Source

2021 Honda CB500X. (Honda/)Ups Passable off-road chopsLow priceEconomical, versatile engineDowns Bit on the heavy sideKickstand a little too shortAdjustable windshield needs toolsVerdict If hulking, 1,200cc-plus, techno-blinding, $18K-plus starship ADVs aren’t your thing, and you want a little bit of adventure in your diet for less than $7,000, the Honda CB500X is worth a serious look. 2021 Honda CB500X. (Honda/)Overview Debuting in 2013, the CB500X originally was intended as an economical midsize commuter bike with adventure styling. But as the adventure-bike market continued to expand in popularity, motorcycle manufacturers saw demand for bikes in this category that weren’t so intimidatingly huge in size, engine displacement, and most of all, cost. So in 2019, Honda upped the off-road ante in the CB500X, adding a 19-inch front wheel, tires with a bit more off-road intent, longer-travel suspension, a taller windscreen, and other bits to make it more appealing to this segment. Updates for 2021 For 2021, the non-ABS version of the CB500X has been dropped, with only the ABS version available. The only available colorway is Matte Black Metallic. Pricing and Variants The 2021 Honda CB500X retails for $6,999. Numerous accessories are available from Honda, including heated grips, 12V accessory socket, light bar, and keyed/removable hard bags. Competition Competitors for the Honda CB500X include the KTM 390 Adventure, Kawasaki Versys-X 300, BMW G 310 GS, and Suzuki V-Strom 650/650 XT. Powertrain: Engine, Transmission, and Performance The 471cc DOHC parallel-twin engine is a willing partner, both on and off-road. “It’s the engine’s loping character that’s most appreciated,” remarked CW’s testers in this CB500X and Kawasaki Versys-X 300 comparison test, adding, “It’s happy to lug along in the dirt with plenty of low-end torque or trot along the highway at a few thousand rpm, all the while netting at least 50 mpg.” The transmission action is smooth, with CW’s Serena Bleeker noting, “Clutch pull is light and modulation is easy thanks to the slipper/assist function,” in her First Ride Review of the 2020 model. On the CW in-house dyno, the 2020 CB500X cranked out 42.45 hp at 8,130 rpm and 29.25 pound-feet at 6,500 rpm. 2021 Honda CB500X. (Honda/)Handling The CB500X’s 41mm conventional nonadjustable front fork and single rear shock (only adjustable for spring preload) have damping and spring rates that are fairly firm for the off-road spectrum, and they handle that area adequately, absorbing bigger hits without bottoming harshly. The 19-inch front wheel rolls over bumps better, but also makes on-road handling just a tad slower. The ADV-style tires also compromise on-road handling and grip a bit. Brakes A single 310mm disc and two-piston slide-pin caliper up front works with a 240mm disc/single-piston slide-pin caliper out back to provide good stopping power that lacks aggressive initial bite, which is probably a good thing for less-experienced riders in the dirt. Fuel Economy and Real-World MPG In CW’s test of a 2020 model CB500X, it recorded an impressive 54.6 mpg, equating to roughly 250 miles per 4.6-gallon tankful. Ergonomics: Comfort and Utility The CB500X’s ergos are fairly comfortable for even taller riders, in both sitting and standing positions, and the adjustable windscreen (requires tools to adjust, however) does a good job of redirecting windblast away from the rider. The single-piece seat provides adequate passenger accommodations as well. Electronics Other than ABS, the CB500X is devoid of electronic rider aids. A plus is that the lighting is all LED. Warranty and Maintenance Coverage The CB500X comes with Honda’s standard one-year/unlimited mileage warranty. Extended coverage is available through HondaCare Protection Plan. Quality Build quality on the CB500X is basically like any Honda: excellent. The overall fit and finish of the bike has a quality feel, and everything works as intended. 2021 Honda CB500X Claimed Specifications MSRP: $6,999 Engine: 471cc, DOHC, liquid-cooled parallel twin; 8 valves Bore x Stroke: 67.0 x 66.8mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 34mm throttle bodies Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: TCI Frame: Steel twin-spar chassis Front Suspension: 41mm conventional fork, nonadjustable; 5.9 in. travel Rear Suspension: Single shock, spring preload adjustable; 5.3 in. travel Front Brake: 2-piston slide-pin caliper, single 310mm disc w/ ABS Rear Brake: 1-piston slide-pin caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 x 2.50 in. / 17 x 4.50 in. Tires, Front/Rear: 110/80-19 / 160/60-17 Rake/Trail: 27.5°/4.3 in. Wheelbase: 56.8 in. Ground Clearance: 7.1 in. Seat Height: 32.8 in. Fuel Capacity: 4.7 gal. Wet Weight: 434 lb. Contact: powersports.honda.com Cycle World Tested Specifications Seat Height: 32.7 in. Wet Weight: 431 lb. Rear-Wheel Horsepower: 42.45 hp @ 8,130 rpm Rear-Wheel Torque: 29.25 lb.-ft. @ 6,500 rpm 0–60 mph: N/A 1/4-mile: N/A Braking 30–0 mph: N/A Braking 60–0 mph: N/A Source

The second-generation Kawasaki Versys 650 gets sharper styling up front to match its Versys 1000 brethren, along with a few tech upgrades. (Kawasaki/)The vague teaser ads and technical document leaks are over, and as we suspected, Kawasaki has included next-generation Versys 650 and 650 LT models in its remaining releases for the 2022 model year. Both models get significant upgrades, most of which focus on tech and comfort enhancements along with a styling refresh, but they remain essentially unchanged in terms of basic specs like chassis and engine architecture. Front cowl styling and LED headlight is new, as is traction control (standard) and a new TFT display. (Kawasaki/)We already knew the 2022 Versys wasn’t going to be a ground-up redesign, and the official unveiling at EICMA confirms that core elements like the tractable 649cc parallel-twin engine and steel frame with long-travel Showa suspension are indeed carried over to the 2022 models. Of course that’s not a surprise, given that the powerplant was recently refined to meet Euro 5 emissions standards, so the current performance numbers of 65.7 hp at 8,500 rpm and 45 pound-feet of torque at 7,000 rpm (our own dyno testing has shown 59.60 hp and 41.55 pound-feet, respectively, for the older model) are likely to stand as well. The same goes for the chassis which retains its 55.7-inch wheelbase and 17-inch cast aluminum wheels at either end, the latter shod with Dunlop Sportmax D222 rubber. Related: Kawasaki Versys 650 Updates Coming for 2022 The 4.3-inch TFT display adjusts brightness automatically and shows a variety of functions including traction control modes. (Kawasaki/)Welcome upgrades for the new 2022 Versys 650 include traction control, which makes its very first appearance on this model. The system, known as KTRC (Kawasaki Traction Control), uses several data inputs to dial in optimal traction, with riders having a choice of two modes to adjust the system’s settings to suit them. Mode 1 is the least intrusive, while Mode 2 kicks in earlier to reduce engine output when excessive wheelspin is detected. The traction control can also be disabled via a handlebar-located switch; ABS is also standard on the new model. Of course you need a way to access that traction control, which is where a more modern instrument panel with new 4.3-inch full-color digital TFT display comes in. You can choose the background color (black or white) and the screen brightness automatically adjusts based on the ambient light to highlight features like a digital speedometer, tachometer, gear position indicator, fuel gauge, odometer, dual tripmeters, fuel consumption, range, service reminders, and more. The display can also be paired to a compatible smartphone device and the Kawasaki Rideology app, which then allows you to access instrument functions as well, like the fuel gauge, odometer, and maintenance schedule. You can also set your ride mode in advance via the app. That new shield is adjustable for four positions and in 1-inch increments, for a total of 3 inches of adjustability. (Kawasaki/)More readily noticeable is the updated styling of the 2022 bikes, which brings a sharper upper cowling and surrounding bodywork that flows to an edgy and compact tailsection with an LED light. The undercowl is redesigned as well, and new graphics adorn the tank and side covers for an overall look that brings the 650 more in line with its larger Versys 1000 cousin. Capping the revisions up front are new, more aggressively positioned LED headlights along with a new four-way-adjustable windshield. According to Kawasaki, that shield offers riders a way to adjust airflow, with four position settings available to choose from. The settings vary the height of the shield in 1-inch increments with 3 inches of total adjustability, and can be selected using a release button below the TFT screen. The Versys 650 LT, meanwhile, takes the base model and adds Kawasaki quick-release 28-liter saddlebags and hand guards as standard equipment, so it’s touring ready right off the dealer’s floor. The 2022 Versys 650 in Metallic Spark Black/Metallic Flat Spark Black will retail for $8,899; the Candy Lime Green/Metallic Flat Spark Black/Metallic Spark Black option carries an MSRP of $9,099 and a 12-month limited warranty The 2022 Versys 650 LT comes in Metallic Spark Black/Metallic Flat Spark Black only; MSRP is $9,999, while the warranty is 24 months. 2022 Kawasaki Versys 650 Specifications MSRP: $8,899 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 649cc Bore x Stroke: 83.0 x 60.0mm Compression Ratio: 10.8:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 65.7 hp @ 8,500 rpm Claimed Torque: 44.8 lb.-ft. @ 7,000 rpm Fuel System: DFI w/ 38mm throttle bodies Clutch: Wet, multiplate Frame: Tubular steel Front Suspension: 41mm telescopic fork; rebound damping, preload adjustable; 5.9 in travel Rear Suspension: Monoshock, rebound and remote preload adjustable; 5.7 in. travel Front Brake: 2-piston caliper, dual 300mm petal discs w/ ABS Rear Brake: 1-piston caliper, 250mm petal disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in. Tires, Front/Rear: 120/70-17 / 160/60-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 55.7 in. Seat Height: 33.3 in. Fuel Capacity: 5.5 gal. Wet weight: 483 lb. Source

The new V100 Mandello broke cover at EICMA 2021. More than just a new model, it unveils the engine platform which will carry Guzzi into the future. (Moto Guzzi/)Moto Guzzi is celebrating its second century by unveiling the long-awaited heir to the legendary V7: the new V100 Mandello. This promises to be a superb machine, one that makes Moto Guzzi a real player in the European motorcycling scene. The bike retains the classic Guzzi 90-degree transverse V-twin layout, but is new in every other aspect and promises to be a thoroughly modern, well-engineered, well-thought-out, and inspired machine right down to the minor details. Overall, the new V100 Mandello is compact and svelte. It looks great just parked, with the promise of both lively performance and long-haul comfort in the best Moto Guzzi tradition. Its 58.5-inch wheelbase is short enough to deliver agile steering response alongside adequate two-up comfort. The rear suspension uses a rather long single-sided aluminum swingarm with a single cantilevered shock absorber. Naturally, the design incorporates Guzzi’s classic shaft final drive. Two details to note here: First, see how the new engine’s exhausts exit from the bottom of the head as opposed to the front. Second, check out the single-sided swingarm, also housing Guzzi’s signature shaft final drive. (Moto Guzzi/)This new-generation Guzzi engine is extremely advanced, starting with its extremely compact packaging; the engine’s overall length is 4 inches less than Guzzi’s “small block” V85. This also explains why the V100 can feature such a long swingarm in combination with the short wheelbase. Weight distribution, as you’d expect, is duly biased to the front axle, a design element that was difficult to achieve with the V7, and which is generally a challenge for any bike with a longitudinal powertrain. The liquid-cooled V100 unit displaces 1,048cc from a 96mm bore and 72mm stroke. Chain-driven double overhead cams act on four valves per cylinder. Guzzi claims 115 peak horsepower with 77.5 pound-feet of peak torque; that torque curve must be extremely flat, since 90 percent of it already shows up at just 3,500 rpm, and redline is at 9,500. Chassis-wise, the new V100 uses a steel-tube frame with the engine as a stressed member; note that this is not a full-cradle perimeter design. Suspension consists of electronically managed Öhlins Smart EC 2.0 components. The electronics suite is the most advanced ever fit to a Moto Guzzi, clearly taking advantage of the great progress Aprilia has made in this domain. In the V100 Mandello this translates to a six-axis inertial platform managing a number of functions, including cornering ABS, traction control, cruise control, and four riding modes (Travel, Sport, Rain, and Road) with three engine mappings apiece. The electronics also include both up and down quick shifting, heated grips, full LED lighting equipment with adaptive headlight, and a 5-inch TFT instrument panel. Bluetooth connectivity allows access via personal smartphone to the bike’s MIA multimedia platform. The V100’s blended bodywork dances a delicate line between classic Guzzi and a modern sportbike. Unchanged is the timeless Guzzi logo. (Moto Guzzi/)In a nod toward the V100 Mandello’s long-haul capability, the bike offers active aerodynamics that engage the compact windscreen and spoilers to divert the windblast away from rider and passenger. The bike’s styling is contemporary; not particularly strong in terms of personality, but smooth overall. The center and rear sections have a fluid design that takes advantage of the classic Guzzi cylinder layout, and the elegant fuel tank offers an additional touch of Moto Guzzi personality. Other New Guzzi Models In addition to the V100 Mandello, Moto Guzzi unveiled a handful of variations on the V85 TT theme. Here, both the V85 TT and V85 TT Travel are of interest; the latter is complete with windshield and travel bags. And while not for civilian use, the new V85 TT is also the base from which Moto Guzzi developed a special version for the Cuirassiers of Italy’s Presidential Honor Guard, which presents quite elegantly in black graphics with white accents. Finally, the classic V7 is now offered with the V85 powerplant while retaining its V7 Sport-inspired design. Indeed, Moto Guzzi seems to be entering its second hundred years with a bright future. The company continues to be based, as always, in Mandello del Lario, where the traditional factory is being totally updated, both the buildings and, more important, the tooling. With its short wheelbase and long swingarm, the V100 Mandello promises up-to-date handling and a balance between nimbleness and long-distance comfort. (Moto Guzzi/)Source