Daniel Sanders maintains econd overall with one stage left
Daniel Sanders had the challenge of opening stage four of the Abu Dhabi Desert Challenge, after his stage three victory.
Losing minimal time to the chasing pack, Sanders was caught by Walkner at the 100 km mark, but a consistent ride ensured no mistakes to finish fourth on stage, behind Van Beveren, Walkner and Rodrigues.
Sanders now sits four-minutes off leader Walkner, but holds a 1m39 lead over third places Adrien Van Beveren and is ideally placed for the final.
Daniel Sanders – P4 (Second Overall)
“Day four and I got to open today, which was really cool! Walkner caught me at about 100 kilometres, just before the refueling, but I was happy with how things went for the time I was out front. I didn’t make any big mistakes and the pace was good, so that’s really encouraging. The second half of the stage opened out into some faster tracks, which I really enjoyed, so that was cool. All-in-all it was a really good day. I’m in a good position to push again tomorrow and hopefully I can finish off the rally with a top result.”
Daniel Sanders
Returning to the form that brought him so much success in the past, Adrien Van Beveren has claimed another stage win at the Abu Dhabi Desert Challenge aboard his Yamaha WR450F Rally.
Demonstrating excellent navigation, and confident to push hard throughout the mixed terrain stage, the 30-year-old sustained his high pace to secure victory and maintain his third-place ranking in the overall provisional classification.
Adrien Van Beveren – P1
“Today was another good day for me. I pushed really hard early on before the refuelling station as it was really heavy sand dunes so I was able to follow some lines and maintain a high pace. After refuelling the terrain was a lot less challenging and quite fast and with everyone riding at a similar speed, it wasn’t possible to make up more time. One more day to go and I’ll be fighting right to the end.”
Adrien Van Beveren
Despite opening much of the special, Walkner was able to deliver a performance strong enough to ultimately finish less than one minute behind the eventual stage winner.
The world champion’s speed and consistency throughout the rally have resulted in him increasing his advantage at the close of day four, with just the fifth and final stage remaining.
Matthias Walkner – P2
“Another really cool, enjoyable day. I pushed right from the start and was able to catch Daniel by around kilometre 100, and from there, the two of us rode together, swapping the lead for the rest of the stage. It seemed to work out well as I was able to put in a good time, despite opening a lot of the stage from the front. I have a good lead and a good start position for stage five, but there is still work to do. I’ll head out and try to enjoy it tomorrow, hopefully put in a good result and secure the win. I’m definitely looking forward to reaching the finish!”
Matthias Walkner
Stage 4 Abu Dhabi Desert Challenge 2021
Adrien Van Beveren (FRA), Yamaha, 3:10:02
Matthias Walkner (AUT), KTM, 3:10:56 +54 seconds
Joaquim Rodrigues (POR), Hero, 3:13:00 +2:58
Daniel Sanders (AUS), GASGAS, 3:13:48 +3:46
Aaron Mare (RSA), KTM, 3:21:30 +11:28
Abu Dhabi Desert Challenge 2021 after 4 of 5 stages
2022 Husqvarna Norden 901 (Photos by Marco Campelli & Sebas Romero)
Husqvarna is a storied brand that goes way back. It takes its name from the Swedish town – now spelled Huskvarna, which means “millhouse” – where it was founded in 1689. The fledgling company used hydropower from a nearby waterfall to make muskets, and its logo depicts a gun sight viewed from the end of a barrel with an “H” in the center. In the late 1800s, as the world became more mechanized, Husqvarna started making sewing machines, cast-iron kitchen equipment, and bicycles.
In 1903, the same year Harley-Davidson began operations, Husqvarna started manufacturing motorcycles, first with imported engines and later its own. In the 1920s, it produced a 550cc side-valve V-Twin similar to those built by Harley and Indian, and in the 1930s it began competing in Grand Prix racing.
As John L. Stein chronicled in “Striking Vikings,” Husqvarna produced its first purpose-built enduro, the Silverpilen (Silver Arrow), in 1953. Husky made a name for itself on American and European motocross tracks, and the brand was popularized in the iconic 1971 film, On Any Sunday.
Husqvarna sold its motorcycle business to Cagiva in 1987, building motorcycles under the same name while the original company – now headquartered in Stockholm – focused on chainsaws and lawnmowers. After 20 years of Italian ownership, Husqvarna Motorcycles was sold to BMW, and it continued making motocross, enduro, and hardcore dual-sport machines. In 2013, Husky introduced the 50/50 on-/off-road TR650 Terra and the road-going TR650 Strada, both powered by a tuned-up version of the 652cc Single from the BMW G 650 GS. We praised both bikes in our reviews, but they were short-lived. That same year, Husqvarna’s German owners sold the brand yet again, this time to Austria’s KTM.
The motorcycle industry has a long history of consolidation, mergers, divestitures, bankruptcies, and resurrections. When brands are under the same umbrella – Pierer Mobility Group owns KTM, Husqvarna, and Gas Gas – it makes economic sense to share costly resources such as engine platforms. Just as the TR650s were based on the G 650 GS, current Husqvarnas are adapted from KTM models. The Svartpilen 401 and Vitpilen 401 street models were based on KTM’s 390 Duke, and the 701 Enduro and 701 Supermoto are based on KTM’s 690 Enduro R and 690 SMC R, respectively.
Which brings us to the Norden 901, Husqvarna’s first foray into the red-hot adventure bike market. Not surprisingly, it’s based on KTM’s highly capable 890 Adventure platform. The standard 890 Adventure is geared toward a mix of street and light off-road touring, while the 890 Adventure R is aimed at more aggressive off-road adventure riding (and the R Rally version even more so).
Where does the Norden 901 fit in? Right in the middle, says Husqvarna. It’s designed to be more off-road capable and versatile than the 890 Adventure, but not as hardcore as the 890 Adventure R. It’s even priced between them. At $13,999, it’s $800 more than the 890 Adventure and $200 less than the R (based on KTM’s 2021 prices).
Why would Husqvarna build an adventure bike like what KTM already offers? It showed a Norden 901 concept at the EICMA show in 2019, and the positive response encouraged Husqvarna to carve out its own niche within the segment. For some buyers, it simply comes down to styling. Perhaps they don’t like the sharp angles or orange paint on the KTMs. The production version of the Norden is very similar to the concept, with a smoothly curved rally-style fairing, a large round headlight, fog lights, and a wide, flat seat. If you’re a fan of the look, not to mention the fluorescent yellow stripe and matte black-on-black paint and graphics, then the Norden 901 offers unique appeal.
Husqvarna hosted the launch of the Norden 901 (Swedish for “the north”) on São Miguel, the largest island in the Azores, an archipelago of nine volcanic islands in the North Atlantic Ocean that is an autonomous region of Portugal. The Gulf Stream contributes to the Azores’ mild, wet climate, and over the course of two days we experienced the full spectrum of conditions one might encounter on an adventure bike: rain, fog, wind, gravel, sand, mud, water crossings, dry roads, wet roads, slick cobblestone roads, mud- and manure-smeared roads, and even roads carpeted with moss. São Miguel is impossibly green, and with giant volcanic craters filled with scenic lakes and more cows than people, it feels like a cross between Hawaii and Scotland.
Lagoa das Sete Cidades (Photo by the author)
Having put lots of miles in lots of places on nearly every model in KTM’s adventure/travel lineup, the Norden 901’s touch points, engine character, and performance feel familiar. On the left switch cluster are four buttons (up, down, back, and set) that simplify navigation of the bike’s menus. The 5-inch color TFT display has bold, bright, detailed graphics that clearly convey information. For example, when switching from Road to Offroad ABS, which disables ABS at the rear wheel, a graphic illustration of the bike changes from green front and rear wheels (ABS is active at both ends) to green on the front wheel and red on the rear wheel (rear ABS is deactivated).
Equipped with throttle-by-wire and a 6-axis IMU, the Norden 901 has riding modes (Street, Rain, and Offroad), cornering ABS, and lean-angle-sensitive traction control. Each mode has a preset level for engine power, throttle response, and TC intervention. There is an optional Explorer mode that allows the rider to customize the settings, as well as make on-the-fly adjustments of rear wheel slip over a 9-level range.
Unlike other adventure bikes that bundle all relevant settings into each riding mode, those made by KTM and Husqvarna require riders to make separate selections for riding mode and ABS mode. On our test ride, we switched back and forth between paved and unpaved roads and wet and dry conditions many times each day, and I had to constantly remind myself that changing the riding mode from Offroad to Street does not automatically change ABS from Offroad to Road. I had to change both, which requires extra steps. I did not want to go into a blind, wet corner on a paved road with the rear ABS turned off, but sometimes it happened.
The Norden 901’s liquid-cooled, 889cc parallel-Twin has DOHC with four valves per cylinder and a 13.5:1 compression ratio. Without oil, it weighs just 118 pounds, and the Norden’s claimed curb weight is 481 pounds. Power is sent to the rear wheel through a 6-speed transmission with a slip/assist clutch and a standard up/down quickshifter. During off-road riding, the transmission occasionally popped out of gear, perhaps by bumping the shifter with my heavy boot; I had the same issue when testing the KTM 890 Adventure R. Standard equipment also includes motor slip regulation and cruise control, and oil change intervals are 9,320 miles.
The engine is lively and responsive, with dual balancer shafts neutralizing unwanted vibration while allowing plenty of character to shine through. Husqvarna claims 105 horsepower and 73.8 lb-ft of torque at the crank. Those are the same figures for the 890 Adventure R, which made 90 horsepower at 8,200 rpm and 62 lb-ft of torque at 6,900 rpm at the rear wheel on Jett Tuning’s dyno in our test earlier this year.
Like the standard 890 Adventure, the Norden 901 has WP Apex suspension, with a fully adjustable 43mm inverted fork with separate functions in each leg and convenient adjusters on top. The rear shock has a linkage and is adjustable for rebound and spring preload, the latter via a handy remote knob. Suspension travel is 8.7/8.5 inches front/rear, and ground clearance is 9.9 inches. Compliance is good over a range of conditions, though launching off water bars and hitting G-outs occasionally caused the Norden to bottom out. The underside of the engine and lower parts of the fuel tank are protected by aluminum skid plates.
Tubeless spoked wheels, with a 21-inch front and an 18-inch rear, are shod with Pirelli Scorpion Rally STR tires that have large tread blocks and provide good grip both on- and off-road. Brakes are by J.Juan, with a pair of radial 4-piston front calipers on 320mm discs and a single 2-piston floating caliper on a 260mm disc, and they offer ample power and good feel at the front lever and rear pedal. Both clutch and brake levers are adjustable for reach, the brake pedal is adjustable for height, and the rubber inserts can be removed from the cleated metal footpegs.
What most sets the Norden 901 apart from its KTM cousins, other than styling, is comfort and wind protection. The broad, flat seat has a ribbed, suede-like cover to minimize slip, and it can be set in low (33.6 inches) or high (34.4 inches) positions. In typical adventure bike style, the seating position is upright, legroom is generous, and the reach to the wide handlebar is relaxed. There’s a good-sized pillion seat with large grab handles, and on the back is a small luggage rack. The Norden has a wider fairing than the KTMs, which provides good wind protection (along with the hand guards), and visually it offsets the bulbous shape of the lower “pods” of the horse-shaped, 5-gallon fuel tank.
Many will want to outfit the Norden 901 for extended tours or off-the-grid exploring. Above the TFT display is a convenient place to mount a GPS, and there’s a 12-volt socket on the dash. An optional Connectivity Unit allows you to pair your smartphone to the bike via the myHusqvarna app, and it will display turn-by-turn navigation on the TFT. We used the nav feature on a ride back to the hotel after lunch on the first day, and it worked like a charm. Husqvarna also offers aluminum luggage made by Touratech, as well as a range of accessory soft luggage, heated grips, comfort rider/passenger seats, a suspension lowering kit (which reduces seat height by nearly an inch), and apparel. Our test bikes were fitted with optional carbon-tipped Akrapovič silencers, which add style and a nice exhaust tone.
Overall, the Norden 901 is well-balanced, ruggedly built, and capable of tackling whatever most adventure riders will throw at it. We can’t wait to get a test bike and put some serious off-the-beaten path miles on it.
During its first few years, the Himalayan developed a loyal following as a lightweight, accessible, affordable, and dependable adventure bike. Updates for 2022 make it even more appealing. (Photos by Jen Mueke)
Updating a popular and successful motorcycle model can be tricky for any brand’s design team. Mess with the components that enthusiasts consider off-limits, and the update takes a step backwards in the bike’s evolution, not to mention the risk of losing customers.
Royal Enfield confronted that fork in the road when it set out to improve its Himalayan, a lightweight adventure-tourer launched in 2018. With an MSRP of just $4,499, the Himalayan, with its spunky 411cc air-cooled Single, offered what few other ADV bikes could – an affordable price tag.
Switchable ABS was added in 2019. For 2022, the Himalayan gets Royal Enfield’s Tripper navigation system, a new seat, a larger windscreen, and revisions to the front and rear racks.
Adding to the Himalayan’s appeal was modest weight (439 pounds with its 4-gallon gas tank full), a low seat height (31.5 inches), and simplicity – anyone with basic mechanical skills could service it in their own garage or out in the field. Its curb appeal was unique, too, with a quasi-military-spec-meets-retro sensibility.
The combined package added up to respectable global sales over the past few years. Linked by an enthusiastic following on social media, owners worldwide began sharing information about their Himalayan experiences, including road and trail tales, with many describing what they had learned about their Himalayan’s mechanical nuances and strong points. Soon enough the Himalayan Owners Group, connecting enthusiasts from all points via social media, gained prominence on Facebook.
There are new colors for 2022 as well, including Pine Green (above), Mirage Silver (previous photo), and Granite Black (below). Returning colors include Rock Red, Lake Blue, and Gravel Grey.
The folks at Royal Enfield paid attention. They added ABS in 2019. For 2022, updates include some modest functional/ergonomic changes and the addition of the company’s exclusive Tripper Navigation system, which debuted earlier this year on the Meteor 350. Designed for the Google Maps platform, it’s a simple, intuitive turn-by-turn navigation pod mounted on the instrument cluster that pairs with a smartphone via the Royal Enfield app.
The Granite Black colorway is a mix of matte and gloss finishes, while Pine Green offers a camo look.
Royal Enfield hosted a press event for the new Himalayan in Temecula, a hot, dry area in Southern California known for its wineries. The surrounding countryside is laced with fine two-lane backroads and inviting two-track dirt byways – perfect conditions for a light adventure bike.
Besides the nav system, what else is new? The Himalayan’s saddle, still at 31.5 inches high, gets upgraded foam padding and a new suede-like cover that minimizes slip between the seat’s surface and the rider’s pants. Its small windscreen is slightly taller and wider to block more air. The front racks that double as crash guards for the gas tank and mounting points for auxiliary jerrycans were shortened 3.5 inches and reconfigured to offer more leg room for taller riders. The tail carrier rack gains an additional plate to accept heavier loads, and it’s slightly shorter to fit more flush with the seat’s tail section and make it easier for the rider to swing a leg over the motorcycle.
The instrument cluster is a mix of both analog and digital gauges. Info from the Tripper navigation system is shown on the gauge on the far right.
Time to mount up for a test ride. With my 30-inch inseam, I have no problem clearing my right leg over the reconfigured rear carrier rack, and I can get both feet flat on the ground. Thumbing the starter button brings the long-stroke Single (78 x 86mm bore/stroke) to life. It plays a tune at idle reminiscent of those big British thumper engines that populated the motorcycle landscape back in the ’50s and ’60s. A stylish upswept muffler keeps the Himalayan’s exhaust tone 21st-century friendly, yet still allows the cadence of the thumper to be enjoyed.
The Himalayan’s 31.5-inch seat height puts it within reach for most riders, yet it still offers plenty of suspension travel and ground clearance.
Find 1st gear and accelerate away smoothly. The upshift to 2nd could use some refinement, but shifting into higher gears feels trouble-free. The fuel-injected Single answers the call for more speed. Cruising along in top gear, the tachometer registers a mellow 4,000-4,500 rpm with the speedometer around 60-65 mph. Claimed output is modest: 24.3 horsepower at 6,500 rpm and 23.6 lb-ft of torque at the crank. Top speed is around 75 mph, and it doesn’t get there quickly.
On the road, there’s a gentle but welcome rush of air on my shoulders, arms, and helmet. The revised windscreen keeps enough wind off my torso to allow for a relaxed posture in the sculpted saddle. After about an hour or so the low saddle begins to feel a little confining, and the small cockpit puts an acute bend in my knees. The new seat cover minimizes slip, but it also makes it harder to adjust one’s seating position. No problem, just stand up on the pegs for a quick stretch, which is good practice for the upcoming dirt tracks.
Although its output is modest, the Himalayan’s air-cooled 411cc Single chugs along dutifully, and its upswept exhaust allows the rider to enjoy the thumper’s cadence.
As we leave the pavement, our ride leader signals for us to stop so he can demonstrate the switchable ABS procedure. With the ignition turned off, we’re instructed to press the tiny button directly below the dash-mounted ABS light. It requires a hard push and a slow five-second count to initiate deactivation. Done correctly, the ABS light blinks, signaling that you now have complete control of the rear brake (ABS remains on at the front wheel). Rear-wheel ABS activates anytime the key is switched off.
The Himalayan’s larger windscreen parts airflow smoothly. The front carrier racks were made shorter to provide more legroom.
Time to hit the trail, where the real fun begins. The bike’s low center of gravity, coupled with responsive steering and the deep-tread Pirelli MT60 tires, makes the bike feel responsive to natural terrain. The 21-inch front wheel rolls over obstacles with ease; it’s paired with a 17-inch rear, and the spoked rims require tubes. I skirt around rain gullies, power through stretches of deep sand, and maneuver over unfriendly rocks and ruts in the trail, thanks in part to 8.6 inches of ground clearance.
Braking power is modest, with a 2-piston front caliper squeezing a 300mm disc and a 1-piston rear caliper biting a 240mm disc. Suspension action is adequate. The fork offers no adjustability, the rear shock is adjustable for preload, and travel is 7.9 inches in front and 7.1 inches out back. The Himalayan feels rock solid, but also very much built to a price.
Whether on the road or trail, the Himalayan is a delight to ride. Its light weight, accessible seat height, and compact dimensions make it manageable, yet it offers a large-diameter front wheel, long suspension travel, and good ground clearance for rough terrain.
After long and delightful stretches of wandering over hill and dale, we resume our ride on pavement and try out the Tripper nav system. As I did to reset the ABS, I turn off the bike’s ignition. Having downloaded the app to my smartphone, I follow the prompts to switch on the turn-by-turn navigation pod that pairs the smartphone via the app. The small screen on the right side of the Himalayan’s sparse instrument cluster reveals road and turn directions as I continue the ride. It’s a handy feature on a bike that encourages exploration.
Royal Enfield has introduced several unique, attractively priced models over the past few years. Following the Himalayan’s debut in 2018, it rolled out a handsome pair of British-style Twins – the Continental GT café racer and INT 650 standard – in 2019, and then the Meteor 350 cruiser in 2021. Now and in the years ahead, we’ll see them evolve. The updates to the Himalayan have been incremental, but they make the small yet capable adventure-tourer even more practical. The price has increased along the way – MSRP is now $5,299 – but it remains a solid value and an appealing choice for a wide range of riders.
Just add a set of accessory panniers, pack your gear, and go!
2022 Royal Enfield Himalayan Specs
Base Price: $5,299 Website:royalenfield.com Engine Type: Air-cooled Single, SOHC w/ 2 valves Displacement: 411cc Bore x Stroke: 78.0 x 86.0mm Horsepower: 24.3 hp @ 6,500 rpm (claimed, at the crank) Torque: 23.6 lb-ft @ 4,250 rpm (claimed, at the crank) Transmission: 5-speed, cable-actuated wet clutch Final Drive: O-ring chain Wheelbase: 58.0 in. Rake/Trail: 26.5 degrees/4.3 in. Seat Height: 31.5 in. Wet Weight: 439 lbs. (claimed) Fuel Capacity: 4.0 gals.
It’s hard to believe, but Zero Motorcycles has been around since 2006. The company designs and manufactures all-electric motorcycles near Santa Cruz, California, and with each passing year it makes gains in power and range.
For its SR, SR/F, and SR/S street models, Zero says it has made significant improvements in its high-capacity Z-Force lithium-ion batteries, boosting energy density by 20%. Thanks to significant advances in battery design and architecture, these improved power packs come in two standard capacities of 14.4+ kWh and 15.6+ kWh. The“+” designation indicates additional capacity increase opportunities of up to 17.3 kWh.
The 14.4+ kWh battery configuration will be standard on the SR ($17,995), SR/S ($19,995), and SR/F ($21,495), and the 15.6+ kWh battery configuration will be available as an upgrade on the premium SR/S and SR/F models.
All three models will be able to increase their capacity through a revolutionary on-demand upgrade exclusive to Zero Motorcycles. Maximizing the capacity of the new batteries through those upgrades and combining it with the optional Power Tank creates nearly 21 kWh of onboard energy storage. This breakthrough represents a new high-water mark for Zero’s onboard battery capacity and delivers up to 227 miles of city range and 113 miles on the highway at 70 mph.
2022 Zero SR/S
“Being the brand that both defined and continues to lead the category of electric motorcycles means that we have the responsibility to push the boundaries of what is possible in electric powertrains,” said Sam Paschel, CEO of Zero Motorcycles. “We consistently work to deliver massive steps forward and not just incremental improvements to our powertrains and our products. As part of that effort, a relentless focus on range improvements, driven by battery capacity and powertrain efficiency, provide the foundations that allow us to transform the rider’s experience and drive acceleration in electric vehicle adoption and sales. These leaps forward in battery technology in our 2022 model line have set a new standard for Zero Motorcycles.”
2022 Zero SR
On-Demand Upgrades will unlock these additional battery capacities through the new Cypher Store, an on-demand marketplace of feature upgrades for Zero Motorcycles. These latest software innovations are made possible by Zero’s proprietary Cypher operating system. The latest iteration of the ground-breaking Cypher III+ operating system comes standard on 2022 SR/F, SR/S, and SR models. Cypher III+ also grants owners of those motorcycles access to a suite of range, performance, and feature upgrades on the Cypher Store.
The Cypher Store features a variety of performance options, available either through the Zero Motorcycles mobile app or online at zeromotorcycles.com/cypherstore.
Included as part of the initial list of features upgrades to be released in Q1 of 2022 are the following:
•Faster Charging
•Extended Range
•Speed & Performance Boost
•Park Mode, Heated Grips
•On-Dash Navigation
All of these upgrades are optional for SR/S, SR/F, and SR with more features and expanded model compatibility planned for subsequent model years.
“The opportunity to customize your motorcycle on-demand is nothing short of revolutionary in the powersports industry,” said Jeremy Kent, GM of Software and Parts & Accessories for Zero Motorcycles. “We’ve created the ability to instantly improve the performance of our products without much more than a Wi-Fi signal, offering a dramatic shift in how Zero’s motorcycles can grow and evolve along with the owner.”
All Cypher Store upgrades will be available for purchase and installation on the Zero Motorcycles mobile application, website, or even directly from any Zero Motorcycles dealership worldwide by early spring 2022.
2022 Zero SR
2022 SR
New battery technology and access to Cypher Store upgrades headline the list of improvements to the 2022 SR. Built on Zero’s distinctive exposed steel trellis frame, the SR shares the performance DNA of Zero’s most premium options at a more affordable price.
2022 SR/F
2022 SR/S
“The SR is the motorcycle that really established the electric naked street category and it’s significant that it be the first model to introduce all of these new technologies,” said Abe Askenazi, CTO of Zero Motorcycles. “Now, with the array of never-before-seen features, the SR is the most adaptable motorcycle ever and is poised to maintain its prominence for years to come.”
The 2022 SR is powered by the proven ZF 75-10 motor tuned to deliver 122 ft-lb of torque, 74 horsepower, and a top speed of 104 mph. Enabling the Speed & Performance Boost via the Cypher Store unlocks the full capabilities of the motor as well as upgrades the SR to Advanced Bosch Motorcycle Stability Control, which adds cornering capabilities to its existing straight-line ABS, traction control, and drag torque controls.
When equipped with all available Cypher Store battery capacity upgrades and the additional Power Tank accessory, available in early 2022, the SR’s total battery capacity can be increased to 20.9 kWh, Zero’s largest onboard battery capacity ever. Also new to the SR is the ability to charge from the public EV charging network via standard J1772 connections.
The 2022 Zero SR comes in Thermal Red, retails for $17,995, and will be available in early 2022. For more information or to find a dealer near you, visit zeromotorcycles.com.
Adventure motorcycling is settling into two decidedly different camps. One calls for 600-pound behemoths with 4-foot-wide bags on two-lane roads sprinkled with bespoke dirt. The other prefers 400-pound bikes in smaller, funner, and dirtier locales. Like real adventure, some would say. No offense to the giant luggage set.
For adherents of the latter approach, rejoice. The all-new 2022 Aprilia Tuareg 660 follows earlier forays into adventure-twin territory. Aprilia’s 2006 SXV 550 was a V-twin supermoto (you read correctly), while the ‘06 RXV 450 was supposedly the first V-twin production enduro bike in history. About 15 pounds lighter than a DR-Z400S, it intrigued with midrange power and long-range possibilities.
Collector Alert: Neither the SXV or RXV sold well, with at least one anonymous dealer making jokes about “two-for-one” deals offered to clear inventory. No matter.
But back to 2022, the Tuareg 660 adopts a forward-leaning, parallel-twin configuration based on the successful road-going RS 660 and Tuono 660. Weighing in at 412 pounds dry, the Tuareg weighs almost 100 pounds less than the Honda Africa Twin, more than 30 pounds less (wet) than the V-Strom 650, 20 pounds less than the KTM 890 Adventure, and nearly equals the Yamaha Ténéré 700, its true competitor. A claimed 80 hp and 51.6 pound-feet of torque puts it nicely in the middle of this class of five, about 6 hp above the Ténéré.
Touring riders will experience this power holding onto a wide, tapered handlebar atop a narrow body volume that’s 33.9 inches tall, an accessible height for most. They’ll ride a 59.1-inch wheelbase with 9.4 inches of suspension travel for both front and back. It all adds up to great mobility in the saddle.
Beyond eyes, ears, and right hands, power and handling are negotiated via the APRC (Aprilia Performance Ride Control) with ride-by-wire rider-aid package. This includes traction control, cruise control, engine-brake, and four customizable riding modes. A 5-inch TFT (that’s thin-film-transistor liquid crystal) display complements the LCD lighting system with DRL.
The fuel tank comes in at 4.8 gallons. Not huge, but enough to stretch time and miles, considering the smaller twin’s thirst, said to be around 42 mpg.
It’s all packaged in one of two color (and price) configurations. MSRP comes in at $11,999 for the Acid Gold and Martian Red package, while the classic Indaco Tagelmust schema comes in at $12,599. The Indaco Tagelmust colors best represent the Taureg’s inspiration—Paris-Dakar-esque and visually similar to the gorgeous 1990 Aprilia Tuareg 600 Wind. Were you thinking of the original Honda Africa Twin? Fun fact: It was a V-twin (look it up).
Aprilia’s reputation for reliability and warranty issues isn’t undeserved, but the strategy is sound and compelling. The power-to-weight ratio means you’re free to get in, and out of, more trouble than with a traditional touring rig. With the Tuareg, you might not have to choose between the four-lane road and the trailhead. It all adds up to an ADV bike that punches above its weight. It could be just the thing to make dirt-based fun last longer and go farther.
An unconventional career change for someone whose career has been anything but conventional.
Begin press release:
The KTM Factory Racing rally team will welcome a high-profile ‘rookie’ during the coming weeks with MotoGP star and Grand Prix winner Danilo Petrucci set to swap his KTM RC16 for a KTM 450 RALLY in an attempt to take on the famous and notoriously difficult Dakar Rally in January.
The speed is still high, the adrenaline still pumping – even protection like airbags remain in place – but the 31-year-old Italian will be exchanging a visor for goggles, and knee sliders for knee braces when he converts to a rally bike in Tech3 KTM Factory Racing colors for 2022.
Petrucci, who has accumulated 10 podium finishes and two wins in his 10 seasons on the MotoGP grid, will fulfil a lifetime dream with the transition into the next stage of his elite racing career after the season-closing Gran Premio Motul de la Comunitat Valenciana. ‘Petrux’ is a skilled offroad rider in enduro and motocross but knows the discipline and demands of rally will be a big challenge.
Learning from some of the most successful racers in the sport, and experts from the KTM squad that has previously won an outstanding 18 successive Dakar victories, Danilo has begun his rally preparation as he embarks on the challenge of a switch from MotoGP to the Dakar. Red Bull KTM Factory Racing’s 2018 Dakar winner and recently crowned FIM Cross-Country Rallies World Champion Matthias Walkner, two-time Dakar champion Toby Price, and reigning Dakar champion Kevin Benavides will be on-hand in the KTM stable to help the MotoGP star make his transition to the sport.
Danilo has had a taste of desert conditions aboard his KTM 450 RALLY and the incredibly challenging navigation required for rally racing at a recent test under the watchful eye of KTM’s Rally Sport Manager, Jordi Viladoms – a former successful Dakar competitor. Following the MotoGP season, Danilo’s attention will be fully focused on furthering his riding and navigational education ahead of his first attempt at the 14-day and approximately 8,000-kilometer event, which begins on January 1st.
The 2022 edition of the competition will take place in the Middle East for the third year in a row and will allow Petrucci to be thrown into the depths of Dakar to learn and develop with an eye on 2022 FIM competition and a potential future in the sport.
Danilo Petrucci:“For me it is really a dream come true to race the Dakar. It’s an event I’ve always wanted to do since I was a child when I was watching video tapes of the Dakar Rally from the 80s and 90s. Now, thanks to KTM, this dream is coming true. First, I would like to thank KTM for this great opportunity; I think I will be the only rider that in just over one month has competed in MotoGP and then the Dakar Rally – so it is with great pride that I go there. My main target is just to finish the race and enjoy it. The first approach was to have some road book training with Jordi, he competed in the race many times and finished on the podium, so he has been great in helping me learn this special art. I had my first taste of riding the KTM 450 RALLY recently at an initial test in the Dubai dunes, where I was with KTM’s Dakar champions and I was able to learn so much from them – it was great to see them riding, and they were super nice and helpful to me. I hope the training for the next month will be enough; for sure it will be a tough race, but I am excited.”
Pit Beirer, KTM Motorsports Director:“Danilo’s talent and his character means he is one of the few elite level guys that we believe can make this radical move from the asphalt to the dunes. It’s a great story for a great guy. We want to thank him for his professionalism and all his efforts as part of the Tech3 team in our MotoGP project and now it’s time for another ‘world’!”
Start the youth off early with The Big Book Of Motorbikes – just in time for the holiday season.
Begin press release:
The Big Book of Motorbikes showcases the wonderful world of motorbikes to a new and vibrant generation.
Highlighting many of the different sectors within the motorbike space, The Big Book of Motorbikes takes the reader on a two-wheeled journey they will want to read again and again.
This is a fun and educational volume for children, illustrated and brightly colored by the book’s designer, Asim Hussain.
From industry to competition, records and just riding for fun, The Big Book of Motorbikes has it all just waiting for you to explore!
About the Author
Rennie Scaysbrook has been a motorbike rider from the moment he first sat on a Honda QR50 as a four-year-old in Australia. Rennie comes from a family steeped in motorbike culture that dates back three generations.
For the past 16 years, Rennie has been a full-time motorbike journalist, traveling the globe to test and write on the most important motorbikes from the world’s leading manufacturers.
Rennie is also an accomplished racer and holds the motorbike course record at the Pikes Peak International Hill Climb in Colorado, USA.
“Coming from a bike-mad family, I know the positive effects motorbikes can have on a child’s upbringing,” says Scaysbrook. “Bikes have been such an integral part of my family, and I wanted to pass that love via fun and informative education onto a new generation of bike riders. With a four-year-old son myself, I know each time I read him a bike book before bed I will have his full attention, so, in a way, it was a selfish little project to make this book! But I am happy with how The Big Book of Motorbikes turned out and the response from the motorcycling community has been overwhelming.”
The Big Book of Motorbikes is available in Amazon stores across the globe for $17.95 USD at this link.
The top 3 riders with most points after the last Global Series Round will receive a 2022 Season VideoPass. VideoPass is the official video platform of MotoGP™ where you can watch every MotoGP™, Moto2™, Moto3™ and MotoE™ race, qualifying session, practice session (excluding MotoE™ FP1, FP2 and FP3) and press conference – live or OnDemand.
Hiroshi Aoyama, Honda Team Asia Manager: “In Moto3, next 2022 season, we will have brand new riders, Mario Suryo Aji, coming from Astra Honda Racing Team and Taiyo Furusato, from the Idemitsu Asia Talent Cup. Mario will do the step from the Moto3 Junior World Championship. He has a great ability to ride any bike on a good level; we believe in his potential and future steps. Taiyo, in the Idemitsu Asia Talent Cup, as well as in Red Bull Rookies Cup, has shown his potential and spirit, impressing with rising results and performance this season in both championships. We are very interested to see both riders in the World Championship. It will be a big step for both, but it will be a good experience; we cannot wait to see them in action.”
Morbidelli will want to use his good memories as a springboard to move forward once again, and Andrea Dovizioso (Petronas Yamaha SRT) will want to end the season on a useful note ahead of taking on the new spec machine for next season. Rossi will, of course, be guaranteed most of the limelight, but Fabio Quartararo (Monster Energy Yamaha MotoGP) will try and wrestle some back. For a venue that’s treated Yamaha pretty well – the Iwata marque has eight wins here, only two off Honda’s record of 10 – the reigning Champion hasn’t got the best record, so he’ll be looking to put that right and bounce back in style from a crash at Portimão and his only DNF of the season so far. With Ducati now in the hot seat in the fight for the teams’ title – and having already wrapped up the Constructors’ crown, there’s still plenty on the line.
