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Honda Announces 2022-2023 Returning Models

2022 Honda CBR1000RR-R Fireblade SP 30th Anniversary
The 2022 Honda CBR1000RR-R Fireblade SP celebrates the 30th anniversary of the Fireblade. It’s one of 10 returning models Honda has announced for 2022-2023.

Earlier this year, Honda announced some of its returning models for the 2022 model year, including the Africa Twin, Super Cub, Gold Wing, NC750X, Rebels (300, 500, 1100), Fury, CB/R500s (CB500X, CB500F, CBR500R), CBR600RR, and CBR1000RR.

Another crop of returning 2022 models, as well as a couple for 2023, has been announced. Joining those listed above are 10 additional models in four categories, including sport, miniMOTO, dual-sport, and scooter.

Headlining the announcement is the legendary CBR1000RR-R Fireblade SP, which in 2022 adopts important new performance upgrades to celebrate the 30th anniversary of the Fireblade’s original introduction in Europe (followed a year later in the U.S.).

2022 Honda CBR1000RR-R Fireblade SP 30th Anniversary
2022 Honda CBR1000RR-R Fireblade SP and 1992 Honda CBR900RR Fireblade

Also returning for 2022 are the CBR650R sportbike and CB650R naked bike, both of which come standard with ABS. On the miniMOTO front, the 2023 edition of the popular Grom is back, as is the 2022 edition of the retro Trail 125. The PCX also returns for 2022, continuing as the benchmark model among scooters, and joined by the 2023 Ruckus.

Three dual-sport machines were also announced – the popular CRF300L; its adventure-focused sibling, the CRF300L Rally; and the classic XR650L, the latter in a new color.

“We recognize that motorcycling comes in many forms, a fact that is reflected in today’s announcement,” said Brandon Wilson, American Honda Manager of Sports & Experiential. “The models included are each unique, but they share a commitment to delivering the enjoyment of two-wheel recreation. We’re proud of the disparate nature of the motorcycling community, and we’re happy to serve all of its members in 2022 and beyond.”

2022 Honda CBR1000RR-R Fireblade SP

2022 Honda CBR1000RR-R Fireblade SP 30th Anniversary
2022 Honda CBR1000RR-R Fireblade SP 30th Anniversary

Read our 2021 Honda CBR1000RR-R Fireblade SP review

To celebrate the original, groundbreaking CBR900RR and a record of continuous challenges since the introduction of that game-changer, Honda offers a stunning 30th Anniversary version of the CBR1000RR-R Fireblade SP. For 2022, development of this model’s inline four-cylinder engine centers on mid-corner acceleration: the intake ports, airbox, airbox funnels and exhaust mid-section are all revised to deliver extra midrange power. The final-drive sprocket has gone up three teeth for stronger acceleration through each ratio, and quick-shifter performance has been upgraded. Honda Selectable Torque Control (HSTC) has also been optimized, with feedback from HRC’s riders, for refined rear-tire traction management, and throttle feel has improved even further.

The 2022 Honda CBR1000RR-R Fireblade SP will be available in Pearl White with an MSRP of $28,900, and it will be in dealerships in July 2022.

2022 Honda CBR650R

2022 Honda CBR650R
2022 Honda CBR650R

Designed to be appreciated on the street, but drawing inspiration from the supersport realm, the CBR650R excites riders with its sharp lines, complete bodywork, and corner-carving abilities, but it also delivers comfort, practicality, and value. A full-fairing sport variant of the standard CB650R, this model has a high-quality Showa Separate Function Big Piston fork, stylish aesthetics and excellent emissions performance. With a finely tuned chassis delivering light, responsive handling, and a high-revving inline 4-cylinder engine that offers enjoyable power, the CBR650R is exciting to ride and a pleasure to own, a gratifying intersection of values for the modern sportbike rider.

The 2022 Honda CBR650R will be available in Matte Black Metallic with an MSRP of $9,799, and it will be in dealerships in August 2022.

2022 Honda CB650R

2022 Honda CB650R
2022 Honda CB650R

Honda’s iconic CB moniker evokes a proud legacy of middleweight machines that boast user-friendly four-cylinder engines mated to nimble, confidence-inspiring chassis. That’s also an accurate description of the CB650R, which features a Showa Separate Function Big Piston fork, excellent emissions performance, striking aesthetics, and comfortable ergonomics. Showcasing Honda’s Neo Sports Café design theme through its smooth lines and compact packaging, the CB650R is a popular and enjoyable naked bike that builds on the CB history of catering to diverse riding experiences, from daily commutes to exhilarating outings on tight, twisting backroads.

The 2022 Honda CB650R will be available in Matte Black Metallic with an MSRP of $9,299, and it will be in dealerships in September 2022.

2023 Honda Grom

2023 Honda Grom
2023 Honda Grom

Read our 2022 Honda Grom review

The undisputed emperor of the miniMOTO world and the spawner of a vibrant subculture of fun-seekers, Honda’s Grom inspires a cross-demographic army of enthusiasts who embrace the diminutive model with remarkable passion. Its low seat height and approachability make it an unintimidating option for new riders to learn with, while its modular styling and peppy performance make it an entertaining plaything for experienced riders and a customization platform for those looking for an amusing project. It’s no wonder that the Grom continues to be one of the powersports industry’s most popular motorcycle models.

The 2023 Honda Grom will be available in Matte Black Metallic, Cherry Red, and Force Silver Metallic for the non-ABS model (MSRP is $3,499) and Pearl White for the ABS model (MSRP is $3,799). It will be in dealerships in April 2022.

2022 Honda Trail 125

2022 Honda Trail 125
2022 Honda Trail 125

Read our 2021 Honda Trail 125 review

When it comes to fun, approachable, popular miniMOTO models, no manufacturer even comes close to Honda, and the Trail 125 is a prime example of one such machine that also pays tribute to the past. The model harkens back to a golden era of motorcycling when there was seemingly a CT model on the bumper rack of every motor home but, like Honda’s nostalgic Monkey and Super Cub, it also incorporates the modern joys of practical design and hassle-free technology. Compared to the urban-focused Super Cub on which it is based, the Trail 125 has a number of rugged upgrades, making it ideal for casual trekking on- and off-road.

The 2022 Honda Trail 125 will be available in Glowing Red with an MSRP of $3,999, and it will be in dealerships in April 2022.

2022 Honda CRF300L

2022 Honda CRF300L
2022 Honda CRF300L

Read our 2021 Honda CRF300L / CRF300L Rally review

The motorcycle industry’s top-selling dual-sport model, the CRF300L boasts strong power, low weight and excellent on- and off-road performance, while also delivering unparalleled value, reliability, and styling. The model has a broad powerband, predictable handling, and aesthetic cues that are carried over from Honda’s CRF Performance line, and it’s available in standard and ABS versions, both of which are ready to provide low-cost transportation and true dual-sport adventure.

The 2022 Honda CRF300L will be available in Red with an MSRP of $5,349 without ABS and $5,649 with ABS. It will be in dealerships in April 2022.

2022 Honda CRF300L Rally

2022 Honda CRF300L Rally
2022 Honda CRF300L Rally

Read our 2021 Honda CRF300L / CRF300L Rally review

Based on the standard CRF300L, but with comfort-focused upgrades including handguards, more fuel capacity, and a frame-mounted windscreen, the CRF300L Rally evokes images of the Dakar Rally while delivering practicality and value. More suitable for long-distance adventuring than its standard sibling, the Rally version is also a stellar commuter.

The 2022 Honda CRF300L Rally will be available in Red with an MSRP of $6,099 without ABS and $6,399 with ABS. It will be in dealerships in April 2022.

2022 Honda XR650L

2022 Honda XR650L
2022 Honda XR650L

Yes, the XR650L has been a familiar part of Honda’s lineup for many years, but there’s a reason the tried-and-true dual-sport model continues to be popular with customers. It’s highly adaptable, opening the door to adventure on single-track trails, dirt roads, and backroads, while also delivering capable transportation in the city. The natural result of those characteristics – plus a proud Baja heritage – is a diehard following of riders, who will be pleased to know that the model has received a styling facelift for 2022.

The 2022 Honda XR650L will be available in White with an MSRP of $6,999, and it will be in dealerships in April 2022.

2022 Honda PCX

2022 Honda PCX
2022 Honda PCX

Honda’s PCX is the ultimate tool for tackling urban environments in style, continuing to set the standard for scooter design and technology. Equipped with a freeway-capable engine, the PCX is equally suitable for new riders and more experienced customers, delivering performance, fuel economy, great handling, a comfortable ride, and simple operation – all attributes that are vital in the scooter category.

The 2022 Honda PCX will be available in Pearl White with an MSRP of $3,899 without ABS and $4,099 with ABS. It will be in dealerships in April 2022.

2023 Honda Ruckus

2023 Honda Ruckus
2023 Honda Ruckus

When it comes to little two-wheelers that ooze personality and attitude, it’s tough to top Honda’s unique Ruckus, the model that launched an entire scooter-customization subculture. With an exposed frame and dual round headlights contributing to an industrial-looking design, plus practical features like reliability, fuel efficiency, and nimble handling, the Ruckus a great choice as a platform for personalization or affordable, around-town transportation.

The 2023 Honda Ruckus will be available in Gray, White/Metallic Blue, and Metallic Blue/Tan with an MSRP of $2,899, and it will be in dealerships in April 2022.

For more information or to find a Honda dealer near you, visit powersports.honda.com.

The post Honda Announces 2022-2023 Returning Models first appeared on Rider Magazine.
Source: RiderMagazine.com

Retrospective: 1990-2002 Honda ST1100

1990-2002 Honda ST1100

YEAR/MODEL: 2002 Honda ST1100

OWNER: Clement Salvadori

HOMETOWN: Atascadero, California

Back in the late 1980s, the European market was as important to Honda as the American one. And motorcycles were popular, as cars and car insurance were more expensive than they were here. The demand was quite different, with Yanks liking big cruisers and narrowly focused sporting machines, while those east of the Atlantic had more of a practical approach, favoring motorcycles that could be used to commute on workdays, and then go two-up on a vacation.

Each motorcycle company is constantly looking around to see what the competition is doing. The Japanese Big Four undoubtedly have their own domestic spying networks, trying to keep track of each other’s doings, but there are also the local manufacturers. In the U.S., the only indigenous competition was from Harley-Davidson, but in Europe numerous homegrown marques were taking their share of the market.

1990-2002 Honda ST1100

In the late 1980s, BMW, with its new four-cylinder K-bikes, was doing quite well in the touring market. The head of Honda Germany decided he wanted a piece of that action and got permission from Japan to design his own bike, a sport-touring model, with emphasis on touring but still agile.

Hence the ST1100, introduced in Europe in 1990 as the Pan-European, with a wind-protecting fairing, removable saddlebags, and shaft drive. Ride to work in the rain, load the bags for a trip, and never have to worry about cleaning and adjusting a chain. This was an all-new machine, with a transverse-mounted (meaning the crankshaft was at a right angle to the axles) V-4 engine, putting out close to 100 rear-wheel horses.

1990-2002 Honda ST1100

This was no lightweight, as the ST weighed about 700 pounds with the huge 7.4-gallon gas tank filled. But the blessing was that the tank was beneath the seat, keeping the weight down low, which is where many sensible touring riders like to have it. That required a fuel pump pushing the gas up to the four 34.5mm Keihins – carburetors in the coming age of fuel injection. No matter, as the carbs did an excellent and trouble-free job of keeping the engine spinning. A choke lever on the handlebar was a reminder of the carburetors.

The liquid-cooled V-4, with a bore of 73mm and a stroke of 64.8mm, had a total capacity of 1,084cc. It used double overhead camshafts, with a single timing belt running all four camshafts and four valves per cylinder. Valve adjustment was by shims, not always appreciated by home mechanics, but service intervals were set at a fairly lengthy 16,000 miles. Ignition was transistorized, with electronic advance. And the oversquare engine pulled strong all the way from 2,000 to the 8,000-rpm redline.

1990-2002 Honda ST1100

Down in the bowels of the wet-sump engine, everything was built to last, with almost four quarts of oil capacity and a cooler up front. It sat in a full-cradle steel frame (contributing to the bike’s hefty weight), which gave confidence to the rider when leaning hard into the curves at considerable speeds. Up front was a 41mm Showa cartridge fork, with Honda’s TRAC anti-dive mechanism and allowing nearly 6 inches of travel. No adjustments here. At the back, a single Showa shock, with adjustability for rebound damping and spring preload, offered nearly 5 inches of travel.

The longitudinal power ran back through a wet clutch and a cassette-style 5-speed transmission to the driveshaft. Aluminum three-spoke wheels used an 18-inch 110/80 tire on the front, a 160/70 17-incher on the back, with a shade over 61 inches between the axle centers.

The Europeans loved it – perhaps for no better reason than it was a good alternative to the BMWs, along with a bit more power. The American market got to see this bike a year or so after it was released east of the Atlantic. Several improvements were made after that first version, including raising the alternator output from 28 to 40 amps and offering a combined ABS and traction control system. The initial ABS, running from 1992 to ’95, had separate systems on the front and rear wheels, but an upgrade for ’96 used linked brakes. A mild upgrade of the windscreen arrived for the 1995 model year.

Most important for a motorcycle of this design is comfort. On this ’02 model, which belongs to yours truly, a Laminar Lip was added to the top of the windscreen to smooth airflow around my helmet, since I’m taller than average. A nice addition is over to the left of the instruments, where a hand-turned knob can alter the angle of the dual halogen lights; very simple, very useful. Fitting a tankbag on the plastic cover over the engine was simplified by a company called Bagster that makes Naugahyde covers for over 200 motorcycle models, to which a bag can be neatly clipped. That bag has logged a lot of miles, as I had it on my ’92 model, which was sold after 93,000 miles, and then on my then-new ’02 ST1100, which has 103,000 miles and counting.

The flattish saddle is comfortable for long two-up days, or even longer solo days, allowing the rider to move back and forth. The saddlebags are locked onto the bike, but they can be removed with only minor fuss. However, it is far more useful to have liners in the bags; just open the bags, take out the liners, and you are on your way.

1990-2002 Honda ST1100

A convenient frill on the ST is the handle under the left side of the saddle, which folds against the bike until pulled out 90 degrees to be very useful when lifting the bike onto the centerstand. Another much appreciated addition is the concealed crash bars on the fairing, allowing for a slow fall without doing any damage.

Big smiles could be seen at Honda Germany after the ST1100 appeared. They had given the competition a good kick in the old wazoo, with the ST soon winning all sorts of awards. And it was pretty much left unchanged for the next dozen years until the ST1300 debuted in 2003.

Throw a leg over that saddle, turn the key, push the button, clutch in, click into first, and the sheer, silent rush of power is exhilarating. And 500 miles with one fuel stop in between is always a temptation.

The post Retrospective: 1990-2002 Honda ST1100 first appeared on Rider Magazine.
Source: RiderMagazine.com

The Great American Deli Schlep

Great American Deli Schlep
Taking a short break on U.S. Route 89A in Arizona at the Vermilion Cliffs National Monument. Temps reached 103 degrees with nothing in sight for miles!

What could possibly be better than a 75-day, 15,000-mile motorcycle ride around America? How about visiting the best Jewish deli in almost every state along the way? My journey, which took place last summer, gave a whole new meaning to that popular motorcycling motto, “Ride to eat, eat to ride.” It echoed in my head as I threw a leg over the seat of my Honda Gold Wing each morning for two and a half months.

Great American Deli Schlep
With fellow JMA members at Protzel’s Delicatessen in St. Louis.

It all started with a suggestion by a fellow riding buddy of mine, Roger Burton. He knew that I love long-distance riding, and he forwarded me an article published on The Nosher website with a map listing the top Jewish deli in nearly every state. On previous rides, I had ridden to the four corners of the U.S. (14,000 miles), to all of the lower 48 states (11,500 miles), and to nearly all of America’s national parks (17,000 miles; read “One Ride, 47 National Parks”). This new challenge was right up my alley.

Great American Deli Schlep
Roger Burton (the instigator for this ride) with his daughter, son-in-law, and Rabbi Jacobson, the owner of Maccabee’s Kosher Deli in Des Moines, Iowa.

When I discussed the trip with my wife, Judi, she suggested contacting MAZON, a Jewish nonprofit that fights hunger in America through advocacy and public policy change. The idea was to partner with MAZON and use the ride to raise awareness and funds to help alleviate hunger. When I called someone at MAZON, they loved the idea … right after having a few laughs because they had never heard of a Jewish biker before.

Great American Deli Schlep
With my wife, Judi, on June 1, the first day of the 75-day tour. She helped me maintain a daily blog during the trip and prepare this story.

We decided to call the ride the Great American Deli Schlep, since “schlep” is a Yiddish word for carrying something heavy or awkward, or a difficult journey. And we split up the responsibilities. I created the route, did the ride, visited the delis (and ate the food!), took photos, and wrote a blog (with editing assistance from Judi). MAZON did the behind-the-scenes work, such as creating a logo and donation webpage, printing up materials, contacting the delis, promoting the ride on social media, and contacting print and media outlets for interviews.

Great American Deli Schlep

Jewish delis aren’t known for low-calorie fare. Before the trip, my friends said I would gain 40 pounds and my cholesterol would skyrocket. I got lab work done before and after the trip, and I share the results at the end of this article.

My journey started on June 1, at Manny’s Cafeteria & Delicatessen in Chicago, near where I live. It was a picture-perfect day: 75 degrees, abundant sunshine, and 35 to 40 family members and close friends to see me off. Fox News and ABC came to cover the event, which added to the festivities. I realized that one of my goals – getting the word out about hunger – would merit TV news airtime during the deli visits.

Great American Deli Schlep
Opening day at Manny’s Cafeteria & Delicatessen in Chicago.

This was the most structured and time-sensitive of my long-distance motorcycle trips. I had to stick to a schedule because of the specific dates and times set up for meeting deli owners, doing media interviews, and meeting fellow club members of the Jewish Motorcyclists Alliance (JMA). I belong to the Chicago-area Chaiway Riders chapter – “chai” (pronounced high) is a Hebrew word that means “life.” Other chapters include Hillel’s Angels, Shalom n’ Chrome, Kosher Hogs, Golf Riders New Jersey, and King David Bikers of South Florida.

Great American Deli Schlep
Matzo ball soup.

My strict schedule required long days. I was up by 6 a.m. and riding, visiting delis, and managing details of the trip until 10 p.m. As much as I enjoyed visiting delis and meeting people, I had to leave each deli no later than 2 p.m. to allow time to ride to my next destination. Although the logistics were tricky, after visits to the first few delis I got into a rhythm similar to what I have experienced on other long-distance trips. I felt like a politician on the campaign trail. At each deli, I’d introduce myself to the owner or manager, explain why I was there and what MAZON does, do a photo op, sit for an interview with the local media, and finally eat too much deli food.

Great American Deli Schlep
With the MAZON team at Canter’s Deli in Los Angeles.

Going into this trip, I knew there were going to be logistical and riding challenges. I mentally prepared myself that not every day was going to go as planned. Being flexible and going with the flow helped me tackle the most difficult motorcycle trip I’ve ever done. My planned route took me on backroads most of the time, but when I got within 50 miles of a major city (which is where most of the delis are located), I’d jump on the freeway to avoid stop-and-go traffic.

Great American Deli Schlep
JMA members and grammar school friends at Rosenberg’s Bagels & Delicatessen in Denver.

Fellow JMA members met me at delis along the way, and a few of them joined me for three or four, but I rode solo for most of my 75-day journey. MAZON got the word out to the Jewish community in each city, which led to some funny encounters. In Westport, Connecticut, an older couple and another woman arrived early at Gold’s Delicatessen because they were afraid of not being able to find parking for the event. When they arrived, they asked me, “Where are all the people?” I replied, “You’re it.” We ended up having a lovely quiet lunch together.

Great American Deli Schlep
Hanging out with my “fan club” at Gold’s Delicatessen in Westport, Connecticut.

Throughout my trip, I heard incredible stories of survival and tenacity. When I met the owner of Hershel’s East Side Deli in Philadelphia, he told me he named the deli after his father’s older brother. During WWII, his father and uncle lived in a small town in Poland. When the Nazis rolled into town, Hershel ran home and got his little brother and escaped into the woods. They survived by living in a camp for six years in Russia. The brothers eventually made their way to New York, where they started working in a deli.

Great American Deli Schlep
Meeting with the owner of Herschel’s East Side Deli at the Reading Terminal Market in Philadelphia.

I was the very first customer at Bubbie’s Market & Deli in Providence, Rhode Island. They weren’t planning to open for another week, but they let me be their “test” customer. On the other end of the spectrum was Attman’s Delicatessen in Baltimore, Maryland, which was celebrating its 105th anniversary. Every deli had a story about how it began and how it survived over the years.

Great American Deli Schlep
Celebrating the opening of Bubbie’s Market & Deli in Providence, Rhode Island.

At each interview, I was asked, “What is your favorite deli?” My response was always the same. I compared this trip to my national park tour. Just as each national park has its own story and personality that makes it special, so does each deli. And like national parks, delis reflect their geographic location. Rose Foods in Portland, Maine, serves a Fisherman’s Feast that includes bagels, cream cheese, rose lox, nova, and whitefish salad. The General Muir in Atlanta, Georgia, serves deviled eggs and pecan-crusted French toast.

Great American Deli Schlep
Meeting up with Josh from MAZON at Rose Foods in Portland, Maine.
Great American Deli Schlep
Posing with the Sabra Riders at The General Muir in Atlanta.

Even though I visited 42 delis, I never got the same sandwich twice. There was always something that made each one unique, such as how the pastrami or corned beef was prepared, or the particular type of bread or toppings that were used. Since I was often busy meeting new people and doing interviews, I rarely finished my entire sandwich. The other half went into my saddlebag and served as dinner in my hotel room.

Great American Deli Schlep
Every sandwich at every deli was delicious, especially when paired with Dr. Brown’s soda.
Great American Deli Schlep
Great American Deli Schlep

Traveling for weeks on end by motorcycle opens you up to interesting experiences. I chalked up a few memorable “tales of the road,” such as my encounter with a lone tire on the highway. While riding down the New Jersey Turnpike at 70 mph on a sunny afternoon, I saw a tire rolling along in front of me. I backed off my highway pegs and watched it meander off into the emergency lane, where it disappeared in the grass. Then I saw a huge splash, and figured the tire ended up in a pond.

Great American Deli Schlep
Stein’s Market & Deli in New Orleans, unlike any deli you’ll ever visit.

As I passed by, I glanced over to see if I could spot the tire. When I looked back at the road, that same tire was 50 feet in front of me and about to cross my path of travel. Before I knew it, the tire rolled behind my bike, or at least I thought it did. I pulled over about a mile down the road to check on things and found that the tire had hit my rear pannier, though I never felt the impact.

Great American Deli Schlep
Playing tourist at the boyhood home of Butch Cassidy, near Circleville, Utah, on U.S. Route 89.

Although my trip began on a beautiful summer day in Chicago, the next day rainstorms hit Indianapolis and followed me around the country. Riding through heavy rain in Texas, I went through a puddle so deep that I lost control of my bike. When I rolled into Phoenix, I encountered monsoon rains for four days straight. My fellow JMA bikers told me they hadn’t seen that much rain in more than a decade, and they nicknamed me “Rain Man.”

As I also found out, scorpions leave their nests during Arizona’s monsoon rains to avoid the water in the soil. The night before leaving for Los Angeles, I was packing up and reached into my bag, only to narrowly miss a scorpion that had taken up residency there. I don’t scare easily, but I looked under my bed 20 times before going to sleep that night. Once I got to California, the rain was replaced with dryness and heat, and I had to navigate around enormous wildfires that filled the skies with smoke.

Great American Deli Schlep
At the geographic center of the United States near Lebanon, Kansas, with fellow JMA member Bruce Ente.

After 40 years of long-distance touring, I have learned several tricks that were helpful on this trip. As I approached Red Bluff, California, the day before riding the famous State Route 36 (140 miles of curves known as the Serpent to the Sea that was on my bucket list), the temperature was 108 degrees. As I usually do, I used a cooling vest, water-soaked bandanas, and a 3-liter hydration pack filled with ice water to stay cool. I also carried a half-gallon, wide-mouth container of water that I could reach into while riding. Every 20-30 minutes I soaked my lightweight leather gloves in the water, which cooled the blood in my hands and felt like the opposite of heated grips.

Connecting the dots between delis was a delight. I rode the Natchez Trace Parkway through Mississippi, and visited the boyhood home of Elvis Presley in Tupelo. Near Circleville, Utah, I visited the boyhood home of Butch Cassidy. In Lebanon, Kansas, I visited the geographic center of the United States. I rode the Million Dollar Highway in Colorado, and I visited Sequoia and Kings Canyon National Parks in California.

Great American Deli Schlep
Enjoying some rest and relaxation somewhere on the Natchez Trace Parkway.

Read Steven’s review of the Pakit Rak and Bag, shown above attached to the rear of his Gold Wing

Meeting new people was one of the best parts of this trip. From the deli owners, employees, and customers to random people who just came up to me to ask what I was doing, special connections were made based on our shared love of Jewish food, fascination with travel, or just plain curiosity. It only took two or three questions to find out if someone was from Chicago, or if we knew someone in common, or if their best friend knows my brother. Six degrees of separation played itself out over and over.

Great American Deli Schlep
Party time at Dingfelder’s Delicatessen in Seattle.

When I was in Seattle visiting Dingfelder’s Delicatessen, I did an interview with a young woman from the local Jewish newspaper. When she asked if my friends had strong feelings about which deli I should visit in each town, I mentioned a grammar school friend of mine who lives in the Boston area and has a very strong opinion about the “best deli.” As soon as I mentioned his name, she said, “I know him. I went to college with his daughter, and I stayed at their home.” She went on to describe his house and backyard – 3,000 miles away – that I’ve visited many times.

Great American Deli Schlep
Checking out the bike with Ziggy Gruber, owner of Kenny & Ziggy’s in Houston.

As with my previous trips, I felt fortunate to travel by motorcycle and experience many parts of America. I had the opportunity to meet a variety of people, from cosmopolitan hipsters to farmers, from children to centenarians – a true cross section of individuals. When talking about this trip with my wife, she coined the phrase “new friends, old food,” which is exactly what I took away from this experience.

After two and a half months on the road, I had a wonderful reunion with Judi in Chicago. She and members of the Chaiway Riders joined me the next day, on August 14, for a ride up to Milwaukee, Wisconsin, to visit Jake’s Deli – the 42nd and final deli on my list.

Great American Deli Schlep
The final stop at Jake’s Delicatessen in Milwaukee.

By visiting Jewish delis, which are typically located in large cities, and wanting to cover most of my miles on backroads between those cities, I rode through the full spectrum of America – urban areas, rural areas, and everything in between. You could plan this sort of motorcycle trip around any kind of food, whether it be varieties of ethnic food such as Italian, Mexican, Greek, or Chinese, or specific types of food such as BBQ, hamburgers, pie, you name it. Or, as I did with national parks, you could visit baseball parks or other landmarks in every state. Think of something you love, do some research, design a route, and hit the road.

Great American Deli Schlep

So, after visiting 42 Jewish delis, did my health deteriorate? No. My blood pressure, cholesterol, and glucose went up, but I lost two pounds. And since returning home things have returned to normal. But I’ve developed a serious itch, one that can only be cured by another long-distance motorcycle adventure.

The Great American Deli Schlep raised more than $18,000 for MAZON, a nonprofit organization that is committed to ensuring that vulnerable people have access to the resources they need to put food on the table. Even though Steven Goode’s trip is over, MAZON’s mission is not. Please consider making a donation by visiting mazon.org/events/delischlep.

Great American Deli Schlep
Getting to know the granddaughters of the original owner of Attman’s Delicatessen in Baltimore.
Great American Deli Schlep
Getting to know Joe, Ellen, and their daughter at Jo-El’s in St. Petersburg, Florida.

The post The Great American Deli Schlep first appeared on Rider Magazine.
Source: RiderMagazine.com

2021 KTM 890 Adventure R | Long-Term Ride Review

2021 KTM 890 Adventure R
The 890 Adventure R has proven to be highly capable on- and off-road. Photo by Kevin Wing.

RELATED: 2021 KTM 890 Adventure R | (Off) Road Test Review

Mileage: 3,314
Base Price: $14,199 (2021); $14,599 (2022)
Price as Tested: $14,749 (Tech Pack)
Accessories: $114.95

After years of making primarily hard-edged, off-road-oriented adventure bikes, KTM balanced the on-/off-road scales when it introduced the 1190 Adventure for 2014. It had a more refined – and more powerful – V-Twin, and although its 19-inch front/17-inch rear wheels were spoked, they were shod with tubeless, touring-friendly 90/10 adventure tires.

2021 KTM 890 Adventure R
The KTM’s unique tank design keeps fuel weight down low. Photo by Kevin Wing.

The 1190 Adventure also fully embraced the then-nascent trend in electronic rider aids, becoming the first production motorcycle to offer lean-angle-sensitive ABS. It was also equipped with throttle-by-wire, ride modes, multi-stage traction control, an off-road ABS mode, electronically controlled suspension, and a tire-pressure monitoring system.

In the years that followed, KTM filled out its Adventure range with the 1290 Super Adventure (followed by R, S, and T variants), 1090 Adventure R, 790 Adventure (standard and R variants, which won Rider’s 2019 Motorcycle of the Year award), and 390 Adventure. In 2020, the 790 evolved into the 890, and we tested the 890 Adventure R you see here in 2021.

2021 KTM 890 Adventure R windshield
The short windscreen parts airflow smoothly but is not adjustable. Handguards are standard. Photo by Kevin Wing.

Collectively, Rider staffers and contributors have put tens of thousands of miles on all the various KTM Adventure models, and the 890 sits right in the sweet spot – not as big, heavy, powerful, or expensive as the 1290 Super Adventure, nor as small and touring-limited as the 390 Adventure. (The 1090 and 1190 were dropped as KTM dialed in its small/medium/large model offerings.) It also features the latest in electronics that allow riders to alter the bike’s performance and personality with the push of a few buttons.

Our 2021 890 Adventure R test bike arrived with just 15 miles on the odometer, and over the course of nine months we logged 3,300 miles. We burned 71 gallons of premium fuel, averaging 46.4 mpg and roughly 246 miles of range from the 5.3-gallon tank.

2021 KTM 890 Adventure R wheel
Spoked wheels are shod with tubeless Continental TKC80 knobbies. Photo by Kevin Wing.

The 890 has a horseshoe-shaped fuel tank, with a filler on top and two sections that run down either side of the engine and end in bulbous pods, as first seen on the 790 Adventure. The design, though not especially attractive, offers several advantages: The upper tank area is narrow between the knees during stand-up riding; fuel weight is mostly down low, which contributes to better handling; and the lower pods provide some lower-leg and crash protection. Because of the tank’s unusual shape, however, it’s difficult to get accurate readings of remaining fuel, and only the final 50% of tank capacity is shown on the fuel gauge. There’s a fuel range reading on the 890’s TFT display, but it wasn’t even remotely accurate during our test.

2021 KTM 890 Adventure R
This Range Rover’s owner should have bought a KTM.

With its short windscreen, high front fender, rally-style seat, and Continental TKC80 tires (rated for 40% road/60% off-road), the 890 Adventure R is clearly designed for heavy off-road use. On rough dirt roads and technical trails, the 890-R was well-balanced, forgiving, and exciting, especially in the optional Rally mode that’s part of the Tech Pack. Out of our testing miles, however, only about 10% were off-road. We spent most of our time flogging the 890-R on paved backroads, desolate highways, freeways, and city streets. While the standard 890 Adventure would have provided more comfort and wind protection, the 890-R never felt like a fish out of water. That sort of versatility is what makes ADV bikes such an attractive proposition.

2021 KTM 890 Adventure R
A Nelson-Rigg Sahara Dry Duffle Bag fits perfectly on the rear rack. Photo by the author.

We strapped on a Nelson-Rigg Sahara Dry Duffle ($114.95; nelsonrigg.com) for longer trips, but we didn’t add any other accessories. Other than a break-in service, maintenance consisted of checking the air in the tires and cleaning/lubing the chain, though the rear TKC80 was pretty well shagged by the time we handed back the keys.

KTM announced that the 890 Adventure ($13,399) and 890 Adventure R ($14,599) will return unchanged for 2022.

The post 2021 KTM 890 Adventure R | Long-Term Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2021 Yamaha Ténéré 700 | Long-Term Ride Review (Part 2)

RELATED: 2021 Yamaha Ténéré 700 | Long-Term Ride Review (Part 1)

Mileage: 9,035
MSRP: $9,999 (2021); $10,299 (2022)
Accessories: $1,015.86 (new); $4,350.78 (total)

2021 Yamaha Tenere 700
Contributor Arden Kysely liked the Ténéré 700 so much, he bought our test bike from Yamaha. (Photos by the author)

Our long-term Yamaha Ténéré 700, which I now own, has clocked over 9,000 miles. It would have more than 10,000 if heat, smoke, fires, and a toasted rear tire outside of Tonopah, Nevada, hadn’t conspired to shorten my summer ride. Mammoth Cycle Works (mammothcycleworks.com), the closest shop with a replacement tire, had me back on the road quickly after a slow ride from Tonopah on the compromised skin (pro tip: call ahead).

Otherwise, the bike has been ideal for my kind of riding – comfortable on the highway, a hoot in the twisties, and capable off the pavement, whether sitting or standing, and no matter the surface. Fully adjustable suspension and the CP2 motor’s steady power delivery facilitate riding slow, riding fast, or just cruising.

2021 Yamaha Tenere 700
The wide, well-padded Sargent seat has greatly improved riding comfort.

In an era of complex machines, the Ténéré’s single ride mode – manual – is the same one I grew up with. Traction control is throttle and clutch, the latter holding up to abuse on technical climbs and digging out after stalling in sand. The T7’s absence of electronic aids has led to comparisons with the KLR650 (a great bike of which I’ve owned two), but the Yamaha’s horsepower advantage takes ADV riding to a higher level.

All the upgrades I’ve reported previously in our tour test of the T7 and Part 1 of the long-term review are working as expected, though one crash bar moved an inch closer to the bodywork after I dropped the bike in my garage. The Barkbusters have already each saved a lever, and the Pivot Pegz delivered zero slip, even in the rare wet conditions I’ve encountered.

2021 Yamaha Tenere 700
The AltRider skid plate provides robust protection for the undercarriage.

In addition to the Touratech soft luggage on the back, I added a Nelson-Rigg Trails End Adventure Tank Bag ($119.95; nelsonrigg.com).

An AltRider Skid Plate with Linkage Guard ($405.97; altrider.com) replaced the lightweight OEM unit before my Nevada trip for better protection, and the Sargent World Performance Seat ($359.95; sargentcycle.com) I wish I’d had for that ride is now in place, making a huge comfort improvement over the stock unit. Ditto the Kaoko Throttle Lock ($129.99; kaoko.com); a cramped right hand is a thing of the past now that I can safely release my grip.

2021 Yamaha Tenere 700
Other than switchable ABS, the T7 is a mostly analog machine. In lieu of cruise control, we installed a Kaoko throttle lock.

My biggest gripe is range. In mixed riding, the T7 ekes out 200-plus miles per 4.2-gallon tankful, which is marginal when exploring the empty spaces of the West. On a recent 650-mile backroads ride to the Mojave Desert, it returned 52 mpg. I’m dithering between an auxiliary tank and Giant Loop’s much lighter Armadillo fuel bag to extend its range. The robust OEM kickstand is a blessing, but its foot lever sticks out dangerously far, something a welder will soon be addressing for me.

Maintenance has been routine and simple to perform: changing the oil and filter, checking the air filter, and caring for the chain. Moving parts and cables are lubed, fasteners, bearings, and fluid levels get checked. The valves won’t need attention for another 17,000 miles.

2021 Yamaha Tenere 700
We’ve transformed the T7 into a full-on, go-anywhere adventure-touring machine.

Looking ahead, I see more fuel capacity, a Scotts steering stabilizer, AltRider crash bars (battle proven on my former BMW F 800 GS), and an oiled-foam air filter. A tail tidy would help clean up the rear, and I may lower the bike a smidge, since my legs aren’t getting any longer. It’s a safe bet the T7 is a bike I’ll be enjoying for many years to come – likely with more improvements along the way.

The 2022 Yamaha Ténéré 700 began arriving in dealerships in January. Its MSRP has increased by $300 to $10,299, and there are two new color options: Team Yamaha Blue and Raven.

The post 2021 Yamaha Ténéré 700 | Long-Term Ride Review (Part 2) first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 KTM 890 Duke GP | First Look Review

2022 KTM 890 DUKE GP

Earlier this month KTM announced a new look for the 890 Duke R – is known as “The Super Scalpel” – for the new model year. Both the 2022 KTM 890 Duke R and 2022 KTM 1290 Super Duke R Evo are being offered in a new Atlantic Blue colorway inspired by the KTM RC16 GP racebike. Now our friends in Austria have announced the 2022 KTM 890 Duke GP.

RELATED: 2022 Motorcycle Buyers Guide: New Street Models

As the name implies, it too gets MotoGP-inspired livery, this time in an orange-and-black combo with KTM’s “Ready to Race” motto just below the 3.7-gallon fuel tank. What makes the 890 Duke GP stand out is the orange bodywork replacing the normally all-black panels covering the subframe, which also includes logos for industry partners Motorex, Pankl, and WP.

2022 KTM 890 DUKE GP

There’s also a special orange passenger seat cover with special “890 Duke GP” graphics. The orange treatment continues with orange powdercoated wheels and orange highlights on the front fender and headlight frame.

Beneath the GP-inspired livery, the rest of the 890 Duke GP is the same as the standard 890 Duke. It features adjustable WP Apex suspension, a PASC slip/assist clutch, Continental ContiRoad tires, and a state-of-the-art electronics package that includes cornering ABS with Supermoto mode, lean-angle-sensitive Motorcycle Traction Control, and selectable ride modes (Sport, Street, and Rain). An optional Track mode adds sharper throttle response along with on-the-fly TC adjustability over nine levels.

2022 KTM 890 DUKE GP

The 890 Duke R’s 889cc parallel-Twin engine has DOHC with four valves per cylinder, and it is tuned to deliver a claimed 114 horsepower at the crank. When we tested the 2021 KTM 890 Duke, it sent 111 horsepower at 9,500 rpm and 67 lb-ft of torque at 7,000 rpm to the rear wheel.

2022 KTM 890 DUKE GP

A full-color TFT display provides a wealth of information for the rider, and it allows for convenient navigation of the various menus and settings. An LED headlight is paired with an LED daytime running light for eye-catching visibility and excellent illumination. The flat, tapered aluminum handlebar can be adjusted to four positions within the triple clamp and rotated among three positions. Seat height is 32.8 inches, fuel capacity is 3.7 gallons, and dry weight is 373 pounds (curb weight with all fluids was 405 pounds for our 2020 test bike).

Pricing and availability for the 2022 KTM 890 Duke GP have not yet been announced. For more information or to find a KTM dealer near you, visit ktm.com.

2022 KTM 890 DUKE GP

2022 KTM 890 Duke GP Specifications

Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
Displacement: 889cc
Horsepower: 114 hp (claimed, at the crank)
Bore x Stroke: 90.7 x 68.8mm
Starter: Electric; 12V 10Ah
Transmission: 6-speed, cable-actuated PASC assist-slipper wet clutch
Fuel System: DKK Dell’Orto, 46mm throttle body
Lubrication: Pressure lubrication with 2 oil pumps
Ignition: Bosch EMS with throttle-by-wire
Frame: Chrome-moly tubular steel w/ engine as stressed member
Subframe: Cast aluminum
Handlebar: Aluminum, tapered, Ø 26/22mm
Front Suspension: WP APEX USD Ø 43mm
Rear Suspension: WP APEX Monoshock
Suspension Travel Front/Rear: 140 mm/5.5 in; 150mm/5.9 in
Front/Rear Brakes: Disc Brake 320mm/240mm
Front/Rear Wheels: 3.50 x 17”, 5.50 x 17”
Front/Rear Tires: 120/70ZR17”; 180/55ZR17”
Steering Head Angle: 24.3º
Wheelbase: 1,482mm ± 15mm / 58.3 ± 0.6 in.
Ground Clearance: 206mm / 8.1 in
Seat Height: 834mm / 32.8 in
Tank Capacity: 14 L / 3.7 gal
Weight (without fuel), Approx: 166 kg / 365.9 lbs

The post 2022 KTM 890 Duke GP | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 Triumph Tiger Sport 660 | Video Review

2022 Triumph Tiger Sport 660
Riding the 2022 Triumph Tiger Sport 660 at the global press launch in Portugal. (Photo by Kingdom Creative)

We test the 2022 Triumph Tiger Sport 660, an all-new middleweight sport-tourer based on the Trident 660. With a base price of $9,295, it goes head-to-head with value-priced stalwarts like the Honda NC750X ($8,699) and Kawasaki Versys 650 ($8,899).

Although much of the Trident 660’s underpinnings carry over to the Tiger Sport 660, including the liquid-cooled, 12-valve, 660cc inline-Triple, which produces 80 horsepower at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm (claimed at the crank), as well as ride modes (Road and Rain), switchable traction control, and ABS, the sport-tourer gets steeper rake, more suspension travel, a small fairing, and a one-hand-adjustable windscreen. The rider triangle is more open and the seating position is more upright.

At 454 pounds, the Tiger Sport 660 is light, agile, and user-friendly. Although clearly built to a price (for example, the only suspension adjustability is rear preload), it has good build quality and doesn’t feel cheap. Triumph’s new sport-tourer is one of those bikes that hits the sweet spot – it’s the right price, it’s the right size, it has the right amount of fun and versatility, it has the right features (except for cruise control), and it can be outfitted with hard saddlebags, a top case, heated grips, and more.

You can read our full review here, and you can see it in action in our video review:

2022 Triumph Tiger Sport 660 Specs

Base Price: $9,295
Website: triumphmotorcycles.com
Engine Type: Liquid-cooled, inline triple, DOHC w/ 4 valves per cyl.
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 post 2022 Triumph Tiger Sport 660 | Video Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 KTM 890 Duke R | First Look Review

2022 KTM 890 Duke R

The KTM 1290 Super Duke R Evo is known as “The Beast,” and its little brother – the KTM 890 Duke R – is known as “The Super Scalpel.” For 2022, both are offered in an all-new Atlantic Blue colorway inspired by the KTM RC16 GP racebike. KTM’s trademark orange is powercoated on the chromoly-steel trellis frame for contrast.

RELATED: 2022 Motorcycle Buyers Guide: New Street Models

The KTM 890 Duke R debuted in 2020, with the “R” designation reserved for high-performance “Ready to Race” models. It features fully adjustable WP Apex suspension, a WP steering damper, Brembo Stylema monoblock front calipers, a Brembo MCS front master cylinder, a PASC slip/assist clutch, Michelin Power Cup tires, and a state-of-the-art electronics package that includes cornering ABS with Supermoto mode, lean-angle-sensitive Motorcycle Traction Control, and selectable ride modes (Sport, Street, and Rain). An optional Track mode adds sharper throttle response along with on-the-fly TC adjustability over nine levels.

2022 KTM 890 Duke R

The 890 Duke R’s 889cc parallel-Twin engine has DOHC with four valves per cylinder, and it is tuned to deliver an additional 6 horsepower over the standard 890 Duke. When we tested the 2020 KTM 890 Duke R, it sent 111 horsepower at 9,500 rpm and 67 lb-ft of torque at 7,000 rpm to the rear wheel.

Riders can dial in suspension settings to suit their tastes. The fully adjustable 43mm inverted WP Apex for has separate compression and rebound functions in each leg. The fully adjustable WP Apex shock offers high and low speed compression adjustability along with adjustable rebound and a remote preload adjuster.

A full-color TFT display provides a wealth of information for the rider, and it allows for convenient navigation of the various menus and settings. An LED headlight is paired with an LED daytime running light for eye-catching visibility and excellent illumination. The flat, tapered aluminum handlebar can be adjusted to four positions within the triple clamp and rotated among three positions. Seat height is 32.8 inches, fuel capacity is 3.7 gallons, and dry weight is 366 pounds (curb weight with all fluids was 405 pounds for our 2020 test bike).

Pricing and availability for the 2022 KTM 890 Duke R have not yet been announced. For more information or to find a KTM dealer near you, visit ktm.com.

2022 KTM 890 Duke R

2022 KTM 890 Duke R Specifications

Engine Type: Parallel Twin, 4-Stroke, DOHC
Displacement: 889cc
Bore/Stroke: 90.7/68.8mm
Starter: Electric; 12V 10Ah
Transmission: 6 Gears
Fuel System: DKK Dell’Orto, 46 mm Throttle Body
Lubrication: Pressure Lubrication with 2 Oil Pumps
Cooling: Liquid Cooling with Water/Oil Heat Exchanger
Clutch: PASC (Power Assisted Slipper Clutch), Mechanically Operated
Ignition: Bosch EMS with Ride-By-Wire
Frame: CroMoly Tubular Steel, Engine as Stressed Member
Subframe: Cast Aluminum
Handlebar: Aluminum, Tapered, Ø 26/22 mm
Front Suspension: WP APEX USD Ø 43 mm
Rear Suspension: WP APEX Monoshock
Suspension Travel Front/Rear: 140 mm/5.5 in; 150 mm/5.9 in
Front/Rear Brakes: Disc Brake 320 mm/240 mm
Front/Rear Wheels: 3.50 x 17”, 5.50 x 17”
Front/Rear Tires: 120/70ZR17”; 180/55ZR17”
Steering Head Angle: 24.3º
Wheelbase: 1,482mm ± 15mm / 58.3 ± 0.6 in.
Ground Clearance: 206mm / 8.1 in
Seat Height: 834mm / 32.8 in
Tank Capacity: 14 L / 3.7 gal
Weight (without fuel), Approx: 166 kg / 365.9 lbs

The post 2022 KTM 890 Duke R | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 Indian Scout Rogue | First Look Review

Indian Scout Rogue

The new-for-2022 Indian Scout Rogue is the most aggressive iteration of the Scout platform yet, and it does look pretty cool. But rather than an all-new model, it’s basically a Scout Bobber with higher bars and a taller front wheel, plus the addition of a quarter-fairing and a few other bits and bobs.  

The mini-ape handlebar from the Bobber Twenty places a rider’s hands a few inches lower than shoulders, and footpegs are positioned moderately forward. The 19-inch aluminum front wheel contrasts with the 16-inchers on all other Scouts.  

Indian Scout Rogue

The most obvious distinction for the Rogue is its decently sized fairing that should take some sting out of highway travels. Also new for the Rogue is a sport-style solo seat with Indian embossed on the backrest portion, as well as blacked-out fenders and valve covers. 

As with previous Scouts, the Rogue uses Indian’s liquid-cooled V-Twin, available in two displacements. The Rogue Sixty comes with a 60 cubic-inch (999cc) motor producing a claimed 78 horsepower. The Black Metallic version retails for a reasonable $9,999, but ABS is a $900 option. Titanium Smoke and Bronze Smoke colorways retail for $11,399 and include ABS.  

Indian Scout Rogue

Riders who are hungry for power will want to upgrade to the non-Sixty Rogue, which is fitted with the 69 cubic-inch (1,133cc) motor that is said to produce 100 horsepower, rated at the crankshaft. When we recently tested the Scout Bobber with this engine, it spat out 85 horsepower to the rear wheel, arriving at 8,100 rpm. Torque peaked at 5,700 rpm with 64.5 lb-ft of twist.

Its MSRP starts at $11,499 for the Black Metallic base model, in which ABS is a $900 upgrade. ABS is factory-equipped on Storm Blue, Sagebrush Smoke, Black Smoke, Black Smoke Midnight and Stealth Gray versions, with MSRPs starting at $12,899.  

Indian Scout Rogue

“For so many motorcyclists, riding carries a rogue spirit – a bold statement of freedom and individuality that brings riders together – and Scout Rogue delivers that in spades,” said Aaron Jax, Indian Motorcycle Vice President.  

Indian also touts its line of accessories for the Scout range. Perhaps most intriguing is the Pathfinder adaptive LED headlight, which activates 15 individual beams inside the lamp’s 5.75-inch housing based on the bike’s lean angle. The $500 headlight utilizes patented technology that is claimed to project light farther and with an improved light spread.  

Indian Scout Rogue

Other accessories available include adjustable shocks ($800), a tachometer with shift light ($300), seats, luggage, and smoked turnsignal lenses.  The Rogue’s fairing can be fitted to other Scouts, retailing for $350 for an unpainted unit or $500 when painted.  

The 2022 Indian Scout Rogue and Scout Rogue Sixty will begin shipping to Indian Motorcycle dealers in early 2022. More info at IndianMotorcycle.com.

The post 2022 Indian Scout Rogue | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 Honda Lineup | First Look Review

2022 Honda Africa Twin
Honda has announced its returning motorcycles for 2022, which includes four versions of the Africa Twin adventure bike.

We’ve seen (and tested) two 2022 Hondas already, both in the miniMOTO family: the updated Grom and the all-new Navi, an affordable, user-friendly motorcycle for commuters and new riders. The 2022 Honda lineup includes another miniMOTO, the Super Cub C125, as well as Africa Twin, Gold Wing, Rebel, Fury, CBR, and NC750X models.

2022 Honda Super Cub C125

Honda’s Super Cub is a living legend. Introduced in 1958, more than 100 million have been built, making it the most produced motor vehicle in history. It’s also the inspiration for the wildly successful “You meet the nicest people on a Honda” advertising campaign.

2022 Honda Super Cub C125
2022 Honda Super Cub C125

For 2022, the Super Cub’s new SOHC, 124cc, single-cylinder engine benefits from a longer stroke, which delivers more useable power while also improving fuel economy. Honda also managed to shave off 2 pounds, reducing curb weight to just 238 pounds. Offered in a new Matte Gray Metallic colorway, the 2022 Super Cub starts at just $3,799.

2022 Honda Africa Twin

Since its 2016 reintroduction, the legendary Africa Twin proven itself to be a highly capable adventure bike both on- and off-road, and the platform has grown to include four models. For 2022, the sporting- and off-road performance-oriented standard version now comes with the same rear carrier as its more distance riding-oriented Adventure Sports ES sibling. Meanwhile, that version gets a shorter windscreen for improved visibility.

2022 Honda Africa Twin Adventure Sports
2022 Honda Africa Twin Adventure Sports ES

Both Africa Twin versions are compatible with Apple CarPlay and Android Auto, and both are available with either a manual gearbox or Honda’s advanced automatic Dual Clutch Transmission (DCT), which has a program change for 2022, delivering smoother shifting in the lower gears.

2022 Honda Africa Twin
2022 Honda Africa Twin
2022 Honda Africa Twin
2022 Honda Africa Twin

The standard Africa Twin comes in Grand Prix Red, with an MSRP of $14,499 for the manual transmission version and $15,299 for the DCT version. The Africa Twin Adventure Sports ES comes in Pearl White, and MSRP is $17,299 for the manual and $18,099 for the DCT.

2022 Honda Gold Wing

Now in its sixth generation, Honda’s flagship Gold Wing caters to long-distance tourers with an ultra-smooth opposed six-cylinder engine, spacious cockpit, and ample storage capacity. Despite it’s 1,833cc mill and 804-pound running weight, it delivers sporty performance and handling that belies its size. The Gold Wing delivers style and luxury for multi-day road trips with comfortable seating options, cutting-edge rider aids, and a top-of-the-line infotainment system.

2022 Honda Gold Wing DCT
2022 Honda Gold Wing DCT

Last year, Honda updated the Gold Wing Tour with a larger trunk and more comfortable passenger accommodations, and all Gold Wing models got updated audio and Android Auto integration in addition to Apple Car Play.

2022 Honda Gold Wing Tour Airbag DCT
2022 Honda Gold Wing Tour Airbag DCT

In 2022, the Gold Wing DCT trim comes in Nightshade Blue and retails for $25,300. At $28,500, the trunk-equipped Gold Wing Tour now sports Ultra Blue Metallic and Metallic Black colorways. The Gold Wing Tour DCT offers the same paint schemes but with an MSRP of $29,500 and the 2022 Gold Wing Tour Airbag DCT rounds out the range with a $32,800 sticker price and Ultra Blue Metallic livery.

2022 Honda NC750X

For commuters covering longer distances, the Honda NC750X has become one of the top picks in the adventure category. The fuel-sipping 745cc parallel-Twin isn’t all business though. Its low to midrange torque makes it a great option for backroad weekend excursions as well.

2022 Honda NC750X
2022 Honda NC750X

The standard NC750X remains affordable in 2022 with a $8,699 sticker price. The Dual Clutch Transmission (DCT) trim comes in close behind at $9,299. Honda’s Selectable Torque Control is available in both trims, reassuring the rider that the NC750X is just as practical as it is versatile.

2022 Honda Rebel 1100

Introduced last year, the Rebel 1100 returns for 2022. Don’t let its cruiser stance fool you. With a liquid-cooled, 1,084cc parallel-Twin derived from the Africa Twin, a solid chassis, and electronic rider aids, it delivers both style and performance.

2022 Honda Rebel 1100 ABS
2022 Honda Rebel 1100 ABS

The Metallic Black and Bordeaux Red Metallic paint options carry over from 2021, but a stunning new Pearl Stallion Brown makes the Rebel stand out from the crowd. Honda offers the 2022 Rebel 1100 at $9,399 while the DCT version comes in at $9,999. Regardless of the trim, both Rebel 1100 models include ABS as standard.

2022 Honda Rebel 300/500

Also returning for 2022 are two of the industry’s most popular entry-level cruisers, Honda’s Rebel 300 and Rebel 500. They combine user-friendliness with stylish, minimalist design, including a peanut fuel tank, LED lighting, and blacked-out finishes.

2022 Honda Rebel 300
2022 Honda Rebel 300
2022 Honda Rebel 500 ABS SE
2022 Honda Rebel 500 ABS SE

The Honda Rebel 300 is available in Matte Gray Metallic and Pearl Blue, with an MSRP of $4,699, or $4,999 with ABS. The Honda Rebel 500 is available in Matte Gray Metallic and Matte Pearl White, with an MSRP of $6,399, or $6,699 with ABS. The Honda Rebel 500 ABS SE ($6,899) comes in a new Matte Silver and has select accessories preinstalled.

2022 Honda Fury

The Rebel may bring cruiser performance and aesthetics into the 21st century, but the 2022 Honda Fury sticks to its chopper roots. With a long and lean stance, aggressive styling, and 1,312cc V-Twin, the factory-direct custom lives up to its name.

2022 Honda Fury
2022 Honda Fury

However, with dual counter-balancers, fuel injection, and shaft drive, the Fury delivers a smooth ride. In Pearl Yellow paint, the 2022 Fury is sure to turn heads, and at $11,499, it’s priced to take on all competitors.

2022 Honda CBR600RR

Honda’s CBR600RR is back in 2022, offering the utmost supersport performance for spirited road riders and track day enthusiasts. With eight World Supersport titles under its belt, the CBR600RR retains its championship pedigree in 2022 with full Showa suspension and a high-revving inline-four engine.

2022 Honda CBR600RR
2022 Honda CBR600RR

Resplendent in Grand Prix Red, the base 2022 Honda CBR600RR has an MSRP of $11,999 and the ABS-equipped model goes for $12,999.

2022 Honda CBR1000RR

Last year Honda introduced the exclusive, track-focused CBR1000RR-R Fireblade SP, a premium, World Superbike-caliber machine that cost $28,500.

2022 Honda CBR1000RR
2022 Honda CBR1000RR

For those seeking liter-class performance on a more affordable scale, Honda’s legendary CBR1000RR is available for 2022 in Grand Prix Red for $16,499, or $16,799 with ABS.

For more information or to find a dealer near you, visit powersports.honda.com.

The post 2022 Honda Lineup | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com