Who will make their early mark in the first round of five? Be sure to tune in on Friday the 27th of May at 19:00 (GMT +2) as the definitive stage of the 2022 MotoGP™ eSport Championship gets underway!
Homologation works at the KymiRing, together with the risks caused by the ongoing geopolitical situation in the region, have sadly obliged the cancellation of the Finnish Grand Prix in 2022. The current circumstances have created delays and put the ongoing work at the new circuit at risk. All parties have therefore agreed that the track’s debut must be postponed to 2023, when MotoGP™ looks forward to returning to Finland for the first time in four decades.
What’s passed is past: The M RR 50 Years M Anniversary model, ready for track duty, sans mirrors. (BMW Motorrad/)
Happy birthday, BMW Motorsport! You’re now all of 50 years old. To celebrate the iconic Bavarian performance division’s birthday, BMW Motorrad has gifted us with the BMW M 1000 RR 50 Years M Anniversary model. Building on the familiar M 1000 RR superbike from 2020, the M RR 50 Years M model brings significant upgrades to an already serious track bike.
Dressed in São Paulo Yellow, as were many of its legendary 1970s and ‘80s M forebears, the M Package features carbon fiber wheels, a lightened and adjustable anodized aluminum swingarm, a lightweight lithium-ion battery, and a taller windscreen, in addition to weight-saving aluminum and carbon fiber bits.
About those bits. The M Carbon Package ($32,495 MSRP plus $4,500) comes with carbon fiber front and rear fenders, upper fairing side panels, tank covers, chain guard, and sprocket cover. The M Billet Package includes billet aluminum engine guards, folding brake and clutch levers, rearsets and front brake lever guard. Rounding things out, an M Endurance chain, rear seat cover and passenger kit, and the expected complement of M badging designed especially for the 50 Years Anniversary observance. Oh, and also GPS Lap Timer trigger software.
Still got that checkbook out? Keep it pinned with optional accessories like a radiator guard, two tinted windshield options, M tire warmers, and an M cover kit in the unlikely event of your parking your M edition sportbike outside.
If you’re not fully moved by this motorsports moment, the “standard” M 1000 RR features all the rider aids, controls, and assists you’d expect. Plus, rider modes (Rain, Road, Dynamic, Race, Race Pro 1-3) offer a spectrum of ride experience to match ambitions and road conditions. Displaying all of this is a generous 6.5-inch TFT display.
The horse behind the curtains is the liquid-cooled 999cc inline-four with four titanium valves per cylinder putting out 205 hp at 13,000 rpm and 83 pound-feet torque at 11,000 rpm. It could likely take you a bit further than the electronically limited 189 mph top speed.
The blue, violet, and red badge has always stood as a minimalist marker of sleeper power in streetable guise, but the 50 Years Anniversary M Package offers the familiar overstatement of the BMW M GmbH’s race livery. Even if the record of M’s historic involvement with Motorrad before 2020 is spotty—make that slim to none—this M Package still speaks to the M-class purpose of a barely civilized track machine allowed to legally prowl the streets.
2022 BMW M 1000 RR 50 Years M Anniversary Edition Technical Specifications and Price
See you later: The M RR 50 Years M, with required legal niceties. (BMW Motorrad/)
M Class 101: BMW blue + red for motorsports = violet, meaning a combination of the two. (BMW Motorrad/)
The M RR 50 Years M Anniversary model, with the legendary BMW 3.0 CSL and M1 Procar. (BMW Motorrad/)
What a difference 37 years makes. The M RR 50 Years M Anniversary model with Helmut Dähne and Hans-Otto Butenuth’s production TT <a href=”https://www.motorcyclistonline.com/1974-bmw-r90s-archive/” target=”_blank”>R90S</a>. (BMW Motorrad/)
As we reported in our coverage of the recent MotoAmerica round at VIR, Danilo Petrucci was far from impressed with the medical response given to him when he crashed after crossing the finishing line for third place in a MotoAmerica Superbike race on the weekend.
Danilo Petrucci posted the following images and statement on Instagram.
“Just to inform you, I crashed at 280 km/h under the finish line that’s on a sixth gear corner for avoid touching another rider. I hit three sponsors signs with my body, multiple burns, multiple hematomas and a deep cut on the ankle with five stitches. I rolled for over 100 metres, maybe one of the worst crash of my entire career. And I lying down for over two minutes with no assistance, hearing the bikes passes next to me, till I stand up by myself and went alone to the medical centre.”
MotoAmerica has issued the following statement regarding the single-bike incident at the completion of the MotoAmerica Medallia Superbike race on Sunday, May 22, at VIRginia International Raceway, round three of the MotoAmerica Championship.
MotoAmerica Statement
On Sunday afternoon at VIR, there was an accident at the end of the Medallia Superbike race in which Danilo Petrucci crashed after crossing the finish line in third place. Unfortunately, the crash itself occurred off camera. Race Direction witnessed the end of the crash and immediately acted. As appropriate, a yellow caution flag was deployed. By this time, eighth-place finisher Ashton Yates had crossed the finish line, 27 seconds behind Petrucci. Roughly 17 seconds later, race direction could see that Petrucci was on his feet and appeared to be not seriously injured. Although Petrucci’s crash occurred in a fast section of the racetrack, it’s also an area with the most run-off of any track at which MotoAmerica rounds are held. A sliding Petrucci also struck a single lightweight sponsor sign that consequently gave way as it is designed to do. Petrucci was up and continued walking and stood trackside until he deemed it was safe to walk across the track. He was then met by MotoAmerica staff and escorted in a vehicle to the trackside Medical Centre, which was some 200 yards from the site of the incident. At that point, roughly three minutes had passed, and Petrucci was treated for his injuries.
“Attention to detail is paramount when it comes to safety and the safety of our riders is our number-one priority,” said MotoAmerica President Wayne Rainey. “That’s where we start, and our process goes forward from there. In MotoAmerica’s eight years of racing, we have never neglected a rider who was injured. I have nothing but respect for Danilo (Petrucci) and his safety and the safety of all our riders is of the utmost importance. We will never minimise a rider’s injury nor their views of the incident that took place. We needed to get to Danilo more quickly and we will study the incident and will make changes where necessary. The situation was made even more difficult in that, although the crash was after the chequered flag, the track was still hot with riders still at speed and thus mobilising workers becomes more difficult. Additionally, Race Direction places a lot of emphasis on what they witness of a rider’s actions following an incident. Petrucci was standing and walking under his own power and that quickly lessens the severity of the response. We hope Danilo’s injuries are healing and he’s feeling better. And we look forward to seeing him at Road America.”
A European press release from Italy is talking about Yamaha’s recent move to make their popular XSR900 A2-compliant, in an effort to reach a wider range of riders – and rumors are saying that the trimmed machine will possibly be in European markets as early September.
A quarter view of this year’s XSR900. Photo courtesy of CycleWorld.
“Riders must be at least 18 years old to obtain an A2 license,” explains a report from RideApart.
“Bikes within the category must not exceed 47 horsepower, and riders must keep the A2 status for two years before moving up to the full A license. Unless the rider is 24 years of age or older, they cannot skip the intermediate A2 class, forcing many youngsters to learn the ropes on more manageable bikes.”
A quarter view of this year’s XSR900. Photo courtesy of MotoWorld.
We can’t wait to see how Yammie will be refreshing the XSR900 to comply with those regulations. Stay tuned, since the hints of a September drop for this beastie will likely mean upcoming updates as to how the brand plans on going about the XSR900’s refresh.
Drop a comment letting us know what you think, and as ever – stay safe on the twisties.
There are two riding modes: Street and Supermoto. Each mode gives full power but with its own throttle map. (Sebas Romero, Marco Campelli/)
GasGas set out to reinvent its brand in 2020, breaking out from the niche trials-bike market to contest the Moto3 championship. That audacious move was quickly followed by success at the famous Dakar Rally last January. And this spring, the factory raised its profile further by badging Jake Dixon’s Moto2 Triumph-powered Kalex as a GasGas. Now GasGas launches its first production streetbike, the SM 700.
The catalyst behind the transformation of the Spanish manufacturer is parent company Pierer Mobility, which also owns KTM and Husqvarna, two established off-road marques now forging new futures in the road sector. That means no prizes for working out that the “new” SM 700 supermoto shares just about everything with the KTM 690 SMC R and Husqvarna 701. In fact, the 693cc 74 hp single-cylinder engine is identical, as is the fully adjustable WP suspension and trellis frame. Only its cast wheels and dramatic red paintwork separate it from its hooligan siblings.
Opting to venture into the road market with a supermoto certainly makes sense, especially so given that the supermoto scene emerged out of dirt riding. But the aggressive characteristics of bikes in the class aren’t for everyone, and their popularity has waned since the golden supermoto days of the mid-1990s.
Single-cylinder engines, light, slim, and ideal for twisty supermoto tracks, are unfashionable as well these days. But the KTM-developed LC4 is a sophisticated and versatile motor. It weighs just 78.3 pounds, including the electric start, throttle body, clutch, and coolant lines, and is supported by two riding modes, Street and Supermoto, which are refreshingly simple to use. An up-and-down quickshifter comes as standard, along with that must-have on all supermoto machines, a slipper clutch; on the GasGas, it’s hydraulically operated.
Below 2,500 rpm, especially in the higher gears, it’s a little lumpy. But tap back on the quickshifter and it will pull cleanly. Short-shifting through the torque of the midrange is a satisfying experience, allowing you to make quick progress on the road. Fueling is precise and smooth, another massive step forward from the single-cylinder bikes of times gone, and while vibrations are noticeable they are anything but intrusive at 70 mph cruising speeds.
But the real difference between this and older singles is that you can also thrash the GasGas and have some serious fun. On the track you can hold onto a gear for longer than you’d expect, occasionally bouncing it off the rev limiter between corners, and the GasGas loves it. Tuck down behind its wide supermoto bars and it will breeze past an indicated 100 mph and onward to 110 mph.
Yes, 324 pounds (dry) plus 74 hp and 54.2 pound-feet should equal some serious fun. Add fully adjustable WP suspension and Continental Attack SM rubber on 17-inch wheels, and clearly it’s time to find a racetrack. Preferably a tight one.
There are three ways to ride this thing. Conventionally, sitting still on the racy seat and using the single’s pleasing dollops of torque, which feels a bit lazy on a bike this intense but is a great way to revel in its chassis’ responsiveness. Traditionally, supermoto style, with weight forward, inside leg out, braking later than late, sliding the rear to the apex as you push the bike down into the corner before turning and firing out. Or knee down, as if on a normal sportbike at a trackday, with your weight off the inside of the bike, knee skimming the curb before pushing the bike upright on the exit.
The GasGas loves all three. Ride conventionally on the road, then get to the track or even a fast switchback mountain pass and hit it supermoto style or knee down. It steers so quickly, and is so lacking in mass and bulk compared to normal bikes, that it takes a period of adjustment to get fully onto its wavelength. Those wide bars work like long levers and make the steering super light. They’re aided, in all probability, by the SM’s cast wheels, which are fractionally lighter than the spoked rims on the KTM and Husqvarna, two bikes that hardly steer like a pair of raked-out cruisers.
The SM 700 is also beautifully set up. On the racetrack there was no need to adjust the fully adjustable WP suspension, or even drop the tire pressures; just roll into turn one and have fun. A twisty track is where the GasGas truly shines, and unlike a 200 hp superbike, the bike is brilliant at relatively low speeds. You’re not wrestling 400 pounds, just riding a bike that wants to get you into and out of the next corner as quickly as possible. And after a 20-minute track session, instead of feeling drained, you’re keen for another fun session.
This was my first time on the Continental Attack SM tires, which were faultless on the road and track. Even when the pegs started to tickle the surface, I still felt confident in the grip and feel. And while the SM 700 generates superb mechanical grip, there are also excellent rider aids to fall back on. Traction control and ABS are both lean-sensitive in the Street mode. In Supermoto mode the TC will allow a small slide and the ABS is active on the front wheel only. Use the bike’s torque, get on the power incredibly early, and the chassis and traction control find grip and propel you forward; you dart away from the apex like a greyhound after a rabbit.
Braking is looked after by a huge 320mm disc and Brembo four-piston Monoblock caliper, which do the job nicely and are supported by the Bosch cornering ABS system, a vital part of the package given that we’re not all supermoto experts. The added safety of the corning ABS gives you the confidence to brake hard and deep to the apex, while selecting Supermoto mode disengages the rear and allows you to drift into corners, or just pull big skids while pretending to look good. Away from the track, the stoppers have a lovely feel and an adjustable lever. Again, the lean-sensitive ABS will come in useful in mixed conditions, and when carving up city traffic, which the GasGas will do all too easily.
There is a practical side to the SM 700. Service intervals are every 6,000 miles. Fuel consumption should be good, with GasGas quoting 4.1 liters/100km, or 57.4 mpg, which from the 3.6-gallon fuel tank (filled from the rear) will give a theoretical range of 206 miles. That’s over 150 miles before you’ll need to search for fuel. And, frankly, after 120 miles or close to two hours in the thin saddle, you’ll want a break.
Verdict
Like its KTM sibling, the GasGas SM 700 is a well-judged balance of aggression and rideability for both track and road, supported by easy-to-use rider aids. The elephant in the room is the fact that it is essentially a KTM 690 SMC R in red with unique styling and cast wheels, which don’t make a huge difference to anything except looks. But copying the KTM makes sense. It has the best, most powerful single-cylinder engine on the market, brilliant handling, and a suite of usable rider aids that make supermoto riding more accessible to normal motorcyclists. It’s logical to just add your own design twist, logo, and culture.
This is an ideal second bike, albeit a pricey one, to have in the back of the garage for when you simply want to have fun, and for that reason I love it. And dare I say I prefer red over orange.
Cornering ABS and TC for the road in Street, and ABS just on the front, and less sensitive TC on the rear in Supermoto. The front wheel will lift a fraction in Street mode, a foot or so off the ground depending on speed and gear. (Sebas Romero, Marco Campelli/)
For effortless wheelies you’ll need to opt for the Supermoto mode. (Sebas Romero, Marco Campelli/)
Should you wish, TC can be turned off, but it can’t be trimmed—it’s either Street or Supermoto or off. Cornering ABS can’t be switched off either, but the rear can be disengaged. (Sebas Romero, Marco Campelli/)
An up-and-down quickshifter comes as standard, disabling the clutch, and works the same in each mode. (Sebas Romero, Marco Campelli/)
GasGas offers all the aftermarket goodies you’ll need for the track: hand guards, crash protection, service pit mat, tools, and obviously, a choice of three slip-on street exhausts. (Sebas Romero, Marco Campelli/)
Away from the track, there are rear racks, smartphone brackets, and an ergo seat. (Sebas Romero, Marco Campelli/)
Yes, that is MotoGP legend Sete Gibernau who joined us on track, which incidentally was in his back garden. Sete was great fun, and our instructor for the afternoon. (Sebas Romero, Marco Campelli/)
Wheels are cast, no longer spoked as on the KTM and Husqvarna. They reduce the weight slightly (1.1 pounds) and give the GasGas an individual look. (Sebas Romero, Marco Campelli/)
The GasGas boasts a peak power figure of 74 hp at 8,000 rpm, and a peak torque output of 54.2 pound-feet at 6,500 rpm. (Sebas Romero, Marco Campelli/)
The LC4 motor was updated in 2019 and given a 7 hp boost in the process, which makes it the most powerful single-cylinder engine available today. (Sebas Romero, Marco Campelli/)
Service intervals are every 10,000 kilometers or 6,000 miles. (Sebas Romero, Marco Campelli/)
The LC4 motor weighs just 96 pounds, including the electric start, throttle body, clutch, and coolant lines. (Sebas Romero, Marco Campelli/)
Style, performance, weather protection, comfort, safety, infotainment – whatever a rider and passenger might need, the Pursuit provides. Photos by Kevin Wing.
Indian Motorcycle, now in its ninth model year since being relaunched under Polaris ownership, continues to expand its range of American-made V-Twins. Less beholden to tradition than Harley-Davidson, Indian has embraced liquid-cooled engines since the introduction of the Scout for 2015. The air-cooled Thunderstroke V-Twin is still available on Indian’s Chief, Springfield, and Roadmaster models, but radiators are found across the Scout cruiser and FTR street-tracker lineups, and the liquid-cooled PowerPlus 108 powers the Challenger bagger that was introduced for 2020.
Measuring 8.2 ft from stem to stern and weighing 925 lbs ready to ride, the Pursuit is large and in charge, just as an American luxury tourer should be.
Joining the Challenger for 2022 is the new Pursuit, a full-dress tourer that adds a top trunk with an integrated passenger backrest, vented fairing lowers, a Touring Comfort seat, and heated grips. The Pursuit is available in two versions: the Limited with chrome finishes (starting at $29,999) and the Dark Horse with blacked-out finishes (starting at $30,999).
Both versions of the Pursuit are available with a Premium Package ($3,000) that adds electronically adjustable rear suspension preload, Smart Lean Technology, integrated driving lights, and heated seats for both the rider and passenger.
The optional Premium Package includes Smart Lean Technology, which adds an IMU and cornering-adaptive ABS and traction control.
After the Pursuit was unveiled in February and first shown to the public at Daytona Bike Week, Rider got early access to a Premium-equipped Pursuit Limited for a full test.
Power to the People
All of Indian’s liquid-cooled V-Twins share some common elements. They have a 60-degree spread between their cylinders, four valves per cylinder, and high compression ratios. Unlike the DOHC valvetrain on the Scouts and FTRs, however, the PowerPlus 108 in the Challenger and Pursuit models uses SOHC with hydraulic cam-chain tensioners and hydraulic valve lash adjusters.
The PowerPlus 108 is a liquid-cooled, 60-degree V-Twin with SOHC, four valves per cylinder, and a 11.0:1 compression ratio that makes 113 lb-ft of torque and 108 hp at the rear wheel.
Indian went all-in with full conventional liquid cooling on the PowerPlus rather than the partial liquid cooling used on Harley-Davidson’s Twin-Cooled Milwaukee-Eight. The frame downtubes on the Challenger and Pursuit wrap around a large black radiator to downplay its presence. Full liquid cooling improves an engine’s thermal efficiency, more effectively manages temperature in a wide range of conditions, and more easily satisfies increasingly stringent emissions regulations. Liquid cooling also improves performance, fuel efficiency, and comfort for the rider and passenger. Heat radiating from the engine was not a problem during our test of the Pursuit. Like other Indian tourers, it has rear-cylinder deactivation that kicks in when the bike is idling at a stop.
Displacing 108 cubic inches (1,768cc), the PowerPlus churns out a claimed 128 lb-ft of torque and 122 hp at the crank. After working its way through the clutch, gearbox, and belt final drive, engine output was 113 lb-ft of torque at 3,500 rpm and 108 hp at 5,600 rpm at the rear wheel on Jett Tuning’s dyno. Even though a pair of big 4.25-inch pistons work through a 3.8-inch stroke, the PowerPlus revs eagerly from idle all the way to its 6,500-rpm redline.
Taking advantage of 31 degrees of cornering clearance.
The Pursuit Limited with the Premium Package weighs a hefty 925 lbs, but it pulls away from stops authoritatively and lunges forward with quick twists of the throttle. Three ride modes – Standard, Sport, and Rain – adjust the throttle-response map to suit conditions or preferences. When it’s time to just cruise, shifting into the overdriven top gear of the 6-speed constant-mesh transmission turns the engine at a relaxed 2,500 rpm at 60 mph, and cruise control is standard.
We’re In This Together
A big part of what distinguishes the Challenger from the Pursuit is the latter’s top trunk with integrated passenger backrest. A two-up test ride with my wife, Carrie, earned high marks for the passenger accommodations. The wrap-around backrest provides both comfort and security, and we both appreciate the firm-yet-supportive Touring Comfort seat. There are separate seat heating controls for the rider and passenger, with individual buttons on the left side of the seat. The Ride Command+ touchscreen can also be used to activate seat heaters as well as the heated grips.
The plush Touring Comfort seat has separate rider and passenger heating.
Carrie also liked the passenger footboards and speakers integrated into the backrest, which allowed her to hear and feel the music when we cranked up the tunes on the 100-watt audio system. What she was less enamored with, however, was the amount of bobblehead helmet buffeting she experienced when the electric windscreen was in the lowest position. That’s my favored position for the windscreen because it allows me to see over the top of the screen while providing wind protection for my upper torso.
Shown in its highest position, the windscreen is adjustable over a 3-inch range. The large vent at the bottom smooths airflow when the screen is raised.
Raising the windscreen to its highest position did a fantastic job of reducing turbulence and noise for both of us, though it forced me to look through the screen. With the screen all the way up, there’s an almost eerily quiet bubble within the cockpit, isolating the rider and passenger and allowing the thrum of the engine to be the primary soundtrack. In all, the windscreen has 3 inches of height range, so riders and passengers of different heights and preferences should be able to find a happy medium. On warmer days, opening the vents on the lowers and inner fairing boosts airflow through the cockpit.
Large vents in the fairing lowers can be opened or closed on the fly.
The electronically adjustable preload on the Fox rear shock is a convenient, useful feature. On the Ride Command+ touchscreen, the rider can make various selections: Solo or Passenger; No Luggage, Light Luggage, or Heavy Luggage; and Trunk or No Trunk. The rider’s weight can also be set, and preload can be fine-tuned up or down in two increments. The system is user-friendly and makes a significant difference in how the Pursuit handles under different load conditions. (It’s available as a $999.99 accessory upgrade on all 2022 Challenger and Pursuit models.)
The Pursuit’s radiator is discreetly tucked between the frame’s downtubes. Brembo 4-piston front calipers squeezing 320mm rotors are serious anchors, and ABS is standard.
Like the Challenger, the Pursuit delivers a comfortable ride and responds predictably and confidently to steering inputs when pushed hard through a series of corners. With 31 degrees of cornering clearance, the footboards rarely scrape the pavement. The frame-mounted fairing takes weight off the handlebar, giving the big tourer a neutral, low-effort steering feel when applying pressure to the grips.
Part of what gives the Pursuit such poise is its modular aluminum backbone frame, which is shared with the Challenger and similar to the one used on the Chieftain. The frame is rock-solid, and despite having hundreds of pounds of engine, motorcycle, humans, and gear trying to twist it out of shape, it remains as unmovable as a mountain. This is the same frame that, by regulation, must be kept in stock form for the MotoAmerica King Of The Baggers series, where Indian’s factory team regularly wins races on Challengers.
Thanks to a stout modular aluminum backbone frame, the Pursuit feels solid and responsive at speed and in corners. The suspension is tuned more for comfort than performance, but it holds its own with the rear preload set properly.
A pair of 4-piston Brembo front calipers clamping down on big 320mm rotors and a 2-piston Brembo rear caliper squeezing a 298mm rotor provide prodigious stopping power. The front brake lever is adjustable for reach, but the clutch lever is not. ABS and TC are standard on the Pursuit, and the Premium Package goes a step further by adding an IMU that enables lean-angle-adaptive ABS and TC as well as drag-torque control.
Take It with You
The Pursuit’s top trunk is the same one used on Roadmaster models, and it’s a cavernous cavity that holds two full-face helmets. It’s also lined with durable gray fabric and has a 12-volt power socket. If the Pursuit’s 35 gallons (132 liters) of storage aren’t enough, the trunk has a chrome luggage rack on top for lashing down your kitchen sink. The keyless fob has buttons to lock and unlock the luggage remotely. There are also two small, non-locking storage cubbies in the fairing, and the one on the right has a USB port for connecting/charging a smartphone or thumb drive. Under a flip cover on the dash is another 12-volt outlet, so none of your devices should feel neglected.
The Pursuit’s trunk has 17 gallons (64.4 liters) of cargo capacity – enough to hold two full-face helmets. A 12-volt power socket keeps devices charged as you ride.
Indian’s Ride Command+ is one of the most feature-rich and flexible infotainment systems available. Mission control is the 7-inch touchscreen, which has multiple screens for vehicle info, settings, navigation, music, and more. A button on the left switchgear allows riders to quickly toggle through the screens, and there are five prominent buttons below the screen to directly access specific functions. Vehicle/trip info screens can be customized by moving or swapping out different widgets, so you always have your favorite stats in one place.
Ride Command+ includes tire-pressure monitoring, Bluetooth connectivity, Apple CarPlay integration (which requires an iPhone and a Bluetooth headset), GPS navigation with turn-by-turn directions and built-in points of interest, and a customizable route builder that allows riders to add up to 100 waypoints. Pursuit owners get a free year of Ride Command+ connected features, which include live traffic and weather overlays, as well as a new vehicle locator feature that works through Indian’s Ride Command mobile app or website (after the first year, a Ride Command+ subscription costs $99.99/year).
Indian’s Ride Command+ is one of the best infotainment systems available. Electronically adjustable rear preload can be set using the touchscreen.
Hot Pursuit
Baggers and tourers are big motorcycles that can pack in a lot of performance, technology, and amenities. But without style they’d be like the shy, pimply-faced teenager at the school dance, staring at his shoes with no one to dance with. Going down the road in a big American V-Twin needs to make a visual statement.
Leading the charge is a trim fender topped with an illuminated Indian headdress ornament. The fender hugs a 19-inch Sport Contrast Cut cast-aluminum front wheel, which is paired with a 16-incher out back, and both are shod with Metzeler Cruisetec tires. The Pursuit’s massive, wide-mouth, frame-mounted fairing has a large central LED headlight flanked by LED running lights/turnsignals.
Outboard of the frame downtubes are highway bars and large fairing lowers that provide leg protection and house driving lights (on Premium-equipped models). Toward the rear are tip-over bars just ahead of the saddlebags, and the bags have black-plastic panels that protect their leading edges and lower sides from rock chips and other road debris.
Our Pursuit Limited test bike is painted a lustrous Deepwater Metallic blue (it’s also available in Black Metallic and Maroon Metallic over Crimson Metallic; the Pursuit Dark Horse is available in four other colorways), and it has just the right amount of chrome and Indian badging. The Pursuit’s trunk gives it more visual weight at the rear to balance out the large fairing. Overall, it’s a handsome machine that will make owners feel a sense of pride and confidence when going down the road or parking it on bike night.
Total storage capacity on the Pursuit is 35 gallons (132 liters), including the top trunk, saddlebags, and storage cubbies in the front fairing. There’s also a luggage rack on the trunk, and accessory storage compartments can be added to the fairing lowers.
It’s About the Ride
With my feet up on the floorboards and my fundament down in the diamond-stitched seat, taking a long ride on the Pursuit reminded me of why we picked the Challenger as our 2020 Motorcycle of the Year. As we wrote in our September 2020 issue:
“The PowerPlus 108 … offers the performance, comfort, and lower emissions that only liquid cooling can provide, and delivers impressive grunt and smoothness with the rumbling character that makes V-Twins so popular. That plus muscular, modern style, an excellent chassis, a full range of available technology, generous wind protection and luggage capacity, and plenty of long-haul comfort make the Challenger a really great bagger.”
The Pursuit advances to the Challenger platform with greater touring capability, improving comfort, convenience, weather protection, and cargo capacity. Equipped with the Premium Package, the Pursuit Limited and Pursuit Dark Horse are fully featured and leave nothing on the table. Still, motorcyclists love to customize their machines. Indian’s accessories include performance upgrades, speakers for the fairing lowers and saddlebag lids, a Pathfinder Adaptive LED headlight, and more.
Passionate V-Twin fans love to debate the merits of air versus liquid cooling, loud versus quiet exhausts, different vee angles, and much else, but the bottom line is that cruising down the road on a big V-Twin touring bike is deeply satisfying. The pulse and relaxed cadence of the engine, the solidity and security of a heavyweight machine, and the go-all-day comfort always feels good and never gets old. Whether it’s a short ride to blow out the cobwebs or a weeklong journey to escape and explore, the enjoyment is a renewable resource, the gift that keeps on giving. Life, liberty, and the Pursuit of happiness.
2022 Indian Pursuit Limited Specs
Base Price: $29,999 Price as Tested: $33,749 (Premium Package, Deepwater Metallic color) Warranty: 2 yrs., unltd. miles Website:indianmotorcycle.com
ENGINE Type: Liquid-cooled, transverse 60-degree V-Twin, SOHC, 4 valves per cyl. Displacement: 1,768cc (108ci) Bore x Stroke: 108.0 x 96.5mm Compression Ratio: 11.0:1 Valve Insp. Interval: N/A (self-adjusting) Fuel Delivery: EFI, 52mm dual-bore throttle body x 2 Lubrication System: Semi-wet sump, 5-qt. cap. Transmission: 6-speed, cable-actuated assist wet clutch Final Drive: Belt
CHASSIS Frame: Modular cast aluminum w/ engine as stressed member & cast aluminum swingarm Wheelbase: 65.7 in. Rake/Trail: 25 degrees/5.9 in. Seat Height: 26.5 in. Suspension, Front: 43mm inverted fork, no adj., 5.1 in. travel Rear: Single shock, electronically adj. for spring preload (as tested), 4.5 in. travel Brakes, Front: Dual 320mm floating discs w/ 4-piston radial calipers & ABS Rear: Single 298mm floating disc w/ 2-piston caliper & ABS Wheels, Front: Cast, 3.50 x 19 in. Rear: Cast, 5.00 x 16 in. Tires, Front: 130/60-B19 Rear: 180/60-R16 Wet Weight: 925 lbs Load Capacity: 460 lbs GVWR: 1,385 lbs
A series of initiatives will help make the event a greener and more sustainable event
KiSS Mugello is the environmental and sustainability programme from the Italian Grand Prix, and it returns ahead of this weekend’s action. The aim of the initiative is to raise awareness on the importance of sustainability during major sporting events and everyday life, while it also reduces to impact of events at the world-famous circuit.
In the 2021 edition, Mugello Circuit ranked first in Sustainable Circuits Index. The study analysed 96 racing tracks across the globe and assessed their sustainability performance against the United Nation’s Sustainability Development Goals (SDGs), the Environmental, Social and Governance (ESG) framework and industry-specific environmental and social targets. You can view the full study HERE!
In 2015, Mugello Circuit was the first track to obtain the FIA Environmental Accreditation 3 Star recognition, the highest level of accreditation in the environmental sustainability programme launched by the FIA (Federation Internationale de l’Automobile). In addition to this, the circuit’s efforts have seen it achieve further awards and recognitions, such as the ISO 9001 for quality system management, ISO 45001 for health and safety management and ISO 20121 for sustainable event management.
Over the weekend, there will be a series of events and initiatives which will help Mugello Circuit strive to be as environmentally friendly and sustainable as possible.
Environmental Initiatives
As part of the circuit’s push for sustainability, there will be a separate waste collection and waste recycling area at the track. There will also be a recycling area inside the paddock, free drinking water for spectators with over 120 fountains within the circuit which will be fully compliant with the FIM environmental code.
Social Initiatives
A solidarity pit walk, dedicated to boys and girls with disabilities, will take place on Thursday, May 26th at 17:30 thanks to local non-profit organisations. This will allow them to visit the pitlane and boxes of the teams.
In an effort to reduce food waste and raise awareness, a collection of food surplus will happen across Saturday and Sunday at the Dorna VIP Village™ and the circuit’s hospitality areas. Teams will also join the initiative. This will be done in collaboration with Banco Almentare Toscana, a well-known local not for profit organisation. They will be out to improve the last effort, which saw 2,500 meals collected.
Other Initiatives
The communication plan is in full synergy with the contents and aim of the FIM Ride Green programme. Press Releases will be delivered by Mugello Circuit, Right Hub and FIM. Riders will also produce quick and short messages on circular economy in a bid to inspire fans and spectators to be greener.
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Rossi loved beating Biaggi almost as much as winning World titles. Riding with that legendary 46, which had been his father Graziano’s racing number. he followed up the 125 and 250cc World titles with seven premier class crowns thanks to 89 wins on both Honda and Yamaha machinery. Only eight other riders in the 74-year history of Grand Prix racing have had their race numbers retired from the entry lists: Kevin Schwantz (34) and Loris Capirossi (65), while Jason Dupasquier (50), Luis Salom (39), Shoya Tomizawa (48), Daijiro Kato (74), Marco Simoncelli (58) and Nicky Hayden’s (69) race numbers were withdrawn in a tribute to their memory.
“No, impossible. You can’t talk about just one, three, five… there would be a million, many of them wonderful. In the sporting part, I’ve enjoyed the great triumphs with the great titles as a rider or as team leader. On the personal side, I am left with the opportunity to have been able to have a personal relationship with Ángel Nieto, with Ricardo Tormo, with riders who were my idols at the time, with the Rabasa family and Derbi, who helped me a lot. Also with the possibility of experiencing first-hand the arrival of a new generation, the evolution or revolution led by Carmelo Ezpeleta with Dorna, which has taken the world of motorcycling to another dimension.”
