Our first Motorcycle of the Year was awarded to the 1990 BMW K1, and for the past 31 years we’ve limited contenders to current model-year motorcycles that are new or significantly updated. In recent years, however, production timing and model-year designations have become more fluid.
And then there’s the economic shutdown last year caused by the pandemic, which disrupted the global supply chain for everything from toilet paper to semiconductors. Some manufacturers were forced to delay the release of certain models, while others skipped the 2021 model year altogether.
We’ve posted announcements of new/updated 2022 models as early as January of this year. And so far, we’ve ridden 2022 motorcycles from BMW, Honda, Indian, Kawasaki, Suzuki, and Yamaha. To give all makes and models a fair shake during the calendar year when they are released and most relevant, eligible contenders for this year’s MOTY include any new/updated motorcycle released since last year’s award that are available for testing.
There were plenty of motorcycles to consider, and we’ve narrowed them down to 10 contenders and one winner. Without further ado…
THE CONTENDERS
1) BMW R 18 B/Transcontinental
2022 BMW R 18 Transcontinental (Photo by Kevin Wing)
BMW entered the traditional cruiser segment in 2021 with the standard R 18 and windshield-and-saddlebags-equipped R 18 Classic, built around the 1,802cc “Big Boxer.” The 2022 R 18 B “Bagger” and R 18 Transcontinental are touring-ready with a batwing-style fairing, infotainment system, hard saddlebags, and a passenger seat, and the TC adds a top trunk with a passenger backrest.
2021 Harley-Davidson Pan America 1250 Special (Photo by Kevin Wing)
Yes, pigs – or more accurately, hogs – can fly. The Motor Company shook up the hyper-competitive ADV segment when it introduced the 2021 Pan America 1250/Special. Powered by a 150-horsepower V-Twin and fully equipped with all the latest bells and whistles, it proved itself to be highly capable on- and off-road, and the optional Adaptive Ride Height is its killer app.
2021 Honda Gold Wing Tour DCT (Photo by Drew Ruiz)
Honda’s GL1800 won Rider’s MOTY when it debuted in 2001 and again when it was thoroughly overhauled in 2018. Updates for 2021 may seem minor, but they make all the difference when it comes to the two-up touring the Wing was designed for. The larger trunk holds more stuff, the improved passenger accommodations are appreciated, and the audio and styling updates add refinement.
The all-new Rebel 1100 is the sort of cruiser only Honda could make. It has styling like its smaller Rebel 300/500 siblings, a powerful engine adapted from the Africa Twin CRF1100L (including an optional 6-speed automatic Dual Clutch Transmission), ride modes and other electronics, well-damped suspension, good cornering clearance, modest weight, and a base price of just $9,299 (add $700 for DCT).
The KLR is dead, long live the KLR! After a two-year absence, Kawasaki’s legendary dual-sport returns for 2022 with fuel injection (at last!), optional ABS, and other updates aimed at improving reliability, comfort, stability, load capacity, and user-friendliness. It remains one of the best deals on two wheels with a base price of $6,699.
KTM’s street-oriented 790 Adventure and off-road-ready 790 Adventure R shared Rider’s 2019 MOTY. Just two years later, the folks in Mattighofen kicked it up a notch with a larger, more powerful engine from the 890 Duke R, chassis updates, and tweaks to the suspension, brakes, and electronics, all of which contribute to the 890 Adventure R’s all-terrain capability.
2022 Indian Super Chief Limited (Photo by Jordan Pay)
To celebrate the 100th anniversary of the original Chief, Indian revamped its entire Chief lineup, with six models that strike a balance between old-school style and new-school technology. Powered by the Thunderstroke 116 V-Twin, the all-new Super Chief Limited has a quick-release windscreen, saddlebags, a two-up seat, ABS, and a Ride Command-equipped display.
2021 Royal Enfield Meteor 350 (Photo by Kevin Wing)
Yes, the Meteor 350’s air-/oil-cooled Single makes just 18 horsepower and 18 lb-ft of torque. But rarely have we encountered a motorcycle that offers so much substance for so little money. In top-spec Supernova trim, the Meteor comes with ABS, turn-by-turn navigation, a two-up seat with a passenger backrest, a windshield, and a two-tone paint scheme for just $4,599.
The former winner of the late-’90s top-speed wars got its first major update since 2008. Thanks to more grunt in the midrange, the Hayabusa’s updated 187-horsepower 1,340cc inline-Four helps it accelerate faster than ever before. Refined and reworked from nose to tail, the ’Busa has more aerodynamic bodywork, a full suite of IMU-enabled electronics, and much more.
Designed to be equally capable on- and off-road, Yamaha’s middleweight adventure bike is powered by a liquid-cooled, 689cc CP2 parallel-Twin and has a durable tubular-steel frame, adjustable long-travel suspension, switchable ABS, and spoked wheels in 21-inch front/18-inch rear sizes. Contributor Arden Kysely liked the T7 so much, he bought our test bike from Yamaha.
2021 Yamaha Tracer 9 GT (Photos by Joseph Agustin)
For the better part of the past decade, the adventure bike segment has been the darling of the motorcycle industry, growing while other segments have been flat or declining and siphoning off R&D resources. With some adventure bikes making 150 horsepower or more, traditional sport-tourers have been all but neglected. Stalwarts such as the Honda ST1300, Kawasaki Concours 14, and Yamaha FJR1300 haven’t been updated in years.
That’s what makes the Yamaha Tracer 9 GT such a breath of fresh air. At less than 500 pounds fully fueled, it’s much easier to handle than the 600-plus-pound S-T bikes on the market. And with a claimed 115 horsepower on tap, there are few motorcycles that will leave it behind.
We first tested the bike that would evolve into the Tracer 9 GT when Yamaha introduced the FJ-09 for 2015. At its heart was the liquid-cooled 847cc CP3 Triple from the FZ-09 – an absolute ripper of a motor. It had an ADV-ish upright seating position and wind-blocking handguards but rolled on 17-inch wheels with sport-touring rubber, while its windscreen, centerstand, and optional 22-liter saddlebags added touring capability. The FJ-09 was light and fun to ride, but it was held back by fueling issues, poorly damped suspension, and weak brakes.
Yamaha did its homework and gave its middleweight sport-tourer an overhaul for 2019, renaming it the Tracer 900 GT in the process. Updates included better throttle response, a longer swingarm for more stability, higher-quality suspension, a new TFT color display, and a larger, one-hand-adjustable windscreen. The saddlebags were made standard as were other features, such as cruise control, heated grips, and a quickshifter.
Two years later, Yamaha went even further. For 2021, the new Tracer 9 GT gets the larger 890cc CP3 Triple from the MT-09, which is lighter, more fuel efficient, and more powerful. An all-new lightweight aluminum frame is made using a controlled-fill diecast process that reduces mass and increases rigidity. A new aluminum swingarm is longer and stronger, and a new steel subframe increases load capacity to 425 pounds and allows an accessory top trunk to be mounted along with the larger 30-liter saddlebags. New spinforged wheels reduce unsprung weight, and they’re shod with grippy Bridgestone Battlax T32 GT sport-touring tires.
In addition to updated throttle response modes and all-new KYB semi-active suspension, the Tracer 9 GT now has a 6-axis IMU that enables a suite of electronic rider aids adapted from the YZF-R1, including lean-angle-sensitive traction control, ABS, slide control, and lift control. It also has full LED lighting (including cornering lights) and a new dual-screen TFT display. The rider/passenger seats have been upgraded, and the rider’s ergonomics are adjustable.
We had an opportunity to test the Tracer 9 GT just before the MOTY polls closed, and it swept the field. Thanks to steady evolution and improvement over three generations, Yamaha has demonstrated just how good a modern sport-tourer can be, especially for riders who value agility over couch-like luxury. Performance, sophistication, comfort, versatility, load/luggage capacity – the Tracer checks all the right boxes and leaves nothing on the table.
Congratulations to Yamaha for the Tracer 9 GT, Rider’s 2021 Motorcycle of the Year!
The 2022 KTM RC 390 has been thoroughly updated with a lighter chassis, advanced electronics, new bodywork and instrumentation, and more.
KTM has announced the release of its an update to its lightweight sportbike, the 2022 RC 390. KTM says the race-derived chassis and high-end electronics will be standout items in the small-displacement sportbike class, and the new generation KTM RC 390 has been redesigned with track intentions in mind. The bodywork has received Grand Prix-inspired styling, which not only looks the part but promises improved aerodynamics and performance, thanks to a computational fluid dynamics (CFD) design process.
New inner and out panel placements are designed to optimize wind and weather protection, and enhanced heat management by directing airflow away from the rider. The rear section has been reduced as much as possible for a more aggressive profile and reveals more of the redesigned steel trellis subframe.
KTM has paid special attention to improving ergonomics to enhance comfort without compromising on-track performance. The knee area was designed to be as narrow as possible with the largest possible contact area, allowing for fluid rider movement.
An all-new two-part cockpit and windscreen holder makes use of a cast aluminum upper area and a lower composite part that secures the headlight, while a larger 3.6-gallon fuel tank has been added for improved range. The new bodywork is easily removable, with a reduced number of attaching screws and a redesigned mounting system, which makes swapping out the street-legal bodywork for race-ready panels more practical.
The 2022 KTM RC 390 was developed with a focus on weight savings, particularly throughout the chassis. An all-new wheel design sheds 7.5 pounds of unsprung weight versus the previous model, while the new ByBre braking system saves another 2.1 pounds and the 3.3-pounds-lighter frame promises extremely agile handling.
The suspension has also been updated with an adjustable open-cartridge WP APEX inverted fork, featuring 30 clicks of both compression and rebound adjustment. A WP APEX rear shock is adjustable for preload and rebound.
The KTM RC 390 is powered by a liquid-cooled 373cc Single with DOHC, four valves per cylinder, and electronic fuel injection. For 2022, it delivers more torque than the previous model thanks to a new engine mapping and airbox design.
The new generation is now equipped with several rider aids that rarely make an appearance in the lightweight class and include: cornering ABS with supermoto mode, cornering traction control, and an optional quickshifter.
The new TFT color display enables riders to access information at a glance, and the display can be customized to show desired data sets and automatically adapts to ambient light levels. It offers Bluetooth connectivity to the KTM My Ride app.
Pricing and availability for the 2022 KTM RC 390 have not yet been announced. For more information, visit
2022 KTM RC 390 Specs
Base Price: NA Website:ktm.com Engine Type: Liquid-cooled, transverse Single, DOHC w/ 4 valves per cyl. Displacement: 373cc Bore x Stroke: 60 x 89mm Horsepower: 43 hp (claimed, at the crank) Torque: NA Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: X-ring chain Wheelbase: NA Rake/Trail: 23.5 degrees/NA Seat Height: NA Suspension, Front: 43mm inverted fork, adj. compression & rebound Rear: Single shock, adj. rebound & spring preload Brakes, Front: Single 320mm disc w/ radial 4-piston caliper & ABS Rear: Single 230mm disc w/ 1-piston caliper & ABS Tires, Front: 110/70 x 17 Rear: 150/60 x 17 Wet Weight: NA Fuel Capacity: 3.6 gals.
This 2021 motorcycle buyers guide includes new or significantly updated street-legal models available in the U.S. It includes bikes in many categories, including adventure, cafe racer, cruiser, sport, sport-touring, retro, touring, and others.
Organized in alphabetical order by manufacturer, it includes photos and links to details or, when available, first rides and road test reviews of each motorcycle. Due to the pandemic and supply chain disruptions, some manufacturers skipped the 2021 model year. Stay tuned for our 2022 Motorcycle Buyers Guide.
Aprilia‘s RS 660 is the first of three models — the RS 660 sportbike, the Tuono 660 naked bike (below), and the not-yet-released Tuareg 660 adventure bike — built on a new engine platform, a liquid-cooled 659cc parallel-Twin with a 270-degree firing order that makes a claimed 100 horsepower at 10,500 rpm and 49.4 lb-ft of torque at 8,500 rpm. The RS 660 is equipped with the IMU-enabled APRC (Aprilia Performance Ride Control) electronics package with five ride modes, 3-level cornering ABS, 3-level traction control, wheelie control, cruise control, and engine braking management. Pricing starts at $11,299.
2021 Aprilia RSV4 Factory (Photo by Larry Chen Photo)
Aprilia is an Italian brand known for performance, and the RSV4 and RSV4 Factory are at the pointy end of the company’s go-fast spear. Both are powered by a 1,099cc, 65-degree V-4 that Aprilia says cranks out an eye-watering 217 horsepower at 13,000 rpm and 92 lb-ft of torque at 10,500 rpm, even while meeting strict Euro 5 emissions regulations. And both are equipped with a 6-axis IMU and the APRC (Aprilia Performance Ride Control) suite of rider aids. Whereas the standard RSV4 features fully adjustable Sachs suspension, the RSV4 Factory is equipped with Öhlins Smart EC 2.0 semi-active suspension, with a 43mm NIX upside-down fork, a TTX rear shock, and an electronic steering damper. The RSV4 has cast wheels and the RSV4 Factory has lighter and stronger forged wheels. MSRP for the RSV4 is $18,999 and MSRP for the RSV4 Factory is $25,999.
2021 Aprilia Tuono 660 (Photo by Larry Chen Photo)
Based on the RS 660 (above), the Aprilia Tuono 660 is a semi-naked sportbike with a more upright seating position, and more street-oriented steering geometry. Its base price is $10,499.
The Tuono name has always been associated with top-of-the-line street performance, and the Aprilia Tuono V4 and Tuono V4 Factory carry the cred with a 1,077cc V-4 that produces 175 horsepower and 89 lb-ft of torque at the crank (claimed). The Tuono V4 is the more street-focused of the two, with a taller windscreen, a higher handlebar, and optional saddlebags (as shown above), and it is equipped with fully adjustable Sachs suspension. The Tuono V4 Factory is equipped with Öhlins Smart EC 2.0 semi-active suspension. Both models feature a six-axis IMU that supports the APRC electronics suite. MSRP for the Tuono V4 is $15,999 and MSRP for the Tuono V4 Factory is $19,499.
The Benelli Leoncino (“little lion”) is an Italian-designed, Chinese-manufactured roadster powered by a liquid-cooled 500cc parallel-Twin also found in the TRK502X adventure bike (below). In the U.S., the Leoncino is part of a two-bike lineup, which includes the standard street-biased roadster model (shown above) and the Leoncino Trail, a scrambler variant with more suspension travel and spoked wheels with a 19-inch front and 90/10 adventure tires. The Leoncino comes with standard ABS and is priced at $6,199, while the Leoncino Trail is $7,199.
Like the Leoncino above, the Benelli TRK502X is an Italian-designed, Chinese-manufactured adventure bike powered by a liquid-cooled 500cc parallel-Twin. It has a comfortable and upright seating position, a good windscreen, 90/10 adventure tires with a 19-inch front, spoked wheels, ABS, hand and engine guards, and enough luggage capacity to go the distance (aluminum panniers and top box are standard). MSRP is $7,398.
The BMW R 18 is a cruiser powered by a massive 1,802cc OHV air/oil-cooled 4-valve opposed Twin that’s the largest “boxer” engine the German company has ever produced. Part of BMW’s Heritage line, the R 18 has styling inspired by the 1930s-era R 5. Despite its classic looks, the long, low cruiser is equipped with fully modern electronics, brakes, suspension, and other features. Base price is $17,495. BMW recently announced two touring versions for the 2022 model year, the R 18 B and R 18 Transcontinental, both with a fairing, hard saddlebags, and an infotainment system; the Transcontinental adds a trunk with an integrated passenger backrest.
2021 Ducati Monster (Photo by Gregor Halenda and Mike Levin)
The Ducati Monster is one of the Italian manufacturer’s most iconic and best-selling models. Gone is the trademark tubular-steel trellis frame, replaced with a front-frame design that uses the engine as a structural member of the chassis, as on the Panigale and Streetfighter V4 models. Compared to the previous Monster 821, the new model weighs 40 pounds less and is equipped with a more powerful 937cc Testastretta 11-degree L-Twin engine and top-shelf electronics. New styling and more make this an all-new Monster. Pricing starts at $11,895 for the Monster and $12,195 for the Monster+, which adds a flyscreen and passenger seat cover.
Another top-selling Ducati is the Multistrada adventure bike. For 2021, it is now the Multistrada V4 and it is powered by the 1,158cc 90-degree V4 Grandturismo engine that makes 170 horsepower at 10,500 rpm and stomping 92 lb-ft torque at 8,750 rpm (claimed). Ducati Skyhook semi-active suspension and a full suite of IMU-supported electronics are standard, and S models are equipped with a radar system that enables Adaptive Cruise Control and Blind Spot Detection. New for 2021 is a 19-inch front wheel. Pricing starts at $19,995 for the Multistrada V4 and $24,095 for the Multistrada V4 S.
Updates to the Ducati SuperSport 950 include new styling inspired by the Panigale V4, an IMU-enabled electronics package, and improved comfort. The seat is flatter and has more padding, the handlebar is higher, and the footpegs are lower. The SuperSport 950 is powered by a 937cc Testastretta L-Twin that makes 110 horsepower at 9,000 rpm and 68.6 lb-ft of torque at 6,500 rpm (claimed, at the crank). The SuperSport 950 is available in Ducati Red for $13,995. The SuperSport 950 S, which is equipped with fully adjustable Öhlins suspension and a passenger seat cover, is available in Ducati Red and Arctic White Silk starting at $16,195.
2021 Harley-Davidson Electra Glide Revival
2021 Harley-Davidson Electra Glide Revival
Earlier this year Harley-Davidson announced its new Icons Collection. The first model in the collection is the stunning Electra Glide Revival, which is inspired by the 1969 Electra Glide, the first Harley-Davidson motorcycle available with an accessory “batwing” fairing. Though retro in style, the Electra Glide Revival is powered by a Milwaukee Eight 114 V-twin and is equipped with RDRS Safety Enhancements and a Boom! Box infotainment system. Global production of the Electra Glide Revival is limited to a one-time build of 1,500 serialized examples, with an MSRP of $29,199.
With its iconic solid aluminum 18-inch Lakester wheels, for 2021 Harley-Davidson gave the Fat Boy 114 a new look with lots of chrome and bright work. Powering the Fat Boy is none other than the torquey Milwaukee-Eight 114 V-twin engine, equipped with a 6-speed gearbox and putting down a claimed 119 ft-lb of torque at just 3,000 rpm. Pricing starts at $19,999.
2021 Harley-Davidson Pan America 1250 / Pan America 1250 Special
2021 Harley-Davidson Pan America 1250 (Photo by Kevin Wing)
A competitive, state-of-the-art, 150-horsepower adventure bike built by Harley-Davidson? Yea, right, when pigs fly! Well, the Motor Company came out swinging with its Pan America 1250 and Pan America 1250 Special. Powered by the all-new Revolution Max 1250, a liquid-cooled, 1,252cc, 60-degree V-Twin with DOHC, 4 valves per cylinder, and variable valve timing. The killer app is the optional Adaptive Ride Height, which lowers the higher-spec Pan America 1250 Special (which is equipped with semi-active Showa suspension) by 1 to 2 inches when the bike comes to a stop. Pricing starts at $17,319 for the Pan America 1250 and $19,999 for the Pan America 1250 Special.
For Harley-Davidson Touring models like the Road Glide, Road King, and Street Glide, there are Special models that offer a slammed look and 119 lb-ft of torque from the Milwaukee-Eight 114 V-Twin. The 2021 Harley-Davidson Road Glide Special is available with new two-tone paint options, and with a choice of a blacked-out or bright chrome styling treatments. All Special models are now equipped with the high-performance Ventilator air cleaner with a washable filter element, and a new low-profile engine guard. Pricing starts at $26,699.
2021 Harley-Davidson Sportster S
2021 Harley-Davidson Sportster S
The (air-cooled) Sportster is dead, long live the (liquid-cooled) Sportster! Visually similar to the 1250 Custom teased several years ago, the 2021 Harley-Davidson Sportster S represents a new era for the legendary Sportster line. Since the introduction of the XL model family in 1957, Sportsters have always been stripped-down motorcycles powered by air-cooled V-Twins. Harley calls the new Sportster S a “sport custom motorcycle,” and at the heart of the machine is a 121-horsepower Revolution Max 1250T V-Twin, a lightweight chassis, and premium suspension. Pricing starts at $14,999.
The Street Bob, with its mini-ape handlebar, mid-mount controls, and bobber-style fenders, has become a fan favorite among those looking for a minimalist American V-twin to customize. The 2021 Harley-Davidson Street Bob 114 packs more punch, thanks to the larger, torque-rich Milwaukee-Eight 114 engine. Pricing starts at $14,999.
With a slammed look and 119 lb-ft of torque from the Milwaukee-Eight 114 V-Twin, the 2021 Harley-Davidson Street Glide Special is available with new two-tone paint options, and with a choice of a blacked-out or bright chrome styling treatments. All Special models are now equipped with the high-performance Ventilator air cleaner with a washable filter element, and a new low-profile engine guard. Pricing starts at $27,099.
The 2021 Honda ADV150 is an ADV-styled scooter, essentially a Honda PCX150 with longer travel Showa suspension (5.1/4.7 inches front/rear) and a larger ABS-equipped 240mm disc brake at the bow and a drum brake without ABS in the stern. Its powered by a liquid-cooled 149cc Single and has an automatic V-matic transmission. Pricing starts at $4,199.
2021 Honda CBR1000RR-R Fireblade SP (Photo by Kevin Wing)
Well-mannered motorcycles seldom make racing history, and the 2021 Honda CBR1000RR-R Fireblade SP was developed with one uncompromising goal — win superbike races at all costs. It’s powered by an inline-Four that we dyno tested at 175 horsepower at the rear wheel, and it’s equipped with Öhlins semi-active suspension, IMU-enabled electronics, and top-shelf braking hardware. And it’s street legal and available for purchase from your local Honda dealer. MSRP is $28,500.
The 2021 Honda CRF300L (above) and CRF300L Rally (below) dual-sports share the same powerplant, a liquid-cooled 286cc Single which boasts 15% more displacement, power, and torque than its 250cc predecessor. They have a new slip/assist clutch, revised steering geometry, less weight, and a new LCD meter. The CRF300L has a base price of $5,249 (add $300 for ABS), weighs 309 pounds, has a 2.1-gallon tank, and has a 34.7-inch seat height.
The 2021 Honda CRF300L and CRF300L Rally (above) dual-sports share the same powerplant, a liquid-cooled 286cc Single which boasts 15% more displacement, power, and torque than its 250cc predecessor. They have a new slip/assist clutch, revised steering geometry, less weight, and a new LCD meter. The CRF300L Rally, which has a windscreen, handlebar weights, rubber footpeg inserts, a larger front brake rotor, more seat padding, and a larger fuel tank (3.4 gallons vs. 2.1) than the CRF300L, has a base price of $5,999 (add $300 for ABS), weighs 333 pounds, and has a 35.2-inch seat height.
The Honda CRF450L debuted for 2019, bringing CRF450R motocross performance to a street-legal dual-sport. Its lightweight, compact, liquid-cooled 449cc single has a 12:1 compression ratio and a Unicam SOHC valve train with titanium valves. For 2021, Honda added an “R” to the model name (CRF450RL), lowered the price to $9,999 (from $10,399), revised the ECU and fuel-injection settings for better throttle response, and added new hand guards and fresh graphics.
The Gold Wing has been Honda‘s flagship touring model for more than 40 years. It entered its sixth generation for the 2018 model year, with a complete overhaul to the GL1800 platform that made it lighter, sportier, and more technologically advanced. The standard Gold Wing (above) and trunk-equipped Gold Wing Tour (below) won Rider‘s 2018 Motorcycle of the Year award. Gold Wing updates for 2021 include a suede-like seat cover, colored seat piping, audio improvements, and red rear turnsignals. Pricing starts at $23,800 for the Gold Wing and $25,100 for the Gold Wing DCT (with 7-speed automatic Dual Clutch Transmission).
2021 Honda Gold Wing Tour DCT (Photo by Drew Ruiz)
Updates for the Honda Gold Wing Tour include the same ones listed above for the standard Gold Wing: a suede-like seat cover, colored seat piping, audio improvements, and red rear turnsignals. But the Tour also got a larger top trunk (61 liters, up from 50) that now easily accepts two full-face helmets; total storage capacity is now 121 liters. The passenger seat’s backrest features a more relaxed angle, thicker foam, and a taller profile. Pricing starts at $23,800 for the Gold Wing and $25,100 for the Gold Wing DCT (with 7-speed automatic Dual Clutch Transmission).
Joining the Rebel 300 and Rebel 500 in Honda‘s cruiser lineup for 2021 is the all-new Rebel 1100, which is powered by powered by a version of the liquid-cooled 1,084cc parallel-twin used in the 2020 Africa Twin, which uses a Unicam SOHC valve train and is available with either a 6-speed manual gearbox or a 6-speed automatic Dual Clutch Transmission. Standard equipment includes four ride modes (Standard, Sport, Rain and User, which is customizable), Honda Selectable Torque Control (aka traction control, which has integrated wheelie control), engine brake control, and cruise control. Pricing starts at $9,299 for the Rebel 1100 and $9,999 for the Rebel 1100 DCT.
The latest addition to Honda‘s miniMOTO lineup is the Trail 125 ABS, which is powered by the same air-cooled 125cc Single found in the Grom, Monkey, and Super Cub C125. Like the Monkey and Super Cub, the Trail plays the retro card, pulling at heartstrings for a bike beloved by many decades ago. Just like its forefathers, the 2021 Honda Trail 125 proudly carries on the tradition of being a quaint and understated dual-sport, with a steel backbone frame, upright handlebar, square turnsignals, upswept exhaust, high-mount snorkel, and luggage rack. MSRP is $3,899.
2021 Indian Roadmaster Limited (Photo by Kevin Wing)
For 2021, the Indian Roadmaster Limited gets the larger 116ci Thunder Stroke V-Twin versus the original 111, and it has a modern streamlined fairing, open front fender, and slammed saddlebags. As a premium touring model, the Roadmaster Limited also gets Indian’s heated and cooled ClimaCommand seats and other upgrades. Pricing starts at $30,749.
Like the Honda CRF300L above, Kawasaki‘s entry-level dual-sport got a displacement boost, which warranted a name change from KLX250 to KLX300. The 2021 KLX300 makes more thanks to a larger 292cc Single, which is liquid-cooled, fuel-injected, and has DOHC with four valves. It also uses more aggressive cam profiles, making it livelier than its predecessor. All of that is paired to a 6-speed gearbox and 14/40 final drive. Pricing starts at $5,599. And joining the KLX300 is a supermoto version, the KLX300SM (below).
Joining the KLX300 dual-sport (above) in Kawasaki‘s 2021 lineup is an all-new supermoto version, the KLX300SM. It has street-oriented 17-inch wire-spoke wheels and IRC Road Winner RX-01 rubber, and the suspension is stiffer with slightly abbreviated travel. The KLX300SM also has taller final-drive gearing and a larger front brake rotor. Pricing starts at $5,599.
Speaking of supermoto, KTM‘s track-only, race-ready 450 SMR is back for 2021. Using the 450 SX-F motocross racer as its foundation, the SMR shares its 63-horsepower 450cc single-cylinder SOHC engine, lightweight steel frame, and cast-aluminum swingarm. To suit its supermoto purpose, wider triple clamps with a 16mm offset accommodate tubeless Alpina wheels (16.5-inch front and 17-inch rear) fitted with ultra-sticky Bridgestone Battlax Supermoto slicks. The WP Xact suspension is updated, reducing suspension travel to an ample 11.2 inches in the front and 10.5 inches in the rear, lowering the bike’s center of gravity and improving handling. A radially mounted Brembo M50 front caliper squeezes a 310mm Galfer floating rotor to deliver all the braking power you’ll ever need on a bike that weighs just 232 pounds wet. MSRP is $11,299.
We selected the KTM 790 Adventure and 790 Adventure R as Rider‘s 2019 Motorcycle of the Year. Just two years later, KTM has updated the platform. Adapted from the 890 Duke R, the engine now has more displacement, a higher compression ratio, and other improvements. And like the 890 Duke R, the Adventure R has better throttle-by-wire response, a beefed-up clutch and a shortened shift lever stroke and lighter shift-detent spring for faster shifting. Chassis updates include an aluminum head tube, a lighter swingarm, revised suspension settings, and refinements to the braking system. Pricing starts at $14,199.
The limited-edition KTM 890 Adventure R Rally received the same updates as the 890 Adventure R (above), but is loaded with race-spec inspired components. Its development utilized feedback from Red Bull KTM Factory Racing team riders, Toby Price, and Sam Sunderland. Only 700 units of the 890 Adventure R Rally will be produced worldwide, with 200 slated for the North American market. Pricing starKTM 8ts at $19,999.
Powering the 2021 KTM 890 Duke is the same punchy, rip-roaring 889cc parallel-Twin producing a claimed 115 horsepower and 67.9 lb-ft of torque that’s also found in the 890 Duke R and 890 Adventure (above). Shared amongst the middleweight Duke family is a chromoly-steel frame, lightweight one-piece aluminum subframe and cast aluminum swingarm. By using the 889cc engine as a stressed member, the 890 Duke flaunts a mere 372-pound dry weight. We recently completed a comparison test of the 2021 KTM Duke lineup (200, 390, 890, and 1290), which will be posted soon.
2021 Moto Guzzi V7 Stone (Photo by Larry Chen Photo)
On March 15, 2021, Moto Guzzi celebrated its 100th anniversary of continuous production at its headquarters in Mandello del Lario, Italy. One of Moto Guzzi’s most iconic models, the V7, was updated for 2021, and is available in more modern V7 Stone and classic V7 Special versions. Both have a larger 853cc V-Twin derived from engine, variations of which are found in the V9 and V85 TT. They also get reduced effort from the single-disc dry clutch, a stiffer frame, a bigger swingarm with a new bevel gear for the cardan shaft drive, revised damping and a longer stroke for the preload-adjustable rear shocks, an updated ABS module, a wider rear tire, vibration-damping footpegs, and a thicker passenger seat. MSRP for the V7 Stone is $8,990, or $9,190 for the Centenario edition (shown above).
The 2021 Moto Guzzi V7 Special gets the same updates as the V7 Stone above. Whereas the V7 Stone has matte finishes, a single all-digital gauge, black exhausts, cast wheels, and an eagle-shaped LED set into the headlight, the V7 Special is classically styled, with spoked wheels, chrome finishes, dual analog gauges, and a traditional headlight. MSRP is $9,490.
For 2021, the Moto Guzzi V85 TT gets some updates to its air-cooled 853cc 90-degree V-Twin. The revised powerplant offers more torque at low to midrange rpm thanks to optimized lift of the pushrod-and-rockers timing cams and tweaks to the engine control electronics. New spoked rims now mount tubeless tires, reducing unsprung weight by 3.3 pounds for better handling and facilitating plug-and-go flat repairs. Two new riding modes—Sport and Custom—join the existing three (Street, Rain, Off-road) to provide more flexibility in managing throttle response, traction control and ABS to suit rider preferences. Cruise control and the color TFT instrument panel also come standard. The 2021 V85 TT Adventure ($12,990) has standard saddlebags. The 2021 V85 TT Travel ($13,390) includes a Touring windscreen, side panniers from the Urban series, auxiliary LED lights, heated hand grips, and the Moto Guzzi MIA multimedia platform.
For 2021, the Royal Enfield Himalayan adventure bike, which is powered by an air-cooled 411cc Single, get several updates, including switchable ABS to help riders when riding off-road, a revised rear brake that is said to improve braking performance, a redesigned sidestand, and a new hazard light switch. MSRP is $4,999.
2021 Royal Enfield Meteor 350 (Photo by Kevin Wing)
For 2021, the Royal Enfield family gets a new addition — the Meteor 350, a light, affordable cruiser powered by an all-new air-cooled 349cc single with SOHC actuating two valves. Available in three budget-friendly trim packages, variants include the base-model Fireball ($4,399) with a black exhaust system; the Stellar ($4,499), with a chrome exhaust and a passenger backrest; and the Supernova ($4,599), which adds a windshield and a two-tone paint scheme.
2021 Triumph Speed Triple 1200 RS (Photo by Kevin Wing)
Triumph‘s Speed Triple is one of the original hooligan bikes. It has evolved over the years since its introduction in 1994, and for 2021 the Speed Triple 1200 RS is the lightest, most powerful, highest-spec version yet. Its all-new 1,160cc Triple (up from 1,050cc) makes 165 horsepower at the rear wheel, and the RS is equipped with state-of-the-art electronics, fully adjustable Öhlins suspension, Brembo Stylema front calipers, and much more. Pricing starts at $18,300.
2021 Triumph Tiger 850 Sport (Photo by Kevin Wing)
The 2021 Triumph Tiger 850 Sport, a street-focused adventure bike powered by the same liquid-cooled 888cc in-line triple as the Tiger 900 models, but it has been detuned to 82 horsepower at 8,400 rpm and 58 lb-ft of torque at 6,700 rpm at the rear wheel, as measured on Jett Tuning‘s dyno, which is about 10 horsepower lower. To keep the price down, Triumph also reduced the number of ride modes to two (Road and Rain) and limited suspension adjustability to rear preload. But this is no bargain-bin special. It has Marzocchi suspension front and rear, and it has Brembo brakes, with Stylema front calipers and a radial front master cylinder. ABS is standard but not switchable, and traction control is also standard but is switchable.
The 2021 Triumph Trident 660 is a triple-cylinder-powered roadster in the the twin-cylinder-dominated middleweight class. It’s powered by a liquid-cooled, DOHC, 660cc inline-Triple making a claimed 79.9 horsepower at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm, and it is equipped with ABS, switchable traction control, and selectable ride modes. MSRP is $7,995.
Updates for 2021 to the Yamaha MT-07, its best-selling middleweight naked sportbike, include revisions to the 689cc liquid-cooled CP2 (Cross Plane 2-cylinder) parallel-Twin engine to meet Euro 5 regulations and to improve low-rpm throttle response. The MT-07 has a new 2-into-1 exhaust, revisions to the 6-speed gearbox to improve shifting feel, LED lighting all around, new instrumentation, revised ergonomics, and new styling that brings it closer in appearance to the larger MT-09 (below). Base price is $7,699, and three color choices are available: Storm Fluo, Matte Raven Black, and Team Yamaha Blue.
Now in its third generation, fully 90% of the Yamaha MT-09 naked sportbike is new for 2021. Its has an entirely new 890cc CP3 (Cross Plane 3-cylinder) inline-Triple engine, a thoroughly updated and significantly stiffer chassis, state-of-the-art electronics, and a fresh look that results in the most refined MT-09 yet. The base price increased by $400 to $9,399, but the four extra Benjamins are worth it. The MT-09 is available in Storm Fluo (shown above), Matte Raven Black, and Team Yamaha Blue. There’s also an MT-09 SP ($10,999) with exclusive special-edition coloring, premium KYB and Öhlins suspension, and cruise control.
After being teased for several years, Yamaha‘s highly anticipated Ténéré 700 adventure bike made its U.S. debut in the summer of 2021, bringing some excitement during a challenging pandemic year. It’s powered by the versatile 689cc liquid-cooled CP2 (Cross Plane 2-cylinder) parallel-Twin engine from the MT-07 (above), modified for adventure duty with a new airbox with a higher snorkel, a revised cooling system, an upswept exhaust, and a final gear ratio of 46/15 vs. 43/16. The rest of the bike is all-new, including the narrow double-cradle tubular-steel frame, triangulated (welded-on) subframe, double braced steering head and aluminum swingarm, adjustable long-travel suspension, switchable ABS, and more. Base price is $9,999 and its available in Ceramic Ice, Intensity White (shown above), and Matte Black.
Now in its third generation, Yamaha’s middleweight sport-tourer — now called the Tracer 9 GT — is new from the ground up for 2021. It has a larger, more powerful engine, a new frame, and a state-of-the-art electronics package that includes semi-active suspension. With these updates comes a higher price, and MSRP is now $14,899. It’s available in Liquid Metal (shown above) and Redline.
New for 2021, Zero has taken the existing frame from the FX and added a redesigned body. The starkly modern, supermoto styling is very similar in appearance to the FXS – tall, slim and sporting a raised front mudguard. However, the FXE is capable of a claimed 100-mile range on a full battery charge and costs $11,795, which can be bought down to around $10,000 depending upon available EV rebates and credits.
Compared to many of its heavier, more expensive competitors the FXE is a lightweight and thrilling runabout, and what it gives up in range it makes up for in accessibility and potential for fun. The FXE makes for a credible commuter bike, capable of taking to the highway but ideal to zip around town on.
Mark your calendars, World Adventure Week will take place on July 5-11, 2021. Encouraging mass participation by all adventurers no matter what bike they ride, the goal of WAW is to ride 1,000 km (621 miles) or more in seven days.
Powered by KTM and Riser, World Adventure Week is an invitation to go explore tracks and trails and share your favorite places with the global adventure bike community.
The most adventurous riders will be rewarded with daily and weekly prizes and the chance to be featured on theworldadventureweek.com and KTM’s global social media channels. There will be different challenges to complete on each of the seven days, with all riders completing 1,000 km or more in total receiving a personalized award.
The challenges will be open to all adventure riders from all brands. The goal is to strengthen the growing adventure community and bring together riders who share the passion for adventure motorcycling.
To enter, download the Riser app from the App Store or Google Play and start recording your rides.
For all adventurers keen to learn more about this exciting new challenge, more information is available on theworldadventureweek.com.
If you’re a person of culture and sophistication, you’ll agree that action movies of the ’80s and ’90s are the pinnacle of American cinema. Never mind distractions like plots or character development; these gems of the silver screen thrill us with explosions, high-flying hijinks and protagonists who dispatch bad guys while delivering cheeky one-liners.
Like the best action flicks, supermoto distills all the excitement of motorcycling into one no-holds-barred blockbuster. And after an all-day closed-course matinee on the race-ready 2021 KTM 450 SMR, I can say it packs one helluva punch!
The 2021 KTM 450 SMR.
Supermoto is a discipline that I have precious little experience with, but what’s not to love — a lightweight motocross machine fitted with smaller, racing-slick-shod wheels, ready to tackle twisty kart tracks and dirt jump sections in equal measure. KTM showcased its new 450 SMR at Apex Racing Center in Perris, California, and now I’m hooked.
After a seven-year hiatus, which is about how long it takes Hollywood to pump out two or three profit-making sequels, the KTM 450 SMR is back. Using the 450 SX-F motocross racer as its foundation, the SMR shares its 63-horsepower 450cc single-cylinder SOHC engine, lightweight steel frame and cast-aluminum swingarm.
The 450cc thumper pumps out a rip-roaring 63 horsepower. It also features an updated connecting rod with a new upper copper-beryllium bushing, reducing internal friction and improving its ability to rev.
To suit its supermoto purpose, wider triple clamps with a 16mm offset accommodate tubeless Alpina wheels (16.5-inch front and 17-inch rear) fitted with ultra-sticky Bridgestone Battlax Supermoto slicks. The WP Xact suspension is updated, reducing suspension travel to an ample 11.2 inches in the front and 10.5 inches in the rear, lowering the bike’s center of gravity and improving handling. Lastly, a radially mounted Brembo M50 front caliper squeezes a 310mm Galfer floating rotor to deliver all the braking power you’ll ever need on a bike that weighs just 232 pounds wet.
Any motorcycle with this kind of power-to-weight ratio is a recipe for a good time, but riding the SMR is like mainlining pure adrenaline at every turn. And in the tight, close-quarters layout of a kart track, there are endless opportunities to chase that high while stretching the 450’s throttle cables.
Catapulting you from one apex to the next is the punchy 450cc engine that offers plenty of low-down grunt and midrange puff to hover the front wheel during hard-charging corner exits. It’s topped off with a short burst of top-end power and plenty of over-rev, should you need to wring it out through a corner. The extra-crisp throttle requires a tempered wrist, and I treated it with respect while getting to know the thumper’s exciting and free-revving personality. Of the two fuel maps that alter the engine’s character, I preferred Map 1’s softer power delivery to Map 2’s more aggressive response.
Clicking through the precise Pankl-built 5-speed gearbox is a treat made even sweeter by the excellent Suter slipper clutch. Any wheel hop is eliminated while grabbing multiple downshifts and barreling into a corner hard on the brakes. It’s exactly the kind of kit you’ll need when backing it in like the pros, though I’m not quite there yet.
The WP Xact suspension soaks up hits well and stays composed when riding aggressively.
Top MotoGP and World Superbike racers train by riding supermoto, a fact that didn’t take hold until I experienced the 450 SMR’s extremely communicative chassis. The amount of feedback is excellent, where every ounce of traction is translated so loud and clear that it might as well be blared through a megaphone. What’s more is that you’re learning to flirt with grip at lower speeds, which lowers risk while being directly applicable to riding sportbikes on the track.
Thanks to its feathery weight, the SMR responds to any input immediately, flicking through chicanes with ease, and stays remarkably planted while cranked over on the edge of the tire, encouraging you to push harder. Its wafer-thin motocross chassis is eager to turn, even requiring some recalibration when coming from heavier street-legal motorcycles. As if that isn’t enough inspiration to crack the whip, traction control is standard and doesn’t step in prematurely. Launch control is included too, should you ever find yourself lining up on a starting grid.
Aiding in the chassis cause is the fully adjustable WP Xact air fork and conventional shock. The air fork, which still uses traditional cartridge damping in one leg, gleefully soaks up every hit and begs for more while also staying composed under hard braking. Same goes for the fully adjustable shock, though my taco-laden diet probably calls for a slightly heavier spring rate. If you’re buying a competition supermoto, you’ll customize it for your particular needs.
After catching my breath between sessions, the only thought I could muster is, “I need to ride supermoto more often.” The pool for production-competition supermotos is limited, with KTM, Husqvarna and TM Racing being the only contenders, but just like a good action flick, you know exactly what you’re getting — unadulterated fun from the first brap to the last. The only thing left to say about the 2021 KTM 450 SMR and supermoto is, “I’ll be back.”
The 200 Duke’s hand-me-down steel-trellis frame with a detachable and replaceable subframe came from its big brother, the 390 Duke. It also snatched up the 390’s WP suspension, specifically updated for the 200 Duke. Photos courtesy of KTM.
Dubbed the “light heavyweight” by its Austrian creators, the entry-level 2020 KTM 200 Duke should wear the great Muhammad Ali’s quote, “Float like a butterfly and sting like a bee” on its sleeve, with its nimble handling and rev-happy 199.5cc single-cylinder engine. But its price is the real haymaker — at $3,999, KTM hopes that the 200 Duke will get serious attention from a new generation of riders.
High-quality Michelin Road 5 tires are standard fitment in the U.S. market and worlds above the typical OEM tire choices found in this class.
Manufactured in India, the 200 Duke has been available in other countries since 2012, but has never made an appearance in the United States until now. This year also marks the platform’s first major update — it gets the 390 Duke’s entire chassis, revamped styling in the current Duke family image and an all-new Euro 5 compliant engine.
Non-adjustable levers are common on motorcycles at this price point. I wear a medium glove and found the reach acceptable, but adjustability is always appreciated.
Toss a leg over the Dukette and you’re met with backswept handlebars that prop the rider up in a neutral position, still allowing you to get your elbows out in the corners, and a low 31.6-inch seat height that’s unique to the U.S., European and Philippine markets.
The LCD instrument panel is busy and difficult to read in direct sunlight. Luckily, mph and gear position can be identified at a quick glance, while the complex things like rpm are more challenging.
That’s one-inch lower than the 390 Duke’s seat, thanks to a shorter shock spring and reduced fork stroke. Combine that spec-sheet figure with the slender chassis and my 32-inch inseam can reach terra firma easily, which is attractive for new and shorter-statured riders. However, I did notice more knee-bend than I’d normally like with my boots on the grippy rubber-covered footpegs.
The 200 Duke offers the riding position and experience of a full-sized motorcycle, in a light, affordable package.
Plastics are shared between the 200 and 390 Duke, and the 200 also boasts the predatory headlight design first seen on the mighty 1290 Super Duke R. As a cost saving measure, the 200 also features an LED daytime running light and a halogen bulb for illumination.
The Super Duke R inspired headlight features an LED running light and halogen bulb.
Although the 199.5cc displacement is the same as the prior generation, the peppy thumper engine is all-new for 2020. The dual overhead camshafts are paired with ultra-hard, carbon-coated cam followers that help reduce weight in the valve train and contribute to the thumper’s free-revving, lively personality.
Most of the claimed 26 horsepower and 14.4 lb-ft of torque live above the 6,000-rpm mark, but considering how quickly 200’s engine wicks up, it’s a great companion when darting around city streets to work or school. It’s also freeway legal and topped out at an indicated 86 mph, which is impressive for a bike of this size. Crank-driven counterbalancers do their best to hide vibration, but some buzz is felt when wringing its neck. A completely updated exhaust system with dual catalysts is said to make the wee-Duke meet stringent emissions standards.
The 199.5cc single spools up quickly and offers performance perfect for new riders. We saw an indicated 86 mph – not too shabby.
It’s hard not twist to the grip and grin riding the 200 Duke, which encourages riders to whack through its 6-speed gearbox. It shifts well, but doesn’t have the same precision as its costlier brothers in the Duke family, nor is the clutch pull as light or refined as some other lightweight bikes that feature slip-and-assist clutches.
Both the non-adjustable 43mm WP fork with 4.6-inches of travel and WP shock featuring 5.0-inches of travel and spring preload adjustment are damped for comfort, soaking up rough urban tarmac well. Between the compliant suspension and communicative steel trellis frame, the 200 Duke is wonderfully agile, yet stays composed when cornering or hard on the binders.
A radially mounted ByBre 4-piston brake caliper clamps onto a 300mm rotor up front, with plenty of stopping power for the speeds you can achieve, and decent feel at the lever. In the rear, a single-piston floating caliper grabs upon a 230mm disc with a relaxed bite and good stopping power. ABS is standard, as is a Supermoto Mode that disables ABS in the rear only — KTM is never one to shy away from hooliganism.
In 2020, the prospective rider has a wide variety of awesome bikes to choose from. Save for a few unrefined points, the KTM 200 Duke’s proposition is a strong one, with its spunky single-cylinder engine, great handling and ergonomics that are neophyte friendly — not to mention the serious $3,999 value.
KTM has just announced its 2021 KTM 890 Adventure, the adventure-touring oriented model within KTM’s 2021 middleweight ADV lineup. The announcement comes shortly after the announcement of the 2021 KTM 890 Adventure R and Adventure R Rally models, which have a more off-road focus. For more information, read the press release below.
2021 KTM 890 Adventure
From Press Release:
It has never been a better time to reach out to the world on a bike. Getting from A to B safely, quickly and efficiently has always been important but to do it aboard a machine carrying KTM’s READY TO RACE DNA takes the experience to new levels. A new model for 2021, the KTM 890 ADVENTURE takes the lightweight and sporty characteristics you’d expect from a KTM ADVENTURE motorcycle to deliver a supremely capable adventure tourer – both on and off the tarmac.
The KTM 790 ADVENTURE formed a robust basis for KTM engineers to begin their search to offer more – much more – while still maintaining that resourcefulness, light touch and confidence-inspiring handling. The new 889cc compact engine raises performance figures to 105 hp and 100 Nm of torque and the 20% extra rotating mass of the crankshaft brings an improved feeling at low revs while augmenting the centralized sensation and traction through corners. The KTM 890 ADVENTURE comes with a refined and stronger clutch to cope with the boosted performance and the powerplant is Euro5 compliant.
A new WP APEX rear shock offers greater customization potential through a new rebound damping adjuster and an additional hand adjuster for spring preload. The suspension matches the rest of the chassis configuration in placing the bike firmly between use for the tarmac and the trail.
Want the thrill of the gravel and breaking traction? Then count on 200mm of suspension travel, Dakar Rally-inspired ergonomics that mean the bike is comparably slim, light and manageable, an accessible seat height, a low fender, a 20-liter tank and KTM MY RIDE navigation.
Prefer the flat expanses of the road? The KTM 890 ADVENTURE has Adventure-spec tires, a full-size TFT dashboard, Cornering ABS, Motorcycle Traction Control and Motor Slip Regulation, a seat that is adjustable in two heights and a strong yet lightweight subframe for pillion or baggage.
A range of KTM PowerPart upgrades means that Cruise Control (with the handlebar switch now provided as standard), a Quickshifter+ (with optimized settings), heated seat and grips together with a wide compliment of luggage widens the travel potential of the KTM 890 ADVENTURE even more.
KTM 890 ADVENTURE – MODEL HIGHLIGHTS // New engine with 90 cc added displacement // Improved performance with 105 hp & 100 Nm (Euro5) // Better rideability thanks to 20% increased rotating mass // Stronger clutch adapted to increased performance // Engine knock control system (use of low Octane fuel) // High-quality WP suspension components & new rear shock // Reworked front & rear brakes for added control // Improved ABS & MTC settings // Anodized wheel hubs instead of powder coated // Handlebar switch with Cruise Control button (software additional) // Weight optimization thanks to compact motor & fuel tank // Slim profile, refined ergonomics & new graphics // Travel-ready with two-part, adjustable seat & low fender // Smartphone connectivity giving access to music, calls // Optional KTM MY RIDE app for turn-by-turn navigation
Joachim Sauer, KTM Product Manager Travel: “With the development of the new KTM 890 ADVENTURE we hit all our marks by offering an upgraded machine for both road and gravel riding. With the new engine we worked a lot on optimizing the overall performance and feeling while out riding. The result is a big improvement in the bike’s rideability, better stability, less gear shifting and added comfort for the long days on the saddle. With the KTM 890 ADVENTURE we wanted a KTM that sets the benchmark through its performance on the tarmac while being able to veer offroad and keep the same high standards. As a true KTM ADVENTURE, this is a great machine to adventure everywhere.”
The KTM 890 ADVENTURE will be arriving at authorized KTM dealers worldwide from December 2020 onwards. For more info, visit ktm.com.
A mere two years after the 790 Adventure platform was launched, KTM has announced an update to its middleweight adventure motorcycle lineup, with the 2021 KTM 890 Adventure R and limited edition 890 Adventure R Rally.
2021 KTM 890 Adventure R
The 2021 KTM 890 Adventure R is positioned as KTM’s new off-road-ready mass-production ADV offering. However, the limited edition 890 Adventure R Rally is loaded with race-spec inspired components. Its development utilized feedback from Red Bull KTM Factory Racing team riders, Toby Price, and Sam Sunderland. Only 700 units of the 890 Adventure R Rally will be produced worldwide, with 200 slated for the North American market. At their core, the two models share all critical componentry.
2021 KTM 890 Adventure R Rally
The standout upgrade for both the 890 Adventure R and Rally variants is the revised 890 powerplant, first featured in the 2020 KTM 890 Duke R, boasting a claimed 105 horsepower @ 8,000 rpm and 73.8 lb-ft of torque @ 6,500 rpm — netting a 10 horsepower and 8-9 lb-ft increase above the 790.
2021 KTM 890 Adventure R Rally
Improvements to the 889cc DOHC parallel-twin engine are in the form of a larger 90.7 x 68.8mm bore and stroke, leading to a 91cc displacement increase and notably higher 13.5: compression ratio. A redesigned cylinder head uses one-millimeter larger intake and exhaust valves, working in conjunction with a more aggressive camshaft profile to increase lift. Lightened forged pistons and connecting rods are used to decrease rotating mass. In contrast, a 20-percent heavier crank is used to improve low-rev behavior — surely, something that will come in handy when dealing with tight, technical off-road terrain, and improve chassis response when riding at pace.
2021 KTM 890 Adventure R Rally
The 890 Adventure motorcycles will enjoy all of the upgrades seen on the 890 Duke R, with the revised clutch, sportier shifting thanks to a shortened shift lever stroke, and lighter shift-detent spring, and improved throttle-by-wire response.
The new 890 models feature a fuel map tuned for adventure riding and an exhaust system specific to the ADV models. Lastly, the Adventure R Rally sports titanium Akrapovič slip-on exhaust muffler that is 35% lighter than the standard muffler.
2021 KTM 890 Adventure R and 2021 KTM 890 Adventure R Rally
There is a chassis update for the 890 Adventure R and Rally, which now uses an aluminum head-tube and lighter subframe for 2021. KTM has not stated a weight difference between the 890 and 790 Adventure motorcycles, and geometry remains the same, as does the 5.3-gallon fuel tank.
When it comes to suspension, the 2021 890 Adventure R uses the same fully-adjustable 48mm WP XPLOR fork and WP XPLOR PDS shock as before, with updated suspension settings. In contrast, the 890 Adventure R Rally is equipped with WP Pro components, a WP XPLOR Pro 7548 fork, featuring cone valve technology, and a WP EXPLOR PRO 6746 shock with 270mm of travel, 30mm more than the 890 Adventure R.
2021 KTM 890 Adventure R
Braking hardware did not go unaltered with the update for both models. The dual 320mm floating rotors and 4-piston calipers return, while the front master cylinder has been replaced and is said to offer improved feedback at the lever. In the rear, the 2-piston caliper now uses isolated pistons, and isolation plates between the brake pads and pistons said to increase heat stability, control, and feel during long descents. Also, the rear brake system now uses a steel-braided brake line, again, to manage heat and improve braking performance.
KTM’s Bosch IMU-supported rider aids continue to be developed, such as the cornering ABS and lean-angle-detecting traction control (Motorcycle Traction Control). KTM says that these aids have been improved for 2021. Meanwhile, the bevy of rider modes return, with Street, Off-road, Rain and optional Rally. Motor Slip Regulation is still optional, as is KTM’s Quickshifter+, heated grips and cruise control.
2021 KTM 890 Adventure R Rally
Spoked 21- and 18-inch wheels return on both Adventure R and Rally models, and this year they get anodized hubs. Also, Continental TKC 80 tires are featured on both models instead of the off-road biased Metzeler Karoo rubber. However, the Adventure R Rally makes its dirt-focused intentions clear with narrower, 21 x 2.15-inch front and 18 x 4.00-inch rear, DID DirtStar rims.
2021 KTM 890 Adventure R Rally — Model Highlights: Limited-edition, 700 units (500 Int’l and 200 U.S.) Updated engine and electronics WP XPLOR Pro Components Suspension Akrapovič exhaust (35% lighter than standard) Flat racing seat (with 35.8-inch height) RALLY mode and Quickshifter+ included Narrow anodized wheel rims with tubes Clear screen winglets and racing graphics and colors Carbon fiber tank protectors and Rally footrests
2021 KTM 890 Adventure R — Model Highlights: New 889 cc engine with an added 90 cc of displacement Engine featuring 20% more rotating masses More power and torque Reinforced clutch Improved ABS and Traction Control Reworked shifting for faster gear changes Updated Quickshifter+ (optional) New handlebar switch for Cruise Control function Chassis upgrades with aluminum steering head tube and lighter subframe Reworked front and rear brakes New suspension settings
2021 KTM 890 Adventure R and 890 Adventure R Rally Photo Gallery:
2021 KTM 890 Adventure R
2021 KTM 890 Adventure R
2021 KTM 890 Adventure R
2021 KTM 890 Adventure R
2021 KTM 890 Adventure R and 2021 KTM 890 Adventure R Rally
One short year after the 790 Duke’s release, the 2020 KTM 890 Duke R took everyone by surprise when it was unveiled at the EICMA show. The Austrian firm promised that the 890 Duke R would remedy a few performance shortcomings in the original “Scalpel’s” non-adjustable WP suspension and J-Juan brakes. The verdict: it does, and it does so in spades.
Dubbed the “Super Scalpel” by KTM, the 890 Duke R is the sharpest tool in the middleweight naked sportbike shed, thanks to its impressive agility, raucously fun powerplant, quality components and top-spec electronics package.
Ergonomics edge toward a more sporting rider triangle on the 890 Duke R, and luckily, it hasn’t detracted from comfort.
Based on the 790 powerplant, the 889cc DOHC parallel-twin engine has gone under the knife and come out ready for the limelight. Bore and stroke grow to 90.7 x 68.8mm, creating a 91cc displacement increase along with a significantly higher 13.5:1 compression ratio. A new cylinder head accommodates one-millimeter larger intake and exhaust valves, paired with a more aggressive camshaft profile to increase lift. The 890’s mill also gets lightened forged pistons and connecting rods, which decrease rotating mass. In contrast, a 20-percent heavier crank is employed to improve low-rev manners. Of course, the redline is raised by 1,000 rpm for good measure.
All of these changes add up to more power at the rear wheel, and on the Jett Tuning dyno, the 890 Duke R put out 111.0 horsepower at 9,500 rpm and 67.0 lb-ft of torque at 7,000 rpm at the rear wheel. For those keeping score, that’s 13.1 more ponies and 9 lb-ft of torque over the 790, but the real takeaway is that the 890 makes more power across the entire rev range.
The refined 889cc engine is more powerful, smoother, but also more fuel-efficient and sheds less heat.
From the moment you hit the starter and hear the 75-degree offset with a 475-degree firing interval’s bass-laden bark, you know you’re in for a good time. The 889cc engine spools up with more urgency than its predecessor, delivering stellar low-end grunt, which feeds directly into power-wheelie-inducing mid-range that kicks off at 6,200 rpm. And, it pulls hard to 9,500 rpm, where things trail off. All of that is delivered tractably, which will surely be appreciated by riders anywhere on the spectrum of skill. Thanks to the redesigned dual counterbalancers, the engine is noticeably smoother than before, too.
The Duke R hits the sweet spot in performance, offering an experience that seasoned pilots will revel in and something that newer riders can wrap their heads around — unlike many of the Super Naked bikes of today. Most importantly, it’s power that can be used on the street.
What is undeniably clear is the 20-percent heavier crank, which has removed some lugginess that the 790 expressed when cruising at low speed, also gives it a more brawny feel, making the 890 more adaptable to a casual urban riding or when opening it up in the canyons.
The sporty gearbox also received some TLC this year. It now features a shorter lever-throw and lighter detent spring, making shifting that much sportier. At lower revs and in the first three gears, specifically, shifting is a tad notchy. It’s all the more reason to pick up the optional up/down Quickshifter+ ($399.99), so you can blast through the gears on the gas. You’ll also have a high-quality PASC slipper clutch that alleviates wheel-hop when aggressively downshifting.
The two-stroke-esque muffler design does conflict with the heel of your boot.
It’s tough to say whether the beefier crank and new ECU tuning is responsible for the linear throttle response; perhaps it’s both. The throttle-by-wire response is vastly improved in every ride mode, especially Track.
Helping you and the 890 perform your best is a top-shelf electronics package derived from the mighty 1290 Super Duke R. A 6-axis Bosch IMU supports cornering ABS, lean-angle-detecting traction control and wheelie control. Cruise control is a $249.99 option.
The KTM 890 Duke R’s aggressive geometry is the key to its adept handling. With a sporting 58.3-inch wheelbase and steep 24.3-degree rake, the 890 Duke R means business.
Three standard ride modes are available (Rain, Street and Sport), which have predetermined intervention settings and work well. However, to adjust your rider aids, you’ll need KTM’s optional Tech Pack ($739.99; includes Track Pack, Motor Slip Regulation, and up/down Quickshifter+). Everything in the Tech Pack is standard on the 790, but strangely not on the 890.
Track mode allows you to use any throttle map, dial in the nine-level traction control on the fly, disable wheelie control, enable launch control or go into Supermoto ABS (disabling ABS in the rear only). For spirited or track riding, Track mode is a must — choose your throttle map, turn off wheelie control, lower the TC a bit and put those sticky Michelin Power Cup 2 tires to work.
Street legal and racetrack focused Michelin Power Cup 2 tires offer loads of grip. All that traction does come at the cost of outright mileage.
Despite its non-adjustable suspension, the 790 Duke’s chassis proved to be incredibly agile and communicative but showed signs of weakness when pushed hard. To help manage the 890’s higher horsepower, KTM upgraded the 43mm WP Apex fork with compression and rebound damping adjustment and a fully adjustable WP shock. Now the weak link is the monkey sitting behind the handlebars.
The uprated suspension only highlights the positive attributes of the chassis we noted on the previous model, as the 890 Duke R’s suspenders keep the bike planted in the corners, boasting loads of confidence-boosting chassis-generated grip when riding aggressively. Our 890 weighed in at mere 405 pounds wet, so the Duke R not only feels light and nimble when flicking side to side — it is. Sure, static rate springs and firmer damping trade off some comfort on harsh roads, but it’s a trade I’ll make all day in the name of handling prowess like this.
Adjustable WP suspension takes the Duke chassis from good to great. Although, the absence of spring preload adjustment up front is irksome.
The wide, adjustable handlebar is lowered and pushed forward to encourage more weight over the front end. At the same time, the rearsets are scooted rearward, giving this bike a marginally sportier rider triangle. One can sit bolt upright or throw their elbows out and get low. The narrow chassis helps my 32-inch inseam reach the ground, despite the bike’s slightly taller 32.8-inch seat height. Better yet, I have plenty of legroom, though the muffler still awkwardly kicks your heel out and takes up precious real estate on the right footpeg.
Superbike-spec dual Brembo Stylema calipers and larger 320mm rotors take care of braking duties up front, while a single Brembo caliper clamps onto a 240mm rotor in the rear. Stopping power and feel is impeccable, even when trailing into corners. The Brembo MCS lever is seriously trick. It features ratio adjustment settings, letting you dial in brake feel, not just distance from the grip; keep it sharp for the track or soften it up for the street.
Brembo Stylema calipers and larger 320mm rotors are world’s above the J-Juan setup on the 790.
The KTM 890 Duke R has set a new gold err…orange standard in the middleweight class, and mechanically, the list of complaints are virtually non-existent. My grumbling is squarely aimed at costly options that should be factored into the price and were once standard features. Otherwise KTM has delivered a true “R” model, with a stellar engine, brilliant handling, awesome brakes and an excellent electronics package, all of which add up to a serious all-around sport machine.
Pondering possibilities: KTM’s PowerParts catalog offers an accessory windscreen, luggage options and cruise control that would turn the 890 into a perfect all-around sportbike.
Chassis Frame: Tubular-steel dual backbone w/ engine as stressed member, cast aluminum subframe & swingarm Wheelbase: 58.3 ± 0.6 in. Rake/Trail: 24.3 degrees/3.9 in. Seat Height: 32.8 in. Suspension, Front: WP 43mm USD, adj. for rebound & compression damping, 5.5 in. travel Rear: WP single shock, fully adj., 5.9 in. travel Brakes, Front: Dual 320mm discs w/ radial-mount opposed 4-piston calipers, radial-pump master cylinder & Bosch 9.1MP 2-channel ABS Rear: Single 240mm disc w/ 1-piston floating caliper & Bosch 9.1MP 2-channel ABS Wheels, Front: Cast, 3.50 x 17 in. Rear: Cast, 5.50 x 17 in. Tires, Front: 120/70-ZR17 Rear: 180/55-ZR17 Wet Weight: 405 lbs. Load Capacity: 543 lbs. GVWR: 948 lbs.
Performance Fuel Capacity: 3.7 gals, last 0.9 gal. warning light on MPG: 91 AKI Min (low/avg/high) 44.2/41.5/38.9 Estimated Range: 153 miles Indicated RPM at 60 MPH: 3800
The new-for-2020 KTM 390 Adventure is a lot of bike for the money, with off-road ready WP suspension, traction control, cornering ABS and a spunky single-cylinder engine. Photos by Mark Tuttle.
“Who woulda thunk it,” as my dad would say. A KTM adventure bike that costs less and makes more power than a Kawasaki KLR650, has fuel injection, electronic rider aids and weighs nearly 50 fewer pounds to boot? What mythical beast is this? It’s the 2020 KTM 390 Adventure, and it’s no myth. In fact I’ve spent the last few days on one, cruising the urban streets, farm roads and mountain highways near my home (taking a rain check on the hard core off-road stuff in these unusual times — see our “To Ride, or Not to Ride…?” editorial here).
With a base price of just $6,199, the new 390 Adventure is a lot of bike for the money, with an impressive list of standard features that make it a serious threat to value-oriented Japanese competitors like the Honda CB500X and Kawasaki Versys-X 300, as well as BMW’s G 310 GS. Adjustable front and rear WP suspension, a full-color TFT display, lean-angle sensitive traction control and Bosch 2-channel cornering ABS are all standard, with a quickshifter offered as an option.
Five-inch TFT display can be hard to read at a glance, but contains lots of useful info including fuel consumption data and range to empty.
Powering the 390 Adventure is the same 373cc, 4-valve, DOHC, liquid-cooled single used in the popular RC 390 and 390 Duke sport bikes, which generated 44 horsepower at 8,800 rpm and 27 lb-ft of torque at 7,000 rpm when we last put it on the Jett Tuning dyno — that’s nearly as much as the Honda CB500X’s larger parallel twin. It’s fitted with a gear-driven counterbalancer to tame the worst of the vibes, although we noticed a fair amount in the grips and the cleated footpegs (rubber inserts are included but were removed from our test bike). Passing at freeway speeds, especially on hills, requires either a little patience or a downshift, but the 390 cruises at the SoCal traffic standard of 75 mph without complaint. The feisty single is mated to a 6-speed gearbox fitted with a slipper clutch and, in the case of our test bike, KTM’s excellent up/down Quickshifter+.
Up front is a 43mm WP Apex USD fork with 6.7 inches of travel and adjustable compression and rebound damping; in the back is a WP Apex shock with 7 inches of travel and adjustable spring preload and rebound damping. Brakes are BYBRE, Brembo’s Indian subsidiary, with a 4-piston radial caliper gripping a single 320mm disc up front and a single-piston floating caliper/230mm disc combo in the rear.
The 390 Adventure comes standard with Bosch 9.1MP cornering ABS, which includes an off-road mode that disables ABS to the rear wheel. MTC (traction control) has only two modes, on and off.
Bosch 9.1MP cornering ABS has two settings: on and off-road, which disables it in back (it cannot be completely disabled). Lean-angle sensitive MTC (traction control), on the other hand, is either on or off (there are no special modes) and can be changed on the fly, although you’ll have to hold a button on the left switchgear and release the throttle for several seconds to do so. Off-road enthusiasts take note: the MTC will revert to the on position when you shut the bike off using the ignition key, but as far as we can tell it stays off if you only use the kill switch. Like its larger siblings, the 390 Adventure includes a 12V power socket as standard, located front and center underneath the TFT display, so mounting a phone for use as a GPS or just keeping it charged in a strap-on tank bag atop the plastic fuel tank is easy.
Cast wheels are designed to fit tubeless tires, simplifying road- or trailside repairs. Brakes are quite good for a bike in this price range.
With its 19-inch front/17-inch rear cast wheels, 70/30 Continental TKC 70 tires, plastic skid plate (augmented with metal in front of and below the exhaust pipe), and modest suspension travel and ground clearance (we measured seven inches), straight off the showroom floor the 390 Adventure is best suited to gravel and fire roads. While the WP suspension is stiff enough to perform well on smooth, sporty rides and soaks up gnarly pavement and rough dirt roads, I would want to keep extended rocky encounters to a minimum. On the plus side, bikes for the U.S. market come standard with tipover bars that protect the sides of the engine and radiator. Spoon on some knobbier tires, bolt on KTM’s accessory aluminum skid plate and you’re ready for some hard-core adventure.
Plastic shrouds extend past either side of the radiator, which has the added protection of tip-over bars (standard on bikes sold in the U.S. market). Skid plate is plastic, with a metal reinforcement around the exhaust pipe.
For a bike of such modest size, power and entry-level pretensions, we were somewhat surprised by the height of the 390 Adventure’s seat. On paper it’s not so bad, listed at 33.6 inches, but the seat is hard and fairly flat, with sharp edges that make it difficult to get your feet on the ground. It narrows a bit toward the front, but at that point it also slopes up and gets even taller. Even with my 34-inch inseam, if I’m wearing stiff ADV-style boots I’m on my tiptoes at a stop, and forget about backing up even the slightest of inclines while seated on the bike. Fortunately the 390 is a featherweight, tipping the scales at just 387 pounds fully fueled, adding confidence to one-footed stops and making it easy to push around. And there’s another upshot: the long reach from seat to footpegs leads to a relaxed bend in the knees and makes standing up for off-road riding a cinch.
Elemental protection from the short, non-adjustable windscreen isn’t bad, although I definitely experienced some windblast, especially at freeway speeds, on my upper chest, shoulders and helmet. Ergonomics are smaller-frame-friendly (well, apart from that tall seat), with a short reach across the 3.8-gallon tank to the handlebar and its backlit switchgear. At 5 feet, 9 inches, I found the handlebar to be too low for stand-up riding, requiring a pronounced forward lean; a bar riser would be on my must-have list.
A tall seat and low handlebar make for a slightly sporty riding position when seated, and requires a forward lean when standing.
Romping through a set of corners is a joy, with the 390 exhibiting a taut, stable character that might surprise those who expect less from a small, “entry level” motorcycle. Brakes are above average for a bike in this price range, with solid bite and good feedback in front, though the back feels a bit wooden initially. Combined with a stiff chassis and firm but compliant suspension, this is a truly fun to ride machine, and those riders who pick up a 390 Adventure with no aspirations of ever touching dirt, perhaps drawn primarily to the upright, commanding “ADV” riding position, can look forward to miles of curvy smiles. The bike responds best to a firm hand, especially off idle; too gentle with the throttle and the fueling cuts out, threatening a stall — possibly the price paid for Euro 5 certification on such a high-strung motor. Once underway it still prefers to be wrung out a bit, and doesn’t respond with much below about 4,000 rpm; keep it north of that and you’ll have a ball. It’s also worth noting that even with a heavy throttle hand, fuel economy averaged 53 mpg, for an estimated range of 202 miles.
Mud puddles are hard to resist! The 390 Adventure is small and lightweight enough to be accessible and non-threatening even to novice dirt riders.
KTM already has a laundry list of accessories for its 390 Adventure, including a slip-on Akrapovič silencer that shaves off another 2.2 pounds, Ergo rider and passenger seats, hard and soft side bags and more. A centerstand, unfortunately, is not on the list. Other than that, though, it wouldn’t take much to turn the 390 Adventure into a capable on- or off-road adventurer, and even in stock form it’s a fantastic commuter that’s ready for just about anything.
2020 KTM 390 Adventure.
2020 KTM 390 Adventure Specs
Base Price: $6,199 Price as Tested: $6,559 (Quickshifter+) Warranty: 2 yrs., 24,000 Miles Website:ktm.com
Engine
Type: Liquid-cooled single Displacement: 373cc Bore x Stroke: 89.0 x 60.0mm Compression Ratio: 12.6:1 Valve Train: DOHC, 4 valves per cyl. Valve Insp. Interval: 9,300 miles Fuel Delivery: Bosch EFI w/ 46mm throttle body Lubrication System: Wet sump, 1.8-qt. cap. Transmission: 6-speed, cable-actuated wet slipper clutch Final Drive: X-ring chain
