The 2022 Royal Enfield Classic 350 blends authentic style with modern engineering. Photos by Brandon Bunch.
Few motorcycle manufacturers can hold claim to the word “classic” with as much legitimacy as Royal Enfield. Having launched its first motorcycle at the Stanley Cycle Show in London in 1901, it’s the oldest motorcycle brand in continuous production. Now, 121 years later, we have the 2022 Royal Enfield Classic 350.
The 2022 Royal Enfield Classic 350 is available in nine color-style combinations. On the left is the Dark Stealth Black version with cast wheels and tubeless tires. On the right is the Signals Marsh Grey with spoked wheels and tube-type tires. MSRP for both is $4,599.
One of Royal Enfield’s best-known models – the Bullet – was produced from 1931 until 2020, and it was available with either a 346cc or 499cc air-cooled Single. In 2021, Royal Enfield introduced the Meteor 350, a cruiser powered by a 349ccc air-/oil-cooled, SOHC, 2-valve, fuel-injected Single with a 5-speed gearbox. The Classic 350, which brings back the styling that made the Bullet such an iconic bike, is built around the same engine.
The Classic 350 is powered by a 349ccc air-/oil-cooled, SOHC, 2-valve, fuel-injected Single with a 5-speed gearbox.
Built in Chennai, India, since 1955, Royal Enfields are designed for an enormous segment of the global market – those who want reliable, affordable small to mid-sized motorcycles. Over a 12-year production run, from 2008 to 2020, Royal Enfield produced and sold three million examples of the Classic 500, known here in the U.S. as the Bullet C5 Classic.
Everything about riding the Royal Enfield Classic 350 is relaxed and enjoyable.
Royal Enfield North America hosted the press launch of the Classic 350 in Savannah, Georgia, a classic Southern city established in 1733 on the banks of the Savannah River. On hand were two variants of the Classic 350, both retailing for $4,599: Dark models, available in Gunmetal Gray or Stealth Black, with a blacked-out powertrain and 10-spoke cast wheels with tubeless tires; and Signals models, available in Desert Sand or Marsh Grey, with 1950s military-style graphics and spoked wheels with tube-type tires. The Signals models are inspired by Royal Enfield’s long association with India’s armed forces.
Savannah, Georgia, is a charming Southern city with squares that create mini-parks filled with enormous oak trees dripping with Spanish moss.
Later this year, Royal Enfield will release the Halcyon collection inspired by 1950s-era British roadsters. Halcyon Forest Green, Halcyon Black, and Halcyon Blue will retail for $4,499, while the Chrome Red and Chrome Brown models with a mirror tank finish and special badging are priced at $4,699.
Too legit to quit.
Like the Meteor, the Classic 350 was a collaborative effort by Royal Enfield’s design teams in the U.K. and India. They endeavored to create a motorcycle that seamlessly blends authentic styling and ride character with modern necessities like electronic fuel injection, disc brakes, and dual-channel ABS. All Royal Enfields are built in a state-of-the-art, ISO-9001-certified manufacturing facility and backed by a three-year, unlimited-mileage warranty with roadside assistance.
The Classic 350’s tank holds 3.4 gals.
As pleasing as the Classic 350 is to look at while parked on one of Savannah’s brick-paved streets, it’s even more enjoyable to ride. Its relaxed, neutral seating position accommodates riders of all shapes and sizes, and its engine abides riders of all skill levels. Hit the starter and the Single burbles to life, delivering a pleasant, visceral pulse feel and a heartwarming exhaust note that your grandmother would love.
Riding up and over the Talmadge Memorial Bridge, which rises 574 ft above the Savannah River to allow freighters to pass underneath.
Royal Enfield claims 20 hp and 20 lb-ft of torque at the crank. When we tested a Meteor 350, it sent 18 hp at 6,200 rpm and 18 lb-ft of torque at 3,500 rpm to its chain-driven rear wheel. Built around a heavy steel frame and weighing 430 lbs ready to ride, the Classic 350 isn’t exactly a featherweight. Add in a full-grown adult male compressing the 31.7-inch seat’s foam, and the result is a languid, unhurried experience. The engine revs at a relaxed pace, and acceleration lacks urgency. Top speed is about 75 mph.
The Classic 350 is as friendly as a puppy dog, and it felt right at home in old-town Savannah.
Horsepower and speed, however, are not the appropriate measuring sticks for the Classic 350. It’s the sort of motorcycle that embraces the slower pace of life that comes with molasses-thick humidity and lazy afternoons. What’s the rush?
Classic 350s will pound the pavement of rough, neglected roads the world over, and its suspension and brakes are designed to take abuse. The 41mm non-adjustable fork with 5.1 inches of travel and twin emulsion rear shocks with adjustable preload and 3.5 inches of travel were chosen for their durability and affordability. Ride quality is good but not great, right in line with expectations. Likewise, the ByBre disc brakes, with a 2-piston front caliper squeezing a 300mm rotor and a 1-piston rear caliper squeezing a 270mm disc, provide modest but predictable stopping power.
Just what you need and nothing you don’t.
With a 19-inch front wheel and an 18-inch rear, the Classic 350 rolls over road imperfections with ease. Its Ceat Zoom Plus tires, which are also made in India, are narrow – 100/90-19 front, 120/80-18 rear – and contribute to the bike’s quick steering.
It’s hard not to love a motorcycle like the Classic 350. It’s a time capsule, an attention-getter, and – like that 1960s ad campaign for Tab diet cola – a “mindsticker.” Riding around the streets of Savannah, every time our get-along gang of journos stopped at a red light or a crosswalk, locals and tourists alike stopped in their tracks and asked, “Hey, what kind of bike is that?”
Ride a Royal Enfield Classic 350 and you’ll make new friends, and that never gets old.
2022 Royal Enfield Classic 350 Specs Base Price: $4,599 Warranty: 3 yrs., unltd. miles w/ roadside assistance Website:royalenfield.com Engine Type: Air-cooled Single, SOHC w/ 2 valves Horsepower: 20 hp @ 6,100 rpm (claimed) Torque: 20 lb-ft @ 4,000 rpm (claimed) Displacement: 349cc Bore x Stroke: 72.0 x 85.8mm Transmission: 5-speed, cable-actuated wet clutch Final Drive: O-ring chain Wheelbase: 54.7 in. Rake/Trail: 26 degrees/4.4 in. Seat Height: 31.7 in. Wet Weight: 430 lbs (90% fuel) Fuel Capacity: 3.4 gals.
The KTM 1290 Super Duke R Evo is a torque monster. Once wheelie control is turned off, it will lift the front wheel on command. Experts only, please. (Photos by Kevin Wing)
Some motorcycles are like Buddha, such as a Gold Wing gliding down the road in near silence, its deep bucket seat cradling your fundament and scarcely a vibration felt at the feet and hands. Others are like mad dogs, snarling and pulling at their chains, ready to rip, tear, and lacerate at a moment’s notice. The original KTM 1290 Super Duke R was pretty much the latter – an idealized naked hyperbike that was introduced in 2014. It had terrific power, satisfying daily-rider ergonomics, and the immediate response that earmarks most race machines. KTM’s “Ready to Race” slogan was aptly fulfilled.
The 1,301cc V-Twin is the star of the show, and the Super Duke’s minimal bodywork and trellis frame does little to hide it.
Now, after eight years of evolution, the latest-gen 1290 Super Duke R Evo goes further with the addition of multi-mode semi-active WP suspension to the KTM’s existing electronic elements, including throttle-by-wire, ride modes (which adjust throttle response and engine power), cornering ABS and traction control, wheelie control, cruise control, and more. Our test bike was equipped with the Tech Pack, a $899.99 option that adds an up/down quickshifter, Motor Slip Regulation (MSR), Suspension Pro, and Track Pack.
The settings may be configured statically or on the fly via multifunction switchgear on the left handlebar. The multilayered menu appears bright and crisp, day or night, on a 4.8-inch color TFT screen, which also includes a hockey-stick-style tachometer, a large digital speedometer, a gear-position indicator, and various annunciators.
With its top-shelf components and comprehensive electronics, the KTM is designed to work equally well on road or track.
FIRE ME UP
Let’s take a ride. There is no traditional ignition key, but rather an electronic transponder with a flip-out key that’s used only to unlock the seat. Approach within a few feet of the bike and the transponder and machine connect wirelessly. A quick press of the master power button on the right handlebar unlocks the fork and gas cap and illuminates the instrument panel.
From there, climb aboard and tag the start button. The highly tuned 1,301cc DOHC 75-degree V-Twin whirs and churns like a Massey Ferguson before firing and settling into a grumbling baritone idle through its enormous stainless headers. Sound pressure recorded at idle at helmet height was 88 decibels. And it gets louder as the revs build, naturally along with wind noise.
Bikes in KTM’s naked and adventure lineups share a common design language, with a vertically split headlight surrounded by a daytime running light.
While the liquid-cooled motor warms up – we found the KTM to be somewhat coldblooded – use the opportunity to configure the electronic engine and chassis parameters for the ride. Which invites a fair question: What kind of ride?
First, select a ride mode: Street, Rain, and Sport modes are standard, while Performance and Track modes are part of the optional Track Pack. Next, select a suspension damping mode: Comfort, Street, and Sport are standard, along with electronically adjustable rear preload (in 2mm increments). Track, Advanced, and Automatic modes are part of the optional Suspension Pro package, which also adds automatic preload leveling with three modes (Low, Standard, and High). You can also turn off both traction control and MSR, turn off the quickshifter, and select an ABS mode (Road or Supermoto, which deactivates ABS at the rear wheel). Or not. Everything can be left in default settings, and you can just grab a gear and go.
The scratch-and glare-resistant TFT display shows speed in a big, bold font with a hockey stick-style tachometer at the top.
It would take much more space than we have available to review all the settings and permutations. It takes some time to get familiar with everything, but for most riders the only settings that will be regularly changed are ride mode and suspension mode. Two customizable profiles allow riders to configure their favorite settings and toggle between them using a switch on the right handlebar. Set it and forget it.
CREATURE COMFORT
Let’s start the ride with the default Street ride mode and the genial Comfort suspension mode to get a baseline understanding of how the semi-active suspension interplays with the carryover electronics. It’s surprising what a pleasant motorcycle the 1290 SD-R Evo is with these soft settings. The suspension – a 48mm WP inverted fork, a linked monoshock, and a single-sided swingarm – is surprisingly comfy. Rowing across town, I found the steering characteristics to be pure joy. The Super Duke is nimble and agreeable for any necessary urban maneuver, from tight turns to quick lane changes to streaking away from offensive traffic.
KTM’s optional Suspension Pro package adds an anti-dive function to the semi-active suspension, preventing the fork from compressing excessively under heavy braking.
Switching to the Street suspension mode, the ride quality still proved fine for a rabid naked bike making a claimed 180 hp. So is the engine’s vibration signature, a minor miracle in that the motor is bolted solidly to the space frame’s thin-wall chromoly tubing, and serves as a stressed member. The motocross-style tapered aluminum handlebar wears a pair of 6-oz bar-end mass dampers, which change the bar’s resonant frequency to quell engine-induced vibration in the grips.
The semi-active suspension is made by KTM subsidiary WP. An array of electronic sensors and actuators adjust damping in real-time based on conditions and riding behavior.
Breaking free of town onto a winding two-lane highway, I toggled to Sport mode for both ride and suspension, which firmed up damping characteristics and shock spring preload, quickened throttle response, unleashed full power, and loosened up traction and wheelie control. Like observing a dog perking up its ears, the countenance of the Super Duke noticeably sharpened. Gone was the relaxed, easy cadence of Comfort and Street modes; Sport settings picked up the pace, and so did I. Ride aggressively or casually, Honey Badger don’t care.
Bikes equipped with Suspension Pro have six suspension damping modes and three automatic rear preload modes.
In fact, the twin-spark engine is so flexible, it can just lug around as a torque monster or rage to its 10,250-rpm redline. On Jett Tuning’s dyno, the KTM generated 166 hp at 10,000 rpm and 96 lb-ft of torque at 8,400 rpm at the rear wheel in Sport mode. Horsepower increases steadily with revs, while torque is prodigious throughout the rev range, exceeding 80 lb-ft from 4,000 rpm to redline.
In town, the profiles and contact patches of the Bridgestone Battlax HyperSport S22 radials – 120/70-ZR17 front and fat 200/55-ZR17 rear – proved most agreeable. Linear, predictable, and confidence-inspiring. With their fine-particle silica compound, these refined treads are said to excel in conditions from rain to racetracks. We hit neither on this test, but on every mile of street, road, and freeway we covered, they proved highly satisfying.
A word now about seating. Though dimensionally small, the pilot’s seat feels more standard than sportbike. In other words, it’s just right for most riding activities. (If you want to go sport-touring, check out KTM’s accessory Ergo rider’s and pillion seats.) With no front fairing or windscreen, it’s full wind blast, baby. Complementing the fine steering geometry, the ergonomics are refreshingly sensible compared to superbikes – that is, except for the wide tank/airbox combination that splays knees unnaturally. Further, with its hard finishing panel at the rear, the tank can be a ballbreaker if sudden braking intrudes.
With ride modes, suspension modes, ABS modes, and other settings, the 1290 Super Duke R Evo is highly configurable. Though nicknamed The Beast, the KTM can play many roles, from docile to hyperactive.
ALL IN
For the most fun part of this test, high above the city on empty mountain roads, I toggled to the Track ride mode, which is included as part of the Tech Pack. It maximizes throttle response and power, allows rear wheelspin to be adjusted on the fly over nine levels, and turns off wheelie control. (A more street-oriented Performance mode offers the same features, but also allows riders to use cruise control and the KTM MY RIDE multimedia system.)
In Track mode, everything gets really focused. Throttle response, already made more direct thanks to the new 65-degree quick-turn throttle (reduced by 7 degrees), which also helps reduce wrist angle and elbow drop at full throttle, becomes immediate. The Track suspension mode likewise dramatically firms things up. Although harder-edged, these settings make the Super Duke the ultimate confidence-inspiring machine for attacking road or track. With so much horsepower cued up and lacking the runoff of a modern racetrack, I backed out of this after several miles and reverted to the slightly more docile Sport ride and suspension modes.
Our test of the Super Duke R Evo revealed its complete mastery of all kinds of roads, including fast sweepers and tight corners, off-camber bends, and varied surfaces. Throughout, it required no undue tugging of the handlebar to change directions, engaged in no weird chassis hijinks or bobbles, and stayed faithful and true in whatever conditions appeared. Building such a tenable package is complicated, requiring a refined blend of chassis geometry and stiffness, mass placement, suspension design and tuning, power delivery, adaptive electronics, and way more. And the Bridgestones make it all work, whether at trolling speeds or lightspeed. All primary controls – including throttle, clutch, shifter, and front and rear brakes – are balanced with a well-connected feel.
Switchgear and menus are intuitive.
There are a few demerits, but they’re relatively minor balanced against the total 1290 SD-R Evo package. Some of the handlebar switches are poorly shaped. Particularly egregious is the triangular turnsignal switch; activation feel is fine, but canceling requires pushing what feels like the pointy end of a carpenter’s pencil. Additionally, the headlight high/low switch, toggled by the left forefinger, should be larger, and the horn button is too far from the left thumb. And that 3.2-inch horn! I’m sure it’s stamped with the letters “moo,” emitting barely a plebian bleat no better than a newborn calf’s. Riders deserve better, and not just Super Duke pilots. Lastly, while I was personally happy with the clutch and front brake lever adjustability, the thumbscrews are small, and the adjustment range might not satisfy riders with small hands. Balancing this, the shift lever and rear brake pedal (and fork stops) are also adjustable, albeit with some light wrench work.
The Super Duke R Evo’s optional quickshifter can be turned on or off through the electronics menu. It works spectacularly for rapid upshifts, but is quite sensitive, and so a careless touch of the gear shift lever interrupts power. Admittedly, this only caused problems during particularly aggressive riding. Bottom line, for track duty or raging up a mountain road, the quickshifter is a fine addition; for street riding, though, I was happier deactivating it.
The Beast’s confidence-inspiring handling and stout motor are delightful when bending into corners and exploding out of them.
Part of the Suspension Pro package is a programmable anti-dive feature. I well remember hammering bikes with conventional inverted forks and cursing the nosebleed dives they’d make under hard braking while rushing downhill. No worries with the SD-R Evo, as this feature keeps the chassis more balanced and its rider happy. While eclipsing miles of narrow, twisting downhill road, the 1290’s chassis, Bridgestones, and Brembo brakes with Stylema 4-piston radial front calipers seamlessly mastered the conditions, with excellent feedback and precision. The tires offer an additional advantage of sticking even when they’re cool. Translation: Premium DOT sport tires are a great choice for the wide range of conditions that this improved Super Duke can handle.
TASTES GREAT, LESS FILLING
As much as I enjoyed my time aboard the 1290 while bending it into and out of undulating mountain corners, the KTM proved to be well-mannered on efficient-yet-boring freeways. That’s the real magic of bikes like this with fully customizable riding dynamics. You can tame the power, soften the suspension, and set the cruise control, all while queueing up your favorite song on your smartphone. At 70 mph on the freeway in 6th gear, the engine turns a relaxed 3,500 rpm. The motor seems to be at its smoothest exactly at this point, perfect for touring or droning commutes. On the highway, I found no detriments to the nimble steering geometry; the 1290 tracked beautifully and retained excellent stability.
Modern bikes like this latest Super Duke augment riding fun while reducing certain hassle factors. Pull into a gas station, drop the sidestand, hit the kill switch, and pop open the fuel filler without ever pulling the fob out of your pocket. From the 1290’s 4.2-gal. tank, over a mix of city, freeway, and mowing-down-the-mountain riding, we netted 35 mpg, yielding nearly 150 miles of range. The transponder that allows key-free unlocking, starting, and fueling also simplifies locking. When parked, hit the power button to shut down the bike, then hold it down again to lock the steering.
The Super Duke’s structural chassis uses a tubular-steel trellis main frame, a composite subframe, and a cast-aluminum single-sided swingarm.
During a night ride, I happily discovered that the Super Duke’s twin LED headlights are vastly better than the first Super Duke’s halogen system. KTM surrounded the headlight array (split up the center to feed twin ram-air openings) with a racy illuminated surround in white and orange, KTM’s signature colors. Thoughtfully, the headlight assembly can be quickly removed for track duty with three fasteners and an electrical plug. Same goes for the rear turnsignal/license plate assembly. The TFT display, which automatically adjusts background colors in low-light conditions, seems even more beautifully illuminated at night. The switchgear illumination is modest but gives a general idea where the key switches are.
The 2022 KTM 1290 Super Duke R Evo is a highly attractive motorcycle for riders with serious sporting intentions – and the skills to go with them. For me, it’s close to a perfect streetbike thanks to its instantaneous response, excellent dynamics and feel, agreeable ergonomics, and the added bandwidth of its new semi-active suspension. Let’s be clear though: In its most active state, a Super Duke pushes the boundaries of sanity for streetbike performance. Do we actually need such a device? Nope. Do we want one? Absolutely!
2022 KTM 1290 Super Duke R Evo Specs
Base Price: $19,599 Price as Tested: $20,499 (Tech Pack) Warranty: 1 yr., 12,000 miles Website:ktm.com ENGINE Type: Liquid-cooled, transverse 75-degree V-Twin Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Compression Ratio: 13.6:1 Valve Train: DOHC w/ 4 valves per cyl. Valve Insp. Interval: 18,600 miles Fuel Delivery: Keihin EFI w/ 56mm throttle bodies x 2 Lubrication System: Dry sump, 3.7 qt. cap. Transmission: 6-speed, hydraulically actuated slip/assist wet clutch Final Drive: X-ring chain CHASSIS Frame: Tubular-steel w/ engine as stressed member, composite subframe & cast aluminum swingarm Wheelbase: 58.9 in. Rake/Trail: 25.2 degrees/4.2 in. Seat Height: 32.8 in. Suspension, Front: 48mm inverted fork, electronically adj., 4.9 in. travel Rear: Single shock, electronically adj., 5.5 in. travel Brakes, Front: Dual 320mm discs w/ 4-piston radial monoblock calipers & ABS Rear: Single 240mm disc w/ 2-piston caliper & ABS Wheels, Front: Cast aluminum, 3.50 x 17 in. Rear: Cast aluminum, 6.00 x 17 in. Tires, Front: 120/70-ZR17 Rear: 200/55-ZR17 Wet Weight: 466 lbs. Load Capacity: 471 lbs. GVWR: 937 lbs. PERFORMANCE Horsepower: 165.5 hp @ 10,000 rpm (rear-wheel dyno) Torque: 95.9 lb-ft @ 8,400 rpm (rear-wheel dyno) Fuel Capacity: 4.2 gals. Fuel Consumption: 35.3 mpg Estimated Range: 149 miles
King Of The Baggers champion Kyle Wyman (left) riding the street version of his Road Glide racebike next to racer and brother Travis Wyman on a Street Glide ST. Photos by Brian J. Nelson & Kevin Wing.
V-Twin baggers are regularly at the top of streetbike sales charts, and a perennial leader has been the Harley-DavidsonStreet Glide, with H-D’s Road Glide running close behind. The Glides are revered for the effortless way they trot along American roads accompanied by the loping cadence of their narrow-angle V-Twin motors.
However, there are many Glide owners who put a greater emphasis on performance than on touring ability. The performance-bagger market continues to gain momentum, a trend Harley says is “a new breed of speed.” The incredibly popular King Of The Baggers (KOTB) roadracing series has added more fuel to the performance fire.
The surging performance-bagger market is served by H-D’s new Road Glide ST and Street Glide ST.
To meet this market demand and to capitalize on its KOTB championship title, H-D proffers the new Glide ST brothers, available in Street and Road versions. Touring bikes for a new breed of riders, says the MoCo.
OUT COME THE BIG GUNS
If you’re gonna build a hot-rod bagger, there’s no better place to start than the engine, and so Harley plugs in the biggest gun in its arsenal. The Road and Street Glide STs are fitted with H-D’s biggest production motor, the 117ci Milwaukee-Eight, an upgrade over the 114ci V-Twin found in lesser models. This is the 117’s first appearance in a non-CVO Harley, firing out a tire-shredding 127 lb-ft of torque from its 1,923cc displacement. Harley says the 117 is a value proposition for riders who might otherwise invest in engine upgrades.
The Road Glide ST and Street Glide ST are powered by the Milwaukee-Eight 117 V-Twin.
Black is the dominant theme, as brightwork is limited to the chrome pushrod tubes, tappet covers, and machined cylinder fins. Matte Dark Bronze finishes on the lower rocker box, timer cover medallion, and the medallion on the Heavy Breather intake provide subtle highlights.
SWITCHIN’ TO GLIDE
The FLHX Street Glide is perhaps the most ubiquitous motorcycle on American roads. Introduced in 2006 as an offshoot of the popular Electra Glide, they are both led by their iconic batwing fairings mounted to the handlebar.
The Road Glide ST and its Street Glide brother are helping usher in the performance bagger trend in production bikes.
Harley’s FLTR Road Glide was introduced in 1998 as an evolution of the FLT Tour Glide from the 1980s, both using distinctive shark-nosed fairings mounted to the chassis. Other than their fairings, the Road Glide is essentially the same bike as the Street Glide.
The Glide STs are part of Harley’s Grand American Touring lineup, so they naturally include luxury items like a Boom! Box GTS infotainment system with a color touchscreen and navigation, fairing-mounted speakers, a hidden radio antenna, cruise control, and Daymaker LED headlamps. Both Glide STs are equipped with linked Brembo brakes with ABS.
Prodigy cast-aluminum wheels finished in Matte Dark Bronze look sharp and match finishes elsewhere on the bike. Brakes are by Brembo, and Harley’s optional Cornering Rider Safety Enhancements package adds cornering ABS and other electronic aids.
For a sportier, lighter appearance, the STs receive a low-profile tank console and a trimmed front fender, plus a new solo seat that exposes the rear fender but leaves passengers at home. Standard-length saddlebags replace the extended bags used on Special models for additional cornering clearance and to expand aftermarket exhaust options.
Prodigy cast-aluminum wheels feature a Matte Dark Bronze finish to match the bronze engine highlights, while nearly everything else aside from the tins (front end, controls, powertrain, and exhaust) feature blacked-out finishes. For a dash of retro, the Harley-Davidson logo on the 6-gallon fuel tanks is modeled from Harley’s 1912 racebikes, and on black STs, it’s outlined in a gold color that matches the bikes’ bronze finishes.
The Road Glide ST is distinguished by its shark-nosed fairing that offers more expansive coverage and smoother airflow than its Street Glide ST brother.
Both Glides retail for $29,999 in Vivid Black. The Gunship Gray versions are priced at $30,574. Supply shortages due to Covid have forced H-D to exact a $1,000 surcharge.
Optional on Grand American tourers is Harley’s Cornering Rider Safety Enhancements package, formerly called Reflex Defensive Rider System (RDRS). It employs a 6-axis IMU to manage cornering traction control with ride modes, cornering ABS with linked braking, drag-torque slip control, hill-hold control, and tire-pressure monitoring. It’s a $1,025 upcharge.
The iconic batwing fairing on the Street Glide ST is the key difference from the Road Glide. As it mounts to the handlebar rather than the frame, the SG is more susceptible to crosswind inputs than the RG.
SWITCHIN’ TO RIDE
The Street Glide is the lighter ST, scaling in at 814 lbs in ready-to-ride form, and its less-expansive batwing fairing adds to the perception. The cockpit is roomy and accommodating, with a handlebar that rises up and sits at an angle. Four analog gauges reside just under the tinted low-profile windscreen, and they’re flanked by a pair of speakers and mirrors integrated at the fairing edges. The touchscreen TFT info/navigation panel sits just above the upper triple-clamp.
The larger fairing on the Road Glide adds visual heft to a rider’s perception, backed up by the bike’s 842-lb curb weight. Here, the vivid TFT touchscreen panel sits front and center just under the low-profile, darkly tinted windshield. The info screen is flanked by a fuel gauge and voltmeter, with a pair of speakers further outboard. A traditional analog speedometer and tachometer pairing reside just ahead of the handlebar mounts. Switchgear on both Glides is the familiar H-D array, including the dual turnsignal buttons.
Both Glide STs feature longer shocks that deliver a bit of extra wheel travel.
The 117 fires up with a rumble and the familiar potato-potato thumping from below. The clutch engagement point is easy to ascertain, and, helped by the engine’s immense low-end grunt, you’d need to be a fool to stall the Glides when pulling away from a stop.
Pushrod valve actuation and air cooling suggest a lack of modern technology, but Harley’s M-8 functions extraordinarily well. As its name implies, the V-Twin breathes through four valves per cylinder, and they never need adjusting thanks to H-D’s hydraulic overhead valves. Power from the V-Twin is omnipresent, delivering a satisfying oomph at nearly any engine speed, eventually running out of breath near its 5,500-rpm redline. Rubber engine mounts eliminate harsh vibration from reaching a rider, and there aren’t many other powertrains that roll down the open road as smoothly and effortlessly as this one.
“A pushrod air-cooled V-Twin is our secret sauce,” said Brad Richards, H-D’s VP of design, who rode with us at the launch. “There’s something special about how it goes down the road.” And he’s right.
The solo seats of the STs aren’t as nicely padded as the saddles on H-D’s more luxurious touring bikes. Passengers will be even less comfortable.
Suspension consists of a dual-bending-valve 49mm Showa fork paired with emulsion-technology rear shocks and single-knob hydraulic preload adjustment. Harley pursues low seat heights more fervently than any other manufacturer, but the STs buck that trend somewhat by fitting shocks from the Road King to deliver 3 inches of rear wheel travel, up from the Road Glide Special’s 2 inches. Seat height shimmies upward to a still-low 28 inches.
Both STs feel similar when bending into corners, despite the drastically different fairings, banking over easier than you might imagine for an 800-lb bagger. It’s a willing and stable platform while unwinding a twisty road, but let’s not confuse it with a sportbike. Floorboards begin to drag when leaned over to 32 degrees – enough to have fun, but nowhere near the 55-degree leans that KOTB champ Kyle Wyman can achieve on his Road Glide racebike.
Solid braking performance is provided by Brembo 4-piston calipers operating via braided lines and clamping on 11.8-inch (300mm) discs. The single rear brake has the same specs. The front tire is a 130/60-19 bias-ply, while a 180/55-18 resides out back.
The Street Glide ST’s cockpit features a quartet of chrome-rimmed analog instruments augmented by a color TFT touchscreen.
There wasn’t an opportunity to fully delve into the Boom! Box GTS infotainment system, but it seems to be well sorted and includes Apple CarPlay and Android Auto compatibility. Audio quality via the radio is closer to adequate than exceptional.
Ergonomics are very good, but not beyond reproach. The rear brake pedal is mounted rather high, and the Heavy Breather intake intrudes on knee space when raising a boot to apply rear braking. Also, shift action of the 6-speed gearbox is rather clunky. The seat feels supportive for an hour, but it’s not up to the cushy standards of Harley’s other touring models. And while we’re nitpicking, I’d like to see a larger gear-position indicator and adjustable levers on my $30k bagger.
WHICH GLIDE?
This has been a hotly debated topic among H-D aficionados, with no clear winner aside from subjective judgments on style. In windy conditions, I much preferred the greater stability of the Road Glide, as stubborn crosswinds on the Street Glide’s bar-mounted fairing applied marginal unwanted inputs to the steering. The Road Glide’s triple splitstream vented fairing also delivers smoother airflow around a rider.
The Street Glide ST is lighter than the Road Glide ST, but its handlebar-mounted batwing fairing requires more steering effort.
That said, the Street Glide is slightly lighter, and its fairing attached directly to the handlebar allows a rider to wriggle his/her way through dense traffic more adeptly. And for some, its batwing fairing is irresistible.
WRAP IT UP
It’s not a surprise to have enjoyed seat time on these new Glide STs. They’re basically the same bikes that we’ve grown to appreciate for their over-the-road prowess and surprising agility but are now blessed with more power and tasteful high-end finishes. Perhaps we shouldn’t be surprised when a $30,000 motorcycle delivers the goods. And the Road/Street Glide STs include a pair of hardshell saddlebags in which to carry those goods more than 220 miles between fill-ups.
The Road Glide ST in Gunship Gray and the Street Glide ST in Vivid Black, the only two color options for both bikes.
2022 Harley-Davidson Road Glide ST/Street Glide ST Specs
Base Price: $29,999 (Vivid Black) Price as Tested: $31,599 (Gunship Gray, Cornering Rider Safety Enhancements) Website:harley-davidson.com Engine Type: Air-cooled, transverse 45-degree V-Twin, OHV w/ 4 valves per cyl. Displacement: 1,923cc (117ci) Bore x Stroke: 103.5 x 114.3mm Horsepower:106 hp @ 4,750 rpm (at the crank) Torque:127 lb-ft @ 3,750 rpm (at the crank) Transmission:6-speed, hydraulically actuated slip/assist wet clutch Final Drive:Belt Wheelbase:64 in. Rake/Trail:26 degrees/6.7 in. Seat Height:28.1/28.0 in. Wet Weight: 842/814 lbs. Fuel Capacity: 6 gal.
The 2021 BMW R 18 Classic’s Big Boxer engine has a loping rhythm and produces plenty of low-end torque. Photos by Kevin Wing.
The hills are green! Time to up the saddlebags on the BMWR 18 Classic and hit the road.
California has two seasons – green and brown. Green is short, typically lasting only a couple months after winter rains. Come springtime, the rain stops, and the grass and wildflowers enjoy a brief moment of glory before they wither and lose their color. Brown is dry, dusty, and interminable, usually lasting from spring until after the new year. Brown is also the season of wildfires, which have become more intense and widespread in recent years.
Winding along Santa Rosa Creek Road, a delightfully neglected backroad on California’s Central Coast, on the 2021 BMW R 18 Classic.
The Los Angeles Times recently reported that the American West’s megadrought – now in its 22nd year – is the driest in 1,200 years. The last time it was this dry was in the early Middle Ages, only a few hundred years after the fall of the Roman Empire. Here in California, the only appreciable amount of precipitation within the past year fell in December, after which the spigot simply turned off. Warm, dry conditions in January and February encouraged green shoots of grass to emerge and wildflowers to bloom earlier than usual.
After eight or nine months of brown, it’s uplifting to see hillsides and fields carpeted with bright green vegetation. Last year was so dry that nothing turned green, so the brown season lasted for the better part of two years. When the green season arrived last year, I knew I had to take advantage of it.
The Classic replaces the R 18’s 19-inch front wheel with a 16-incher, and its exhausts are a more conventional shape.
Since its debut in late 2020, BMW’s R 18 lineup has grown to include four models: the R 18 cruiser; the R 18 Classic, which adds a windshield, saddlebags, a passenger seat, cruise control, and driving lights; the R 18 B bagger, which has a handlebar-mounted fairing and hard saddlebags; and the R 18 Transcontinental full-dress tourer. The Classic is the only model we haven’t tested, and it was the perfect choice for a leisurely cruise north through the green hills of California’s Central Coast.
Santa Barbara County’s San Rafael Mountains were dusted with snow, and the grapevines in the Santa Ynez Valley were still bare.
Getting into and loading/unloading the Classic’s 15.5-liter saddlebags is easy thanks to quick-release buckles for the straps and form-fitting drop-in liners, which are open-top tote bags with carry-handles as well as snaps to secure them inside the saddlebags. For those who sometimes prefer a minimalist look, the saddlebags, small passenger seat, and windshield are removeable.
The day before my ride, an erratic winter storm dusted the mountains with snow but brought no rain. On the morning of my departure, it was a frosty 39 degrees, so I dressed in multiple layers and switched the Classic’s heated grips to high. With photographer Kevin Wing in my rearview mirrors aboard our Yamaha Tracer 9 GT long-term test bike, we cruised north on U.S. Route 101 along the coast from Ventura to Santa Barbara. The Classic’s small windshield parts the air smoothly around the rider’s head and torso, but the rider’s hands and lower body remain exposed.
Taking a break at Cold Spring Tavern, an old stagecoach shop.
Rush-hour traffic compounded by highway construction motivated us to turn inland and try our luck on State Route 192 through well-to-do residential areas nestled in the foothills of the coast-facing Santa Ynez Mountains. We finally escaped the soccer moms and work trucks on State Route 154, a scenic byway that follows an old stagecoach route up and over San Marcos Pass. We took a break to warm up at Cold Spring Tavern, a former stagecoach relay station that dates back to 1865. Though too early for lunch, it’s a favorite spot for delicious tri-tip sandwiches, chili, and other fare. The rustic stone tavern holds special memories for me. Kevin and I ate there before my very first photo shoot – on a Buell XB12XT – back in 2008.
Strong as an Oak
After crossing the Santa Ynez Valley, we reconnected with U.S. 101 and continued north, riding through the rolling hills of Santa Barbara County’s wine country. The grapevines were still bare, but grass grew between the evenly spaced rows – sometimes kept in check by grazing sheep – and gnarled California oaks stood like giant sentries.
The Classic’s saddlebags, passenger seat, and windshield can be removed for a stripped-down look.
All R 18 models are built on BMW’s Big Boxer platform, with an air-cooled 1,802cc opposed flat-Twin mounted within a tubular-steel double-cradle frame. When we tested the standard R 18, it sent 80 horsepower and 109 lb-ft of torque to the rear wheel on Jett Tuning’s dyno, with all that grunt working through a 6-speed transmission mated to a single-plate dry slipper clutch and shaft final drive. Like many heavyweight cruisers, the clutch requires a firm pull (both levers are adjustable for reach). My boot didn’t easily fit under the shift lever, so for upshifts I used the heel shifter.
Throttle-by-wire enables three ride modes – Rock, Roll, and Rain – that alter throttle response, idle character, engine-drag torque control, and traction-control intervention. As the mode names imply, Rock offers more assertive throttle response and a lumpier feel at idle, whereas Roll is more relaxed, and Rain dials things back even further for sketchy conditions.
Behind the windshield is a single, round gauge in a chrome bezel. The analog speedometer surrounds indicator lights and a multifunction LCD display, but fuel level and ambient temperature are not provided.
The R 18 Classic is a long machine, stretching 68 inches between the axles. Add in lazy rake and long trail figures, and the result is a motorcycle that’s happier on straight roads than tight curves. The wide pullback handlebar provides plenty of steering leverage, and the Classic is stable and obedient, but limited cornering clearance and a rear shock with 3.5 inches of firmly damped travel necessitate a modest pace on backroads. Broken, patched, and potholed pavement can be jarring.
After warming up with hot coffee and stuffing ourselves with giant burritos at a Mexican restaurant off State Route 1 near Morro Bay, we wound along Old Creek Road, passing Whale Rock Reservoir and groves of avocado trees before climbing out of a tight canyon and riding through ranchland. Crossing State Route 41, the narrow byway becomes Santa Rosa Creek Road, a narrow, neglected 16-mile stretch of pavement that’s perfect for a BMW GS but a rough ride on the Classic. The road cuts through more ranchland and follows its namesake creek toward the coast.
After a cold night in Cambria, the BMW’s seat was covered in frost. With the seat’s firm padding and not much room to move around, I was ready for a break after about an hour.
We spent the night in Cambria, a charming seaside village that’s one of the last places to find food or lodging before riding Route 1 north to Big Sur. Our home for the night was the Bluebird Inn, which for many years was a gathering place for Rider staffers and contributors during the annual summer pilgrimage up to Laguna Seca for the Superbike races. Back then, the Bluebird was owned by the Cooper family, and they’d provide a cooler of beer and snacks for our motley crew. We’d share laughs and stories on the Bluebird’s shaded patio before walking to dinner. The Coopers retired a few years ago, but the family that bought the place has retained the motel’s cozy vibe and friendly atmosphere.
Don’t Feed the Elephant Seals
Kevin and I woke up dark and early to find the seats of our bikes covered in frost. There was no coffee in our rooms, and nothing in Cambria opened until 7 a.m., so we grumbled as we quietly started the bikes and rode north to a parking area right on the coast for some sunrise photos. As we polished the BMW’s chrome and positioned the bike just so, we heard the distinctive barking and fart-like noises of elephant seals.
Elephant seals rest on a haul-out beach near San Simeon.
We walked a few yards to a small bluff to find a pair of juvenile male seals fighting each other on the beach. With no females nearby, this was merely practice for when the males got older and would need to fight full-grown alpha males – which can be up to 16 feet long and weigh 5,000 lbs – to compete for mates.
A little further north, within sight of the Piedras Blancas lighthouse, is a dedicated parking area and elevated boardwalk where visitors can view an elephant seal haul-out area. A population of 25,000 elephant seals gathers at various times of the year along an eight-mile stretch of coast. Pups are born in December and January, and in the early months of the year you can see enormous alphas protecting their harem and exhausted mothers feeding their black-furred pups. The adults go months without food or water while on land during breeding season, so mostly they just lie about like giant sausages on the beach.
The Classic has LED driving lights, and the Premium Package includes an adaptive turning light that adjusts for lean angle.
Backroads & Byways
California Route 1 is world famous, and for good reason. It hugs the rugged coast for hundreds of miles, and the section from San Simeon up to Big Sur and Monterey is as beautiful and challenging as roads get. But in the shadows of well-known scenic roads are hidden gems like Santa Rosa Creek Road.
“Now where did I put that bag of Cow Chow?” The 15.5-liter saddlebags include handy tote-bag liners.
GEAR UP Helmet:Schuberth C4 Pro Modular Jacket:Scorpion Morpheus Gloves:Alpinestars Patron Gore-Tex Pants: Scorpion Covert Pro Jeans Boots:Umberto Luce Crimson Boots
As we headed south, past the iconic Morro Rock, we left Route 1 and took South Bay Boulevard past the marshy Morro Bay Estuary, and then Turri Road along Los Osos Creek and through rolling ranchland. My favorite road in the area, which I discovered just a few years ago, is Prefumo Canyon Road. It climbs up and over the northern side of the coastal range, briefly turns to hard-packed dirt as it winds through a tunnel of trees, and then becomes See Canyon Road, which twists its way among apple farms and vineyards. It ends at San Luis Bay Road, which soon connects to Avila Beach Road for a short ride to Port San Luis, where an old wooden pier juts into San Luis Obispo Bay.
Jutting into the north side of San Luis Obispo Bay, the 1,320-foot-long Harford Pier was first built in the late 1800s. It’s home to several restaurants, fish markets, and fishing charters.
This ride was about visiting old favorite backroads and byways, and refamiliarizing ourselves with newer ones. You can find our route on REVER in the Rider Magazine Community. Download the free app or visit rever.co.
Chrome & Pinstripes
Our 2021 R 18 Classic test bike is outfitted with a few extras. It has the First Edition Package ($2,150), which includes Black Storm Metallic paint with white pinstripes and chrome-plated levers, covers, fittings, and calipers. It has the Premium Package ($1,450), which includes BMW’s Adaptive Headlight, Headlight Pro, Reverse Assist, and Hill Start Control. And it has the Select Package ($225), which adds heated grips, a locking fuel filler cap, and an anti-theft alarm.
California’s Central Coast stretches for 350 miles, from Port Hueneme in the south to Santa Cruz in the north. It’s a motorcyclist’s paradise.
Instrumentation is limited to a single gauge that includes an analog speedometer and an inset LCD, which displays ride mode, gear position, and an info screen that can be scrolled through various functions: tachometer, tripmeters, odometer, voltmeter, fuel economy, average speed, clock, and date. A touring bike in this price range should also provide fuel level and ambient temperature. We averaged 38 mpg from the 4.2-gallon tank, for a range of about 160 miles. The low-fuel light comes on with one gallon remaining.
End of the Road
Two full days in the saddle gave me an appreciation for what the R 18 Classic offers. Its traditional styling, especially the black-and-white-pinstripes First Edition version inspired by BMW’s 1930s-era R 5, fits well within the expectations of many heavyweight cruiser buyers. But with the opposed cylinders of its Big Boxer jutting out to the sides, the R 18 does not conform to the usual V-Twin formula.
The engine has the right sound and feel, and it produces plenty of low-end torque, but the cylinders create a barrier that prevents riders from stretching out their legs. On long rides, there’s limited space for changing hip and knee angle. Due to the placement of the heel-toe shifter, brake pedal, and dual exhaust pipes, the small footboards are also somewhat cramped (at least for size-11 boots). The firm seat is supportive, but there isn’t much room to move around.
Beneath the R 18 Classic’s throwback aesthetic is a fully modern motorcycle with ride modes, cruise control, linked ABS, traction control, and other electronic rider aids. The rhythmic lope of its big Twin, especially in Roll mode, encourages a relaxed, unhurried pace, to slow down and appreciate the view. Enjoy the season of green – and the ride – while you can.
2021 BMW R 18 Classic Specs
Base Price: $19,495 ($18,995 in 2022) Price as Tested: $23,320 (First Edition Package, Premium Package, Select Package) Warranty: 3 yrs., 36,000 miles Website:bmwmotorcycles.com ENGINE Type: Air-/oil-cooled, longitudinal opposed flat-Twin, OHV w/ 4 valves per cyl. Displacement: 1,802cc (110ci) Bore x Stroke: 107.1 x 100.0mm Compression Ratio: 9.6:1 Valve Insp. Interval: 6,000 miles Fuel Delivery: BMS-O EFI w/ 48mm throttle body Lubrication System: Wet sump, 4.2 qt cap. Transmission: 6-speed, hydraulically actuated single-plate dry slipper clutch Final Drive: Shaft CHASSIS Frame: Tubular-steel double cradle w/ tubular-steel double-sided swingarm Wheelbase: 68.1 in. Rake/Trail: 32.7 degrees/5.9 in. Seat Height: 28.0 in. Suspension, Front: 49mm telescopic fork, no adj., 4.7 in. travel Rear: Single cantilever shock, adj. for spring preload, 3.5 in. travel Brakes, Front: Dual 300mm discs w/ 4-piston opposed calipers & ABS Rear: Single 300mm disc w/ 4-piston opposed caliper & ABS Wheels, Front: Spoked, 3.0 x 16 in. Rear: Spoked, 5.0 x 16 in. Tires, Front: Tube-type, 130/90-B16 Rear: Tube-type, 180/65-B16 Wet Weight: 805 lbs. Load Capacity: 430 lbs. GVWR: 1,235 lbs. PERFORMANCE Horsepower: 80 hp @ 4,500 rpm (2021 R 18, rear-wheel dyno) Torque: 109 lb-ft @ 2,900 rpm (2021 R 18, rear-wheel dyno) Fuel Capacity: 4.2 gals. Fuel Consumption: 38 mpg Estimated Range: 160 miles
BMW Motorrad Canada has revealed the results of its first-ever motorcycle customization project. The company has partnered with three talented builders from across Canada and given them each a new BMW R 18 as their canvas.
The selected builders are Jay Donovan from Victoria, British Columbia, Konquer Motorcycles from Kelowna, British Columbia, and Augment Motorworks from Toronto, Ontario.
The builders revealed their bikes to BMW Motorrad Canada as well as Roland Stocker, BMW Motorrad Project Manager for the Heritage models. “These projects show how important it is to create bikes that inspire creativity and act as a good base for owners and builders alike,” said Roland Stocker.
Stocker, who was essentially involved in the development of the R 18, traveled to Canada for the reveal. He was not only impressed by the completed bikes, but also by the builders themselves. “The vision, craftsmanship, and quality of work was very impressive, especially considering how young some of the builders are,” said Stocker. “I was very pleased with the result.”
Due to its classic design and extravagant proportions, the R 18 serves as an ideal base for customization work. The centerpiece of the R 18 is its 1,802cc, 2-cylinder “Big Boxer” engine – the most powerful 2-cylinder boxer engine ever used in a production motorcycle.
“We wanted to demonstrate the potential of the R 18 and designed a project to do just that,” said Johann von Balluseck, Director of BMW Motorrad Canada. “We chose builders that would approach this project in different ways in hopes they would give us three very different styles – and that’s exactly what we got.”
The only requirements for the builds were that the custom bikes remain operational and road legal. This summer, the three motorcycles will be included in a national retailer tour, visiting locations all across Canada.
Jay Donovan – R 18 Future Café
The R 18 Future Café is a study in metal fabrication by artisan motorcycle builder Jay Donovan. Donovan’s design began with a desire to reroute the exhaust up and over the cylinder head and straight back, ending under the seat. A fully redesigned tank and upper section in bare, polished aluminum, and chopped front and rear fenders in contrasting black make for a long and sleek look.
Augment Motorworks – R 18 Tattooed Chopper
Nick Acosta from Augment Motorworks has applied the classic American chopper style to the big German boxer, which he has nicknamed “El Boxeador.” Fine, tattoo-themed paintwork paired with a sissy bar, a hand-carved headlight mount, mini ape hanger handlebars, a cocktail shaker exhaust, and a custom seat transform the bike into an instant classic with light-hearted touches.
Konquer Motorcycles – R 18 Diamond Custom
Rob Thiessen and his team at Konquer Motorcycles have taken the R 18 and created a factory custom dragster. Bronze Metallic paintwork and pinstriping, modified front and rear fenders, a custom seat, and a diamond motif throughout create a low-and-long factory custom look. In addition, gold-painted BMW roundels and an electronically adjustable exhaust help tie the new look together.
The all-new 2022 Kawasaki Z650RS brings retro style to Team Green’s middleweight Z lineup. Photos by Kevin Wing.
The last bike I rode before swinging a leg over the 2022 Kawasaki Z650RS was a 1975 Honda CB400F SuperSport. I’ve owned this Honda for more than 30 years and, having just come back from Moto41 motorcycle restorations in Santa Ana, California, it’s as new as a 47-year-old bike can be. While not a Kawasaki, there’s an interesting juxtaposition comparing a modern retro throwback to an OG member of the era.
The 2022 Kawasaki Z650RS is available in Candy Emerald Green or Metallic Moondust Gray/Ebony for $8,999. The 50th anniversary edition in Candy Diamond Brown (not shown) is $9,249.
Joining the Z900RS in Kawasaki’s lineup, the Z650RS in Candy Emerald Green or Metallic Moondust Gray/Ebony retails for $8,999, while the 50th anniversary edition in Candy Diamond Brown is $9,249. When the CB400F was new in 1975, it retailed for $1,433, or $7,818 in 2022 dollars. The Z costs more but, considering its performance and technological advancements over the CB, it’s a bargain.
The price of the Z650RS becomes a little harder to justify when compared to its half-brother stablemate, the non-RS Z650 ABS model, retails for $8,049. Considering the Z650RS and Z650 share the same engine and chassis, the retro styling of the RS comes at a $950 premium.
The retro-styled Kawasaki Z650RS is built on the same solid, reliable platform as the Z650, Ninja 650, and Versys 650.
Producing an extra 21 hp while weighing just 5 lbs more than the AARP-eligible Honda, the Ninja-derived 649cc parallel-Twin scuttles the Z650RS through a tight set of twisties with fervor. The motorcycle’s chassis is solid and up to the task, but depending on rider weight and aggression level, the non-adjustable fork and preload-only adjustable shock can get overwhelmed. Nothing a skilled rider can’t compensate for, but it’s clear the RS is suspended to meet a price point as well as the needs of a variety of riders in a variety of situations, which has baked-in limitations.
The 659cc parallel-Twin in the Z650RS makes 67 hp at 8,000 rpm and 48.5 lb-ft of torque at 6,500 rpm.
The fuel system of the Z650RS features a dual throttle valve configuration, with the main valves directly attached to the cable extending back from the twistgrip and the secondary valves controlled by the bike’s ECU. The two-step process, according to Kawasaki, endeavors to “precisely regulate intake airflow to ensure a natural, linear response.” However, in lower gears at around-town speeds, throttle application felt abrupt. No matter how smoothly I attempted to modulate a steady throttle, the Z650RS responded by light-switching between acceleration and deceleration. At higher speeds in higher gears, however, there was a more rheostatic throttle response. Given such inconsistent behavior, I wouldn’t swap the Kawi’s EFI for the Honda’s carburetors. But ask me again when it comes time to clean those four carbs.
Classic round headlight is powered by a modern LED. Bullet-shaped gauges add to throwback style.
Sometimes you just don’t realize how good you have it until you’re physically reminded. Clutch pull on the Honda is hastening arthritis in my left hand. Working the clutch lever in stop-and-go city traffic has the muscles and tendons in my hand and forearm pleading for respite after an hour of riding. The Z, in contrast, features a slip/assist clutch that offers a feather-light pull. Not only does it lessen the amount of strength required to operate the clutch, it also reduces the amount of engine braking at the rear wheel during downshifts – a modern luxury that has spoiled us.
With no other motorcycling option, I drove a cage from my home in Long Beach, California, to attend the Z650RS press launch that began in downtown Hollywood. The notion of navigating the Honda through LA’s rush-hour traffic was outweighed by my desire to survive. The CB400F’s ancient brakes seem to be carved from balsa wood.
Cast wheels are designed to mimic spoked rims. They’re shod with Dunlop Sportmax Roadsport 2 tires.
The retro-styled Kawi employs fully modern dual 300mm front discs squeezed by two-piston Nissin calipers, which providing all the braking performance I needed. There was good feel at the lever, allowing me to increase or decrease pressure as warranted. The single rear disc was equally praiseworthy, and the whole package gets an added level of safety with standard ABS.
The seating position and rider-machine interface of the Z650RS is everything you’d expect of a sport standard – comfy and user-friendly. From the reach to the handlebars, bend in the knees, positioning of the footrests, and width of the seat, the RS just feels right. Whether around town, in the canyons, or on the freeway, I struggled to find something ergonomic to complain about.
The 2022 Kawasaki Z650RS has the agreeable ergonomics of a sport standard, with a modest seat height and a user-friendly riding position.
Just over a yard (31.5 inches) separates the top of the seat from the pavement, keeping the Z650RS manageable for the inseams of most riders. Combined with the bike’s low curb weight of 412 pounds, the Z650RS is lightweight and feels even lighter once in motion. A rubber-mounted handlebar helps nullify the already minimal amount of engine buzz, while 5-way adjustable clutch and brake levers allow for customization of settings between hands big and small.
There’s no reason why I should fixate on the fact that the Z650RS has a helmet lock, other than it being one of those useful and inexpensive conveniences that many modern motorcycles now lack. Don’t get me started on what passes for toolkits these days.
The round analog gauges are handsome, and the LCD screen in the center is useful and discreet.
Instrumentation is a matter of old-school clocks meeting new-school multi-functionality. The analog speedo and tach are era-appropriate and nicely outfitted with chrome bezels, while the LCD screen features easy-to-read white letters on a black background and includes a gear-position indicator, clock, and fuel gauge. Eat your heart out, 1975!
Styling of the Z650RS is a mash-up of new meets old, which will most likely spark unresolved arguments of a subjective nature. While not an inherently smooth inline-Four like my CB, the Kawi’s parallel-Twin is a better engine choice for reducing cost, complexity, maintenance, and weight. It’s bulletproof, too, getting its neck wrung out on bikes ranging from the Versys 650 to flat-track racebikes. The cast wheels resemble the spoked wheels of distant-past KZ650 models, though later KZs were outfitted with cast wheels.
Reminiscent of the old-school UJMs, the Z650RS brings modern performance and technology to the table while delivering solid value.
Then there’s the exhaust. What first attracted me to the 400 Four was its unmistakably beautiful exhaust system. While the Z900RS holds true to its ’70s era roots with a long-swept pipe ending in a chrome muffler, Kawasaki chose to equip the Z650RS with the same stubby Versys-esque muffler found on the Z650. Another visual eyesore is the parts-bin radiator made obvious by its unused mounting tabs and too-wide width forcing the ugly routing of the return and overflow tubes. When you’re paying a premium for style, details matter.
Available color schemes are spot-on for the era, especially for the Candy Emerald Green version with its use of pinstripes and raised Kawasaki tank emblem. Blinkers on all the RS models are modern with transparent lenses encasing colored LED lights, not the saucer-shaped disco-age variety. A must-have upgrade is the chrome grab bar available as an accessory from the Kawasaki parts catalog.
Fuel capacity of the Z650RS is just 3.2 gallons.
For now, I’ll keep my Honda. I’ve owned it for so long, it’d be like an itchy phantom limb if it weren’t in my garage. But, given the choice between buying one today (clean examples will set you back anywhere from $5,000 to $7,000) and buying a brand-new Z650RS, the decision would hinge on riding intentions and wrenching ability.
The Honda holds the upper hand in the coolness factor by way of its authenticity, but it is seriously compromised in the harsh light of modern transportation and pales in comparison to the performance and ability of the Z650RS. A daily commuter in La La Land the Honda is not. There are also mechanical concerns such as adjusting points, syncing carburetors, and a host of other woes old bike ownership demands.
2022 Kawasaki Z650RS in Metallic Moondust Gray/Ebony
The Kawasaki has the ability to be whatever a rider wants it to be: commuter, sportbike, sport-tourer, or weekend runabout. The Z650RS, like many of the old standards, is built to conquer it all. Throw in all its wonderful modern conveniences and reliability, there’s little to worry about. Lube and adjust the chain, change the oil regularly, keep the battery charged, and just ride. If you’re attracted to old-school cool styling but want to avoid old-school bike ownership, you can get the best of both worlds with the Z650RS.
2022 Kawasaki Z650RS Specs
Base Price: $8,999 Website:kawasaki.com Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl. Displacement: 649cc Bore x Stroke: 83.0 x 60.0mm Horsepower: 67 hp @ 8,000 rpm Torque: 48.5 lb-ft @ 6,500 rpm Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: O-ring chain Wheelbase: 55.3 in. Rake/Trail: 24.0 degrees/3.9 in. Seat Height: 31.5 in. Wet Weight: 419 lbs Fuel Capacity: 3.2 gals.
Riding the 2023 Triumph Tiger 1200 Rally Pro in Portugal. Photo by Kingdom Creative.
We test the all-new 2023 Triumph Tiger 1200, which is available in five variants: GT, GT Pro, GT Explorer, Rally Pro, and Rally Explorer. The GT models are geared toward street adventures, while the Rally models are designed to get dirty. We rode all but the base-model GT at the Tiger 1200 world press launch in Portugal.
The updated Tiger 1200 adventure bike is both slimmer and stronger. It lost 55 lbs and gained serious grunt with the 1,160cc inline-Triple adapted from the Speed Triple 1200 RS, which makes 148 hp at 9,000 rpm and 96 lb-ft of torque at 7,000 rpm. Reworked from nose to tail and crown to sole, the new Tiger 1200 platform also has a new lightweight trellis frame, a cast-aluminum Tri-Link swingarm with shaft final drive, Showa semi-active suspension, a full electronics suite and much more.
The 2022 Nightster is Harley-Davidson’s latest offering, resurrecting an old Sportster model name for a new liquid-cooled Sportster variant using a Revolution Max 975T powertrain. It’s similar to the Sportster 1250 S, but it’s dressed in more traditional garb with several classic Sportster styling cues, like the walnut fuel tank shape, round air intake cover, and a side cover that looks like the previous Sportster’s oil tank. The Nightster also uses twin shocks rather than the S’s rear monoshock. What looks like a fuel tank is an airbox cover to ensure adequate breathing for the 90-hp variable-valve-timing V-Twin, while a 3.1-gallon fuel tank resides below the seat. Pricing starts at $13,499 for the Vivid Black version, while color options retail for $13,899. More information can be found in the press release below.
The 2022 Harley-Davidson Nightster model starts a new chapter in the Harley-Davidson Sportster motorcycle story – a leap forward in performance and design while remaining an accessible entry point to motorcycling and the brand. This all-new motorcycle combines a classic Sportster model silhouette with the on-demand performance of the new Revolution Max 975T powertrain and a host of contemporary electronic rider aids and features. The 2022 Nightster model redefines the Sportster motorcycle experience for a new generation of riders.
“The Nightster is an instrument of expression and exploration, underpinned by performance,” said Jochen Zeitz, Chairman, President, and CEO of Harley-Davidson. “By building on the 65-year Sportster legacy, the Nightster provides a canvas for creativity and personalization, offering the ultimate platform for customization and expression for new and existing riders.”
New Revolution Max 975T Powertrain
At the heart of the 2022 Nightster model is the new Revolution Max 975T powertrain. It is a liquid-cooled, 60-degree V-Twin with a torque curve that stays flat through the broad powerband – and engine performance designed to deliver strong acceleration and robust power through the mid-range. The length and shape of the intake velocity stacks, combined with the airbox volume, are tuned to maximize performance across the engine speed range. The profiles of dual overhead camshafts and Variable Valve Timing phasing on the intake valves are designed to match the performance of this engine.
Revolution Max 975T Engine Specs
Displacement 975cc
90 hp (67 kW) @ 7,500 RPM
70 lb-ft (95 Nm) peak torque @ 5,000 RPM
97mm bore x 66mm stroke
Compression Ratio 12:1
Hydraulic valve lash adjustment ensures quiet operation and eliminates the need for costly, complicated service procedures. Internal balancers help reduce engine vibration to enhance rider comfort and improve vehicle durability. The balancers are tuned to retain just enough vibration to make the motorcycle feel alive.
Powerful Agility
The Nightster model pairs a nimble, lightweight chassis with a powerful engine tuned for strong mid-range performance, an ideal combination for navigating urban traffic and charging along curving backroads. Mid foot controls and a low-rise handlebar put the rider in a centered, comfortable posture on the bike. Unladen seat height is 27.8 inches. The low seat height combined with a narrow profile makes it possible for most riders to confidently place feet down flat at a stop.
The Revolution Max 975T powertrain is the central, structural component of the Nightster motorcycle chassis, which significantly reduces motorcycle weight and results in a very stiff chassis. The tail section structure is lightweight aluminum. The swingarm is formed of welded rectangular steel tubing and is an attachment point for the dual rear shock absorbers.
Front suspension is 41mm SHOWA Dual Bending Valve conventional forks designed to provide improved handling performance by keeping the tire in contact with the road surface. The rear suspension features dual outboard emulsion-technology shock absorbers with coil springs and a threaded collar for pre-load adjustment.
Rider Safety Enhancements
The Nightster model is equipped with Rider Safety Enhancements* by Harley-Davidson, a collection of technologies designed to match motorcycle performance to available traction during acceleration, deceleration, and braking. The systems are electronic and utilize the latest chassis control, electronic brake control, and powertrain technology. Its three elements are:
Antilock Braking System (ABS) is designed to prevent the wheels from locking under braking and helps the rider maintain control when braking in a straight-line, urgent situation. ABS operates independently on front and rear brakes to keep the wheels rolling and prevent uncontrolled wheel lock.
Traction Control System (TCS) is designed to prevent the rear wheel from excessive spinning under acceleration. TCS can improve rider confidence when available traction is compromised by wet weather, an unanticipated change in the surface, or when riding on an unpaved road. The rider can deactivate TCS in any Ride Mode when the motorcycle is stopped and the engine is running.
Drag-Torque Slip Control System (DSCS) is designed to adjust engine torque delivery and reduce excessive rear-wheel slip under powertrain-induced deceleration, which typically occurs when the rider makes an abrupt down-shift gear change or quickly reduces the throttle while on wet or slippery road surfaces.
Selectable Ride Modes
The Nightster model offers selectable Ride Modes that electronically control the performance characteristics of the motorcycle, and the level of technology intervention. Each Ride Mode consists of a specific combination of power delivery, engine braking, ABS, and TCS settings. The rider may use the MODE button on the right-hand controller to change the active ride mode while riding the motorcycle or when stopped, with some exceptions. A unique icon for each mode appears on the instrument display when that mode has been selected.
Road Mode is intended for daily use and delivers balanced performance. This mode offers less-aggressive throttle response and less mid-range engine power than Sport Mode, with a higher level of ABS and TCS intervention.
Sport Mode delivers the full performance potential of the motorcycle in a direct and precise manner, with full power and the quickest throttle response. TCS is set to its lowest level of intervention, and engine braking is increased.
Rain Mode is designed to give the rider greater confidence when riding in the rain or when traction is otherwise limited. Throttle response and power output are programmed to significantly restrain the rate of acceleration, engine braking is limited, and the highest levels of ABS and TCS intervention are selected.
The 3.1-gallon lightweight plastic fuel cell is located below the seat – what appears to be a traditional fuel tank forward of the seat is a steel cover for the airbox. The fuel fill is reached by lifting the hinged locking seat. Locating the fuel cell below the seat optimizes the capacity of the engine intake airbox and moves the weight of fuel lower in the chassis compared to a traditional fuel tank location, which results in a lower center of gravity for improved handling and easier lift off the sidestand.
The Nightster model features a round 4.0-inch-diameter analog speedometer with an inset multi-function LCD display mounted on the handlebar riser. All-LED lighting is designed to deliver style and outstanding performance while also making the motorcycle conspicuous to other motorists. The Daymaker LED headlamp has been designed to produce a homogenous spread of light, eliminating distracting hot spots. Combination rear brake/tail/signal LED lighting is located on the rear fender (U.S. market only).
Fresh Design Based on Classic Form
All-new from the wheels up with a look that is lean, low, and powerful, the Nightster model conveys classic Sportster model styling cues, most obviously in the exposed rear shock absorbers and the shape of an airbox cover that evokes the iconic Sportster walnut fuel tank. The round air intake cover, solo seat, chopped fenders, and speed screen recall elements of recent Sportster models, while a side cover that conceals the under-seat fuel tank has a shape similar to the previous Sportster oil tank. The Revolution Max powertrain is the centerpiece of the design, framed by snaking exhaust headers and finished in textured Metallic Charcoal powder coat with Gloss Black inserts. A cover below the radiator conceals the battery and helps the radiator appear less prominent. The wheel finish is Satin Black. Paint color options include Vivid Black, Gunship Grey, and Redline Red. Gunship Grey and Redline Red color options will be applied only to the airbox cover; the front and rear fenders and speed screen are always finished in Vivid Black.
Harley-Davidson Genuine Motor Parts & Accessories has created a range of accessories for the Nightster motorcycle, designed to enhance fit, comfort and style.
The Nightster model arrives at authorized Harley-Davidson dealerships globally beginning in April 2022. U.S. Base MSRP is $13,499 (Vivid Black) and $13,899 (color options).
Harley-Davidson stands for the timeless pursuit of adventure and freedom for the soul. Go to H-D.com to learn more about the complete line of 2022 Harley-Davidson motorcycles, gear, accessories and more.
KTM’s top-dog, off-road-ready adventure bike, the 1290 Super Adventure R, gets a range of updates for 2022, including engine/chassis tweaks, updated WP XPLOR suspension, Bridgestone AX41 tires, rally-inspired bodywork, and more. Photos by Kevin Wing.
Sometimes there is a recognizable moment when you click with a motorcycle. That moment didn’t happen right away on the 2022 KTM1290 Super Adventure R. It happened after we had already completed two days of testing and photography, burned 18 gallons of premium fuel, and redlined the KTM on Jett Tuning’s dyno.
That moment came on a Saturday, when I was out on a solo ride, winding my way through Los Padres National Forest on State Route 33. The 33 passes within earshot of my house, but it doesn’t get good for another 13 miles, when it starts to slither through a canyon carved by the Ventura River and enters Wheeler Gorge, which is so narrow that three tunnels had to be blasted through the rock to build the road. After climbing out of the gorge and passing a campground, Route 33 curves left in a big sweeper that’s like passing a bright-red neon sign that says GO FOR IT!
For this test of the KTM 1290 Super Adventure R, we headed to the eastern foothills of California’s Sierra Nevada range. That pointy peak to the left is Mount Whitney, the tallest mountain in the contiguous U.S.
It was a cold, gray morning – just 43 degrees, according to the KTM’s temperature gauge. My fingers ached and I wished the bike had heated grips, but the engine and tires were up to temp. I thumbed a few buttons to switch from Street to Sport mode, gave the throttle a good twist, and felt the 1290 lunge forward.
Following the big sweeper is a series of constant-radius corners – right, left, right, left, right, left – that are like a racetrack with smooth pavement and familiar curves. I quickshifted down a couple gears, adjusted both body and throttle, and looked far ahead to each corner exit. As the last one opened onto a long straight, I gave it the whip. The big blocks of the Bridgestone Battlax Adventurecross AX41 tires squirmed as they found grip and the TC light flashed to let me know the electronics had things under control.
The KTM 1290 Super Adventure R’s prodigious power, state-of-the-art electronics, and top-shelf components make it a beast on paved backroads.
That was the moment. That was when a mix of satisfaction and heightened awareness combined into a mischievous smile that no one could see. When I realized that this – this right here – is what it’s all about.
Strong Bones
KTM’s 1290 Super Adventure platform includes two models: the street-focused 1290 Super Adventure S, which we tested a few years ago, and the off-road-ready R you see here. Both are built around the 1,301cc LC8 V-Twin, a versatile, powerful engine that’s also found in the 1290 Super Duke R naked bike.
Revised bodywork wears rally-inspired orange, white, and blue livery. Handguards, tubular-steel crash bars, and a skid plate come standard.
Refined over many years, the LC8 has been further updated to reduce weight and improve performance. Thinner crank-case walls and other internal changes shed 3.5 pounds of weight. Revised oil routing reduces friction losses, while new ignition coils and a centralized spark plug improve combustion. A new cooling system uses dual radiators to better dissipate engine heat. A revised and repositioned airbox allows the ram air intakes to work more efficiently. In front of the fuel tank is a new storage compartment, which can be removed by taking out four screws to easily access a new air filter with vertical ribs that help direct dust and dirt to the bottom of the airbox. A new Euro 5-compliant exhaust system has two headers, two catalytic converters, and three sensors, and a revised stainless-steel silencer reduces exhaust noise.
As the scratches show, the crash guards did their job.
The 6-speed Pankl transmission has been reworked to provide shorter shifting action and smoother, faster gear changes, especially when using the optional quickshifter. The shift drum, now made of aluminum rather than steel, is lighter and machined with more precision. A new bronze coating on the shift forks reduces abrasion compared to the hard-chromed parts on previous models. New friction plates help the slip/assist clutch disengage easier at low speeds.
Holding the LC8 in place is a chromoly-steel trellis frame that uses the engine as a stressed member of the chassis. To improve weight distribution and agility, the steering head was moved back 15mm, the engine mounts were relocated, and the aluminum subframe was redesigned. A longer cast-aluminum swingarm, which has an open-lattice design to minimize weight, improves stability during acceleration.
The Alabama Hills is a big sandbox that’s fun to play around in. It’s mostly BLM land, and there’s an extensive network of jeep roads and OHV trails. There are many places to camp, and internet guides will show you how to find famous film locations.
Zeros and Ones
We’re living in the digital age, and nearly every top-tier motorcycle has electronic features that allow the riding experience to be customized and enhanced. Equipped with throttle-by-wire and a new 6-axis IMU, the 1290 SA-R has ride modes (Sport, Street, Rain, and Off-road), dual-mode ABS (Road and Off-road), KTM’s Motorcycle Stability Control system, and cornering lights. The ride modes adjust engine output, throttle response, and lean-angle-sensitive traction control.
KTM says more than 90% of the 1290 Super Adventure R’s components were updated for 2022. The new horseshoe-shaped fuel tank has three sections, and it carries most of its 6.1 gallons in lower side pods. A slimmer upper tank area facilitates stand-up riding.
In full-power Sport mode, the 1290 produced 126 hp at 9,100 rpm and 88 lb-ft of torque at 8,000 rpm at the rear wheel on Jett Tuning’s dyno. Street mode offers the same level of power with less direct throttle response and more TC intervention. In limited-power Off-road mode, it made 81 horsepower at 6,600 rpm and 62 lb-ft of torque at 6,900 rpm. Rain mode offers the same power with softer throttle response and maximum TC intervention, whereas Off-road mode allows the greatest amount of rear-wheel spin among the four modes. (These dyno figures are down a few points because the knobby tread of the 40% on-road/60% off-road Bridgestone AX41 rear tire does not hook up as well as a more street-biased tire on a dyno’s rear drum.)
Our test bike was equipped with the optional Tech Pack ($749.99), which adds Rally mode, motor-slip regulation, hill-hold control, and the up/down Quickshifter+. Intended for aggressive off-road riding, Rally mode delivers full power and 1:1 throttle response, or it can be customized with maps from other ride modes. It also allows rear-wheel slip to be adjusted (levels 1-9) on the fly using up (+) and down (-) buttons on the left switchgear. The same buttons are used to set, resume, and adjust speed for cruise control, which is standard.
In Rally mode, rear-wheel spin can be adjusted over nine levels.
Rally mode also activates a special screen on the new, larger 7-inch color TFT display that shows slip level and gear position in extra-large numerals. On the TFT’s default and sub-menu screens, the information is shown using bold, vivid fonts and graphics. The angle of the TFT display can be adjusted, and the surface is scratch- and glare-resistant. It’s easy to read even in bright sunlight, and the background color automatically changes from white to black in low-light situations. KTM has always had an intuitive menu system, and it is now even easier to use, aided by redesigned switches.
Bridgestone AX41 40/60 tires provide good grip on pavement and excellent traction off-road.
Greg’s Gear: Helmet:Fly Racing Odyssey Adventure Modular Jacket and Pants: Fly Racing Terra Trek Gloves:Alpinestars Patro Gore-Tex Boots: Forma Adventure
Bluetooth connectivity is available via the KTM MY RIDE smartphone app, which will display turn-by-turn navigation, mu-sic, and incoming calls on the TFT. The storage compartment in front of the fuel tank is waterproof and has a USB charging port, though it cannot be locked. KTM’s keyless Race On system, which uses a remote fob to turn on the bike, lock/unlock the steering, and open the gas cap, offers extra security with a new Anti-Relay Attack mode.
Heading for the Hills
The 1290 Super Adventure R is KTM’s top-dog ADV for the dirt, but like any adventure bike in the open-class segment, most of its miles will be logged on pavement. That’s why it has Sport, Street, and Rain ride modes, a Road ABS mode, cruise control, and removable rubber inserts in its cleated footpegs. Although the new Bridgestone AX41 tires have an off-road bias, the big-block tread rolls smoothly on the road with minimal noise and provides decent cornering grip.
Brembo 4-piston radial calipers squeezing 320mm discs and a Brembo radial master cylinder deliver strong, precise braking at the front wheel. Alpina’s sealed spoked aluminum rims allow tubeless tires.
With photographer Kevin Wing on my six, we rode more than 200 paved miles to reach Lone Pine, a high-desert town that sits at 3,700 feet in California’s Owens River valley. A few miles to the west, the Sierra Nevada range forms a jagged wall that towers more than 10,000 feet above the valley floor. On a clear day, standing just about anywhere in Lone Pine provides an unobstructed view of 14,505-foot Mount Whitney, the highest peak in the lower 48 states.
Knobs next to the TFT display raise the windscreen by up to 2 inches. Bold graphics are readable both at speed and in bright sunlight.
We were battered by severe headwinds on the ride to Lone Pine. The KTM’s short, rally-style windscreen, which can be hand-adjusted up a couple inches, provides only modest wind protection. Handguards are standard, and the lower pods of the horseshoe-shaped fuel tank (a design also used on the 890 Adventure) provides some lower body protection. Wrapped around the new tank is fresh bodywork with large exit vents for the dual radiators. With most of the fuel located in the pods on either side of the engine, the upper tank area was made slimmer to facilitate stand-up riding.
Below the main headlight are cornering lights, and everything is LED. On the new 1290 Super Adventure S, the radar for adaptive cruise control fills the middle cavity.
The two-up seat was also redesigned. It has firm, supportive padding and grippy cover material, and the height of the pi-lot’s portion was lowered from 35 to 34.6 inches. Behind the pillion seat is a sturdy aluminum luggage rack with integrated passenger grab handles. The rack provided a convenient place to mount Nelson-Rigg’s 30-liter Hurricane Waterproof Backpack/Tail Pack to carry my gear.
The new seat is a 0.4 inch lower than before. The large rear rack provides a good perch for luggage or an optional top box.
As with many full-size adventure bikes, the KTM has a spacious cockpit with an upright seating position, generous legroom, and a comfortable reach to its wide, tapered aluminum handlebar. Seat height is fixed, but handlebar position, clutch and brake lever reach, and gear shifter and brake pedal height can all be adjusted to suit different riders.
Gettin’ Dirty
In the rolling foothills between Lone Pine and the Sierra Nevada lay the Alabama Hills, a group of rock formations that for many years has been a popular filming location for westerns and other movies. The area is crisscrossed with sandy roads and trails, making it an ideal place to evaluate the 1290’s off-road chops. Before leaving the pavement, I aired down the AX41 tires from the recommended 35/42 psi to 30 psi at both ends for better traction. The TFT’s bike info screen shows a schematic of the 1290, and at the lower pressure the wheels changed from green to red and the tire-pressure-monitoring system issued a warning (which can be cleared by pressing a button). To maximize off-road capability as well as tire choices, the 1290 has a 21-inch front and 18-inch rear wheelset. Spoked aluminum rims are made by Alpina, and they have an O-ring seal system that accommodates tubeless tires.
The 1290 SA-R blasts over soft sand without breaking a sweat. The well-calibrated Off-road ABS prevents front-wheel lockup but allows the rear wheel to be skidded for aggressive stops.
Riding an adventure bike off-road, especially a powerful one that weighs 539 pounds, comes with abuse. Tubular-steel lower crash bars and a big skid plate are standard equipment, as are a centerstand and integrated mounts for optional saddlebags. The 1290’s greatest asset for off-road riding is its WP XPLOR suspension, which was originally developed for and is still used on KTM’s EXC enduro models. The fully adjustable setup offers 8.7 inches of travel at both ends (ground clearance is 9.5 inches). The 48mm inverted fork has compression in the right leg and rebound in the left, both easily adjustable with dials on the fork caps. Out back, a PDS (Progressive Damping System) monoshock offers both low- and high-speed compression, rebound, and a remote preload adjuster. Damping settings were revised to provide greater control, and the rear shock now offers more bottoming resistance.
The round rocks of the Alabama Hills contrast the jagged peaks of the Sierra. Many westerns were filmed here.
The high-quality suspension is incredibly forgiving. It compensates for mistakes and minimizes drama, absorbing hits big and small to keep the chassis from getting out of shape. The 1290 also has a steering damper made by WP, which helps keep front wheel deflections from becoming white-knuckle headshakes. When riding a big ADV off-road, it pays to be judicious with line choice, but soft sand, ruts, and other obstacles often have other plans. Time and again, the 1290 allowed for corrections to be made or dealt with the unexpected in a way that translated into trust and confidence.
Rounding a graceful set of curves on Whitney Portal Road.
On one long stretch of two-track in the Carrizo Plain National Monument, I was up on the pegs and humming along at speed when the road beneath me suddenly disappeared. A small gully had snuck up on me, and I launched off the lip and landed hard on the opposite face. The suspension fully compressed but didn’t bottom out abruptly, and the bike stayed on course. I was chastened by my oversight but relieved by the outcome.
The upright seating position is all-day comfortable.
The 1290’s Off-road and Rally ride modes, especially the latter’s adjustability for throttle response and rear-wheel spin (it also turns off wheelie control), allow the engine’s power to be tailored to conditions. With a linear power curve and a flat torque spread, it’s easy to dial in just what you need for big powerslides or to slowly navigate a tricky rock garden. The slip/assist clutch provides good feel at the lever, the quickshifter simplifies gear changes, and the Off-road ABS allows the rear wheel to be locked up as needed.
Blasting down a dirt road at full power in Rally mode is an adrenaline-pumping experience.
Destination Unknown
As good as the 1290 Super Adventure R is off-road, it’s also highly capable and an absolute blast to ride on paved backroads. Those who don’t plan to do much off-road exploring will get more mileage and better grip out of a set of 90/10 adventure tires, but the 40/60 Bridgestones allow deep lean angles and provide good straight-line stability.
The appeal of adventure bikes is their ability to do it all. You could mount luggage on the 1290 and ride solo or with a passenger to the nearest campground or clear across the country. Its 6.1-gallon tank encourages long rides between fuel stops. Over the course of our 1,000-mile test, we averaged 36.4 mpg and 222 miles of range. With headwinds on the free-way and aggressive on- and off-road riding, fuel economy dipped as low as 30 mpg (184 miles). In mellower conditions, we got 44.3 mpg (271 miles).
Once you arrive at your destination, you can drop the luggage and explore what begins when the pavement ends. No, you can’t ride a big ADV like it’s a dual-sport. But with a little restraint and sound judgment, the 1290 Super Adventure R can take you to places well off the beaten path. There are more than one million miles of unpaved roads in this country and millions more beyond our borders. What are you waiting for?
2022 KTM 1290 SUPER ADVENTURE R SPECS
Base Price: $19,499 Price as Tested: $20,249 (Tech Pack) Warranty: 1 yr., 12,000 miles Website:ktm.com ENGINE Type: Liquid-cooled, transverse 75-degree V-Twin, DOHC w/ 4 valves per cyl. Displacement: 1,301cc Bore x Stroke: 108 x 71mm Compression Ratio: 13.1:1 Valve Insp. Interval: 18,600 miles Fuel Delivery: Keihin EFI w/ 52mm throttle bodies x 2 Lubrication System: Dry sump, 3.8 qt. cap. Transmission: 6-speed, hydraulically actuated slip/assist wet clutch Final Drive: X-ring chain CHASSIS Frame: Chromoly steel trellis w/ engine as stressed member, aluminum subframe & cast aluminum swingarm Wheelbase: 61.3 in. Rake/Trail: 25.3 degrees/4.4 in. Seat Height: 34.6 in. Suspension, Front: 48mm inverted fork, fully adj. w/ 8.7 in. travel Rear: Single PDS shock, fully adj. w/ 8.7 in. travel Brakes, Front: Dual 320mm floating discs w/ 4-piston radial calipers & ABS Rear: Single 267mm floating disc w/ 2-piston caliper & ABS Wheels, Front: Spoked tubeless, 2.50 x 21 in. Rear: Spoked tubeless, 4.25 x 18 in. Tires, Front: 90/90-21 Rear: 150/70-18 Wet Weight: 539 lbs. Load Capacity: 453 lbs. GVWR: 992 lbs. PERFORMANCE Horsepower: 126.4 hp @ 9,100 rpm (rear-wheel dyno, Sport mode) Torque: 87.7 lb-ft @ 8,000 rpm (rear-wheel dyno, Sport mode) Fuel Capacity: 6.1 gals. Fuel Consumption: 36.4 mpg Estimated Range: 222 miles
The updated 2022 Suzuki GSX-S1000 received engine updates, new electronics, all-new styling, improved ergonomics, and more. Photos by Kevin Wing.
Engine development is the costliest aspect of designing a new motorcycle. Manufacturers, always vigilant about the bottom line, sometimes spread out these costs by using the same engine in multiple models. The 2022 SuzukiGSX-S1000 is built around the 999cc inline-Four originally from the GSX-R1000 K5 (2005-2008), which won multiple AMA Superbike championships. Advantages of the K5 engine include a long-stroke design that delivers strong low and midrange power, a crankshaft/gearbox configuration that allows the twin-spar frame to run directly from the steering head to the swingarm pivot, and a proven track record of performance and reliability.
The 2022 Suzuki GSX-S1000 is available in Metallic Matte Mechanical Gray with black wheels (on left) and in a Metallic Triton Blue paint scheme inspired by Suzuki’s MotoGP race livery with color-matched wheels.
When the GSX-S1000 debuted for 2016, it was available in a naked version and a faired “F” version. Because the GSX-S was a sportbike designed for the street rather than the track, its detuned engine made less peak power than the GSX-R it was based on. Cam profiles and valve timing were mellower. Valves and the exhaust were made of steel rather than titanium. The tradeoff was a less expensive bike that was easier to live with thanks in large part to its more relaxed ergonomics.
Over time, successful spin-off models – like the Suzuki V-Strom 650 that was derived from the SV650 – take on a life of their own and follow their own development path. That’s the case with the GSX-S1000, which has been thoroughly overhauled for 2022 and is joined by two new sport-touring models, the GSX-S1000GT and saddle-bags-equipped GSX-S1000GT+ (we’ll have a test of the latter soon).
Steering leverage and comfort are aided by a handlebar that’s wider and closer to the rider.
Visually, the new GSX-S1000 has much more aggressive, sharp-edged bodywork than its predecessor. It has angular panels flanking the larger fuel tank (5 gals., up from 4.5) and radiator, small MotoGP-style winglets, and a stacked headlight array that juts forward like a beak. It also has a slimmer tailsection and LED lighting all around. But the GSX-S received more than just a facelift.
New camshaft profiles, valve springs, throttle bodies, and airbox, and a revised 4-2-1 exhaust contribute to a 2-hp bump in peak power, a broader, smoother torque curve, and Euro 5 emissions compliance. On Jett Tuning’s dyno, the GSX-S1000 sent 136 hp and 73 lb-ft of torque to the rear wheel. Power climbs linearly to its peak at 10,200 rpm while torque spreads out wide like a mesa, with more than 60 lb-ft on tap from 4,300 rpm to 11,300 rpm. (See dyno chart at end of post.)
Despite its aggressive stance, the new GSX-S1000 has a larger fuel tank, more comfortable ergonomics, engine
refinements, and other changes that make it a well-rounded streetbike.
A new throttle-by-wire system enables three ride modes (Active, Basic, and Comfort) that adjust throttle response and power delivery. The GSX-S1000 is equipped with switchable, five-level traction control, a new up/down quickshifter, and Suzuki’s Easy Start and Low RPM Assist. And the 6-speed transmission is mated to a new slip/assist clutch.
From the first few moments in the GSX-S1000’s saddle until the last time I dropped the kickstand, the word that kept popping into my head was “smooth.” At idle, the engine hums dutifully, and spent gasses exiting the stubby exhaust seem to barely disturb the surrounding air. The riding position is pleasantly neutral, with a damped-mount aluminum handlebar that is 0.9 inch wider and 0.8 inch closer to the rider than on the previous model. The seat has been revised with more comfortable padding and a dished shape that cradles the rider.
Precise fueling and throttle response, linear power delivery, a rapid-fire quickshifter, and quality components help keep the GSX-S1000 cool and composed on curvy roads.
Greg’s Gear Helmet: Fly Racing Sentinel Jacket: Fly Racing Strata Gloves: Fly Racing Brawler Pants: Fly Racing Resistance Jeans Boots: Fly Racing Milepost
Pulling away from stops and rowing up and down through the gears feels effortless. Like other slip/assist clutches, the Suzuki Clutch Assist System uses interlocking ramps that increase plate pressure during acceleration and provide slip as needed during aggressive deceleration and downshifts. The clutch requires only a light pull, and feel and engagement are spot-on. Both the clutch and brake levers are adjustable for reach.
A twin-spar aluminum frame wraps around a 999cc inline-Four derived from the GSX-R1000 K5.
Suzuki’s Bi-Directional Quick Shift system uses a gear-position sensor near the shifter that provides more precise response than quickshifters incorporated into the shift rod. Of the many quickshifters I’ve tested on a variety of different motorcycles, none have responded with such crisp, immediate engagement, especially in lower gears and on downshifts. No vagueness, no hiccups, just smooth, accurate gear changes.
Fueling and power delivery are close to faultless. Even the slightest movements in the throttle translate to small adjustments in speed with no hesitation or electronic delay. The connection between the rider’s right wrist and the rear wheel feels direct, almost intuitive. Likewise, large handfuls of throttle produce a rapid surge in thrust with no ap-parent peaks or valleys, the exhaust delivering a satisfying wail as the inline-Four spins up quickly.
Coming to a curve near you….
In keeping with its Superbike pedigree, the GSX-S1000 has a massive twin-spar cast-aluminum main frame that wraps around the engine, as well as a robust cast-aluminum swingarm. Suspension is by KYB, with a fully adjustable 43mm inverted fork and a link-type monoshock that’s adjustable for preload and rebound. With damping tuned for the street, the suspension is responsive at speed and provides reassuring compliance on irregular pavement.
Part of the GSX-S1000’s redesign includes MotoGP-style winglets.
A pair of Brembo 4-piston radial-mount monoblock calipers provide stopping power at the front, squeezing fully floating 310mm rotors. They have good initial bite and progressive feel at the lever, slowing the 472-lb bike and its rider with authority. Out back, a Nissin 1-piston caliper squeezes a 240mm disc. ABS is standard but, like the traction control system, it is not lean-angle sensitive.
The GSX-S1000 rolls on Dunlop Roadsmart 2 sport-touring tires that walk a middle ground between grip and mileage. Their Intuitive Response Profile (IRP) provides a large, reassuring contact patch when leaned over in corners. The rubber is wrapped around six-spoke, 17-inch cast-aluminum wheels. On bikes with the Metallic Triton Blue paint scheme inspired by Suzuki’s MotoGP race livery, the wheels are color-matched to the bike; the wheels are black in the Metallic Matte Mechanical Gray colorway.
Mono-focus LED headlights shine light through convex lenses to create a bright, broad spread of light.
While negotiating one challenging series of corners after another, I continued to be impressed with how smooth and composed the GSX-S1000 felt. Its agreeable rider tri-angle, easy-to-operate controls, predictable handling, and silky power delivery help the bike work with the rider, not against them. There are no frustrating quirks, no “if only” caveats. But the GSX isn’t dull, either. It’s a well-engineered, precision-crafted perfor-mance machine that is a genuine pleasure to ride.
If there’s one area that left me wanting, however, it’s the instrumentation. The GSX’s monochrome LCD display is cluttered with information and, despite the screen’s adjust-able brightness, was difficult to read in direct sunlight. With vivid, easy-to-read TFT displays being the norm on many modern bikes, the GSX’s instrument panel looks dated. And while I appreciate the simplified switchgear, with a single mode button and a large up/down toggle on the left side to adjust settings, it isn’t intuitive.
The cockpit is minimalist, while the LCD display is overly busy and difficult to read in bright light.
It’s clear the GSX-S1000 was designed to meet an aggressive price target. The LCD instrument panel, the simplified electronic riding aids, the lack of cruise control, and other cost-saving measures enabled Suzuki to achieve an MSRP of $11,299. Other liter-class naked sportbikes from Japan cost significantly more – the Honda CB1000R retails for $12,999, and the Yamaha MT-10 is priced at for $13,999.
Suzuki has been smart about updating the GSX-S1000. It gave it a distinctive new look, improved power delivery, more comfortable ergonomics, and useful new features like throttle-by-wire, ride modes, and a fantastic quickshifter. Some manufacturers go all-in on IMU-enabled electronics, but they ratchet up the price. The GSX-S1000 is much improved from its predecessor yet still delivers solid value. Smooth is as smooth does.
2022 SUZUKI GSX-S1000 SPECS Base Price: $11,299 Warranty: 1 yr., unltd. miles Website:suzukicycles.com
ENGINE Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl. Displacement: 999cc Bore x Stroke: 73.4 x 59.0mm Compression Ratio: 12.2:1 Valve Insp. Interval: 15,000 miles Fuel Delivery: EFI w/ throttle-by-wire, 40mm throttle bodies x 4 Lubrication System: Wet sump, 3.6 qt. cap. Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: O-ring chain
CHASSIS Frame: Twin-spar cast aluminum frame & swingarm Wheelbase: 57.5 in. Rake/Trail: 25 degrees/3.9 in. Seat Height: 31.9 in. Suspension, Front: 43mm inverted fork, fully adj., 4.7 in. travel Rear: Single linkage shock, adj. spring preload & rebound, 5.1 in. travel Brakes, Front: Dual 310mm floating discs w/ 4-piston radial monoblock calipers & ABS Rear: Single 240mm disc w/ 1-piston caliper & ABS Wheels, Front: Cast, 3.5 x 17 in. Rear: Cast, 6.0 x 17 in. Tires, Front: 120/70-ZR17 Rear: 190/50-ZR17 Wet Weight: 472 lbs. Load Capacity: 408 lbs. GVWR: 880 lbs.
