Husqvarna has announced its 2022 street lineup, which includes four models: the Svartpilen 401 scrambler, the Vitpilen 401 modern café racer, the 701 Supermoto, and the Norden 901 adventure bike.
2022 Husqvarna Svartpilen 401
2022 Husqvarna Svartpilen 401
With its spoked wheels and knobby Pirelli Scorpion Rally STR tires, the Svartpilen 401 – which means “black arrow” in Swedish – is a light, compact scrambler that is equally at home on city streets and desolate backroads. Its tractable 373cc single-cylinder engine makes 43 horsepower and 27 lb-ft of torque at the crank and is equipped with throttle-by-wire. The 6-speed transmission is mated to a slip/assist clutch and is equipped with Easy Shift, which allows for clutchless gear changes. The engine is held in place by a chromoly steel trellis frame, and WP Apex suspension will handle whatever you throw at it. ByBre brakes and Bosch ABS offer powerful, controlled stopping. Fuel capacity is 2.5 gallons and dry weight is 335 pounds.
The 2022 Husqvarna Svartpilen 401 comes in black and features new graphics. MSRP is $5,399.
2022 Husqvarna Vitpilen 401
2022 Husqvarna Vitpilen 401
The Vitpilen 401 (“white arrow”) is a modern take on the café racer. Built on the same platform as the Svartpilen 401, it is powered by a 373cc Single carried in a chromoly steel trellis frame, and it’s equipped with Easy Shift, WP Apex suspension, ByBre brakes, Bosch ABS, and LED headlight and taillight.
The 2022 Husqvarna Vitpilen 401 has matte white bodywork with new graphics. MSRP is $5,399.
2022 Husqvarna 701 Supermoto
2022 Husqvarna 701 Supermoto
If strafing apexes is your idea of fun, then look no further than the light, powerful 701 Supermoto. Its frisky 693cc single-cylinder engine makes 74 horsepower at 8,000 rpm and 54 lb-ft of torque at 6,500 rpm, and the whole package weighs a svelte 324 pounds dry. A chromoly steel trellis frame is strong and light. High-performance features include an ATPC slipper clutch, WP Apex suspension, Brembo brakes with two-channel, switchable Bosch 9.1 MP ABS (including cornering ABS and Supermoto mode), lean-angle-sensitive traction control, and two ride modes. It rolls on Giant tubeless spoked 17-inch wheels shod with Continental ContiAttack Supermoto tires.
Handguards, a high fender, and white bodywork with black/yellow Husky graphics mean business. The 2022 Husqvarna 701 Supermoto has an MSRP of $12,499.
2022 Husqvarna Norden 901
2022 Husqvarna Norden 901
Husqvarna entered the highly competitive adventure bike market this year with the Norden 901, which is powered by an 889cc parallel-Twin that makes 105 horsepower and 73.8 lb-ft of torque at the crank. It’s fully equipped with throttle-by-wire, ride modes, comprehensive electronics, fully adjustable WP Apex suspension, J.Juan brakes, 21-inch front/18-inch rear spoked tubeless wheels shod with Pirelli Scorpion Rally STR tires, and more.
The 2022 Vitpilen 401, Svartpilen 401 and Norden 901 are available now; the 2022 701 Supermoto will be available in May. Visit husqvarna-motorcycles.com to find a dealer near you.
Road testing the 2019 Tracer 900 GT in Washington’s Klickitat River valley, with Mount Adams in the background. (Photos by the author & Brian J. Nelson)
Winding through a dark canopy of evergreens, the road played hide-and-seek with the Clackamas River, offering a glimpse here and there of clear water pouring over rocks as it made its way downstream to the Willamette, then the Columbia, and finally the Pacific. A break in the canopy was like popping out of a tunnel and I set my eyes on a patch of gravel next to the road, just a few feet from where the river made a sharp turn. Down went the Yamaha Tracer 900 GT kickstand, off went the ignition. I hadn’t seen a car for miles. It was just me and the trees and the river. Just what I was looking for.
Emerging from a dark tunnel of trees on the West Cascades Scenic Byway, I found the perfect sunny spot to enjoy the sights and sounds of the Clackamas River.
The previous day I logged 250 miles aboard the Yamaha at the bike’s press launch. The event was based in Stevenson, Washington, a small town in the heart of the Columbia River Gorge National Scenic Area, and I spent a long, hot day testing the GT on local backroads. Weighing just 500 pounds and packing a punch from its 847cc inline-Triple, the Tracer 900 GT is a light, agile, comfortable sport-tourer, perfect for a solo traveler. Yamaha entrusted me with the keys to one for the long ride home to Southern California.
With snow-capped volcanic peaks, wild and scenic rivers, dense evergreen forests, and countless roads that follow the contours of the land, the Cascade Range is a motorcyclist’s paradise.
For years I’ve heard and read about how good the riding is in the Cascades, a mountain range that runs from British Columbia down through Washington and Oregon to Northern California. Whenever possible, I like to fill in the blank spots on my mental map –to experience first-hand what roads and scenery are really like. So I sketched out a route from the Columbia River to the California border that zigzags several times over the Cascades, winds its way through four national forests and one national park, and follows three designated scenic byways. Like any good motorcycle route, it would take at least twice as long as a more direct path.
The ride route from Stevenson, Washington, to Red Bluff, California.
With the GT’s saddlebags packed and a tailbag strapped to the passenger seat, I hit the road at 6 a.m., crossing the mighty Columbia – and into Oregon – on the Bridge of the Gods, a steel truss bridge named after a natural dam that was created by a landslide at the same location nearly 1,000 years ago. The narrow, 90-year-old bridge has no pedestrian walkway, but it’s where the Pacific Crest Trail crosses the river, so weary hikers with heavy packs must contend with cars and trucks.
The Bridge of the Gods spans the Columbia River, which forms the border between Washington and Oregon.
What makes the Cascades special is its many stratovolcanoes –the cone-shaped variety we learned about in grade school –that rise thousands of feet above the surrounding mountains. I’ve ridden along the eastern side of the Sierra Nevada in California dozens of times, and every time I pass through the town of Lone Pine, I struggle to pick out Mount Whitney – the tallest mountain in the lower 48 states – from the neighboring peaks that are nearly as tall. On the Tracer 900 GT press ride we saw several volcanic peaks, Mount Adams (12,281 feet) and Mount St. Helens (8,363 feet – before it blew its top in 1980, it was 1,300 feet taller) in Washington, and Mount Hood (11,249 feet) in Oregon, standing head and shoulders above the landscape, easily visible from miles away. They’re part of the Cascade Volcanic Arc, a series of 12 volcanoes stretching from Mount Silverthorne in British Columbia to Mount Lassen in California, which is part of the Pacific Ring of Fire –more than 450 volcanoes scattered along the outer edge of the Pacific Ocean.
When Washington’s Mount St. Helens erupted in 1980, it literally blew its top, erasing 1,300 feet from its peak. This view is from McClellan Overlook, off Curly Creek Road, in Gifford Pinchot National Forest.
Like a good omen, snow-covered Mount Hood greeted me as I turned south on State Route 35, the beginning of Mount Hood Scenic Byway, where I rode through apple farms on a sunny, cloudless July morning. The previous day topped out at 105 degrees, and the heat wave wasn’t done with me, but early in the morning the byway along the East Fork Hood River was still in deep shadow and my teeth began to chatter. On went the heated grips, and I tried to hold onto the physical memory ofbeing cold, hoping to recall that feeling during theheat of the day (it never works). With graceful curves and smooth pavement, the byway is a pleasure to ride, especially when the screen of trees falls away and Mount Hood takes center stage, framed perfectly in brilliant blue.
Mount Hood Scenic Byway, one of many scenic byways that meander through the Cascades, cuts a wide arc around its namesake peak.
After cutting a wide arc around the eastern and southern sides of Mount Hood, my first crossing of the Cascades came to an end in Sandy. Turning south and then east on State Routes 211 and 224, I picked up the West Cascades Scenic Byway, heading southeast along Estacada Lake and North Fork Reservoir, two finger lakes created by dams on lower sections of the Clackamas River. As the byway crosses into Mount Hood National Forest, it enters a deep, narrow valley as it climbs up into the Cascades, where the Clackamas flows wild and free. The Tracer and I were in a groove, experiencing this road together for the first time –bends, kinks, dips, rises, bridges, blind corners, and fleeting views of the river, the contours of which give the road its character.
A postcard view of Oregon’s Mount Hood from Bennet Pass Trailhead, just off State Route 35 on the Mount Hood Scenic Byway.
With the low-fuel light on, I pulled into Detroit, a crossroads on the shore of Detroit Lake. Folks were starting their summer weekend early. Subarus laden with kayaks and pickups overflowing with camping gear were parked in lots, coolers were being filled with ice and beer. I refueled and scarfed an egg salad sandwich in the shadow of Rivers Run Deli, trying to stay cool while enjoying a view of the marina and the lake’s milky blue water. When traveling solo and covering a lot of miles in just a few days, I rarely stop for long. Just a few minutes here and there, then I’m back in the saddle, trying to cram 10 pounds of riding into a 5-pound sack.
Roads in the Cascades often carve their way through lush forests, with the curving pavement winding in and out of shadows.
From Detroit to Chemult – south, zig west, zag east, back over the Cascades –all I remember are trees, and a cross-section of America. Stopping to use the bathroom at a McDonald’s, I had to negotiate my way through a crowd of boisterous kids wearing matching blue T-shirts bearing the name of their church summer camp, ready to fill their bellies with Happy Meals. Outside, two young women were sitting on the curb, holding a sign: Family in Need. And next door I topped off the Tracer’s tank after the flirtatious – not to mention bald and tattooed – gas station attendant handed me the nozzle. (In Oregon and New Jersey, you’re not allowed to pump your own gas, but attendants often let motorcyclists break the law.) I was just passing through, little more than an observer. Experiences like these give me something to mentally chew on while ticking off miles.
The 500-mile Volcanic Legacy Scenic Byway runs through Oregon and California, connecting volcanic peaks in the Cascades.
Passing through Chemult, a truck stop on U.S. Route 97 brought back memories of stopping there to refuel during my one and only SaddleSore 1000 ride back in 2013 – a very long day that I’m not likely to repeat. Turning west on State Route 138, the Volcanic Legacy Scenic Byway took me to Crater Lake National Park, where I queued up behind a rumbling Harley and a line of cars and RVs outside the northern gate, keeping my faceshield closed to prevent the army of mosquitos from waging war on my nose. Crater Lake was high on my list of must-see places, and it didn’t disappoint. Created thousands of years ago when a volcano collapsed, the caldera lake is nearly 2,000 feet deep – the deepest in the U.S. – and because it is filled only by rain and snow, the water is pure and a brilliant shade of blue. But I was pressed for time and there were construction delays on the East Rim Road, so I’ll have to go back to ride the full loop.
Taking in the brilliant blue of 2,000-foot-deep Crater Lake, a collapsed volcano filled with thousands of years’ worth of rain and snow.
On the not-politically-correct but wonderfully twisty Dead Indian Road, I descended from the green heaven of the Cascades into the dry, brown hell of Ashland. It’s actually a lovely little town, home to Southern Oregon University and the world-famous Oregon Shakespeare Festival, but it was over 100 degrees and I had been in the saddle for 12 hours. I was in desperate need of a cold shower, a colder beer, and some pizza.
The next day I left the Cascades, riding a few miles south on Interstate 5 into California, where I filled up at a Chevron in Hornbrook. On both sides of the interstate and all around the gas station, the ground and vegetation were charred black from the Klamathon Fire, which roared through just days earlier. It was one of many wildfires that would plague California and other western states in the weeks and months ahead.
More blanks filled in on my mental map: State Route 96 along the Klamath and Trinity rivers, which cuts through rugged, remote country. In 1941, a group of armed men stopped traffic near the town of Yreka, handing out a Proclamation of Independence for the State of Jefferson, which was in “patriotic rebellion against the States of California and Oregon.” Although the new state never materialized, the movement is still active, and the State of Jefferson Scenic Byway runs along Route 96 from State Route 263 to Happy Camp. After that, 96 becomes the Bigfoot Scenic Byway. Regardless of one’s views on state politics or mythical forest dwellers, the riding along Route 96 is sublime and traffic is almost nonexistent.
Sasquatch sighting in Happy Camp, California, on State Route 96, where the State of Jefferson Scenic Byway turns into the Bigfoot Scenic Byway.
At Willow Creek, I turned west onto State Route 299, known as the Trinity Heritage Scenic Byway because it follows the path of 19th-century gold miners and pioneers. It snakes its way through the heavily wooded Trinity Alps and climbs over a pass before making a long descent to the coast. Even in mid-July, U.S. Route 101 through Arcata, Eureka, and Fortuna was socked in with chilly fog. At Alton, I turned east again, heading inland on State Route 36 –not a designated scenic byway, but known as Serpent to the Sea. Traveling west-to-east, it passes through a few rural communities before entering Grizzly Creek Redwoods State Park, where enormous coast redwoods rise hundreds of feet above the roadside.
Beyond Bridgeville, Route 36 turns into a narrow goat path as it goes over a ridge, but it’s currently being straightened and widened to accommodate big trucks and RVs –an improvement for them but not for motorcyclists. East of Dinsmore, Route 36 was freshly paved, like having a racetrack all to myself, scraping the Tracer’s peg feelers in corner after corner. And on it goes, over more mountains with endless curves and finally roller-coastering its way through ranch land with blind crests and sudden drops and quick turns. As I approached the town of Red Bluff, just before Route 36 crosses I-5, I found the well-known sign that warns motorists and entices motorcyclists: curvy roads next 140 miles.
This sign tells motorcyclists everything they need to know. Good times ahead!
The thing about riding roads as good as these is that it becomes addictive. Now that I have experienced the Cascades and California Routes 96 and 36 for myself, all I want to do is go back for more.
Our guest on Episode 29 of the Rider Magazine Insider Podcast is Greg Rice, a long-distance rider who has logged more than 783,000 miles on motorcycles. He’s a member of the Iron Butt Association and has completed nearly 200,000 miles on IBA-certified rides. Greg has ridden nearly 50,000 miles in Iron Butt Rallies, and he has completed 70 Bun Burner Gold rides – on each BBG he rode more than 1,500 miles in 24 hours. We talk about how he got into long-distance riding, how he plans and prepares for each ride, what motorcycles he has ridden, what modifications he makes to his bikes, and what gear and apparel he uses. If you’ve ever wanted to do an Iron Butt ride, listen to Greg’s advice on how to do so safely and successfully. Visit his website for useful tips and to find out “where’s Greg?” using his SpotWalla tracker.
You can listen to Episode 29 on iTunes, Spotify, and SoundCloud, or via the Rider Magazine Insider webpage. Please subscribe, leave us a 5-star rating, and tell your friends! Scroll down for a list of previous episodes.
The BMW R 18 M is one of two R 18 customs unveiled at the Motor Bike Expo in Verona, Italy.
Since introducing its Big Boxer-powered R 18 in 2020, BMW has invited some of the world’s best customizers to put their own spin on Germany’s heavyweight cruiser. At the Motor Bike Expo in Verona, Italy, BMW unveiled the R 18 M and R 18 Aurora customs.
The latest customs are the result of the collaboration between BMW Motorrad Italy and its dealer network. The R 18 M was developed by Italian magazine LowRide and created by American Dreams. Commissioned by BMW Motorrad Roma, the R 18 Aurora was created by Garage 221.
M is the letter that distinguishes the sport versions of BMW four-wheeled models, and today it also includes motorcycles like the M 1000 RR. The source of inspiration for the BMW R 18 M project by the editorial staff of LowRide is the following: the idea is to give the BMW cruiser a sportier, more streamlined look, avoiding exaggerations while showing respect the R 18’s retro lines.
“Stability, long wheelbase, and readiness of the 1,800cc Big Boxer instigate lightning starts and deserve, in our opinion, a sporty and retro look,” said Giuseppe Roncen, director of LowRide. “In the R 18 M design, we find suggestions from BMW Motorrad tradition and cues from the four-wheelers: M stands for Motorsport.”
The work has focused on chassis, suspension set-up, bodywork, and accessories, leaving mechanics and electronics unchanged as the natural strengths of the R 18. Lightened and with a different riding position, the BMW R 18 M promises to be even more fun to ride.
“We remain curious to experience its potential,” continued Roncen. “Significantly lightened, the bike should also be easy to handle due to its riding position, which is more compact and forward loaded, without exaggeration.”
The R 18 M project was made possible by BMW Italia and was born in the wake of the emotions that this bike can give: a fun cruiser, powerful and lively, with a big heart and an infinite torque. LowRide has involved some of the best Italian craftsmen and companies specialized in the sector.
The realization of the sketches was entrusted to designer Oberdan Bezzi, already a partner of LowRide in the past. He has managed to make it an exciting power cruiser without upsetting the essence of the BMW R 18. American Dreams handled the assembly and coordinated the work. Elaboratorio, specializing in prototyping and modeling, created the headlight shroud, lower cowl, and tailsection.
Carbon Italy handled the head covers, intake ducts, and other carbon fiber details. The short exhaust pipe, designed to make the line more compact and allow greater lean angles, bears the signature of ER Exhaust Revolution. L.R. Leather covered the saddle in leather, while the paintwork was entrusted to Dox Art Factory. Rizoma provided mirrors, grips, and universal indicators for the accessories.
The idea and desire of Garage 221 to create a custom bike based on the BMW R 18 found its origins a while ago, at the presentation of the bike at EICMA 2019. The lines of the new BMW cruiser, innovative and at the same time faithfully traditional, deserved “complementary elements and an even more Heritage spirit, starting from the soft lines of the tank to the characteristic shapes of the boxer,” said Pier Francesco Marchio of Garage 221.
BMW R 18 Aurora
The project initially focused on the study of the different sections of the bike, keeping in mind the need to connect the new elements in a unique harmony of lines, taking inspiration from the cruisers of the 1970s, which have always impressed Pier Francesco “for their impressive aesthetic fluidity.” Distinctive elements of the BMW R 18 Aurora are the wraparound fenders and the batwing fairing.
Modifications that led to the R 18 Aurora stem from Garage 221’s deep knowledge of BMW Motorrad history. The saddle was borrowed in its entirety from a 2005 BMW R 1200 C. The fairing supports are adapted from parts on a 1982 BMW R 100 and a 1991 BMW K 75. Even for the color of the body, a 1983 BMW R 100 RT was used as a reference, customizing the graphics in its shades and intensity. The front and rear fender supports, saddle supports, and license plate holder arms are entirely handmade.
The exhaust pipes were made in collaboration with Leo Vince, taking particular care of the sound, to make it even more full-bodied and captivating. Their design has been specifically studied to give a very personal and muscular line to the central part of the R 18.
The R 18 Aurora’s oil cooler grille gives a classy natural touch, inspired by the grille of BMW’s cars from the 1960s. “It was a lot of hard work,” said Pier Francesco, “but the result is truly stunning. The textured paintwork of the cylinder head covers, the injection housings, the central crankcase and our oil cooler grille make everything look homogeneous, creating a unique effect with the cylinder block and the bevel gear.”
After spending two years on the bench, the Kawasaki KLR650 is back where it belongs, exploring the boondocks. Now equipped with fuel injection, optional ABS, and other updates, it’s the same rock-solid KLR, only better. (Photos by Drew Ruiz)
The word legend is overused, especially by cliché-loving motojournalists, but when it comes to the world of adventure riding, the Kawasaki KLR650 can lay a credible claim to the title. With its second major update since being introduced in 1987, the 2022 Kawasaki KLR650 continues the model’s long history as an affordable, dependable adventure bike.
First released as the KLR600 in 1984, the model was upgraded to a 650 in 1987. The high fender, tall stance, and elevated ground clearance left no doubt as to its dual on-and off-road purpose. Powered by a single-cylinder, liquid-cooled, DOHC, 4-valve engine, with fueling managed by a Keihin carburetor, the KLR also had a 5-speed transmission and front disc brake. Cutting-edge stuff for the time, and the bike quickly gained a reputation for steady reliability and go-anywhere capability.
The KLR’s updated styling includes more aggressive bodywork. The Adventure model we tested is equipped with 21-liter saddlebags, auxiliary lights, and crash bars.
Almost nothing changed for two decades, which gives some indication as to the KLR’s intrinsic qualities and its popularity. You don’t mess with success, and if it ain’t broke, don’t fix it. Even after the first major update in 2008, which included a longer fork, a new swingarm, better brake calipers, and a redesigned fairing, the Keihin carburetor and just about everything else remained unchanged. But the world has moved on, and as with many long-in-the-tooth motorcycles, satisfying the latest regulations is a major driving factor behind the updates to the new model.
So, what has Kawasaki done to the KLR? To calm the nerves of the faithful, I’ll start with what hasn’t changed. The short answer: most of it. Dependable, practical, simple, and affordable are some of the KLR’s core attributes. For 2022, there are still no rider modes, throttle-by-wire, TFT display, or other complexities (and related costs), and the base model is still priced well under $7,000. The KLR has a reputation for field reliability, where everything can be fixed with a wrench and a rock; even the Marine Corps has a fleet modified to run on diesel. The new KLR stays true to that formula.
Although much of the new KLR remains faithful to previous models, some of the key enhancements include a taller adjustable windscreen and improved ergonomics for a more comfortable upright riding position.
Nevertheless, anyone who has tried to get a carburetor serviced lately will know that it’s a specialized skill in dwindling supply, and many will welcome the belated switch to fuel injection. Yes, the old Keihin carb was rock-solid, but EFI has proven its worth on motorcycles for decades. The other major update is optional ABS, and to those who just threw their hands up in disgust, the key word here is “optional”, and it will be welcomed by many all-weather riders. There’s also a long list of tweaks and enhancements to this new KLR, all of which should appeal to fans new and old. It has been made stronger and more reliable, and offers more comfort, wind protection, load-carrying ability, and versatility.
The KLR has built an enviable reputation for being simple, reliable, and economical. The new KLR aims to maintain that reputation, and updates for 2022 add practicality without unnecessary complexity.
The old thumper has been updated to improve efficiency and meet the latest regulatory requirements, at the heart of which lies the new EFI system. Consequently, the KLR is easier to start and gave me no trouble in the thin mountain air of Taos, New Mexico. By making the subframe an integrated part of the main frame, the entire chassis is stiffer, which improves stability and increases load capacity. Stability also gets a boost from more rake (30 degrees, up from 28), more trail (4.7 inches, up from 4.4), a 1.2-inch-longer swingarm, and a longer wheelbase (60.6 inches, up from 58.3), and key load-bearing areas have all been strengthened. The front suspension has been adjusted to accommodate frame updates and a 28-pound increase in curb weight, while the rear shock is now adjustable for rebound in addition to spring preload.
The optional ABS has been tuned for dual-sport duty and has just enough intervention to add safety without compromising off-road thrills.
A larger 300mm front disc has increased braking power, and a thicker rear disc is less prone to fade on steep descents. ABS is a $300 upgrade. Kawasaki did a good job tuning the ABS to suit the dual-sport nature of the KLR, but it can’t be turned off. Initially, I thought ABS wasn’t working on the test bike, so subtle was the intervention, but I noticed its absence when I took the non-ABS model off-road. Given the price, I expect a lot of buyers will opt for it; I know I would.
Auxiliary LED lights are part of the Adventure model trim package.
Both the battery and generator have been updated to provide more power for accessories such as auxiliary lights and heated grips. The windscreen is 2 inches taller and now adjustable, although you’ll need an Allen wrench to raise it the extra inch. A nifty half-inch bar has been added above the dash for mounting accessories, and the updated LCD is clear, easy to read, and now has a fuel gauge. All-round LED lights are now standard, and the Adventure model I tested comes equipped with useful auxiliary lights and crash bars for the cowling and engine, adding to its off-road credentials. The new seat, still a dirtbike-style single unit, has been redesigned to improve comfort, although I wished for more cushion over long distances.
The new digital display works well, and the fuel gauge is a welcome addition on a bike that will be pushed to its range limits.
Our test ride began at the RFD-TV Ranch, where the sprawling Rocky Mountains descend into the high New Mexico plains. Pulling onto the highway, the KLR rides like a middleweight Single; that is to say, the pace is leisurely. Kawasaki has done a good job of balancing the old thumper, so there is very little in the way of vibration. Although the KLR is not a highway bike per se, it happily cruises at 75 mph. But at higher speeds, it would really benefit from a 6th gear.
Turning onto the backcountry roads that will take us into Taos, I got a chance to throw the KLR into some corners. At slower speeds, the 21-inch front wheel and tall stance result in a bit of steering flop, but once adjusted to its characteristics, the KLR’s road handling exceeded expectations. The semi-knobby tires squirm a bit on pavement, but the bike is composed when accelerating through tight corners.
New adjustable rear suspension contributes to the KLR’s better handling, whether loaded or unloaded.
The afternoon took us into the dirt, and another characteristic I had to adjust to is the gear shift position. I couldn’t get my motocross boot under the lever easily, especially when standing on the pegs. Upshifting was a struggle, particularly from 1st to 2nd. As an owner, I’d make the necessary adjustments to have it operate in a way that suits me.
Gear shifting aside, the KLR’s supple suspension comes into its own off-road, and riding the rocky trails is fantastic fun. The new KLR is still equipped with Dunlop K750 tires, a road/trail compromise with an emphasis on compromise. Nonetheless, tractor-like low-end torque enables the KLR to maintain traction in sandy, loose terrain. It’s almost impossible to stall, and the moment I get bogged down, a slip of the clutch is all that’s required to churn my way through.
Backcountry trails are the KLR’s preferred domain, where the supple suspension and tractor-like torque combine for fun, confident, carefree cruising.
Working our way down from Taos the following day, there were plenty of opportunities to test the KLR on gravel tracks, sandy trails, and the dreaded silt. The silt track might as well have been a road of marbles, and it’s at times like these when even the most experienced riders risk falling off that a lone traveler will be particularly thankful they’re on a simple, relatively lightweight adventure bike. Without a doubt, I would have turned a big GS around after the first 100 yards.
Early the next morning, the KLR now loaded with gear, I set off solo for Arizona. Route 60 rolls across the plain and into the Gila National Forest, where a massive thunderstorm provided an opportunity to test handling in the rain and the waterproofness of the hard saddlebags that come standard on the Adventure model. I was on the non-ABS version, which coped admirably, as did the side bags, which remained bone dry inside.
Loaded up for the long ride home.
Trails in the Coconino National Forest provided the perfect opportunity to test the loaded KLR. No matter where I’ve ridden in the world, I always seem to end up on tracks like these, with a mix of sand, rubble, and gravel. The seated ergonomics are excellent. My body position is upright with a comfortable bend at the knee and arm, but standing up, the peg position is a little too far forward, bringing the handlebar too close to my body. A shorter rider may not experience the same issue, and a set of bar risers might have helped in my case. Putting that aside, the KLR is a breeze to ride on tracks like these, and even with the old-school tires, it is only the deeper sandy sections that force me to slow down to crawling speeds.
Updates to the frame and swingarm have increased the load capacity, and the KLR sports a larger, aluminum rear rack.
Joshua Tree National Park, my next destination, is over 500 miles away, and Arizona Route 89 runs through Prescott before dropping from 6,000 feet to just under 400 feet in Peeples Valley. An amazing winding descent, where over a distance of just 10 miles the temperature climbs from a cool 68 degrees to 115. It feels like riding into a hairdryer. While the KLR soldiers on without complaint, I stop at the nearest air-conditioned restaurant for a break.
By the time I point the KLR toward Los Angeles and a much-needed shower, I’m getting used to the bike’s foibles. Yes, there are some things I would change, but when you consider the bigger picture, they seem trivial. I’ve done long-distance adventure tours on BMW’s venerable R 1200 GS in several countries. But for the same price as a GS, you can buy a KLR650, all the gear you need, and still have enough left over to fund a substantial tour.
What the KLR lacks in on-road performance, it makes up for in traction, and the thumper will plow its way through loose, uneven terrain.
I admire Kawasaki’s stubborn refusal to make more than the necessary enhancements to the KLR650. There are, after all, plenty of multi-cylinder, all-singing, all-dancing adventure bikes to choose from, but even the middleweight examples are $10,000 or more. The KLR650 Adventure model I tested, with auxiliary lights and saddlebags, costs just $7,699. Adding ABS raises the price to one dollar shy of $8,000.
The Kawasaki KLR650 is the rescue mutt of the dual-sport motorcycle world. No, it’s not perfect, but you’ll end up falling in love with it, and you know it will be a dependable, loyal, eager companion on any adventure, and for a lot less money than fancy breeds.
The new-and-improved Kawasaki KLR650 continues the model’s long history as an affordable, dependable adventure bike.
2022 Kawasaki KLR650 Specs
Base Price: $6,699 Price as Tested: $7,699 (Adventure model) Warranty: 1 yr., unltd. miles Website: kawasaki.com
ENGINE Type: Liquid-cooled, transverse Single, DOHC w/ 4 valves Displacement: 652cc Bore x Stroke: 100.0 x 83.0mm Compression Ratio: 9.8:1 Valve Insp. Interval: 15,000 miles Fuel Delivery: DFI w/ 40mm throttle body Lubrication System: Wet sump, 2.2 qt. cap. Transmission: 5-speed, cable-actuated wet clutch Final Drive: O-ring chain
CHASSIS Frame: Tubular-steel semi-double cradle, steel swingarm Wheelbase: 60.6 in. Rake/Trail: 30 degrees/4.8 in. Seat Height: 34.3 in. Suspension, Front: 41mm fork, no adj., 7.9 in. travel Rear: Single shock, adj. rebound & spring preload, 7.3 in. travel Brakes, Front: Single 300mm disc w/ 2-piston caliper Rear: Single 240mm disc w/ 1-piston caliper Wheels, Front: Spoked aluminum, 1.60 x 21 in. Rear: Spoked aluminum, 2.50 x 17 in. Tires, Front: 90/90-21, tube-type Rear: 130/80-17, tube-type Wet Weight: 487 lbs. (as tested) Load Capacity: 316 lbs. (as tested) GVWR: 803 lbs.
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.
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.
Triumph has an early holiday present for fans of Britain’s custom-classic and road racing culture, in the form of four limited-release Special Edition models, each available for one year only: the Street Twin EC1, Thruxton RS Ton Up, Rocket 3 GT 221, and Rocket 3 R 221.
2022 Triumph Street Twin EC1 Special Edition
2022 Triumph Street Twin EC1 Special Edition
Triumph’s best-selling modern classic model, the Street Twin, gets a makeover inspired by the vibrant custom scene of London’s East End – particularly the historic streets of the EC1 district that gives the Street Twin EC1 Special Edition its name. The EC1 is set apart as a Special Edition with a unique Matte Aluminum Silver and Matte Silver Ice paint scheme with special EC1 graphics on the tank and side panels, as well as a matching fly screen.
The spunky Street Twin is unchanged otherwise, with its liquid-cooled 900cc parallel-Twin engine, Brembo 4-piston front brake caliper, ABS, Road and Rain ride modes, traction control, torque-assist clutch, and USB charging socket, all standard. The Street Twin EC1 Special Edition will be available starting in January 2022, for an MSRP of $10,350.
2022 TriumphThruxton RS Ton Up Special Edition
2022 Triumph Thruxton RS Ton Up Special Edition
The legendary Ton Up boys of the 1950s and ‘60s – the original café racers – and the first ever production 100mph lap of the Isle of Man TT, achieved by Malcolm Uphill in 1969, are celebrated by the new Thruxton RS Ton Up Special Edition. With its Aegean Blue gas tank, Fusion White seat cowl and front fender, and Carnival Red accents and graphics, the Ton Up will stand out in a crowd. Also included are unique “100” and “Ton Up” graphics and an accessory Aegean Blue fairing to complete the café racer look.
Otherwise the Thruxton RS retains all of its standard features, including a character-filled liquid-cooled 1,200cc parallel-Twin, twin 310mm Brembo floating front brake discs squeezed by Brembo M50 radial monoblock calipers; fully adjustable Öhlins shocks and Showa 43mm fork; Metzeler Racetec RR tires; throttle-by-wire with Road, Rain, and Sport ride modes; ABS; traction control; torque-assist clutch; and a USB charging socket. The Thruxton RS Ton Up Special Edition will be available starting in January 2022, for an MSRP of $17,300.
2022 TriumphRocket 3 GT and Rocket 3 R 221 Special Editions
2022 Triumph Rocket 3 R 221 Special Edition
The Rocket 3 GT and Rocket 3 R 221 Special Editions seek to remind the world of one thing: their superlative 221 Newton meters of torque (or 163 lb-ft for us Yanks), the highest claimed torque of any production motorcycle in the world. The 221s get their message across with a rich Red Hopper paint scheme incorporating the Rocket 3’s performance numbers emblazed on the tank: horsepower, torque, engine size, bore, and stroke.
2022 Triumph Rocket 3 GT 221 Special Edition
Backing it up, of course, is the massive 2,458cc inline-Triple producing all that torque and a claimed 167 horsepower, along with a fully adjustable Showa shock, adjustable 47mm Showa fork, Brembo Stylema 4-piston radial monoblock calipers, TFT instrumentation, IMU-based ABS and traction control, four ride modes (Road, Rain, Sport and Rider-configurable), hill hold control, cruise control, keyless ignition, heated grips (GT only), and a USB charging socket.
The Rocket 3 GT 221 Special Edition will be available starting in January 2022, for an MSRP of $24,600. The Rocket 3 R 221 Special Edition will be available starting in January 2022, for an MSRP of $23,900.
For more information or to find a Triumph dealer near you, visit triumphmotorcycles.com.
The 2022 Kawasaki Z900 SE naked sportbike receives upgraded brakes and suspension.
Kawasaki has spiced up the Z900 mix with a new SE model, which adds upgraded brakes and suspension.
The Z900 SE’s styling draws from Kawasaki’s “Sugomi” design concept, which makes the bike look in motion even when standing still. It has aggressive angular detailing, an exposed subframe, and a sharply contoured belly pan. For those who prefer more classic styling, check out the 2022 Kawasaki Z900RS SE.
At the heart of the Z900 SE is the liquid-cooled 948cc inline-Four, which made 113 horsepower at 9,800 rpm and 66 lb-ft of torque at 8,100 rpm at the rear wheel in our 2020 test. As we reported at the time, 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. Standard electronics include power modes, traction control, and integrated riding modes (Sport, Road, Rain, and Rider [manual]).
Aggressive contemporary styling gives the the Z900 SE an imposing character.
The Z900 SE’s upgraded suspension includes a fully adjustable 41mm inverted fork and a fully adjustable Öhlins S46 rear shock with a remote preload adjuster. The new setup promises improved customization and handling.
The SE version also benefits from a new radial monoblock Brembo M4.32 4-piston front calipers squeezing 300mm petal discs and Nissin radial-pump master cylinder. At the rear, there is a 250mm petal disc with 2-piston caliper. ABS and steel-braided brake lines are standard.
At the front: a new fully adjustable, 41mm inverted fork and Brembo 4-piston M4.32 calipers
At the rear: an Öhlins S46 rear shock and a 250mm petal disc and a 2-piston caliper.
The Z900 SE’s cast aluminum, five-spoke wheels are fitted with Dunlop Sportmax Roadsport 2 tires. Although the turnsignals are still the old bulb type, all the other lights on the Z900 SE are LEDs. A large 4.3-inch color TFT dash with a selectable background color (black or white) and screen brightness automatically switches between three rider-set levels to suit available light. Bluetooth connectivity is compatible with smartphone devices and Kawasaki’s Rideology App.
A full range of Kawasaki Genuine Accessories are available and options for the Z900 SE include crankcase protectors, a meter cover, and an Akrapovic slip-on exhaust. The 2022 Kawasaki Z900 SE is available in Metallic Spark Black/Candy Lime Green with an MSRP of $10,699.
2022 Kawasaki Z900 SE Specs
Base Price: $10,699 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: 113 @ 8,500 rpm (2020 Z900, rear-wheel dyno) Torque: 66 lb-ft @ 6,700 rpm (2020 Z900, rear-wheel dyno) Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 57.3 in. Rake/Trail: 25 degrees/4.3 in. Seat Height: 31.5 in. Wet Weight: 470 lbs. Fuel Capacity: 4.5 gals.
Fifty years ago, Ducati introduced its first air-cooled twin-cylinder engine, on the 1971 Ducati 750 GT. The new 2022 Ducati Scrambler 1100 Tribute Pro pays homage to this milestone with special livery and a 1,079cc air-cooled L-Twin that makes a claimed 86 horsepower at 7,500 rpm and 66.5 lb-ft of torque at 4,750 rpm.
The Scrambler 1100 Tribute Pro wears striking “Giallo Ocra” yellow paint, which was used on the 1972 450 Desmo Mono and 750 Sport. The sides of the fuel tank feature the iconic 1970s-era Ducati logo that was designed by Giugiaro, and the same font is used to spell “Scrambler” on the top of the tank. Other styling details include black spoked wheels, round mirrors, and a brown seat with special stitching.
Though honoring the past, the Tribute edition has the modern features found in Ducati’s Scrambler 1100 Pro line, including three riding modes, multi-level traction control, cornering ABS, a headlight with a distinctive LED ring, and the Ducati Multimedia System. There’s a USB socket for mobile phone charging under the seat.
The 2022 Ducati Scrambler 1100 Tribute Pro has a steel trellis frame, an aluminum subframe, a cast aluminum swingarm, and spoked wheels (18-inch front, 17-inch rear) shod with Pirelli MT60 RS tires. Suspension includes a fully adjustable 45mm inverted Marzocchi fork and an adjustable Kayaba shock with a progressive linkage. The front brakes are radial-mount monoblock Brembo M4.32 calipers squeezing 320mm discs.
Pricing starts at $13,995.
2022 Ducati Scrambler 1100 Tribute Pro
Base Price: $13,995 Website:ducati.com Engine Type: Air/oil-cooled, transverse 90-degree L-Twin, desmodromic DOHC w/ 2 valves per cyl. Displacement: 1,079cc Bore x Stroke: 98.0 x 71.0mm Horsepower: 86 horsepower @ 7,500 rpm Torque: 66.5 lb-ft @ 4,750 rpm Transmission: 6-speed, hydraulically actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 59.6 in. Rake/Trail: 24.5 degrees/4.4 in. Seat Height: 31.9 in. Wet Weight: 465 lbs. Fuel Capacity: 4.0 gals.
