The 2022 Triumph Tiger Sport 660 is a new middleweight sport-tourer built on the Trident 660 platform. (Photos by Kingdom Creative)
When the covers were pulled off the 2022 Triumph Tiger Sport 660, the first question that came to mind was: Why? In an increasingly cluttered adventure bike landscape, why introduce a model without off-road capability? Why challenge the category-defining Kawasaki Versys 650? Just two months after posing those questions, Triumph marque invited us to find out firsthand at the Tiger Sport 660’s global launch in Portugal.
Adventure-inspired styling may tether the Tiger to the ADV world, but under that cladding, the Sport 660 shares a lot with Triumph’s new Trident 660 platform. From the 17-inch wheels to the Nissin braking system, from the Michelin Road 5 tires to the electronics suite, Hinckley leverages much of the Trident’s core components for the new adventure sports model. Even the liquid-cooled, 12-valve, 660cc inline-Triple remains unchanged, producing 80 horsepower at 10,250 rpm and 47.2 lb-ft of torque at 6,250 rpm (claimed, at the crank).
For sport-touring duty, the 2022 Triumph Tiger Sport 660 has a fairing and adjustable windscreen for wind protection, comfortable ergonomics, and optional saddlebags.
Despite the family resemblance, the Tiger Sport 660 is more than a naked bike in adventure clothing. Triumph still employs a tubular-steel perimeter frame but steepens the rake to 23.1 degrees. The longer and sturdier subframe accommodates optional panniers and a top box while the long-travel suspension promotes comfort and two-up touring. To the naked eye, the adventure-adjacent aesthetics set the Tiger apart, but the facelift is equal parts form and function.
Of course, the new front fairing provides more wind protection but a one-hand, height-adjustable windscreen allows riders to reduce buffeting on long road trips or amplify airflow in congested urban environs. In the lowest position, oncoming air flowed past my chest while wind danced around my helmet’s chinbar in the high setting. Results will vary for shorter and taller riders, but at 5 feet, 10 inches, the top position suited my frame best.
At 454 pounds wet with a 55.8-inch wheelbase and sporty steering geometry, the 2022 Triumph Tiger Sport 660 is more than willing to lean and make quick transitions.
Dustin’s Gear: Helmet:Bell Eliminator Jacket:Alpinestars GP Plus R v3 Jacket Gloves: Alpinestars Mustang v2 Gloves Pants:Pando Moto Robby Arm 01 Jeans Boots:Dainese Persepolis Air Shoes
Triumph enhances that comfort with taller handlebars and extra distance between the seat and footpegs. Thanks to the neutral position and generously padded seat, the Sport 660 encourages all-day riding. The lengthened subframe also provides extra space in the cockpit, enabling users to scoot forward or rearward for an optimal rider triangle. Throughout the 154-mile ride aboard the Tiger, not once did my back, wrists, or knees ache, and larger riders in the group echoed those sentiments.
To keep the price below $10,000, the 2022 Triumph Tiger Sport 660 is equipped with suspension that offers only rear preload adjustable. Other than some fork dive under heavy braking, the Showa setup offers good compliance and feedback.
While I’d classify the ergos as relaxed, the handling lives up to the Sport moniker. The upright position places the rider’s knees flush against the fuel tank, providing an ideal anchor point before tip-in. That’s when the Tiger is at its best. Side-to-side transitions are swift and fluid. Steering is precise and direct. Couple that with grippy Michelin Road 5 tires and the Sport 660’s handling borders on telepathic.
Due to the 23.1-degree rake, the Sport 660 stays light on its feet, ready to dive into the next corner. On the other hand, the longer, 55.8-inch wheelbase helps maintain stability at lean. That nimble nature allows the rider to put the Tiger anywhere on the road. While the non-adjustable Showa 41mm fork and preload-adjustable Showa shock favor comfort with 5.9 inches of travel at both ends, the setup delivers sufficient support and feedback for spirit riding as well.
The 2022 Triumph Tiger Sport 660 is available in Korosi Red/Graphite (shown), Lucerne Blue/Sapphire Black, or Graphite/Sapphire Black.
The suspension’s only blemish is the fork’s soft spring, but only heavy braking exposes that minor shortcoming. In a straight line, the dual 2-piston Nissin calipers and 310mm discs up front bring the 454-pound tiger to a rapid halt. Equally unexpected, the axial master cylinder yields surprising feel and feedback when trail braking into a bend. Dual-channel ABS also increases confidence while Rain mode (in addition to the default Road mode) and switchable traction control act as safety nets for less-than-ideal conditions or technique.
Triumph adds such rider aids to favor newer riders, but the ultra-tractable 660cc inline-Triple is innately user-friendly. With 80 ponies and 47 lb-ft of torque on tap, the retrofitted 675 triple is equal parts thrill and chill. Away from a stop, the mill delivers 90% of its torque between 3,600-9,750 rpm. The linear powerband may benefit novice riders, but it doesn’t stop experienced pilots from exploiting the power potential at the top of the rev limiter.
Derived from Triumph’s tried-and-true 675 Triple, the 660cc mill in the Trident 660 and Tiger Sport 660 is tuned for user-friendly power delivery.
However, most riders won’t need to push the Sport 660 to those limits, especially when engine vibrations course through the footpegs at 8,500 rpm. Luckily, in 6th gear at 70 mph, the Tiger trots along at around 5,000 rpm. That mild-mannered quality caters to tourers, but the engine remains manageable even when the pace picks up. With usable power accessible throughout the rev range, the middleweight ADV also helps compensate for rider mistakes.
On several instances during the ride, I forgot to drop a gear – or two – going into a corner. Fortunately, the readily available torque helped pull the Tiger through the exit. Despite its accommodating demeanor, the Triple also wails up to its 10,500-rpm redline. It’s that combination of performance and practicality that makes the Sport 660 such a versatile bike. Those looking for the utmost performance can add on a bi-directional quickshifter from Triumph’s accessories catalog, but the standard unit offers smooth transitions and reliable gear engagement out of the box.
Pulling on the tubular bar behind the windscreen allows on-the-fly height adjustment.
The Tiger Sport 660 may not feature a fire-breathing engine, trick suspension, top-tier brakes, or state-of-the-art electronics, but that doesn’t stop it from becoming one of the most balanced packages on the market. Each component contributes to the 660’s end goal. The electronics enhance safety without adding complexity. The inline-Triple produces enough power for seasoned vets without scaring beginners. The suspension and brakes complement the Tiger’s mild and wild side.
I may have doubted Triumph when it introduced the new cub in its Tiger line, but after spending a full day with the Sport 660, I’m a firm believer in its worth. Whether you label it a sport-tourer, an ADV, or none of the above, the Tiger Sport 660 is undeniably well-rounded. From commuting to canyon carving to touring, Hinckley’s latest middleweight practically does it all. That’s why Triumph believes the new adventure sports model can make an impact in an increasingly cluttered adventure bike landscape – and now, I do too.
Look out Versys 650, there’s some new competition in town.
2022 Triumph Tiger Sport 660 Specs
Base Price: $9,295 Website:triumphmotorcycles.com Engine Type: Liquid-cooled, inline triple, DOHC w/ 4 vpc. Displacement: 660cc Bore x Stroke: 74 x 57.7mm Horsepower: 80 hp @ 8,750 rpm (claimed, at the crank) Torque: 47.2 lb-ft @ 6,250 rpm (claimed, at the crank) Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: X-ring chain Wheelbase: 55.8 in. Rake/Trail: 23.7 degrees/3.8 in. Seat Height: 32.8 in. Wet Weight: 454 lbs. (claimed) Fuel Capacity: 4.7 gals.
The 2022 Honda Navi is the newest addition to the miniMOTO lineup. (Photos by Drew Ruiz)
Like any great team, Honda’s miniMOTO lineup has a little something for everyone. The Grom favors sporty styling while the Monkey opts for retro-cool. The Super Cub adds urbane sophistication to the mix and the Trail 125 counters with rugged utility. With each member filling a niche, Team Red’s miniMOTO family may seem complete. However, the new 2022 Honda Navi is by far the most affordable and user-friendly bike in the lineup.
The 2022 Honda Navi borrows its 109cc from the Activa 6G scooter.
Toeing the line between a twist-and-go scooter and step-over motorcycle, the latest mini borrows the fan-cooled, 109cc Single from the Activa 6G and the Grom’s popular design language. Honda hopes that mix of practicality and performance will carve out a new niche in the miniMOTO range, one that caters to students, commuters, and scooter converts. To prove the Navi’s moto meddle, Honda invited us to Costa Mesa, California, to put the newest mini to the test.
Honda Navi custom by Steady Garage
Honda Navi custom by MNNTHBX
Before we climbed into the saddle, long-time Honda collaborators Steady Garage and MNNTHBX (man in the box) showcased their custom Navi creations for the crowd. From a Tron-inspired, cyberpunk dragster to a stereo-equipped road racer, the two builds put the Navi’s custom potential on display. Honda wants Navi owners to follow in those footsteps, offering accessory TrueTimber and Icon Motorsports graphics out of the gate.
Even in stock form, the Navi’s Red, Grasshopper Green (shown), Nut Brown, and Ranger Green colorway give customers more than enough options to express themselves. All four liveries were in attendance when we threw a leg over the Navi. As expected, the 30.1-inch seat height proved agreeable right away. Very few riders will struggle with the perch’s height, especially when considering the Navi’s 236-pound curb weight.
The Honda Navi’s accessible seat height, short wheelbase, and low weight make it very maneuverable.
After releasing the left-hand emergency brake and squeezing the front brake lever, the little thumper purrs to life. The automatic CVT transmission shifts into neutral at stops, so the emergency brake helps the Navi stay put when parked. With the Single fired up, users simply twist to go. The CVT relieves riders of friction points or shifting gears. While the automatic drivetrain offers the approachability of a scooter, it delivers comparable acceleration as well.
The Honda Navi’s 109cc Single is mounted to the swingarm.
The Navi pulls away from a stop easily, and torque quickly peaks at 6.6 lb-ft at 5,500 rpm. It takes the thumper more time to reach its maximum 7.8 horsepower at 9,500 rpm (there’s no tachometer on the instrument panel). With its leisurely pace, the Navi obeys all posted speed limits, but on the backroads, riders can wind the miniMOTO all the way up to 50 mph. In full tuck, with the throttle pinned, and a light tailwind, the Navi even touches a top speed of 55 mph. Of course, you can’t take yourself too seriously on a 109cc motorcycle, and the gentle powerband ensures those antics remain harmless fun.
With drum brakes front and rear, the Honda Navi has limited stopping power.
The drum brakes help with those efforts, and they’re predictably soft. Light on initial bite and overall stopping power, the brakes require a heavy hand and extra distance to do the deed. The linked system does maintain the Navi’s stability, but only compounds the vague feel at the lever and pedal when used in tandem. On the bright side (especially for newbies), the drum units lack the power to lock up. Despite stomping on the brake pedal with all my might, the rear wheel refused to brake traction. The “old school ABS” of the Navi’s drum brakes match its minuscule mill and $1,807 MSRP.
An inverted fork and a single rear shock handle suspension duties, and they provide a decent ride.
(Why the odd price point? Why isn’t it $1,799 or an even $1,800. Honda reps told us the price stands out, not just for how low it is – most electric bicycles cost more – but because it makes folks stop and think.)
Unlike the brakes, the basic suspension exceeds expectations. The 26.8mm inverted fork only offers 3.5 inches of travel and the rear shock lowers that figure to 2.8 inches, but the soft suspension soaked up most road irregularities. Only the harshest hits unsettled the chassis. Luckily, those instances were rare. Along with the supple suspension, the 27.5-degree rake made the Navi eager to tip in and the 50.6-inch wheelbase preserved that agility without sacrificing stability at top speed.
At best, the top speed of the Honda Navi is 55 mph, so it’s suited for around town and backroads but not freeways.
The balanced chassis not only remained composed at lean but also stayed steady at slow speeds. Combined with the user-friendly throttle response, the poised chassis allows riders to pick through rush hour traffic with confidence. The Navi’s motorcycle-style ergonomics only enhance that feeling. Mid-mount pegs keep the knee bed at a 90-degree angle and the reach to the bars is short. Compared to a sportbike, the riding position is neutral and relaxed, but compared to a scooter, it’s much more commanding.
The Navi’s instrumentation is basic.
The Navi’s aesthetics and ergonomics may resemble a motorcycle, but the ride is closer to a scooter. The rear-mounted engine contributes to that quality, shifting much of the weight to the back. That configuration leaves an engine-sized hole in the frame, which Honda fills with a lockable storage box.
The Navi’s lockable front storage compartment is a handy feature.
In pictures, the cubby’s capacity looks nominal. In the flesh, the storage area proved much more spacious than anticipated. I easily fit two water bottles, a notebook, snacks, and a hat in the compact box. Most students and commuters will have no problem packing textbooks and light jackets into the lockable storage.
The Honda Navi is the perfect gateway into the world of motorcycling. Cheap, easy to ride, and fun!
At $1,807, the Honda Navi presents an affordable gateway to Honda’s miniMoto lineup as well as the motorcycling world. The model’s tractability appeals to beginners while its simplicity keeps things enjoyable for experienced riders. Its unintimidating 109cc Single and no-brainer automatic CVT transmission help the newcomer carve out a niche in the miniMOTO range. Despite its practicality and user-friendly nature, the Navi is fun first and foremost. If there’s any qualification for joining Honda’s miniMOTO, it’s fun factor, and the Navi more than lives up to those standards.
2022 Honda Navi Specs
Base Price: $1,807 Website:powersports.honda.com Engine Type: Fan-cooled Single, SOHC w/ 2 valves Displacement: 109.2cc Bore x Stroke: 55.0mm x 55.6mm Horsepower: 7.8 hp @ 9,500 rpm Torque: 6.6 lb-ft @ 5,500 rpm Transmission: Automatic CVT Final Drive: Chain Wheelbase: 50.6 in. Rake/Trail: 27.5 degrees/3.2 in. Seat Height: 30.1 in. Wet Weight: 236 lbs. Fuel Capacity: 0.9 gals.
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.
2022 Husqvarna Norden 901 (Photos by Marco Campelli & Sebas Romero)
Husqvarna is a storied brand that goes way back. It takes its name from the Swedish town – now spelled Huskvarna, which means “millhouse” – where it was founded in 1689. The fledgling company used hydropower from a nearby waterfall to make muskets, and its logo depicts a gun sight viewed from the end of a barrel with an “H” in the center. In the late 1800s, as the world became more mechanized, Husqvarna started making sewing machines, cast-iron kitchen equipment, and bicycles.
In 1903, the same year Harley-Davidson began operations, Husqvarna started manufacturing motorcycles, first with imported engines and later its own. In the 1920s, it produced a 550cc side-valve V-Twin similar to those built by Harley and Indian, and in the 1930s it began competing in Grand Prix racing.
As John L. Stein chronicled in “Striking Vikings,” Husqvarna produced its first purpose-built enduro, the Silverpilen (Silver Arrow), in 1953. Husky made a name for itself on American and European motocross tracks, and the brand was popularized in the iconic 1971 film, On Any Sunday.
Husqvarna sold its motorcycle business to Cagiva in 1987, building motorcycles under the same name while the original company – now headquartered in Stockholm – focused on chainsaws and lawnmowers. After 20 years of Italian ownership, Husqvarna Motorcycles was sold to BMW, and it continued making motocross, enduro, and hardcore dual-sport machines. In 2013, Husky introduced the 50/50 on-/off-road TR650 Terra and the road-going TR650 Strada, both powered by a tuned-up version of the 652cc Single from the BMW G 650 GS. We praised both bikes in our reviews, but they were short-lived. That same year, Husqvarna’s German owners sold the brand yet again, this time to Austria’s KTM.
The motorcycle industry has a long history of consolidation, mergers, divestitures, bankruptcies, and resurrections. When brands are under the same umbrella – Pierer Mobility Group owns KTM, Husqvarna, and Gas Gas – it makes economic sense to share costly resources such as engine platforms. Just as the TR650s were based on the G 650 GS, current Husqvarnas are adapted from KTM models. The Svartpilen 401 and Vitpilen 401 street models were based on KTM’s 390 Duke, and the 701 Enduro and 701 Supermoto are based on KTM’s 690 Enduro R and 690 SMC R, respectively.
Which brings us to the Norden 901, Husqvarna’s first foray into the red-hot adventure bike market. Not surprisingly, it’s based on KTM’s highly capable 890 Adventure platform. The standard 890 Adventure is geared toward a mix of street and light off-road touring, while the 890 Adventure R is aimed at more aggressive off-road adventure riding (and the R Rally version even more so).
Where does the Norden 901 fit in? Right in the middle, says Husqvarna. It’s designed to be more off-road capable and versatile than the 890 Adventure, but not as hardcore as the 890 Adventure R. It’s even priced between them. At $13,999, it’s $800 more than the 890 Adventure and $200 less than the R (based on KTM’s 2021 prices).
Why would Husqvarna build an adventure bike like what KTM already offers? It showed a Norden 901 concept at the EICMA show in 2019, and the positive response encouraged Husqvarna to carve out its own niche within the segment. For some buyers, it simply comes down to styling. Perhaps they don’t like the sharp angles or orange paint on the KTMs. The production version of the Norden is very similar to the concept, with a smoothly curved rally-style fairing, a large round headlight, fog lights, and a wide, flat seat. If you’re a fan of the look, not to mention the fluorescent yellow stripe and matte black-on-black paint and graphics, then the Norden 901 offers unique appeal.
Husqvarna hosted the launch of the Norden 901 (Swedish for “the north”) on São Miguel, the largest island in the Azores, an archipelago of nine volcanic islands in the North Atlantic Ocean that is an autonomous region of Portugal. The Gulf Stream contributes to the Azores’ mild, wet climate, and over the course of two days we experienced the full spectrum of conditions one might encounter on an adventure bike: rain, fog, wind, gravel, sand, mud, water crossings, dry roads, wet roads, slick cobblestone roads, mud- and manure-smeared roads, and even roads carpeted with moss. São Miguel is impossibly green, and with giant volcanic craters filled with scenic lakes and more cows than people, it feels like a cross between Hawaii and Scotland.
Lagoa das Sete Cidades (Photo by the author)
Having put lots of miles in lots of places on nearly every model in KTM’s adventure/travel lineup, the Norden 901’s touch points, engine character, and performance feel familiar. On the left switch cluster are four buttons (up, down, back, and set) that simplify navigation of the bike’s menus. The 5-inch color TFT display has bold, bright, detailed graphics that clearly convey information. For example, when switching from Road to Offroad ABS, which disables ABS at the rear wheel, a graphic illustration of the bike changes from green front and rear wheels (ABS is active at both ends) to green on the front wheel and red on the rear wheel (rear ABS is deactivated).
Equipped with throttle-by-wire and a 6-axis IMU, the Norden 901 has riding modes (Street, Rain, and Offroad), cornering ABS, and lean-angle-sensitive traction control. Each mode has a preset level for engine power, throttle response, and TC intervention. There is an optional Explorer mode that allows the rider to customize the settings, as well as make on-the-fly adjustments of rear wheel slip over a 9-level range.
Unlike other adventure bikes that bundle all relevant settings into each riding mode, those made by KTM and Husqvarna require riders to make separate selections for riding mode and ABS mode. On our test ride, we switched back and forth between paved and unpaved roads and wet and dry conditions many times each day, and I had to constantly remind myself that changing the riding mode from Offroad to Street does not automatically change ABS from Offroad to Road. I had to change both, which requires extra steps. I did not want to go into a blind, wet corner on a paved road with the rear ABS turned off, but sometimes it happened.
The Norden 901’s liquid-cooled, 889cc parallel-Twin has DOHC with four valves per cylinder and a 13.5:1 compression ratio. Without oil, it weighs just 118 pounds, and the Norden’s claimed curb weight is 481 pounds. Power is sent to the rear wheel through a 6-speed transmission with a slip/assist clutch and a standard up/down quickshifter. During off-road riding, the transmission occasionally popped out of gear, perhaps by bumping the shifter with my heavy boot; I had the same issue when testing the KTM 890 Adventure R. Standard equipment also includes motor slip regulation and cruise control, and oil change intervals are 9,320 miles.
The engine is lively and responsive, with dual balancer shafts neutralizing unwanted vibration while allowing plenty of character to shine through. Husqvarna claims 105 horsepower and 73.8 lb-ft of torque at the crank. Those are the same figures for the 890 Adventure R, which made 90 horsepower at 8,200 rpm and 62 lb-ft of torque at 6,900 rpm at the rear wheel on Jett Tuning’s dyno in our test earlier this year.
Like the standard 890 Adventure, the Norden 901 has WP Apex suspension, with a fully adjustable 43mm inverted fork with separate functions in each leg and convenient adjusters on top. The rear shock has a linkage and is adjustable for rebound and spring preload, the latter via a handy remote knob. Suspension travel is 8.7/8.5 inches front/rear, and ground clearance is 9.9 inches. Compliance is good over a range of conditions, though launching off water bars and hitting G-outs occasionally caused the Norden to bottom out. The underside of the engine and lower parts of the fuel tank are protected by aluminum skid plates.
Tubeless spoked wheels, with a 21-inch front and an 18-inch rear, are shod with Pirelli Scorpion Rally STR tires that have large tread blocks and provide good grip both on- and off-road. Brakes are by J.Juan, with a pair of radial 4-piston front calipers on 320mm discs and a single 2-piston floating caliper on a 260mm disc, and they offer ample power and good feel at the front lever and rear pedal. Both clutch and brake levers are adjustable for reach, the brake pedal is adjustable for height, and the rubber inserts can be removed from the cleated metal footpegs.
What most sets the Norden 901 apart from its KTM cousins, other than styling, is comfort and wind protection. The broad, flat seat has a ribbed, suede-like cover to minimize slip, and it can be set in low (33.6 inches) or high (34.4 inches) positions. In typical adventure bike style, the seating position is upright, legroom is generous, and the reach to the wide handlebar is relaxed. There’s a good-sized pillion seat with large grab handles, and on the back is a small luggage rack. The Norden has a wider fairing than the KTMs, which provides good wind protection (along with the hand guards), and visually it offsets the bulbous shape of the lower “pods” of the horse-shaped, 5-gallon fuel tank.
Many will want to outfit the Norden 901 for extended tours or off-the-grid exploring. Above the TFT display is a convenient place to mount a GPS, and there’s a 12-volt socket on the dash. An optional Connectivity Unit allows you to pair your smartphone to the bike via the myHusqvarna app, and it will display turn-by-turn navigation on the TFT. We used the nav feature on a ride back to the hotel after lunch on the first day, and it worked like a charm. Husqvarna also offers aluminum luggage made by Touratech, as well as a range of accessory soft luggage, heated grips, comfort rider/passenger seats, a suspension lowering kit (which reduces seat height by nearly an inch), and apparel. Our test bikes were fitted with optional carbon-tipped Akrapovič silencers, which add style and a nice exhaust tone.
Overall, the Norden 901 is well-balanced, ruggedly built, and capable of tackling whatever most adventure riders will throw at it. We can’t wait to get a test bike and put some serious off-the-beaten path miles on it.
For one year only, Triumph will offer special Gold Line Editions of eight 2022 Modern Classic models: Bonneville T100, Bonneville T120, Bonneville T120, Black, Bonneville Bobber, Bonneville Streetmaster, Street Scrambler, Scrambler 1200 XC, and Scrambler 1200 XE.
Earlier this year Triumph announced 2022 updates for every motorcycle in its Modern Classic lineup, including Bonneville, Scrambler 1200, Street Scrambler, and Speed Twin models. On top of the performance, technology, and aesthetic changes, Triumph will offer special Gold Line Editions of key models.
These eight limited-edition models, which are available for one year only, showcase the hand-painted gold lining skills of Triumph’s expert paint shop and provide custom-inspired schemes and premium details. They will be in dealerships in December 2021, with prices starting at $11,450.
2022 Triumph Bonneville T100 Gold Line Edition
2022 Triumph Bonneville T100 Gold Line Edition
The Bonneville T100 Gold Line Edition features a Silver Ice fuel tank with Competition Green tank infill edged with hand-painted gold lining and an elegant ‘gold line’ logo. It also has Silver Ice fenders and side panels with Competition Green side panel stripes, a unique new white-and-gold Bonneville T100 logo and hand-painted gold lining. An accessory Silver Ice flyscreen is also available. Pricing starts at $11,450.
2022 Triumph Street Scrambler Gold Line Edition
2022 Triumph Street Scrambler Gold Line Edition
The Street Scrambler Gold Line Edition has a Matte Pacific Blue tank with a Graphite stripe, gold Triumph tank logos, and an elegant ‘gold line’ logo. It also features hand-painted gold lining alongside the tank stripe and around the brushed foil knee pads. Matte Jet Black front and rear fenders and side panel with new gold Street Scrambler logo. An accessory Matte Pacific Blue flyscreen and high-mount front fender are also available. Pricing starts at $11,950.
2022 Triumph Bonneville Speedmaster Gold Line Edition
2022 Triumph Bonneville Speedmaster Gold Line Edition
The Bonneville Speedmaster Gold Line Edition features a Silver Ice fuel tank with a Sapphire Black twin-stripe design and brushed-foil knee pads, all edged with hand-painted gold lining and a ‘gold line’ logo. It also has a Sapphire Black headlight bowl, fenders, and side panels with unique new gold-and-silver Bonneville Speedmaster logos and hand-painted gold lining. An accessory Sapphire Black short front fender is also available. Pricing starts at $14,200.
2022 Triumph Bonneville Bobber Gold Line Edition
The Bonneville Bobber Gold Line Edition has a Carnival Red fuel tank and fenders, with gold Triumph tank logos and a ‘gold line’ logo, a Sapphire Black twin-stripe design, and brushed foil knee pads edged with hand-painted gold lining. It has Sapphire Black side panels with a unique new gold-and-silver Bonneville Bobber logo and hand-painted gold lining. An accessory Carnival Red short front fender is also available. Pricing starts at $14,200.
2022 Triumph Bonneville T120 Gold Line Edition
2022 Triumph Bonneville T120 Gold Line Edition
The Bonneville T120 Gold Line Edition features a Silver Ice fuel tank with Competition Green tank infill edged with hand-painted gold lining and a ‘gold line’ logo. It has Silver Ice fenders and side panels with Competition Green side panel stripes, a unique new white-and-gold Bonneville T120 logo and hand-painted gold lining. An accessory Silver Ice flyscreen is also available. Pricing starts at $13,100.
2022 Triumph Bonneville T120 Black Gold Line Edition
2022 Triumph Bonneville T120 Black Gold Line Edition
The Bonneville T120 Black Gold Line Edition has a Matte Sapphire Black fuel tank, front and rear fenders, headlight bowl, and side panels. It also has a Matte Silver Ice fuel tank infill edged with hand-painted gold lining and a ‘gold line’ logo, as well as Matte Silver Ice side panel stripe graphics with a unique new black-and-gold Bonneville T120 Black logo and hand-painted gold lining. An accessory Matte Sapphire Black flyscreen is also available. Pricing starts at $13,100.
2022 Triumph Scrambler 1200 XC Gold Line Edition
2022 Triumph Scrambler 1200 XC Gold Line Edition
The Scrambler 1200 XC Gold Line Edition has a two-tone Carnival Red and Storm Grey fuel tank with an Aluminum Silver stripe, brushed foil knee pads, hand painted gold lining, and a ‘gold line’ logo. It also has a Jet Black side panel and headlight bowl. Pricing starts at $15,100
2022 Triumph Scrambler 1200 XE Gold Line Edition
2022 Triumph Scrambler 1200 XE Gold Line Edition
The Scrambler 1200 XE Gold Line Edition has a two-tone Baja Orange and Silver Ice fuel tank with a Pure White stripe, brushed foil knee pads, hand painted gold lining, and a ‘gold line’ logo. It also has a Jet Black side panel and headlight bowl. Pricing starts at $16,500.
The 2022 Kawasaki Z900RS SE takes its styling cues from Kawasaki’s original naked 900, the Z1.
Kawasaki has announced a new “SE” version of its retro-styled Z900RS for 2022, which features upgraded suspension and brakes. Up front are new radial-mount monoblock Brembo M4.32 calipers and new settings for the fully adjustable inverted fork, which now sports gold legs. Out back is a new fully adjustable Öhlins S46 rear shock with a remote preload adjuster.
Also new on the 2022 Kawasaki Z900RS is a new “Yellow Ball” color scheme, with Metallic Diablo Black paint, yellow highlights on the teardrop tank and rear fender, and fetching gold wheels.
At the heart of the Z900RS SE is a liquid-cooled, 948cc, 16-valve, inline-Four, which made 100 horsepower at 8,500 rpm and 67.5 lb-ft of torque at 6,700 rpm at the rear wheel in our 2020 comparison test. This lightweight and compact engine spools up quickly and delivers solid and smooth performance when pushed but is versatile enough to be ridden in traffic with ease. The high-tensile steel trellis frame has received revisions at the swingarm pivot point, which is now stronger.
A fully adjustable 41mm inverted fork offers 10 clicks of compression adjustment, 12 clicks of rebound adjustment, and a stepless preload adjuster. At the rear, the RS is fitted with a horizontal backlink Öhlins S46 shock with a remote preload adjuster. The shock is linked to an extruded lightweight aluminum swingarm to maximize handling, with the linkage placed atop the swingarm helps to centralize the weight.
Braking is provided by a pair of radial-mount monoblock Brembo 4-piston M4.32 front calipers squeezing 300mm petal discs with a Nissin radial-pump master cylinder. Out back, a 2-piston caliper squeezes a 250mm petal disc. ABS and stainless-steel braided lines are standard.
In keeping with the classic styling, the Z900RS SE is equipped with cast flat spoke wheels, finished in gold, to resemble traditional wire-spoked wheels. Dunlop GPR-300 tires further add to the retro credentials.
The Z900RS SE features a large-diameter round LED headlight with a convex lens and chrome ring, adding to the retro look without compromising on lighting. LEDs have replaced all the lights except for the turnsignals. A dual-dial analog instrument cluster is coupled with a multi-function LCD screen for retro-style with modern functionality. The LCD features white letters on a black background and includes a gear position indicator.
Much like the sporty bikes of the ’70s, the Z900RS SE has a relaxed, upright riding position. A wide flat handlebar means the grips are 30mm wider, 65mm higher, and 35mm closer to the rider compared to the sportier Z900, partly thanks to the raised upper-triple clamp. The footpegs are also 20mm lower and 20mm farther forward, enhancing the relaxed riding position. Rubber-mounted bar ends help dampen vibrations in the bars, and both the clutch and brake levers are 5-way adjustable to help accommodate a wide variety of hand sizes.
The slim fuel tank is narrow at the rear, which allows for easy knee gripping. A low seat height, combined with a slim design, adds to the rider’s ability to place both feet on the ground when stopped.
A full range of Kawasaki accessories is available to give owners the option to add to the motorcycle’s iconic, old-school feel, including a tank emblem set, black, gold, or silver oil filler caps, front axle slider, tank pad, frame slider set, center stand, passenger grab bar and more.
2022 Kawasaki Z900RS SE Specs
Base Price: $13,449 Website:kawasaki.com Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl. Displacement: 948cc Bore x Stroke: 73.4 x 56.0 mm Horsepower: 100 @ 8,500 rpm (2020 Z900, rear-wheel dyno) Torque: 67.5 lb-ft @ 6,700 rpm (2020 Z900, rear-wheel dyno) Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 57.9 in. Rake/Trail: 25 degrees/3.9 in. Seat Height: 32.9 in. Wet Weight: 474 lbs. Fuel Capacity: 4.5 gals.
2021 Yamaha Tracer 9 GT in Liquid Metal (Photo by Joseph Agustin)
We test the 2021 Yamaha Tracer 9 GT, which won Rider’s 2021 Motorcycle of the Year award. It’s a fully featured sport-tourer powered by an 890cc inline-Triple that makes 108 horsepower at 10,000 rpm and 63 lb-ft of torque at 7,200 rpm at the rear wheel. MSRP is $14,899.
For 2021, the new Tracer 9 GT gets the larger crossplane Triple from the MT-09, which is lighter, more fuel efficient, and more powerful. An all-new aluminum frame is made using a controlled-fill diecast process that reduces mass and increases rigidity. A new aluminum swingarm is more rigid, and a new steel subframe increases load capacity and allows an accessory top trunk to be mounted along with the larger 30-liter saddlebags. New spinforged wheels reduce unsprung weight, and they’re shod with grippy Bridgestone Battlax T32 GT sport-touring tires.
In addition to updated throttle response modes and all-new KYB semi-active suspension, the Tracer 9 GT now has a 6-axis IMU that enables a suite of electronic rider aids adapted from the YZF-R1, including lean-angle-sensitive traction control, ABS, slide control, and lift control. It also has full LED lighting (including cornering lights) and a new dual-screen TFT display. The rider/passenger seats have been upgraded, and the rider’s ergonomics are adjustable.
Check out our video review:
2021 Yamaha Tracer 9 GT Specs
Base Price: $14,899 Website:yamahamotorsports.com Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl. Displacement: 890cc Horsepower: 108 @ 10,000 rpm (rear-wheel dyno) Torque: 63 lb-ft @ 7,200 rpm (rear-wheel dyno) Bore x Stroke: 78.0mm x 62.1mm Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 59.1 in. Rake/Trail: 25 degrees/4.3 in. Seat Height: 31.9/32.5 in. Wet Weight: 503 lbs. Fuel Capacity: 5.0 gals. Fuel Consumption: 48.7 mpg Estimated Range: 243 miles
Joining the larger Z900RS is the 2022 Kawasaki Z650RS ABS, a retro-styled middleweight with a liquid-cooled, 649cc parallel-Twin and chassis derived from the Z650 naked sportbike. Its MSRP is $8,999.
Kawasaki says the engine produces 48.5 lb-ft of torque at 6,500 rpm. It has a 180-degree crankshaft and a balancer shaft for smooth operation, and the 6-speed transmission has a slip/assist clutch. The engine also serves as stressed member of the tubular-steel trellis frame for added rigidity.
Suspension is handled by a non-adjustable 41mm telescopic fork with 4.9 inches of travel and a preload-adjustable horizontal back-link shock with 5.1 inches of travel. A pair of 300mm front rotors are squeezed by 2-piston calipers, and a single 220mm rear rotor has a 1-piston caliper. Bosch 9.1M ABS is standard
The Z650RS rolls on 17-inch cast wheels shod with Dunlop Sportmax Roadsport 2 tires (120/70-ZR17 front, 160/60-ZR17 rear).
Comfortable, upright ergonomics include a wide, flat handlebar that’s positioned 2 inches higher and 1.2 inches closer to the rider than on the standard Z650. Seat height is a comfortable 31.5 inches, and it has a narrow design to make it easier to reach the ground. The brake and clutch levers are adjustable for reach.
Like the Z900RS, the Z650RS blends retro style with modern touches. The tank, seat, round headlight, and bullet-shaped analog gauges say old-school, but the LED lighting, central multifunction LCD info panel.
The 2022 Kawasaki Z650RS ABS is available in Candy Emerald Green with gold wheels (our favorite!) or Metallic Moondust Gray/Ebony with black wheels. MSRP is $8,999.
2022 Kawasaki Z650RS ABS Specs
Base Price: $8,999 Website:kawasaki.com Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl. Displacement: 649cc Bore x Stroke: 83.0 x 60.0mm Torque: 48.5 lb-ft @ 6,500 rpm (claimed, at the crank) Transmission: 6-speed, cable-actuated wet clutch Final Drive: O-ring chain Wheelbase: 55.3 in. Rake/Trail: 24 degrees/3.9 in. Seat Height: 31.5 in. Wet Weight: 412 lbs. Fuel Capacity: 4.0 gals.
Our first Motorcycle of the Year was awarded to the 1990 BMW K1, and for the past 31 years we’ve limited contenders to current model-year motorcycles that are new or significantly updated. In recent years, however, production timing and model-year designations have become more fluid.
And then there’s the economic shutdown last year caused by the pandemic, which disrupted the global supply chain for everything from toilet paper to semiconductors. Some manufacturers were forced to delay the release of certain models, while others skipped the 2021 model year altogether.
We’ve posted announcements of new/updated 2022 models as early as January of this year. And so far, we’ve ridden 2022 motorcycles from BMW, Honda, Indian, Kawasaki, Suzuki, and Yamaha. To give all makes and models a fair shake during the calendar year when they are released and most relevant, eligible contenders for this year’s MOTY include any new/updated motorcycle released since last year’s award that are available for testing.
There were plenty of motorcycles to consider, and we’ve narrowed them down to 10 contenders and one winner. Without further ado…
THE CONTENDERS
1) BMW R 18 B/Transcontinental
2022 BMW R 18 Transcontinental (Photo by Kevin Wing)
BMW entered the traditional cruiser segment in 2021 with the standard R 18 and windshield-and-saddlebags-equipped R 18 Classic, built around the 1,802cc “Big Boxer.” The 2022 R 18 B “Bagger” and R 18 Transcontinental are touring-ready with a batwing-style fairing, infotainment system, hard saddlebags, and a passenger seat, and the TC adds a top trunk with a passenger backrest.
2021 Harley-Davidson Pan America 1250 Special (Photo by Kevin Wing)
Yes, pigs – or more accurately, hogs – can fly. The Motor Company shook up the hyper-competitive ADV segment when it introduced the 2021 Pan America 1250/Special. Powered by a 150-horsepower V-Twin and fully equipped with all the latest bells and whistles, it proved itself to be highly capable on- and off-road, and the optional Adaptive Ride Height is its killer app.
2021 Honda Gold Wing Tour DCT (Photo by Drew Ruiz)
Honda’s GL1800 won Rider’s MOTY when it debuted in 2001 and again when it was thoroughly overhauled in 2018. Updates for 2021 may seem minor, but they make all the difference when it comes to the two-up touring the Wing was designed for. The larger trunk holds more stuff, the improved passenger accommodations are appreciated, and the audio and styling updates add refinement.
The all-new Rebel 1100 is the sort of cruiser only Honda could make. It has styling like its smaller Rebel 300/500 siblings, a powerful engine adapted from the Africa Twin CRF1100L (including an optional 6-speed automatic Dual Clutch Transmission), ride modes and other electronics, well-damped suspension, good cornering clearance, modest weight, and a base price of just $9,299 (add $700 for DCT).
The KLR is dead, long live the KLR! After a two-year absence, Kawasaki’s legendary dual-sport returns for 2022 with fuel injection (at last!), optional ABS, and other updates aimed at improving reliability, comfort, stability, load capacity, and user-friendliness. It remains one of the best deals on two wheels with a base price of $6,699.
KTM’s street-oriented 790 Adventure and off-road-ready 790 Adventure R shared Rider’s 2019 MOTY. Just two years later, the folks in Mattighofen kicked it up a notch with a larger, more powerful engine from the 890 Duke R, chassis updates, and tweaks to the suspension, brakes, and electronics, all of which contribute to the 890 Adventure R’s all-terrain capability.
2022 Indian Super Chief Limited (Photo by Jordan Pay)
To celebrate the 100th anniversary of the original Chief, Indian revamped its entire Chief lineup, with six models that strike a balance between old-school style and new-school technology. Powered by the Thunderstroke 116 V-Twin, the all-new Super Chief Limited has a quick-release windscreen, saddlebags, a two-up seat, ABS, and a Ride Command-equipped display.
2021 Royal Enfield Meteor 350 (Photo by Kevin Wing)
Yes, the Meteor 350’s air-/oil-cooled Single makes just 18 horsepower and 18 lb-ft of torque. But rarely have we encountered a motorcycle that offers so much substance for so little money. In top-spec Supernova trim, the Meteor comes with ABS, turn-by-turn navigation, a two-up seat with a passenger backrest, a windshield, and a two-tone paint scheme for just $4,599.
The former winner of the late-’90s top-speed wars got its first major update since 2008. Thanks to more grunt in the midrange, the Hayabusa’s updated 187-horsepower 1,340cc inline-Four helps it accelerate faster than ever before. Refined and reworked from nose to tail, the ’Busa has more aerodynamic bodywork, a full suite of IMU-enabled electronics, and much more.
Designed to be equally capable on- and off-road, Yamaha’s middleweight adventure bike is powered by a liquid-cooled, 689cc CP2 parallel-Twin and has a durable tubular-steel frame, adjustable long-travel suspension, switchable ABS, and spoked wheels in 21-inch front/18-inch rear sizes. Contributor Arden Kysely liked the T7 so much, he bought our test bike from Yamaha.
2021 Yamaha Tracer 9 GT (Photos by Joseph Agustin)
For the better part of the past decade, the adventure bike segment has been the darling of the motorcycle industry, growing while other segments have been flat or declining and siphoning off R&D resources. With some adventure bikes making 150 horsepower or more, traditional sport-tourers have been all but neglected. Stalwarts such as the Honda ST1300, Kawasaki Concours 14, and Yamaha FJR1300 haven’t been updated in years.
That’s what makes the Yamaha Tracer 9 GT such a breath of fresh air. At less than 500 pounds fully fueled, it’s much easier to handle than the 600-plus-pound S-T bikes on the market. And with a claimed 115 horsepower on tap, there are few motorcycles that will leave it behind.
We first tested the bike that would evolve into the Tracer 9 GT when Yamaha introduced the FJ-09 for 2015. At its heart was the liquid-cooled 847cc CP3 Triple from the FZ-09 – an absolute ripper of a motor. It had an ADV-ish upright seating position and wind-blocking handguards but rolled on 17-inch wheels with sport-touring rubber, while its windscreen, centerstand, and optional 22-liter saddlebags added touring capability. The FJ-09 was light and fun to ride, but it was held back by fueling issues, poorly damped suspension, and weak brakes.
Yamaha did its homework and gave its middleweight sport-tourer an overhaul for 2019, renaming it the Tracer 900 GT in the process. Updates included better throttle response, a longer swingarm for more stability, higher-quality suspension, a new TFT color display, and a larger, one-hand-adjustable windscreen. The saddlebags were made standard as were other features, such as cruise control, heated grips, and a quickshifter.
Two years later, Yamaha went even further. For 2021, the new Tracer 9 GT gets the larger 890cc CP3 Triple from the MT-09, which is lighter, more fuel efficient, and more powerful. An all-new lightweight aluminum frame is made using a controlled-fill diecast process that reduces mass and increases rigidity. A new aluminum swingarm is longer and stronger, and a new steel subframe increases load capacity to 425 pounds and allows an accessory top trunk to be mounted along with the larger 30-liter saddlebags. New spinforged wheels reduce unsprung weight, and they’re shod with grippy Bridgestone Battlax T32 GT sport-touring tires.
In addition to updated throttle response modes and all-new KYB semi-active suspension, the Tracer 9 GT now has a 6-axis IMU that enables a suite of electronic rider aids adapted from the YZF-R1, including lean-angle-sensitive traction control, ABS, slide control, and lift control. It also has full LED lighting (including cornering lights) and a new dual-screen TFT display. The rider/passenger seats have been upgraded, and the rider’s ergonomics are adjustable.
We had an opportunity to test the Tracer 9 GT just before the MOTY polls closed, and it swept the field. Thanks to steady evolution and improvement over three generations, Yamaha has demonstrated just how good a modern sport-tourer can be, especially for riders who value agility over couch-like luxury. Performance, sophistication, comfort, versatility, load/luggage capacity – the Tracer checks all the right boxes and leaves nothing on the table.
Congratulations to Yamaha for the Tracer 9 GT, Rider’s 2021 Motorcycle of the Year!
The 2022 BMW R 18 B (shown above) and R 18 Transcontinental are new hard bagger touring models powered by the 1,802cc “Big Boxer.” (Photo by Kevin Wing)
Last year, amid a global pandemic, BMW Motorrad introduced a motorcycle that is a very big deal for the company. With the introduction of the R 18, BMW entered the traditional cruiser segment, a distinctly American category that has long been dominated by Harley-Davidson.
Just as Harley-Davidson is known for V-Twins, BMW is known for horizontally opposed Twins called “boxers.” To compete in the world of heavyweight cruisers, there’s no replacement for displacement. BMW created what it calls the “Big Boxer” that displaces 1,802cc, or 110 cubic inches – much larger than the 1,254cc boxer in most of BMW’s R-series models like the R 1250 RT.
Left to right: R 18, R 18 Classic, R 18 B, and R 18 Transcontinental (Photo courtesy of BMW Motorrad)
Soon after the standard R 18 came the R 18 Classic, which is equipped with a windshield and semi-soft saddlebags. For 2022, BMW has further expanded the lineup with two touring models, the R 18 B and R 18 Transcontinental. Both are equipped with a fork-mounted fairing, a full infotainment system, hard saddlebags, and other amenities. The Transcontinental also has a top trunk with an integrated passenger backrest.
A fleet of BMW R 18 B and R 18 Transcontinental test bikes in Denver, Colorado, ready for a first ride. (Photo by the author)
BMW invited Rider to ride both models at their U.S. press launch in Denver, Colorado. And after the one-day press ride, I spent four days riding an R 18 Transcontinental (TC) more than 1,500 miles through five states with my wife as a passenger and the luggage packed full of gear.
After leaving Denver and climbing into the Rocky Mountains on I-70, we took U.S. 6 up to Loveland Pass for our first several crossings of the Continental Divide. (Photo by the author)
We’ll have an in-depth road test review soon. Here are our top 10 highlights of the new bikes.
1. They Rock better than they Roll
The 1,802cc (110ci) “Big Boxer” is the largest boxer Twin that BMW has ever produced. (Photo by Kevin Wing)
BMW’s “Big Boxer” makes a claimed 91 horsepower and 116 lb-ft of torque at the crank. When we put the R 18 on Jett Tuning’s dyno late last year, its shaft-driven rear wheel spun the heavy drum to the tune of 80 horsepower at 4,500 rpm and 109 lb-ft of torque at 2,900 rpm, which is about what you’d expect after accounting for power loss through the drivetrain.
The R 18s have three ride modes – Rock, Roll, and Rain – that alter throttle response, idle character, engine-drag torque control, and traction control intervention. In Rock mode, the R 18s feel lumpy and shake a lot at idle, and their throttle response is direct. But in Roll and Rain mode the bikes feel dull and lifeless, like a middle-aged couple nodding off at an AC/DC concert.
2. Who doesn’t like big jugs?
Each 901cc cylinder juts horizontally out from the engine case, which forces the rider’s legs to remain amidships with feet on the footboards. (Photo by Kevin Wing)
Ahem. Get your mind out of the gutter. We’re talking about cylinders here. With 901cc jugs sticking out of both sides of the bike, there’s no getting around the size of those things. They are a distinctive styling element, with prominent cooling fins and chrome pushrod tubes.
Even on really hot days – when riding across northern Arizona and southern Nevada, Carrie and I dealt with temps ranging from the high 90s to 113 degrees – the cylinders don’t put out excessive heat felt by the rider and passenger, nor do the exhaust pipes. But they do trap the rider’s legs behind the cylinders, limiting options to stretch out during long stints in the saddle.
BMW offers accessory chrome-plated leg rests to the rider can stretch up with legs atop the Big Boxer’s cylinders. (Photo courtesy of BMW Motorrad)
The cylinders are too wide for highway pegs, so BMW offers accessory chrome-plated leg rests so riders can stretch their stems with calves atop the cylinders, as shown in the photo above. The leg rests weren’t available on the press ride or our ride-away. I tried resting my jean-clad legs atop the cylinders, but that lasted about half a second because those big jugs get hot to the touch. The TC has highway bars in front of the cylinders and my legs are long enough that I was able to put my heels on them and mostly straighten out my knees.
3. Leave the riding to us
The radar sensors for BMW’s optional Active Cruise Control are mounted in the front fairing above the headlight. (Photo by Kevin Wing)
Thanks to the proliferation of throttle-by-wire, cruise control has become a common feature on all sorts of motorcycles, even sportbikes. It’s especially helpful on long, multi-day rides when even moderate tension in the rider’s arm while maintaining steady throttle can lead to sore wrists and achy shoulders.
On the R 18 B and Transcontinental, BMW takes things a step further with optional Active Cruise Control (ACC). Embedded in their front fairings are radar sensors that scan the lane in front of the bike when cruise control is activated. If a vehicle is detected in front of the bike, the system will automatically reduce speed to maintain a fixed distance (both speed and distance are adjustable). Using inputs from the lean-angle sensors, ACC will also adjust speed to assist with safer cornering.
ACC works really well, and it isn’t affected by vehicles in adjacent lanes. This is one of those features you don’t think you need or want until you use it.
4. My, what a big TFT you have!
Above the R 18 B/TC’s 10.25-inch TFT are four analog gauges for fuel level, speed, rpm, and power reserve. The Multi-Controller is the black-and-white knurled wheel on the left grip. (Photo by Kevin Wing)
Most premium motorcycles are equipped with TFT (thin film transistor) instrument displays that offer nearly infinite variation for graphics, color, animation, etc. BMW has offered TFTs on some of its models for several years, but none approach the size of the TFT embedded in the fairing on the R 18 B/TC. It measures 10.25 inches on the diagonal, which is at least a couple of inches more than the largest TFT we’ve seen on other bikes. The thing is like a billboard, and its default background is a copper-colored illustration of the Big Boxer.
Using BMW’s proprietary Multi-Controller wheel on the left grip, navigating through menus is a breeze and keeps the number of buttons to a minimum. But, unlike the Indian’s Ride Command system, the hardened, glare-resistant glass screen isn’t touch-enabled.
5. If it’s too loud, you’re too old
There are two 25-watt Marshall speakers in the front fairing. (Photo by Kevin Wing)
If you’ve seen amps on stages or stood next to huge stacks at a rock concert, then you’re familiar with the cursive script of the Marshall logo. In the movie “Spinal Tap,” there’s even a Marshall amp that goes to 11. BMW partnered with Marshall to create an audio system for the R 18 B and TC, and it rocks.
On the R 18 B, the optional Marshall Gold Series Stage 1 adds two 90-watt subwoofers in the saddlebag lids. On the R 18 TC, the Marshall Gold Series Stage 2 adds the saddlebag subwoofers and two more 25-watt speakers in the passenger backrest. (Photo by Kevin Wing)
The standard setup has two 25-watt speakers embedded in the front fairing. The Premium Package on the R 18 B upgrades to the Marshall Gold Series Stage 1, which adds two 90-watt subwoofers in the lids of the top-loading saddlebags (eliminating half a liter of storage capacity) and brings total output up to 230 watts. The Premium-equipped R 18 TC gets the Marshall Gold Series Stage 2, which adds yet another pair of 25-watt speakers to the passenger backrest, for a total of 280 watts.
6. Get out of my way
The BMW R 18 Transcontinental’s fairing has a tall fixed windscreen, and adjustable wind deflectors are attached to the bottom edge. There are also larger non-adjustable wind deflectors between the fairing and cylinders. (Photo by Kevin Wing)
To complement the classic lines of the R 18, the fork-mounted fairing has a streamliner shape that tapers at the sides, providing wind protection for the rider’s hands. There’s a single round headlight that uses LEDs for low and high beams, and there’s an optional Adaptive Turning Light that swivels +/- 35 degrees to illuminate the inside of curves during cornering.
The fairing parts the wind smoothly, though airflow over the R 18 B’s short windscreen hits the rider’s helmet while airflow over the R 18 TC’s tall windscreen goes over the rider’s head. During our multi-day ride, my wife said she enjoyed the calm pocket of air and never dealt with helmet buffeting like she has on some touring bikes.
When we left Montrose, Colorado, at 7:30am, it was 57 degrees. By the time we climbed into the San Juan Mountains on the Million Dollar Highway, the temperature dropped as low as 40 degrees. (Photo by the author)
Neither windscreen offers height adjustment, which is disappointing, especially on such premium machines. The top edge of the TC’s screen was right in my line of sight, which was distracting during back-and-forth cornering in the Rocky Mountains. While the tall screen provided welcome protection from cold wind when temps dropped into the 40s on Colorado’s Million Dollar Highway (U.S. Route 550), I wished I could lower it when the mercury rose into triple digits several hours later in northern Arizona.
7. Galaxy Dust metallic would have made Prince jealous
The BMW R 18 B in Galaxy Dust metallic / Titanium Silver 2 metallic. (Photo courtesy of BMW Motorrad)
Offering an iridescent paint scheme that changes from purple to blue depending on how the light hits it seems a little out there for BMW. And in the studio photos, it looks garish. But in person Galaxy Dust metallic it looks undeniably cool, and the color variations are more subtle than the photos suggest. The colors are darker, the metal flake really pops in bright sunlight, and the Titanium Silver 2 metallic on the gas tank and fairing adds nice contrast.
Unless the Galaxy Dust metallic is in direct sunlight, it looks dark and brooding rather than flashy. (Photo by Kevin Wing)
Such a unique, factory-custom paint job doesn’t come cheap. It will set you back $2,400.
If it were possible to make a sequel to “Purple Rain,” an R 18 B in Galaxy Dust metallic / Titanium Silver 2 metallic with a custom his-and-hers seat and sissy bar would be Prince’s motorcycle of choice.
During our press ride, we had lunch at the Stanley Hotel in Estes Park, Colorado, which provided Stephen King with the inspiration to write “The Shining.” (Photo by the author)
8. Two peas in a pod
The BMW R 18 Transcontinental lives up to its name, with the weather protection, luggage capacity, comfort, and technology for multi-day, two-up touring. (Photo by Kevin Wing)
For long-haul touring motorcycles, rider and passenger comfort is critically important. Carrie and I rode more than 1,500 miles on the R 18 Transcontinental over four days, averaging nearly 400 miles per day. Except for the final day on I-15 through the Mojave Desert, we logged most of our miles on scenic roads full of hairpins, high-mountain passes, and steep grades.
As mentioned above, the cylinders of the Big Boxer limited my ability to move my legs around during long stints in the saddle. But the seat and riding position were comfortable, and the footboards allowed me to move my feet around to adjust the position of my hips and knees.
Carrie was happy as a clam on the backseat of the R 18 TC. She was all smiles after our first full day on the bike, riding from Denver, Colorado, to Montrose and summiting Loveland Pass (11,990 ft), Hoosier Pass (11,539 ft), and Monarch Pass (11,312 ft), and visiting Black Canyon of the Gunnison National Park. (Photo by the author)
Carrie’s first-ever ride on a motorcycle was on a Honda Gold Wing back in 2009, and she’s measured every passenger seat and backrest since against that experience. With a low rider seat height of 29.1 inches on the TC and a passenger seat just a few inches higher, Carrie, who has short legs, found it easy to climb on and off the bike, aided in part by the passenger footboards. And once aboard, she found the seat to be all-day, day-after-day comfortable and the wrap-around backrest to be reassuring.
We crossed the Continental Divide on the Transcontinental three times in one day. (Photo by the author)
After riding over Colorado’s Monarch Pass on U.S. 50, we visited Black Canyon of the Gunnison National Park. (Photo by the author)
9. A place for my stuff
The top-loading, central-locking saddlebags on the R 18 B/TC hold 27 liters in each side. The trunk on the R 18 TC holds 48 liters. (Photo by Kevin Wing)
As George Carlin once said, “That’s all you need in life, a little place for your stuff.”
The top-loading saddlebags on the R 18 B and TC offer 27 liters of storage each, or 26.5 liters with the Marshall subwoofers installed in the lids. Styling-wise, the bags look great. Function-wise, they are fairly narrow, which presents some challenges with packing (BMW offers accessory drop-in liner bags that should make the process easier). But they open and close easily, with pop-up levers and central locks. The top trunk on the TC holds 48 liters (47 liters with optional audio), and it is spacious and easy to open/close/latch even when filled to the brim.
Atop the fuel tank is a water-resistant, fan-cooled compartment with a USB port for a smartphone. (Photo by Kevin Wing)
In the top of the 6.3-gallon fuel tank is a waterproof compartment for a smartphone. There’s a USB socket or charging and connecting the phone to the bike (navigation is provided via the free BMW Connected app). And since smartphones get hot, the compartment is ventilated with an electric fan. But the smartphone compartment does not lock, so riders must remember to take their phones with them when they park their bike. How else would you check Instagram?
10. Heavy is as heavy does
Before an options or accessories are added, the 2022 BMW R 18 Transcontinental has a claimed curb weight of 941 pounds. (Photo by Kevin Wing)
Heavyweight cruisers come by that description honestly. The 2021 Indian Roadmaster Limited we tested weighed 895 pounds. The 2020 Harley-Davidson Road Glide Limited we tested weighed 922 pounds. The 2022 BMW R 18 B weighs 877 pounds and the R 18 Transcontinental weighs 941 pounds, and that’s before you add the Premium Package and other options/accessories. Part of that major poundage comes from the Big Boxer and its 6-speed gearbox, which weighs 244 pounds – about 35 pounds more than a Honda Grom.
Though it’s a heavy bike, the BMW R 18 Transcontinental handles well and it has 35 degrees of cornering clearance on both sides. (Photo by Kevin Wing)
BMW beefed up the R 18 frame to accommodate the added weight of the fairing, saddlebags, and trunk. Total permitted weight is 1,389 pounds, which translates to a load capacity of 512 pounds on the R 18 B and 448 pounds on the R 18 Transcontinental. Compared to the standard R 18, the B and TC also have a shorter wheelbase (66.7 inches, down from 68.1) and sharper rake (27.3 degrees, down from 32.7 degrees) but more trail (7.2 inches, up from 5.9). Even though the B and TC are heavier, they handle better.
Optional reverse assist is available on the R 18 B and R 18 Transcontinental. Moving the lever on the left side of the bike above the shifter engages reverse, and it is controlled using the starter button. (Photo by Kevin Wing)
Like most touring bikes, you mostly notice the weight when you lift it off the sidestand or move it around a parking lot or garage. Fortunately, our test bike has the optional reverse gear installed, which helped when moving the bike around on an incline. Out on the road, the heavy bikes trundle along just fine. And when the road gets windy, they handle well within the limits of other heavyweight touring cruisers.
We’ll post our full review soon, so stay tuned!
2022 BMW R 18 B and R 18 Transcontinental in Galaxy Dust metallic / Titanium Silver 2 metallic (Photo courtesy of BMW Motorrad)
2022 BMW R 18 / R 18 Transcontinental Specs
Base Price: $21,945 / $24,995 Price as Tested: $29,065 / $31,695 Website:bmwmotorcycles.com Engine Type: Air/oil-cooled, longitudinal opposed flat Twin, OHV w/ 4 valves per cyl. Displacement: 1,802cc (110ci) Bore x Stroke: 107.1 x 100.0mm Horsepower: 91 hp @ 4,750 rpm (claimed, at the crank) Torque: 116 lb-ft @ 3,000 rpm (claimed, at the crank) Transmission: 6-speed, hydraulically actuated single-plate dry slipper clutch Final Drive: Shaft Wheelbase: 66.7 in. Rake/Trail: 27.3 degrees/7.2 in. Seat Height: 28.3 in. / 29.1 in. Wet Weight: 877 lbs. / 941 lbs. (base models) Fuel Capacity: 6.3 gals. Fuel Consumption: 42.5 mpg (R 18 Transcontinental, as tested) Estimated Range: 268 miles (R 18 Transcontinental, as tested)
