The Scrambler Urban Motard joins Ducati’s lineup for 2022.
Ducati’s 800cc Scrambler lineup for 2022 includes the classic Scrambler Icon, the dark Scrambler Nightshift, the off-road-ready Scrambler Desert Sled, and the all-new Scrambler Urban Motard.
Inspired by the concrete jungle, the Urban Motard two-tone Star White Silk and Ducati GP ’19 Red livery with street-art style tank graphics.
2022 Ducati Scrambler Urban Motard
As the “Motard” part of its name implies, the Urban Motard rolls on 17-inch spoked wheels shod with sticky Pirelli Diablo Rosso III tires, and it has a high front fender, a flat seat, and side number plates.
As with other Ducati Scrambler models, the Urban Motard has a front LED DRL headlight and an LED taillight. The entire Scrambler 800 range comes standard with cornering ABS, a USB socket under the seat, and the Ducati Multimedia System (DMS), which enables a smartphone to be connected to the bike via Bluetooth.
2022 Ducati Scrambler Urban Motard
The Ducati Scrambler Urban Motard has a claimed wet weight of 432 pounds, and it’s powered by an air-cooled 803cc L-Twin with a desmodromic valve system. The engine delivers 73 horsepower at 8,250 rpm and 48.5 lb-ft of torque at 5,750 rpm (claimed, at the crank).
The engine is carried in a black tubular-steel trellis frame, and the suspension is by Kayaba suspension, with a non-adjustable 41mm inverted fork and a preload-adjustable rear shock. Triple-disc brakes include 4-piston radial front calipers with 330mm discs and a 1-piston caliper with a 245mm disc. Seat height is 31.7 inches. LCD instrumentation includes gear and fuel level indicators and an interchangeable aluminum frame.
2022 Ducati Scrambler Urban Motard
2022 Ducati Scrambler Urban Motard Specs
Base Price: $11,695 Website:ducati.com Engine Type: Air-cooled, transverse L-Twin, desmodromic SOHC w/ 2 valves per cyl. Displacement: 803cc Bore x Stroke: 88.0 x 66.0mm Horsepower: 73 @ 8,250 rpm (claimed, at the crank) Torque: 48.5 lb-ft @ 5,750 rpm (claimed, at the crank) Transmission: 6-speed, hydraulically actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 56.5 in. Rake/Trail: 24 degrees/3.7 in. Seat Height: 31.7 in. Wet Weight: 432 lbs. (claimed) Fuel Capacity: 3.6 gals.
The 2022 Kawasaki Z900RS SE takes its styling cues from Kawasaki’s original naked 900, the Z1.
Kawasaki has announced a new “SE” version of its retro-styled Z900RS for 2022, which features upgraded suspension and brakes. Up front are new radial-mount monoblock Brembo M4.32 calipers and new settings for the fully adjustable inverted fork, which now sports gold legs. Out back is a new fully adjustable Öhlins S46 rear shock with a remote preload adjuster.
Also new on the 2022 Kawasaki Z900RS is a new “Yellow Ball” color scheme, with Metallic Diablo Black paint, yellow highlights on the teardrop tank and rear fender, and fetching gold wheels.
At the heart of the Z900RS SE is a liquid-cooled, 948cc, 16-valve, inline-Four, which made 100 horsepower at 8,500 rpm and 67.5 lb-ft of torque at 6,700 rpm at the rear wheel in our 2020 comparison test. This lightweight and compact engine spools up quickly and delivers solid and smooth performance when pushed but is versatile enough to be ridden in traffic with ease. The high-tensile steel trellis frame has received revisions at the swingarm pivot point, which is now stronger.
A fully adjustable 41mm inverted fork offers 10 clicks of compression adjustment, 12 clicks of rebound adjustment, and a stepless preload adjuster. At the rear, the RS is fitted with a horizontal backlink Öhlins S46 shock with a remote preload adjuster. The shock is linked to an extruded lightweight aluminum swingarm to maximize handling, with the linkage placed atop the swingarm helps to centralize the weight.
Braking is provided by a pair of radial-mount monoblock Brembo 4-piston M4.32 front calipers squeezing 300mm petal discs with a Nissin radial-pump master cylinder. Out back, a 2-piston caliper squeezes a 250mm petal disc. ABS and stainless-steel braided lines are standard.
In keeping with the classic styling, the Z900RS SE is equipped with cast flat spoke wheels, finished in gold, to resemble traditional wire-spoked wheels. Dunlop GPR-300 tires further add to the retro credentials.
The Z900RS SE features a large-diameter round LED headlight with a convex lens and chrome ring, adding to the retro look without compromising on lighting. LEDs have replaced all the lights except for the turnsignals. A dual-dial analog instrument cluster is coupled with a multi-function LCD screen for retro-style with modern functionality. The LCD features white letters on a black background and includes a gear position indicator.
Much like the sporty bikes of the ’70s, the Z900RS SE has a relaxed, upright riding position. A wide flat handlebar means the grips are 30mm wider, 65mm higher, and 35mm closer to the rider compared to the sportier Z900, partly thanks to the raised upper-triple clamp. The footpegs are also 20mm lower and 20mm farther forward, enhancing the relaxed riding position. Rubber-mounted bar ends help dampen vibrations in the bars, and both the clutch and brake levers are 5-way adjustable to help accommodate a wide variety of hand sizes.
The slim fuel tank is narrow at the rear, which allows for easy knee gripping. A low seat height, combined with a slim design, adds to the rider’s ability to place both feet on the ground when stopped.
A full range of Kawasaki accessories is available to give owners the option to add to the motorcycle’s iconic, old-school feel, including a tank emblem set, black, gold, or silver oil filler caps, front axle slider, tank pad, frame slider set, center stand, passenger grab bar and more.
2022 Kawasaki Z900RS SE Specs
Base Price: $13,449 Website:kawasaki.com Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl. Displacement: 948cc Bore x Stroke: 73.4 x 56.0 mm Horsepower: 100 @ 8,500 rpm (2020 Z900, rear-wheel dyno) Torque: 67.5 lb-ft @ 6,700 rpm (2020 Z900, rear-wheel dyno) Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 57.9 in. Rake/Trail: 25 degrees/3.9 in. Seat Height: 32.9 in. Wet Weight: 474 lbs. Fuel Capacity: 4.5 gals.
Fifty years ago, Ducati introduced its first air-cooled twin-cylinder engine, on the 1971 Ducati 750 GT. The new 2022 Ducati Scrambler 1100 Tribute Pro pays homage to this milestone with special livery and a 1,079cc air-cooled L-Twin that makes a claimed 86 horsepower at 7,500 rpm and 66.5 lb-ft of torque at 4,750 rpm.
The Scrambler 1100 Tribute Pro wears striking “Giallo Ocra” yellow paint, which was used on the 1972 450 Desmo Mono and 750 Sport. The sides of the fuel tank feature the iconic 1970s-era Ducati logo that was designed by Giugiaro, and the same font is used to spell “Scrambler” on the top of the tank. Other styling details include black spoked wheels, round mirrors, and a brown seat with special stitching.
Though honoring the past, the Tribute edition has the modern features found in Ducati’s Scrambler 1100 Pro line, including three riding modes, multi-level traction control, cornering ABS, a headlight with a distinctive LED ring, and the Ducati Multimedia System. There’s a USB socket for mobile phone charging under the seat.
The 2022 Ducati Scrambler 1100 Tribute Pro has a steel trellis frame, an aluminum subframe, a cast aluminum swingarm, and spoked wheels (18-inch front, 17-inch rear) shod with Pirelli MT60 RS tires. Suspension includes a fully adjustable 45mm inverted Marzocchi fork and an adjustable Kayaba shock with a progressive linkage. The front brakes are radial-mount monoblock Brembo M4.32 calipers squeezing 320mm discs.
Pricing starts at $13,995.
2022 Ducati Scrambler 1100 Tribute Pro
Base Price: $13,995 Website:ducati.com Engine Type: Air/oil-cooled, transverse 90-degree L-Twin, desmodromic DOHC w/ 2 valves per cyl. Displacement: 1,079cc Bore x Stroke: 98.0 x 71.0mm Horsepower: 86 horsepower @ 7,500 rpm Torque: 66.5 lb-ft @ 4,750 rpm Transmission: 6-speed, hydraulically actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 59.6 in. Rake/Trail: 24.5 degrees/4.4 in. Seat Height: 31.9 in. Wet Weight: 465 lbs. Fuel Capacity: 4.0 gals.
Now in its third generation, the Suzuki Hayabusa was thoroughly updated for 2022. We logged 1,700 miles on public roads and did a dyno test for this road test review. (Photos by Kevin Wing)
Sometimes truth really is stranger than fiction. These days we’ve got three billionaires – Jeff Bezos, Richard Branson, and Elon Musk – trying to one-up each other in the space race. Ever the showman, Branson beat Bezos by a week in their personal quests to become space cowboys. If you want to book a galactic flight, a ticket could set you back a cool $250,000.
What a waste. You can reach hyperspace right here on Earth for less than a tenth as much. Just head down to your local Suzuki dealer and fork over $18,599 for a new Hayabusa. All you have to decide is which color you want your rocket to be.
2022 Suzuki Hayabusa in Metallic Matte Sword Silver / Candy Daring Red
Our test bike is a gorgeous Metallic Matte Sword Silver with Candy Daring Red accents. The ’Busa also looks sharp in Glass Sparkle Black and Candy Burnt Gold, but you can’t go wrong with Pearl Brilliant White and Metallic Matte Stellar Blue either. Ah, the tyranny of choice!
TAKING FLIGHT
Yes, the Hayabusa, along with all other street-legal production motorcycles, has its top speed electronically limited to 186 mph (300 kph). But with some ingenuity – and money – you can go faster. Much faster.
Just ask Becci Ellis. Her husband Mike built a turbocharged Hayabusa, and she rode it to a world-record speed of 264.10 mph in 2014.
Greg’s Gear Helmet:Fly Racing Sentinel Gloves: Fly Racing FL-2 Jacket/Pants: Olympia Airglide 6 Boots: Sidi Gavia Gore-Tex Tailbag:Nelson-Rigg Commuter
Or Bill Warner. He’s a tropical fish farmer from Tampa, Florida, who rode a partially streamlined and turbocharged Hayabusa to a record-breaking 272.340 mph in the standing mile at Maxton AFB in 2010.
California’s Highway 9 winds its way through towering coast redwoods near Santa Cruz.
For mere mortals riding on public roads, the Hayabusa’s speed cap is hardly oppressive. And it’s really no big deal that claimed peak horsepower for the third-gen 2022 model is lower than that of the previous model (188 vs. 194). Peak torque is lower too. What matters is the extra grunt in the midrange, which helps the new Hayabusa accelerate faster than ever.
HYPERSPORT-TOURING
Here at Rider, we gave up quarter-mile and top-speed testing a long time ago. It was just too logistically challenging, and on a bike like the Hayabusa, it would be dangerous and felonious without renting a drag strip. In thrust we trust, and on Jett Tuning’s rear-wheel dyno the big Suzook spun up the drum to the tune of 173 horsepower at 9,800 rpm and 106 lb-ft of torque at 6,900 rpm.
We specialize in motorcycle travel and adventure, so after Tom Montano’s first ride mostly on the track at Utah Motor-sports Campus, we wanted to find out how well the Hayabusa works out on the road, ridden until the low-fuel light comes on.
We logged nearly 1,700 miles for this test (including three 400-mile days) on city streets, on freeways ranging from wide open to rush-hour crowded, and on some of the best riding roads the Golden State has to offer. We burned nearly 44 gallons of premium fuel and averaged 38 mpg; the Hayabusa has a 5.3-gallon tank, so that works out to just over 201 miles of range. Our fuel economy was as high as 42 mpg on mellower jaunts, but it dropped as low as 31 mpg when we pushed hard in the twisties.
Massive intake ducts are part of the Suzuki Ram Air Direct (SRAD) system, which pressurizes the airbox.
As a 582-pound sportbike, the Hayabusa isn’t what you’d call flickable. It’s well-composed, graceful even, and will go where you point it and hold a line dutifully. But effort is required when transitioning back and forth through a tight series of curves, like those on Highway 1 along the craggy Big Sur coast, on Skyline Boulevard along the ridge of the Santa Cruz Mountains, or on Highway 58 as it snakes over the Temblor Range. You have to earn it, and the big reward is lighting the wick on a long, arcing corner exit.
Built in 1932, Bixby Bridge is north of Big Sur on California’s Highway 1.
With a perfectly balanced 1,340cc inline Four, the Hayabusa is remarkably smooth. In fact, it requires care to avoid slip-ping into triple-digit territory without realizing it. At 100 mph in top gear, the engine is spinning at just 5,200 rpm – or so I’m told (wink wink). It redlines at 11,000 rpm. Do the math.
When straight-lining on the freeway, I often used cruise control to avoid speed creep. The Hayabusa also has an adjustable speed limiter, which can be temporarily overridden to allow a quick pass. Both are part of the comprehensive, IMU-enabled electronics suite that was included in the Suzuki’s overhaul for 2022. There are six ride modes (three are preset and three are customizable) that adjust power, throttle response, engine braking, lean-angle-sensitive traction control, wheelie control, and the quickshifter. There’s also launch control, cornering ABS, front-to-rear linked brakes, rear-lift mitigation, hill-hold control, and Suzuki’s Easy Start and Low RPM Assist systems. The only thing missing is a tire-pressure monitor.
When going over a rise, a quick flick of the wrist is all it takes to raise the Hayabusa’s front wheel. Suzuki’s 10-level anti-lift control keeps things in check.
As with state-of-the-art electronics on many motorcycles, they sound more complicated in theory than they are in practice. You can just start the bike and ride it without having to figure anything out, and many of the safety functions operate in the background, called upon only when needed. Changing the ride mode is as simple as pushing a button, and setting and adjusting cruise control is a no-brainer. Customizing the “user” ride modes takes a few extra steps, but even that isn’t difficult. The Hayabusa has a crisp, bright, easy-to-read TFT color display in the center of the dash, and it’s flanked by four analog gauges for road speed, engine speed, fuel level, and engine temperature, the latter two being smaller and having attractive gold bezels.
The instrument panel pairs classic analog gauges with a TFT color display. Everything you need to know is right where you expect it to be.
STRUTTING ITS STUFF
From the gauges to the chrome-plated trailing edge of the fairing, the new Hayabusa is a work of art. Opinions are often mixed regarding its bulbous, aerodynamic shape, but there’s no denying that the bike looks fast even when standing still. A pair of massive ram-air ducts surround the stacked LED headlight. Turnsignals are integrated into the bodywork to reduce drag and visual clutter. Black panels between the bottom of the tank and the massive twin-spar frame are embossed with a pattern inspired by the neck feathers of the Hayabusa’s namesake, the peregrine falcon. That falcon is represented by the large kanji character on the fairing, which is also found atop the headlight shroud and on the TFT at start-up. At sunset, the Metallic Matte Sword Silver paint reflects the light so softly that the bodywork looks airbrushed.
Our test bike’s Metallic Matte Sword Silver paint looks stunning during the magic hour. The Hayabusa kanji symbol, also found on the headlight shroud and TFT, is iconic.
For a long weekend trip up the coast to Sonoma Raceway for the Progressive IMS Outdoors show, I installed Nelson-Rigg’s Commuter tankbag and tailbag. With its stretched-out dimensions and wide, thick seat, the Hayabusa has a reasonably comfortable cockpit. Clip-on handlebars are mounted at the same level as the triple clamp, and after a while the weight on the rider’s wrists becomes tiresome. The bubble-style windscreen projects airflow at chest level, providing some support at speed. Cruise control was a blessing, and a set of bar risers would probably be transformative during long-distance jaunts.
View of San Francisco’s Golden Gate Bridge from Fort Baker.
To allow for generous cornering clearance, the Hayabusa has high footpegs. With a seat height of 31.5 inches, legroom is limited. I’m 6 feet tall with a 34-inch inseam, so there was a sharp bend in my middle-aged knees. Stopping often to take photos of the Hayabusa in scenic locations gave me a welcome excuse to stretch my legs.
While the Hayabusa’s ergonomics are not ideal for long days in the saddle, its creamy smooth engine transmits very little vibration to the rider, and its enormous boxy mufflers keep noise to a dull roar. When hard on the gas, the four-piece band plays a lively tune, but otherwise the Suzuki sounds relaxed and understressed.
Low clip-ons, high footpegs, and a stretched-out cockpit are better suited for sport riding than long distances.
Big, powerful engines pump out lots of heat, and the Hayabusa’s 1,340cc mill is no exception. Its massive curved radiator was redesigned to reduce air resistance and increase air flow for better cooling efficiency. Below it is a second radiator that cools engine oil. Large exhaust vents between the side fairing panels pull hot air away from the engine and around the rider. Even on triple-digit days, the only time engine heat was noticeable was at a stop or riding in slow traffic.
While unmistakably a Hayabusa from a distance, the new model’s bodywork and mirrors were redesigned to be even more aerodynamic. Overall, it looks more cohesive.
STRONG BONES
A robust chassis is necessary to harness enormous power. With architecture inspired by Suzuki’s MotoGP GSX-RR racebikes, the Hayabusa’s twin-spar aluminum frame and swingarm use both cast and extruded sections to optimize strength and tuned flex. The 1.5-pounds-lighter subframe is made of rectangular steel tubing to provide the strength needed to support a rider and passenger.
Panels between the tank and frame are embossed to look like the neck feathers of a peregrine falcon.
The ’Busa’s fully adjustable KYB suspension is responsive and compliant, and it can be softened for comfort or stiffened for sport or track riding. Top-spec Brembo Stylema front calipers squeeze 320mm floating discs, and they provide excellent feel at the lever and hold-your-horses power. The combined braking system adds some rear brake when the front lever is pulled, which helps stabilize the chassis. Cast 17-inch wheels are wrapped in grippy Bridgestone Battlax Hypersport S22 rubber with a neutral profile that helps the Hayabusa turn in smoothly and hold its line.
FAST IS AS FAST DOES
When hypersport-touring on the Hayabusa, scenery tends to blur.
As modern as it is, the Hayabusa feels like a throwback. When you see the latest model parked, you know exactly what it is. It shares an unmistakable family resemblance with the original, paradigm-shifting GSX1300R that debuted more than two decades ago. The top-speed wars are over, brought to an end through diplomacy rather than supremacy (though the Haya-busa was the king when the OEMs laid down their swords).
One of the best riding roads in California – Highway 58 – has no services and is usually deserted.
The Hayabusa is not a sportbike intended for racing homologation. It’s a big, bold sportbike intended for speed and style, however you choose to interpret those terms. Some will lower it, add a turbo, and go drag racing or land-speed racing. Oth-ers will extend the swingarm, fit the fattest rear tire they can find, chrome and polish surfaces, and show it off at bike nights. Hayabusas will find their way to the track. Hayabusas will be pressed into duty for commuting, Sunday morning rides, or, as we did, hypersport-touring.
The Hayabusa moves swiftly and confidently through curves with unshakable stability. Extra effort is required when the road tightens up.
Like the Honda Grom we recently tested, the Hayabusa is a cult bike that has spawned niches and subcultures, each with its own secret handshake. Nearly 200,000 of them have been sold since it was introduced in 1999. While much of the motorcycle market has become divided into ever smaller specialties and segments, the Hayabusa has remained faithful to its roots rather than chase trends. It evolved over time, and its extensive third-generation redesign brings it up to date without reinventing the wheel.
For nearly a quarter century, the Hayabusa’s fundamental purpose has been to go fast. It does so like few other motorcycles.
2022 Suzuki Hayabusa Specs
Base Price: $18,599 Warranty: 1 yr., unltd. miles Website:suzukicycles.com
ENGINE
Type: Liquid-cooled, transverse inline Four, DOHC w/ 4 valves per cyl. Displacement: 1,340cc Bore x Stroke: 81.0 x 65.0mm Compression Ratio: 12.5:1 Valve Insp. Interval: 15,000 miles Fuel Delivery: EFI w/ throttle-by-wire, 43mm throttle bodies x 4 Lubrication System: Wet sump, 3.6 qt. cap. Transmission: 6-speed, hydraulically actuated slip/assist wet clutch Final Drive: O-ring chain
CHASSIS
Frame: Twin-spar cast/extruded aluminum frame & swingarm Wheelbase: 58.3 in. Rake/Trail: 23 degrees/3.5 in. Seat Height: 31.5 in. Suspension, Front: 43mm inverted fork, fully adj., 4.7 in. travel Rear: Single shock, fully adj., 5.5 in. travel Brakes, Front: Dual 320mm floating discs w/ radial 4-piston monoblock calipers & ABS Rear: Single 260mm disc w/ 1-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: 190/50-ZR17 Wet Weight: 582 lbs.
KTM’s line of naked bikes has steadily evolved over the past 25 years. We assembled the latest lineup of Dukes (left to right: 200 Duke, 390 Duke, 890 Duke, and 1290 Super Duke R) for a side-by-side evaluation. Photos by Kevin Wing.
KTM rose to prominence with its competition-winning two-stroke dirtbikes, but in 1994 the Austrian manufacturer made its first foray into the four-stroke streetbike market with the 620 Duke. The original Duke arrived on the scene just as supermoto replicas were booming in popularity. The tall, powerful machines with wide bars, much like enduro bikes but running on 17-inch road tires, were a blast to ride. Packing 50 horses, the light and lithe 620 Duke was the most powerful thumper on the street at the time, earning it a hooligan reputation.
KTM has come a long way since then, but the early Duke DNA – wide bars, a tall stance, and exhilarating power – carries over to the current lineup. Every model – 200 Duke, 390 Duke, 890 Duke (an R model is also available), and 1290 Super Duke R (shown left to right above) – is a naked bike with an upright seating position and a wide, flat seat, and most are versatile enough for urban riding, canyon carving, and even sport-touring. With styling by Kiska, they share bold, angular bodywork and typically favor KTM’s trademark orange on powdercoated frames and bodywork. The split headlight on the three largest Dukes also split the opinion of our test riders.
What are the four Dukes like, and what sort of buyers will they appeal to? We rode them back-to-back to find out.
200 Duke: Scrappy Underdog
Both the smaller Dukes possess thrilling riding characteristics that belie their diminutive displacements. The 200 has a highway-ready top speed and lightning-quick handling.
Though powered by a 200cc Single that made just 22 horsepower and 13 lb-ft of torque at the rear wheel on Jett Tuning’s dyno, the 200 Duke is more substantial than the numbers suggest and didn’t appear out of place among its larger siblings. It has the same physical dimensions and 3.5-gallon tank as the 390, but weighs 20 pounds less and its seat is an inch lower. Like all of the Dukes, the 200 has a chromoly tubular-steel trellis frame, and our test bike had a black main frame, a white subframe, and orange wheels.
Suspension is proficiently handled by a non-adjustable WP Apex inverted fork and a preload-adjustable rear shock. Single-disc brakes front and rear include Bybre (an abbreviation of “by Brembo,” a subsidiary focused on smaller machines) calipers, and ABS is standard and can be disabled at the rear wheel. The monochrome LCD instrument panel looks dated, and the one on our test bike needed to be unplugged and reset to fix a glitch. The 200 is the only Duke with a non-LED headlight and the only one that doesn’t have the split design.
The 200 Duke’s exhaust exits from a box below the swingarm pivot, distinguishing it from the traditional mufflers on the larger Dukes.
It’s only natural to label the 200 as an entry-level bike, and it’s well-suited for that role with unintimidating power and brakes that aren’t grabby and won’t easily lock up. With a flat torque curve and six gears, the 200 is more than capable of cruising at over 70 mph on the freeway, with a top speed approaching 85 mph. The chassis and suspension are well matched, and the 200 is light and exceptionally agile, making it exciting on curvy roads. At full tilt, the brakes could do with more muscle, and aggressive or larger riders will yearn for more power, especially going uphill. Our testing team was unanimous in concluding that the 200 exceeded expectations, especially on the fun scale.
The 200 is a perfect first motorcycle, and it offers more performance than entry-level bikes like the Honda Grom (see test on page 58) and the Royal Enfield Meteor 350. But new riders may outgrow the 200 quickly and trade up to – or even start off with – the 390.
390 Duke: Fierce Featherweight
In the right hands, the 390 will readily embarrass larger, more powerful machines on tight, technical roads.
The 390 is a considerable step up from the 200, and the extra $1,700 is worth the investment. Despite its small size, the 390 is a rider’s motorcycle. Its 373cc Single pumps out 42 horsepower and 27 lb-ft of torque at the rear wheel. The suspension and brakes have a similar specification as the 200, but the fork and shock have about an inch more travel and feel better damped, and with its larger front rotor (320mm vs. 300) the 390’s brakes feel stronger and more precise. An LED headlight, a color TFT display with Bluetooth connectivity, and adjustable levers are welcome upgrades over the 200.
The 390 Duke is a blast to ride and punches well above its weight class. Tipping the scales at just 359 pounds wet and offering outstanding maneuverability and usable performance, the 390 will appeal to a broad spectrum of riders and was universally loved by our testers. Despite its power deficit, the 390 was able to keep up with the larger Dukes on tight, twisty sections of road, only falling behind when the pavement straightened out.
As with the 200, the 390 has a single-disc brakes on both wheels, but with a larger 320mm rotor. ABS is standard and can be switched off at the rear wheel (Supermoto mode).
New riders, including those who want to go fast, will have years of enjoyment ahead of them on the 390 Duke. This is the sleeper bike, the one that might get overlooked by seasoned riders but packs a ton of fun into a small, affordable package. It can be a carefree, fuel-efficient commuter during the week, and on weekends it’s just a throttle twist away from being a canyon-carving dragon slayer.
890 Duke: Super Middleweight
The 890 channels the hooligan attitude of the original 620 Duke.
Nicknamed the “Scalpel,” the 890 Duke hews closest to the original Duke formula: light, agile, and capable of hair-on-fire thrills. Its 889cc parallel-Twin is good for 111 horsepower and 67 lb-ft of torque at the rear wheel in a bike that weighs just 405 pounds wet. Compared to the 390, you get 164% more power and just 13% more weight, but you’ll pay nearly twice as much in the bargain.
That’s a big jump in price, but everything is better. The WP Apex suspension, with a non-adjustable inverted fork and a preload-adjustable rear shock, offers better damping and more travel. (The 890 Duke R is equipped with higher-spec adjustable suspension.) The triple-disc brakes with multi-mode cornering ABS are precise and reassuring. It also has riding modes, multi-level traction control, and wheelie control, allowing our testers to tailor the riding experience as desired. Our test bike was fitted with the dealer-installed Tech Pack ($750), which includes the Track Pack (Track mode, 9-level TC, anti-wheelie off, and launch control), Motor Slip Regulation, and up/down Quickshifter+.
The 890 embodies the essential qualities of KTM’s naked bike philosophy: raw power coupled with sharp handling and equally sharp styling.
None of us were immune to the 890’s charms. We praised its dart-like handling, eager yet smooth power delivery, strong, progressive brakes, and sure-footed chassis. The Twin’s 270-degree firing order delivers a broad spread of torque for blasting out of corners and adds a pleasing crackle on downshifts. The 890 is a standout machine that encourages you to test its handling and your nerve, and it consistently rewards the rider with confidence-inspiring feel and agility or a gentle prod where lesser machines fall short.
The 890 is no show pony. It is a mustang, wild at heart, straining at the bit, and embodies the essence of the Duke series: immediate power and razor-sharp cornering stripped down to the barest of essentials. When it comes to performance and handling, nothing is superfluous in the 890, and nothing is wanting. Experienced riders with even the slightest inclination toward spirited riding will never tire of putting the 890 Duke through its paces, and yet it remains friendly and forgiving enough for jaunts around the city or sport-touring with some soft luggage. Just point it at the twistiest road you can find and open the throttle.
1290 Super Duke R: When Too Much is Not Enough
The 1290 Duke turns the knob up to 11 and makes itself heard in the sporty streetfighter category.
Introduced in 2014, the 1290 Super Duke R – known as “The Beast” – is the pointy end of KTM’s streetbike spear. Updated last year, it’s more powerful and lighter than ever, with its 1,301cc V-Twin churning out an asphalt-buckling 166 horsepower and 94 lb-ft of torque at the rear wheel.
Fully adjustable WP Apex suspension is tuned to handle the Super Duke’s immense power, and it delivers a firm but confident ride. Brembo Stylema front brake calipers feel like they came off an airliner, such is their awesome strength, and while some in the test group felt they had too much initial bite, others raved about them. Riding modes and a full suite of six-axis IMU-enabled electronic riding aids allow The Beast to be tamed or unleashed, and our test bike was equipped with the dealer-installed Tech Pack ($750). The LED headlight incorporates an air intake, but overall styling remains much the same – angular, aggressive, looking for a fight. Creature comforts include self-canceling turnsignals, cruise control, and keyless ignition, steering lock, and gas cap.
The 1290 Duke is imposing, but is undeniably nimble.
The Super Duke elicited the most controversy when it came to the post-riding discussions. Like a silver-backed gorilla, it packs serious punch, but if you treat the 1290 with respect, it will respond in kind. The ocean of torque allows for lazy meandering along open roads, as well as controlled spurts of acceleration and braking demanded by dense traffic. But should you decide to be aggressive with the Super Duke, be sure to have your senses, skills, and reactions at peak readiness, as it comes by its Beast moniker honestly.
The bike feels tall and, with its humpback tank, a little imposing, but its 441-pound curb weight is quite manageable. Although the steering is heavier than on the 890 due to its lazier rake and slightly longer wheelbase, the 1290 is nonetheless nimble and responsive. For a couple of our testers, the difference was partly psychological. Whereas the 890 felt in alignment with their skill set, the 1290’s capabilities felt beyond them. Part of the excitement of riding a motorcycle is the ability to give it full throttle, but doing so on the 1290 is short-lived at best and more appropriate for wide-open roads or even the racetrack.
When considering potential owners for this exceptional machine, it is best suited for those with a high level of riding skills and experience. Some buyers just want the best, or the most, or both, and the 1290 Super Duke R will deliver on those promises. This horse will carry like a Clydesdale and run like a thoroughbred. Beyond that, the KTM 1290 Super Duke R defies reason, in the sense that it offers almost too much of everything, which you could argue is precisely what a Super Duke should do. For most riders, however, the 890 is probably a better fit and will be more enjoyable to ride. Like Dirty Harry said, riders must know their limitations.
All in the Family
Their styling may be polarizing, but KTM’s ability to maximize performance and minimize weight ensures that the current crop of Dukes are worthy successors to the name.
Within the KTM Duke range, from the $3,999 200 Duke to the $18,699 1290 Super Duke R, there is a bike for nearly every rider, from those just starting out to those at the top of their game, from commuters to weekend warriors to track-day junkies. While only the 200 and 390 are likely to be cross-shopped by potential buyers, we found the 390 and 890 to be the most broadly appealing of the four. For experienced riders, the 200 may be too little, and for some, the 1290 may be out of reach, but every bike here earned the respect of our testing team.
2021 KTM Duke Lineup Specs
2021 KTM 200 Duke Specs
Base Price: $3,999 Warranty: 2 yrs., 24,000 miles Website: ktm.com
Engine Type: Liquid-cooled, transverse Single, DOHC w/ 4 valves Displacement: 200cc Bore x Stroke: 72.0 x 49.0mm Compression Ratio: 11.5:1 Valve Insp. Interval: 9,300 miles Fuel Delivery: EFI, 38mm throttle body Lubrication System: Wet sump, 1.6 qt. cap. Transmission: 6-speed, cable-actuated wet clutch Final Drive: X-ring chain
Chassis Frame: Chromoly steel trellis & cast aluminum swingarm Wheelbase: 53.4 in. ± 0.6 in. Rake/Trail: 25 degrees/3.7 in. Seat Height: 31.6 in. Suspension, Front: 43mm inv. fork, no adj., 4.6 in. travel Rear: Single shock, adj. preload, 5.0 in. travel Brakes, Front: Single 300mm disc w/ radial 4-piston caliper & ABS Rear: Single 230mm disc w/ 1-piston caliper & ABS Wheels, Front: Cast aluminum, 3.00 x 17 in. Rear: Cast aluminum, 4.00 x 17 in. Tires, Front: 110/70-ZR17 Rear: 150/60-ZR17 Wet Weight: 339 lbs.
The LCD on the 200 (top left) falls short of the full-color TFTs on the larger Dukes, which provide clear, readable information, with a tach, speedo, gear position, and more. In low light, the displays change from a white background (shown on the 390) to black (shown on the 890) or orange (only on the 1290).
Our first Motorcycle of the Year was awarded to the 1990 BMW K1, and for the past 31 years we’ve limited contenders to current model-year motorcycles that are new or significantly updated. In recent years, however, production timing and model-year designations have become more fluid.
And then there’s the economic shutdown last year caused by the pandemic, which disrupted the global supply chain for everything from toilet paper to semiconductors. Some manufacturers were forced to delay the release of certain models, while others skipped the 2021 model year altogether.
We’ve posted announcements of new/updated 2022 models as early as January of this year. And so far, we’ve ridden 2022 motorcycles from BMW, Honda, Indian, Kawasaki, Suzuki, and Yamaha. To give all makes and models a fair shake during the calendar year when they are released and most relevant, eligible contenders for this year’s MOTY include any new/updated motorcycle released since last year’s award that are available for testing.
There were plenty of motorcycles to consider, and we’ve narrowed them down to 10 contenders and one winner. Without further ado…
THE CONTENDERS
1) BMW R 18 B/Transcontinental
2022 BMW R 18 Transcontinental (Photo by Kevin Wing)
BMW entered the traditional cruiser segment in 2021 with the standard R 18 and windshield-and-saddlebags-equipped R 18 Classic, built around the 1,802cc “Big Boxer.” The 2022 R 18 B “Bagger” and R 18 Transcontinental are touring-ready with a batwing-style fairing, infotainment system, hard saddlebags, and a passenger seat, and the TC adds a top trunk with a passenger backrest.
2021 Harley-Davidson Pan America 1250 Special (Photo by Kevin Wing)
Yes, pigs – or more accurately, hogs – can fly. The Motor Company shook up the hyper-competitive ADV segment when it introduced the 2021 Pan America 1250/Special. Powered by a 150-horsepower V-Twin and fully equipped with all the latest bells and whistles, it proved itself to be highly capable on- and off-road, and the optional Adaptive Ride Height is its killer app.
2021 Honda Gold Wing Tour DCT (Photo by Drew Ruiz)
Honda’s GL1800 won Rider’s MOTY when it debuted in 2001 and again when it was thoroughly overhauled in 2018. Updates for 2021 may seem minor, but they make all the difference when it comes to the two-up touring the Wing was designed for. The larger trunk holds more stuff, the improved passenger accommodations are appreciated, and the audio and styling updates add refinement.
The all-new Rebel 1100 is the sort of cruiser only Honda could make. It has styling like its smaller Rebel 300/500 siblings, a powerful engine adapted from the Africa Twin CRF1100L (including an optional 6-speed automatic Dual Clutch Transmission), ride modes and other electronics, well-damped suspension, good cornering clearance, modest weight, and a base price of just $9,299 (add $700 for DCT).
The KLR is dead, long live the KLR! After a two-year absence, Kawasaki’s legendary dual-sport returns for 2022 with fuel injection (at last!), optional ABS, and other updates aimed at improving reliability, comfort, stability, load capacity, and user-friendliness. It remains one of the best deals on two wheels with a base price of $6,699.
KTM’s street-oriented 790 Adventure and off-road-ready 790 Adventure R shared Rider’s 2019 MOTY. Just two years later, the folks in Mattighofen kicked it up a notch with a larger, more powerful engine from the 890 Duke R, chassis updates, and tweaks to the suspension, brakes, and electronics, all of which contribute to the 890 Adventure R’s all-terrain capability.
2022 Indian Super Chief Limited (Photo by Jordan Pay)
To celebrate the 100th anniversary of the original Chief, Indian revamped its entire Chief lineup, with six models that strike a balance between old-school style and new-school technology. Powered by the Thunderstroke 116 V-Twin, the all-new Super Chief Limited has a quick-release windscreen, saddlebags, a two-up seat, ABS, and a Ride Command-equipped display.
2021 Royal Enfield Meteor 350 (Photo by Kevin Wing)
Yes, the Meteor 350’s air-/oil-cooled Single makes just 18 horsepower and 18 lb-ft of torque. But rarely have we encountered a motorcycle that offers so much substance for so little money. In top-spec Supernova trim, the Meteor comes with ABS, turn-by-turn navigation, a two-up seat with a passenger backrest, a windshield, and a two-tone paint scheme for just $4,599.
The former winner of the late-’90s top-speed wars got its first major update since 2008. Thanks to more grunt in the midrange, the Hayabusa’s updated 187-horsepower 1,340cc inline-Four helps it accelerate faster than ever before. Refined and reworked from nose to tail, the ’Busa has more aerodynamic bodywork, a full suite of IMU-enabled electronics, and much more.
Designed to be equally capable on- and off-road, Yamaha’s middleweight adventure bike is powered by a liquid-cooled, 689cc CP2 parallel-Twin and has a durable tubular-steel frame, adjustable long-travel suspension, switchable ABS, and spoked wheels in 21-inch front/18-inch rear sizes. Contributor Arden Kysely liked the T7 so much, he bought our test bike from Yamaha.
2021 Yamaha Tracer 9 GT (Photos by Joseph Agustin)
For the better part of the past decade, the adventure bike segment has been the darling of the motorcycle industry, growing while other segments have been flat or declining and siphoning off R&D resources. With some adventure bikes making 150 horsepower or more, traditional sport-tourers have been all but neglected. Stalwarts such as the Honda ST1300, Kawasaki Concours 14, and Yamaha FJR1300 haven’t been updated in years.
That’s what makes the Yamaha Tracer 9 GT such a breath of fresh air. At less than 500 pounds fully fueled, it’s much easier to handle than the 600-plus-pound S-T bikes on the market. And with a claimed 115 horsepower on tap, there are few motorcycles that will leave it behind.
We first tested the bike that would evolve into the Tracer 9 GT when Yamaha introduced the FJ-09 for 2015. At its heart was the liquid-cooled 847cc CP3 Triple from the FZ-09 – an absolute ripper of a motor. It had an ADV-ish upright seating position and wind-blocking handguards but rolled on 17-inch wheels with sport-touring rubber, while its windscreen, centerstand, and optional 22-liter saddlebags added touring capability. The FJ-09 was light and fun to ride, but it was held back by fueling issues, poorly damped suspension, and weak brakes.
Yamaha did its homework and gave its middleweight sport-tourer an overhaul for 2019, renaming it the Tracer 900 GT in the process. Updates included better throttle response, a longer swingarm for more stability, higher-quality suspension, a new TFT color display, and a larger, one-hand-adjustable windscreen. The saddlebags were made standard as were other features, such as cruise control, heated grips, and a quickshifter.
Two years later, Yamaha went even further. For 2021, the new Tracer 9 GT gets the larger 890cc CP3 Triple from the MT-09, which is lighter, more fuel efficient, and more powerful. An all-new lightweight aluminum frame is made using a controlled-fill diecast process that reduces mass and increases rigidity. A new aluminum swingarm is longer and stronger, and a new steel subframe increases load capacity to 425 pounds and allows an accessory top trunk to be mounted along with the larger 30-liter saddlebags. New spinforged wheels reduce unsprung weight, and they’re shod with grippy Bridgestone Battlax T32 GT sport-touring tires.
In addition to updated throttle response modes and all-new KYB semi-active suspension, the Tracer 9 GT now has a 6-axis IMU that enables a suite of electronic rider aids adapted from the YZF-R1, including lean-angle-sensitive traction control, ABS, slide control, and lift control. It also has full LED lighting (including cornering lights) and a new dual-screen TFT display. The rider/passenger seats have been upgraded, and the rider’s ergonomics are adjustable.
We had an opportunity to test the Tracer 9 GT just before the MOTY polls closed, and it swept the field. Thanks to steady evolution and improvement over three generations, Yamaha has demonstrated just how good a modern sport-tourer can be, especially for riders who value agility over couch-like luxury. Performance, sophistication, comfort, versatility, load/luggage capacity – the Tracer checks all the right boxes and leaves nothing on the table.
Congratulations to Yamaha for the Tracer 9 GT, Rider’s 2021 Motorcycle of the Year!
From left, the 2022 Yamaha YZF-R1, YZF-R7, and YZF-R3 sporting the World GP 60th Anniversary Edition livery.
In 1961, Yamaha entered its first World Grand Prix series, finishing in the points in only their second GP race with its 2-stroke RD48 at the Isle of Man TT. Yamaha is commemorating the 60th anniversary of this definitive year and its rich racing history with three new Special Edition models – the 2022 YZF-R3, YZF-R7, and YZF-R1 are all available in a World GP 60th Anniversary Edition livery. Based on the iconic Yamaha white-and-red chain block, with a yellow number plate, these striking machines pay tribute to Yamaha’s passion for racing and dedication to winning at the highest levels of motorcycle racing.
2022 Yamaha YZF-R1 World GP 60th Anniversary Edition
“Racing has always been in Yamaha’s DNA, as well as a cornerstone of motorcycle development,” said Derek Brooks, Yamaha Motorcycle Product Line Manager. “Nowhere is this fact more evident than with our R-series bikes, which have benefited from years of Grand Prix racing. Technology and designs have trickled down to our production Superbike and Supersport machines, making them dominant forces in MotoAmerica racing for so many years.”
Along with the World GP 60th Anniversary color scheme, each of the commemorative bikes also features gold wheels, gold forks, Yamaha factory team Gold Tuning Fork emblems, black levers, and special commemorative badging on the airbox cover.
2022 Yamaha YZF-R1 World GP 60th Anniversary Edition
“We’re thrilled to give Yamaha enthusiasts the opportunity to own this piece of Yamaha racing history,” Brooks added. “These distinctive World GP 60th Anniversary editions are amazing to see in person with the instantly recognizable classic white and red Yamaha Racing livery and a range of other special detailing.”
The 2022 Yamaha YZF-R7 World GP 60th Anniversary Edition (MSRP $9,299) and the 2022 Yamaha YZF-R1 World GP 60th Anniversary Edition (MSRP $18,099) will be available in November 2021. The 2022 YZF-R3 World GP 60th Anniversary Edition (MSRP $5,499) will be available in February 2022.
2022 Yamaha R-series Sportbikes
Sixty years of racing have given Yamaha the expertise to develop and refine its lineup of sportbike models. From the entry-level YZF-R3 to the exclusive, GP-inspired YZF-R1M, the Yamaha R-series models provide options for riders of all skill and budget levels.
From left, the 2022 Yamaha YZF-R1M, YZF-R1, YZF-R7, and YZF-R3 in Team Yamaha Blue color scheme.
Returning to the Yamaha sportbike lineup is the standard edition Yamaha YZF-R3, which has aggressive R-series styling and a lightweight, high-revving 321cc parallel-Twin, and the standard edition Yamaha YZF-R1, which boasts advanced MotoGP-derived electronics and the powerful crossplane 998cc CP4 engine. For 2022, both the YZF-R3 and YZF-R1 now feature an updated Team Yamaha Blue color option with graphic detailing and accents aligned with the 2022 Yamaha YZF-R7, including matte blue and cyan blue accents throughout. For riders looking for a darker option, the YZF-R3 also comes in Midnight Black, and the YZF-R1 is available in Performance Black.
Also returning to the Yamaha lineup for 2022, the premium spec YZF-R1M, now featuring a new color design further accentuating the full carbon fiber front fairing and aluminum fuel tank, with a slightly bluer side fairing.
2022 Yamaha YZF-R1M
The 2022 YZF-R3 will be available this December in Team Yamaha Blue or Midnight Black with an MSRP of $5,299. The 2022 YZF-R1 will be available this November in Team Yamaha Blue or Performance Black with an MSRP of $17,599, and the 2022 YZF-R1M will be available in January 2022, with an MSRP of $26,299.
2022 Yamaha YZF-R6 GYTR
The 2022 Yamaha YZF-R6 GYTR is a race-ready competition bike and provides a select group of racing enthusiasts and track-day riders the chance to own the ultimate, race-spec Yamaha Supersport.
Yamaha has a long history of supporting both amateur and professional Supersport racing and to continue in this endeavor, a track-only 2022 YZF-R6 GYTR will be available for purchase in extremely limited numbers. The Genuine Yamaha Technology Racing YZF-R6 features full race bodywork in primer white, GYTR YZF-R6 Race Seat, GYTR ECU and wiring harness with interface cable, full Akrapovič exhaust, a 520 chain, and sprocket kit, racing rear sets, AIS plug set, billet front brake lever guard, shark fin rear sprocket guard, GYTR ABS emulator, GYTR racing fuel cap, GYTR on/off switch, and GYTR brake line set, among other specialty parts.
The new 2022 Yamaha YZF-R6 GYTR will be available in dealers from April 2022 and has an MSRP of $18,399. Contact your local Yamaha dealer if you would like to place deposit on this limited production motorcycle.
The 2022 Triumph Speed Triple 1200 RR is a more track-focused, higher-spec, partially faired sportbike than the Speed Triple 1200 RS. It arrives in January.
Triumph has released details about the 2022 Speed Triple 1200 RR, which its says will deliver “the most focused and exhilarating Speed Triple ride ever.” The new RR shares the 1,160 cc liquid-cooled, transverse inline-Triple engine powering the 2021 Speed Triple RS we recently tested, and the same aluminum twin-spar frame and subframe. But under the skin, and there is a skin, the new RR takes the Speed Triple in a new direction.
Styling cues that combine “distinctive British elegance with exhilarating real-world performance” are influenced by Triumph’s Modern Classic lineup. The RR has a single round headlight and a partial fairing. It’s the first liter-class Triumph sportbike to get a fairing since the Daytona 955i, which was discontinued in 2006.
Under the skin, the new RR is a cutting-edge track rocket.
The Speed Triple RR is identical to the RS in terms of performance, rake, trail, seat height, and wheels. but the RR’s clip-on handlebars are 5 inches lower and 2 inches further forward, and coupled with the new footpeg position foretell aggressive race-bred ergonomics. If the RS is a streetbike for the track, the 2022 Speed Triple RR has all the makings of a track bike for the street.
Equipped with Öhlins Smart EC 2.0 electronically adjustable semi-active suspension, which works in tandem with the IMU sensor to manage traction in real-time, automatically adjusting compression and rebound damping. The sticky Pirelli Diablo Supercorsa SP V3 tires fitted to the cast aluminum wheels are about as close as you can get to slicks on a street-legal bike. The Brembo Stylema monobloc front calipers over 320mm floating discs, and the 2-piston caliper and 220mm single disc at the rear are now linked on the RR, and an adjustable Brembo MCS lever is fitted as standard.
The RR also shares the RS’s stacked 6-speed gearbox designed to maximize power transfer from engine to gearbox when accelerating, but still allow clutch slip during aggressive downshifting, providing improved rear wheel control. An innovative up/down quickshifter features Moto2-derived technology and can map gear shifts against real-time parameters. Optimized cornering ABS and switchable cornering traction control systems utilize roll, pitch, yaw, and acceleration data, to calculate the lean angle and actively control ABS and TC according to the chosen riding mode.
Additional rider aids include switchable wheelie control, cruise control, and five riding modes – Road, Rain, Sport, Rider-configurable, and a Track mode, which limits ABS and traction control intervention. The riding modes have multiple levels of intervention to choose from and are selected and adjusted via a five-inch optically bonded TFT display. Featuring full connectivity, turn-by-turn navigation, GoPro control, and a lap timer for use on track. As with the RS, the RR has LED lighting throughout, including a DRL, a rear light integrated into the tail unit, LED self-canceling turnsignals, and a full keyless ignition/fuel cap system.
The RS we recently tested was a huge leap forward for the Speed Triple. The new chassis and engine combination made for sublime handling, precise agility, and immense performance. Carbon-fiber infill panels incorporated into the new RR’s tank, fairing, and cockpit, combined with carbon-fiber side panels and front mudguard, help to explain the minimal difference in weight between the two Speed Triples. The RR is just 2 pounds heavier, ensuring that the immense performance of the Speed Triple 1200 RS developed by its lightweight, low-inertia engine (with a claimed 177 horsepower and 92 lb-ft of torque) will not be lost on the RR.
Triumph is eager to point out the unique nature of the new Speed Triple RR, and to some extent, it’s difficult to pin it to an existing class. It’s no longer a naked, obviously, and although it shares the performance figures and components of the current class of MotoGP-inspired sportbikes, it doesn’t share their styling. No wings or aero adorn its smooth lines, which are more familiar to the retro designs. Regardless of classification, on paper, at least the new Speed Triple RR looks like it will ride like an Exocet missile on wheels.
Two color schemes come as standard: Red Hopper and Storm Grey or Crystal White and Storm Grey with gold detailing.
This new model comes in two paint schemes: Red Hopper and Storm Grey or Crystal White and Storm Grey with gold detailing. Both schemes are available as standard and include a color-coded belly pan and seat cowl, supplied in addition to the pillion seat. The RR has a two-year unlimited mileage warranty and service intervals of 10,000 miles or 12 months, whichever comes first, and over 30 genuine Triumph accessories for customizing your RR. Available in dealerships from January 2022, MSRP is $20,950.
The 2022 KTM RC 390 has been thoroughly updated with a lighter chassis, advanced electronics, new bodywork and instrumentation, and more.
KTM has announced the release of its an update to its lightweight sportbike, the 2022 RC 390. KTM says the race-derived chassis and high-end electronics will be standout items in the small-displacement sportbike class, and the new generation KTM RC 390 has been redesigned with track intentions in mind. The bodywork has received Grand Prix-inspired styling, which not only looks the part but promises improved aerodynamics and performance, thanks to a computational fluid dynamics (CFD) design process.
New inner and out panel placements are designed to optimize wind and weather protection, and enhanced heat management by directing airflow away from the rider. The rear section has been reduced as much as possible for a more aggressive profile and reveals more of the redesigned steel trellis subframe.
KTM has paid special attention to improving ergonomics to enhance comfort without compromising on-track performance. The knee area was designed to be as narrow as possible with the largest possible contact area, allowing for fluid rider movement.
An all-new two-part cockpit and windscreen holder makes use of a cast aluminum upper area and a lower composite part that secures the headlight, while a larger 3.6-gallon fuel tank has been added for improved range. The new bodywork is easily removable, with a reduced number of attaching screws and a redesigned mounting system, which makes swapping out the street-legal bodywork for race-ready panels more practical.
The 2022 KTM RC 390 was developed with a focus on weight savings, particularly throughout the chassis. An all-new wheel design sheds 7.5 pounds of unsprung weight versus the previous model, while the new ByBre braking system saves another 2.1 pounds and the 3.3-pounds-lighter frame promises extremely agile handling.
The suspension has also been updated with an adjustable open-cartridge WP APEX inverted fork, featuring 30 clicks of both compression and rebound adjustment. A WP APEX rear shock is adjustable for preload and rebound.
The KTM RC 390 is powered by a liquid-cooled 373cc Single with DOHC, four valves per cylinder, and electronic fuel injection. For 2022, it delivers more torque than the previous model thanks to a new engine mapping and airbox design.
The new generation is now equipped with several rider aids that rarely make an appearance in the lightweight class and include: cornering ABS with supermoto mode, cornering traction control, and an optional quickshifter.
The new TFT color display enables riders to access information at a glance, and the display can be customized to show desired data sets and automatically adapts to ambient light levels. It offers Bluetooth connectivity to the KTM My Ride app.
Pricing and availability for the 2022 KTM RC 390 have not yet been announced. For more information, visit
2022 KTM RC 390 Specs
Base Price: NA Website:ktm.com Engine Type: Liquid-cooled, transverse Single, DOHC w/ 4 valves per cyl. Displacement: 373cc Bore x Stroke: 60 x 89mm Horsepower: 43 hp (claimed, at the crank) Torque: NA Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: X-ring chain Wheelbase: NA Rake/Trail: 23.5 degrees/NA Seat Height: NA Suspension, Front: 43mm inverted fork, adj. compression & rebound Rear: Single shock, adj. rebound & spring preload Brakes, Front: Single 320mm disc w/ radial 4-piston caliper & ABS Rear: Single 230mm disc w/ 1-piston caliper & ABS Tires, Front: 110/70 x 17 Rear: 150/60 x 17 Wet Weight: NA Fuel Capacity: 3.6 gals.
This 2022 motorcycle buyers guide includes new or significantly updated street-legal models available in the U.S. It includes cruisers, sportbikes, retro-styled bikes, scooters, touring bikes, and more.
Organized in alphabetical order by manufacturer, it includes photos, pricing, key update info, and links to first looks and – when available – first rides, road tests, and video reviews of each motorcycle.
Available in Europe since 2018, the 2022 BMW C 400 GT scooter receives updates and joins the U.S. lineup. As its Gran Turismo name implies, the GT is geared toward touring and comfort while still offering agility, twist-and-go user-friendliness, and generous underseat storage scooters are known for. The 350cc single-cylinder engine receives new Euro 5 emissions certification and delivers a claimed 34 horsepower at 7,500 rpm and 26 lb-ft of torque at 5,750 rpm. There are other updates to the engine, throttle-by-wire, traction control, and more. Base price is $8,495.
The 2022 BMW CE 04 scooter is part of BMW Motorrad’s “electromobility strategy.” It uses an innovative liquid-cooled, permanent-magnet electric motor mounted in the frame between the battery and the rear wheel. The motor is rated at 20 horsepower with a claimed maximum output of 42 horsepower, top speed is 75 mph, and 0-30 mph is achieved in 2.6 seconds. The CE 04 has a battery cell capacity of 60.6 Ah (8.9 kWh), providing a claimed range of 80 miles. Price and availability have not yet been announced.
When BMW unveiled the R 18 last year, a cruiser powered by a massive 1,802cc OHV air/oil-cooled 4-valve opposed Twin that’s the largest “boxer” engine the German company has ever produced, it was only a matter of time before touring versions were added to the lineup. For 2022, BMW has announced the R 18 B “Bagger” (above) and R 18 Transcontinental (below). Both are equipped with a handlebar-mounted fairing with an infotainment system, a passenger seat, and locking hard saddlebags, and the Transcontinental adds a top trunk with an integrated passenger backrest. The 2022 BMW R 18 B is equipped with a low windshield, a slim seat (height is 28.3 inches), and a matte black metallic engine finish. Base price is $21,495.
2022 BMW R 18 Transcontinental in Galaxy Dust metallic, an iridescent paint finish that shimmers in the spectrum from violet to turquoise blue, depending on the lighting
Like the R 18 B, the 2022 BMW R 18 Transcontinental is equipped with a handlebar-mounted fairing with an infotainment system, a passenger seat, and locking hard saddlebags, and the Transcontinental adds a top trunk with an integrated passenger backrest. The 2022 BMW R 18 Transcontinental has a tall windshield, wind deflectors, driving lights, heated seats, highway bars, and an engine finished in silver metallic. Base price is $24,995.
The lovable, popular Grom has been Honda‘s top-selling streetbike since it was introduced in 2014. Now in its third generation, the 2022 Honda Grom gets a revised engine, a new 5-speed transmission, a larger fuel tank, a thicker, flatter seat, and fresh styling. Large bolts on the bodywork and a new two-piece design for the down pipe and muffler make the Grom easier to customize. Base price is $3,399, and another $200 gets you ABS. The Honda Grom SP ($3,499, above) comes in Pearl White and includes special graphics, gold fork tubes, and gold wheels.
To celebrate the 100th anniversary of the Chief, Indian Motorcycle revamped the entire lineup. In a nod to post-WW2 Indians, the lineup includes an updated Chief and two new models: the Chief Bobber and the Super Chief. Up-spec models include the Chief Dark Horse, Chief Bobber Dark Horse, and Super Chief Limited.
All Indian Chiefs are powered by the air-cooled, 49-degree Thunderstroke V-Twin, in either 111ci (1,811cc) or 116ci (1,890cc) displacement, with 6-speed transmissions and belt final drive. Every model has a low 26-inch seat height, and standard equipment includes keyless ignition, ride modes, cruise control, rear cylinder deactivation, and LED lighting.
The modern, sporty 2022 Indian Chief (above) has cast wheels with a 19-inch front, a solo saddle, midmount foot controls, and a drag-style handlebar. It’s powered by the Thunderstroke 111 V-Twin that makes 108 lb-ft of torque, and ABS is optional. The Indian Chief is available in Black Metallic, Ruby Smoke, and White Smoke, and pricing starts at $14,499.
Dark Horse models are known for their blacked-out finishes, dark paint, and minimalist styling. The 2022 Indian Chief Dark Horse has a Thunderstroke 116 V-Twin that belts out 120 lb-ft of torque. It also features a 4-inch round instrument panel with Ride Command, offering turn-by-turn navigation, Bluetooth connectivity, and more, as well as standard ABS. The Chief Dark Horse rolls on cast wheels (19-inch front, 16-inch rear) and is available in Black Smoke, Alumina Jade Smoke, and Stealth Gray. Pricing starts at $16,999.
Following the success of the Scout Bobber, it’s only natural that Indian would add a variation to the Chief lineup. The 2022 Indian Chief Bobber has mini-ape hanger handlebars paired with forward foot controls for an upright riding position. Powered by the Thunderstroke 111, it rolls on 16-inch wire wheels, has fork and shock covers, a large headlight bucket wrapped in a nacelle, and a mix of chrome and black finishes. ABS is optional. The Indian Chief Bobber is available in Black Metallic and Ruby Metallic, pricing starts at $15,999.
2022 Indian Chief Bobber Dark Horse in Black Smoke
The 2022 Indian Chief Bobber Dark Horse gets the larger, more powerful Thunderstroke 116 V-Twin, the 4-inch display with Ride Command, and standard ABS. Sixteen-inch wheels have chrome spokes and gloss black rims, and nearly everything gets a menacing, blacked-out look. The Chief Bobber Dark Horse comes in Black Smoke, Titanium Smoke, and Sagebrush Smoke, and pricing starts at $18,999.
For 2022, Indian‘s FTR lineup includes four models: FTR, FTR S, FTR R Carbon, and FTR Rally. The entire line gets an updated liquid-cooled 1,203cc V-Twin with a revised fuel map for better cold-start performance and throttle response, and rear-cylinder deactivation and revised heat channeling to improve comfort. The street-biased FTR, FTR S, and FTR R Carbon now roll on 17-inch cast-aluminum wheels with Metzeler Sportec rubber, and have less front/rear suspension travel, a lower 32.2-inch seat height, and a narrower ProTaper handlebar. The scrambler-themed FTR Rally is still equipped with wire-spoke 19- and 18-inch wheels and longer suspension travel.
The base-model 2022 Indian FTR (above) has fully adjustable Sachs suspension, with a 43mm inverted fork and a piggyback rear shock. It’s available in Black Smoke, and pricing starts at $12,999.
2022 Indian FTR S in Maroon Metallic (Photo by Jordan Pay)
The up-spec 2022 Indian FTR S features a Bluetooth ready 4.3-inch Ride Command touchscreen display, giving riders access to three selectable ride modes and IMU-supported rider aides like cornering ABS, traction control, wheelie control, rear-wheel lift mitigation, and stability control. Standard equipment includes a fast-charging USB port, an Akrapovič slip-on exhaust, and fully adjustable Sachs suspension. It’s available in Maroon Metallic (above) and White Smoke, and pricing starts at $14,999.
The top-of-the-line 2022 Indian FTR R Carbon stands apart from the crowd with a carbon fiber tank cover, fender, and headlight nacelle. It also has fully adjustable Öhlins suspension, a red frame, silver tailsection, black Akrapovič slip-on exhaust, a premium seat cover, and numbered badging. Pricing starts at $16,999.
Ready to hit the road for days on end in comfort and style, the 2022 Indian Super Chief features a quick-release windscreen, saddlebags, a touring seat with passenger pad, floorboards, and traditional pullback handlebars. Like the Chief Bobber, the Super Chief is powered by the Thunderstroke 111 and has 16-inch wire wheels, a large headlight bucket with nacelle, fork covers, and optional ABS. Its fully chromed shotgun-style dual exhaust enhances its classic style. It’s available in Black Metallic and Pearl White, and pricing starts at $18,499.
2022 Indian Super Chief Limited in BlueSlate Metallic (Photo by Jordan Pay)
For touring riders who want more power, safety, and sophistication, the 2022 Indian Super Chief Limited features a quick-release windscreen, saddlebags, a touring seat with passenger pad, floorboards, and traditional pullback handlebars like the base-model Super Chief. The Limited adds the Thunderstroke 116 V-twin, standard ABS, and a 4-inch round display with Bluetooth-connected Ride Command. Chrome finishes and rich metallic paint make the Super Chief Limited extra special. It comes in Black Metallic, BlueSlate Metallic, and Maroon Metallic, and pricing starts at $20,999.
As far as dual-sport motorcycles go, the Kawasaki KLR650 is the stuff of legend. We’re big fans of the KLR, and when it was dropped from Kawasaki’s lineup we wrote a heartfelt requiem for our old friend. After a brief retirement, the 2022 Kawasaki KLR650 returns with some major upgrades, including a fuel-injected (finally!) liquid-cooled 652cc Single that promises increased reliability and fuel efficiency and optional ABS.
Four versions are available:
KLR650 (MSRP: $6,699; Pearl Sand Khaki and Pearl Lava Orange)
KLR650 ABS ($6,999; Pearl Sand Khaki)
KLR650 Traveler ($7,399; Pearl Lava Orange; equipped with factory-installed top case, 12V power outlet, and USB socket)
KLR650 Adventure (Non-ABS MSRP: $7,699, ABS MSRP: $7,999; Cypher Camo Gray; equipped with factory-installed side cases, LED auxiliary light set, engine guards, tank pad, 12V power outlet and USB socket)
The 2022 Suzuki GSX-S1000 is a naked sportbike powered by an updated version of the liquid-cooled 999cc inline Four from the K5 (2005-2008) GSX-R1000. It gets more aggressive, angular styling with stacked LED headlights and MotoGP-inspired winglets, a new 4-2-1 exhaust system, a new slipper clutch, and the Suzuki Intelligent Ride System. An updated seat design, new wheels shod with new Dunlop Roadsport 2 tires, revised instrumentation and switches, and a new larger fuel tank (5 gallons, up from 4.5) round out the changes. The 2022 Suzuki GSX-S1000 is available in Metallic Triton Blue, Metallic Matte Mechanical Gray, and Glass Sparkle Black. Price is TBD.
Now in its third generation with its first update since 2008, the legendary 2022 Suzuki Hayabusa gets a thoroughly revised liquid-cooled 1,340cc inline that makes 187 horsepower at 9,750 rpm and a whopping 110 lb-ft of torque at 7,000 rpm. Peak figures are lower, but there’s more grunt in the midrange, and the latest Hayabusa accelerates faster than its predecessor. The Hayabusa has been updated and refined from nose to tail, with new styling and instrumentation, an IMU-enabled Suzuki Intelligent Ride System, and much more. Available in Glass Sparkle Black and Candy Burnt Gold; Metallic Matte Sword Silver and Candy Daring Red; and Pearl Brilliant White and Metallic Matte Stellar Blue, pricing for the 2022 Suzuki Hayabusa starts at $18,599.
For 2022, Triumph has given performance, technological, and visual updates to its entire Modern Classic lineup, which includes the iconic Bonneville T100, Bonneville T120 and T120 Black, Street Twin and Street Twin Gold Line, Bonneville Bobber, and Speedmaster models.
Triumph has merged the Bobber and up-spec Bobber Black into one single model, the 2022 Triumph Bonneville Bobber. Like other models in the Bonneville lineup, the Bobber’s “high-torque” 1,200cc liquid-cooled parallel-Twin gets a lighter crankshaft and mass-optimized clutch and counterbalancers. It also gets a larger 3-gallon fuel tank, an upgraded fork, a chunky front wheel, dual Brembo front calipers, standard cruise control and ABS, a new LED headlight, and some styling updates. The Bobber is available in Jet Black, Cordovan Red, and Matte Storm Grey and Matte Ironstone two-tone (above). Pricing starts at $13,150.
The 2022 Triumph Bonneville Speedmaster gets an updated “high-torque” 1,200cc liquid-cooled parallel-Twin, refined riding modes (Road and Rain), a larger-diameter and higher-spec 47mm Showa cartridge fork, improved rider and passenger seating, and updated instrumentation. The Speedmaster is available in Jet Black, Red Hopper, and two-tone Fusion White and Sapphire Black with hand-painted twin coach lines (above). Pricing starts at $13,150.
The 2022 Triumph Bonneville T100’s Euro 5-compliant “high-torque” 900cc parallel-Twin boasts an additional 10 ponies, bringing its claimed figures up to 64 horsepower at 7,400 rpm and 59 lb-ft of torque at 3,750 rpm. The engine also gets a lighter crankshaft, mass-optimized clutch and counterbalancers, a magnesium cam cover, and a thin-walled clutch cover, which together reduce curb weight by 8 pounds. The T100 also gets an upgraded fork, new instrumentation, and some styling tweaks. The Bonneville T100 is available in Jet Black, two-tone Lucerne Blue and Fusion White (above), and two-tone Carnival Red and Fusion White. Pricing starts at begins at $10,500.
The 2022 Triumph Bonneville T120 and T120 Black get engine updates, less weight (520 pounds wet, down 15.5), and other updates. The “high-torque” 1,200cc liquid-cooled parallel-Twin gets a lighter crankshaft and mass-optimized clutch and counterbalancers. The big Bonnies get cruise control, new Brembo front calipers, refined riding modes (Road and Rain), and aesthetic upgrades. Pricing for the 2022 Triumph Bonneville T120 and T120 Black (above) starts at $12,050.
Limited to 1,000 units worldwide, the 2022 Triumph Rocket 3 R Black gives the 2,458cc mega cruiser an even leaner-and-meaner look. It features an aggressive all-black colorway that focuses on matte finishes, darkened tank badging, a carbon fiber front fender, and blacked-out components from nose-to-tail, and it comes with a certificate of authenticity. Pricing starts at $23,700.
Also limited to 1,000 units worldwide, the 2022 Triumph Rocket 3 GT Triple Black applies the dark treatment to the touring version, with a high-gloss three-shade paint scheme, a carbon fiber front fender, and blacked-out components. It comes with a certificate of authenticity that lists each motorcycle’s VIN. And its enormous 2,458cc inline Triple produces 167 horsepower at 6,000 rpm and a 163 lb-ft of torque at 4,000 rpm. Pricing starts at $24,400.
Also built on Triumph‘s Bonneville platform, the 2022 Scrambler 1200 XC, Scrambler 1200 XE, and Scrambler 1200 Steve McQueen Edition are powered by a “high power” version of Triumph’s liquid-cooled, 1,200cc parallel-Twin that’s been updated to meet Euro 5 emissions regulations, which includes a revised exhaust system that offers improved heat distribution. With a dedicated Scrambler tune, it makes 89 horsepower at 7,250 rpm and 81 lb-ft of torque at 4,500 rpm. All three models have a 21-inch front wheel, side-laced tubeless wheels, and nearly 10 inches of suspension travel.
The 2022 Triumph Scrambler 1200 XC is available in Sapphire Black ($14,000), two-tone Cobalt Blue and Jet Black ($14,500, above), and two-tone Matte Khaki Green and Matte Black ($14,500).
2022Triumph Scrambler 1200 XE / Steve McQueen Edition
2022 Triumph Scrambler 1200 Steve McQueen Edition
Receiving the same updates as the XC, the higher-spec 2022 TriumphScrambler 1200 XE adds an Off-Road Pro mode and cornering-optimized ABS and traction control. It’s available in Sapphire Black ($15,400), two-tone Cobalt Blue and Jet Black ($15,900), and two-tone Matte Khaki Green and Matte Black ($15,900).
Limited to 1,000 in individually numbered units worldwide and based on the XE, the 2022 Triumph Scrambler 1200 Steve McQueen Edition (above) honors the King of Cool with unique Steve McQueen branding on the tank and handlebar clamp, an exclusive Competition Green custom paint scheme, premium Scrambler accessories fitted as standard, and a certificate of authenticity with signatures from Triumph’s CEO, Nick Bloor, and Chad McQueen. Pricing starts at $16,400.
The 2022 Triumph Speed Twin gets similar engine updates as the rest of the Bonneville family, and its “high power” liquid-cooled, 1,200cc parallel-twin makes 98.6 horsepower at 7,250 rpm and 83 lb-ft of torque at 4,250 rpm. To improve handling, the Speed Twin gets a higher-spec Marzocchi inverted cartridge fork, Brembo M50 monoblock calipers, lighter cast aluminum 12-spoke wheels, and Metzeler Racetec RR tires. Styling has also been refreshed. The Speed Twin is available in Red Hopper (above), Matte Storm Grey, and Jet Black. Pricing starts at $12,500.
As with other Bonneville models, the 2022 Triumph Street Scrambler’s liquid-cooled 900cc parallel-twin has been updated to meet Euro 5 emissions yet it still delivers 64 horsepower at 7,250 rpm and 59 lb-ft of torque at 3,250 rpm. Styling updates include a new side panel with aluminum number board, a new heel guard, new brushed aluminum headlight brackets, new adventure-oriented seat material, new throttle body finishers, and new paint schemes. The Street Scrambler is available in Jet Black, Urban Grey, and two-tone Matte Khaki and Matte Ironstone; pricing starts at $11,000.
Limited to 775 units worldwide, the Scrambler Sandstorm Edition (above) has a unique paint scheme, premium accessories (high front fender, tail tidy, sump guard, headlight grille, and rubber knee pads on the tank), and a certificate of authenticity personalized with the bike’s VIN. Pricing starts at $11,750.
Heralded as Triumph’s best-selling Modern Classic, the 2022 Triumph Street Twin gets an updated engine, new cast wheels, and updated styling. Featuring the same updated “high-torque” 900cc liquid-cooled parallel-twin as the T100, the Street Twin now boasts 64 horsepower at 7,500 rpm and 59 lb-ft of torque at 3,800 rpm. New 18- and 17-inch 10-spoke cast-aluminum wheels are fitted with Pirelli Phantom Sportcomp tires. The Street Twin is available in Cobalt Blue (above), Matte Ironstone, and Jet Black. Pricing starts at $9,400.
Limited to 1,000 units worldwide, the 2022 Triumph Street Twin Gold Line features a Matte Sapphire Black colorway with a Triumph heritage logo and hand-painted gold lining. Pricing starts at $10,150.
The all-new 2022 Yamaha YZF-R7 is a 689cc sportbike based on the MT-07 platform, slotting between the YZF-R3 and YZF-R1. It features an slip/assist clutch, an optional quickshifter, chassis upgrades, and all-new bodywork. The R7 delivers track-ready performance within reach, with an MSRP of $8,999. Available in Team Yamaha Blue (above) and Performance Black.
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