The Italian motorcycle brand Moto Morini recently announce the company’s entrance into the American market. The addition of the United States increases Moto Morini’s global presence, which already included operations in Italy, India, and Asia.
Founded in 1937 by motorcycle designer Alfonso Morini, Moto Morini has its European headquarters in Milan. Facing various struggles in the 1980s, the company was first sold in 1987 and changed hands numerous times in the subsequent years before most recently being purchased in 2018 by the Zhongneng Vehicle Group.
According to a press release from Moto Morini, the company “brings decades of master craftsmanship, exceptional Italian design, premium quality and unparalleled performance to the United States with a portfolio of motorcycles to meet and exceed the demands of today’s riders on and off the road.”
Although the press release didn’t specify which motorcycles would be introduced in the U.S. market, a search of the NHTSA manufacturer information database shows two model VINs that would indicate 650cc and 750cc engines. The former would match the current offerings from Moto Morini: the X-Cape adventure motorcycle and the naked Seiemmezzo STR and SCR, all of which have a liquid-cooled 649cc inline-Twin making a claimed 61 hp at 8,250 rpm and 40 lb-ft of torque at 7,000 rpm and which is said to be derived from an engine of the same configuration manufactured by CFMOTO.
The X-Cape has a 19-inch front wheel shod with Pirelli Scorpion Rally STR tires, 50mm adjustable Marzocci fork, Brembo brakes (dual discs in the front, single in the rear), and switchable ABS. Seat height is adjustable between 32.3 inches and 33 inches, and the bike has an windscreen that is adjustable with one hand. It has a 4.75-gal fuel tank and dry weight of 470 lb.
Moto Morini X-Cape in Red Passion
Moto Morini X-Cape in Smoky Anthracite
The Seiemmezzo has 18-inch and 17-inch front/rear wheels, also with Pirelli tires (MT60RS on the SCR and Angel GT on the STR), Brembo brakes with ABS, fully adjustable Kayaba suspension, a 31.9-inch seat height, 4.2-gal fuel tank, and dry weight of approximately 441 lb.
Moto Morini Seiemmezzo STR in Smoky Anthracite
Moto Morini Seiemmezzo SCR in Navy Green
The new Moto Morini American headquarters in Irvine, California, is in the heart of the U.S. motorcycle industry and will service dealers nationwide. Moto Morini is now accepting new dealer application and hiring sales management, dealer development, and product support personnel. Please email [email protected] for more information.
In addition to previous announcements from Honda about new and returning models for 2023, including the all-new 2023 Rebel 1100T DCT “bagger” model, the company recently confirmed the return of eight motorcycle models across the sport, standard, adventure, dual-sport, and cruiser categories.
The eight returning models include the CBR650R and CBR500R sportbikes; the CB1000R, CB650R, and CB500F naked bikes; the CB500X adventure bike; the XR650L dual-sport; and the Fury cruiser. Honda says that taken as a whole, the group highlights the diversity of the company’s motorcycle offerings.
2023 Honda CB1000R
2023 Honda CB1000R in Black (non-U.S. model)
Honda says the CB1000R “touts both flair and function.” The bike features a 998cc DOHC four-cylinder engine, throttle-by-wire, three-level adjustable quickshifter, four ride modes (Standard, Rain, Sport, and User), and three levels of Engine Power (P), Engine Brake (EB), and Honda Selectable Torque Control (HSTC).
The 2023 Honda CB1000R has a 32.7-inch seat height, adjustable Showa suspension, dual 310mm floating discs and 4-piston calipers up front matched to a 2-piston caliper and 256mm disc in the rear, and two-channel ABS. It has a 4.3-gal fuel tank, and curb weight is a claimed 470 lb.
The 2023 Honda CB1000R will come in Black and be available in February starting at $12,999.
2023 Honda CBR650R
2023 Honda CBR650R in Grand Prix Red (non-U.S. model)
The 2023 Honda CBR650R sportbike has a 649cc DOHC 16-valve inline-Four that Honda says has been tuned to deliver good power above 10,000 rpm, with peak power arriving at 12,000 rpm and peak torque delivered at 8,500.
The bike has a 6-speed gearbox, slip/assist clutch, and Honda Selectable Torque Control (HSTC) that can be turned off should the rider choose. It features a 31.9-inch seat height and adjustable Showa suspension. Four-piston radial-mount front brake calipers work on 310mm floating discs and are paired with a single-piston rear caliper and 240mm discs. Two-channel ABS is standard. It has a 4.1-gal fuel tank and 456-lb curb weight.
The 2023 Honda CBR650 will come in Grand Prix Red and be available in February starting at $9,899.
2023 Honda CB650R
2023 Honda CB650R in Matte Gray Metallic (non-U.S. model)
Honda says the 2023 Honda CB650R middleweight naked bike has excellent emissions performance, stylish aesthetics, and comfortable ergonomics, making it “ideally suited for everything from daily commutes to weekend outings on canyon backroads.”
Like it’s CBR650R stablemate, the CB650R has a 649cc DOHC 16-valve inline-Four mated to a 6-speed gearbox, slip/assist clutch, and Honda Selectable Torque Control (HSTC), as well as the same adjustable Showa suspension and stopping power. It has a 4.1-gal fuel tank and 445-lb claimed curb weight.
From an ergonomic standpoint, a 21.9-inch tapered handlebar is set forward and positioned to offer a “sporty yet comfortable” riding position, as is the foot-peg position. Seat height is 31.9 inches. The 2023 Honda CB650R comes in Matte Gray Metallic starting at $9,399.
2023 Honda CBR500R
2023 Honda CBR500R in Grand Prix Red (non-U.S. model)
Whether you’re a beginning looking for your first bike or a veteran rider looking for a fun ride, Honda says the 2023 CBR500R, originally launched in 2013, offers “the excitement of a sportbike in a smaller package.”
The light-middleweight sportbike has an 8-valve 471cc parallel-Twin with crankshaft pins phased in at 180 degrees, working together to create what Honda says is good low-to-midrange power and torque in the 3,000 to 7,000 rpm range.
2023 Honda CBR500R in Sword Silver Metallic (non-U.S. model)
The CBR500R features a Showa SFF-BP fork and an adjustable ProLink single-tube shock absorber found on larger-capacity sport bikes. Braking is provided by dual 296mm petal-style discs and radial-mounted Nissin two-piston calipers in the front and a single-piston caliper and 240mm petal-style disc in the rear. It has a 4.5-gal tank and 423-lb curb weight.
The CBR500R has straight, wedge-like feature lines and extended lower fairings, and the rider’s seat pad and seat unit – plus the upper and side fairings – are narrow to improve ergonomics and movement. The 2023 Honda CBR500R comes in Grand Prix Red and Sword Silver Metallic and will be available summer 2023 starting at $7,299.
2023 Honda CB500F
2023 Honda CB500F in Matte Gray Metallic (non-U.S. model)
Similar to the CBR500R, the CB500F naked bike was also launched in 2013 and features an 8-valve 471cc parallel-Twin and crankshaft pins firing at 180 degrees. It also shares the suspension and braking power of its stablemate.
However, Honda says the naked form of the CB500F “exudes aggression.”
“Led by the sharply chiseled headlight with extra-powerful LEDs, the machine’s stance is low-set and ready for action,” Honda states, adding that the side shrouds interlock with the fuel tank and “fully emphasize the engine, while the side covers and seat unit continue the theme of muscular angularity.” The compact front fender is drawn directly from the CB650R.
The 2023 Honda CB500F has a 4.5-gal fuel tank, and the lack of fairings shave the curb weight down to 416 lb. It will be available in February in Matte Gray Metallic starting at $6,799.
2023 Honda CB500X
2023 Honda CB500X in Pearl Organic Green (non-U.S. model)
Rounding out Honda’s light-middleweight family featuring the 8-valve 471cc parallel-Twin, the CB500X was also introduced in 2013. A 2016 upgrade included a larger fuel tank and more wind protection via an adjustable screen (56.9 inches and 55.5 inches). The bike also gained LED lighting, a spring preload-adjustable fork and an adjustable brake lever. Another evolution happened in 2019, with a switch to a 19-inch front wheel (from 17 inches) and longer travel suspension. The CB500X received additional improvements for the 2022 model year and is back for 2023.
The 2023 Honda CB500X will come in Pearl Organic Green and will be available in February starting at $7,299.
2023 Honda XR650L
2023 Honda XR650L in White.
Honda says that with its Baja heritage, the XR650L continues to be a hit with dual-sport customers, as it “opens doors to adventure on single-track trails, dirt roads and backroads, while also delivering capable and affordable transportation in the city.”
The XR650L has a 644cc SOHC four-stroke engine, Radial Four-Valve Combustion Chamber (RFVC), and 42.5mm constant-velocity (CV) carburetor. It has a Pro-Link Showa single-shock in the rear with spring-preload, 20-position compression- and 20-position rebound-damping adjustability, and 11.0-inch travel rear shock, and in the front is a 43mm Showa fork featuring 16-position compression damping adjustability.
It has a 21-inch front wheel, an 18-inch rear wheel, a 37-inch seat height, and 13 inches of ground clearance. With a topped off 2.8-gal fuel tank, all standard equipment, and fluids, it comes in at a curb weight of 346 lb.
The 2023 Honda XR650L is now available in White starting at $6,999.
2023 Honda Fury
2023 Honda Fury in Pearl Yellow.
The 2023 Honda Fury represents Honda’s cruising chopper-style design and features a liquid-cooled 1,312 52-degree V-Twin with a single-pin crankshaft and three-valve dual-plug combustion chamber. It has adjustable front and rear suspension, a 336mm disc with a twin-piston caliper up front, and 296mm disc with single-piston caliper in the rear. ABS is standard. With a 32-degree rake, hard-tail styling, and 26.9-inch seat height, Honda calls the Fury a “rolling work of art.”
The QJ Motor SRT750 will soon join the Benelli motorcycles offered by SSR Motorsports dealers in the U.S. (Photos by Kevin Wing)
QJ Motor isn’t exactly a household name here in the U.S., but given the Chinese company’s global ambitions, that may soon change, especially with the 2023 QJ Motor SRT750.
QJ Motor is an enormous manufacturer that produces millions of motorcycles, scooters, engines, parts, and more every year, and it exports a fair share of its products from China to 130 countries. Since the motorcycle division’s launch in 1985, QJ Motor (Zhejiang Qianjiang Motorcycle Co. Ltd.) has also partnered behind the scenes with several familiar motorcycle OEMs here and abroad to make some of their engines, key components, and even complete motorcycles.
In 2005, QJ Motor acquired the name and assets of the 100-year-old Italian company Benelli, which has helped it grow market share in Europe and America. The company maintains a design center in Italy to give its two-wheelers some European flare, and it has manufactured an extensive line of Italian-designed, Benelli-badged modern motorcycles in China since 2008.
So far, QJ Motor’s only public foray into the U.S. has been with the Benelli lineup, which is sold by Southern California-based importer SSR Motorsports. SSR also offers its own line of dirtbikes and small street and dual-sport machines through its national network of motorcycle dealers.
Having tested the waters in the U.S. with Benelli since 2016, QJ Motor will brave the fickle American market in 2023 with its house brand, once again through its faithful partner SSR. Although the domestic QJ Motor lineup comprises more than two dozen motorcycles, scooters, and electric bikes, the first to make landfall here will be the 2023 QJ Motor SRT750, capitalizing on the current popularity of adventure-styled machines.
The Benelli/QJ Motor team in Italy based the SRT750’s overall design on the Benelli TRK502 adventure bike. It blends a classic ADV beak and seemingly giant fuel tank – really just 4.9 gallons – with an open trellis frame, exposed engine, and swoopy tailsection. The SRT750 may be the right bike at the right time given current market conditions – particularly because its $8,499 price tag is quite appealing when compared with similar adventure-styled motorcycles from Japan and Europe.
Tested here in preproduction form, the 2023 SRT750’s final price, specifications, and equipment may change a bit before it hits dealer showrooms this spring. While the bike may eventually be offered in off-road-ready adventure guise as well, the lighter sport version we tested has cast aluminum wheels and Pirelli Angel GT sport-touring tires instead of heavier spoked wheels and dirt-ready buns. While the lack of tubular guards and bash plates certainly saves weight, the SRT750 still tips the scales at a rather heavy 552 lb for a bike in this displacement class.
Without engine guards and bash plates and wearing sport rubber on 17-inch wheels, this version of the SRT750 works best on the blacktop.
In keeping with the trend in the middleweight adventure class toward compact parallel-Twins that are simpler and cheaper to build than V-Twins, the SRT750 is powered by a 754cc Twin with liquid cooling, DOHC, 4 valves per cylinder, Bosch EFI, 6 speeds, and chain final drive. Not much to get excited about – until you start it up, at which point the engine’s 270-degree crankshaft creates a growling drumbeat idle reminiscent of a performance-tuned 90-degree V-Twin. Closing my eyes at a stop, I could swear I was sitting on a Ducati.
With better engine balance than a 360-degree crank, less rocking couple than a 180, and the same firing order as a V-Twin, a 270-degree crankshaft offers more character without a large sacrifice in power – hence its use in so many late-model parallel-Twins. In almost all cases, including the SRT750, vibration that would otherwise result from the uneven firing order is kept at bay by a gear-driven counterbalancer shaft.
Incorporating a 270-degree crankshaft in the SRT750’s parallel-Twin gives the engine a more soulful sound and feel, like a V-Twin.
On Jett Tuning’s rear-wheel dyno, the SRT750 made 70.5 hp at 8,600 rpm and 46.6 lb-ft of torque at 7,800, solid peak numbers that are comparable to, say, the Suzuki V-Strom 650. This gives the bike brisk acceleration that most solo riders will find more than exciting enough in the canyons and on the highway, especially since the power is delivered with an Italian operatic bark and great twin-cylinder feel. As long as you’re not in too big a hurry, the engine provides adequate urge when the bike is fully loaded too.
Throttle response is smooth and linear up to the actual rev limit at 9,300 rpm (the tachometer is redlined at 10,000), except just off idle and up to about 3,000 rpm, where the rough power delivery needs some refinement, particularly if the rider wants to tackle any tricky low-speed terrain where smooth throttle modulation is critical. Cruising along at an actual 60 mph (measured with GPS – the bike’s speedometer read 10-12% high, but its tripmeter was accurate), the engine turns over a smooth, leisurely 4,500 rpm. As speed and engine rpm climb above 6,000 rpm or so, a little vibration creeps into the grips, but it’s not bothersome.
Inspired by the Benelli TRK502 built by QJ Motor in China, the first QJ SRT750 to come to the U.S. wraps a pleasing adventure-bike design around what is essentially a sit-up sportbike.
Like its clean, rugged styling, simplicity is a welcome feature of the SRT750. Other than the 5-inch color TFT display with adjustable day/night modes, gear indicator, and both Bluetooth and TPMS connections (for a future smartphone app and tire pressure sending units, perhaps?), the bike gets by without many bells and whistles. Lighting is all LED, including the bright twin-beam headlight and nicely faired-in front turnsignals with clear lenses, and there’s a USB port right by the ignition switch. Brake and clutch levers are adjustable, aluminum braced handguards are standard, and extra buttons on each switch pod are ready for optional heated grips and fog lights.
Switchgear is well-conceived and includes buttons for optional heated grips and fog lights. Some buttons are backlit.
QJ Motor says it may also add a centerstand and tubular engine/fairing guards as standard equipment, though personally I would save the latter for the adventure version. Don’t look for riding modes, traction control, or windscreen adjustability, though the SRT750 does include some useful storage under the locking seat, easy battery access, right-angle valve stems, shapely passenger grabrails, and a handy top trunk/luggage rack. If the DOHC valve train inspection every 15,000 miles reveals that the shim-under-bucket lash needs adjustment, the camshafts may need to come out, but there’s nothing unusual about that or the rest of the SRT750’s maintenance needs.
Though it’s a bit on the heavy side, taut handling and solid midrange power make the SRT750 quite agile in corners.
At 32.9 inches, the SRT750’s nonadjustable seat height is reasonable, though the pillion perch is much higher, so take care not to bash your knee on a passenger grabrail when swinging a leg over. With my 29-inch inseam, I found that, once seated, I could touch my feet down and paddle the bike around easily, and the cleated footpegs with vibration-damping removable rubber inserts are nicely positioned under the rider’s seat. When we first got the SRT750, its wide, tapered tubular handlebar was adjusted well up and forward, like you might position it to accommodate standing while riding off-road.
Although the bike’s ergonomics work well sitting or standing, its Pirelli Angel GT sport-touring tires, a 17-inch front wheel, and no tip-over protection indicates that this model is meant for the blacktop. But spoon on some 50/50 tires and you could certainly tackle dirt roads and gentle trails (though its limited suspension travel and ground clearance are unlikely to enhance the experience).
Once adjusted back down, I found the reach to the handlebar and grips easy enough but still a little farther away than I like, and the otherwise comfortable seat tended to slide me forward into the tank. Wind protection is just fair since the nonadjustable screen is only mid-sized and positioned well forward, which lets the noisy windblast roll down in front rather than over the rider. The lower body and upper legs are mostly tucked in snugly behind the tank and fairing lowers, and the handguards are quite effective at blocking the cold. The TFT display is bright and easy to read, and all the handlebar switches and buttons – some of which are nicely backlit – come readily to hand.
A bright 5-inch TFT display offers auto or manual day and night modes, and buried in the menu are Bluetooth and TPMS sensor connections.
Since it’s a preproduction model, I gave the SRT750 a thorough going-over before riding off the first time, particularly the KYB suspension. A 43mm inverted fork with adjustable spring preload and rebound damping does a nice job up front, with its 6.1 inches of travel resisting excessive dive and offering a compliant but sporty feel over bumps and under braking.
With no progressive linkage, the rear shock is a disappointment. Even after you make the effort to adjust its unwieldy ring-and-locknut spring preload for the rider’s weight, a bumpy road will quickly overwhelm the shock. The bike’s handling is sensitive to rear spring preload adjustment – too much and it turns in too quickly, too little and it suffers from some squirminess in front. All the more reason it should have a remote spring preload adjuster rather than just a knuckle-busting ring-and-locknut, particularly if your load will change frequently. The slotted clicker rebound damping adjuster is easily accessed and helps fine-tune the ride in back, but if this were my bike, I’d swap out the shock for a higher-quality damper.
If the SRT750 has a weakness, it’s the rear suspension, which uses a basic semi-laydown rear shock to control the unspecified amount of wheel travel.
With its wide handlebar, compact wheelbase, steep rake angle, 17-inch wheels, and sticky tires, the SRT750 eats winding roads for breakfast, with an assist from its torquey midrange that helps it power out of corners and squirt from turn to turn. Regular and deliberate shifting helps keep the engine in the meat of the powerband and out of the juddery low-rpm zone where the fueling needs some work. But the 6-speed transmission and slip/assist clutch work smoothly, and shift lever throw is moderate. On the highway, it’s a comfortable companion that will cruise along at 75 mph from fill-up to fill-up, with only the noisy windscreen and lack of rear suspension performance over repetitive bumps to detract from the experience.
Impressive-looking radial-mounted Brembo 4-piston brake calipers clamp large floating dual front discs and bring the SRT750 to a halt smoothly and quickly, with a Brembo radial-pump master cylinder that gives the front brakes excellent feel at the adjustable lever. Surprisingly, the rear caliper is a nice opposed 2-piston Brembo rather than an economy 1-piston pin-slide unit, and it does a great job as well, with the pedal well-positioned directly below the ball of the foot. Overall, the brakes make for a fairly carefree riding experience, especially since they’re backed up with ABS that works smoothly and reliably when engaged. Unfortunately, the ABS can’t be turned off or adjusted, a consideration if you plan to hustle the bike around off-road.
Powerful dual-disc brakes with radial Brembo 4-piston calipers are backed by ABS. Wheels are shod with Pirelli Angel GT sport-touring tires.
To build the SRT750, QJ Motor has sourced quality components from around the world and integrated them into a solid package with great fit and finish, designed in Italy and manufactured in a modern, ISO9001-certified factory in China. It’s worth a look for far more than just its lower price – the bike is a blast to ride, and with nearly 400 SSR Motorsports dealers around the U.S., support for the QJ lineup should be adequate.
With a better rear shock and a taller aftermarket or accessory windscreen for colder weather, I wouldn’t hesitate to slip some soft luggage on the SRT750 and take off on a cross-country ride, especially since it sips fuel when ridden conservatively. You could also pop on some 50/50 tires, bash bars, and a skid plate for that exposed oil filter and whatnot underneath and knock the rubber inserts out of the footpegs, and it would be ready for light adventure riding. Or just leave it as-is, in sport mode, and wait for an adventure version of the SRT750 to arrive with all of that and a 19-inch front wheel. At this price, many riders would find it easy to own both.
A comfortable seat, a relaxed riding position, and reasonable wind protection give the SRT750 some long-distance capability. A larger windscreen would help in the cold.
In addition to the recent announcement of the 2023 KTM 1290 Super Adventure R, KTM has released details on the 2023 KTM 1290 Super Adventure S, which will be available this month at authorized KTM dealers.
For 2023, KTM has taken the base of the KTM 1290 Super Adventure S, which the company says is “engineered to conquer mile after mile on all types of terrain,” and added a fresh sheen as well as several refinements for the benefit of practical adventuring.
The KTM 1290 Super Adventure S is still powered by the 1,301cc LC8 V-Twin making a claimed 160 hp and 102 lb-ft of torque and mated to a 6-speed Pankl transmission and a PASC slip/assist clutch.
2023 KTM 1290 Super Adventure S in Graded Gray
A few years ago, we took the 2018 model on roads ranging from those found in Joshua Tree National Park to clogged Southern California freeways.
“Regardless of the condition of the pavement or the radius of the curve, the KTM is unflappable,” our reviewer wrote.
The 2023 KTM 1290 Super Adventure S has a 22-lb chromoly stainless-steel frame, vertically stacked LEDs with low beam, high beam, and cornering lights that illuminate sequentially as lean angle increases, a reengineered windscreen and adjuster, a height-adjustable seat (33.4 or 34.2 inches), and a new lightweight aluminum sidestand.
The heart of the bike is regulated by a Bosch 6D IMU administering the ride height, ABS, ride modes (Sport, Street, Offroad, Rain, and optional Rally), tire-pressure monitoring, and the WP semi-active suspension damping and anti-dive (WP Suspension Pro is an optional upgrade, as is Quickshifter+).
For 2023, KTM says that roaming roads everywhere and anywhere is now a lot easier thanks to augmented navigation software. The 7-inch TFT display already gave the rider full control over the ride modes, suspension, ABS settings, and adaptive cruise control, but for 2023, KTM aimed for more utility. The KTMConnect App now boasts Turn-by-Turn+ guidance and waypoint markers while on the go and without having to stop and adjust any mobile device. The same functionality also extends to audio tracks and listing ‘Favorites’ when it comes to phone calls.
The KTM PowerParts collection includes additional gear and protection for the 2023 KTM 1290 Super Adventure R, such as extra protective parts, aesthetic touches through detailing, or travel items like luggage, racks, and bags.
The 2023 KTM 1290 Super Adventure S will come in two new color schemes: the iconic KTM orange-and-black trim or the more neutral hue of KTM’s Graded Gray aesthetic. Pricing starts at $20,299.
KTM has announced the release of the updated KTM 1290 Super Adventure R, which the company says is oriented for “hardcore offroad adventurers who want and need premium kit to level any landscape or terrain.”
The 2023 KTM 1290 Super Adventure R is still powered by the 1,301cc LC8 V-Twin making a claimed 160 hp and approximately 102 lb-ft of torque and mated to a 6-speed Pankl transmission, a PASC slip/assist clutch, and optional Quickshifter+.
“You can’t ride a big ADV like it’s a dual-sport,” our reviewer wrote of the 2022 model. “But with a little restraint and sound judgment, the 1290 Super Adventure R can take you to places well off the beaten path.”
The KTM 1290 Super Adventure R is designed for the rigors of multiple surfaces thanks to the Bosch 6D IMU that informs much of the bike’s behavior through Motorcycle Traction Control, Motorcycle Stability Control, various ride modes (Sport, Street, Rain, Rally, and Off-road), ABS, and more.
When we put the 2022 KTM 1290 Super Adventure R on Jett Tuning’s dyno, the bike produced 126 hp at 9,100 rpm and 88 lb-ft of torque at 8,000 rpm at the rear wheel in Sport mode. In Off-road mode, it made 81 hp at 6,600 rpm and 62 lb-ft of torque at 6,900 rpm.
The KTM 1290 Super Adventure R features WP XPLOR fully adjustable suspension, with a 48mm split- cartridge fork, a Progressive Damping System rear shock, and 8.7 inches of travel at both ends.
KTM says the suspension funnels the maximum level of feedback through the Alpina aluminum spoked wheels, with an improved sealing system appropriate for tubeless tires. The 2023 KTM 1290 Super Adventure R is shod with Bridgestone AX41s.
For 2023, KTM has boosted the navigation potential of the KTM 1290 Super Adventure R. Enhanced Turn-by-Turn+ guidance and the ability to set waypoints and diversions are now all possible through the handlebar switch dial and through the 7-inchTFT. There is no need to prop the bike and fish around for the phone that engages the KTMConnect app; everything – including phone call answering and logging top ten “favorites” – can all be done with a push of a finger.
The KTM PowerParts collection includes additional gear and protection for the 2023 KTM 1290 Super Adventure R, such as 11 different seats, luggage, crash bars, or more aesthetic touches.
The 2023 KTM 1290 Super Adventure R comes in a new sporting white color and graphic scheme starting at $20,299.
2022 Honda CB500X decked out in National Cycle Extreme Adventure Gear
Adventure bike owners love to add “farkles” from companies such as National Cycle to their bikes. A farkle, as many of you know, is an accessory, often a fancy one, that a motorcycle owner is likely to brag about. Some say the word is a mashup of “function” and “sparkle,” but we’ve also heard it’s an acronym for Fancy Accessory, Really Kool, Likely Expensive. (When I Googled “farkle,” the top result was from Dictionary.com: a combination of fart and chuckle, an involuntary fart caused by laughter. Gotta love the internet.)
Best known for its windscreens and windshields, National Cycle also makes accessories for select motorcycle models. As part of its Extreme Adventure Gear (XAG) line, it makes accessories for the ADV-styled Honda CB500X, and we installed some XAG accessories on our 2022 test bike.
One of the most popular upgrades for adventure bikes is supplemental protection against rocks, road debris, and tip-overs. We started off with National Cycle’s XAG Polycarbonate Headlight Guard (P/N N5400, $84.95), which is made of tough 3.0mm polycarbonate reinforced with the company’s proprietary Quantum hardcoat – said to provide 10 times the strength and 30 times the scratch resistance as acrylic, a claim National Cycle backs up with a three-year warranty against breakage.
National Cycle XAG Polycarbonate Headlight Guard
The guard is thermoformed for an exact fit over the 2019-2022 CB500X headlight, and its crystal-clear optics do not distort or reduce illumination. Installation is simple: Just clean the headlight, remove the adhesive backing on the marine-grade Velcro tabs, and press the guard onto the headlight lens.
Next, to add crash protection as well as a place to mount auxiliary lighting, we installed the XAG Adventure Side Guards (P/N P4200, $429.95), which are also available for the Yamaha Ténéré 700. Made of black powdercoated steel, they complement the CB500X’s styling, especially the Pearl Organic Green/Black color scheme on our 2022 model. The guards are also treated inside and out with an electrophoretic coating to eliminate rust and corrosion.
National Cycle XAG Adventure Side Guards
The installation instructions provide a list of basic tools needed as well as a QR code that links to a helpful video. Installation is straightforward and took about 30 minutes, with the only challenge being a little extra effort needed to line the guards up with the engine mount holes.
The left and right guards attach to the engine in two places, and they bolt together in the middle just below the headlight. Once installed, they provide solid, sturdy protection. A flat metal tab with an open bolt hole that’s welded to the lower part of each guard provides a good attachment point for auxiliary lights.
As Reg Kittrelle says in his Triumph Tiger 900 GT Low review in the upcoming February issue, an ADV is a “motorcycle that can comfortably take me to distant places carrying lots of stuff.” The Honda CB500X is comfortable, but in stock form, it doesn’t provide many options for carrying gear, so we installed the XAG Luggage Rack (P/N P9304, $184.95). Like the side guards, the luggage rack is made of black powdercoated steel.
National Cycle XAG Luggage Rack
Also like the guards, installation of the rack requires only basic hand tools, takes about 30 minutes, and is clearly demonstrated in the instructions and video. On a stock CB500X, installation requires removal/reinstallation of the passenger grab handles since the mounting brackets share the same bolt holes. On our test bike, the grab handles had already been removed when Honda’s accessory saddlebag mounts were installed. And be advised: National Cycle’s luggage rack is not compatible with Honda’s accessory saddlebags.
The rack is a solid, stylish, practical add-on. It measures 8.625 inches front to back and has a tapered width that narrows from 6.75 inches at the front to 5 inches at the rear. The rack’s slotted surface and two holes on either side provide anchor points for straps or bungee cords. It sits a bit higher than the passenger portion of the seat, but together they provide a platform up to 23 inches in length for carrying a drybag, duffel, or tailbag.
Although we didn’t request one for our test bike, National Cycle also makes the XAG Lowering Kit and Kickstand (P/N P4900, $119.95) for the CB500X. It includes a shorter sidestand and two aluminum suspension link arms that lower the seat height by about 1.5 inches (from 32.8 to 31.3 inches). Only basic tools are required, installation takes 30-45 minutes, and you’ll need a wheel chock and a hydraulic jack or lift. As with the other accessories, in addition to the step-by-step instructions with photos, there’s a helpful video.
National Cycle XAG Lowering Kit and Kickstand
We put as many miles as possible on our test bikes, so we’re always interested in accessories that improve comfort. We’ve tested National Cycle’s VStream windscreens on many different motorcycles over the years, and we’ve consistently been impressed with their ability to improve wind protection while also reducing turbulence and buffeting. With their patented “V” shape, VStream windscreens are made of 3.0mm Quantum-hardcoated polycarbonate – the same durable material used for the headlight guard (and with the same warranty against breakage).
The VStream windscreen comes in three sizes for the CB500X, as seen below.
The Low windscreen is 16.75 inches tall, just slightly taller than stock, and it’s available in dark or light tint for $121.95. We opted for the Mid windscreen ($133.95), which is 19.25 inches tall (more than 2.5 inches taller than stock), much wider than stock near the top, and available only in light tint. The Tall windscreen ($139.95) is 21.75 inches tall (more than 5 inches taller than stock), even wider near the top, and available only in clear.
National Cycle VStream Windscreen Mid size
Compared to stock, the Mid-size VStream pushes air higher up and around the rider. Airflow hits at helmet height, but there’s no buffeting. There’s also excellent visibility over the top of the windscreen, providing an unobstructed view of the road ahead.
Unlike most farkles, National Cycle’s XAG accessories are practical and reasonably priced. If you’ve got a Honda CB500X, check ’em out by clicking on the linked product names above.
Going-to-the-Sun Road in Montana’s Glacier National Park should be on every motorcyclist’s must-ride list. (Photos by the author)
As motorcyclists, we feel drawn to the open road. As Americans, we want to take in as much of what our country has to offer as we can. And as human beings – especially if we’re of a certain age – we want to see our family and friends face-to-face, to hug them and shake their hands and hear and tell stories new and old. Phone calls and texts help us stay in touch, but they are a poor substitute for the real deal. I decided to check all the boxes with a cross-country motorcycle trip.
I live in Southern California, and I have family and friends all over this great nation, from sea to shining sea. I’ve ridden cross-country many times before, but I was overdue for a special lap around America, one where I could see the sights and visit the important people in my life without a strict agenda or schedule. When I opened a Dove chocolate and saw the advice “Live every day with no regrets, it’ll be worth it” inside the wrapper, it felt like a calling. I packed my gear and headed east.
Visiting loved ones like my Uncle Bud in New York was the highlight of the trip.
Family Roots
Back in 1940, my grandparents loaded up their ’37 Packard with all their belongings, including my 10-year-old father, Mark, and his 7-year-old younger brother, Bernard (where I got my middle name) and headed west. Leaving Youngstown, Ohio, they made their way to Route 66 and followed it to Burbank, California, where Grandpa Seth got a welding and fabricating job for Lockheed Aircraft.
Before long, my grandparents purchased a Texaco station that became the family business. Our family still owns the building, which now houses an auto body shop. My grandparents died just before I was born, but I believe I inherited my love and innate abilities for fabricating and restoring motorcycles from my Grandpa Seth. I still use his old Wilton bench vise, hand tools, and other equipment.
Leaving on Memorial Day, my first stop was my grandparents’ gravesite at Forest Lawn Cemetery in Burbank, California. I asked them to watch over me.
Time was of the essence with my own cross-country journey, some 82 years later. My dad was approaching his 95th birthday, and ol’ Uncle “Bud” (Bernard’s nickname) was pushing 92. They don’t travel anymore, and they hadn’t seen each other in over a decade. I decided to keep the trip a secret from Dad. My plan was to ride to New York and do a surprise video call between the aging brothers.
I left my house in Thousand Oaks, California, on Memorial Day and returned home in time to celebrate the 4th of July. Over a month and more than 10,000 miles, I passed through 33 states, visited and stayed with dozens of people who were already near and dear to my heart, and enjoyed meeting many new friends as well.
Reuniting with my old friend Carter Kirk in the shadow of Mount Rushmore.
To get ready for my journey, Alpinestars and Shoei/Helmet House provided me with gear, Nelson-Rigg set me up with a waterproof duffel, and my friends at Suzuki were kind enough to loan me a 2022 V-Strom 650XT with an accessory tankbag and panniers. The V-Strom 650 is one of the best bang-for-the-buck adventure bikes out there. It fits me like a glove, has a really comfortable seat, likes to go off-road here and there, and only asked for gas in the tank and PJ1 on the chain every now and again.
High plains drifting in New Mexico. It’s fun to imagine what’s beyond the horizon.
On the second day of the trip I was tempted to do some off-road exploring near Zion National Park in Utah, but I had a long journey ahead of me, so I thought better of it.
With the bike packed, I said my goodbyes and my prayers, pulled in the clutch, dropped into 1st gear, and rolled away from home. It was a surreal feeling starting a ride of this magnitude, wondering what might be in store for me.
A Cross-Country Motorcycle Trip: Eastbound and Down
Before departing on this ride, I traced a big outline of the U.S. and each of the lower 48 states on a large sheet of heavy-duty paper, and at the top I wrote “2022 Friends & Family Ride!” I kept it rolled up in a cardboard tube and used it to document my route. Along the way, I had family, friends, and other folks write notes and messages on the map.
My homemade route map signed by friends, family, and others along the way is a special keepsake from my journey.
After riding across the Mojave Desert to Las Vegas, I continued northeast and rode through Zion National Park in Utah. I meandered east to Four Corners, got off my bike, and managed to be in all four states at once with my feet in Arizona and New Mexico and my hands in Utah and Colorado. In New Mexico, I visited friends in Farmington and Tucumcari. As the trip unfolded, I found that most of the time there was another friend or family member with whom I could stay within a day’s ride.
Spreading out over four states at once at Four Corners (Colorado, Utah, New Mexico, and Arizona).
I blazed across the Texas Panhandle on my way to “McDonald Land,” the nickname for where Norm and Lucy McDonald live near Tulsa, Oklahoma. Norm is the “N” in K&N filters, which nearly everyone has run in their bikes or cars at some point. I used to pitstop there in the early ’80s when traveling around the country during my AMA roadracing days. I met the McDonalds through their son, Sam, when we were both novices in 1980. Through K&N Yamaha, Norm and Lucy sponsored countless racers over the years, with Malcolm Smith being one of the most notable. They are wonderful people whose friendship is precious to me. Staying with them again like in the good ol’ days was very special.
It didn’t take long to become friends with Susie at The Korner Shop Cafe in West Virginia.
Taking a selfie at the Cadillac Ranch in Amarillo, Texas.
After visiting other friends in Memphis, Tennessee, I skipped across the tops of Mississippi, Alabama, and Georgia and made my way up into the Appalachians and onto the Blue Ridge Parkway. Rider magazine readers have seen plenty of great ride stories from this area, and now I got to do the riding!
The views are endless at the Blue Ridge Parkway’s Maggie Valley Overlook.
The weather was perfect, the scenery was beautiful, and I took some side trips on the 650XT down small roads and trails. In Maggie Valley, North Carolina, I stopped at the Wheels Through Time Museum. I love old bikes and old American stuff, so this place is like heaven to me. Dale Walksler has passed, but his son Matt has taken over and is doing an awesome job keeping the museum going.
With Matt Walksler at the Wheels Through Time museum.
Heading North
I rode up Skyline Drive and into Virginia, where I spent a couple nights at Brian and Betty Richardson’s 19th-century sheep farm. Rider’s former editor-in-chief, Mark Tuttle, connected me with the Richardsons back in 2009, and I raced Brian’s homebuilt Moto-Electra electric bike in the TTXGP series for a few years. In 2013, we set the coast-to-coast world record for electric vehicles on the same bike by crossing the U.S. in 84.5 hours. Brian and I became good friends, and for years I’ve been telling him I would ride up to his farm one day. I finally did, and we spent a day riding together on awesome backroads.
With my buddy Brian Richardson at the Green Briar Hotel in West Virginia. Beneath us was the U.S. Congress’ secret nuclear fallout shelter.
Spending some time relaxing at Brian and Betty Richardson’s sheep farm in Virginia.
I left the farm in the morning and was soon greeted by a dramatic change in scenery. By midday, I was taking a selfie in front of the Capitol in D.C. I wished I could help straighten things out there, but I decided I’d rather ride my motorcycle. I hightailed it out of D.C. and crossed the Delaware Bay on a ferry from Lewes, Delaware, to Cape May, New Jersey, which is the oldest resort town in America and a neat place to stay.
Cows sure are big in Pennsylvania!
Another special thing about New Jersey is one of its residents: Gloria Struck, the first lady of motorcycling, who is 97 years young. I wrote a story for Rider (March 2013 issue) about Gloria and the Motor Maids, and we have been close friends for a long time. We first met years ago at Daytona Bike Week, where I noticed her Harley had Clorox bottles cut in half and strapped to the handlebar as wind deflectors. I had done that before myself, but when I found out it was Gloria’s bike and that she had ridden from New Jersey, where she had to shovel snow to get out of her driveway, I immediately developed a deep fondness and respect for this woman.
Those boots were made for riding, and that’s just what they did on Gloria Struck’s feet.
Spending a couple nights with Gloria, reminiscing and listening to her talk about riding her motorcycle, or the trike she’s going to get when she turns 100, was absolutely priceless. I highly recommend buying her book, Gloria – A Lifetime Motorcyclist: 75 Years on Two Wheels and Still Riding, which was published in 2018.
Gloria did her first solo ride to Daytona in 1951 to watch the beach races. Dick Klamfoth won that year (and also in 1949 and 1952), and as fate would have it, Dick and I became friends, and I helped him build the Daytona 200 monument, which took several years. He and his wife, Bev, are gone now, but later in my ride, I would carry on our memories by visiting their daughter, Christy, in Ohio.
Washington D.C. was a change of scenery. I didn’t stay long.
The Big Apple
From Clifton, New Jersey, I passed under the Hudson River through the Lincoln Tunnel and popped out in midtown Manhattan. Riding around the Big Apple in the rain was quite an adventure. After taking the Queensboro Bridge over the East River to Long Island City, I finally arrived at the easternmost point of my journey and visited Uncle Bud. It had been hard to keep the secret, but when we surprised my dad with a FaceTime call from his brother and son, it was a very special family moment.
I hope I’ve inherited good ol’ Uncle Bud’s genes. Hard to believe he’s 92.
Saying goodbye to good ol’ Uncle Bud and wondering if it would be the last time we’d see each other face-to-face was emotional, but I laughed as always when he said, “See ya later, alligator!”
Crossing Manhattan again, I was officially on my way home. It felt good to make it out of the big city and know the rest of the ride would be mostly rural countrysides and small towns.
Westward Ho!
In our family’s hometown of Youngstown, Ohio, I stayed with my cousin John. We had never met and had fun getting to know one another. Using Bud’s recently sketched picture of the family home, we found the now-abandoned dwelling where they once lived. It was like searching for hidden treasure with a map Bud drew from his memory of a place he left at the age of 7! John showed me around, and I imagined my family living there in the old steel town’s heyday. I thought about them in the old Packard driving away from the house on Worthington Street for the last time, looking back at what was being left behind and then looking forward, wondering what life would be like in California.
With Uncle Bud’s hand-drawn map, my cousin John and I found our family’s old home in Youngstown, Ohio.
The V-Strom 650XT and I had fun two-tracking through the Great Smoky Mountains.
From Youngstown, I rode southwest to Columbus, where I visited the AMA Hall of Fame Museum and then popped in on Bruce Linsday. Bruce is a top guy in the antique motorcycle world with an unbelievable collection of early American motorcycles. Years ago, when we were in Death Valley riding our old Harleys, he invited me to stop by his place so I could ride a particular old Harley dating back to 1905. The factory in Milwaukee has one in its museum, and Bruce has the other one. These two bikes are the oldest Harleys in existence. The factory’s bike is under glass and will never be ridden, so I was fortunate enough to be able to ride the oldest running Harley there is! Quite an experience.
Riding the world’s oldest running Harley was quite an experience for me.
After a stop in Des Moines, Iowa, I continued west to South Dakota. In 2009, I attended the V-Strom Rally in Rapid City on assignment for Rider (April 2010 issue) and made friends with resident V-Strom rider Carter Kirk. He let me borrow his bike for the rally, and I had a wonderful time exploring the Black Hills. Since I was traveling on a new V-Strom 650XT on my family-and-friends tour, I had to visit Carter.
With him on his old V-Strom and me on my new one, we spent a day riding and sightseeing. We stood at the base of Mount Rushmore and took in the majesty of one of this country’s most patriotic treasures. After dinner in Sturgis, we capped off an awesome day with a night ride home through pouring rain and an unbelievable lightning show. When we made it home, I had a good laugh when Carter asked me if I was worried during the ride. I tried to act like I wasn’t.
I visited Christie Klamfoth and her partner Al in Ohio. Her parents, Dick and Bev, opened up the heavens to let their love shine down on us.
After crossing the Great Plains, the Rocky Mountains invited me to explore the high country. America the beautiful!
After visiting Devils Tower in Wyoming, I continued northwest into Montana. I love this part of the country, and after riding through some more open grassland, I was finally rewarded with a view of the snowcapped Rocky Mountains. I rode the incomparable Going-to-the-Sun Road in Glacier National Park, then made my way into Idaho, where I visited my nephew, Robert, and his wife, Tracy, in the little community of Harrison. They recently moved there from our hometown in Southern California to a little house overlooking a lake.
This was about as far as I could go trying to scale Mount Hood in Oregon.
Farther west, I enjoyed riding the Cascade loop in Washington with all the forest roads and the surprising views of white-topped volcanic mountains that appear out of nowhere. After a stop to visit my sister-in-law Jill in Bend, Oregon, I finally saw what I was waiting for: the beautiful blue Pacific Ocean. I punched my fist into the air and hollered “Yahoo!” inside my helmet. I love riding along the western edge of our country.
The Homestretch of My Cross-Country Motorcycle Trip
Back in California, my next stop was Eureka, a nice little coastal town where I stayed with my Uncle Jim and Aunt Jan and visited my cousin Bill. At this point in the trip, I had seen all my living relatives and felt I had accomplished what I set out to do.
I stopped to say hello to Paul Bunyan and Babe the Blue Ox at Trees of Mystery in Klamath, California.
But there were more miles to cover, such as riding among the majestic coastal redwoods before heading inland to visit Lassen Volcanic National Park in northeastern California. Zigzagging my way through the gold country of the Sierra Nevada, around Lake Tahoe, and past Mammoth Mountain. And then finally crossing the Mojave Desert again to get home.
What a feeling to turn the corner and know this journey had come to an end. There in the driveway was my wife, Jody, and my daughter, Kelly, waiting for me with open arms. I hadn’t even gotten off the bike before the tear-filled hugs began. Wow, what a feeling!
The best part about coming home was seeing my wife, Jody, and my daughter, Kelly.
I arrived home in time for my dad’s 95th birthday, and he ended up passing away peacefully two short weeks later. The timing for this trip was perfect, and I’m glad I was able to make it happen rather than make excuses. In the end, our faith, family, friends, and the memories we’ve made (many with handlebars in hand) are all we have. Nothing else matters.
Rider’s editor-in-chief Greg Drevenstedt (left) and American Rider’s editor-in-chief Kevin Duke share a fireside toast. (Photos by Kevin Wing)
Buried deep in my iPhone is a text message I sent to my riding buddies on Feb. 29, 2008 (lucky leap day, as it turns out):
I got the job!! I’m Rider’s new Road Test Editor! Woohoo!
I had just returned from my second interview with Mark Tuttle, Rider’s former editor-in-chief. We had met up for a motorcycle ride, and during lunch at a beachside cafe, he offered me the job.
Working full-time at a motorcycle magazine really has been a dream come true. It’s been an honor and a privilege to ride hundreds of new motorcycles and travel all over the world. But one of the most rewarding parts of my job has been getting to know fellow motorcycle enthusiasts who work in the industry – passionate, intelligent, talented individuals who have become not only trusted colleagues but true friends.
The Wingman
One of those friends is Kevin Wing. He’s one of the best motorcycle photographers in the business, and his work has been featured in Rider, Motorcyclist, Sport Rider, Cycle World, and other leading publications since the ’90s. Wing is responsible for countless inspiring covers and vivid images that bring this magazine to life, and he deserves way more credit for his contributions than we could ever give him.
Like many photographers, Kevin Wing avoids the limelight. I managed to capture a selfie with him (right) and Duke during a lunch stop.
Wing was the photographer on my first Rider photoshoot. A month into my new job, Tuttle asked me to photo model on the Buell XB12XT for the June 2008 cover feature. Wing was patient with my inexperience, coaching me on how to ride 2 feet off the back bumper of a minivan for tracking shots.
Wing is also a perfectionist. He’ll call for as many photo passes as it takes – sometimes dozens of them in a single corner – to get the lighting, focus, angle, and other details just right. On the Buell shoot, I struggled to do repeated U-turns on a steep, narrow road for the cover shot. When I blew it one time and ended up in the weeds, he snagged a few embarrassing frames of me trying to extricate myself.
Enjoying fresh pavement on Lockwood Valley Road aboard the Husqvarna Norden 901 and Honda CB500X.
If I’m honest, I’ve never felt like the “talent.” I’m a rider with middling skills who is always trying to compensate for a lifelong habit of cocking my head to the left, inspiring a few riding buddies to nickname me “iLean.” The real talent is the guy behind the camera.
The Dukester
Another industry veteran I’m proud to call my friend is Kevin Duke. He started out at Motorcyclist in the late ’90s and was an editor at Roadracing World and Motorcycle Consumer News before taking the helm as editor-in-chief at Motorcycle-USA.com and then Motorcycle.com. When the EIC position opened up at our sibling publication, Thunder Press (which became American Rider last May), I was stoked when Duke landed the job.
The Honda CB500X is more at home on the pavement, despite its adventure styling and 19-inch front wheel.
Over the years, I’ve attended dozens of press launches around the world with Duke. He was at my first press launch in Gatlinburg, Tennessee, in the spring of 2008, one that will forever live in infamy after one guy crashed (me), nearly every other journalist got a ticket, and one unlucky soul was hauled off in handcuffs. But that’s a longer story best told over a couple of beers…
In January 2013, Duke and I attended the global launch of the BMW R 1200 GS “water” Boxer in South Africa, an event that got cut short on the first day after a British motojournalist crashed and ultimately succumbed to his injuries.
Following the fatal incident, the mood at the launch was somber. We had a free day before our flight home, and Duke and I decided we needed to do something life-affirming. So we borrowed a BMW X1 and drove to Bloukrans Bridge, which, at 700 feet above the Bloukrans River, is the site of the world’s highest commercial bungee jump.
Can you tell which one of us had completed the Bloukrans Bridge bungee jump and which one was awaiting his fate?
I was nervous during the entire two-hour drive there, hoping Duke would chicken out so I could do the same. But he never did, and we went through with it. The jump was two seconds of sheer terror followed by one of the most exhilarating experiences of my life.
The Motorcycle Camping Plan
Duke and I oversee a small editorial team as we work collaboratively on Rider and American Rider. Duke is a former racer and can wheelie anything on two wheels, but now that he runs an American V-Twin publication, his opportunities to ride bikes not made by Harley or Indian are limited.
“Hey Duke, we’re working on this adventure issue for Rider. How about you take the train up here to Ventura, and we’ll go for a ride? Bring your tent and sleeping bag.”
As a full-sized adventure bike with long-travel suspension, the Husqvarna Norden 901 is well-suited for stand-up riding off-road.
We both spend way too much time riding a desk chair, so he didn’t hesitate to accept my invitation. We had a pair of adventure bikes – a Honda CB500X and a Husqvarna Norden 901 – in the Rider garage, and we’d be joined by Wing on our Yamaha Tracer 9 GT long-termer.
You know what they say about the best-laid plans. Duke missed his 6 a.m. train, pushing our departure back by two hours. Deadlines, a bum knee, and aftereffects of a Covid booster slowed down my last-minute packing, so by the time we hit the road it was noon.
Introduced last year, the Norden 901 is Husqvarna’s first foray into the adventure/travel segment. Husky is owned by KTM, and the Norden is built on the same platform as the KTM 890 Adventure. It’s powered by an 889cc parallel-Twin that makes a claimed 105 hp at the crank, and it has throttle-by-wire, a 6-axis IMU, and a full suite of electronic rider aids. MSRP is $13,999, and the touring cases with carriers add $1,030.
First, the Ride
From my house, I can hit California Route 33 with a rock. It peels off U.S. Route 101 near the beach, and after winding through small hamlets like Casitas Springs and Oak View, Route 33 passes a biker hangout called the Deer Lodge and becomes one of the best motorcycling roads in Southern California, entering the wide-open spaces of Los Padres National Forest. I even wrote about the 33 in my cover letter when I applied to Rider back in 2008:
A motorcycling treasure sits in Rider’s backyard. The triple-crown of the Jacinto Reyes Scenic Byway (Route 33), Lockwood Valley Road, and Cerro Noroeste Road has it all: breathtaking vistas, peg-scraping switchbacks, fast sweepers, and top-gear straights.
In Honda’s lineup since 2013, the CB500X has grown into its role as a light, affordable adventure bike. Built around a 471cc parallel-Twin, in 2019 it got a larger front wheel, more suspension travel, and other upgrades. Updates for 2022 include a lighter front wheel, a lighter swingarm, a new inverted Showa SFF-BP fork, and dual front disc brakes. MSRP is $7,199, and Honda’s accessory tankbag, light bar, and panniers bring the as-tested price to $8,517.
Even better, these roads have minimal traffic, especially on a Tuesday. “The Kevins” and I have ridden together many times, and we enjoy a brisk pace. We pushed our bikes hard and gnawed the chicken strips down to gristle. And then, out of nowhere, we received an unexpected gift.
Covering about 25 desolate miles from its junction with Route 33 to the small community of Lake of the Woods, Lockwood Valley Road has suffered a long history of neglect. It was in rough shape when I first rode it 15 years ago, and over the years, it has only deteriorated further. One tricky section is a tangled knot of first-gear corners that go through narrow desert canyons and washes. On one of my first test rides through Lockwood Valley, I dumped a $20,000 BMW R 1200 HP2 Megamoto in a patch of sand that caught me off-guard, cracking one of the magnesium cylinder heads and nearly putting my dream job at risk.
As the Kevins and I turned onto Lockwood Valley Road, we saw that the top layer of pavement had been scraped off. A few miles later, we came upon the paving crew. And then … nirvana!
The recently repaved Lockwood Valley Road was a delight.
All the twists and turns that were such a challenge when the pavement was cracked, patched, potholed, and strewn with sand and rock-slide debris became a jet black, eerily smooth roller coaster like those plastic Hot Wheels tracks you could twist into acrobatic shapes and loops. We were gobsmacked.
The Actual Motorcycle Camping
An army marches on its stomach, and so does a crew on a photoshoot ride. We’re all remote workers these days, so rides like these give us a chance to see each other face-to-face and have some laughs. While we sat around a picnic table and scarfed down an XL combination pie at Mike’s Pizza, Duke revealed that Wing had also been the photographer on his first shoot – 25 years ago to the month. We commiserated about the recent heat wave, inquired about Duke’s and Wing’s kids, and discussed the length of my beard. By December, I should be eligible for a part-time gig as Santa.
As California Route 33 follows the winding path of the Ventura River through Wheeler Gorge, it passes through a pair of tunnels built in 1931.
We waddled out to the bikes rubbing our distended bellies, saddled up, and made our way through the alpine community of Pine Mountain Club before spiraling our way up Cerro Noroeste Road to the top of its namesake mountain. Cerro Noroeste is surrounded by the Chumash Wilderness, and sprawled across its 8,300-foot summit under the shade of enormous Jeffrey pines is Campo Alto Campground.
When my brother and I first camped at Campo Alto back in ’06, we had embraced our Tennessee heritage, bringing little more than a box of fried chicken, a bottle of Jack Daniel’s, and bed rolls tossed in the bed of my F-150. We’ve taken Rider staff camping trips to Campo Alto, so it seemed a fitting location for our most recent escape. A week after Labor Day on a Tuesday, it was deserted.
Shaded by enormous Jeffrey pines, Campo Alto Campground is perched atop Cerro Noroeste at 8,300 feet in Los Padres National Forest.
As the Kevins set up camp, I rode down to the general store in Pine Mountain Club and stocked up on beer, chips, sandwich fixin’s, and firewood. We soon had a toasty blaze going and cold cans of IPA in our hands. Heavy rains had spun off from Cyclone Kay and soaked the mountains only a day or two before, and the petrichor mixed with the smell of pine and wood smoke.
“Hard to believe we’re so close to home,” Wing said. “Feels like we’re a million miles away.”
We had ridden less than 100 miles since leaving Ventura, and it was probably half that to the campground as the crow flies. But we were on the top of a mountain surrounded by wilderness, and there was no one around but us.
“Trust me, Duke, if we just bomb down this hill, go over the river, and through the woods, we’ll get home an hour earlier.”
After the sun went down, it dropped into the 40s, so we huddled close to the fire, sipped some 10-year-old Henry McKenna bourbon, and told war stories about press launches, photoshoots, close calls, and embarrassing moments. (Yes, I told the Gatlinburg story.)
Ours was an adventure with a little “a.” We didn’t do much preparation or planning, nothing went wrong, and we were back home in less than 36 hours. But we slept in tents under the stars, had fun, and asked, “Why don’t we do this more often?” Even a brief escape with good friends does wonders for the soul.
Husqvarna Motorcycles North America Inc. has announced the availability of its 2023 street lineup, including the single-cylinder Vitpilen 401 and Svartpilen 401, the versatile single-cylinder 701 Supermoto and 701 Enduro, and the parallel-Twin Norden 901.
The 2023 701 Supermoto and 701 Enduro were made available in November at authorized Husqvarna Motorcycles dealers, while the Norden 901 arrives in December 2022. The Vitpilen 401 and Svartpilen 401 models will be available from January 2023 onward.
2023 Husqvarna Svartpilen 401 and Vitpilen 401
2023 Husqvarna Svartpilen 401
Husqvarna says the 2023 Svartpilen 401 is great for urban and rural settings alike, while the lower bar and sport tires of the 2023 Vitpilen 401 make it suitable for twisty roads or as a commuter. Both bikes feature a liquid-cooled 373cc single-cylinder engine making a claimed 44 hp and 27.29 lb-ft of torque, a 6-speed gearbox linked to an Easy Shift sensor allowing for clutchless gear changes, and PASC slip/assist clutch.
2023 Husqvarna Vitpilen 401
The steel trellis frames, low weight (approximately 333 lb dry weight for the Vitpilen 401 and 335 lb for the Svartpilen 401), and WP APEX suspension contribute to the bikes’ middleweight capabilities, and ByBre brakes and Bosch ABS offer powerful, controlled stopping. Both bikes have an approximately 2.5-gal fuel tank.
For 2023, the main changes to the 701 Supermoto and 701 Enduro are new colors and graphics.
2023 Husqvarna 701 Supermoto
Both bikes return with a liquid-cooled 693cc single-cylinder engine making a claimed 74 hp and 54.21 lb-ft of torque at 8,000 rpm, a 6-speed gearbox with the Easy Shift function, and the Adler APTC slip/assist clutch.
2023 Husqvarna 701 Enduro
The 701 Enduro and 701 Supermoto are equipped with an LCD dashboard with a USB port and an RPM display and gear selection indicator. From the handlebar, riders can quickly personalize their machine by selecting from two ride modes. Mode 1 on both bikes offers sporty throttle response and cornering-sensitive traction control. Mode 2 on the 701 Enduro provides a smooth throttle response with off-road traction control, allowing wheel slip and lifting of the front wheel.
2023 Husqvarna 701 Enduro
On the 701 Supermoto, Mode 2 provides a more aggressive throttle response with reduced traction control to allow for drifts and full control on slides. Riders can also deactivate traction control entirely.
2023 Husqvarna 701 Supermoto
The 701 Enduro has WP XPLOR suspension, and the 701 Supermoto has WP APEX suspension. Both bikes feature Brembo brakes (with 300mm/240mm front/rear discs on the 701 Enduro and 320mm/240mm on the 701 Supermoto) and cornering ABS that can be disengaged.
The 701 Enduro has a dry weight of approximately 322 lb, while the 701 Supermoto comes in at approximately 324 lb. Both bikes have 3.4-gal fuel tanks.
2023 Husqvarna Norden 901
Husqvarna says the Norden 901 delivers “the ideal blend of offroad capability and world-traveler ridability.” Our editor-in-chief put this claim to the test with his video review of the 2022 model after two days of on- and off-road testing on to São Miguel, Azores, a wet, foggy island in the North Atlantic Ocean.
2022 Husqvarna Norden 901 in São Miguel
The Norden 901 is based on the KTM 890 Adventure platform. It’s powered by a liquid-cooled 890cc DOHC parallel-Twin that makes a claimed 105 hp at 8,000 rpm and 74 lb-ft of torque at 6,500 rpm at the crank, a 6-speed sequential gearbox with the Easy Shift function, and a PASC slip/assist clutch. It features ABS (Road and Offroad modes), lean-angle-sensitive Motorcycle Traction Control, and cruise control and is equipped with adjustable WP APEX suspension, with 8.7/8.5 inches of front/rear travel.
2023 Husqvarna Norden 901
For 2023, the Norden 901 features updated ride modes, including the return of Street, Offroad, and the optional Explorer mode, as well as a Rain mode that replaces the Urban mode on the 2022 model. Street mode gives direct throttle response with traction control suited for paved surfaces and Road ABS. Rain mode has controllable throttle response with reduced peak power and traction control engaged at lower rpms. Offroad mode has smooth throttle response and allows wheel spin before traction control is engaged and ABS is automatically adjusted to match terrain. The optional Explorer mode gives the rider full control over throttle response, peak power, and ABS.
KTM has announced that joining the recently unveiled 2023 KTM 890 Adventure R is the new KTM 890 Adventure, a bike the company called “the ultimate master of all conditions and distances.”
The 2023 KTM 890 Adventure features a liquid-cooled 889cc LC8 parallel-Twin, a 6-speed gearbox, the PASC slip/assist clutch, Bosch EMS with throttle-by-wire, and Dell’Orto throttle bodies with an integrated knock sensor for handling varying fuel quality while off the beaten path.
For 2023, one of the most significant changes has been made to the fairing between the front of the bike and the fuel tank.
2023 KTM 890 Adventure in Orange
A connected fairing section offers improved protection from the elements, and it is now further reinforced to offer more security and more load-bearing capability for larger GPS devices. The KTM 890 Adventure also has wider panels on the tank and side panels.
For suspension, the reworked WP APEX 43mm fork now comes with adjustment for rebound and compression, accessible from the top caps. The APEX shock, engineered and slotted into the bike to minimize height, has new settings orientated for the demands of adventure riding.
A new ABS unit is informed by the six-axis IMU to enable full braking power in a range of scenarios. The improved ABS is synced with the ride modes, allowing Offroad ABS (maximizing braking control through disengagement on the rear wheel and lowered intervention on the front) to be activated automatically in Offroad or Rally mode.
The KTM 890 Adventure can be clicked into Street, Offroad, Rain, and an optional Rally mode to adjust engine and traction control character, and a Demo setting allows the rider the chance to try the full gamut of optional rider aids for the first 932 miles (1,500 km) before deciding whether to purchase and keep them permanently.
2023 KTM 890 Adventure in Black
The 2023 KTM 890 Adventure has a new higher windscreen that offers increased protection and is inspired by the product used on the KTM 450 Rally, and the two-part seat has a new soft foam structure and a slimmer front fender for aerodynamics and rain protection.
The overhauled 5-inch TFT display has revised hardware (bonded mineral glass for extra scratch and glare resistance), and KTM says the redesigned software system of menus and infographics makes alterations to the behavior of the KTM 890 Adventure even simpler. The backlight changes intensity as it reacts to the environment, and a new feature for 2023 enables riders to list their ‘top 10’ calls by the last ones made or favorites list. The Turn-by-Turn+ navigation allows the rider to add extra customization to their navigation details on the go from the bike’s TFT menu without having to stop and fish around for their mobile device.
Sportier graphics and more dynamic looks (the plastics are color injected and using in-mold decals where possible for extra resistance, as seen on the KTM offroad bikes) comes with other practical additions such as the new aluminum engine and tank protector. Other additions include a handlebar switch with hazard warning, Pirelli Scorpion STR tires for offroad emphasis, and LED indicators.
The 2023 KTM Adventure has a 5.3-gal fuel tank and has a dry weight of 441 lb.
2023 KTM 1290 Super Adventure R and 1290 Super Adventure S
2023 KTM 1290 Super Adventure R
The 2023 KTM 890 Adventure and 890 Adventure R machines join the flagship 2023 KTM 1290 Super Adventure R and 1290 Super Adventure S, both of which were completely redesigned in 2022.
Both bikes return for 2023 and are still powered by the liquid-cooled 1,301cc LC8 V-Twin engine with a 6-speed PANKL gearbox, PASC slip/assist clutch, and Keihin EMS with throttle-by-wire. Both also have a 7-inch TFT display and Rain, Street, Sport and Offroad ride modes as standard, as well as an optional Rally mode with nine levels of adjustable traction control intervention. Offroad ABS mode allows for dirt-specific ABS application on the front wheel while disengaging the rear ABS.
2023 KTM 1290 Super Adventure S
Suspension on the 2023 KTM 1290 Super Adventure R is provided by a fully adjustable, long-travel WP XPLOR fork with separate compression and rebound damping and a fully adjustable WP XPLOR PDS rear shock. On the 2023 KTM 1290 Super Adventure S, WP APEX Semi-Active Technology (SAT) suspension adapts the damping rates in real time according to Sport, Street, Comfort, or the optional Offroad, Auto, and Advanced, and the WP APEX rear shock with 200mm of travel and new hydraulic preload adjustment (20mm) offers 10 steps of adjustment or, as an optional add on, three levels of automatic leveling in Low, Standard, and High.
2023 KTM 1290 Super Adventure S
The KTM LC8 and LC8c ADVENTURE range will begin shipping to authorized KTM dealers from December onward. Pricing hasn’t been announced as of publication.
