Champion enduro rider Iván Cervantes continues to impress onboard the Triumph Tiger 900.
Begin Press Release:
IVÁN CERVANTES WINS THE 2022 BAJA ARAGÓN TRAIL CATEGORY ON THE TIGER 900 RALLY PRO
Five-time Enduro World Champion, Iván Cervantes, takes the first ever Trail category win at the 2022 Baja España Aragón, riding his Triumph Tiger 900 Rally Pro.
Taking a resounding win in the newly formed Trail category across more than 280 miles (450km) of the Aragón region’s most challenging terrain, Cervantes finished with an overall time of 6 hrs, 13 min, and 32 sec, 1 hour and 6 minutes ahead of the second placed rider in the category.
Perhaps even more impressive, in a race that counts as the 4th round of the 2022 FIM Bajas World Cup, Iván finished in 12th position overall, only 33 minutes and 50 seconds behind the first placed rider, against a field of 75 others, including some of the most competitive riders in the international rally scene and their purpose built, Dakar specification racing motorcycles.
New for 2022, the Trail and Maxi-Trail categories at the Baja Aragón were created to showcase the ever-increasing range of production Adventures motorcycles, where the Triumph took the opportunity to highlight its advantages. Hand painted in a distinctive one-off ‘Baja Aragón’ racing livery, the Tiger 900 Rally Pro’s first place finish demonstrates its incredible off-road capability and reinforces its position as the leader in this sector.
Ivan Cervantes: “We came to the Baja Aragón with a clear goal, which was to win the new Trail category on the Tiger 900 Rally Pro. However, our greater ambition was to finish as high as possible in the overall rankings, where people have been amazed at the pace we have taken with the Trail. We are proud to have done a great job, and I believe we have given everyone a lot to talk about. This once again proves that Triumph is here in off-road racing – and is here to stay. We chose this race because in the future we plan to come here with the Enduro project, and of course we plan to succeed! I am very happy to return to Baja Aragón after so many years and to return home as the category champion with Triumph.”
Vietti, Fernandez and Ogura couldn’t be much closer heading into the summer break
Heading into the 2022 summer break, the Moto2™ World Championship title fight couldn’t be closer. Three riders are split by one point with nine races to go, so motogp.com have a look at who the main contenders are and who could still have a say in where the trophy lands at the end of the season.
Celestino Vietti (Mooney VR46 Racing Team – 1st, 146 points):
Victory in Qatar’s season opener for Vietti was followed by a second place in Indonesia, before the Italian racked up his second win of the season in Argentina to take 70 points from a possible 75 to start the season. However, a DNF in Austin dampened Vietti’s classy opening stint of 2022, and it’s not been an easy ride since for the World Championship leader.
Just two podiums – P2 in Portugal and P1 in Barcelona – have followed in the lead up to the summer break, but Vietti still leads the title chase, albeit level on points with Augusto Fernandez (Red Bull KTM Ajo).
Augusto Fernandez (Red Bull KTM Ajo – 2nd, 146 points):
Three wins in the last five races have elevated Fernandez to second in the Championship, level on points with Vietti. The French GP victory was the turning point in the Spaniard’s season after suffering two DNFs and no podiums in the opening six races, seeing him trail Vietti by 56 points after the Spanish GP.
A P3 at the Catalan GP and P5 in Italy have been Fernandez’s results alongside those three victories since the dominant Le Mans win. The latest of those came at the Dutch TT, where we saw Fernandez come from ninth on the grid to win a fascinating battle. With Vietti missing out on a rostrum in P4, that win was enough to see Fernandez draw level with the Italian heading into the summer break.
Ai Ogura (Idemitsu Honda Team Asia – 3rd, 145 points):
Consistency is key. And that’s something Ogura has had in his locker this season. That’s why the Japanese star is just one point off the title lead despite having two less victories to his name than both Vietti and Fernandez.
In the first 11 races of the campaign, Ogura’s worst result across the line has been P8 in Germany. He fell foul of the dramatic incident in Portimao, but that’s been the only DNF of Ogura’s season so far – and it’s been a year that has seen Ogura take his first victory, and add a further four podiums to his name. His recovery ride to P2 in Assen was sublime too.
Other riders to watch closely:
The first name, naturally, is fourth place Aron Canet (Flexbox HP40). The Spaniard is 30 points adrift of Vietti and Fernandez but has been a consistent threat all year, notching up four P2s and a P3 in Indonesia. Canet was forced to miss the Dutch TT through injury, but sitting just 30 points down means Canet is still well in the title hunt.
The likes of Tony Arbolino (Elf Marc VDS Racing Team) and Joe Roberts (Italtrans Racing) – fifth and sixth in the overall standings – have won races this year. It’s a huge mountain to climb for both to come from over 40 points down, but it’s by no means a done deal for them.
Reigning Moto3™ World Champion Pedro Acosta (Red Bull KTM Ajo) had just won his first race and backed that up with a second podium of the season in Germany before a training crash saw the Spaniard fracture his femur. Hopefully Acosta will be fit to race at Silverstone after the summer break, and if he’s not a realistic title contender as things stand, Acosta can certainly have a serious say in the Championship chase.
The Moto2™ Championship fight reignites at the British GP.
Moto2™ race recap: Fernandez wins race of the year contender 26/06/2022
The intermediate class put on a show at the Cathedral of Speed in a race that had it all!
VideoPass allows you to watch every single second of every single sector LIVE and OnDemand
The 650 ADVentura is one of seven models in the 2022 lineup of CFMOTO motorcycles. Photos by Gary Walton, Leviathan, and the author.
With more than a decade of motorcycle testing experience under my belt, it’s rare to get a first ride on a motorcycle built by a company I have no prior experience with. When CFMOTO invited Rider to Minneapolis to ride its 2022 lineup of motorcycles – a total of seven models (plus an eighth model that’s under embargo) – I was all-in.
CFMOTO’s motorcycles range from small to middleweight in size, and they’re attractively priced. The lineup includes the 126cc Papio minibike ($2,999), 300NK naked bike ($3,999), 300SS fully faired sportbike ($4,299), 650NK naked bike ($6,499), 650 ADVentura street-adventure bike ($6,799), 700CL-X street scrambler ($6,499), and 700CL-X Sport modern café racer ($6,999). The Papio comes with a one-year warranty while the others are covered for two years.
Several 2022 CFMOTO motorcycles ready for testing (left to right): 700CL-X Sport, 700CL-X, 300SS, and 650 ADVentura (with optional top box).
For my first ride on each model, I worked my way through the lineup from smallest to largest, from the Papio to the 700CL-X Sport. After logging several laps on each bike, I rode them again and again in random order throughout the day.
Our test riding was done at the Minnesota Highway Safety & Research Center (MHSRC), a training facility that includes a 1.2-mile paved road course with a half-dozen nicely radiused corners, a one-third-mile front straight that leads into a slightly banked left-hand sweeper, and an ultra-tight, winding half-mile infield course. Like real-world roads, the pavement was rough and littered with tar snakes that got greasy in the midday sun, and it was damp in the morning after overnight rains and again after an afternoon cloudburst. The track allowed us to test multiple bikes in succession and pursue top speeds without running afoul of local law enforcement.
The Minnesota Highway Safety & Research Center is located in St Cloud, MN.
After a full day of at least 100 laps on eight different models, we had an opportunity to spend the next day testing the model of our choice on public roads. I picked the 650 ADVentura and logged another 350 miles on it.
CF Who?
Unless you’re familiar with ATVs and side-by-sides, CFMOTO might be new to you too. Established in Hangzhou, China, in 1989, the company grew quickly to become a supplier of engines, parts, and components for some of the biggest brands in powersports. By 2000 CFMOTO had begun manufacturing motorcycles, scooters, and off-road vehicles.
Ready to ride! Front row (left to right): 300NK, Papios, 650NK, and 700CL-X Sport. Back row (left to right): 650 ADVentura, 300NK, 700CL-X, 300SS, 700CL-X, and 650 ADVentura.
According to Alan Cathcart, in a company profile published in 2015 on Rider’s website, “CFMOTO emphasizes quality of manufacture rather than low cost, so while its bikes are well priced, they’re also well-made and durable.” In 2014, Austrian manufacturer KTM established a partnership with CFMOTO, and the company began producing KTM 200/390 Dukes for the Chinese market.
Stefan Pierer, CEO of KTM, told Cathcart, “We built up a very good trust level with CFMOTO – they are a very serious Chinese company. We’ve now arranged to do a 50/50 joint venture on KTM products made in China for sale worldwide. … I’m happy to attach the KTM name to something made by them.”
CFMOTO has been selling off-road vehicles in the U.S. since 2002, and it established its American headquarters in Plymouth, Minnesota, in 2007. In 2012, CFMOTO began importing motorcycles, including the 650NK naked bike and the 650TK sport-tourer, both powered by a liquid-cooled 649cc parallel-Twin.
Alan Cathcart riding the CFMOTO 650TK. Photo by Stephen Piper.
Cathcart reviewed the 650TK in 2015, which retailed for $6,999, and gave it high marks. Other than a few fit-and-finish complaints, he concluded that the “CFMOTO 650TK is as capable, practical, and pleasing as any motorcycle costing twice the price” and “an awful lot of motorcycle for the money.”
After a couple of years, CFMOTO pulled out of the U.S. motorcycle market because its offerings didn’t resonate with American buyers. It went back to the drawing board, developed a full lineup of bikes, introduced them in Europe and other markets where they were well-received, and decided to try again in the U.S. CFMOTO has 550 dealers in the U.S., with nearly 200 of them selling motorcycles. All 2022 models have been available since April.
2022 CFMOTO Papio
Yes, at 6 feet tall and 215 lb, Rider’s EIC on the Papio (color Galaxy Grey) looks like a gorilla riding a baboon, but that’s part of the fun. He hit 62 mph in 6th gear.
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Since the Honda Grom was introduced in 2014 and became a runaway best-seller, the small-bore segment has expanded rapidly. These days, the Grom will set you back $3,499, the Kawasaki Z125 Pro goes for $3,399, and the Benelli TNT135 is $3,199. The Papio, which takes its name from the genus that includes baboons, slides in below the others at $2,999.
Weighing weighs just 251 lb and rolling on 12-inch wheels, the Papio has a 126cc air-cooled fuel-injected Single that kicks out 9.3 hp at 8,500 rpm and 6.1 lb-ft of torque at 6,500 rpm. Unique in this segment is the Papio’s 6-speed gearbox, which helps it achieve a respectable top speed – even with my 215 lb in the saddle, I saw an indicated 62 mph by the end of MHRSC’s front straight.
2022 CFMOTO Papio in Lemon Green.
The Papio is aptly named. The Minnesota-nice guys from CFMOTO, who used cones to create two chicanes on the MHRSC track to slow things down, asked us not to race each other. One bike is a ride, two bikes is a race, and three Papios is a barrel of baboons. We couldn’t help ourselves.
Small and affordable the Papio may be, but it’s nicely featured, with LED lighting all around and a digital instrument panel. It has a telescopic fork with 4.3 inches of travel, a rear shock that has five-click preload adjustability, and single-disc brakes front and rear. Seat height is 30.5 inches, fuel capacity is 1.9 gallons and color options are Lemon Green and Galaxy Grey with red accents.
2022 CFMOTO300NK / 300SS
The 300NK has a smooth counterbalanced Single, a slick-shifting slip/assist clutch, and ultra-quick steering.
The next rung on CFMOTO’s moto-ladder is a liquid-cooled, DOHC, 4-valve 292cc Single with Bosch EFI that makes a claimed 28.7 hp at 8,750 rpm and 18.7 lb-ft of torque at 7,250 rpm. You can choose the naked 300NK ($3,999) in Athens Blue or Nebula Black, or the fully faired 300SS ($4,299) in Nebula White or Nebula Black.
With its stubby tail and powdercoated steel trellis frame, the 300NK has modern streetfighter styling. Color choices are Athens Blue or Nebula Black.
Both feature a steel trellis frame, a 6-speed transmission with a slip/assist clutch, an inverted fork with a progressive-rate spring, and a preload-adjustable rear shock. Ten-spoke 17-inch cast-aluminum wheels are slowed by a 4-piston radial-mount front caliper with a 300mm disc, a 1-piston rear caliper with a 245mm disc, and Continental dual-channel ABS.
Small-displacement sportbikes with dorky styling are a thing of the past. The 300SS is a fun lil’ ripper with sharp, aggressive bodywork and attention-getting graphics.
With its tubular handlebar and slightly taller seat (31.7 inches), the 300NK has a more upright seating position and weighs 333 lb. The 300SS has sporty clip-ons, a 30.7-inch seat height, and a 364-lb curb weight. Both are fun and flickable with linear but modest power delivery, and the counterbalanced Single is remarkably smooth. The brakes, however, felt wooden, a problem that would likely be solved by more aggressive pads.
The 300SS is available in Nebula White or Nebula Black.
These are stylish, well-equipped bikes, with LED lighting and a 5.5-inch TFT display with Bluetooth that pairs to the CFMOTO Ride smartphone app, which provides vehicle info and navigation (the app is also compatible with the Papio, 650NK, 650 ADVentura, and 700CL-X Sport, but not the 700CL-X).
2022 CFMOTO650NK / 650 ADVentura
The 650NK has reasonable performance limits but offers unlimited fun thanks to its quality components and grippy Pirelli tires.
Moving up from the 300s to the 650s gains 357cc and an extra cylinder. The liquid-cooled, DOHC, 8-valve 649cc parallel-Twin in the 650NK and 650 ADVentura is said to churn out 60 hp at 8,750 rpm and 41.3 lb-ft of torque at 7,000 rpm. Like the 300s, the 6-speed transmission is equipped with a slip/assist clutch.
For the 650NK, choose from Nebula White with high-viz wheels or Nebula Black with black wheels.
Ratcheting up the price – $6,499 for the NK (Nebula White or Nebula Black) and $6,799 for the ADVentura (Athens Blue or Nebula White) – brings higher specification. Both have brakes made by J. Juan, a Spanish supplier owned by Brembo, with dual 300mm discs up front with 2-piston calipers and a single 240mm disc out back with a 1-piston caliper. Continental dual-channel ABS is standard, and 17-inch cast wheels are shod with premium Pirelli Angel GT sport-touring tires.
The 650 ADVentura is the best deal going in lightweight touring. At $6,799 with standard saddlebags, it costs much less than the Honda CB500X ($8,139 with optional saddlebags) and the Kawasaki Versys 650 LT ($9,999).
The 650NK, which weighs 454 lb, carries 4.5 gallons of fuel, and has a 30.7-inch seat height, is equipped with KYB suspension, with a non-adjustable fork and a preload-adjustable rear shock. The 650 ADVentura has an inverted fork with 12 clicks of rebound adjustment and a rear shock with adjustable preload and rebound (eight clicks). Both models have full LED lighting and a 5-inch TFT display.
Standard equipment on the ADVentura includes Shad hard saddlebags, a windscreen with 1.5 inches of toolless height adjustment, and a USB charging port on the dash. It weighs 481 lb (add 17 lb for the saddlebags), carries 4.75 gallons of fuel, and has a 32.3-inch seat height.
The 650 ADVentura is available in Athens Blue or Nebula White.
Both 650s have upright seating positions, and thanks to its taller seat, the ADVentura offers more legroom than the NK. Both are very approachable and fun to ride. Twisting the right grip delivers rheostat-like power with barely a hint of vibration from the counterbalanced Twin. They are light enough to be tossed into turns, their Pirelli tires provide good grip, and their brakes shed speed quite well. They felt stable at speed too – I maxxed out at an indicated 106 mph on the NK and 107 mph on the ADV. (Read more 650 ADVentura impressions below.)
2022 CFMOTO700CL-X / 700 CL-X Sport
The 700CL-X street scrambler looks especially fetching in Coal Grey with bronze wheels (the other color choice is Twilight Blue with black wheels), and its lively 74-hp Twin will bring out your inner hooligan.
Though gaining just 44cc in displacement over the 650s, the 700s represent a big step up in specification and performance. Their shared liquid-cooled, DOHC, 8-valve 693cc parallel-Twin makes a claimed 74 hp at 8,500 rpm and 50.2 lb-ft of torque at 7,000 rpm, and both have a 6-speed transmission with a slipper clutch and chain final drive.
The 700s are also equipped with throttle-by-wire, which enables two ride modes (Sport and Eco) and one-touch cruise control. They have a stylish, throaty exhaust can on the right side, self-canceling turnsignals, and all-round LED lighting with a daytime running light.
The 700CL-X is available in Coal Grey with bronze wheels or Twilight Blue with black wheels.
Wrapped around the engine is a tubular chromoly steel frame connected to a steel trellis subframe and a lightweight gravity-cast aluminum swingarm. KYB suspension includes a 41mm inverted fully adjustable fork and a linkage-mounted rear shock that’s adjustable for preload and rebound. Seat height is 31.5 inches and fuel capacity is 3.4 gallons.
The 700CL-X street scrambler ($6,499) is available in Coal Grey with bronze wheels or Twilight Blue with black wheels, and it has a tubular handlebar and Pirelli MT-60 dirt track-style semi-knobby tires. J. Juan brakes include a 320mm front disc with a radial-mount 4-piston caliper and a 260mm rear disc with a 2-piston caliper, and Continental ABS is standard. Curb weight is 426 lb.
For café racer fans, the 700CL-X Sport has the goods, with clip-ons, bar-end mirrors, grippy sport tires, and a solo seat. In Sport mode, it leaps out of corners and its stubby exhaust howls with joy.
The 700CL-X Sport ($6,799), available in Nebula White or Velocity Grey, takes a more aggressive café racer approach to styling and ergonomics, with clip-on handlebars, bar-end mirrors, a removable rear cowling (passenger pegs are standard but a passenger seat is sold as an accessory), and faux carbon fiber accents. Top-shelf Brembo brakes include a radial front master cylinder, radial-mount monoblock Stylema 4-piston calipers squeezing 320mm discs, and a 2-piston rear caliper squeezing at 260mm disc. Five-spoke cast aluminum wheels are shod with Maxxis SuperMaxx ST sport tires. Curb weight is 451 lb.
The 700CL-X Sport is available in Velocity Grey (shown above) or Nebula White.
These bikes are a helluva lot of fun, with engine response that feels like a bigger step up from the 650s than the small displacement bump would suggest. With its wider handlebar, more upright seating position, more comfortable seat, and lower weight, the 700CL-X was my favorite of the two. Other than the 650 ADVentura, it’s the bike I spent the most time on, chasing down – but by no means racing – other journalists on the track.
A Day in the Life of the 2022 CFMOTO650 ADVentura
The wind deflectors and windscreen provide good protection. The screen’s height can be adjusted over a 1.5-inch range without tools.
CFMOTO’s 650 ADVentura has the Kawasaki Versys 650 LT in its crosshairs. Both are street-adventure bikes with 649cc parallel-Twins, upright seating positions, small upper fairings with height-adjustable windscreens, and removable hard saddlebags. There are some differences too – the Kawasaki has traction control but the CFMOTO doesn’t, for example, and the CFMOTO has a longer warranty – but they’re similar enough to be kissing cousins.
The biggest delta between the two is price. The Kawasaki’s MSRP is $9,999, but the CFMOTO’s is only $6,799. You can buy a lot of overpriced gas for $2,200.
With the Shad-sourced saddlebags removed, the single-tube luggage carrier offers a clean look.
Since a middleweight street-adventure bike is right in Rider’s wheelhouse, the 650 ADVentura is the bike I chose to spend the day with. On a hot, muggy morning in late June, I threw a leg over a blue one in a hotel parking lot in Maple Grove, Minnesota. My visits to the North Star State are few and far between, so I headed north to Duluth on the southern shore of Lake Superior to visit the Aerostich store and factory and have lunch with Andy Goldfine.
No visit to Duluth is complete without a stop at Aerostich headquarters. Visit Aerostich.com for seasonal store hours, and ask for a free factory tour.
Work obligations consumed part of my morning, so I left late and slabbed it on Interstate 35 to make time. Boring yes, but also a good way to get to know how a bike runs at sustained high speeds. Keeping up with traffic, the speedometer hovered around 80 mph the whole way. For 160 miles I passed lots of trees as well as billboards for fishing boats, fishing lakes, fish camps, and marinas. The 650 ADVentura hummed along beneath me, giving off a bit of engine heat but hardly any vibration.
A view of downtown Duluth, Minnesota, from the Skyline Parkway Scenic Byway. Across the harbor is Superior, Wisconsin.
Two hand knobs can be loosened to adjust the height of the ADVentura’s windscreen. With it fully raised and supplemented by deflectors on either side of the dash, wind protection was good with no buffeting. As I got closer to Duluth, I caught the edges of two rainstorms and got a little damp in my mesh jacket and riding jeans. As I-35 descended a steep hill toward downtown, the temperature dropped into the mid-50s due to the cooling effect of Lake Superior. By the time I dropped the kickstand in Aerostich’s parking lot, my teeth were chattering.
Flanking the TFT display are windscreen adjuster knobs and a USB charging port.
After touring Aerostich’s headquarters and warming up with coffee and a warm bowl of soup during lunch with Andy, I rode up one of Duluth’s steep streets and cruised along Skyline Parkway Scenic Byway, which follows a ridgeline just west of the city and offers panoramic views of Duluth, the harbor, and Lake Superior. The byway offered up some fun curves, plenty of frost-damaged asphalt, and even some gravel on the north end near Hawk Ridge. The final 4 miles of the byway follows Seven Bridges Road, which cuts back and forth over the cascading course of Amity Creek on a series of arched stone bridges.
This idyllic spot on the Skyline Parkway Scenic Byway is just a stone’s throw from downtown Duluth.
The 650 ADVentura has the qualities I love most about middleweights – modest curb weight, light steering, and enough power for a lively riding experience. Its suspension and brakes are dutifully competent, and its slip/assist clutch helps it shift with ease. Its wind protection, ergonomics, and smoothness made my 350-mile day enjoyable, though its soft seat foam crushed down and didn’t offer adequate support. Fuel economy during my all-day test ride was 45.5 mpg, good for 216 miles from the 4.75-gallon tank.
Each saddlebag holds a full-face helmet.
Overall, I was impressed with the 650 ADVentura as well as CFMOTO’s other models. They are stylish, well-built with quality components, and spec’d with desirable features. And at a time where value is increasingly important, they offer incredible bang for the buck.
A stop on Seven Bridges Road, which crisscrosses Amity Creek.
2022 CFMOTO 650 ADVentura Specs
Base Price: $6,799 Website:CFMOTOusa.com Warranty: 2 yrs., unltd. miles Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valve per cyl. Displacement: 649cc Bore x Stroke: 83 x 60mm Horsepower: 60.3 hp @ 8,750 rpm (claimed, at the crank) Torque: 41.3 lb-ft @ 7,000 rpm (claimed, at the crank) Final Drive: Chain Wheelbase: 56 in. Rake/Trail: 24.5 degrees/4.1 in. Seat Height: 32.3 in. Wet Weight: 498 lb (w/ saddlebags) Fuel Capacity: 4.75 gals. Fuel Consumption: 45.5 mpg Estimated Range: 216 miles
The 12th edition of The Quail Motorcycle Gathering drew a crowd of nearly 3,200 to enjoy 270 vintage, classic, and custom bikes as well as a wide variety of vendors and food purveyors on a beautiful day in May. Photos by the author and courtesy Kahn Media.
From my home in Southern California, it’s just a day’s ride to the scenic Monterey Peninsula on some of the state’s most sublime motorcycling roads, including Highway 1 on the majestic Big Sur coast. Good food and nightlife on a Friday night in Monterey are steps away from dozens of hotels ranging from reasonable to posh, so an overnight run is both easy and fun. Add the prospect of attending a large vintage and custom motorcycle concours on the green grass of the nearby upscale golf course, and you can see why The Quail Motorcycle Gathering has been a great success since the first one in 2008.
Catching up after a two-year break, the 2022 Quail Motorcycle Gathering celebrated the 50th anniversary of Harley-Davidson’s iconic XR-750, which was actually in 2020, with a featured class.
Plenty of enthusiasts flock to The Quail just for the day, so the parking area along Valley Greens Drive becomes quite a motorcycle show in its own right. This year, 3,200 spectators enjoyed 270 notable and highly polished motorcycles arranged just so on the grass of the Quail Lodge & Golf Club in Carmel Valley, ringed by vendors of every sort. The one-day event cost $55 and ran from 10 a.m. to 4 p.m., so attendees had to keep moving to see and do it all.
Led by Gordon McCall, Director of Motorsports for Peninsula Signature Events, The Quail Ride kicks off the event on Friday (not to be confused with Why We Ride to the Quail, a two-day charity ride for the Pediatric Brain Tumor Foundation that starts on Thursday in SoCal – for more information, visit Motovational.org). The Quail Ride is a 100-mile loop around this gorgeous area limited to 100 riders that includes two laps of Laguna Seca Raceway with its famous Corkscrew, an experience that’s worth the price of admission alone.
The Quail has hosted as many as 400 machines in past years, but as McCall said this year, “It’s too many bikes.”
“You can’t see them all in a day, and we’re a one-day event,” he said. “So we pared that back. This to me is the heart and soul of the motorcycle community. We’ve got a lot of smaller companies, smaller vendors, and they help make this possible. Just look at this – people are in a good mood. We’re ready – enough with hiding under a rock for two years.”
The Best of Show award went to this 1951 Vincent Rapide owned and customized by Max Hazan.
Indeed, after a two-year break due to the pandemic, the 2022 Gathering may have been a bit smaller, but I still had trouble taking everything in. In addition to traditional classes like British, Italian, Japanese, Competition, and Antique, the event showcased five featured classes. Two-Stroke “Braaaps” comprised on- and off-road ring-ding superstars, like the 1986 Suzuki RG500 Gamma from Matt Torrens of California. Other classes highlighted minibikes, BMW /5 Series motorcycles, and the Harley-Davidson XR-750, a crowd favorite and one of the most successful racebikes of all time.
While this is a very social event, it’s the bikes that are the primary draw, and there was no shortage of interesting, amazing, and historical hardware to ogle. Vintage machines wearing a time-earned patina or lovingly restored to original or better condition by the best in their field are most prevalent, but the show also includes bikes from some of the icons of the custom motorcycle world, like Max Hazan from Hazan Motorworks in Los Angeles. Hazan’s wildly custom and beautiful 1951 Vincent Rapide won Best of Show, a controversial choice to some given the irreverent nature of customs based on famous vintage bikes.
Chris Carter of Motion Pro accepts the Spirit of the Quail award for his multiple championship-winning 1984 Honda RS750.
But the 40-plus judges on the committee, led by veteran Chief Judge Somer Hooker, also gave top awards in many other classes to near-perfect history-making motorcycles. An incredible 1984 Honda RS750, for example, ridden to three Grand National Championships by Bubba Shobert (and owned by Chris Carter of Motion Pro) was given the Spirit of the Quail award.
The “mini bikes | BIG FUN” class was highlighted by this 1968 Honda Z50, which Steve McQueen had customized by Von Dutch.
Yamaha brought a fleet of famous flat-trackers from its racing past, like the 1977-78 Kenny Roberts Racing Specialties-designed, monoshock-framed MX250, one of two bikes champion racer Jeff Haney rode to multiple lap records during his undefeated 1978 season at Ascot Park. Arch Motorcycles, the company started by actor Keanu Reeves, was there with its pricey, out-of-this-world production bikes.
The Gathering was also a rare opportunity to try out apparel like airbag vests from Helite or cool jackets from Walter Leather Company, and a silent auction supporting the Monterey County Youth Museum offered everything from golf at the Quail Lodge & Golf Club to stays at The Peninsula Chicago and New York hotels.
“The success of this year’s The Quail Motorcycle Gathering was truly overwhelming,” said McCall. “From the immense support of our incredible sponsors to the amazing spectators and the diverse demonstration of remarkable motorcycles and classic cars, we are so proud to have come back stronger than ever and are excited to see what 2023 will bring.”
Former AMA pro racer and industry legend Thad Wolff (left) with his arm around Rider’s longtime Editor, Mark Tuttle. Wolff competes in ARHMA trials on his restored 1964 Triumph Tiger Cub, which he entered in the Competition Off Road class.
Me too! Next year, The Quail Motorcycle Gathering is scheduled for Saturday, May 6, 2023. Tickets will go on sale this fall, and it’s likely the all-inclusive passes will be limited in number and sell out again, so be sure to put it on the calendar.
Francesco Bagnaia (Ducati Lenovo Team) started from pole position and bolted into in an early lead, with the Championship’s top two Aleix Espargaro (Aprilia Racing) and Fabio Quartararo (Monster Energy Yamaha MotoGP™ Team) in hot pursuit, but, on the fifth lap, the Frenchman went down at Turn 5 which took the Aprilia rider with him into the gravel. Both riders rejoined the race, Espargaro in P15, and Quartararo at the back of the back.
Not having a motorcycle is no excuse for not attending this year’s Sturgis rally in the Black Hills of South Dakota. Now you can fly into the Rapid City airport and pick up a touring, adventure, or plain old street bike. Wow, this even avoids the stigma of trailering your motorcycle in. Win/win. The official dates for this year’s rally are August 5 to Aug. 14.
Rapid City Regional Airport Press Release:
MOTORCYCLE RENTALS ARE NOW AVAILABLE AT THE
RAPID CITY REGIONAL AIRPORT TERMINAL
RAPID CITY, S.D. (6/30/2022) – Rapid City Regional Airport has partnered with EagleRider, the world’s largest motorcycle rental company, to offer visitors a chance to experience Sturgis Bike Week and the Black Hills on two wheels.
The annual Sturgis Motorcycle Rally is expected to bring over 500,000 motorcycle enthusiasts to Western South Dakota.
A variety of touring, adventure and street bikes will be waiting for guests at the airport terminal during July and August of 2022. Reservations can be made in advance at:
“Riding Motorcycles is a quintessential experience for many in the Black Hills. We saw an opportunity to serve a large segment of travelers who are interested in renting bikes to visit nearby attractions including Mt. Rushmore and Sturgis” said Patrick Dame, Airport Executive Director. “We believe that this added amenity will be convenient for guests, and support the airport’s vision of providing world class transportation services while enhancing economicgrowth.”
Scott A. Williams, Rider contributor, smiles with his bike on a dirt path.
Our guest on Episode 41 of the Rider Magazine Insider Podcast is Scott A. Williams, who has been a regular contributor to Rider for two decades. A lifelong New Englander, Scott is a storyteller. His writing reflects the insights of a regular guy with a keen sense of observation and a passion for exploring on two wheels. Scott’s motorcycle touring features are less about “turn here, then turn there” and more about the culture of the regions he rides through and the people he meets along the way. His columns consider the rider’s experience, viewed through the lens of his personal encounters. Known as “Bones” since he was a little kid, Scott had been a Rider magazine subscriber for years when it occurred to him, “I’m a writer and a rider, I should write for Rider.” Twenty years ago, he made a story pitch to then-editor Mark Tuttle, and since then he has written nearly a hundred pieces for what he will tell you is still his favorite magazine. Check out some of Scott’s writing for Rider via the links below.
You can listen to Episode 40 on iTunes, Spotify, and SoundCloud, or via the Rider Magazine Insider webpage. Please subscribe, leave us a 5-star rating, and tell your friends! Scroll down for a list of previous episodes.
Honda is making ‘vehicles that think’ by working on a bit of safety tech to act as a last-ditch emergency step.
The goal? Keeping our roads as safe as humanly possible – and Honda is borrowing from their auto lineup for the challenge.
The incubating Lane Keeping Assist System (LKAS) is already something that exists in Honda’s cars; a forward-facing camera mounted above the inside rearview mirror ‘works proactively to keep the vehicle centered in a detected lane.’ (via Honda)
A view of Honda’s Lane-Keeping Assist (LKAS) technology, currently present in her cars. Media sourced from Honda (Sioux City).
“If the LKAS system has been engaged and you start to drift away from the middle of the lane, it will gently apply steering torque and help guide the car back to the center of the lane,” adds the brand.
Now, recently surfaced patent applications show the two-wheeled version of the same system in all her glory, with MCN detailing how her new bit of tech will influence our daily scoot.
Images from Honda’s recent patent application. Media sourced from MCN.
“The system is tied in with sensors including a front radar and camera to keep an eye on the white lines and the traffic ahead, but the main element is an actuator that looks rather like a rotary steering damper,” states the report.
“Inside, there’s a magnetostrictive torque sensor that monitors changes in magnetic flux to tell whether the rider is making steering inputs and an electric motor to introduce inputs of its own.”
Images from Honda’s recent patent application. Media sourced from MCN.
(If you’re worried you’re about to mount a moto-robot nightmare, you can rest easy; the system DOES use countersteering to suggest a change of direction, but only very briefly – and it doesn’t take over entirely.)
We’ve also got some extra tidbits of how the system works with the rider;
If you resist the system, it will stop trying to suggest its algorithm
It’s designed to only operate in emergencies, acting as a safety net
When in use, it will work alongside the bike’s radar and ABS
A Honda supersport model. Media sourced from Honda.
Bottom line, we’re eager to see how Honda’s newest tech addition works in daily life and will be keeping an ear down for updates as they trickle down the proverbial grapevine.
Given Honda’s goal to ‘slash car and motorcycle deaths by half in the next eight years and bring the number to zero by 2050,’ we’re anticipating the system will be introduced on the front end of the forecasted 2030s.
For other news like this, be sure to check back at our webpage; drop a comment below letting us kow what you think, and as ever – stay safe on the twisties.
However, Dovizioso, Quartararo and Viñales’ form dropped in the second half of the season, while Mir was Mr Consistent. The Spaniard more than doubled Quartararo’s points tally in the Championship chase, with four podiums – including a maiden win – in the final seven races enough to seal Mir the premier class crown.
Experience Aprilia’s new Tuareg in one of the best places for adventure!
Begin Press Release:
APRILIA INTRODUCES THE TUAREG EXPERIENCE TO NORTH AMERICA, WITH A DREAM ADVENTURE RIDE THROUGH BAJA CALIFORNIA
APRILIA OFFERS THE POSSIBILITY TO ALL MOTORCYCLISTS TO DIVE INTO THE WORLD OF ADVENTURE ON THE SADDLE OF THE APRILIA TUAREG 660, THE NEW TECHNOLOGICAL REFERENCE AMONG ADVENTURE BIKES
NEW YORK – 25 JULY 2022 – Born to explore the world and designed to be a companion in everyday adventures, offroad and on the road, the Aprilia Tuareg 660 is now available to all those who wish to test its qualities and satisfy their thirst for discovery.
A unique experiential opportunity for those who crave a mix of tarmac and terra firma, and environment that spans from coast to crestline, the Aprilia Tuareg Experience for Baja California is an evocative motorcycle journey that celebrates the best of Baja, with Italian performance and style.
The experience is a guided adventure which includes rental of an Aprilia Tuareg 660, as well as all meals and lodging. Spanning 6 total days, the activity begins in San Diego, California in a loop that brings the tour on and off-road to Ensenada, San Felipe, LA Bay, Cataviña and back north for an unforgettable journey that celebrates the best mix of dirt, asphalt, sea salt and petrol. Join Aprilia in the first North American activity of its kind, crossing borders and terrain, on the adventure categories most exciting new offering.
The tour will include a limited group participation, with an expectation of riding most of the day on each day, over a variety of technical roads and environments. Experienced motorcyclists, with a minimum intermediate capability of experience in dual-sport are encouraged to join. The itinerary will cover more than 1000 miles, over six days, which is detailed below.
Day 1 – San Diego – Ensenada
After arriving in San Diego to meet for a reception dinner the night before, guests are now ready to ride, and assigned their machines for the journey. The first day is a taste test of all terrain, from the coastline of San Diego, through the mountains and into the desert before cutting back through Mexico toward the coast for the night. The ride heads east through the Otay Mountain Wilderness, with a mix of twisty roads and off-road terrain before arriving at the Tecate border crossing into Baja California. Once over the border the group will head southwest through the villa de Guadelipe on the Ruta de Vino, and into Ensenada where the first day ends in time to appreciate the unmatched sunset over the Pacific Ocean.
Day 2 – Ensenada – San Felipe
The second day is not for the faint of heart, the tour goes full gas, nearly 275 miles the San Martir Mountains National Park, tracing the steps of the hill climb, to arrive at the Observatory for a beautiful lunch vista. The group heads down and out to the Gulf of California, where the second day of riding will end in San Felipe.
Day 3 – San Felipe to Bahia de los Angeles
The journey continues south on the third day, again taking in coastal views, this time from the east, mixing dirt and asphalt along the way. The trip begins to show the real capability of these middle weight bikes now as the road opens up in the desert landscape on the east side of baja. With the miles adding up the group arrives at the southernmost part of the trip, in the “Bay of LA”.
Day 4 – Bahia de Los Angeles to Cataviña
Heading north from Bahia de Los Angeles, the fourth day will be a test of mixed road conditions traversing the interior of Baja. A mixed desert landscape, the tour will navigate across the desert spending long stretches off-road. After many challenging miles in the desert, putting a kickstand down will be especially rewarding when arriving in Cataviña, with a chance to remove the boots, wash away the dust, and enjoy some well-deserved resfreshment.
Day 5 – Cataviña to Ensenada
The tour heads to the Pacific coastline for the penultimate day of the activity, closing the loop as we head back into Ensenada. The coastline is celebrated for its open nature, giving the group many chances to take in sights turning in and out of the disparate coastline roads, asphalt, gravel, sand is all on the menu for the day, and with a bit of luck and good timing, some celebrated seafood of Ensenada before setting out on our final day.
Day 6 – Ensenada to San Diego
On the last ride day, the tour takes a casual detour throughout the remaining coastal cities as the parade of Tuareg 660’s inch closer to the Tijuana border. A more casual day, mixed with a few sites, some last delicious bites, and a hope of limited traffic to arrive back in San Diego to complete the tour. With many miles, countless smiles, and some new riding stories the group wraps up with a nice meal before parting ways.
