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.
The 2022 Honda CBR1000RR-R Fireblade SP celebrates the 30th anniversary of the Fireblade. It’s one of 10 returning models Honda has announced for 2022-2023.
Another crop of returning 2022 models, as well as a couple for 2023, has been announced. Joining those listed above are 10 additional models in four categories, including sport, miniMOTO, dual-sport, and scooter.
Headlining the announcement is the legendary CBR1000RR-R Fireblade SP, which in 2022 adopts important new performance upgrades to celebrate the 30th anniversary of the Fireblade’s original introduction in Europe (followed a year later in the U.S.).
2022 Honda CBR1000RR-R Fireblade SP and 1992 Honda CBR900RR Fireblade
Also returning for 2022 are the CBR650R sportbike and CB650R naked bike, both of which come standard with ABS. On the miniMOTO front, the 2023 edition of the popular Grom is back, as is the 2022 edition of the retro Trail 125. The PCX also returns for 2022, continuing as the benchmark model among scooters, and joined by the 2023 Ruckus.
Three dual-sport machines were also announced – the popular CRF300L; its adventure-focused sibling, the CRF300L Rally; and the classic XR650L, the latter in a new color.
“We recognize that motorcycling comes in many forms, a fact that is reflected in today’s announcement,” said Brandon Wilson, American Honda Manager of Sports & Experiential. “The models included are each unique, but they share a commitment to delivering the enjoyment of two-wheel recreation. We’re proud of the disparate nature of the motorcycling community, and we’re happy to serve all of its members in 2022 and beyond.”
To celebrate the original, groundbreaking CBR900RR and a record of continuous challenges since the introduction of that game-changer, Honda offers a stunning 30th Anniversary version of the CBR1000RR-R Fireblade SP. For 2022, development of this model’s inline four-cylinder engine centers on mid-corner acceleration: the intake ports, airbox, airbox funnels and exhaust mid-section are all revised to deliver extra midrange power. The final-drive sprocket has gone up three teeth for stronger acceleration through each ratio, and quick-shifter performance has been upgraded. Honda Selectable Torque Control (HSTC) has also been optimized, with feedback from HRC’s riders, for refined rear-tire traction management, and throttle feel has improved even further.
The 2022 Honda CBR1000RR-R Fireblade SP will be available in Pearl White with an MSRP of $28,900, and it will be in dealerships in July 2022.
2022 Honda CBR650R
2022 Honda CBR650R
Designed to be appreciated on the street, but drawing inspiration from the supersport realm, the CBR650R excites riders with its sharp lines, complete bodywork, and corner-carving abilities, but it also delivers comfort, practicality, and value. A full-fairing sport variant of the standard CB650R, this model has a high-quality Showa Separate Function Big Piston fork, stylish aesthetics and excellent emissions performance. With a finely tuned chassis delivering light, responsive handling, and a high-revving inline 4-cylinder engine that offers enjoyable power, the CBR650R is exciting to ride and a pleasure to own, a gratifying intersection of values for the modern sportbike rider.
The 2022 Honda CBR650R will be available in Matte Black Metallic with an MSRP of $9,799, and it will be in dealerships in August 2022.
2022 Honda CB650R
2022 Honda CB650R
Honda’s iconic CB moniker evokes a proud legacy of middleweight machines that boast user-friendly four-cylinder engines mated to nimble, confidence-inspiring chassis. That’s also an accurate description of the CB650R, which features a Showa Separate Function Big Piston fork, excellent emissions performance, striking aesthetics, and comfortable ergonomics. Showcasing Honda’s Neo Sports Café design theme through its smooth lines and compact packaging, the CB650R is a popular and enjoyable naked bike that builds on the CB history of catering to diverse riding experiences, from daily commutes to exhilarating outings on tight, twisting backroads.
The 2022 Honda CB650R will be available in Matte Black Metallic with an MSRP of $9,299, and it will be in dealerships in September 2022.
The undisputed emperor of the miniMOTO world and the spawner of a vibrant subculture of fun-seekers, Honda’s Grom inspires a cross-demographic army of enthusiasts who embrace the diminutive model with remarkable passion. Its low seat height and approachability make it an unintimidating option for new riders to learn with, while its modular styling and peppy performance make it an entertaining plaything for experienced riders and a customization platform for those looking for an amusing project. It’s no wonder that the Grom continues to be one of the powersports industry’s most popular motorcycle models.
The 2023 Honda Grom will be available in Matte Black Metallic, Cherry Red, and Force Silver Metallic for the non-ABS model (MSRP is $3,499) and Pearl White for the ABS model (MSRP is $3,799). It will be in dealerships in April 2022.
When it comes to fun, approachable, popular miniMOTO models, no manufacturer even comes close to Honda, and the Trail 125 is a prime example of one such machine that also pays tribute to the past. The model harkens back to a golden era of motorcycling when there was seemingly a CT model on the bumper rack of every motor home but, like Honda’s nostalgic Monkey and Super Cub, it also incorporates the modern joys of practical design and hassle-free technology. Compared to the urban-focused Super Cub on which it is based, the Trail 125 has a number of rugged upgrades, making it ideal for casual trekking on- and off-road.
The 2022 Honda Trail 125 will be available in Glowing Red with an MSRP of $3,999, and it will be in dealerships in April 2022.
The motorcycle industry’s top-selling dual-sport model, the CRF300L boasts strong power, low weight and excellent on- and off-road performance, while also delivering unparalleled value, reliability, and styling. The model has a broad powerband, predictable handling, and aesthetic cues that are carried over from Honda’s CRF Performance line, and it’s available in standard and ABS versions, both of which are ready to provide low-cost transportation and true dual-sport adventure.
The 2022 Honda CRF300L will be available in Red with an MSRP of $5,349 without ABS and $5,649 with ABS. It will be in dealerships in April 2022.
Based on the standard CRF300L, but with comfort-focused upgrades including handguards, more fuel capacity, and a frame-mounted windscreen, the CRF300L Rally evokes images of the Dakar Rally while delivering practicality and value. More suitable for long-distance adventuring than its standard sibling, the Rally version is also a stellar commuter.
The 2022 Honda CRF300L Rally will be available in Red with an MSRP of $6,099 without ABS and $6,399 with ABS. It will be in dealerships in April 2022.
2022 Honda XR650L
2022 Honda XR650L
Yes, the XR650L has been a familiar part of Honda’s lineup for many years, but there’s a reason the tried-and-true dual-sport model continues to be popular with customers. It’s highly adaptable, opening the door to adventure on single-track trails, dirt roads, and backroads, while also delivering capable transportation in the city. The natural result of those characteristics – plus a proud Baja heritage – is a diehard following of riders, who will be pleased to know that the model has received a styling facelift for 2022.
The 2022 Honda XR650L will be available in White with an MSRP of $6,999, and it will be in dealerships in April 2022.
2022 Honda PCX
2022 Honda PCX
Honda’s PCX is the ultimate tool for tackling urban environments in style, continuing to set the standard for scooter design and technology. Equipped with a freeway-capable engine, the PCX is equally suitable for new riders and more experienced customers, delivering performance, fuel economy, great handling, a comfortable ride, and simple operation – all attributes that are vital in the scooter category.
The 2022 Honda PCX will be available in Pearl White with an MSRP of $3,899 without ABS and $4,099 with ABS. It will be in dealerships in April 2022.
2023 Honda Ruckus
2023 Honda Ruckus
When it comes to little two-wheelers that ooze personality and attitude, it’s tough to top Honda’s unique Ruckus, the model that launched an entire scooter-customization subculture. With an exposed frame and dual round headlights contributing to an industrial-looking design, plus practical features like reliability, fuel efficiency, and nimble handling, the Ruckus a great choice as a platform for personalization or affordable, around-town transportation.
The 2023 Honda Ruckus will be available in Gray, White/Metallic Blue, and Metallic Blue/Tan with an MSRP of $2,899, and it will be in dealerships in April 2022.
For more information or to find a Honda dealer near you, visit powersports.honda.com.
BRP has announced that the iconic Can-Am brand, which currently includes Spyder and Ryker three-wheelers and four-wheeled ATVs and side-by-sides, will return to its motorcycle roots. To mark the 50th anniversary of the Can-Am brand, BRP will launch a family of electric two-wheel motorcycles.
“With the motorcycle industry shifting to electric, we saw an opportunity to reclaim our motorcycle heritage and to re-enter the market,” said José Boisjoli, President and CEO of BRP. “This new product category is extremely important to us, and we are thrilled that Can-Am motorcycles are the first EV models in BRP’s electric lineup to be confirmed to consumers. Many of us have very fond memories of riding the early dirtbike models, and now we look forward to building on the rich history of the Can-Am brand to inspire and impress a new generation of motorcyclists and electric vehicle enthusiasts.”
So far, BRP has provided only the teaser photo above and a teaser video, which you can watch below:
BRP says the first models of the complete, all-electric lineup will be available in mid-2024. Based on the teaser photo, the lineup will include a roadster and an adventure bike. Bikes on the far right are harder to identify, but may include a cruiser and an all-electric version of the Spyder or Ryker three-wheelers.
The first Can-Am motorcycle was introduced in 1973 and the brand became a dominant force in motocross and endurance racing. The success elevated the brand to an iconic status right from the start. Half a century later, BRP says the new products have been developed with many different riders in mind, more specifically for those who crave adventure, seek the thrill of the open road, long for a quiet ride in the country, or want to liven up the city streets. BRP says riders can expect these new state-of-the-art electric Can-Am motorcycles to be perfect for everyday commuting and, to stay true to the track-and-trail heritage of the brand, recreational on- and off-road riding.
Overhauled for the 2023 model year, the new Triumph Tiger 1200 is available in five variants: GT, GT Pro (above), GT Explorer, Rally Pro, and Rally Explorer. Photos by Kingdom Creative.
Heavyweight adventure bikes are built to munch miles and tackle trails. The brief sounds simple, but balancing the demands of tarmac and terrain is a subtle art. Most manufacturers favor one side of the on-/off-road equation. Instead of splitting the difference, though, the 2023 Triumph Tiger 1200 splits the field, catering to long-haul road trippers with the GT series and intrepid explorers with the Rally variants.
The thoroughly updated Tiger 1200 didn’t just assume a split identity, it also went on a crash diet, shedding a claimed 55 pounds. To pack on extra muscle, Triumph repurposed the 1,160cc inline-Triple from the 2022 Speed Triple 1200 RS to pump out 148 horsepower (at 9,000 rpm) and 96 lb-ft of torque (at 7,000 rpm). Surround that punchy powerplant with a lightweight trellis frame, a cast-aluminum Tri-Link swingarm with shaft final drive, and Showa semi-active suspension, and you end up with one capable cat.
Up-spec street-oriented versions of the Triumph Tiger 1200 include the GT Explorer (left) and GT Pro (right). Designed for long-distance touring, Explorer models have larger gas tanks, heated seats, tire-pressure monitoring systems, and blind-spot radar.
The Tiger 1200 variants may share the same DNA, but they express different traits. The GT and Rally models have different headstock angles, suspension travel, damping rates, ride modes, and curb weights. Those differences allow the GT to pound the pavement while the Rally tears up the trail, with Pro and Explorer versions of each, the latter with more fuel capacity and other features for long-haul travel (including heated seats, a tire-pressure monitoring system, and blind-spot radar). With the latest-generation Tiger 1200 primed to take on the competition, we tested the GT Pro, GT Explorer, Rally Pro, and Rally Explorer (but not the base-model GT) variants on Portugal’s picturesque backroads and enduro tracks to determine whether these heavyweight adventurers can satisfy the needs of different ADV riders.
GO GET ’EM, TIGER
At the heart of the Tiger 1200 is Triumph’s liquid-cooled, 12-valve, 1,160cc inline-Triple engine. The mighty mill shares the same bore, stroke, and compression ratio as the Speed Triple 1200 RS, but a 270-degree crank, a 1-3-2 piston firing order, and shaft final drive endow the Tiger with a personality all its own. Those preparations outfit the Tiger 1200 for life on the open road and off the beaten path.
The Rally Pro and Rally Explorer variants are geared toward ADV riders who like to venture off-road. They have longer suspension travel, tubeless spoked wheels in 21-/18-inch sizes, knobbier tires, and more.
A steady torque curve and linear powerband make the Tiger ready to romp, with usable power throughout the rev range. In Tiger trim, the big Triple with a T-plane crank may not boast the most stimulating power profile in the class, but what the 1200 loses in outright horsepower numbers, it makes up for in character. Between 4,000-7,000 rpm, the engine emits a bellicose growl, and it roars up to its 9,500-rpm redline.
Unfortunately, that pleasing exhaust note is accompanied by extra vibrations just above 6,000 rpm. The footpegs buzz first and the vibes reach the bars in the higher registers. Luckily, the mill only spins 4,000 rpm at 70 mph in 6th gear, remaining comfortable for long-distance journeys. At a more spirited pace, those vibrations aren’t top of mind. During slower city riding, short shifting quelled the tremors and softened the power delivery.
The 2023 Triumph Tiger 1200 is powered by a 1,160cc inline-Triple derived from the Speed Triple 1200 RS. It makes 148 horsepower and 96 lb-ft of torque.
That same approach benefits trail riding, too. On the road, the direct line between the rider’s right wrist and the rear wheel lets the Tiger pounce out of corners. The torque-rich midrange that suits the road, however, can overwhelm grip in the dirt. The tractable Triple is just as happy to spin up or chug along, and I quickly adapted my inputs to the conditions. Triumph’s ride modes also help tame the Tiger.
Road, Rain, and Sport ride modes come standard on all models and adjust the Triple’s character accordingly. The GT Pro and GT Explorer add Off-Road and Rider (custom) modes, and the Rally Pro and Rally Explorer go one step further by adding an Off-Road Pro mode. Each mode dials the Tiger’s throttle response, damping settings, ABS, and traction control to the occasion, allowing the big-bore ADV to adapt to any environment.
When toggling through ride modes, the digital speedo/tach rotates out of the way on the 7-inch TFT display.
The Road and Rain modes live up to their names with usable power and increased ABS and TC intervention. The Tiger bears its claws in Sport mode, with a stiffened suspension, reduced traction control, and peppy throttle response that encourages a lively pace. Off-Road lowers the thresholds of both traction control and ABS actuation, while Off-Road Pro disables both for unfettered fun. With a dedicated button at the left switchgear, riders can quickly toggle between the ride modes while the Tiger is on the move.
ONE AGILE CAT
While the Tiger’s engine is the star of the show, its new Showa semi-active suspension is hardly an understudy. It offers automatic rear preload adjustment and two damping maps – Road and Off-Road – which are preselected with on-road and off-road ride modes, and damping is adjustable over nine levels within each map, from Comfort (soft) to Sport (firm). Users can fine-tune the settings on the fly to deal with pothole-strewn roads, fast-paced twisties, technical trails, long-haul cruising – you name it.
The new Triumph Tiger 1200 is equipped with premium components, such as Showa semi-active suspension, Brembo Stylema calipers, and Metzeler adventure tires. The street-oriented GT models have cast wheels.
Regardless of conditions, neither end of the nine-setting spectrum felt too spongy or hard-edged. Even in Comfort mode, the fork yields sufficient support under heavy braking without diving excessively. Conversely, the shock doesn’t buck the rider out of the seat in the Sport setting. Each mode prepares the chassis for differing conditions, but the system’s electronically controlled valves preserve the Tiger’s composure.
Users will inevitably find the suspension’s limits off the beaten path, but due to the Rally’s 8.7 inches of suspension travel and the GT’s 7.9 inches, bottoming the Tiger isn’t easy. Of course, a brisk pace on rutty trails will tax the suspension, but the semi-automatic system remained stout on the fire roads and technical singletracks we explored on the Tiger 1200 Rally Pro.
Although the updated Tiger 1200 lost a significant amount of weight, these are still heavyweight ADV bikes, with curb weights ranging from 540 lbs. for the GT Pro to 575 lbs. for the Rally Explorer.
In concert with the adaptive suspenders, Triumph outfits the Tiger 1200 with superbike-worthy Brembo Stylema calipers. A Magura HC-1 radial front master cylinder provides precise feel and feedback at the lever, and braided hoses maintain consistent performance. The system’s finesse shined when modulating the binders on the trail, yet there’s more than enough bite and stopping power when hammering the brakes into a paved hairpin. The setup’s dependable braking performance increases confidence and complements the Tiger’s sporty ambitions.
Thanks to the communicative and responsive chassis, including a new, 12-lbs-lighter trellis frame, the Tiger 1200’s sharp on-road handling belies its 540- to 575-lb curb weight (depending on variant). The heavyweight adventurer feels light on its toes, and correcting a line mid-turn is effortless. As expected, the GT series attacks the tarmac best thanks to its 19-inch/18-inch cast-aluminum wheels shod with street-optmized Metzeler Tourance 90/10 tires. However, the Rally Pro and Rally Explorer are no slouches on the asphalt, even with 21-inch/18-inch tubeless spoked wheels shod with more dirt-oriented Metzeler Karoo tires. Despite the Rally’s slight disadvantage on the street, riders with even modest off-road ambitions will benefit from the trim’s capability without losing too much pavement performance.
The Triumph Tiger 1200 has a new Tri-Link swingarm with shaft final drive.
In the dirt, it’s easy to tell when the Tiger breaks traction, allowing the rider to adjust throttle application accordingly. After sliding the Tiger through several corners during the off-road day, a ham-fisted whack on the throttle quickly brought the rear wheel around. Luckily, the Off-Road mode’s traction control helped me save the potential low-side crash. Expert off-roaders will spring for the Off-Road Pro’s aidless experience, but the standard Off-Road setting’s safety nets will suit many novice-to-intermediate riders.
RIDE THE TIGER
The Tiger 1200’s ergonomics puts the rider in a commanding position to tackle both on- and off-road sections, with a roomy cockpit that offers enough space for the rider to move fore and aft. The two Explorer variants raise the handlebars to accommodate the larger 7.9-gallon fuel tank (up from 5.3 gallons on the GTs), but it doesn’t sacrifice comfort in the process.
The Tiger 1200’s windscreen is manually adjustable on the fly using one hand.
While the Tiger’s ergos fit my 5-foot, 10-inch frame, results will vary based on the rider’s dimensions and weight. The same goes for the windscreen. In the lowest setting, the screen pushed oncoming air up to my shoulders. The highest position shifted that current to the peak of my helmet, introducing reverberating wind noise and batting about my head. For that reason, I kept the one-hand adjustable screen in the low setting, but customers may remedy the situation with a windscreen extension from Triumph’s accessories catalog.
On the technology front, the Tiger 1200’s user interface is intuitive and straightforward. A dedicated home button on the right switchpod opens the primary menu, and a joystick at the left lets riders quickly toggle through settings. Unlike some of its competitors, the Tiger’s folder system is easy to navigate and requires a minimal learning curve. In certain modes, the 7-inch TFT display even prompts riders to revert to the previous ride settings, allowing users to seamlessly jump back on the trail without resetting ABS, traction control, and suspension damping options.
On Explorer models, the blind-spot radar system activates a light on the side-view mirror when a car or motorcycle is detected.
The Tiger’s new blindspot detection system, which is standard on the Explorer models, matches that convenience with safety. Similar to the tech found on the Ducati Multistrada V4 S, the Continental-developed system utilizes a rear-facing radar and mirror-mounted lights to inform riders when other vehicles enter their blindspot. The tech accurately detected both cars and motorcycles during my time with the Tiger 1200, but the light location doesn’t always grab the rider’s attention. Whereas the Multistrada places the notification lights at the top outer corner of each mirror, Triumph positions them at the lower edge, which may not be in the user’s line of view when looking far up the road. The system works just fine, but Tiger 1200 riders may want to do a double take before committing to a lane change.
Other useful features that are standard on the higher-spec Pro and Explorer models include cruise control, a quickshifter, cornering lights, hill hold control, LED auxiliary lights, heated grips, a centerstand, a skid plate, engine protection bars (Explorers and Rally Pro), and fuel tank protection bars (Rally Explorer).
An array of buttons and switches allow Tiger 1200 pilots to actuate functions and adjust settings. Heated grips are standard on all variants except the base-model GT.
OUT OF THE BAG
With the introduction of the 2023 Tiger 1200, Triumph returns its biggest cat to the adventure lineup. It may have taken Hinckley a few years to overhaul the heavyweight ADV, but the 55-pound weight savings, semi-active suspension, T-Plane inline-Triple, and other upgrades were worth the wait. The GT and Rally lines make all that fun accessible to both worldly travelers and rugged overlanders.
Pricing starts at $19,100 for the standard Tiger 1200 GT, which is competitively priced and equipped to take on its main rival, the BMW R 1250 GS. The higher-spec Pro and Explorer variants add more features to suit different on-road, off-road, and long-haul missions. The agility of the GT, GT Pro, and Rally Pro along with long-distance capabilities of the GT Explorer and Rally Explorer position the Tiger 1200 as a suitable option for all styles of adventure riding. Yes, balancing the demands of tarmac and terrain is a subtle art, but Triumph proves that it’s possible to have the best of both worlds. Choose your own adventure.
Geared toward ADV riders who like to get dirty, the Tiger 1200 Rally Explorer (left) and Rally Pro (right) are equipped with off-road-ready suspension, wheels, crash bars, and more.
2023 Triumph Tiger 1200 GT Pro / GT Explorer / Rally Pro / Rally Explorer Specs
Base Price: $21,400 / $23,100 / $22,500 / $24,200 Website:triumphmotorcycles.com Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl. Displacement: 1,160cc Bore x Stroke: 90.0 x 60.8mm Horsepower: 148 hp @ 9,000 rpm (claimed) Torque: 96 lb-ft @ 7,000 rpm (claimed) Transmission: 6-speed, hydraulically actuated slip/assist wet clutch w/ quickshifter Final Drive: Shaft Wheelbase: 61.4 in. Rake/Trail: 24.1 degrees/4.7 in. (GT models) / 23.7 degrees/4.4 in. (Rally models) Seat Height: 33.5/34.3 in. (GT models) / 34.4/35.2 in. (Rally models) Wet Weight: 540 lbs. / 562 lbs. / 549 lbs. / 575 lbs. (claimed) Fuel Capacity: 5.3 gals. (Pro models) / 7.9 gals. (Explorer models)
Back in the late 1980s, the European market was as important to Honda as the American one. And motorcycles were popular, as cars and car insurance were more expensive than they were here. The demand was quite different, with Yanks liking big cruisers and narrowly focused sporting machines, while those east of the Atlantic had more of a practical approach, favoring motorcycles that could be used to commute on workdays, and then go two-up on a vacation.
Each motorcycle company is constantly looking around to see what the competition is doing. The Japanese Big Four undoubtedly have their own domestic spying networks, trying to keep track of each other’s doings, but there are also the local manufacturers. In the U.S., the only indigenous competition was from Harley-Davidson, but in Europe numerous homegrown marques were taking their share of the market.
In the late 1980s, BMW, with its new four-cylinder K-bikes, was doing quite well in the touring market. The head of Honda Germany decided he wanted a piece of that action and got permission from Japan to design his own bike, a sport-touring model, with emphasis on touring but still agile.
Hence the ST1100, introduced in Europe in 1990 as the Pan-European, with a wind-protecting fairing, removable saddlebags, and shaft drive. Ride to work in the rain, load the bags for a trip, and never have to worry about cleaning and adjusting a chain. This was an all-new machine, with a transverse-mounted (meaning the crankshaft was at a right angle to the axles) V-4 engine, putting out close to 100 rear-wheel horses.
This was no lightweight, as the ST weighed about 700 pounds with the huge 7.4-gallon gas tank filled. But the blessing was that the tank was beneath the seat, keeping the weight down low, which is where many sensible touring riders like to have it. That required a fuel pump pushing the gas up to the four 34.5mm Keihins – carburetors in the coming age of fuel injection. No matter, as the carbs did an excellent and trouble-free job of keeping the engine spinning. A choke lever on the handlebar was a reminder of the carburetors.
The liquid-cooled V-4, with a bore of 73mm and a stroke of 64.8mm, had a total capacity of 1,084cc. It used double overhead camshafts, with a single timing belt running all four camshafts and four valves per cylinder. Valve adjustment was by shims, not always appreciated by home mechanics, but service intervals were set at a fairly lengthy 16,000 miles. Ignition was transistorized, with electronic advance. And the oversquare engine pulled strong all the way from 2,000 to the 8,000-rpm redline.
Down in the bowels of the wet-sump engine, everything was built to last, with almost four quarts of oil capacity and a cooler up front. It sat in a full-cradle steel frame (contributing to the bike’s hefty weight), which gave confidence to the rider when leaning hard into the curves at considerable speeds. Up front was a 41mm Showa cartridge fork, with Honda’s TRAC anti-dive mechanism and allowing nearly 6 inches of travel. No adjustments here. At the back, a single Showa shock, with adjustability for rebound damping and spring preload, offered nearly 5 inches of travel.
The longitudinal power ran back through a wet clutch and a cassette-style 5-speed transmission to the driveshaft. Aluminum three-spoke wheels used an 18-inch 110/80 tire on the front, a 160/70 17-incher on the back, with a shade over 61 inches between the axle centers.
The Europeans loved it – perhaps for no better reason than it was a good alternative to the BMWs, along with a bit more power. The American market got to see this bike a year or so after it was released east of the Atlantic. Several improvements were made after that first version, including raising the alternator output from 28 to 40 amps and offering a combined ABS and traction control system. The initial ABS, running from 1992 to ’95, had separate systems on the front and rear wheels, but an upgrade for ’96 used linked brakes. A mild upgrade of the windscreen arrived for the 1995 model year.
Most important for a motorcycle of this design is comfort. On this ’02 model, which belongs to yours truly, a Laminar Lip was added to the top of the windscreen to smooth airflow around my helmet, since I’m taller than average. A nice addition is over to the left of the instruments, where a hand-turned knob can alter the angle of the dual halogen lights; very simple, very useful. Fitting a tankbag on the plastic cover over the engine was simplified by a company called Bagster that makes Naugahyde covers for over 200 motorcycle models, to which a bag can be neatly clipped. That bag has logged a lot of miles, as I had it on my ’92 model, which was sold after 93,000 miles, and then on my then-new ’02 ST1100, which has 103,000 miles and counting.
The flattish saddle is comfortable for long two-up days, or even longer solo days, allowing the rider to move back and forth. The saddlebags are locked onto the bike, but they can be removed with only minor fuss. However, it is far more useful to have liners in the bags; just open the bags, take out the liners, and you are on your way.
A convenient frill on the ST is the handle under the left side of the saddle, which folds against the bike until pulled out 90 degrees to be very useful when lifting the bike onto the centerstand. Another much appreciated addition is the concealed crash bars on the fairing, allowing for a slow fall without doing any damage.
Big smiles could be seen at Honda Germany after the ST1100 appeared. They had given the competition a good kick in the old wazoo, with the ST soon winning all sorts of awards. And it was pretty much left unchanged for the next dozen years until the ST1300 debuted in 2003.
Throw a leg over that saddle, turn the key, push the button, clutch in, click into first, and the sheer, silent rush of power is exhilarating. And 500 miles with one fuel stop in between is always a temptation.
Royal Enfield, which claims to be the global leader in the 250cc-750cc segment, has unveiled the new Scram 411, which it calls an “ADV crossover.”
The new Scram 411 brings scrambler styling to the Himalayan adventure bike platform, which was updated for 2022. It’s powered by an air-cooled 411cc single-cylinder engine carried in a Harris Performance chassis. Royal Enfield says the Scram 411’s versatile geometry and comfortable ergonomics give the lightweight bike a unique combination of on-road agility and capability on trails.
“Whether it’s London, New Delhi, or Tokyo, the contours of modern urban existence are ever-changing,” said Siddhartha Lal, Managing Director, Eicher Motors Ltd. “With our world increasingly becoming more fast-paced, life in the urban context has become about the weekday hustle and the weekend getaway, and everything in between. We wanted to build a motorcycle that could effortlessly navigate this entire gamut, and be the perfect ally for the young, modern-day rider. The Scram 411 is truly a motorcycle made for now, and is always ready to tackle whatever surprise is in store.”
“Most scrambler motorcycles focus only on aesthetics and looks,” said Mark Wells, Chief of Design at Royal Enfield. “When we began work on the Scram 411, we were determined to create a motorcycle that would be distinct in design and purpose, and bring the best of rough-road capability to urban riding. With its distinctive look and design, playful colorways, accessible riding proposition, the Scram 411 is an ultimate ADV crossover for the urban environment.”
The Scram 411’s counterbalanced, fuel-injected 411cc Single is said to offer smooth power delivery and strong bottom-end torque. Adding to the Scram 411’s versatility is long-travel suspension (7.8/7.1 inches front/rear) and generous ground clearance. It rolls on 19-inch front and 17-inch rear spoked wheels, shod with tube-type dual-sport tires. Single-disc brakes front and rear are equipped with dual-channel ABS.
Scrambler styling elements include fork gaiters, a small aluminum skid plate, a round headlight, and a flat motocross handlebar, and a centerstand is standard. The rider’s seat is perched at an accessible 31.2 inches above the ground, providing an easy reach to the ground and adding to the Scram 411’s nimbleness in stop-and-go traffic. Essential information is provided by an analog speedometer paired with a multifunction digital display.
The 2022 Royal Enfield Scram 411 is a global model that’s scheduled to arrive in the U.S. late summer/early fall. Pricing and color options will be announced in the coming months.
For more information or to find a Royal Enfield dealer near you, visit royalenfield.com.
Electric dirtbikes became a realistic option for kids and their families today with Greenger Powersports’ unveiling of the Greenger x Honda CRF-E2, resulting from a new collaboration with American Honda.
Representing a practical-but-exciting doorway to the world of powersports, the CRF-E2 brings the motorcycling experience to a new pool of customers, whose lives are already increasingly powered by electricity. On the one hand, the bike is a fun training tool for young new riders, as it eliminates the need to operate a clutch or shift lever. For kids who already have two-wheel experience, the CRF-E2 is a reasonably priced step up to real dirtbikes. For either group, it’s a quiet, environmentally responsible form of powered recreation that can be enjoyed in more places than traditional mini dirt bikes.
Driven by a low-voltage (48-volt) BLDC electric motor with an inner rotor, the CRF-E2 produces a maximum output of 3.4 horsepower and 18.4 lb-ft of torque. Its lithium-ion battery has a best-in-class range of approximately two hours in ideal conditions with a full charge. The battery can be fully charged in four hours, or two-and-a-half hours with the optional quick-charge system. With an available spare battery, it can be swapped out in seconds – a Greenger exclusive feature in this class.
The CRF-E2 boasts high-quality components like a twin-spar aluminum frame, tapered aluminum handlebar, front and rear hydraulic disc brakes with petal-style rotors, adjustable aluminum brake levers, and 12-inch aluminum wheels with Kenda Millville K771 knobby tires. Suspension components comprise a 33mm telescopic hydraulic fork and a DNM shock with adjustable preload and rebound damping; front- and rear-wheel travel are 3.9 and 8.3 inches, respectively. Thanks to red plastic bodywork and blue-and-white graphics mimicking those of Honda Performance dirt bikes like the CRF450R and CRF250R, kids can make believe they’re a Team Honda HRC Champion.
With adjustable hand levers and the ability to alter seat height between 24.8 and 25.5 inches, the CRF-E2 physically accommodates a range of riders weighing 99 pounds or less. In addition, maximum power output can be switched between two levels in order to adapt for varying skill and experience levels.
“The CRF-E2 will expand the enjoyment of riding off-road on two wheels to more families,” said Brad Chapman, Greenger Powersports Manager of Sales & Marketing. “The appeal to traditional enthusiasts is obvious, as it’s just a cool little dirtbike. At the same time, it breaks down barriers with people who wouldn’t otherwise consider powersports, but who are already comfortable with electricity’s increasingly ubiquitous role in our society. We can’t wait to see more kids getting the chance to discover what dirtbikes are all about.”
Through this new collaboration, the CRF-E2 is available exclusively through American Honda’s nationwide network of participating Powersports dealerships.
“We’re pleased to partner with Greenger Powersports to offer an innovative, approachable electric dirt bike to our customers and dealers,” said Bill Savino, American Honda Senior Manager of Customer Engagement. “One of Honda’s mission statements is ‘ensuring the joys for the next generation,’ and the CRF-E2 clearly aligns with that objective. We look forward to working together with Greenger to grow motorcycling well into the future.”
MSRP for the CRF-E2 is $2,950.
The CRF-E2 is an officially licensed product of American Honda and is not produced or manufactured by Honda.
Indian Motorcycle, America’s First Motorcycle Company, today celebrates its flat track racing legacy with the launch of the FTR Championship Edition. With only 400 available globally, the limited-edition FTR allows race fans from around the world to join the Indian Wrecking Crew in celebration of the team’s five-consecutive American Flat Track championships.
Inspired by the sport’s preeminent flat track race machine, the FTR750, the FTR Championship Edition touts an authentic race paint scheme and a commemorative Indian Motorcycle Racing bezel with each championship season on display. But more than a show piece, the limited-edition FTR features premium components, including a titanium Akrapovič Exhaust and fully adjustable front forks and piggyback shock. Carbon fiber parts, including a seat cowl, front fender, airbox covers and headlight nacelle, complete the bike’s premium design.
“Since the FTR’s debut in 2019, riders around the world have expressed their passion and enthusiasm for the FTR’s flat track-inspired design,” said Aaron Jax, Indian Motorcycle Vice President. “While the 2022 FTR lineup optimizes the FTR’s on-road performance, the FTR Championship Edition reignites our flat track racing legacy and celebrates the Wrecking Crew’s historic success. Although this limited-edition bike is a commemorative show piece, it’s also an on-road ripper that performs in the twisties as well as turns heads on city streets.”
Adding to its flat track-inspired design are a host of premium features and ride-enhancing technologies, including three ride modes, wheelie control with rear lift mitigation, stability control, traction control, and cornering ABS. The FTR Championship Edition also touts a 4.3-inch digital touchscreen display and a 1,203cc liquid-cooled V-Twin engine that produces 120 horsepower and 87 lb-ft of torque. The limited-edition FTR is equipped with a race-inspired wheel combination of a 19-inch front and 18-inch rear wheel – wrapped in Dunlop street tires with flat track-inspired tread. Radially mounted dual front disc Brembo brakes offer exceptional control and stopping power, while ProTaper flat tracker aluminum handlebars complete the race bike look.
Indian Motorcycle Racing, the winner of the last five Manufacturer’s Championships, returned to professional flat track racing in 2017. Since the debut of the FTR750, an Indian Motorcycle Racing factory rider has won the championship every year in the sport’s premiere class. The 2022 Indian Wrecking Crew, consisting of 2021 SuperTwins Champion Jared Mees, two-time champion Briar Bauman, and the team’s newest member, the winningest rider in American Flat Track Singles history, Shayna Texter-Bauman, will look to defend its title at the season opener on March 10 at the Volusia Half-Mile.
MSRP is $16,499. The FTR Championship LE will begin shipping to Indian Motorcycle dealers around the world starting in April. Riders can learn more at their local Indian Motorcycle dealership, by visiting IndianMotorcycle.com, or by following along on Facebook, Twitter, and Instagram.
The Revolution Max-powered Sportster S is the start of a new era for Harley-Davidson. We tested it against Indian’s Scout Bobber and FTR S on canyon roads and city streets. (Photos by Kevin Wing)
The Sportster is one of most iconic and successful Harley-Davidson motorcycles, and it’s one of the longest-running motorcycle models in history. Introduced in 1957 – the same year Wham-O introduced the Frisbee and Elvis Presley’s “All Shook Up” topped the Billboard charts – the Sportster was a response to the light, fast OHV British bikes that took the American motorcycle market by storm after WWII.
An evolution of the side-valve KHK, the XL (the Sportster’s official model designation) was powered by an air-cooled, 883cc, 45-degree “ironhead” V-Twin with pushrod-actuated overhead valves. It made 40 horsepower, weighed 495 pounds, and had a top speed around 100 mph, more than enough performance to outrun most British 650s of the day. In 1959, Harley unleashed the XLCH, a 55-horsepower, 480-pound hot rod that cemented the Sportster’s go-fast reputation.
The 121-horsepower, liquid-cooled Harley-Davidson Sportster S starts a new chapter for the Motor Company’s most iconic motorcycle.
Today, 65 years after the XL’s debut, there’s still an air-cooled 883cc Sportster in Harley-Davidson’s lineup: the Iron 883. Making 54 horsepower and weighing 564 pounds, it has a lower power-to-weight ratio than a ’59 XLCH, and by modern standards, the Sportster is no longer sporty.
YOU SAY YOU WANT A REVOLUTION
Harley-Davidson puts its air-cooled Sportsters – the Iron 883 and the 1,200cc Forty-Eight – in its Cruiser category. Last year it added a new category – Sport – that includes only one model: the Sportster S. Designated RH1250S rather than XL, the new Sportster occupies a distinct branch of the Harley family tree. It’s built around a 121-horsepower “T” version of the liquid-cooled, 1,252cc Revolution Max V-Twin found in the Pan America adventure bike, and it weighs 503 pounds ready-to-ride. Compare that to Harley’s Evo-powered Forty-Eight, which makes 66 horsepower and tips the scales at 556 pounds.
With an upright seating position, rear-set pegs, and 17-inch wheels with sportbike rubber, the FTR S feels more at home on twisty roads than the others. Like the Sportster S, it has ride modes and IMU-based electronics.
Both the Iron 883 and Forty-Eight are available as 2022 models, so air-cooled XLs aren’t going away (yet). They appeal to cruiser traditionalists: those who want familiarity and simplicity, and those for whom the look, sound, and feel of an air-cooled 45-degree V-Twin are more important than outright performance.
The Sportster S carves out another niche in the market, appealing to a different sort of buyer: those who want a light, powerful, sophisticated American-made V-Twin. That sounds a lot like the Indian FTR S, the Sportster S’ closest competitor. Both are powered by liquid-cooled, DOHC, 60-degree V-Twins that make about 120 horsepower (factory claims). Both are equipped with ride modes, cornering ABS and traction control, and other modern electronics, and their base prices are $14,999.
The Scout’s length, weight, and limited cornering clearance conspire against it in the curves.
But the Sportster S is a low-profile, feet-forward cruiser, whereas the FTR S is a sport-standard with an upright seating position and rear-set footpegs. Not exactly apples to apples. Indian’s Scout Bobber, on the other hand, more closely matches the Harley’s cruiser layout, so we’ve included it here. It’s also powered by a liquid-cooled, DOHC, 60-degree V-Twin, but with less displacement and a lower state of tune than the FTR’s motor. Making a claimed 100 horsepower, the Bobber’s engine output is well below the others, and its only electronic riding aid is ABS (a $900 option), but its base price is $4,000 below that of the Sportster S and FTR S.
CURB APPEAL
These bikes are tightly packaged machines, with bodywork kept to an absolute minimum. They all have radiators, and designers did their best to keep hoses and associated plumbing tucked away. The Scout has a tall, narrow radiator wedged between the rectangular downtubes of its cast-aluminum frame. The sportier FTR and Sportster have shorter, wider radiators with small shrouds on the sides that help them blend in.
The traditionally styled Scout Bobber has a few splashes of chrome and a halogen headlight, while the more modern Sportster S and FTR S favor a mix of matte and brushed surfaces and have LED headlights.
More differences are apparent when looking at them parked side by side. With the lowest seat height (by 4 inches), longest wheelbase (by 2 inches), and stacked exhaust pipes that extend just past the trailing edge of the rear tire, the Scout is more slammed and stretched out than the others. And as the most traditionally styled of the three, it has the proportions and stance one expects from a cruiser.
The FTR is at the other end of the spectrum. With the most ground clearance, longest rear suspension travel (by 2.7 inches), and loftiest seat height (by 2.8 inches), it stands much taller than the others. Mirrors perched above the handlebar on antenna-like stalks further add to its height, while the others have bar-end mirrors. Upswept brushed-aluminum Akrapovič mufflers, an exposed rear shock with a red spring, and 17-inch wheels with matching red pinstripes give the FTR the sportiest appearance of the three.
The Indian FTR S is a uniquely American take on a naked sportbike.
The Sportster has a unique cut to its jib. It has a mix of glossy, matte, and brushed surfaces, and a mix of styling influences. Its high pipes and tidy tailsection are inspired by XR750 dirt trackers. Its pill-shaped LED headlight and chunky tires take a page out of the Fat Bob’s playbook, while its elongated teardrop tank is a big departure from the peanut tanks of other Sportsters. And its tubular-steel trellis frame, swingarm, and license-plate hanger hew fairly close to what’s found on the FTR.
BEHIND BARS
Differences in dimensions and stance affect ergonomics. With its long-and-low profile, 25.6-inch seat height, forward-set foot controls, and minimal pullback to the handlebar, the Scout Bobber puts the rider in a classic “clamshell” seating position with a tight hip angle, even more so for those with long legs. The Scout’s solo seat is reasonably plush, but with one’s legs and arms stretched out, style trumps comfort. As the lowest bike of the bunch, it also has less cornering clearance than the others – just 29 degrees vs. 34 degrees for the Sportster and 43 degrees for the FTR. Boot heels touch pavement first, but on some right turns the bottom of the lower exhaust pipe scraped, leaving an unsightly scar of raw metal on the matte-black finish.
The Harley-Davidson Sportster S has a color TFT display with a large tachometer and speed readout.
To accommodate its greater lean angles, the Sportster’s forward controls are positioned higher than the Scout’s (Harley offers mid-mount controls as a $660 accessory). Its solo seat is perched 29.6 inches above the pavement, which is on the tall side for a cruiser. The narrow, thinly padded saddle had us seeking relief long before the low-fuel light came on, exacerbated by the fact that the Sportster, like the Scout, locks the rider in place and has minimal rear suspension travel. Of the three, the Sportster has the most cramped cockpit, limiting its appeal among tall riders.
The Indian FTR S’ touch-enabled TFT shows an array of data and has two different layouts.
With a sport-standard seating position, the FTR feels altogether different than the two cruisers. The rider sits more upright, with a comfortable reach to the wide handlebar and a moderate forward lean to the upper body. Rear-set pegs put the rider’s feet directly below their hips, opening the hip angle at the expense of more knee bend. Our test riders were unanimous in declaring the FTR the most comfortable of the three, and it felt the most natural at a sporting pace. The 32.2-inch seat height may be a challenge for some, but the saddle has the thickest padding and it’s the only one here that accommodates a passenger (without digging into the accessory catalogs).
The Indian Scout Bobber has the most basic instrumentation, with an analog speedometer and an inset multifunction digital display.
THE SOUND & THE FURY
There’s a reason nearly every motorcycle made in America has a V-Twin. The engine configuration delivers a visceral pulse that engages the rider, producing a rhythmic sound that can be both felt and heard. There’s nothing lazy about the 60-degree V-Twins that power these three. At idle, they emit a steady staccato rather than a loping beat. None of the stock exhausts are especially loud, but the Scout’s pipes play a deep rumbling tune that was sweetest to our ears.
The Harley’s Revolution Max engine is the only one here with variable valve timing, which optimizes power delivery across the rev range. Despite the Sportster’s added tech and 49cc displacement advantage over the FTR (1,252cc vs. 1,203cc), when strapped to Jett Tuning’s rear-wheel dyno, they generated nearly identical peak horsepower (116.0 vs. 115.7). Where VVT delivers the goods, however, is in the heart of the rev range – the Sportster makes 5-10 more horsepower than the FTR between 4,000 and 7,000 rpm. The Harley also doesn’t trail off as quickly after the peak as the FTR and it revs out further. In terms of torque, the Sportster clearly dominates the FTR, generating the highest peak (89.0 vs 82.7 lb-ft) and a 5-12 lb-ft advantage from 4,000-7,000 rpm.
Look Ma, no fins! All three are powered by liquid-cooled, 60-degree V-Twins with DOHC and 4 valves per cylinder. Designers did their best to showcase the engines while downplaying the radiators.
The Scout is outgunned by the Sportster and the FTR, maxing out at 85.2 horsepower and 64.5 lb-ft of torque, but its 1,133cc mill is perfectly suited for cruiser duty. What the Scout lacks in sheer grunt it makes up for in simple enjoyment. Unlike the others, it doesn’t have throttle-by-wire or ride modes, and there’s a pleasant analog connection between the right grip and the rear wheel. The Scout is the only bike here without a slip/assist-type clutch, and squeezing its lever requires the heaviest pull. Clutch action is lightest and gear changes are easiest on the Sportster. Compared to the Harley, the FTR felt less refined, with inconsistent clutch engagement (especially when the engine is cold), uneven fueling at steady throttle, and a coarser feel at higher revs.
’ROUND THE BEND
Apart from ergonomics and engine performance, these three bikes offer distinct riding experiences. As the longest, lowest, and heaviest (by 45-50 pounds) of the three, it’s not surprising that the Scout Bobber requires the most effort to steer through a series of tight turns. It rolls on 16-inch wheels front and rear, and the semi-knobby tread on its Pirelli MT60RS dulls response and feedback. Up front, the Scout’s single 298mm disc is squeezed by a 2-piston caliper, with hydraulic fluid sent through an axial master cylinder and braided steel lines. Braking power is adequate, but the Scout’s front lever doesn’t provide the precise feedback found on the Sportster and FTR, both of which are equipped with Brembo radial master cylinders. Furthermore, since it doesn’t have an IMU like the others, the Scout’s ABS does not compensate for lean angle.
Small gas tanks (and heavy throttle hands) kept the trio on a short leash. Low-fuel lights typically came on in less than 100 miles.
One of the Scout’s biggest limitations, which it shares with the Sportster, is a mere 2 inches of rear suspension travel. The Scout has dual shocks that are adjustable for spring preload only, while the Sportster has a single, fully adjustable piggyback reservoir shock with a linkage. Even though the Harley has more premium suspension with better damping, there’s only so much that can be done with so little travel. Few bumps pass unnoticed and big ones can be jarring, unsettling the chassis and sapping confidence, especially on the Scout.
At first glance, one would think that the fat front tire on the Sportster – a 160/70-17 that’s wider than the Scout’s 150/80-16 rear tire – would be an impediment to handling, but it has a triangular profile that helps it turn in. The Harley slices and dices confidently, with reasonably light steering and a solid, planted feel when on the edge of its tires. At higher speeds, however, the added weight of the front tire slows steering. The Sportster feels more eager than the Indians, especially in Sport mode, and it launches itself out of corners.
The Sportster S has good cornering clearance and rails through corners better than most cruisers.
As part of its 2022 update, Indian sensibly shifted the FTR away from its flat-track origins and amped up its street-readiness. The 19-/18-inch wheels with quasi-knobby tires were replaced with 17-inch hoops shod with grippy Metzeler Sportec M9 RR tires, steering geometry was tightened up, and suspension travel was reduced by more than an inch. The changes made the FTR a better corner carver in every respect. Although the Sportster will quickly pull away from the Scout on a tight, twisting road thanks to its superior power-to-weight ratio, the FTR has a definite edge on the Harley in terms of cornering clearance and braking performance.
With 4.7 inches of travel front and rear, the FTR’s fully adjustable suspension has more leeway than the Sportster’s to absorb the inevitable imperfections on public roads. With more fork and shock stroke to work with, as well as the best damping among this trio, the FTR’s chassis stays more composed, allowing its rider to stay focused on the road ahead rather than avoiding bumps. The FTR also has the best brakes of the bunch, delivering impressive stopping power and feel at the lever. It’s the only bike here with dual discs up front, a pair of 320mm rotors clamped by radial 4-piston calipers. The Sportster makes do with a single 320mm front disc that’s gripped by a monoblock 4-piston caliper, and its braking performance is a close second to the FTR.
The Indian Scout Bobber packages old-school cool around a modern engine and chassis.
COMING OUT ON TOP
This is not your typical comparison test. These three bikes have as many differences as they do similarities, but there are some common threads. They’re made in America by companies that were fierce rivals in the past and became direct competitors again nearly a decade ago. And they have liquid-cooled, 60-degree V-Twins that depart from air-cooled tradition. Beyond that, the threads begin to unravel.
Both the Scout and Sportster carry historic nameplates originally associated with speed, but more recently have come to represent smaller, more affordable cruisers in their respective lineups. The Scout Bobber, a darker, lower variation of the standard Scout, best represents cruiser tradition. Its styling is more elemental than the Sportster or FTR, appearing old-school even though its engine architecture, cast-aluminum frame, and optional ABS are contemporary. The Bobber delivers more performance than most typical cruisers, yet its no-frills spec sheet helps keep its base price to just $10,999–$4,000 less than the others. That’s a trade-off plenty of buyers are more than happy to make.
These motorcycles redefine what it means to be an American-made V-Twin, and they’re taking Harley and Indian into the future. They’ve helped to reinvigorate a historic brand rivalry that is being played out on racetracks and in showrooms nationwide. And they are well-designed, solidly built motorcycles that are fun to ride.
The new Sportster S, like the Pan America with which it shares the Rev Max engine platform, represents the future of Harley-Davidson. Street Glides, Road Glides, Softails, etc. are – and will continue to be – the bread and butter of The Motor Company’s dominant on-highway market share in the U.S. But today’s motorcycle manufacturers think on a global scale, and high-tech engines and electronics that can satisfy increasingly stringent emissions and safety standards are essential.
There is, at best, a tenuous connection between the Sportster S and the iconic XL line, but H-D hopes its instantly recognizable name will help it succeed in the marketplace. Its fat tires, high pipes, bulldog stance, and mash-up of styling influences won’t appeal to everyone, but there’s no denying the performance of its engine or the capability of its chassis. The Revolution Max V-Twin is the Sportster S’ greatest attribute. Limited rear suspension travel, on the other hand, is its greatest limitation.
As a motorcycle we’d want to live with every day, the Indian FTR S is the clear winner here. Its street-tracker styling either appeals to you or it doesn’t (count us as fans), but from the standpoint of functionality and rider engagement, the FTR S checks all the right boxes. Compared to the Sportster S, the Indian’s engine is weaker in the midrange and feels rougher around the edges, but the FTR handles better, has the best brakes, is the most comfortable, and has standard passenger accommodations. Like the Sportster S, it has ride modes, modern electronic rider aids, cruise control, a USB charging port, Bluetooth connectivity, and a color TFT display, with the added convenience of a touchscreen.
With the FTR platform’s recent update, Indian has had a few years to work out the kinks, and the current iteration is a much better streetbike than the original. In addition to the FTR S tested here, there are three other variants to choose from: the base-model FTR ($12,999), the scrambler-styled FTR Rally ($13,999), and the top-of-the-line FTR R Carbon ($16,999). Harley-Davidson won’t rest on its laurels, and there will surely be updates to the Sportster S and spin-off models in the years ahead.
Rear-wheel horsepower measured on Jett Tuning’s DynoJet dynoRear-wheel torque measured on Jett Tuning’s DynoJet dyno
2021 Harley-Davidson Sportster S Specs
With a mix of styling influences and finishes, the Sportster S cuts a very different profile than the Sportsters in Harley’s XL family.
Last year, Suzuki announced several new or significantly updated motorcycles, including the third-generation Hayabusa hyper-sportbike, the revamped GSX-S1000 naked bike, and the all-new GSX-S1000GT sport-tourer. We’ve tested the Hayabusa, and we’ll get a chance to ride the GSXs soon.
Meantime, Suzuki has announced the return of several popular models for 2022, including the V-Strom 1050XT, V-Strom 1050XT Adventure, Boulevard C50, Boulevard C50T, and GSX250R ABS.
2022 Suzuki V-Strom 1050XT
2022 Suzuki V-Strom 1050XT
The V-Strom 1050XT is a perennial favorite in the adventure-touring segment, powered by a 1,037cc 90-degree that sends 96 hp and 66 lb-ft of torque to the rear wheel, according to our 2020 tour test. It’s also equipped with the Suzuki Intelligent Ride System, which uses a 6-axis IMU to inform a full suite of electronics, including ride modes, cornering ABS and traction control, cruise control, and more. The V-Strom 1050XT also has an adjustable windscreen, handguards, a two-piece seat with height adjustability for the rider’s section, an accessory bar, a centerstand, and much more. It’s available in a cool Metallic Oort Gray with Glass Sparkle Black color scheme with blue-anodized tubeless spoked wheels. MSRP is $14,849.
2022 Suzuki V-Strom 1050XT Adventure
2022 Suzuki V-Strom 1050XT Adventure
The V-Stroke 1050XT Adventure makes a statement with its Suzuki Champion Yellow and Glass Sparkle Black colorway with silver and blue accents as well as gold-anodized tubeless spoked wheels. Added to the 1050XT’s impressive standard equipment list is a set of Suzuki’s quick release 37-liter aluminum panniers, LED fog lights, and heated grips. MSRP is $17,049.
2022 Suzuki Boulevard C50
2022 Suzuki Boulevard C50
Suzuki’s Boulevard line of cruisers has delivered solid value, reliability, and style for years. The Boulevard C50 is powered by a liquid-cooled 805cc (49ci) 45-degree V-Twin that delivers plenty of low-end torque. The C50’s traditional styling includes a kicked-out fork, valance-style fenders, and a staggered, chromed, dual exhaust system. The Boulevard C50 is available in Candy Daring Red (shown) or Solid Iron Gray, and MSRP is $8,609.
2022 Suzuki Boulevard C50T
2022 Suzuki Boulevard C50T
If you’re interested in a touring cruiser, the Boulevard C50T should be right up your alley. Travel-ready features include a spacious riding position, an aerodynamic windshield, and custom studded saddlebags that match the studded rider and passenger seats. The C50T is available in Pearl Brilliant White with classic whitewall tires. MSRP is $10,059.
2022 Suzuki GSX250R ABS
2022 Suzuki GSX250R ABS
An entry-level sportbike doesn’t have to look like it. The GSX250R ABS has an aerodynamic full fairing that fits right in with full-sized sportbikes. It’s powered by an approachable but exciting 248cc liquid-cooled parallel-Twin, and it has ABS-equipped single-disc brakes front and rear. Riders of any age and experience level will appreciate the GSX250R’s fuel efficiency, nimble handling, and comfortable riding position. It’s available in Crystal Blue with Pearl Nebular Black. MSRP is $4,999.
For more information or to find a Suzuki dealer near you, visit suzukicycles.com.
