Team Honda HRC rider Jett Lawrence sustained a cracked rib on his left side in a crash while training at The Compound in Florida on December 27. The Australian was diagnosed the following day at B3 Medical in Tampa, Florida, and after taking a week off, he still wasn’t 100 percent when he tried riding in California on January 3.
With the Anaheim 1 250SX West Region opener set to take place this Saturday, the team has decided to have Jett and team-mate/brother Hunter Lawrence trade regions.
Hunter Lawrence
“I’m pumped to be able to start racing sooner than expected,” Hunter said. “Honestly, I was already getting impatient to race, so although I’m obviously bummed for my brother, I was kind of excited when the decision was made for me to move to the West Coast races. Hopefully we can both come out on top.”
Last year, Jett finished third in AMA Supercross 250SX East and won the AMA Pro Motocross 250 National Championship, while Hunter was a solid second in 250SX West and third outdoors.
This season, the plan had been for the brothers to trade Supercross regions, but with Hunter going well in testing and currently in full health, he will be in action at Anaheim 1.
Meanwhile, Jett will take a couple of weeks off before resuming training in preparation for the East Region opener February 19 in Minneapolis.
Jett Lawrence
“It’s a bummer, but at the end of the day, it could have been much worse,” Jett said. “If it was necessary, I might even have been able to race at A1, but waiting for the East Coast races is obviously the smarter choice. I’ll focus on healing up and getting ready for Minneapolis, and in the meantime, I know Hunter will do great in the West.”
A common trait among riders new and experienced is to forget to switch off their indicators.
I’ve had many riders tell me they never forget, but that is rubbish. I see it all the time and it’s dangerous as it indicates to drivers that you are turning when you may still be riding straight ahead.
No wonder there are so many accidents where cars drive out in front of motorcycles!
While cars have had self-cancelling indicators for many years, motorcycles are only just starting to feature them.
The solution for these motorcycles is aftermarket self-cancelling indicators which are not only expensive but can fail, especially if not fitted properly.
Now 19-year-old University of Warwick electronics engineering student and avid rider Nicolas Rogers of Germany is taking a year off his studies to work on a prototype of his Indimate system.
It provides an audible indicator alert sound to the bluetooth unit on a helmet which is a simpler and cheaper system than aftermarket self-cancelling indicators.
“While taking my motorcycle lessons I often forgot to cancel my turn signals and when I learned that I’m not the only one with this problem,” Nicolas says.
“I spent a significant portion of my first year at university developing and testing various solutions to the problem.”
His device connects to your in-helmet intercom and plays a clear turn signal sound which can be personalised for volume, duration and tone via a smartphone app.
Cars have had audible indicators for decades and they work to remind drivers to switch them off, even when they don’t automatically cancel.
However, you can’t hear indicators on a motorcycle.
The small Indimate unit can be fitted anywhere on your bike, but probably best under the seat so it can’t be stolen.
There are four wires that connect to each indicator, one each to the ground and positive battery terminals.
Indimate can also act as a Wi-Fi access point allowing the user to connect to their mobile phone.
So if you are listening to music or taking phone, the indicator noise will tick tock in the background.
Nicolas says he is also considering automatically adjusting the indicator’s volume according to the amount of wind noise detected by the phone’s microphone or playing a short “beep” when the accelerometers of the phone detect that bike has returned to an upright position after a turn.
“Forgetting to cancel your turn signal isn’t just annoying, but can put you in a dangerous situation with another driver who doesn’t understand your intentions,” Nicolas says.
“My hope is that Indimate will increase rider safety, and maybe even save a life one day.”
Indimate has been through 15 iterations so far after Nicolas experimented with bright indicator warning lights, vibrating handlebar grips and handlebar-mounted speakers.
He is now looking to run a small Kickstarter campaign for early adopters in the coming months.
He expects the unit will cost between $A62 and $A78.
You can sign up to Nicolas’s mailing list on the website by clicking here.
The biggest improvement you can make to just about any motorcycle is to update the original suspension.
Most motorcycles are built with bargain suspension as standard.
Even “exotic” or “luxury” brands tend to come with compromised suspension components and only special models have high-grade forks and shocks.
While many riders tend to replace mufflers and engine management systems to get greater power, the biggest improvement they can make to a bike’s performance is via the suspension.
We all know that better suspension will improve the bikes handling, but what does that actually mean?
Good handling isn’t necessarily stiffer suspension.
It can result in “plusher” suspension that makes the bike corner better, steer more precisely and ride smoother over bumps.
It means the forks and shocks will respond faster to bumps keeping the wheels in contact with the ground which translates as better acceleration and braking.
This is no more important than on adventure bikes that travel on much more demanding terrain.
Even if you like the standard suspension on your adventure bike — and some of it is quite good — adventure riding on rough roads can take a heavy toll on suspension which could need updating in just a couple of years.
In 2014, German adventure accessories company Touratech started producing a range of high-end suspension tailored specifically for adventure riders.
Touratech Suspension already has the Travel range for adventure bikes and dual bikes and Black-T series for custom bikes, scramblers and new heritage bikes.
Now they have introduced a new E1 series of adventure suspension so their brand now covers more than 400 motorcycle models.
Touratech E1 suspension
Touratech Suspension’s E1 adventure series includes mono shocks, twin shocks and replacement spring sets for the fork and the original shock absorber.
The step-less progressively wound springs are claimed to combine sensitive response with high puncture resistance.
And there are replacement spring sets for some models to lower the bike for shorter riders.
The base parts are milled from the solid and a “generously dimensioned” damper rod made of 16mm thick chrome-molybdenum steel.
The big damper tube ensures optimum heat dissipation so the temperature balance of the damper remains stable, even under heavy use.
Rebound damping of the shock absorbers can be adjusted over 50 clicks and the springs have a progressive rate that offers a plush ride on harsh bumps without bottoming out.
The preload of the spring can be adjusted manually.
The E1 series spring elements are manufactured in Europe and come with a two-year warranty.
But don’t expect them to come cheap. A rear shock alone can cost up to $A2000.
Riders around the world will be invited to watch the unveiling of the 2022 Harley-Davidson models at a virtual event on January 26.
The new models include limited-production Custom Vehicle Operations bikes in an event they call “Further. Faster.”
Since Jochen Zeitz took over as Harley chairmanWorld, president and CEO a couple of years ago, the new range of models has been launched in January, instead of September to better reflect the new riding season in the northern hemisphere.
And since the pandemic, riders have been able to see the bikes at the same time as dealers and motoring media in virtual events.
To take part, register at H-D.com/22. The bikes will be revealed on January 27 at 3am AEDT (January 26, 10am CST).
The first two bikes in the 2022 range are the Sportster S and Pan America 1250 Special which have been available for sale for a few months now.
It has since become the top-selling adventure touring motorcycle in North America and was named Best Adventure Bike and Motorcycle of the Year by Motorcycle.com.
Over the past couple of weeks I have been riding the water-cooled Sportster S with a review coming soon.
Harley-Davidson Sportster S
For 2022, the main changes seem to be cosmetic with new paintwork and wheel styles.
As a teaser, Harley has revealed a few photos of 2022 models such as the Street Bob 114, Fat Boy 114 and Street Glide Special.
2022 Harley-Davidson Fat Boy
Here is what we know about the 2022 models so far:
SoftailStandard gets Annihilator cast aluminium wheels with Silver finish replacing the spoked wheels.
Heritage Classic 114 offers a Chrome trim option with Black 9-Spoke cast aluminium or Chrome Laced wheels. The Black trim version hasBlack 9-Spoke cast aluminium or Black Laced wheels and features Wrinkle Black on the upper rocker covers, camshaft cover, transmission cover and primary cover, with contrasting Gloss Black lower rocker covers. Trim details include a Gloss Black rear lightbar, windshield brackets, front lightbar and turn signal standoffs, Black mirrors and triple clamps, Black Anodised wheel hubs and hub cap, and Matte Black exhaust shields with Chrome muffler tips.
Street Bob114 also comes with Annihilator cast aluminium wheels with Gloss Black finish instead of spoke. 2022 Harley-Davidson Street Bob 114
Fat Boy114’s Lakester cast aluminium wheels have been re-styled with 11 turbine-like spokes and an open centre, while the classic Fat Boy model tank badge is revised and now has a single trailing “wing” while retaining the centred star. 2022 Harley-Davidson Fat Boy 114
Fat Bob114 features a “waterslide” fuel tank graphic in an oval shape with “H-D” on the lower edge.
Breakout114 gets Gasser II cast aluminium wheels and a riser-mounted digital gauge set.
The Touring range of Sport Glide, Road KingSpecial, Street GlideSpecial, Road GlideSpecial and Ultra Limited come in new colours. 2022 Harley-Davidson Street Glide Special 1
Freewheeler trike has a Chrome and Gloss Black tank medallion in a classic “V” shape and a new optional two-tone paint scheme in Midnight Crimson/Vivid Black on the fenders and the tank.
Tri GlideUltra trike comes with a new Cloisonné tank medallion in Chrome with Black and Red glass fill and optional two-tone paint schemes in Midnight Crimson/Vivid Black or Gauntlet Gray Metallic/Vivid Black, each with a dual pinstripe.
We’re now in the thick of the goal-setting season, and even though New Year’s Eve has passed, it’s not too late to commit yourself to a resolution or two that’ll make your life more enjoyable in 2022. Granted, nearly 80 percent of resolutions are broken by early February, but that number’s bound to drop in cases where the resolutions are actually enjoyable. This is why we focused our plans for this coming year on motorcycle riding, not diets or workout routines. Below you’ll find our five goals for 2022 which we think would be a great fit for any motorcyclist.
It could be a riding technique issue, or it could just be that you need to change your oil more often. (Adam Waheed/)
Pick a Weak Point and Improve It
It may be hard to admit, but most if not all riders have at least one weak point in their skill set. It could have nothing to do with riding technique; maybe you always forget to change your oil on schedule or check your tire pressure before a ride. If it is an issue with technique, consider taking a riding course or setting up some private lessons with an instructor. The key is to put ego aside and do whatever it takes to make your weak point a nonissue, or even better, to make it one of your strengths. Check out our Motorcycle Riding Tips for added help.
You will have a blast, we promise. (Rich Oliver Mystery School/)
Learn to Flat Track
If you’ve never had the chance to buzz around a dirt track on a low-displacement dirt bike, 2022 is the year to get it done. It’s a bit of financial investment and potential travel time, but places like Rich Oliver’s Mystery School, American Supercamp, and Colin Edwards’ Bootcamp are an absolute blast. You’ll learn key dirt track skills, get to spend the weekend or more with some awesome folks, and push your own limits as a rider at your own pace. The control skills you develop along the way apply to street bike and off-road riding too. And if you’ve already attended one (or all) of these, sign up for another round. There’s no such thing as too much of a good thing.
Give to a charitable organization or find a way to join a new riding community in 2022. (Yamaha/)
Get Involved in a New Community
This is definitely broad but the point is to connect in a new way to new riders. Maybe you join up on a toy run at the end of the year or sign up to take a trail ride with a local group. It can also be that you join the many people around the country who donate to organizations like Ride for Kids or the Veterans Charity Ride. You could also coordinate a Distinguished Gentleman’s Ride or sign up for a trackday at a course you’ve never been to before. Put yourself into a new situation with new riders and expand the reach of the riding community around you.
Take care of your bike and it will take care of you. (Red Bull Media House/)
Give Your Bike the Love It Deserves
Regular maintenance is one thing, but when is the last time you gave your ride a thorough deep clean? Maybe it’s time for fresh Motorcycle Parts and Accessories including grips, a chain, or tires. Or maybe you want to go big and outfit it with some performance-enhancing add-ons like a new exhaust, a quickshifter, or better suspension components. Do something nice for your bike, in other words, and it will do nice things for you.
This one’s simple, get out on the bike more often. (BMW Motorrad/)
Ride More
This is an oldie but a goodie. Unless you’re on your bike every day, out for long weekends, traveling hundreds of miles over the summer, it’s likely you could use more time in the saddle. Make time for yourself by planning a few trips well in advance so you can be sure to have all the particulars in place. Take the long way home from work more often. Go a few miles further on your weekend rides than you typically do. Riding is an important part of your life, after all, a source of joy and escape and adventure, and it’s totally reasonable to take a little more in 2022 than you got last year.
Joaquim Rodrigues made history claiming the stage win yesterday for Hero MotoSports, however today’s Stage 4 was the longest of the 2022 Dakar Rally, including a total trek of 707 km, with a 465-kilometre special, and on Wednesday Honda and Sherco dominated.
Joan Barreda
Composed of a claimed 79 per cent dirt, 12 per cent dunes, 7 per cent sand and 2 per cent dried-out lake beds, the high-paced stage proved a trial by fire for those involved, with Aussie Toby Price quickly reaching the front but then having to contend with opening much of the stage and suffering as a result.
Sanders meanwhile forged ahead to a P17 result, ensuring he didn’t lose much time on the leaders and remaining within the top-five overall.
Toby Price
Monster Energy Honda had their best day so far, with Joan Barreda taking the stage win despite a one-minute penalty. Team-mate Pablo Quinantilla finished second and Ricky Brabec 10th, making it three riders within the top 10 for the day.
Completing the top three was Sherco Factory’s Rui Gonçalves, with teammate Lorenzo Santolino just a minute behind in fourth.
Pablo Quintanilla
Luciano Benavides was top Husqvarna Factory Racing finisher in fifth, ahead of GasGas’s Sam Sunderland and KTM’s Matthias Walkner. Top Monster Energy Yamaha was Adrien Van Beveren in 11th.
The overall standings after Stage 4 see Sunderland in the lead from Walkner, Van Beveren in third and Sanders fourth. Price is running 16th, 43m36s off the lead.
The Aussies
Daniel Sanders rocketed forwards from his fifth place starting position on stage four, opening the challenging special from the 158-kilometre mark. With vast, rolling sand dunes in front of him, Chucky skillfully navigated across more than 300 kilometres to successfully reach the finish line in Riyadh to complete the stage as the 17th fastest rider.
Daniel Sanders – P17
“I got off to a really good start today and caught up to the leaders pretty quickly. After refueling there was a group of us opening the stage and then after a tricky spot with navigation it was me and Skyler Howes who broke free initially. Then I pushed on to lead on my own. Near the end I jumped off the top of a dune and I landed on a grassy mound, which wasn’t ideal, and I was really lucky not to crash there. But I cracked on with it and was able to finish the stage without any further issues. So all-in-all, a decent day for me.”
Daniel Sanders
As the third rider into the long special, Toby Price soon found himself riding at the front and opening much of the stage. Despite the difficult navigation and mixed terrain, the two-time Dakar champion was able to stay consistent and lose the minimum of time on his rivals, finishing the day 29th.
Toby Price – P29
“Stage four hasn’t gone too badly. Setting off near the front meant we lost a bit of time, but we expected that, especially after such a long stage. All-in-all I got through the stage pretty well, I made a couple of small mistakes, but was able to keep a good pace and a good rhythm, so happy days.”
Toby Price
Andrew Houlihan’s efforts also continued with a 100th place finish, which nows sees him sitting 104th overall.
Barreda & Quintanilla Honda 1-2
The starting order for the fourth day set the stage for a promising race, particularly for Joan Barreda who came out guns blazing, firmly intent on victory, but also on improving his position in the general standings.
With flawless riding and navigational prowess, the Spanish rider reached the finish-line in Riyadh the clear winner and currently holds seventh position overall, just over thirteen minutes shy of the overall leader.
Tomorrow Stage 5 will see Barreda open the track with his rivals in hot pursuit as a result. He was penalised one minute for exceeding the speed limit in a radar zone.
Joan Barreda – P1
“I’m very happy with today. It was a very good stage and I achieved another win. We did a very good job from the first moment of the special. We had different terrains: sandy tracks, dunes, rocks and with some navigation. I tried to keep calm, follow our course, but pushing hard and I think we did a great job and I’m very satisfied and happy with it.”
Joan Barreda
Pablo Quintanilla also performed well, an advantageous starting position helped him follow the trail left by his teammate. The Chilean turned out a very steady stage, consistently among the top three, climbing up one position in the order in the latter half of the day. Quinta’ improves on his position in the table and now lies sixth overall.
Pablo Quintanilla – P2
“It was a long special, without too much navigation and with a dune sector of about 50 kilometres. I’m happy with the way I rode today, I tried to push from the back. I was expecting more complicated navigation. I felt comfortable, at ease, with good pace and focused on the roadbook, so as not to miss any tracks and be able to make up some minutes in the general standings.”
Pablo Quintanilla
Claiming a top-three stage result in not only his first Dakar but his first ever rally-raid is a huge achievement and is testament to Petrucci’s skill and focus. Although the former road racer is not eligible to feature in the classification due to his DNF on stage two, he continues to take every opportunity to deliver his best results and build his experience as the race continues, even if he doesn’t feature on the results.
Danilo Petrucci (Third over line)
“It was a really fast stage today with some very fast pistes. I was able to ride in a group and had a lot of fun, I really enjoyed it. It was such a long stage but fortunately I didn’t make any mistakes and was able to find a good rhythm. I learned a lot today too, so now I’m really excited for tomorrow and the rest of the event.”
Danilo Petrucci
Sherco Factory’s Rui Gonçalves and Lorenzo Santolino finished the day in third and fourth respectively.
Luciano Benavides made the minimum of mistakes while moving up through the field to ultimately claim fifth place. The number 77 continues to claw back the time he lost on the tough first stage of the rally and now sits 20th in the provisional overall standings.
Luciano Benavides – P5
“Stage four was a really long stage – the longest of the rally, so I’m happy to finish well and inside the top five. I kept focused on my navigation and it paid off, I was able to catch and pass some riders ahead of me, and I was able to keep a good speed for the whole stage without any big mistakes. The result is really encouraging, especially after such a tough day on stage one where a lot of us lost a lot of time. The bike is perfect and now I’m really looking forward to pushing hard for the rest of the race.”
Luciano Benavides
Sam Sunderland continues to lead the 2022 Dakar Rally with the British racer now enjoying a three-minute advantage over his closest rival in the provisional overall standings. Stage 4 saw him chasing down the leading riders from his 17th place starting position to ultimately complete the stage as the seventh fastest rider.
Sam Sunderland – P7
“Things were going well today until I had a small crash in a riverbed while checking my roadbook. I just clipped a rock and that was all it took to take me down. I was able to get up pretty quickly, just as Barreda came by, so I latched onto him to the finish. I’ll get some rest now and prepare myself for tomorrow.”
Sam Sunderland
Matthias Walkner put in another strong ride, claiming a solid eighth place on the tough special. This result, and Matthias’ string of consistent finishes, moves the Austrian up to second overall in the rally standings – just three minutes exactly from the lead. With an advantageous starting position for Thursday’s stage five, the reigning FIM Cross-Country Rallies World Champion will be looking to further close that gap.
Matthias Walkner – P8
“The navigation was tricky today. The pace was fast and so the notes in the roadbook were coming really quickly, you had to be really precise on your heading as there were many changes of direction. In the end, I rode in a good group with Kevin Benavides and Adrian Van Beveren, and we kept good speed to the finish without making any mistakes. Overall, even though it was such a long stage it went really quickly because we were pushing for the whole time. It was fun and I enjoyed the day.”
Matthias Walkner
Ricky Brabec, who set off from sixth this morning in Al Qaisumah, had a fairly good day, posting tenth, but also received a two-minute penalty for speeding in a controlled area.
Ricky Brabec – P10
“Today’s stage was good. It was the longest stage of the rally and was supposed to be the most difficult, but as it was the longest it was good to make up or lose a lot of time. Today was a good day for us. We did well. We caught the front group around the second refuelling, so there we rode as a group together. I did a good job. I didn’t lose too much time. I lost some time to my team-mate Joan who was wild. He was on the gas and him and Pablo are doing great. If we were to delete the first day, I think that the team would be sitting one-two-three. It’s rally things, like this happen. I suffered a speeding penalty today – my mistake. I sped into the speed zone a little bit late. I lost huge on the first day and I’m kicking myself. It’s a long race and we have many days left.”
Ricky Brabec
José Ignacio Cornejo finished twelfth, looking more at ease on the bike as the days go by, in spite of a minor navigation mistake earlier in the special.
José Ignacio Cornejo – P12
“Today was a good stage; the longest special stage of the rally. The intention was to push to try to make up time. It was a very fast stage and the gaps were not very big. I made a slight mistake where I lost about three minutes. Apart from that, it was a solid, all-round day and I’m happy about that. I had some good pace and I feel good on the bike, which is working perfectly. We have to hope for some difficult days ahead so that we can take advantage of the navigation to try to recover and move up in the general standings.”
José Ignacio Cornejo
Adrien Van Beveren brought his Yamaha WR450F Rally home in a strong 11th place. Despite the relatively straightforward high-speed special offering little to separate the leading riders, the Frenchman maintained his solid pace throughout all 465 kilometres to secure another positive result.
Adrien Van Beveren – P11
“Another fast stage today and not so much in the way of navigation. It wasn’t my favourite stage, but I’m happy to have completed the longest stage of the rally. I pushed on throughout with a strong rhythm and it’s great to be in such a good position after four stages. I’m super happy with my overall performance so far and the goal is to continue like this, keep focused, and take things day by day.”
Adrien Van Beveren
Following his unfortunate navigational error on stage one, which affected many of the event’s top competitors, Andrew Short has since delivered impressive results. Stage four was no different for the American who, after a calculated day of racing, secured the 13th fastest time and now advances three spots in the provisional classification to 13th.
Andrew Short – P13
“Today was a good day. Starting up front and knowing it was the longest stage, it was going to be tough. It actually turned out pretty decent though. Brabec caught me and then we navigated together for almost the whole stage, which actually worked out really well as overall I didn’t lose too much time. I feel like I managed the day really well and I’m happy with things so far. Obviously, it’s a real shame about day one, that really set me back, but if I can keep on riding like I did today then we can for sure move up the leaderboard as the rally continues.”
Andrew Short
Ross Branch maintains his 11th place ranking in the provisional standings after the conclusion of stage four. Incredibly, the 35-year-old recorded the very same time as his teammate Andrew Short and will be the 14th rider to take on tomorrow’s 348-kilometre stage five special. With a very favourable starting position and rolling sand dunes forming the final 80 kilometres of the special, Branch is hopeful of delivering his breakout stage result of the rally so far.
Ross Branch – P14
“It’s nice to have completed stage four, the longest one of the race, safely and tick off another completed stage. Despite it being a long one, there wasn’t much to separate us riders as the navigation was somewhat straightforward and the terrain wasn’t too technical. Tomorrow though looks like it will be a lot slower early on and then end with a big section of sand dunes so I’m excited to get that one started.”
Ross Branch
Maintaining his position inside the top 10 in the standings, Kevin Benavides also delivered a quality ride on stage four to place 16th. Using his extensive skill and experience to navigate through the technically demanding stage, Benavides kept up a strong, but measured, pace to minimize any mistakes.
Kevin Benavides – P16
“It was a really hard day today. For the first 100 kilometres it was really cold out there – my hands were frozen so I couldn’t ride so good. After that I began to feel a little better and was able to push. It was a very fast day again today, but this time with a lot of navigation. The last section of the stage was especially very tough. I think I did a good job and I’m happy with that.”
Kevin Benavides
Faced with the task of starting fourth into the longest stage of the event, Skyler Howes knew a consistent day of racing would be necessary to lose the minimum of time to his chasing rivals. The American star was able to not only do that but also maintain a speed that placed him a commendable 21st when he reached the stage finish. Although he dropped four places in the standings, Skyler still sits in an excellent eighth overall heading into stage five.
Skyler Howes – P21
“Things went well for me today, and I’m pleased with how I rode the stage. After yesterday’s decent result, I started right near the front and the navigation was just tricky enough that we soon ended up in a group riding together. We all took it in turns to open and it meant although we didn’t make up too much time on those around us, we didn’t lose that much time to those behind. I made it to the finish line without having to correct too many mistakes, so I’m happy with that. I lost a bit of time, but that’s understandable, so I’ll regroup and push some more tomorrow.”
Skyler Howes
Tomorrow’s Stage 5
Stage 5: 214 kilometres of liaison sections, 346 kilometres of special stage, making a total of 560 kilometres on the day. Starting and finishing at the bivouac in Riyadh, competitors will face a new loop on this Dakar, although it won’t be the last one.
The changes of terrain from dirt to stone-littered tracks will put a strain on the physiques of even the toughest riders in the opening half of the special. If that were not enough, then 50 kilometres of dunes will divide the wheat from the chaff.
New styling on the Tracer 9 GT includes full LED lighting and extended fairing lowers that provide additional weather protection for the rider’s legs. (Photos by Kevin Wing)
Some motorcycles are fantastic right out of the gate. Others take a little time to find their way. They’re diamonds in the rough, requiring an update or two to chip away the rough edges and realize their full potential. The 2021 Yamaha Tracer 9 GT is one such bike.
Eight years ago, I traveled to San Francisco for the press launch of the all-new Yamaha FZ-09. It was a naked sportbike with an exciting, brash engine, an 847cc inline-Triple with a crossplane crankshaft that imbued it with gobs of character and torque. And at just $7,990, it was a steal. But there were downsides, like fueling issues, mediocre suspension and brakes, and a rock-hard seat.
The Tracer 9 GT is a fully equipped sport-tourer. For 2021 and 2022 model years, it’s available in Redline (shown above) and Liquid Metal.
A year after the FZ-09 debuted, Yamaha released a sport-touring version called the FJ-09, which was equipped with an upper fairing, a windscreen, upgraded rider and passenger seats, revised suspension, and optional saddlebags. At $10,490, it was a bargain too, and certainly more practical than the FZ, but the FJ-09 still suffered from a herky-jerky throttle and suspension and brakes that fell well short of the engine’s capabilities.
Nonetheless, both the FZ-09 and FJ-09 sold well. The FZ-09 was updated for 2017, and its major shortcomings were addressed. When Yamaha decided to standardize model names globally, it became the MT-09, and for 2021 it was updated again with a larger 890cc Triple, a revised chassis, and new electronics.
The FJ-09 got its first major update for 2019, and it was offered in two variants, also with new names: the standard Tracer 900 and the premium, touring-ready Tracer 900 GT. Both models featured new styling, smoother throttle response, a longer swingarm for more stability, and a larger, one-hand-adjustable windscreen. The GT also had upgraded suspension, a TFT color display, cruise control, heated grips, and a quickshifter. All that goodness ratcheted up the price to $12,999 for the GT, but it was still a good value.
Larger 890cc Triple makes more power.
We quickly grew fond of the Tracer 900 GT, which was agile, responsive, and well-suited for solo touring. Following the press launch, I spent a few days exploring backroads in Oregon and California. After I put nearly 2,000 miles on the bike, former Managing Editor Jenny Smith installed Yamaha’s accessory comfort seat and touring windscreen. Then she embarked on a 7-day, 5,000-mile endurance test that included the Three Flags Classic, a rally with stops in Mexico, Canada, and the U.S. We were reluctant to give back the keys.
Like an adventure bike, the Tracer 9 GT has an upright seating position with generous legroom.
But 2021 is when the Tracer 9 GT has come of age. With a new name and now offered only in the GT version, it’s more capable, more comfortable, and more fully featured. It got the larger 890cc Triple from the MT-09, which is more powerful, more fuel efficient, and saves nearly 4 pounds of weight. On Jett Tuning’s dyno, the Tracer 9 GT made 108 horsepower at10,000 rpm and 63 lb-ft of torque at 7,200 rpm at the rear wheel. That’s a gain of 5 horsepower and 6 lb-ft of torque over the Tracer 900 GT we tested last year. During this test, we averaged 48.7 mpg, up from 44 mpg on the Tracer 900 GT. Fuel capacity increased slightly to 5 gallons on the Tracer 9 GT, and our estimated range was 243 miles, up from 211 miles on the previous model.
One-hand-adjustable windscreen and larger handguards provide good wind protection, and heated grips are standard.
Although throttle response issues were resolved during the previous update, the Tracer 9 gets the latest version of Yamaha’s Y-CCT (Yamaha Chip Controlled Throttle) throttle-by-wire, which uses an APSG (Accelerator Position Sensor Grip) for a more refined feel. A 15% increase in crankshaft inertia further smooths out on/off throttle transitions. On the road, there is a direct connection between the right grip and the rear wheel without any harshness.
Both the windscreen and seat are adjustable for height, and the handlebar and footpegs are adjustable for reach.
Yamaha’s D-Mode, which adjusts power and throttle response, now has four preset modes: 1, 2, and 3 offer full power with progressively milder response, while 4 reduces power and has the softest response. Mode 1 corresponds to what would be called “sport” mode on many motorcycles, which is often overly abrupt, but not so on the Tracer 9 GT. Throttle response is immediate without being too aggressive. As the dyno chart shows, torque is consistent through the rev range, so there’s always grunt available when you need it.
The Tracer has always been an agile bike, but the upgraded suspension and lighter wheels make it even better.
Wrapped around the engine is a new aluminum frame made using a controlled-fill diecast process that reduces mass and increases lateral rigidity by 50%. A 1.2-inch lower headstock and mounting the engine more vertically helps centralize mass. A new aluminum swingarm is mounted within the frame for more rigidity, and a new steel subframe increases load capacity and allows an accessory top trunk to be mounted along with the larger 30-liter saddlebags.
Larger saddlebags will hold a full-face helmet in each side, and they can be left unlocked for easy access.
The saddlebags are large enough to hold a full-face helmet in each side. The bags can be left unlocked for convenient access, locked for security, or removed to carry into a hotel room or to lighten the load for apex strafing. The lock barrels can be a little fiddly (which has long been an issue with Yamaha luggage), but with practice they work just fine.
New KYB semi-active suspension electronically adjusts damping based on real-time conditions.
Another upgrade for the Tracer 9 GT is semi-active suspension. The KYB Actimatic Damping System (KADS) uses input from a 6-axis IMU, the ECU, a hydraulic control unit, a stroke sensor on the fork, and an angular position sensor on the rear shock to adjust damping based on real-time conditions. The system electronically adjusts compression and rebound damping in the fork and rebound damping in the rear shock, and there are two modes, A-1 (sport) and A-2 (comfort). Spring preload must be adjusted manually using a tool for the fork (it’s in the toolkit) and a remote knob for the shock.
The Tracer 9 GT is ideally suited for solo sport-touring, but it has a comfortable passenger seat and can be fitted with an accessory top trunk.
With 5.1/5.3 inches of front/rear suspension travel, the Tracer 9 GT has plenty of available stroke to absorb bumps, seams, potholes, and other pavement irregularities. By adapting to changing conditions, the KADS suspension delivers a supple, compliant ride and it quickly firms up as needed to prevent excessive chassis pitch under braking and acceleration. The Tracer 9 GT feels more sure-footed in corners than its predecessor, with excellent grip from its Bridgestone Battlax T32 GT sport-touring tires. Agility has gotten a boost from new 10-spoke aluminum wheels made using Yamaha’s new “spinforging” process, which saves 1.5 pounds of unsprung weight.
Full LED lighting includes headlights, position lights, and cornering lights.
In addition to its new semi-active suspension, the Tracer 9 GT has a more comprehensive suite of IMU-based electronic rider aids derived from the YZF-R1 sportbike, including traction control, slide control, lift control, and ABS, with intervention adapted to lean angle and other inputs. The electronics have multiple modes, and the only system that can’t be turned off is ABS. The IMU also provides input for new LED cornering lights, which illuminate the insides of cornering when lean angle exceeds 7 degrees.
The Tracer 9 GT has an upright seating position, more like an adventure bike than the more committed ergonomics on many sport-tourers. Being able to sit up straight with no weight on the rider’s wrists, relaxed shoulders, and ample legroom makes it enjoyable to pile on the miles, and that’s what a sport-tourer is all about. The one-hand-adjustable windscreen and handguards provide good wind protection too.
A new dual TFT display provides a wealth of info, and what is shown in the grid on the right side is customizable.
Comfort and convenience features include cruise control, heated grips, and a quickshifter. In addition to upshifts, the quickshifter now provides clutchless downshifts with an auto-blipper. And the heated grips now offer 10 levels of adjustment. The Tracer also has full LED lighting, a 12-volt outlet behind the instrument panel, and a centerstand.
Yamaha has given the Tracer a unique dual-panel TFT display, with each screen measuring 3.5 inches. The speedometer, tachometer, gear indicator, and other functions are on the left panel. The right panel has a grid of four smaller displays that can be customized to show the rider’s preferred info, even if the information is also shown on the left panel. The mostly white-on-black text is crisp and clear, but some of the text is small. The TFT panels have a glossy surface that reflects sunlight and can make the screens appear too dim (brightness is not adjustable). Depending on the position of the sun, sometimes all I could see was the reflection of my riding jacket.
The Tracer is equipped with a centerstand for easier chain maintenance and loading/unloading the saddlebags.
Yamaha upgraded the rider’s seat with higher-quality cover material and added color-matched stitching. The dual-height rider’s seat can be set at 31.9 or 32.5 inches. To suit riders of different body types or preferences, the bars and footpegs can be adjusted. Rotating the bar-riser clamps allows the handlebar to be moved up 4mm and forward 9mm, and the footpeg brackets can be moved up 14mm and back 4mm. The passenger seat is now thicker and wider, and there’s a new integrated, one-piece grab handle.
The Tracer 9 GT’s many upgrades have raised the price to $14,899, which is $1,900 more than last year’s Tracer 900 GT. For those who are cross-shopping, BMW’s F 900 XR (with Select and Premium Packages but no saddlebags) is $15,045 and Kawasaki’s Versys 1000 SE LT+ costs $18,199. Even though the Tracer is more expensive than its predecessor, it’s priced lower than its closest competitors and no important features were left off the spec sheet.
New “spinforged” wheels save 1.5 pounds of unsprung weight. They also have larger-diameter axles and are fitted with Bridgestone Battlax T32 GT sport-touring tires.
Over the past several years we’ve put thousands and thousands of miles on the FJ-09, the Tracer 900 GT, and now the Tracer 9 GT. We were immediately won over by its exciting Triple and its playful maneuverability. Yamaha kept at it with a steady regimen of improvements and refinement, and the platform got better and better.
This year Yamaha hit the bullseye, and the Tracer 9 GT earned Rider‘s 2021 Motorcycle of the Year award. We’re more reluctant than ever to give the keys back.
The Tracer’s new saddlebags feature a floating stay damper system to absorb mass transfer during cornering to keep the chassis stable.
After spending two years on the bench, the Kawasaki KLR650 is back where it belongs, exploring the boondocks. Now equipped with fuel injection, optional ABS, and other updates, it’s the same rock-solid KLR, only better. (Photos by Drew Ruiz)
The word legend is overused, especially by cliché-loving motojournalists, but when it comes to the world of adventure riding, the Kawasaki KLR650 can lay a credible claim to the title. With its second major update since being introduced in 1987, the 2022 Kawasaki KLR650 continues the model’s long history as an affordable, dependable adventure bike.
First released as the KLR600 in 1984, the model was upgraded to a 650 in 1987. The high fender, tall stance, and elevated ground clearance left no doubt as to its dual on-and off-road purpose. Powered by a single-cylinder, liquid-cooled, DOHC, 4-valve engine, with fueling managed by a Keihin carburetor, the KLR also had a 5-speed transmission and front disc brake. Cutting-edge stuff for the time, and the bike quickly gained a reputation for steady reliability and go-anywhere capability.
The KLR’s updated styling includes more aggressive bodywork. The Adventure model we tested is equipped with 21-liter saddlebags, auxiliary lights, and crash bars.
Almost nothing changed for two decades, which gives some indication as to the KLR’s intrinsic qualities and its popularity. You don’t mess with success, and if it ain’t broke, don’t fix it. Even after the first major update in 2008, which included a longer fork, a new swingarm, better brake calipers, and a redesigned fairing, the Keihin carburetor and just about everything else remained unchanged. But the world has moved on, and as with many long-in-the-tooth motorcycles, satisfying the latest regulations is a major driving factor behind the updates to the new model.
So, what has Kawasaki done to the KLR? To calm the nerves of the faithful, I’ll start with what hasn’t changed. The short answer: most of it. Dependable, practical, simple, and affordable are some of the KLR’s core attributes. For 2022, there are still no rider modes, throttle-by-wire, TFT display, or other complexities (and related costs), and the base model is still priced well under $7,000. The KLR has a reputation for field reliability, where everything can be fixed with a wrench and a rock; even the Marine Corps has a fleet modified to run on diesel. The new KLR stays true to that formula.
Although much of the new KLR remains faithful to previous models, some of the key enhancements include a taller adjustable windscreen and improved ergonomics for a more comfortable upright riding position.
Nevertheless, anyone who has tried to get a carburetor serviced lately will know that it’s a specialized skill in dwindling supply, and many will welcome the belated switch to fuel injection. Yes, the old Keihin carb was rock-solid, but EFI has proven its worth on motorcycles for decades. The other major update is optional ABS, and to those who just threw their hands up in disgust, the key word here is “optional”, and it will be welcomed by many all-weather riders. There’s also a long list of tweaks and enhancements to this new KLR, all of which should appeal to fans new and old. It has been made stronger and more reliable, and offers more comfort, wind protection, load-carrying ability, and versatility.
The KLR has built an enviable reputation for being simple, reliable, and economical. The new KLR aims to maintain that reputation, and updates for 2022 add practicality without unnecessary complexity.
The old thumper has been updated to improve efficiency and meet the latest regulatory requirements, at the heart of which lies the new EFI system. Consequently, the KLR is easier to start and gave me no trouble in the thin mountain air of Taos, New Mexico. By making the subframe an integrated part of the main frame, the entire chassis is stiffer, which improves stability and increases load capacity. Stability also gets a boost from more rake (30 degrees, up from 28), more trail (4.7 inches, up from 4.4), a 1.2-inch-longer swingarm, and a longer wheelbase (60.6 inches, up from 58.3), and key load-bearing areas have all been strengthened. The front suspension has been adjusted to accommodate frame updates and a 28-pound increase in curb weight, while the rear shock is now adjustable for rebound in addition to spring preload.
The optional ABS has been tuned for dual-sport duty and has just enough intervention to add safety without compromising off-road thrills.
A larger 300mm front disc has increased braking power, and a thicker rear disc is less prone to fade on steep descents. ABS is a $300 upgrade. Kawasaki did a good job tuning the ABS to suit the dual-sport nature of the KLR, but it can’t be turned off. Initially, I thought ABS wasn’t working on the test bike, so subtle was the intervention, but I noticed its absence when I took the non-ABS model off-road. Given the price, I expect a lot of buyers will opt for it; I know I would.
Auxiliary LED lights are part of the Adventure model trim package.
Both the battery and generator have been updated to provide more power for accessories such as auxiliary lights and heated grips. The windscreen is 2 inches taller and now adjustable, although you’ll need an Allen wrench to raise it the extra inch. A nifty half-inch bar has been added above the dash for mounting accessories, and the updated LCD is clear, easy to read, and now has a fuel gauge. All-round LED lights are now standard, and the Adventure model I tested comes equipped with useful auxiliary lights and crash bars for the cowling and engine, adding to its off-road credentials. The new seat, still a dirtbike-style single unit, has been redesigned to improve comfort, although I wished for more cushion over long distances.
The new digital display works well, and the fuel gauge is a welcome addition on a bike that will be pushed to its range limits.
Our test ride began at the RFD-TV Ranch, where the sprawling Rocky Mountains descend into the high New Mexico plains. Pulling onto the highway, the KLR rides like a middleweight Single; that is to say, the pace is leisurely. Kawasaki has done a good job of balancing the old thumper, so there is very little in the way of vibration. Although the KLR is not a highway bike per se, it happily cruises at 75 mph. But at higher speeds, it would really benefit from a 6th gear.
Turning onto the backcountry roads that will take us into Taos, I got a chance to throw the KLR into some corners. At slower speeds, the 21-inch front wheel and tall stance result in a bit of steering flop, but once adjusted to its characteristics, the KLR’s road handling exceeded expectations. The semi-knobby tires squirm a bit on pavement, but the bike is composed when accelerating through tight corners.
New adjustable rear suspension contributes to the KLR’s better handling, whether loaded or unloaded.
The afternoon took us into the dirt, and another characteristic I had to adjust to is the gear shift position. I couldn’t get my motocross boot under the lever easily, especially when standing on the pegs. Upshifting was a struggle, particularly from 1st to 2nd. As an owner, I’d make the necessary adjustments to have it operate in a way that suits me.
Gear shifting aside, the KLR’s supple suspension comes into its own off-road, and riding the rocky trails is fantastic fun. The new KLR is still equipped with Dunlop K750 tires, a road/trail compromise with an emphasis on compromise. Nonetheless, tractor-like low-end torque enables the KLR to maintain traction in sandy, loose terrain. It’s almost impossible to stall, and the moment I get bogged down, a slip of the clutch is all that’s required to churn my way through.
Backcountry trails are the KLR’s preferred domain, where the supple suspension and tractor-like torque combine for fun, confident, carefree cruising.
Working our way down from Taos the following day, there were plenty of opportunities to test the KLR on gravel tracks, sandy trails, and the dreaded silt. The silt track might as well have been a road of marbles, and it’s at times like these when even the most experienced riders risk falling off that a lone traveler will be particularly thankful they’re on a simple, relatively lightweight adventure bike. Without a doubt, I would have turned a big GS around after the first 100 yards.
Early the next morning, the KLR now loaded with gear, I set off solo for Arizona. Route 60 rolls across the plain and into the Gila National Forest, where a massive thunderstorm provided an opportunity to test handling in the rain and the waterproofness of the hard saddlebags that come standard on the Adventure model. I was on the non-ABS version, which coped admirably, as did the side bags, which remained bone dry inside.
Loaded up for the long ride home.
Trails in the Coconino National Forest provided the perfect opportunity to test the loaded KLR. No matter where I’ve ridden in the world, I always seem to end up on tracks like these, with a mix of sand, rubble, and gravel. The seated ergonomics are excellent. My body position is upright with a comfortable bend at the knee and arm, but standing up, the peg position is a little too far forward, bringing the handlebar too close to my body. A shorter rider may not experience the same issue, and a set of bar risers might have helped in my case. Putting that aside, the KLR is a breeze to ride on tracks like these, and even with the old-school tires, it is only the deeper sandy sections that force me to slow down to crawling speeds.
Updates to the frame and swingarm have increased the load capacity, and the KLR sports a larger, aluminum rear rack.
Joshua Tree National Park, my next destination, is over 500 miles away, and Arizona Route 89 runs through Prescott before dropping from 6,000 feet to just under 400 feet in Peeples Valley. An amazing winding descent, where over a distance of just 10 miles the temperature climbs from a cool 68 degrees to 115. It feels like riding into a hairdryer. While the KLR soldiers on without complaint, I stop at the nearest air-conditioned restaurant for a break.
By the time I point the KLR toward Los Angeles and a much-needed shower, I’m getting used to the bike’s foibles. Yes, there are some things I would change, but when you consider the bigger picture, they seem trivial. I’ve done long-distance adventure tours on BMW’s venerable R 1200 GS in several countries. But for the same price as a GS, you can buy a KLR650, all the gear you need, and still have enough left over to fund a substantial tour.
What the KLR lacks in on-road performance, it makes up for in traction, and the thumper will plow its way through loose, uneven terrain.
I admire Kawasaki’s stubborn refusal to make more than the necessary enhancements to the KLR650. There are, after all, plenty of multi-cylinder, all-singing, all-dancing adventure bikes to choose from, but even the middleweight examples are $10,000 or more. The KLR650 Adventure model I tested, with auxiliary lights and saddlebags, costs just $7,699. Adding ABS raises the price to one dollar shy of $8,000.
The Kawasaki KLR650 is the rescue mutt of the dual-sport motorcycle world. No, it’s not perfect, but you’ll end up falling in love with it, and you know it will be a dependable, loyal, eager companion on any adventure, and for a lot less money than fancy breeds.
The new-and-improved Kawasaki KLR650 continues the model’s long history as an affordable, dependable adventure bike.
2022 Kawasaki KLR650 Specs
Base Price: $6,699 Price as Tested: $7,699 (Adventure model) Warranty: 1 yr., unltd. miles Website: kawasaki.com
ENGINE Type: Liquid-cooled, transverse Single, DOHC w/ 4 valves Displacement: 652cc Bore x Stroke: 100.0 x 83.0mm Compression Ratio: 9.8:1 Valve Insp. Interval: 15,000 miles Fuel Delivery: DFI w/ 40mm throttle body Lubrication System: Wet sump, 2.2 qt. cap. Transmission: 5-speed, cable-actuated wet clutch Final Drive: O-ring chain
CHASSIS Frame: Tubular-steel semi-double cradle, steel swingarm Wheelbase: 60.6 in. Rake/Trail: 30 degrees/4.8 in. Seat Height: 34.3 in. Suspension, Front: 41mm fork, no adj., 7.9 in. travel Rear: Single shock, adj. rebound & spring preload, 7.3 in. travel Brakes, Front: Single 300mm disc w/ 2-piston caliper Rear: Single 240mm disc w/ 1-piston caliper Wheels, Front: Spoked aluminum, 1.60 x 21 in. Rear: Spoked aluminum, 2.50 x 17 in. Tires, Front: 90/90-21, tube-type Rear: 130/80-17, tube-type Wet Weight: 487 lbs. (as tested) Load Capacity: 316 lbs. (as tested) GVWR: 803 lbs.
That first MotoGP™ victory in Aragon certainly got the ball rolling for Francesco Bagnaia (Ducati Lenovo Team). As they say: there’s no place like home. And at the San Marino GP, held as always at the Misano World Circuit Marco Simoncelli, Pecco picked up his second 25-point haul of the season.
Damon is adding a naked streetfighter – the HyperFighter – to its electric “Smart” superbike range.
Begin press release:
Damon Motors today officially unveiled the newest edition to its family of motorcycles: HyperFighter, a raw, muscular-silhouetted, electrifying streetfighter motorcycle built for a new generation of urban riders. The company introduced the HyperFighter Colossus motorcycle, as well as a future model, HyperFighter Unlimited, available in two power options. The HyperFighter is derived from Damon’s first multi-award-winning bike, HyperSport, and is built upon the company’s groundbreaking HyperDrive technology. HyperDrive is the world’s first monocoque-constructed, 100 percent electric, multi-variant powertrain; which also received a CES 2022 Innovation Award.
“Forget what you know about traditional streetfighters. Just as HyperSport has done to the sportbike segment, the HyperFighter stands to disrupt the streetfighter category with groundbreaking technology not found on any other bikes,” said Jay Giraud, co-founder & CEO, Damon Motors. “The HyperFighter is a stripped-down demon of a bike that is not for the faint of heart. We’re excited to give the naked sports bike fanatic everything they want, and with HyperDrive serving as the nucleus, Damon can continue to innovate and rapidly scale to bring the world’s most electrifying motorcycles to market.”
In addition to being equipped with HyperDrive, all HyperFighter motorcycles feature:
CoPilot – 360˚ advanced warning system that uses radar, cameras and non-visual sensors to track the speed, direction and velocity of up to 64 moving objects around the motorcycle for unparalleled situational awareness
Shift – At the push of a button, patented electronic ergonomics allow riders to transform their riding position with adjustable handlebars position and a retractable windscreen to dramatically reduce wind resistance and increase long range comfort, all while in motion
Customization – Design your ride with HyperFighter Unlimited customizable bodykits and graphic packages. Whether you’re a commuter, track or stunt rider, there’s options for everyone to create their own unique bike. Online configurator available later in Q1-22
HyperFighter Colossus
Est. $485/month (or $35,000 USD)
20kWh Battery
200HP
>200 Nm Torque
0-60 < 3 Seconds
0-100 < 5 Seconds
170mph Top Speed
146 mile range
Premium wheels & bodykit
HyperFighter Unlimited 20
Est. $357/month (or $25,000 USD)
20kWh Battery
200HP
>200 Nm Torque
0-60 < 3 Seconds
0-100 < 5 Seconds
170mph Top Speed
146 mile range
HyperFighter Unlimited 15
Est. $264/month (or $19,000 USD)
15kWh Battery
150HP
>200 Nm Torque
0-60 < 3 Seconds
0-100 < 5 Seconds
150mph Top Speed
120 mile range
“HyperFighter pays homage to the streetfighters of yesterday while looking to the future with unparalleled safety and performance that Damon is known around the world for,” said Derek Dorresteyn, Chief Technology Officer, Damon Motors. “We’ve built an incredible, technologically-advanced motorcycle that will appeal to both long-time streetfighter enthusiasts and new riders.”
All HyperFighter motorcycles can be reserved with a fully refundable deposit (Colossus for $250 and HyperFighter Unlimited models for just $100). To be one of the first in line for HyperFighter, and to learn more about Damon Motors, visit damon.com.
About Damon Motors Damon Motors is a global technology leader disrupting urban mobility. Headquartered in Vancouver, Canada, Damon believes the future of motorcycling is smarter, safer, more exhilarating and personal when there’s a fusion of human and machine. Its mission is to protect riders with technology that adapts to humans instead of the other way around. Starting with the HyperSport, Damon has reimagined the relationship between bike and rider – erasing the divide to make them one. Anchored by its proprietary electric powertrain, HyperDrive, the company has stunned the motorcycling world by unleashing earth-scorching speed, ferocious design, and epic new technologies like CoPilot and Shift. Damon continues to push limits to create global impact and shift the perception of mobility and safety.
For more information on how Damon technology is defining the new industry standard, please visitdamon.com.
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