Giddyap aboard Indian Motorcycle’s 2022 FTR R Carbon with Santa Claus in this holiday-themed motorcycle review. (Jeff Allen/)
Indian Motorcycle tweaked the formula of its FTR street-tracker for 2022. Pure road focus is the game, but does that translate to an improved streetbike? To find out, Santa Claus—whose legendary workshop is currently too busy with toys to build Santa his own new motorcycle—snagged the top-of-the-line FTR R Carbon ($16,999) from Indian Motorcycle’s factory in Spirit Lake, Iowa. The jolly old elf used the FTR to deliver a load of Mattel Hot Wheels to the new Thompson Autism Center at the Children’s Health of Orange County Hospital in Southern California.
This clinic, established in 2020, helps mentor autistic children and establish a lifelong learning path in conjunction with nearby Chapman University. Don Lawrence, a healthcare planner with Blue Cottage of CannonDesign, helped design the clinic. He has an autistic son, and his parenting experience helped drive a design that makes use of indirect lighting, calm colors, and nature images.
The 2022 Indian Motorcycle FTR R Carbon is Indian’s top-of-the line street tracker-style road bike ringing in at $16,999. (Jeff Allen/)
“As the parent of an autistic son, I can tell you it’s a nightmare to try and find resources,” said Lawrence in a CannonDesign blog post. “There was no center like this when my son was born, so it was a real challenge for me and my wife to find the resources to get interventions. Now that there’s more awareness of autism, we’ve seen more and more providers noticing and diagnosing autism early. Intervention at a facility like this can make a huge difference in their lives.”
Smaller diameter wheels and reduced suspension travel lower the rider seat height. (Jeff Allen/)
Even with smaller-diameter rims, we’re fans of the FTR’s stance and aesthetic. The bike may be stepping away from its dirt track racing roots, but it maintains reasonable proportions, and we’re particularly fond of its carbon fiber drip (front fender, headlight cowl, and fuel tank cover). The faux carbon fiber print on the sides of the saddle is also a nice touch.
Low to medium speed handling on smooth pavement is a clear highlight of the 2022 Indian Motorcycle FTR R Carbon. (Jeff Allen/)
Lift the FTR off its kickstand and it’s no featherweight; claimed curb weight is 513 pounds, 5 pounds less than the 19/18-inch wheel equipped FTR 1200 S. When seated at the controls riders will immediately notice the FTR’s lower stance, a plus for the height-challenged, though it feels a bit wide between the rider’s legs. The handlebar is narrower than we remember, with a fair degree of rearward sweep. This makes it feel more entry-level, engine displacement notwithstanding. The rear-mounted footpegs are positioned high making for a tigher squeeze for tall folks. The footpegs are a tad teensy for our taste, too. For short local rides, the FTR is comfortable, but the seating position is a tad demanding for longer commutes and/or rides.
S-model FTR’s are equipped with shotgun-style Akrapovič mufflers from the factory. (Jeff Allen/)
The FTR continues to use a good old-fashioned mechanical engine key, which is a good thing. But the design of the key is cheap, especially for a nearly $17,000 motorcycle. Thumb the starter button and the 1,203cc V-twin settles into idle with a tone reminiscent of an L-twin Ducati. We also appreciate the aesthetic and sound of the shotgun-style Akrapovič mufflers.
The FTR R Carbon is powered by a 1,203cc 60-degree V-twin that pumps out nearly 81 pound-feet torque. It delivers ‘oomph with a pleasing character reminiscent of Ducati’s old school L-Twins. (Jeff Allen/)
Twist the right grip and you’ll notice that the FTR now offers a smoother, more well-calibrated response during launches from a stop. The cable-actuated clutch is responsive and well-weighed, a plus for novices and pros alike. A short first gear makes for quick getaways and sixth gear is tall enough to pull 4,000 rpm at 70 mph. Considering its price however, we’d like to see a bidirectional electronic quickshifter.
The FTR Carbon R has plenty of muscle to lift the front wheel, however the throttle response is herky-jerky feeling in either Standard or Sport riding modes. (Jeff Allen/)
The last time we dyno-tested this engine it pumped out a respectable 80.5 pound-feet torque at 5,800 rpm and almost 112 hp at 8,200 revs. So the FTR is no slouch. The engine pulls hard and feels particularly direct-feeling in the most aggressive Sport mode. A total of three combined engine power/throttle map settings are offered: Rain, Standard, and Sport. We appreciate the smoother response from the ride-by-wire throttle when cracked, but in Standard and Sport modes, the throttle feels less refined at speed, making it difficult to modulate wheelies. IMU-powered traction control keeps the rear wheel in line and can be manually disabled, if desired. The engine drinks from a small 3.4-gallon fuel tank, which gives the bike a range of only around 100 miles.
The FTR R Carbon employs full LED lighting. (Jeff Allen/)
A 4.7-inch color touchscreen display keeps tabs on the vehicle settings. The display offers clean, sharp fonts, and we love the ability to navigate through menu settings with gloves. But the display has some degree of parasetic power drain, so we advise trickle charging the battery (which is located behind the front wheel) if it sits parked for more than a couple of weeks. Full LED lighting helps the FTR stand out on the road and we appreciate the deep swath of light from its headlamp. Easy to use Bluetooth connectivity lets you pair smartphones with the motorcycle, but realistically, we don’t need to read text messages, or make phone calls while riding.
Initial ride-by-throttle response is smoother but it could use some refinement during moderate throttle opening. (Jeff Allen/)
Handling-wise, the FTR offers a squishier ride than we remember. Suspension travel has been reduced by more than an inch, which affords a lower stance and feel to match. Despite its hefty curb weight, the FTR is agile and performs best in slow to medium speed turns. Fortunately, the Öhlins suspenders offer a good range of adjustment, so handling can be tweaked to rider preference. Once setup, suspension action is controlled allowing for a good support—especially on smooth roads, when loaded with the throttle or brakes. Our only gripe is the chassis delivers a rough ride over anything but smooth pavement.
Dual hydraulic disc brakes from Brembo with cornering ABS shed speed from the 513-pound FTR Carbon R. (Jeff Allen/)
Brembo triple-disc brakes, with stainless-steel brakes lines keep speed in check with lean-sensitive always-on ABS. The brakes have pleasing feel front and rear, but because the front suspension spring rate is so soft, the FTR’s ability to stop in a pinch, especially from higher speeds, is a bit compromised. The ABS programming is also non-adjustable and more conservative than modern European sport naked bikes.
Indian Motorcycle’s FTR R Carbon certainly looks neat, but it’s one-trick pony type performance makes it hard to justify its lofty MSRP. (Jeff Allen/)
The 2022 FTR R Carbon looks the part and with its more planted handling it is fun to ride on pavement, even reduced suspension travel. However, at times, herky-jerky throttle response and lofty price tag position it out of reach. If we’re spending our money and not getting the bike from Santa, we’d opt for the older 19/18-inch wheel equipped version. Still, if you desire American muscle with more readily available 17-inch sporting rubber, the ‘22 FTR may be for you.
2022 Indian FTR R Carbon Technical Specifications and Price
PRICE
$16,999 (as tested)
ENGINE
1,203cc, DOHC, liquid-cooled V-twin; 8-valve
BORE x STROKE
102.0 x 73.6mm
COMPRESSION RATIO
12.5:1
TRANSMISSION/FINAL DRIVE
6-speed/chain
FUEL DELIVERY
Fuel injection w 60mm throttle bodies
CLUTCH
Wet, multiplate slipper clutch; cable actuation
FRAME
Steel trellis
FRONT SUSPENSION
43mm Öhlins, spring preload, compression and rebound damping adjustable; 4.7 in. travel
REAR SUSPENSION
Öhlins gas-charged shock, spring preload, compression and rebound damping adjustable; 4.7 in. travel
The 4.5km TT Circuit Assen welcomed the paddock to the Netherlands as the Dutch GP played host to Round 9 of the 2021 MotoGP™ World Championship. In the final race prior to the summer break, Maverick Viñales (Aprilia Racing Team Gresini) sat on pole ahead of then-teammate Fabio Quartararo (Monster Energy Yamaha MotoGP), in what would prove the penultimate race in Yamaha colours for the Spaniard.
Aprilia’s first learner-approved adventure motorcycle, the Tuareg 660 L, will arrive in Australian showrooms by July in three colour schemes.
It comes a month after the release of the full-powered Tuareg 660 in May/June.
Pricing has yet to be confirmed for either bike.
The output of the full-powered version is 58.8kW (80hp) at 9250rpm with 79Nm of torque at 6500 revs.
To qualify under Australia’s learner-approved motorcycle scheme (LAMS), the 660cc parallel-twin engine has been detuned to 35kW (47.6hp) at 5500rpm and 61Nm of torque at 5000rpm.
All other technical features of the learner adventurer are unchanged and include such features as LED lighting, traction control, four riding modes and even cruise control. A quick shifter is available as an accessory.
These adventure models are part of the new 660 platform following the RS 660 and Tuono 660.
They represent a return to adventure riding after the Caponord was discontinued, but promise to be much more dirt oriented with 21-inch front wheels and tubeless tyres on spoked wheels.
Other adventure characteristics are a light wet weight of 204kg, 18-litre fuel tank and fully adjustable Kayaba suspension.
Tuareg revives a model name Aprilia last used in 1985.
The name is also used by VW for their SUV although it is spelt Touareg. Both names refer to a nomadic Sahara tribe.
Tuareg 660 was designed by the Piaggio Advanced Design Centre in Pasadena, California.
It will arrive in a choice of Acid Gold, Martian Red (black and red) and Indaco Tagelmust inspired by the 1988 Tuareg Wind 600.
Expected to arrive in local showrooms in May/June. Pricing has yet to be confirmed.
Aprilia has developed a range of accessories:
Lockable aluminium panniers
33-litre aluminium top box
Tubular engine guards
Auxiliary LED lights
Centre stand
Chain guide
Touring windscreen: this ensures greater protection for the rider from the air for a more comfortable trip. It is made of 4mm thick metacrylate and is sturdy and durable.
Comfort seats
Aprilia smartphone multimedia system
Electronic anti-theft system
Aprilia will also have a range of adventure helmets, clothing and gloves as seen in the photos on this page.
Aprilia Tuareg 660 – Technical specs
Engine type
Aprilia forward-facing twin-cylinder, 4-stroke, liquid cooled, dual overhead cam (DOHC) with silent chain drive on the right side, four valve per cylinder.
Bore and stroke
81 x 63.93mm
Engine capacity
659cc
Compression ratio
13.5:1
Maximum power at crankshaft
80hp (58.8kW) at 9250rpm
47.6hp (35kW) at 5500rpm (LAMS)
Maximum torque at crankshaft
70Nm (7.13kgm) at 6500rpm
61Nm at 5000rpm (LAMS)
Fuel system
Airbox with front air vent. 2 Æ48mm throttle bodies, Ride-by-wire management
Ignition
Electric
Lubrication
Wet sump
Transmission
Six-speed, Aprilia Quick Shift (AQS) System up and down available as accessory
Clutch
Multiplate wet clutch with slipper system
Secondary drive
Chain, drive ratio 15/42
Electronics
APRC Suite that includes ATC (traction control), AEB (engine brake) AEM (engine maps), ACC (cruise control) Four riding modes (Urban, Explore, Off-road, Individual)
Chassis
Frame in steel tubing and built-in subframe screwed aluminium plates connecting the frame to the engine
It’s a tried and true recipe: make one really good thing, then scale it to make another really good thing, and so on. Motorcycle manufacturers have been doing this for years (think every superbike/supersport combo imaginable), but we haven’t seen it happen all that often in the performance nakedbike sector.
This is mainly because nakedbikes don’t follow a set rule book. They can be… whatever. It’s that individuality that makes them appealing, so to see an almost straight aesthetic copy of one machine to another, especially in the performance nakedbike category, is rather unusual.
2022 Ducati Streetfighter V2
It’s ok if it’s from your own gene pool, though. And Ducati has a fine one from which to draw upon its latest and greatest.
The 2022 Ducati Streetfighter V2 is, however, far from just a rolling tribute to the bonkers V4. More approachable, accessible and not quite as license-annihilating as the V4, the 153 hp V2 is Ducati’s jab at bikes like Yamaha’s venerable MT-09 and KTM’s 890 Duke, two bikes I personally love and the latter of which I feel is extremely underrated.
Like the V4, the V2 is essentially a Panigale stripped of what makes it a Panigale. It’s got the same Superquadro 90-degree L-twin motor, a slightly revised chassis that includes a 16 mm longer swingarm for better braking and acceleration stability, and the same 43 mm Showa Big Piston Fork and fully-adjustable monoshock.
2022 Ducati Streetfighter V2
Brembo’s M4.32 four-piston monobloc caliper mates to a Brembo radial 18mm master-cylinder and Cornering ABS is there to save your hide (to a degree) if it starts to go pear-shaped.
The V2 also comes with a revised rider seat that’s flatter, thicker and wider, and the class’s ubiquitous single-piece handlebar replaces the racy clip-ons of the Panigale.
2022 Ducati Streetfighter V2
What the Streetfighter hasn’t got is the acres of bodywork, any form of wind protection and, curiously, no cruise control (it isn’t even available as an optional extra).
In standard form the V2 doesn’t come with winglets but you’ll notice from the track session photos there are indeed wings on my V2. These are from the Ducati accessory catalogue and come in either plastic or carbon-fibre, but I suspect more people will be buying the wings for the attention factor than any performance gain, regardless of the chosen material.
2022 Ducati Streetfighter V2
If you were to put the V2 and the V4 side-by-side, you’d be hard pressed to spot the initial difference. The same Joker-style face is glaring back at you with the LED light emitting a snarling, guilty smile, and the sharp tail unit, a hangover from the Panigale, gives the Streetfighter an unmistakable stance.
2022 Ducati Streetfighter V2
The electronics are as you’d expect for a modern Ducati and a sporting one at that. Three riding modes in Sport, Road and Rain, each with its own ride-by-wire setting, a Bosch IMU, eight stage traction control, four-stage wheelie control, up and down quick shifter, three-stage Cornering ABS and three-stage Engine Brake Control are all at your fingertips, as is the Slide-By-Brake ABS mode that allows you to do your best Pecco Bagnaia impersonation by backing it into corners (on the track, of course).
It’s all accessed via the compact 4.3-inch TFT display, which in this day of massive seven-plus inch dash units feels rather small. Despite this, it’s easy enough to read but like phones, once you get used to a big screen, it’s hard to go back.
2022 Ducati Streetfighter V2
Speaking of going back, this was the first international launch I had attended since the ’Rona decided to burn life down as we knew it, and Spain was once again chosen as the venue for Ducati to get back to the business of making their bikes look as fancy as possible.
If you’ve ever wondered why bike manufacturers do launches in the first place, rather than just give the bikes to the respective publications, it’s because they can control the narrative to some degree. They provide the photos, make the bike look all pretty, and you get access to the bike’s development staff. You can’t control the narrative as well when the bike is out of your control, and I think you’ll agree, Ducati did a better job on the photos than I could with my phone…
2022 Ducati Streetfighter V2
The Circuito Monteblanco and the rolling hills surrounding the track, about 45 minutes south west of the glorious Spanish city of Seville, hosted the launch. Monteblanco is a circuit more famous as the haunt for the British Superbike teams to escape the Blighty winter for a few test miles, and is an excellent venue for streetbike testing as it’s got a near perfect mix of fast, slow, blind, and cambered corners, plus a massive straight to max the thing out on.
I’ve ridden my fair share of Ducati 959/V2 Panigale’s over the last five years and have become a staunch fan of the platform, so testing out the Streetfighter version on track first threw up a few surprises.
2022 Ducati Streetfighter V2
With a claimed 153 hp on tap—although a shorter final drive ratio delivers more torque to the rear wheel between 6-10,000 rpm compared to the Panigale—there’s plenty of performance but it never feels like it’s going to bite you.
There’s still enough to keep you on your toes, however, and with the ECU set to Sport mode there’s a definite kick in the power delivery once you surge through 5000 rpm and into the sixes. Below 4000 rpm, the power is docile and easy going, but get it past 6000 rpm and the switch gets flicked. You’re then in the zone, throwing gears at it and watching as the needle hovers around the 10,000 rpm mark. It’ll rev to 11,000 rpm, but meaningful drive was done about 600 rpm before that mark was hit, and you don’t want to go crashing into the hard-action rev limiter, trust me…
2022 Ducati Streetfighter V2
It’s best to keep the motor singing between 7-10,000 rpm as here’s where the money is. Clicking fourth, fifth gear, you’re greeted with oodles of power and it’s mated to one of the most agile chassis around. In fact, you wouldn’t want much more agility than this because you’ll start to sacrifice the stability, but Ducati has done well (especially test rider Alessandro Valia) to keep this in the forefront of the design ethos.
2022 Ducati Streetfighter V2
The Showa 43 mm BPF is a good fork but it’s not top-level Ohlins stuff, and at 89 kg without gear it and the shock were too soft me. I’d want to go up a spring if I were mainly using this for the track, but when switching to the road, this is where the Streetfighter really shines.
2022 Ducati Streetfighter V2
Putting the throttle map into the Road setting revealed a much more pleasant throttle response with the kick at 6000 rpm largely negated. It’s almost a case of the Streetfighter truly becoming one with its design when you take it away from apexes and start focusing on roads. The lack of wind protection you notice when you’re trying to max out every available ounce of performance on track isn’t as big a deal, and you can really enjoy the wide stance afforded by the one-piece handlebar.
2022 Ducati Streetfighter V2
You sit on the Streetfighter rather than in it, the tank enveloping your knees nicely and your bum doesn’t go a numb as what it would be if you were on a Panigale V2.
Overall, it’s a comfortable ride on the street. This is a streetbike that can hold its own well enough on the track, but that’s not where its heart is. The combination of horsepower, throttle delivery in Road mode and the plush but not overly soft suspension on the road make for a great afternoon’s riding.
2022 Ducati Streetfighter V2
It’s a sheer annoyance that a motorcycle costing $22,500 does not come with a quick shifter (Ducati quickly shat the bed on that one), but combining all the virtues of the Streetfighters road and track manners has equalled a very good motorcycle indeed.
2022 Ducati Streetfighter V2
The Streetfighter V2’s arrival now completes the Ducati superbike/nakedbike and supersport/nakedbike family, and I feel with WorldSSP changing its rules to allow the Panigale V2 and one Mr. Bayliss Jnr on the grid next year, there’s going to be more attention paid to the 959 cc motor as a whole.
2022 Ducati Streetfighter V2
The 2022 Ducati Streetfighter V2 isn’t as mean as its bigger V4 brother, but that’s a good thing. Sometimes less really is more.
Ex-Honda media relations guy Jon Seidel is supposed to be retired, but he’s not letting that stop him from promoting a new Vintage Bike Night. That’s going to start this Thursday, January 6, and will from thenceforth be on the first Thursday of every month, at Moon Goat Coffee in Costa Mesa, California, from 5:30 to 7:30 pm. All brands are welcome, but the focus is on bikes stamped out before 1990. You know who you are.
Motorcycle Test by Wayne Vickers – Images by RbMotoLens & TH
So I managed to get the keys to the big Kato from Captain Hedge for a bit after it spent a week or two running around his local roads and being swapped between his good self and his partner in crime. I was pretty keen to ride it for both obvious and not so obvious reasons.
2021 KTM 1290 Super Adventure R
First the obvious. KTM don’t do half-arsed adventure bikes. Come to think of it, they don’t really do half arsed anything. And that LC8 1290 engine (which is actually 1301 cc) is close to perfection. It has me at hello in every guise that I’ve ridden on thus far. On top of that, the ‘middleweight’ 890 Adventure R that I rode on launch is arguably the best bike I’ve ever ridden. Not just the best Adventure bike. The best bike. Period. It’s brilliant and I want to have its babies. So if this has the same genes… it’s gotta be pretty good right?
So can the KTM 1290 Super Adventure R be better than the 890 Adventure R I know and love…?
Now for the not so obvious. I’ve not yet had the pleasure of riding a big adventure bike in any really serious way off-road (Wayne’s version of serious differs to most others…) other than a stint on the Honda Africa Twin DCT (which I thought was quite good on the road, but still pretty big when the going got gnarly and it had road oriented dual purpose tyres on it). And I’ll be honest – I’ve never really felt the need or seen the attraction of the really big jiggers when compared to a middle-weight bike. Lots of extra size and weight and bulk for not much benefit as far as I could tell. Not for the sort of riding that excites me, which is probably a little more towards the more off-road end of the spectrum and involves jumps, whoops, sand, rocks, ruts, climbs and a bit of challenging stuff. So I wanted to get a proper feel for a full on, full fruit Adventure bike with aggressive tyres on it and see if my preconceived ideas of what it was capable was near truth, or complete bollocks. And in doing so, find out for myself where the compromise, if any, is to be made.
2021 KTM Super Adventure R in Trev’s backyard, Lake Eildon
Now Trev has done a proper run down of most of the technical stuff here and I must say, it’s a tech tour de force. In fact, when I first jumped aboard it felt a little overwhelming stepping directly off my fairly simple old Tiger 800XC. Plenty of stuff going on on the dash and controls. Buttons by the dozen at your finger tips. I couldn’t help but think that the 890 was a little simpler and easier to be honest at first, but in no short time I found it hard to fault. I did notice later that the screen has quite a glossy finish to it. It didn’t ever pose an issue for me personally, but I do wonder if sun glare could be an issue at times.
2021 KTM 1290 Adventure R dash
Overall it really looks the biz. I dig the styling. Even the praying mantis style headlight assembly. I like what they’ve done with the radiator heat venting that directs the heat out and around the rider; And I prefer the more ‘tower’ oriented look that comes from having the headlight and screen unit connected to the side fairings on the 1290 compared to the 890 too. It just looks tough. They really should go that path with the 890…
2021 KTM 1290 Super Adventure R
Street mode selected, I set off towards home. The first thing I noticed, was that the position of the gear lever was more inboard than I anticipated. It felt odd at first but I quickly got used to it. And then I gave it the old serpentine up the road.. holy hell it changes direction well. Really, really nicely. It just rolls over on its side effortlessly. Now my old Tiger 800 is pretty long in the tooth, nearing 300 thousand clicks under its belt, but I reckon the 1290 steers better than that does. Smooth, yet agile. Nicely weighted too. I’ve no doubt that the petrol tank design with all that mass down low helps. Also worth noting that the 1290 is ‘only’ 25 kegs heavier than the 890, tipping the scales at 221 kg dry.
2021 KTM 1290 Super Adventure R
In fact, thinking about it now I’d say the low slung side petrol tank set-up is possibly an even better prospect on the big 1290 than its little brother. It comes with great crash bar protection, but I expect this bike is arguably less likely to tackle the really gnarly, rocky, higher risk stuff that the 890 would be. Unless your surname is Birch. Not that I’ve heard of any issues with the tanks being located where they are mind you. And once on board you forget all about it, but it is something you think about when you’re looking at the bike and pondering such things.
2021 KTM 1290 Super Adventure R
So it turns out that it’s far more capable overall on tarmac than it should be for a bike of this bulk. Even though I was trying to be a little sensitive to the Bridgestone Battlax AX41 knobbies, it proper hauls on tarmac. I mean with 160 hp and nearly 140 Nm of torque it shouldn’t come as a surprise, but I’d imagine with some more road oriented rubber you’d be able to hold your own with nearly anything. Especially on an average Aussie road that isn’t billiard table smooth.
2021 KTM 1290 Super Adventure R
Coasting along the exhaust note seems perhaps overly muted to my ears and the quick-shifter took a few minutes to gel with – could be a case of working better when up to temp? I’m also conscious that I was shifting up too early in the first few minutes. It just lugs from so low that you don’t realise you’re barely off idle at times. After a couple of kays though and with me getting more familiar with it, it wasn’t an issue at all. And together with the excellent slipper clutch, shuffling cogs requires little effort or thought.
2021 KTM 1290 Super Adventure R
The engine shouldn’t need talking about. It absolutely, positively rocks. It’s silky smooth off idle, but has some almighty poke only a moment away when you want it. Glorious. Street mode v Sport mode has a slight but noticeable difference – I’d suggest prospective owners have a good play and understand what does what and what they prefer. Everything is as you’d expect, the only callout being that Rally mode has a simpler dash display which includes the TC setting (I preferred the Rally design to be honest). In fact, much like the 890… I’d probably just leave it in Rally mode with street throttle most of the time, and dial the TC up or down as I wanted it.
2021 KTM 1290 Super Adventure R Review
The only other mode I’d ever use would be sport if I was carving some tarmac on it and when in Sport mode I’d switch to Sport throttle. Does it really need all the other modes then if you have such a good TC system that’s adjustable on the fly in Rally mode? I’d suggest not, but I like simple. I mean why do I need a rain mode when you have such good TC? No. No I don’t.
2021 KTM 1290 Super Adventure R
Note that off-road and wet modes drop the power output back to around 100 hp, but Street, Sport and Rally give you the full 160 hp welly. Having said all of that, the Rally mode is an optional extra… One that I think probably should be standard. But we’ll come back to that.
2021 KTM 1290 Super Adventure R
So I get home, spend some time admiring it some more and then 15 minutes I’m back out there hitting my local trails charging at a reasonable pace. The overwhelming impression is of its ability to just pile on speed when you decide to get up it. It doesn’t really matter what gear you’re in, a twist of that throttle sees you propelled forward at serious rates when you want it. It’s monumentally effective. It actually takes a little to get used to because it’s so effortlessly deceptive that some self control is required. That LC8 lump never seems to be working particularly hard. Even when you think you’re having half a go you can twist a bit more and it dials up the growl and propels you harder again towards the next corner. Ohhh mummy… Skids for days. It is a BEAST.
2021 KTM 1290 Super Adventure R
And it has such a great throttle. Fuelling is bang on, the quick-shifter is a delight once you get dialled in, it gels in a way that you quickly forget everything other than choosing your lines and deciding how brave you want to be with the throttle and braking…
That’s when the aforementioned self control needs to kick in. You see because it’s so unexpectedly agile, you can easily forget that you need to pull up just under 240 odd kilos (with fluids) before the next turn… There’s nothing wrong with the brakes at all, in fact the 320 mm dual piston radial caliper Brembos up front and 267 mm twin piston at the rear are tremendous, have plenty of feel and properly good stopping power. But you can’t beat physics. Big bikes at big speeds take some pulling up on dirt.
Big power needs big brakes and the KTM has both
Suspension wise – it’s not quite the out of the box capable jumper that the 890 Adventure R is, the first big erosion mound I hit at speed I did juuuuust bottom out, but after dialling up a little more each of comp and rebound I found the WP Xplor forks with 220 mm of travel to be pretty bloody impressive. I didn’t even have to touch the matched rear shock at all as it was close enough to perfect on standard settings.
My standard test loop involves some good sand sections, some rutted descents and climbs, rocks, whoops. It’s a nicely varied loop and the big 1290 managed it all in its stride. It positively flew up a particularly steep rocky climb that can sometimes be a handful.
The R has manually adjustable suspension while the S model rides on electronic suspension
Only once did I have to stop and manhandle the bike on one particular downhill section of single track where I – you guessed it – found myself coming in a little hot and got off line. And that’s really the only time I felt the size and bulk of the bike. When trying to man-handle it and manoeuvre it back into a position I needed it to be. You simply can’t man-handle big adventure bikes of this size – you have to let the engine do the work for you. Once I recalibrated the brain to accept that and formulated a new plan, I was good to go. But that’s a telling factor in terms of the type of riding I’d be comfortable doing regularly – and solo – on the big beast.
It’s pretty comfortable too. The whole seat and ergos are a nice place to be both sitting and standing, with an 880 mm seat height that actually feels lower than the number suggests. One of the many updates from the previous model is that the seat is slightly lower and narrower to help usability. It’s not a tip toe proposition to get your boots down at all. Good wind protection too, with an easily adjustable screen that works well to deflect wind while still being low enough to not be in the way. All in all a pleasant place to be.
2021 KTM 1290 Super Adventure R
It comes with excellent pillion accomodation and ample tie down points for soft bags and kit. Speaking of soft bags – the ones shown in the pics are KTMs new soft panniers. I found them to be damn good. Plenty of volume (12 litres each side), I had them stuffed with a hiking tent and sleeping bag, a pair of jeans and three jumpers to get them packed out and there was still heaps of room left.
Optional new soft bags swallow a fait bit of gear and are reasonably priced
They have a simple roll top opening and side clips, followed by two clipped straps across the top to keep it snug. Simple, light, easily detachable from the bike too. They’re a $470 power part option well worth considering.
2021 KTM 1290 Super Adventure R seen here with KTM’s new optional soft bags
You just can’t go past the engine though. Any gear, any speed, the 1290 will light up the rear on gravel if you want it too. It’s bonkers. Absurdly fun and proper quick. Ludicrous slides are around every corner as it’s so well balanced it flatters the rider and encourages you to explore your limits and pretend you’re Chris Birch. If saying no to slow is your thing… the orange crew have a bike waiting for you. Just be warned, I reckon I’d want a steady stream of rear tyres lined up because it’s damn addictive. I found that running the TC at around 3 or 4 seemed pretty much bang on for most of the time. Enough slip to get some proper slides going on and steer with the rear when I wanted, with the knowledge that if my ambitions got ahead of my talent, there was a safety net in place. Noice. And then a few quick taps to bang the TC down to 0 if I want to pull some minger wheelies. (The TC is controlled by the cruise control + and – buttons on the left cluster).
Traction control can be dialled up and down from the bars
The fact that this bike can absolutely rip, which it can, while also having such good low speed stability and rideability is spooky. It’s actually that very rideability that brings out the hooligan in you. It really is a monster with nice table manners.
In the end I can absolutely see the appeal. If you want to properly get out of Dodge and tackle some remote gravel roads and bush tracks, cut loose up some fire trails, take the missus away for the weekend, frighten some sportsbike riders, or commute to work. Or a mix of all of the above? The 23 L tank will certainly get you there and back. That’s a comfortable 450 km range.
Thoughtful touches abound
As a ‘one bike to do it all’ offering, it’s bloody impressive. It’s not going to be as easy a proposition on the more technical stuff that the smaller 890 can handle with ease. But I reckon if you approach it more from a ‘what can I ride confidently where I know I won’t have a problem if I have to stop mid obstacle’, you’re probably on the right track as to where this bike will shine. And if you wanted to do more technical, snotty stuff, you’d have an EXC300 two banger or EXC350 parked up next to it in the shed anyway. Because, physics is physics; And sadly we’re not all freakishly talented like Chris Birch, as much as we’d like to be.
2021 KTM Super Adventure R in Trev’s backyard, Lake Eildon
The Rally mode is a must as far as I’m concerned. I raved about it in the 890 and for good reason. It’s faultless, intuitive, adjustable on the fly without the need to close the throttle. Perfect, perfect, perfect. The only not so perfect part of it is that it only comes as part of the ‘RALLY’ tech pack worth an additional $1,259.00. That tech pack also includes the Quickshifter+, MSR (Motor Slip Regulation), HHC (Hill Hold Control) and an Adaptive brake light. So added to the recommended ride away price of $32,130 that puts it at $33,389 dollaridoos. It ain’t cheap. But good stuff never is. And it’s definitely good stuff.
Adjustable screen
So – in the end, did I get an answer for my own question? How does it compare to it’s little brother – the middle-weight ‘off-road’ focussed Adventure benchmark that is the 890 Adventure R? Well it comes with pretty much all the same tech so I won’t go over all of that again other than to say it’s mega in both applications. No surprises that it’s physically bigger in every way than the 890 – roomier and more comfortable. There’s boat loads of room for yourself, gear and/or a pillion. But what is surprising is the agility and rideability.
The downside? While it’s ‘only’ 25 kilos heavier, that’s still a noticeable difference. That said – although it might be about 12 per cent up on weight, it boasts a bump of over 50 per cent in power (160 hp vs 105). So if you rate big power and mile eating comfort with the option to dial up hooligan levels of fun at the expense of a little agility and off-road capability – this could very well be up your alley. It really depends on what type of riding you want to do.
2021 KTM 1290 Super Adventure R
If I could only have one bike in my shed I’d personally take the 890. It’s the sensible choice for my type of riding bearing in mind that I don’t do pillions. That said, I don’t always make sensible choices. In fact some of the best times I’ve had riding have come from decidedly insensible decisions. And if I had two bikes in my shed, which I do… I’d have a lightweight enduro, which I do… and… oooh… decisions, decisions. They say power corrupts don’t they?
I think maybe I should hang onto it for a bit longer just to be sure…
2021 KTM 1290 Super Adventure R
Why I like the KTM 1290 Super Adventure R
It’s a 160hp adventure-sports bike. What’s not to like?
The skids
It can be other-worldly rapid when you want it to
Oh my god the skids
But yet somehow smooth, agile and easy to ride?
The same awesome tech wizardry in the Rally pack that the 890 gets
I’d like it more if
Rally pack probably should come as standard at that price
And so should heated grips. Why no heated grips KTM?
2021 KTM 1290 Super Adventure R Specifications
2021 KTM 1290 Super Adventure R Specifications
Engine
1,301 cc, two-cylinder, four-stroke, V 75°, four valves per cylinder / DOHC
In all classes the rider must achieve a time at least equal to 105% of the time recorded by the fastest rider in the same session in any of the FP or QP sessions. (Previously 107%).
Minimum Ages
The Commission ratified the previously announced changes to minimum ages for participation.
Licences for riders are issued only when the minimum age has been attained as below:
Moto3: 16 years (18 years in 2023)
Moto2: 16 years (18 years in 2023)
MotoGP: 18 years
In the Moto3 class, an exemption applies to the winner of the FIM Moto3 Junior World Championship or the Red Bull MotoGP Rookies Cup to compete in the Moto3 class of the FIM World Championship Grand Prix as a contracted, wild card or substitute/replacement rider even if the rider has not reached the minimum age for the class (however a minimum age of 15 years in 2022, 16 years in 2023, then 17 years in 2024 will apply).
In order to ensure a smooth transition, an exception will be granted to the riders who started in the 2022 Moto3 World Championship at the age of 16 so that they can continue with the 2023 Moto3 World Championship.
For Moto2 and Moto3 substitute or wild card riders in 2022, the minimum age is 17 years.
Technical Regulations
MotoGP Class
A procedure for checking machines equipped with passive ride height systems was approved.
Previously teams were required to deliver to the Technical Director, at the first event of the season, samples or detailed drawings of their aero body parts. For 2022 machines teams will now be required to provide samples or full 3D CAD models of these parts. Homologated aero body parts from 2021 machines, still used in 2022, will continue to be checked as per current procedures.
Following a request from Brembo, supported by MSMA, the following regulations will now apply to brake dimensions and packages.
Carbon brake discs must be one of the permitted sizes for outside diameter, which are: 320 mm, 340 mm and 355 mm.
At certain circuits, for safety reasons, the use of 340 mm or 355 mm carbon brake discs is mandatory for the race, if declared Dry by the Race Director.
The circuits currently listed for mandatory minimum size 340 mm brake discs are: Motegi (Japan), Spielberg (Austria) and Buriram (Thailand).
At these circuits either 340 mm or 355 mm discs may be used.
There are no restrictions on brakes disc sizes in a race declared Wet.
To reflect these changes there will now be two alternative brake packages defined in the regulations which must be supplied at a maximum cost of €80,000.
Option 1 (Current)
Option 2 (New)
Calipers
3 left + 3 right
2 left + 2 right
Master Cylinder
3
3
Carbon Disc
10
10
Pads
28
32
MotoGP carbon brakes – Image 2snap
Moto2 Class
It will be permitted to add ducts to the front fender for the sole purpose of cooling the brake system and discs. All ducts must be pre-approved before being used on track and the decision of the Technical Director will be final.
Moto3 Class
The following items will now be designated as Performance Parts and must be homologated: Complete motorcycle wiring loom (including wiring connections to airbox, dashboard, throttle body, handlebar switch panel and kill switch).
Complete fuel pump assembly from fuel pump to throttle body (including all connectors and hoses).
Pressure Regulator.
Riders Safety Equipment
The only purpose of any part of the rider’s race suit, boots and gloves should be to ensure that the rider is protected in an incident. Therefore, any part of the equipment that is deemed to be purely for the purpose of aiding rider’s aero effect is not permitted. The decision of the Technical Director will be final when determining what constitutes aero only.
Medical Regulations
Medical Fitness to Race
The Commission approved a number of new regulations concerning the medical assessment conducted to permit return to competition.
Specifically, there are new requirements on evidence that must be considered when reviewing recovery from head injury and concussion, abdominal/thoracic injury and musculoskeletal injuries, (such as fractures requiring surgery, compound or complex fractures).
In case of doubt, the CMO, the MotoGP Medical Director and the FIM Medical Officer can request further opinion on the reports and evidence provided to determine the status of the rider (fit or unfit).
Rider Helmets
The helmets of all riders taken to the medical centre for assessment following a crash must be retained by the medical personnel or CMO for control by the Technical Director or Technical Stewards before being returned to the rider or the team manager.
In cases of head injury including concussion or loss of consciousness, unless a specific provision of a national law advises otherwise, the helmet must be forwarded to the FIM Laboratory at the University of Zaragoza for expert examination and non-destructive analysis.
The helmet manufacturer will be notified of the exact tests and has the right to approve or refuse. They will be able to attend the analysis carried out in this laboratory. After inspection, the helmet can be returned to the rider, team, or manufacturer.
A new position was approved for those persons involved in the assessment of regulation infractions, for example, jump starts, track limits, etc. Such persons will henceforth be referred to as Judges of Facts. No appeal may be lodged against a decision of the Judges of Facts on matters within their competence.
It was confirmed that information on protests and appeals plus Decisions of the FIM MotoGP Stewards Paneltaken during track activities (practice and races), may be communicated on monitors as well as on official notice boards. Such communications on public screens are considered valid notification.
A regularly updated version of the FIM Grand Prix Regulations which contains the detailed text of the regulation changes may be viewed HERE
Greece has always been on our motorcycle bucket list. According to Rainer Buck, Managing Director of Edelweiss Bike Travel, Greece is one of his top 3 riding destinations in the world. He says it’s “like a mountain range was dropped into the sea.” Join us for the Rider Magazine Best of Greece Tour with Edelweiss Bike Travel, a 14-day tour scheduled for May 15-28, 2022.
Information about the tour is included below, and a special booking page is accessible HERE. Pricing starts at $7,190 per person.
And you can book without worry — if things change, you can rebook or get a refund. See the Edelweiss coronavirus policy for more information.
Ancient Greece is the cradle of our civilization, our culture and society. Countless words that we use every day are derived from Greek, such as car, cosmos, democracy, atmosphere, politics, telephone, anesthesia and panorama, to name just a few. The ancient Greeks not only influenced science, art and literature, they practically invented them.
Athens, the capital, is filled with history, monuments and memorials like no other city in the world. Except Rome maybe, but this is a different tour. On this tour here you will experience some of the great attractions of Greece, such as Delphi, Olympia and the Meteora monasteries. But also gems, that not every traveler will find, are on the program, such as the Pindos Mountains or the enchanting mountain village Vytina, where we will even spend two nights.
In the 14 days you will get to know everything that defines real Greece: 3,000 years of culture, stunning nature, excellent food and extremely friendly people, not to mention the always beautiful weather and the wonderfully winding, mostly empty and always panoramic roads who really enjoy riding a motorcycle. And every time you sit in a kafenion and enjoy your espresso, you can look forward to being on tour in a paradise like Greece. If the ancient Greeks only knew …
START/FINISH: Athens
NEAREST AIRPORT: Athens
DURATION: 14 days vacation, 12 riding days
ROUTE: Total distance: 1,473-1,832 miles; Daily distances: 90-348 km, 56-216 miles
REST DAYS: Metsovo, Vytina, Agios Stefanos
HIGHLIGHTS: unique evidence of high Greek culture such as Delphi, Olympia or the amphitheater of Epidaurus, Athens with its inexhaustible culture and history, the dizzying Meteora monasteries built on high cliffs, the super bridge over the Gulf of Corinth, the beautiful island of Lefkada
MINIMUM NUMBER OF PARTICIPANTS: 6 (Please note paragraph 4.2. a) of our terms and conditions of travel to find out more about the cancellation of tour through Edelweiss Bike Travel when the minimum number of participants is not reached – Terms and Conditions)
The Grand Prix Commission, composed of Messrs. Carmelo Ezpeleta (Dorna, Chairman), Paul Duparc (FIM), Herve Poncharal (IRTA), Lin Jarvis (Yamaha – MSMA) and Paolo Ciabatti (Ducati – MSMA) in electronic meetings held during November and December 2021, made the following decisions:
Honda introduced the VTR1000F Firestorm road bike in 1997. It then followed that up with the RC51 SP1, followed by the SP2 in 2002. While the RC51 was loosely based on the VTR, it was very much a race bike designed to beat Ducati’s 916 at it own V-twin game in the World Superbike Championship – which it did in 2000 and 2002 with Colin Edwards.
HRC kitted Honda VTR1000F Firestorm SP1
Honda also used the RC51 in endurance racing with the pairing of Tohru Ukawa and Daijiro Kato winning the Suzuka 8-hour in 2000 after the Rossi/Edwards bike crashed. Rossi and Edwards returned in 2001 and won the event. The 2001 Endurance Championship was also won with an RC51.
This HRC kitted Honda VTR1000F Firestorm SP1 was set up to compete the 2001 Suzuka race
This particular bike was due to be raced in the 2001 Suzuka race but sponsorship problems meant it did not make the start. It has the full HRC kit (but is not an actual factory bike). The extensive kit comprised of of new heads and camshafts, upgraded injectors/intake trumpets and airbox, larger radiators, upgraded exhaust system, different gear ratios and improved clutch, among other things.
HRC kitted Honda VTR1000F Firestorm SP1
The suspension is full factory Showa and different air intake and instruments are used. All the bodywork is carbon-fibre. An HRC sub-frame and wiring harness are fitted. The tank is alloy and factory Marchesini wheels and Brembo billet callipers are employed.
HRC kitted Honda VTR1000F Firestorm SP1 – All bodywork is carbon-fibre
The factory RC51s had a different frame, swing arm, crankshaft and gearbox as well as other differences. This bike spent some time in Italy, even being ridden occasionally on the road, before it was bought by the current owner who then had it painted in the 2001 Rossi/Edwards colours.
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