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.
Testing the 2022 Aprilia Tuareg 660 in Sardinia, Italy. (Photo by Milagro)
We test the 2022 Aprilia Tuareg 660, a new adventure bike with a 659cc parallel-Twin derived from Aprilia’s RS 660 and Tuono 600 sportbikes. Tuned for a broad spread of torque, in the Tuareg 660 the engine makes 80 horsepower at 9,250 rpm and 51.6 lb-ft of torque at 6,500 rpm. MSRP is $11,999.
The engine is carried in a lightweight tubular-steel trellis frame and wheelbase is 59 inches. Aprilia claims a 449-pound wet weight and 275 miles of range from the 4.75-gallon fuel tank.
As with other bikes in Aprilia’s lineup, the Tuareg 660 gets the Aprilia Performance Ride Control (APRC) electronics suite with selectable engine maps and settings for traction control and engine braking. ABS can be switched off entirely or just at the rear wheel. Standard equipment also includes cruise control and a 5-inch TFT color display with Bluetooth connectivity and navigation via the Aprilia MIA app. The bike also has full LED lighting
The Tuareg 660 has fully adjustable suspension with 9.4 inches of front/rear travel, with a 43mm inverted fork and a rear shock with progressive linkage. There’s 9.5 inches of ground clearance for off-road riding, and the Tuareg 660 rolls on 21-inch front/18-inch rear spoked wheels with tubeless tires.
Aprilia hosted a press launch for the Tuareg 660 in Sardinia, Italy, and the test route included paved roads, dirt, gravel, and mud. Contributor Peter Jones found the Tuareg 660 user-friendly, fun to ride, and highly capable. “It is reasonably comfortable, has seamless power, shifting, and mode selections, and provides confidence-inspiring agility. The brakes provide consistent feedback, the suspension, though fully tunable, should match most riders needs as is, and the electronics are dang smart. It’s one of the easiest and friendliest motorcycles to ride while being more than up to the task of being ridden hard.”
Check out our video review:
Aprilia is taking pre-orders for U.S. customers, and delivery priority will be given to those who make reservations. Customers can book their ideal configuration of the Tuareg 660, including factory options and upgrades, and select their dealer of choice at storeusa.aprilia.com.
For more information or to find an Aprilia dealer near you, visit aprilia.com.
Middleweight adventure bikes are hot right now, and Ducati is the latest manufacturer to embrace the trend. Powered by a 110-horsepower version of the 937cc Testastretta L-Twin from the Multistrada V2 in a 492-pound package, the rally-styled 2022 Ducati DesertX is designed for aggressive off-road riding.
Featuring Ducati’s signature desmodromic valvetrain, the DesertX’s liquid-cooled, 937cc Testastretta 11° L-Twin makes 68 lb-ft of torque and benefits from the same updates seen on the Monster and Multistrada V2, including a lightweight clutch, smoother shift actuation, and a 3.7-pound weight reduction versus the previous-gen engine.
The 6-speed transmission has been optimized for off-road riding, with shorter ratios for gears 1st-5th. Especially short are 1st and 2nd gears for use in technical terrain, while 6th gear remains tall for smooth operation and lower fuel consumption at highway speeds
Equipped with throttle-by-wire and an IMU, the DesertX offers four power modes (Full, High, Medium, and Low) and six ride modes (Sport, Touring, Urban, Wet, Enduro, and Rally). Each ride mode alters engine output, throttle response, and electronic rider aids, including engine braking, traction control, cornering ABS, wheelie control, and an up/down quickshifter.
The DesertX has a tubular-steel trellis frame, fully adjustable Kayaba suspension with 9.1/8.7 inches of front/rear travel, and 9.8 inches of ground clearance. Brembo M50 monoblock front calipers pinch 320mm discs, and a Brembo 2-piston rear caliper pinches a 265mm disc.
To meet the demands of off-road riding, the DesertX is equipped with spoked tubeless wheels, with a 21-inch front and 18-inch rear, and they’re shod with Pirelli Scorpion Rally STR adventure tires.
Fuel capacity is 5.5 gallons. A unique feature of the DesertX, available as an accessory, is an auxiliary 2.1-gallon tank incorporated into the tail section of the bike, which would raise total fuel capacity to 7.6 gallons.
Other features include a 5-inch color TFT display with Standard and Rally info modes, and as an option it can be connected to the Ducati Multimedia System via Bluetooth and a smartphone. All lighting is LED, including a daytime running light and a brake light that flashes during sudden braking.
The 2022 Ducati DesertX will be available only in Star White Silk with special graphics. Pricing and availability are TBD.
2022 Ducati DesertX Specs
Base Price: TBD Website:ducati.com Engine Type: Liquid-cooled, transverse 90-degree L-Twin, desmodromic DOHC w/ 4 valves per cyl. Displacement: 937cc Bore x Stroke: 94.0 x 67.5mm Horsepower: 110 hp @ 9,250 rpm Torque: 68 lb-ft @ 6,500 rpm Transmission: 6-speed, hydraulically actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 63.3 in. Rake/Trail: 27.6 degrees/4.8 in. Seat Height: 34.4 in. Wet Weight: 492 lbs. (claimed) Fuel Capacity: 5.5 gals.
The 2022 Kawasaki Versys 650 gets new traction control, updated styling with an adjustable windscreen, and a new TFT display with Bluetooth connectivity.
Since its introduction in 2008, the 650cc Versys – the name is derived from “versatile” and “system” – has been a popular adventure-style streetbike with a tall stance and 17-inch wheels. The 2022 Kawasaki Versys 650 gets new traction control, a TFT display with smartphone connectivity, and updated styling with an adjustable windscreen.
At the heart of the Versys 650 is liquid-cooled 649cc parallel-Twin tuned for a broad range of usable torque. When we tested the 2020 Kawasaki Versys 650 LT, an up-spec model with standard handguards and key-matched, quick-release 28-liter hard saddlebags, it sent 63 horsepower at 8,700 rpm and 43 lb-ft of torque at 7,300 rpm to the rear wheel.
2022 Kawasaki Versys 650 LT in Metallic Spark Black/Metallic Flat Spark Black
Keeping rear wheel spin in check is a new Kawasaki TRaction Control (KTRC) system with two modes. Mode 1, which is the least intrusive, helps manage traction during cornering and facilitates acceleration out of corners. Mode 2 allows for earlier intervention and reduces engine output when excessive wheel spin is detected, allowing for the tire to get maximum grip. KTRC can also be turned off using the switch located on the handlebar.
The Versys 650 has a 6-speed transmission, a cable-actuated wet clutch, and chain final drive. Its chassis consists of a tubular-steel double pipe diamond frame with a box-section aluminum swingarm. It has a 41mm telescopic fork with adjustable rebound and spring preload and a single offset laydown rear shock with adjustable preload. Suspension travel is 5.9 inches in front and 5.7 inches out back.
Up front, dual 300mm petal-style discs are squeezed by 2-piston calipers, and out back a single 250mm petal disc has a 1-piston caliper. ABS is standard.
The 2022 Versys 650 also gets updated styling, taking cues from its Versys 1000 stablemate. The upper fairing has a sharper and more flowing look, complemented by new LED headlights. A new windscreen is said to improve wind protection, and it can be adjusted among four positions over a 3-inch range using a release near the dash.
The 2022 Kawasaki Versys 650 gets a new TFT display with Bluetooth connectivity.
Instrumentation has been updated with a new 4.3-inch full-color TFT (thin-film transistor) display that provides a high level of visibility during both day or night with selectable background colors (black or white) and automatic screen brightness adjustment. The TFT provides detailed info about the bike, and a smartphone can be connected via Bluetooth using Kawasaki’s RIDEOLOGY THE APP.
The Versys 650 has a 33.3-inch seat height, 5.5 gallons of fuel capacity, and a claimed curb weight of 483 pounds.
A 2022 Kawasaki Versys 650 LT with a full complement of factory accessories.
The 2022 Kawasaki Versys 650 is available in Metallic Spark Black/Metallic Flat Spark Black for $8,899 or Candy Lime Green/Metallic Flat Spark Black/Metallic Spark Black for $9,099. The 2022 Versys 650 LT with handguards and saddlebags is available in Metallic Spark Black/Metallic Flat Spark Black for $9,999.
For more information or to find a Kawasaki dealer near you, visit kawasaki.com.
With the introduction of the 390 Adventure in 2020, KTM established a new benchmark for the small-capacity adventure category. While many of the 390’s competitors spring for budget-conscious componentry, the House of Mattighofen equipped the ADV to dominate the trail and the tarmac. It builds on those firm foundations with select updates on the 2022 KTM 390 Adventure.
KTM’s liquid-cooled, 373.2cc single-cylinder returns to power the adventure bike in 2022, but new Street and Off-Road traction control modes keep the thumper’s power pulses in check in all situations and conditions. In Off-Road mode, the system allows more rear wheel slip for traversing tricky terrain. User-friendly features like cornering ABS and a slipper clutch further cater to new riders while the optional quickshifter appeals to the performance-minded.
KTM packs all that performance and tech into the same lightweight trellis frame suspended by a WP APEX inverted fork and WP APEX shock absorber. The 43mm front end offers 6.7 inches of travel along with compression and rebound damping adjustments. The monoshock provides 6.9 inches of rear wheel travel and users can dial the spring preload and rebound. To take on the toughest trails, KTM outfits the 390 Adventure with a stronger five-spoke 19-inch front and 17-inch rear wheel. Shod in Continental TKC 70 tires, the new wheelset boasts the best blend of performance in the dirt and on the asphalt.
The Bybre 4-piston radially-mounted front caliper mated to a 320mm disc and a 2-piston floating rear clamper paired to a 260mm rotor completes the chassis. In addition to cornering ABS, the Bybre system also touts Off-Road ABS, which deactivates ABS on the rear wheel and reduces intervention on the front. A windscreen, tapered aluminum handlebars, and an ergonomically-shaped 3.8-gallon tank enhance comfort while LED lighting, a 5-inch TFT display, and Bluetooth connectivity provide modern convenience.
Fresh new graphics align the 390 Adventure with KTM’s Dakar-winning Factory Rally team. Available in black and blue liveries with orange accents, the new rally-inspired colorways relay the small-bore ADV’s off-road ambitions. The 2022 KTM 390 Adventure will hit showrooms in February 2022. KTM hasn’t announced pricing yet, but we expect a reasonable increase over the 2021 model’s $6,199 MSRP.
For more information or to find a KTM dealer near you, visit ktm.com.
In 2017, KTM split its 1290 Super Adventure into two variants. The R trim favors off-road exploration while the S model takes to the tarmac. The 2022 KTM 1290 Super Adventure S has been updated with even more tech, comfort, and performance for the open road.
KTM’s vaunted LC8 V-Twin loses 3.5 pounds thanks to thinner cases and a new oil circuit. The liquid-cooled, 1,301cc engine also benefits from a new dual-radiator system that shuttles hot air away from the rider while cooling each cylinder more efficiently. KTM integrates the radiators into redesigned bodywork including a low-slung, 6.1-gallon gas tank. A lower seat delivers all-day comfort with 0.8 inch of adjustability while riders can shift the wind tunnel-tested windscreen up by 2.2 inches.
Under the new bodywork, KTM tweaked the chromoly steel frame, shifting the steering head rearward by 0.6 inch. Further aft, the new aluminum subframe balances the 1290 Super Adventure S’s weight distribution for optimal agility and stability. An extended open lattice swingarm also steadies the big-bore ADV at high speeds and under acceleration. WP APEX Semi-Active Technology (SAT) suspension automatically adjusts damping parameters on the fly in Comfort, Street, and Sport modes. Owners can expand the SAT functions with optional Off-Road, Auto, and Advanced suspension modes.
A new WP APEX rear shock now offers 7.9 inches of travel with 10 steps of hydraulic preload adjustment. Customers can also spring for KTM’s optional automatic leveling system, which adapts the suspension to High, Low, and Standard settings according to added weight. While KTM equips the Super Adventure S for the road, Off-Road ABS lets riders lock up the rear for slides and mitigates ABS intervention on the front wheel.
The 1290 Super Adventure has always been on the technological forefront and the 2022 S model ups the ante with radar-assisted adaptive cruise control (ACC). The Bosch-developed system automatically adjusts speed based on the traffic ahead and users can tailor following distance with five settings. Street, Sport, Off-Road, and Rain ride modes are even more refined with a six-axis lean angle sensor and a less intrusive traction control system. Users can also add KTM’s Rally ride mode, hill hold control, motor slip regulation, and a quickshifter as options.
The new 7-inch TFT display features a user-friendly interface along with KTM My Ride Bluetooth connectivity. A waterproof smartphone compartment protects the user’s devices against the elements while providing USB charging. KTM’s new Race On system also allows the rider to start the adventure bike, lock the steering column, and open the gas cap without using a key. The 2022 KTM 1290 Super Adventure S sets a new benchmark for performance and technology, but there’s no word yet on availability or pricing.
For more information or to find a KTM dealer near you, visit ktm.com.
Testing the 2022 Husqvarna Norden 901 in the Azores, Portgual. (Photo by Marco Campelli)
We test the 2022 Husqvarna Norden 901, a new adventure bike based on the KTM 890 Adventure platform. It’s powered by a 890cc parallel-Twin that makes 105 horsepower at 8,000 rpm and 74 lb-ft of torque at 6,500 rpm at the crank (claimed). MSRP is $13,999.
With styling nearly identical to the popular concept Husqvarna showed at EICMA in 2019, the Norden 901 has a rally-style fairing with a round headlight and integrated fog lights. Positioned between the KTM 890 Adventure and 890 Adventure R, the Norden 901 is aimed at adventure riders who want to travel long distances but not sacrifice off-road capability.
The Norden 901 is equipped with ride modes (Street, Offroad, Urban, and optional Explorer), ABS (Road and Offroad modes), lean-angle-sensitive Motorcycle Traction Control, an up/down quickshifter (Easy Shift), and cruise control. The wide, flat seat height adjustable (33.6/34.4 in.). It’s equipped with adjustable WP Apex suspension, with 8.7/8.5 inches of front rear travel, and its 21-inch front and 18-inch rear tubeless wheels are shod with Pirelli Scorpion Rally FTR tires.
We subjected the 2022 Husqvarna Norden 901 to two days of on- and off-road testing on to São Miguel, a wet, foggy island in the North Atlantic Ocean that’s part of the Portuguese Azores archipelago and is crisscrossed with roads and tracks covered in pavement, cobblestones, gravel, mud, and sand.
In mid-October Kawasaki unveiled the KLX230S, a more accessible version of its popular KLX230 dual-sport with reduced suspension travel and a lower seat height (32.7 inches, down from 35). Team Green has announced the return of the standard KLX230 for 2022 as well as the new 2022 Kawasaki KLX230 SE, a special-edition model with cool add-ons, colors, and graphics.
The platform shared by the KLX230, KLX230S, and KLX230 SE is an air-cooled, four-stroke, 233cc Single with a two-valve SOHC cylinder head and electronic fuel injection with a 32mm throttle body. Power is sent to the rear wheel through a close-ratio 6-speed transmission, a cable-actuated wet clutch, and chain final drive.
2022 Kawasaki KLX230 SE in Oriental Blue
Kawasaki says exhaust pipe length contributes to the engine’s low- to midrange performance. To match the off-road image of the KX-inspired motocross-style bodywork, the exhaust features a tapered silencer with an oval cross-section.
A high-tensile steel perimeter frame is durable and allows the engine to be mounted lower in the chassis to help keep the center of gravity low. Spoked aluminum wheels – a 21-inch front and 18-inch rear – maximize the KLX230’s off-road potential. Up front, a 2-piston caliper squeezes a 240mm petal disc brake, and out back a 1-piston caliper pinches a 220mm disc.
2022 Kawasaki KLX230 in Lime Green
Suspension is handled by a 37mm telescopic fork with 8.7 inches of travel and a Uni-Trak linkage rear shock with adjustable preload and 8.8 inches of travel.
The 2022 Kawasaki KLX230 SE kicks it up a notch with several Kawasaki Genuine Accessories as well as black rims and special colors and graphics. The upgrades include a tapered handlebar, handguards, a skid plate, and frame covers.
2022 Kawasaki KLX230 SE in Firecracker Red
The tapered handlebar helps improve ride comfort with its 1-1/8-inch steel-clamping diameter that tapers to a narrower grip area. Kawasaki says the design allows controlled flex that acts as a kind of shock absorber for the hands and arms to reduce fatigue and add comfort. The handlebar has also been fitted with handguards to protect the rider’s hands from debris and weather.
Durable frame covers are constructed from plastic and help provide scuff protection for the chassis side rails. A skid plate has been mounted to provide full coverage protection of the chassis bottom rails and includes an oil drain hole to allow oil changes without removal.
2022 Kawasaki KLX230 SE in Oriental Blue
Other features of the 2022 Kawasaki KLX230 SE include a 2-gallon fuel capacity, a 34.8-inch seat height, and a 291-pound curb weight (claimed; 293 pounds in California). Passenger footpegs allow two-up riding, and in the left side cover is a lockable toolbox compartment. The toolbox uses the Kawasaki One-Key System, so it locks and unlocks with the ignition key. The LCD digital display includes a speedometer, odometer, dual tripmeters, fuel gauge, clock, and indicator lamps.
The 2022 Kawasaki KLX230 SE is available in Oriental Blue or Firecracker Red with an MSRP of $4,999. The 2022 Kawasaki KLX230 is available in Lime Green with an MSRP of $4,799.
For more information or to find a Kawasaki dealer near you, visit kawasaki.com.
The MV Agusta Lucky Explorer Project 9.5 (above) is one of two adventure bike models, along with the Lucky Explorer Project 5.5, that MV Agusta unveiled at EICMA 2021.
The Cagiva Elefant put Italy’s Edi Orioli on the top step of the Paris-Dakar Rally in 1990 and 1994. To capitalize on that success, the Italian marque adopted the Lucky Explorer moniker for the rally replica production model. More than three decades after Cagiva’s first Dakar win, the MV Agusta Lucky Explorer Project revives the iconic name with two adventure bike variants, the 5.5 and 9.5.
MV Agusta Lucky Explorer Project 5.5
Though they fly under the same banner, the Lucky Explorer variants are very different machines. For the 5.5 trim, MV Agusta partnered with China’s QJ Motors to develop the mid-size adventure bike with performance and safety in mind. The 554cc parallel-Twin engine pumps out a claimed 46.9 horsepower at 7,500 rpm and 37.6 lb-ft at 5,500 rpm, but the liquid-cooled, DOHC unit suits a broad range of riders with smooth power delivery and an accessible torque band.
MV Agusta Lucky Explorer Project 5.5
The Lucky Explorer 5.5 also caters to newer riders with a 484-pound dry weight. The adjustable 43mm KYB inverted fork and fully adjustable KYB rear shock provide 5.3 inches of travel, 8.3 inches of ground clearance, and a 33.8-inch seat height. The 19-inch front and 17-inch rear wheels allow novice off-roaders to venture onto the trail while the Brembo braking system optimizes safety in all conditions. Despite the 5.5’s mid-size designation, MV equips the new ADV with a 5-inch TFT display and a 5.3-gallon tank.
MV Agusta Lucky Explorer Project 9.5
The Schirrana, Italy, brand takes a different tack with the full-size Lucky Explorer 9.5. Instead of collaborating with QJ Motors, MV Agusta goes it alone, developing a new 931cc inline-Triple for power and performance. The new cylinder heads, intake/exhaust valves, forged aluminum alloy pistons, and 12.5:1 compression ratio result in 123 peak horsepower at 10,000 rpm and 75.2 lb-ft of torque at 7,000 rpm (claimed). A 120-degree counter-rotating crankshaft reduces inertial energy and MV Agusta offers a Rekluse automatic clutch and electro-actuated gearbox as options.
MV Agusta Lucky Explorer Project 9.5
The firm crams all that performance and tech into a closed double-cradle steel frame that balances all-day on-road comfort with the optimal stiffness for spirited off-road riding. The Sachs electronic suspension system consists of a 50mm inverted fork and progressive rear shock. The setup yields 8.7 inches of travel at the front, 8.3 inches of travel at the rear, and 9.1 inches of ground clearance. The adjustable seat measures 33.5 and 34.3 inches from level ground.
MV Agusta Lucky Explorer Project 9.5
The 21-inch front and 18-inch rear wheels suit the Lucky Explorer 9.5 for extended trips on the toughest terrain. Twin Brembo Stylema 4-piston calipers and 320mm discs deliver superbike-worthy stopping power while the 2-piston Brembo binder and 265mm rotor prioritizes finesse.
Of course, the 9.5 features a full electronics suite with a Bluetooth and Wi-Fi-enabled 7-inch TFT display. Traction control, cruise control, and launch control come standard while cornering ABS and rear wheel lift mitigation come by way of Continental’s MK100 ABS system.
Aside from the different equipment and capabilities, both the Lucky Explorer 5.5 and 9.5 hark back to the Dakar-winning Cagiva Elefant with rally-inspired liveries. The 5.5 retains the white/red/gold color combo but adopts digital graphics for a modern touch. On the other hand, the 9.5 blazes a new trail with a silver/red/gold paint scheme and refined brushstroke accents.
MV Agusta not yet announced an MSRP or when the Lucky Explorer Project models will hit showrooms.
For more information or to find an MV Agusta dealer near you, visit mvagusta.com.
The 2022 Aprilia Tuareg 660 is a new middleweight adventure bike with a 659cc parallel-Twin derived from the RS 660 and Tuono 660 sportbikes. (Photos by Milagro)
Having now ridden the Aprilia Tuareg 660, it’s easy to see that this machine will be a serious contender in the middleweight adventure class. Slim, stripped, lightweight, and without nonsense, it is a bike of pure function.
The narrow 659cc engine of the Tuareg 660 defines this motorcycle’s personality. Besides powering the Tuareg down routes of pavement or dirt, its narrow parallel-Twin provides svelte comfort and control while producing a respectable 80 horsepower, with as little motorcycle as possible between the rider and the engine. While it’s doubtful anyone will gaze longingly at the Tuareg 660 in admiration of its beauty, many may well gaze at it in admiration of its performance. It has a gracefully malicious personality.
The Aprilia Tuareg 660 is available in three color schemes: Indaco Tagelmust (above, $12,599), Acid Gold, and Martian Red (both $11,999).
The Tuareg’s powerplant is a modified version of the engine in the RS 660 and Tuono 660 sportbikes, itself derived from the front cylinder bank of the 1,099cc RSV4. The Tuareg’s twin-cam profiles are the main difference, tuned to supply a flatter, wider powerband. It’s an engine that is without any midrange dips or glitches, and no stumbles or lurches throughout throttle positions. It shares the 81mm bore from the RSV4 as well as the heads and pistons from that proven World Superbike Championship engine, which should assuage concerns about reliability.
The Tuareg’s redline is lower than its sister machines, kicking in around 9,500 rpm after reaching its claimed peak of 80 horsepower at 9,250 rpm. For comparison, the RS 660 makes 100 horsepower at 10,000 rpm. Torque hits its 51.6 lb-ft peak at 6,500 rpm, and the crank pins are at 270 degrees to give the rider a feel of piloting a V-Twin.
The Aprilia Tuareg 660’s engine has been tuned for less peak power but a wider spread of torque than the RS 660 and Tuono 660. It also has a new tubular-steel trellis frame that uses the engine as a stressed member.
The Tuareg is Euro 5 compliant and capable of meeting Euro 5+ standards with its catalytic converter optimally located as close to the headers as possible. It is shrouded by a heat shield that nicely blends into the shape of the skid plate beneath the engine, making its presence barely noticeable. Though the cat is contained within a single-walled pipe its heat is well managed, and in the 70-degree weather of our test ride in Sardinia, Italy, engine heat was undetectable.
The Tuareg 660’s chassis is quite different from the aluminum twin-spar chassis of the RS 660 and Tuono 660, with a tubular-steel frame mated to cast aluminum swingarm plates, welded up as a single unit with the rear subframe. The engine is a stressed member of the frame with six mounting points, creating a rigid chassis to meet the demands of off-road riding. Additionally, the engine is rotated back by 10 degrees, for a claimed reduction of yaw movement to lighten steering. There’s no way to verify this, but it’s fun to consider.
With its 21-inch front/18-inch tubeless spoked wheels, 70/30 adventure tires, and generous suspension travel and ground clearance, the Aprilia Tuareg 660 is very capable off-road.
The two-sided aluminum swingarm is longer than that of the other 660s, and it is captured between the cast aluminum plates and the engine. The Tuareg’s wheelbase is 60 inches while the RS and Tuono are significantly shorter at 53.9 inches. Fully adjustable suspension is by Kayaba, with 43mm inverted fork and a piggyback rear shock with a progressive linkage, and there’s 9.5 inches of travel at both ends. The rear spring weight is for riders between 165-175 pounds, so heavier riders or those regularly carrying a passenger or gear may need to install a beefier spring. As an adventure bike with serious off-road intentions, wheels are an expected 21 inches fore and 18 inches aft, and they’re both spoked and tubeless. Tires are Pirelli Scorpion Rally STR, adventure rubber designed for 70% on-road and 30% off-road use.
A 5-inch color TFT display packs in a lot of info and makes navigating the APRC electronic rider aid options easy. As an accessory, it can be connected to the Aprilia MIA multimedia platform.
The Tuareg 660 was created through the combined efforts of the Piaggio Advanced Design Center, in Pasadena, California, led by Miguel Galluzzi, and Italy’s Piaggio Design Center, where project design leader Mirko Zocco is located. The combined efforts resulted in what is essentially the bobber of adventure bikes, birthed without a single unnecessary component. It doesn’t even have any bodywork on the tail section, just a subframe, a seat, and a place to hang taillights and a license plate. A rear fender? Nope.
The Tuareg’s front is dominated by a clear fairing above a three-piece headlight that’s flanked by two air intakes captured within the same aluminum-colored shroud, which is the Tuareg’s primary item of actual aesthetics. Notably, the Tuareg has no “beak” but instead sports a conventional streetbike fender, which shouldn’t be a problem outside of Georgia’s red clay on a rainy day. Combined, the windscreen and the handlebar protectors keep the rider well insulated from the elements.
Weighing a claimed 449 pounds wet, the Tuareg 660 adheres to a minimalist design philosophy with no unnecessary parts or bodywork.
The gas cap has a retro look, standing above the fuel-tank cover just like in the old-timey days. The real intent of it though is a weight savings due to eliminating the extra hardware needed for a flush fuel tank filler. Small side fairings direct air into the radiator while providing useful streamlining for an aerodynamic profile, keeping to the Tuareg’s strict dictum of form follows function. The 4.8-gallon fuel tank sits vertically behind the engine, with over half of its volume contained below the top of the engine to keep the motorcycle’s mass as centralized as possible.
Simply put, the Tuareg is a blast to ride. Its narrowness is instantly appreciated from the rider’s seat, with the slim tank and seat profile providing easy legroom for a standing or seated rider. Even while leaning forward, one’s legs don’t come into contact with the wider forward section of the bodywork, which some may find a positive or a negative depending on one’s preference of knees pushing forward against the motorcycle or not.
The Tuareg feels narrow between the knees, and its low, centralized weight contributes to light steering.
Once you scale your way up onto it, the Tuareg is an ultra-easy ride with everything about it brilliantly dialed in, from the throttle-by-wire to the wealth of suspension travel to the slipper clutch. We were unable to get hard data for the sag numbers, but by feel alone – and logic – the static sag appears to be about 3 inches, approximately a third of the travel. While swinging a leg over the 33.9-inch seat you can feel the bike squat an inch or so to where your feet can touch the ground.
The Tuareg is fast enough to pass other vehicles at will, while sporting light steering and stability at every speed despite not having a steering damper. On one stretch of road, a wandering tear in the pavement sent the bike into a bit of a shake, but as soon as the front tire hit smooth pavement again the nervousness immediately disappeared. There’s no trade-off here, because the Tuareg feels planted at any speed.
Up front is a fully adjustable 43mm inverted Kayaba fork with 9.5 inches of suspension travel, a 21-inch tubeless spoked wheel with Pirelli Scorpion Rally STR rubber, and a pair of 300mm discs squeezed by Brembo 4-piston calipers.
If the Tuareg is ridden within proximity of riding the RS, the reduced horsepower and lower redline will be obvious from feel alone. Still, the power of the Tuareg is most impressive from 6,500 rpm on up, and at full throttle the throaty intake sound is a delight. The reduction in peak power from the RS is a fair trade-off for the smooth, wide powerband of the Tuareg – a real plus when riding off-road where ease of power delivery, particularly at lower speeds, assists the rider. Riding into the redline is unrewarding, as the bike hits a hard wall of nothingness rather than a soft reduction of power.
The bikes we rode were equipped with the optional quickshifter (Aprilia Quick Shift, $249.95), which makes life on the bike even easier. It provides seamless shifting up and down through the gears while forgiving attempts to modulate the throttle or use the clutch. While upshifts can be clutchless at any throttle setting, for downshifts to be smooth riders need to unload the engine. That should be obvious for any experienced rider but for some reason at times I forgot. Unlike most first-ride introductions, over-revving, stalling, missed shifts, or false neutrals were absent from our group of 13 jaded journalists. The feel and feedback of the controls are spot-on.
Though clearly equipped for serious off-road riding, the Tuareg 660 is equally impressive on winding mountain roads.
Adding to the Tuareg’s versatility is the Aprilia Performance Ride Control (APRC) suite of electronic rider aids, which includes cruise control as well as multiple modes for throttle response, engine braking, ABS, and traction control. There are presets in the four ride modes – Urban, Explore, Off-road, and Individual – and the switchgear next to the left grip allows easy scrolling between them. Our test ride included dry and wet pavement, mud, gravel, dirt, rocks, and a healthy stream, and the ease of cycling through the Tuareg’s modes on the fly was appreciated.
Explore and Urban are street-focused ride modes, with ABS activated at both wheels. Explore offers more aggressive throttle response and less traction control intervention than Urban. Being the sportiest mode, I used Explore for dry pavement. Given its higher margin of safety, I used Urban as the rain mode.
The Tuareg 660 was the perfect motorcycle for exploring the southern coast of Sardinia.
Leaving the pavement, the choice of was obvious. Off Road provides the most manageable (softest) power delivery and ABS can be disabled at the rear wheel or switched off entirely. Individual gives the rider freedom to either craft the perfect recipe of preferences or muck things up incomprehensibly. Individual was a fun distraction and if I lived with this bike, I’d regularly experiment with it. The TFT dashboard where all of this is on display is nicely laid out, well angled, and wasn’t susceptible to sun glare.
The adjustable traction control decides when to intervene by evaluating the difference between front and rear wheel speeds. This results in different angles of how far the rear of the motorcycle can come out of line with the front. Using any electronic TC to its fullest is a difficult task that requires complete trust in the machine. Due to years of muscle memory, it can be hard to resist correcting for the rear stepping out. Use as your own comfort level allows.
Of the four ride modes, Explore offers the sportiest throttle response.
Peter’s Gear: Helmet:AGV AX-8 Jacket: IXS Evans-ST Tour Gloves:Heroic ST-R Pro Shorty Pants:Ugly Bros. USA Motorpool Boots:TCX Mood Gore-Tex
Riding the Tuareg can make one wonder about the virtue of sportbikes. We rode Tuareg 660 at a hard pace on numerous snaking mountain roads, and its high clearance allowed for extreme lean angles. Its light steering and crisp feel, as well as its wide, usable powerband, make this a bike worthy of a day in any canyons or mountains alongside any road-racer replica. On top of that, bags are an option and so is a passenger who won’t start slapping your helmet after 20 miles. And after one’s streetbike pals start wondering how you stayed with the pack, you can take an off-road shortcut and beat them to the bottom of the mountain.
Riders accustomed to streetbikes might at first be surprised by how much the Tuareg 660 moves around under hard braking or acceleration. That’s the key advantage of 9.5 inches of suspension travel – there’s plenty to use. The motorcycle moves comfortably through the suspension stroke while the wheels remain on the ground – except for when the rider doesn’t want them to – and the suspension does not top or bottom. Dive is well controlled and never unsettled. On- or off-road, the Tuareg remains surprisingly properly planted. Full disclosure: no MX jumps were attempted.
The Indaco Tagelmust color scheme is inspired by the 1988 Aprilia Tuareg Wind 600.
All in all, the Tuareg should be seriously considered by anyone desiring a middleweight adventure motorcycle that shines on both pavement and dirty stuff. It is reasonably comfortable, has seamless power, shifting, and mode selections, and provides confidence-inspiring agility. The brakes provide consistent feedback, the suspension, though fully tunable, should match most riders needs as is, and the electronics are dang smart. It’s one of the easiest and friendliest motorcycles to ride while being more than up to the task of being ridden hard.
2022 Aprilia Tuareg 660 Specs
Base Price: $11,999 (Acid Gold, Martian Red); $12,599 (tri-color Indaco Tagelmust) Price as Tested: $12,249 (Aprilia Quick Shift) Website:aprilia.com Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl. Displacement: 659cc Bore x Stroke: 81.0 x 63.9mm Horsepower: 80 horsepower @ 9,250 rpm (claimed) Torque: 51.6 lb-ft @ 6,500 rpm (claimed) Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: O-ring chain Wheelbase: 60.0 in. Rake/Trail: 26.7 degrees/4.5 in. Seat Height: 33.9 in. Wet Weight: 449 lbs. (claimed) Fuel Capacity: 4.8 gals.
