Mileage: 3,314 Base Price: $14,199 (2021); $14,599 (2022) Price as Tested: $14,749 (Tech Pack) Accessories: $114.95
After years of making primarily hard-edged, off-road-oriented adventure bikes, KTM balanced the on-/off-road scales when it introduced the 1190 Adventure for 2014. It had a more refined – and more powerful – V-Twin, and although its 19-inch front/17-inch rear wheels were spoked, they were shod with tubeless, touring-friendly 90/10 adventure tires.
The KTM’s unique tank design keeps fuel weight down low. Photo by Kevin Wing.
The 1190 Adventure also fully embraced the then-nascent trend in electronic rider aids, becoming the first production motorcycle to offer lean-angle-sensitive ABS. It was also equipped with throttle-by-wire, ride modes, multi-stage traction control, an off-road ABS mode, electronically controlled suspension, and a tire-pressure monitoring system.
In the years that followed, KTM filled out its Adventure range with the 1290 Super Adventure (followed by R, S, and T variants), 1090 Adventure R, 790 Adventure (standard and R variants, which won Rider’s 2019 Motorcycle of the Year award), and 390 Adventure. In 2020, the 790 evolved into the 890, and we tested the 890 Adventure R you see here in 2021.
The short windscreen parts airflow smoothly but is not adjustable. Handguards are standard. Photo by Kevin Wing.
Collectively, Rider staffers and contributors have put tens of thousands of miles on all the various KTM Adventure models, and the 890 sits right in the sweet spot – not as big, heavy, powerful, or expensive as the 1290 Super Adventure, nor as small and touring-limited as the 390 Adventure. (The 1090 and 1190 were dropped as KTM dialed in its small/medium/large model offerings.) It also features the latest in electronics that allow riders to alter the bike’s performance and personality with the push of a few buttons.
Our 2021 890 Adventure R test bike arrived with just 15 miles on the odometer, and over the course of nine months we logged 3,300 miles. We burned 71 gallons of premium fuel, averaging 46.4 mpg and roughly 246 miles of range from the 5.3-gallon tank.
Spoked wheels are shod with tubeless Continental TKC80 knobbies. Photo by Kevin Wing.
The 890 has a horseshoe-shaped fuel tank, with a filler on top and two sections that run down either side of the engine and end in bulbous pods, as first seen on the 790 Adventure. The design, though not especially attractive, offers several advantages: The upper tank area is narrow between the knees during stand-up riding; fuel weight is mostly down low, which contributes to better handling; and the lower pods provide some lower-leg and crash protection. Because of the tank’s unusual shape, however, it’s difficult to get accurate readings of remaining fuel, and only the final 50% of tank capacity is shown on the fuel gauge. There’s a fuel range reading on the 890’s TFT display, but it wasn’t even remotely accurate during our test.
This Range Rover’s owner should have bought a KTM.
With its short windscreen, high front fender, rally-style seat, and Continental TKC80 tires (rated for 40% road/60% off-road), the 890 Adventure R is clearly designed for heavy off-road use. On rough dirt roads and technical trails, the 890-R was well-balanced, forgiving, and exciting, especially in the optional Rally mode that’s part of the Tech Pack. Out of our testing miles, however, only about 10% were off-road. We spent most of our time flogging the 890-R on paved backroads, desolate highways, freeways, and city streets. While the standard 890 Adventure would have provided more comfort and wind protection, the 890-R never felt like a fish out of water. That sort of versatility is what makes ADV bikes such an attractive proposition.
A Nelson-Rigg Sahara Dry Duffle Bag fits perfectly on the rear rack. Photo by the author.
We strapped on a Nelson-Rigg Sahara Dry Duffle ($114.95; nelsonrigg.com) for longer trips, but we didn’t add any other accessories. Other than a break-in service, maintenance consisted of checking the air in the tires and cleaning/lubing the chain, though the rear TKC80 was pretty well shagged by the time we handed back the keys.
KTM announced that the 890 Adventure ($13,399) and 890 Adventure R ($14,599) will return unchanged for 2022.
Contributor Arden Kysely liked the Ténéré 700 so much, he bought our test bike from Yamaha. (Photos by the author)
Our long-term Yamaha Ténéré 700, which I now own, has clocked over 9,000 miles. It would have more than 10,000 if heat, smoke, fires, and a toasted rear tire outside of Tonopah, Nevada, hadn’t conspired to shorten my summer ride. Mammoth Cycle Works (mammothcycleworks.com), the closest shop with a replacement tire, had me back on the road quickly after a slow ride from Tonopah on the compromised skin (pro tip: call ahead).
Otherwise, the bike has been ideal for my kind of riding – comfortable on the highway, a hoot in the twisties, and capable off the pavement, whether sitting or standing, and no matter the surface. Fully adjustable suspension and the CP2 motor’s steady power delivery facilitate riding slow, riding fast, or just cruising.
The wide, well-padded Sargent seat has greatly improved riding comfort.
In an era of complex machines, the Ténéré’s single ride mode – manual – is the same one I grew up with. Traction control is throttle and clutch, the latter holding up to abuse on technical climbs and digging out after stalling in sand. The T7’s absence of electronic aids has led to comparisons with the KLR650 (a great bike of which I’ve owned two), but the Yamaha’s horsepower advantage takes ADV riding to a higher level.
All the upgrades I’ve reported previously in our tour test of the T7 and Part 1 of the long-term review are working as expected, though one crash bar moved an inch closer to the bodywork after I dropped the bike in my garage. The Barkbusters have already each saved a lever, and the Pivot Pegz delivered zero slip, even in the rare wet conditions I’ve encountered.
The AltRider skid plate provides robust protection for the undercarriage.
In addition to the Touratech soft luggage on the back, I added a Nelson-Rigg Trails End Adventure Tank Bag ($119.95; nelsonrigg.com).
An AltRider Skid Plate with Linkage Guard ($405.97; altrider.com) replaced the lightweight OEM unit before my Nevada trip for better protection, and the Sargent World Performance Seat ($359.95; sargentcycle.com) I wish I’d had for that ride is now in place, making a huge comfort improvement over the stock unit. Ditto the Kaoko Throttle Lock ($129.99; kaoko.com); a cramped right hand is a thing of the past now that I can safely release my grip.
Other than switchable ABS, the T7 is a mostly analog machine. In lieu of cruise control, we installed a Kaoko throttle lock.
My biggest gripe is range. In mixed riding, the T7 ekes out 200-plus miles per 4.2-gallon tankful, which is marginal when exploring the empty spaces of the West. On a recent 650-mile backroads ride to the Mojave Desert, it returned 52 mpg. I’m dithering between an auxiliary tank and Giant Loop’s much lighter Armadillo fuel bag to extend its range. The robust OEM kickstand is a blessing, but its foot lever sticks out dangerously far, something a welder will soon be addressing for me.
Maintenance has been routine and simple to perform: changing the oil and filter, checking the air filter, and caring for the chain. Moving parts and cables are lubed, fasteners, bearings, and fluid levels get checked. The valves won’t need attention for another 17,000 miles.
We’ve transformed the T7 into a full-on, go-anywhere adventure-touring machine.
Looking ahead, I see more fuel capacity, a Scotts steering stabilizer, AltRider crash bars (battle proven on my former BMW F 800 GS), and an oiled-foam air filter. A tail tidy would help clean up the rear, and I may lower the bike a smidge, since my legs aren’t getting any longer. It’s a safe bet the T7 is a bike I’ll be enjoying for many years to come – likely with more improvements along the way.
The 2022 Yamaha Ténéré 700 began arriving in dealerships in January. Its MSRP has increased by $300 to $10,299, and there are two new color options: Team Yamaha Blue and Raven.
Husqvarna has announced its 2022 street lineup, which includes four models: the Svartpilen 401 scrambler, the Vitpilen 401 modern café racer, the 701 Supermoto, and the Norden 901 adventure bike.
2022 Husqvarna Svartpilen 401
2022 Husqvarna Svartpilen 401
With its spoked wheels and knobby Pirelli Scorpion Rally STR tires, the Svartpilen 401 – which means “black arrow” in Swedish – is a light, compact scrambler that is equally at home on city streets and desolate backroads. Its tractable 373cc single-cylinder engine makes 43 horsepower and 27 lb-ft of torque at the crank and is equipped with throttle-by-wire. The 6-speed transmission is mated to a slip/assist clutch and is equipped with Easy Shift, which allows for clutchless gear changes. The engine is held in place by a chromoly steel trellis frame, and WP Apex suspension will handle whatever you throw at it. ByBre brakes and Bosch ABS offer powerful, controlled stopping. Fuel capacity is 2.5 gallons and dry weight is 335 pounds.
The 2022 Husqvarna Svartpilen 401 comes in black and features new graphics. MSRP is $5,399.
2022 Husqvarna Vitpilen 401
2022 Husqvarna Vitpilen 401
The Vitpilen 401 (“white arrow”) is a modern take on the café racer. Built on the same platform as the Svartpilen 401, it is powered by a 373cc Single carried in a chromoly steel trellis frame, and it’s equipped with Easy Shift, WP Apex suspension, ByBre brakes, Bosch ABS, and LED headlight and taillight.
The 2022 Husqvarna Vitpilen 401 has matte white bodywork with new graphics. MSRP is $5,399.
2022 Husqvarna 701 Supermoto
2022 Husqvarna 701 Supermoto
If strafing apexes is your idea of fun, then look no further than the light, powerful 701 Supermoto. Its frisky 693cc single-cylinder engine makes 74 horsepower at 8,000 rpm and 54 lb-ft of torque at 6,500 rpm, and the whole package weighs a svelte 324 pounds dry. A chromoly steel trellis frame is strong and light. High-performance features include an ATPC slipper clutch, WP Apex suspension, Brembo brakes with two-channel, switchable Bosch 9.1 MP ABS (including cornering ABS and Supermoto mode), lean-angle-sensitive traction control, and two ride modes. It rolls on Giant tubeless spoked 17-inch wheels shod with Continental ContiAttack Supermoto tires.
Handguards, a high fender, and white bodywork with black/yellow Husky graphics mean business. The 2022 Husqvarna 701 Supermoto has an MSRP of $12,499.
2022 Husqvarna Norden 901
2022 Husqvarna Norden 901
Husqvarna entered the highly competitive adventure bike market this year with the Norden 901, which is powered by an 889cc parallel-Twin that makes 105 horsepower and 73.8 lb-ft of torque at the crank. It’s fully equipped with throttle-by-wire, ride modes, comprehensive electronics, fully adjustable WP Apex suspension, J.Juan brakes, 21-inch front/18-inch rear spoked tubeless wheels shod with Pirelli Scorpion Rally STR tires, and more.
The 2022 Vitpilen 401, Svartpilen 401 and Norden 901 are available now; the 2022 701 Supermoto will be available in May. Visit husqvarna-motorcycles.com to find a dealer near you.
The Honda CBR500R (upper left), CB500X (lower left), and CB500F (right) have been updated for 2022.
If you’re looking for a light, dependable, affordable middleweight motorcycle, then Honda has several options to choose from. In addition to its Rebel 500 cruiser, there are three models in the Honda CB/R500 lineup that have been updated for 2022. The CB500X ABS adventure bike, CB500F ABS naked bike, and CBR500R ABS sportbike offer improvements in suspension, braking, and handling.
“It’s hard to find more versatile motorcycles than Honda’s 500cc CB/R models, and if you factor in affordability and reliability, nothing else even compares,” said Brandon Wilson, American Honda Manager of Sports & Experiential. “Each of these machines has been successful at addressing riders’ wide-ranging practical and recreational needs and tastes, and we’re pleased to offer them to U.S. customers in 2022, with improved performance for the new model year.”
Honda also confirmed the 2022 return of two additional street models – the CB1000R ABS naked bike and the CBR300R sportbike. All models in this announcement are available now.
2022 Honda CB500X ABS
2022 Honda CB500X
Honda’s middleweight adventure bike is powered by a liquid-cooled 471cc parallel-Twin with PGM-FI and DOHC with 4 valves per cylinder. The CB500X ABS benefits from a 5-pound weight reduction thanks to a lighter front wheel and a lighter swingarm (curb weight is 439 pounds). Other upgrades for 2022 include a new inverted 41mm Showa SFF-BP (Separate Function Fork-Big Piston) fork and dual front disc brakes. The CB500X ABS has a 32.8-inch seat height and a 4.7-gallon fuel capacity. It’s available in Pearl Organic Green/Black with an MSRP of $7,199.
2022 Honda CB500F ABS
2022 Honda CB500F
For those who prefer the sporty look of a motorcycle with minimal bodywork, the CB500F ABS naked bike fits the bill. Like the CB500X, for 2022 it gets an inverted 41mm Showa SFF-BP fork. It also gets dual front disc brakes with radial-mounted Nissin 4-piston calipers and lighter wheels. Curb weight has been reduced by 4 pounds, to 416 pounds. The CB500F ABS has a 31.1-inch seat height and a 4.5-gallon fuel capacity. It’s available in Matte Gray Metallic with an MSRP of $6,699.
2022 Honda CBR500R ABS
2022 Honda CBR500R in Grand Prix Red
Honda’s CBR sportbikes have always offered a balance between performance and practicality. For 2022, the CBR500R gets an inverted 41mm Showa SFF-BP fork, dual front disc brakes with radial-mounted Nissin 4-piston calipers, and lighter wheels. Curb weight remains the same at 423 pounds. The CB500F ABS has a 31.1-inch seat height and a 4.5-gallon fuel capacity. It’s available in Grand Prix Red or Silver Sword Metallic with an MSRP of $7,199.
2022 Honda CB1000R ABS
2021 Honda CB1000R Black Edition
Honda’s CB1000R ABS is the flagship model in the Neo-Sports Café lineup, blending aggressive naked-bike style with apex-strafing performance. It’s powered by a 998cc inline-Four derived from Honda’s CBR100RR line and features fully adjustable Showa suspension. It returns for 2022 in a menacing Black Edition with Graphite Black bodywork. MSRP is $12,999.
2022 Honda CBR300R
2022 Honda CBR300R in Grand Prix Red
The CBR300R offers the look of a fully faired sportbike in an accessible package that’s perfect for new riders. It’s powered by a liquid-cooled 286cc single-cylinder engine with DOHC and four valves. There are single-disc brakes at both ends and compliant suspension with adjustable rear preload. Seat height is just 30.7 inches and curb weight is 354 pounds. Fuel capacity is 3.4 gallons, and the CBR300R gets an EPA-tested 71 mpg. It’s available without ABS for $4,899 or with ABS for $5,099, in Grand Prix Red or Matte Gray Metallic.
For more information or to find a Honda dealer near you, visit powersports.honda.com.
Honda has announced its returning motorcycles for 2022, which includes four versions of the Africa Twin adventure bike.
We’ve seen (and tested) two 2022 Hondas already, both in the miniMOTO family: the updated Grom and the all-new Navi, an affordable, user-friendly motorcycle for commuters and new riders. The 2022 Honda lineup includes another miniMOTO, the Super Cub C125, as well as Africa Twin, Gold Wing, Rebel, Fury, CBR, and NC750X models.
2022 Honda Super Cub C125
Honda’s Super Cub is a living legend. Introduced in 1958, more than 100 million have been built, making it the most produced motor vehicle in history. It’s also the inspiration for the wildly successful “You meet the nicest people on a Honda” advertising campaign.
2022 Honda Super Cub C125
For 2022, the Super Cub’s new SOHC, 124cc, single-cylinder engine benefits from a longer stroke, which delivers more useable power while also improving fuel economy. Honda also managed to shave off 2 pounds, reducing curb weight to just 238 pounds. Offered in a new Matte Gray Metallic colorway, the 2022 Super Cub starts at just $3,799.
2022 Honda Africa Twin
Since its 2016 reintroduction, the legendary Africa Twin proven itself to be a highly capable adventure bike both on- and off-road, and the platform has grown to include four models. For 2022, the sporting- and off-road performance-oriented standard version now comes with the same rear carrier as its more distance riding-oriented Adventure Sports ES sibling. Meanwhile, that version gets a shorter windscreen for improved visibility.
2022 Honda Africa Twin Adventure Sports ES
Both Africa Twin versions are compatible with Apple CarPlay and Android Auto, and both are available with either a manual gearbox or Honda’s advanced automatic Dual Clutch Transmission (DCT), which has a program change for 2022, delivering smoother shifting in the lower gears.
2022 Honda Africa Twin
2022 Honda Africa Twin
The standard Africa Twin comes in Grand Prix Red, with an MSRP of $14,499 for the manual transmission version and $15,299 for the DCT version. The Africa Twin Adventure Sports ES comes in Pearl White, and MSRP is $17,299 for the manual and $18,099 for the DCT.
2022 Honda Gold Wing
Now in its sixth generation, Honda’s flagship Gold Wing caters to long-distance tourers with an ultra-smooth opposed six-cylinder engine, spacious cockpit, and ample storage capacity. Despite it’s 1,833cc mill and 804-pound running weight, it delivers sporty performance and handling that belies its size. The Gold Wing delivers style and luxury for multi-day road trips with comfortable seating options, cutting-edge rider aids, and a top-of-the-line infotainment system.
2022 Honda Gold Wing DCT
Last year, Honda updated the Gold Wing Tour with a larger trunk and more comfortable passenger accommodations, and all Gold Wing models got updated audio and Android Auto integration in addition to Apple Car Play.
2022 Honda Gold Wing Tour Airbag DCT
In 2022, the Gold Wing DCT trim comes in Nightshade Blue and retails for $25,300. At $28,500, the trunk-equipped Gold Wing Tour now sports Ultra Blue Metallic and Metallic Black colorways. The Gold Wing Tour DCT offers the same paint schemes but with an MSRP of $29,500 and the 2022 Gold Wing Tour Airbag DCT rounds out the range with a $32,800 sticker price and Ultra Blue Metallic livery.
2022 Honda NC750X
For commuters covering longer distances, the Honda NC750X has become one of the top picks in the adventure category. The fuel-sipping 745cc parallel-Twin isn’t all business though. Its low to midrange torque makes it a great option for backroad weekend excursions as well.
2022 Honda NC750X
The standard NC750X remains affordable in 2022 with a $8,699 sticker price. The Dual Clutch Transmission (DCT) trim comes in close behind at $9,299. Honda’s Selectable Torque Control is available in both trims, reassuring the rider that the NC750X is just as practical as it is versatile.
2022 Honda Rebel 1100
Introduced last year, the Rebel 1100 returns for 2022. Don’t let its cruiser stance fool you. With a liquid-cooled, 1,084cc parallel-Twin derived from the Africa Twin, a solid chassis, and electronic rider aids, it delivers both style and performance.
2022 Honda Rebel 1100 ABS
The Metallic Black and Bordeaux Red Metallic paint options carry over from 2021, but a stunning new Pearl Stallion Brown makes the Rebel stand out from the crowd. Honda offers the 2022 Rebel 1100 at $9,399 while the DCT version comes in at $9,999. Regardless of the trim, both Rebel 1100 models include ABS as standard.
2022 HondaRebel 300/500
Also returning for 2022 are two of the industry’s most popular entry-level cruisers, Honda’s Rebel 300 and Rebel 500. They combine user-friendliness with stylish, minimalist design, including a peanut fuel tank, LED lighting, and blacked-out finishes.
2022 Honda Rebel 300
2022 Honda Rebel 500 ABS SE
The Honda Rebel 300 is available in Matte Gray Metallic and Pearl Blue, with an MSRP of $4,699, or $4,999 with ABS. The Honda Rebel 500 is available in Matte Gray Metallic and Matte Pearl White, with an MSRP of $6,399, or $6,699 with ABS. The Honda Rebel 500 ABS SE ($6,899) comes in a new Matte Silver and has select accessories preinstalled.
2022 Honda Fury
The Rebel may bring cruiser performance and aesthetics into the 21st century, but the 2022 Honda Fury sticks to its chopper roots. With a long and lean stance, aggressive styling, and 1,312cc V-Twin, the factory-direct custom lives up to its name.
2022 Honda Fury
However, with dual counter-balancers, fuel injection, and shaft drive, the Fury delivers a smooth ride. In Pearl Yellow paint, the 2022 Fury is sure to turn heads, and at $11,499, it’s priced to take on all competitors.
2022 Honda CBR600RR
Honda’s CBR600RR is back in 2022, offering the utmost supersport performance for spirited road riders and track day enthusiasts. With eight World Supersport titles under its belt, the CBR600RR retains its championship pedigree in 2022 with full Showa suspension and a high-revving inline-four engine.
2022 Honda CBR600RR
Resplendent in Grand Prix Red, the base 2022 Honda CBR600RR has an MSRP of $11,999 and the ABS-equipped model goes for $12,999.
2022 Honda CBR1000RR
Last year Honda introduced the exclusive, track-focused CBR1000RR-R Fireblade SP, a premium, World Superbike-caliber machine that cost $28,500.
2022 Honda CBR1000RR
For those seeking liter-class performance on a more affordable scale, Honda’s legendary CBR1000RR is available for 2022 in Grand Prix Red for $16,499, or $16,799 with ABS.
For four decades, the BMW R-GS series — 80, 100, 1000, 1100, 1150, 1200, and 1250 — has been the standard bearer in the adventure bike market. The 2021 R 1250 GS 40 Years Edition celebrates this milestone. (Photos by Kevin Wing)
When I first laid eyes on our 2021 BMW R 1250 GS 40 Years of GS Edition test bike, I thought of my Uncle Clive. He had worked for the doomed British Leyland for years before accepting a role with BMW. His garage, once the perpetual home to a gleaming Rover, was now occupied by a stunning 5 Series sedan, but it was the new motorcycle, waiting in the shadows, which drew my attention. It was unlike any I had seen before.
The air-cooled cylinder heads of its opposed Twin jutted out brazenly from the sides of the engine cases, protected by crash bars. Though it wasn’t a dirtbike, it shared some of the same characteristics, like a long, single-piece seat and a high, fixed front mudguard. Most distinguishing of all, the rear wheel seemed to float in space. Uncle Clive, always ready to explain an engineering feature, eagerly directed me to view it from the other side and began a lengthy monologue on the benefits of a combined single-sided swingarm and driveshaft. The details were lost on me. I was only 12 at the time.
1980 BMW R 80 GS
1987 BMW R 100 GS
It was 1984. What I didn’t know back then was how bold the path was that BMW had blazed a few years earlier with the R 80 G/S, the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure. Between 1981 and 1985, the rugged G/S proved its mettle with four wins in the grueling Paris-Dakar Rally and three wins in the Baja 1000. And that single-sided swingarm – then called the Monolever – was lighter, stronger, and less expensive to manufacture than a two-sided swingarm with shaft drive, and it simplified repairs and maintenance.
1994 BMW R 1100 GS
1999 BMW R 1150 GS
What I also didn’t know back then was that those two letters – G for Gelande (“terrain” in German) and S for StraBe (“street”), the slash between them soon dropped – would evolve into an abbreviation for adventure long before ADV stickers found their way onto aluminum panniers. Or that, years later, I would watch Ewan McGregor and Charlie Boorman ride R 1150 GS Adventures – descendants of that original R 80 G/S – around the world and be inspired to embark on my own adventures.
2004 BMW R 1200 GS
2008 BMW R 1200 GS
I rode an R 1100 GS with the Dakar-style tank through the soggy mountains of Wales. My wife and I did two-up tours on R 1200 GSs through the canyons of Arizona and Utah, across Canada, and through the wilds of Chile and Argentina. I rode the first liquid-cooled 1200 down California’s fog-shrouded Highway 1 and around the Rockies of Colorado. I’ve ridden them in snow, rain, rubble, and the dreaded sand. Once, I somersaulted a GS down a hill at BMW’s off-road Rider Academy in South Carolina, picked it up, and rode it back to base.
2013 BMW R 1200 GS
2021 BMW R 1250 GS
The earlier models required close attention to the oil level, and although I’ve suffered the odd puncture, a torn tire, and a luggage rack that disintegrated after 11 hours on Chilean roads, I’ve never had one fail on me. Not once.
There’s an obvious through-line from Uncle Clive’s R 80 G/S to the 2021 R 1250 GS tested here, but BMW’s flagship adventure bike has come a long way over the past four decades. Over multiple generations, engine displacement grew from 798cc to 1,254cc and output increased from 50 horsepower to 136, measured at the crank. (On Jett Tuning’s dyno, our test bike grunted out 119 horsepower at 7,900 rpm and 91 lb-ft of torque at 6,500 rpm at the rear wheel.) Air cooling evolved into air/oil cooling and then air/liquid cooling. Cylinders had two valves, then four, and overhead valves evolved into dual overhead cams with variable valve timing. It had five speeds, then six, and a single-plate dry clutch evolved into a multi-plate wet clutch.
An R 100 GS flanked by the 40 Years of GS Edition R 1250 GS and R 1250 GS Adventure.
As the engine and drivetrain evolved, so did the chassis. The Monolever was replaced by the Paralever, solving the problem of shaft jacking. The telescopic fork was replaced by the Telelever, which moved suspension action from the fork tubes to a single shock attached to the front of the frame and an A-arm, reducing front-end dive under braking. A single-disc front brake and rear drum were replaced by dual discs up front and a single disc out back.
We recently tested the new Kawasaki KLR650, a dual-sport that was introduced in 1984 (as a 600), just a few years after the R 80 G/S. Resistance to change and dedication to simplicity (and affordability) have been points of pride for the KLR, so much so that adding electronic fuel injection and optional ABS on the 2022 model was a Big Deal.
Inspired by the “bumblebee” R 100 GS, the 40 Years of GS Edition Package also includes yellow handguards, special graphics, a gold handlebar, and a stainless-steel luggage carrier.
BMW, on the other hand, has taken an early-adopter approach to technology. Fuel injection and ABS were offered on the GS in the early ’90s. Traction control (known as ASC) and Enduro ESA (Electronic Suspension Adjustment) were offered in 2008. Five years later, the GS got throttle-by-wire, riding modes, a Multi-Controller wheel for navigating settings and menus, multiple ABS modes, and Dynamic ESA that adapted the suspension to riding conditions. In 2019, the GS got the ShiftCam variable-valve timing system, a 5.7-inch TFT color display, and infotainment via Bluetooth connectivity to a smartphone. And the latest GS has a 6-axis IMU, which provides input for cornering ABS, lean-angle-sensitive traction control, and semi-active suspension, all of which have different settings for each riding mode. A new option on the 2024 model will supposedly do your taxes, but don’t quote me on that.
Although many R 1250 GS owners stick to the pavement, in the right hands it’s a surprisingly capable off-roader.
The GS’s enduring and broad appeal stems from its excellent handling, versatile performance, comfortable ride, comprehensive features, and renowned durability and reliability. It’s a capable canyon carver as well as a comfortable highway cruiser, great for loading up with a passenger and gear, and is surprisingly capable off-road. Nearly every GS owner – and motojournalist – has, at one time or another, described the bike as the Swiss Army knife of motorcycles.
Riding through Chile and Argentina with my wife on an R 1200 GS is one of the highlights of my motorcycling experience. Patagonia’s vast mountain ranges are a delight, but finding fuel was sometimes a challenge, and on one desolate backroad, I gladly accepted a sheep farmer’s offer of some fuel he kept in an old watering can. It’s at times like these you will be grateful for the knock sensors, which allow the GS to run on low-octane gas.
Special engine guards and gold cross-spoked wheels are part of the 40 Years of GS Edition Package.
Riding the R 1250 GS, I recalled that first trip through the Welsh mountains on the ’90s-era 1100. The performance improvements are night and day, with a huge increase in power but only a few pounds of additional weight. While the difference in acceleration is notable, the most pleasing aspect of the 1250’s engine is the abundant torque across the rev range. It allows for lazy short-shifting when relaxed riding is called for, or rewarding grunt when you feel like pushing the envelope.
At the heart of the model’s enduring appeal is its exceptional versatility.
The most telling improvement is the difference in handling and suspension. While older GS models responded begrudgingly to spirited inputs, our 1250 test bike, which was equipped with the optional Premium Package ($3,925) that includes Dynamic ESA, Ride Modes Pro, and a whole lot more, rolls out the red carpet. The latest version of BMW’s semi-active suspension setup now takes input from the IMU and automatically adjusts for various loads. The Telelever front end has always dulled meaningful feedback, but you can push the GS close to its limits with relaxed confidence. Chassis pitch is minimal and suspension compliance is phenomenal. It’s like riding on air.
BMW’s Atacama soft luggage is designed for long-distance adventure.
BMW made a few updates for 2021, starting with standard Integral ABS Pro. As before, the system is linked front to rear, so the hand lever actuates both front and rear brakes, but the brake pedal only actuates the rear brake. The ABS software has been updated to improve braking stability, and it works in conjunction with the IMU for better control on inclines. ABS Pro adapts to different on-and off-road conditions based on riding mode, with special settings in Enduro Pro and Dynamic Pro modes, and a more compact ABS unit is one pound lighter. Overall braking performance was excellent, whether riding solo or with the GS fully loaded and my wife riding pillion.
Solo or with a passenger, with or without luggage, on the road or off of it, the BMW R 1250 GS is an excellent all-around touring bike.
A new Eco riding mode takes advantage of the ShiftCam system to maximize range from the 5.3-gallon tank. All-around LED lights are standard, and a new adaptive headlight is available as an option, adjusting the sideward angle of the beam up to 35 degrees relative to lean angle to light up curves. Hill Start Control also comes as standard and was a useful addition in the traffic of hilly San Francisco. Just apply sharp pressure to either the brake lever or pedal at a stop, and the rear brake stays locked until you pull away. With optional HSC Pro (part of the Premium Package), the function can be customized to automatically activate when coming to a standstill on a gradient, and there are special settings for use in Enduro and Enduro Pro off-road modes.
Our test bike featured the 40 Years of GS Edition Package ($1,750), which is inspired by the “bumblebee” black-and-yellow paint scheme of the R 100 GS. In addition to yellow accents and special graphics, it has a gold handlebar with yellow handguards, yellow cylinder head covers, gold anodized cross-spoke wheels, and a stainless-steel luggage rack. Our test bike was further equipped with BMW’s side case carriers and Atacama soft side cases and luggage roll ($2,352).
Throttle-by-wire works with an IMU to enable a full suite of rider aids, comfort features, and optional equipment. Ride modes, semi-active suspension, cornering ABS, and lean-angle-sensitive traction control are all customizable. They can be selected and adjusted using the Multi-Controller wheel and other switches, with info displayed on the color TFT screen.
There certainly is a lot of newness to this latest GS, with all its sensors and settings, with its customizability and high-tech sophistication. But for someone like me, who has put more miles on more GSs in more places than I have on any other motorcycle, there’s a lot of familiarity too. Like the distinctive sound of the boxer Twin when it fires up. Or the feel of the engine when hard on the gas. Or the sensation of leaning into a turn, aided by those horizontal cylinders keeping the weight down low.
Wherever you’re headed, the GS will take you there.
Experience can’t help but color our opinions, as unbiased as we may try to be. So, if I’m honest, I’m more than a little partial to the big GS. Uncle Clive certainly started the fire all those years ago, but the embers were stoked over the course of thousands of miles in all sorts of conditions on three different continents. The GS has proven itself to me time and again, and this latest model is the most impressive yet.
Our 2021 BMW R 1250 GS 40 Years of GS Edition is also equipped with the Premium package, Light package, side carriers, and Atacama soft luggage, for an as-tested price of $26,071.
2021 BMW R 1250 GS Specs
Base Price: $17,995 Price as Tested: $26,071 (Premium & Lights Packages, 40 Years of GS Edition, side case carriers & luggage) Warranty: 3 yrs., 36,000 miles Website:bmwmotorcycles.com
ENGINE Type: Liquid-cooled, longitudinal opposed-Twin, DOHC w/ VVT, 4 valves per cyl. Displacement: 1,254cc Bore x Stroke: 102.5 x 76.0mm Compression Ratio: 12.5:1 Valve Insp. Interval: 6,000 miles Fuel Delivery: BMS-X EFI Lubrication System: Wet sump, 4.2 qt. cap. Transmission: 6-speed, hydraulically actuated wet clutch Final Drive: Shaft, 2.91:1
CHASSIS Frame: Tubular-steel bridge frame w/ engine as stressed member & Paralever cast aluminum single-sided swingarm Wheelbase: 59.6 in. Rake/Trail: 25.5 degrees/3.9 in. Seat Height: 33.5/34.3 in. Suspension, Front: Telelever w/ single shock, electronically adj. & 7.5 in. travel Rear: Single shock, electronically adj. & 7.9 in. travel Brakes, Front: Dual discs w/ 305mm floating rotors, opposed 4-piston calipers & linked ABS Rear: Single disc w/ 276mm rotor, 2-piston floating caliper & linked ABS Wheels, Front: Spoked tubeless, 3.0 x 19 in. (as tested) Rear: Spoked tubeless, 4.5 x 17 in. (as tested) Tires, Front: 120/70-R19 Rear: 170/60-R17 Wet Weight: 548 lbs. Load Capacity: 455 lbs. GVWR: 1,025 lbs.
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.
90° South – Quest For The Pole is a success! Two riders successfully trekked across Antarctica to the South Pole on Royal Enfield Himalayan motorcycles. (Photo: Iceland testing phase)
Royal Enfield, the world’s oldest motorcycle brand in continuous production since 1901, has tested the endurance of man and machine time and again. Recently, it made history once again by successfully completing the 90° South expedition, the quest to see Royal Enfield Himalayans reach the South Pole. This extraordinary endeavor is a tribute to the brand’s 120-year commitment to pure motorcycling, and to the courage and resilience of countless riders and explorers who have made history on two wheels.
On December 16, 2021, two riders – Santhosh Vijay Kumar and Dean Coxson – reached the geographic South Pole in 15 days, making the ambitious attempt a reality.
The Royal Enfield Himalayans and crew arrived at the geographic South Pole on December 16, 2021. (The team is in communication via satellite phone, hence the low-resolution image.)
The team arrived at Novo in Antarctica from Cape Town, South Africa, for four days of acclimatization, loading of supplies, and checking equipment and the motorcycles. From Novo, the team covered an overland distance of 1,988 miles over the next nine days, braving extreme weather conditions with temperatures between -22° to -13°F and wind speed of 37 mph, towards Ross Ice Shelf.
The Ross Ice Shelf was the designated start point for the riders, however, an unexpected blizzard forced the team to alter their course. Instead of starting the ride from 86 degrees South, the team started the 250-mile ride from 87 degrees South. Despite a few initial roadblocks and a slight detour, the expedition team completed the quest by reaching the South Pole on December 16, 2021.
Minimal changes were made to the 90° SOUTH Royal Enfield Himalayans; smaller countershaft sprockets (15- to 13-tooth) increase low-end torque and stronger alternators enable the team to run heated gear. (Photo: Iceland testing phase)
For this expedition, two Royal Enfield Himalayan motorcycles were modified in-house, with functional upgrades to be able to navigate snow and ice, and function under extreme conditions in Antarctica. The motorcycles were ridden on a compacted snow track from the Ross Ice Shelf to the South Pole, to reduce motorcycle drag and limit emissions to an absolute minimum.
Royal Enfield is consciously ensuring no footprint is left behind by the expedition team except wheel tracks that will be quickly lost to snow drift. In line with our #LeaveEveryPlaceBetter initiative, the team is ensuring all waste including human waste is brought back for appropriate disposal.
Studded tires, a tubeless setup and low tire pressure will only do so much–riding in snow is no easy task. (Photo: Iceland testing phase)
The team is currently heading towards the western part of Antarctica, Union Glacier, from where they will fly out to Punta Arenas, Chile.
The 2023 Triumph Tiger 1200 lineup includes five variants, with the GT Explorer (left), GT Pro (back), Rally Explorer (right), and Rally Pro (front) shown above (base GT model not shown).
In recent years, Triumph has expanded its Tiger range to include more models than ever. From the Tiger Sport 660 to Tiger 850 Sport to the Tiger 900 lineup, the extended family now caters to avid off-roaders and long-haul tourers alike. Now, it’s the range-topping Tiger’s turn for an upgrade, and Hinckley spares no expense with the 2023 Triumph Tiger 1200 lineup.
In typical Triumph fashion, the flagship Tiger champions an inline-Triple engine, but the updated mill comes from the firm’s heralded Speed Triple 1200 RS naked bike. In adventure bike form, the liquid-cooled, 1,160cc powerplant touts 147 horsepower at 9,000 rpm and 95 lb-ft of torque at 7,000 rpm. Similar to the Tiger 900 series, the Triple benefits from Triumph’s T-plane crank, delivering tractability in the low-end without sacrificing the engaging mid-range and top-end.
2023 Triumph Tiger 1200 GT Pro
Triumph wedges the large-capacity Triple into an all-new frame with a bolt-on aluminum subframe. A lighter and stronger tri-link swingarm steadies the ride at the rear while the semi-active Showa suspension adapts to the rider and road conditions. On the GT models, the semi-active system provides 7.9 inches of travel while the two Rally variants enjoy 8.7 inches. Rake also differs between the two camps, with the GTs reporting 24.1 degrees and the Rallies coming in at 23.7 degrees. Despite those differences, all Tiger 1200s receive Brembo Stylema calipers mated to dual 320mm front discs and a single-piston Brembo binder with a 282mm rotor at the rear.
2023 Triumph Tiger 1200 Rally Pro
The Tiger’s new compact design also results in a 55-pound weight saving. The slimmer waist and revised ergonomics improve rider comfort and users can adjust the standard seat between 33.5 and 34.25 inches. The revised bodywork also emphasizes the Tiger’s newfound poise and stance while seamlessly integrating the dual-radiator system and downsized exhaust silencer.
The 1200 family may share the same core components, but Triumph splits the model into five variants. The GT, GT Pro, and GT Explorer favor long-distance travel on the tarmac while the Rally Pro and Rally Explorer prefer life off the beaten path. As a result, the road-focused GT line features 19-inch front and 18-inch rear cast-aluminum wheels, and the Rally trims opt for dirt-worthy 21-inch/18-inch tubeless spoked wheelset. Conversely, the Explorer trims share a 7.9-gallon gas tank for extra mileage between fill-ups while all other variants settle for the 5.3-gallon unit.
2023 Triumph Tiger 1200 GT Explorer
In addition to the Tiger’s differing hardware, Triumph equips each model with trim-specific software. The Rally Pro and Rally Explorer get all six ride modes including Road, Rain, Sport, Off-Road, Off-Road Pro, and Custom. Triumph only removes the Off-Road Pro mode from the GT Pro and GT Explorer, but reduces the standard GT to Rain, Road, and Sport. While each Tiger 1200 boasts a 7-inch TFT display with My Triumph Connectivity System, only the Explorer models feature a blind-spot radar system, heated grips and seats, and a tire pressure monitoring system. Regardless of the trim, each Tiger 1200 comes with dual-channel cornering ABS and cornering traction control.
2023 Triumph Tiger 1200 Rally Explorer
Of course, Tiger 1200 owners can also turn to Triumph extensive accessories catalog for everything from full luggage systems to auxiliary lights to comprehensive bike protection. The new big-bore ADV will be available in four colorways including Snowdonia White, Sapphire Black, Lucerne Blue, and Matte Khaki, and it will hit Triumph dealerships in spring 2022. Pricing is as follows:
2023 Triumph Tiger 1200 GT: $19,100
2023 Triumph Tiger 1200 GT Pro: $21,400
2023 Triumph Tiger 1200 GT Explorer: $23,100
2023 Triumph Tiger 1200 Rally Pro: $22,500
2023 Triumph Tiger 1200 Rally Explorer: $24,200
For more information or to find a Triumph dealer near you, visit triumphmotorcycles.com.
The 2022 KTM 1290 Super Adventure R receives a range of useful updates to its engine, chassis, electronics, and more.
The 2022 KTM 1290 Super Adventure R makes no bones about its off-road prowess. If the wire-spoke 21-inch front and 18-inch rear wheel don’t tip-off the R’s dirt bias, the shortened windscreen and WP XPLOR suspension do. KTM has updated its top-dog off-road-ready ADV for the new model year.
A fully adjustable WP XPLOR upside-down fork still highlights the full-size ADV, but KTM developed a new separate function compression and rebound system after extensive off-road testing. It also reworked the WP XPLOR rear shock’s progressive damping system for improved bottoming resistance and greater control. Travel at both ends remains 8.7 inches but newly fitted Bridgestone AX41 tires should deliver superb grip in the dirt and sure-footed pavement performance.
The revised 1290 Super Adventure R lives up to KTM’s Ready to Race slogan with KTM Factory team-inspired livery and rally-style bodywork. A three-piece, 6.1-gallon fuel tank and twin radiators seamlessly integrate into the new bodywork for improved ergonomics. The 1,301cc V-Twin benefits from the new cooling system but also features an advanced oil circuit and thinner cases for a 3.5-pound weight savings.
A new airbox helps the LC8 engine breathe freely thanks to a vertically ribbed air filter that directs sand and dust to the bottom of the airbox. KTM mounts the 75-degree V-Twin to a revised chromoly-steel frame with a steering head that has been moved rearward by 15mm. There’s also a new aluminum subframe and a lengthened swingarm for improved stability.
The 1290 Super Adventure R’s ride modes (Street, Sport, Off-Road, and Rain) gain a 6-axis IMU and less intrusive traction control. The optional Rally mode provides the most off-road flexibility with nine levels of adjustable traction control. Users can also add KTM’s optional Rally Pack and Tech Pack that includes a quickshifter, hill-hold control, and motor-slip regulation. Off-Road ABS comes standard, however, and decreases ABS activation on the front wheel while disengaging ABS on the rear.
A new 7-inch TFT dash boasts KTM MY RIDE Bluetooth connectivity and cruise control helps riders pound the pavement on the way to new trailheads. For far-flung adventures, a waterproof compartment offers USB charging for personal devices. A new RACE ON remote keyless system, now featuring Anti-Relay Attack (ARA), allows the rider to start the bike, lock the steering, and open the gas cap without using the key.
The 2022 KTM 1290 Super Adventure R is poised to take-on the most technical terrain yet, but pricing and availability are still TBD.
For more information or to find a KTM dealer near you, visit ktm.com.
