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2022 Triumph Tiger Sport 660 | First Ride Review

December 17, 2021 mcnews Leave a comment

When the covers were pulled off the 2022 Triumph Tiger Sport 660, the first question that came to mind was: Why? In an increasingly cluttered adventure bike landscape, why introduce a model without off-road capability? Why challenge the category-defining Kawasaki Versys 650? Just two months after posing those questions, Triumph marque invited us to find out firsthand at the Tiger Sport 660’s global launch in Portugal.

Adventure-inspired styling may tether the Tiger to the ADV world, but under that cladding, the Sport 660 shares a lot with Triumph’s new Trident 660 platform. From the 17-inch wheels to the Nissin braking system, from the Michelin Road 5 tires to the electronics suite, Hinckley leverages much of the Trident’s core components for the new adventure sports model. Even the liquid-cooled, 12-valve, 660cc inline-Triple remains unchanged, producing 80 horsepower at 10,250 rpm and 47.2 lb-ft of torque at 6,250 rpm (claimed, at the crank).

Despite the family resemblance, the Tiger Sport 660 is more than a naked bike in adventure clothing. Triumph still employs a tubular-steel perimeter frame but steepens the rake to 23.1 degrees. The longer and sturdier subframe accommodates optional panniers and a top box while the long-travel suspension promotes comfort and two-up touring. To the naked eye, the adventure-adjacent aesthetics set the Tiger apart, but the facelift is equal parts form and function.

Of course, the new front fairing provides more wind protection but a one-hand, height-adjustable windscreen allows riders to reduce buffeting on long road trips or amplify airflow in congested urban environs. In the lowest position, oncoming air flowed past my chest while wind danced around my helmet’s chinbar in the high setting. Results will vary for shorter and taller riders, but at 5 feet, 10 inches, the top position suited my frame best.

Dustin’s Gear:
Helmet: Bell Eliminator
Jacket: Alpinestars GP Plus R v3 Jacket
Gloves: Alpinestars Mustang v2 Gloves
Pants: Pando Moto Robby Arm 01 Jeans
Boots: Dainese Persepolis Air Shoes

Triumph enhances that comfort with taller handlebars and extra distance between the seat and footpegs. Thanks to the neutral position and generously padded seat, the Sport 660 encourages all-day riding. The lengthened subframe also provides extra space in the cockpit, enabling users to scoot forward or rearward for an optimal rider triangle. Throughout the 154-mile ride aboard the Tiger, not once did my back, wrists, or knees ache, and larger riders in the group echoed those sentiments.

While I’d classify the ergos as relaxed, the handling lives up to the Sport moniker. The upright position places the rider’s knees flush against the fuel tank, providing an ideal anchor point before tip-in. That’s when the Tiger is at its best. Side-to-side transitions are swift and fluid. Steering is precise and direct. Couple that with grippy Michelin Road 5 tires and the Sport 660’s handling borders on telepathic.

Due to the 23.1-degree rake, the Sport 660 stays light on its feet, ready to dive into the next corner. On the other hand, the longer, 55.8-inch wheelbase helps maintain stability at lean. That nimble nature allows the rider to put the Tiger anywhere on the road. While the non-adjustable Showa 41mm fork and preload-adjustable Showa shock favor comfort with 5.9 inches of travel at both ends, the setup delivers sufficient support and feedback for spirit riding as well.

The suspension’s only blemish is the fork’s soft spring, but only heavy braking exposes that minor shortcoming. In a straight line, the dual 2-piston Nissin calipers and 310mm discs up front bring the 454-pound tiger to a rapid halt. Equally unexpected, the axial master cylinder yields surprising feel and feedback when trail braking into a bend. Dual-channel ABS also increases confidence while Rain mode (in addition to the default Road mode) and switchable traction control act as safety nets for less-than-ideal conditions or technique.

Triumph adds such rider aids to favor newer riders, but the ultra-tractable 660cc inline-Triple is innately user-friendly. With 80 ponies and 47 lb-ft of torque on tap, the retrofitted 675 triple is equal parts thrill and chill. Away from a stop, the mill delivers 90% of its torque between 3,600-9,750 rpm. The linear powerband may benefit novice riders, but it doesn’t stop experienced pilots from exploiting the power potential at the top of the rev limiter.

However, most riders won’t need to push the Sport 660 to those limits, especially when engine vibrations course through the footpegs at 8,500 rpm. Luckily, in 6th gear at 70 mph, the Tiger trots along at around 5,000 rpm. That mild-mannered quality caters to tourers, but the engine remains manageable even when the pace picks up. With usable power accessible throughout the rev range, the middleweight ADV also helps compensate for rider mistakes.

On several instances during the ride, I forgot to drop a gear – or two – going into a corner. Fortunately, the readily available torque helped pull the Tiger through the exit. Despite its accommodating demeanor, the Triple also wails up to its 10,500-rpm redline. It’s that combination of performance and practicality that makes the Sport 660 such a versatile bike. Those looking for the utmost performance can add on a bi-directional quickshifter from Triumph’s accessories catalog, but the standard unit offers smooth transitions and reliable gear engagement out of the box.

The Tiger Sport 660 may not feature a fire-breathing engine, trick suspension, top-tier brakes, or state-of-the-art electronics, but that doesn’t stop it from becoming one of the most balanced packages on the market. Each component contributes to the 660’s end goal. The electronics enhance safety without adding complexity. The inline-Triple produces enough power for seasoned vets without scaring beginners. The suspension and brakes complement the Tiger’s mild and wild side.

I may have doubted Triumph when it introduced the new cub in its Tiger line, but after spending a full day with the Sport 660, I’m a firm believer in its worth. Whether you label it a sport-tourer, an ADV, or none of the above, the Tiger Sport 660 is undeniably well-rounded. From commuting to canyon carving to touring, Hinckley’s latest middleweight practically does it all. That’s why Triumph believes the new adventure sports model can make an impact in an increasingly cluttered adventure bike landscape – and now, I do too.

2022 Triumph Tiger Sport 660 Specs

Base Price: $9,295
Website: triumphmotorcycles.com
Engine Type: Liquid-cooled, inline triple, DOHC w/ 4 vpc.
Displacement: 660cc
Bore x Stroke: 74 x 57.7mm
Horsepower: 80 hp @ 8,750 rpm (claimed, at the crank)
Torque: 47.2 lb-ft @ 6,250 rpm (claimed, at the crank)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: X-ring chain
Wheelbase: 55.8 in.
Rake/Trail: 23.7 degrees/3.8 in.
Seat Height: 32.8 in.
Wet Weight: 454 lbs. (claimed)
Fuel Capacity: 4.7 gals.

The post 2022 Triumph Tiger Sport 660 | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

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Holiday Buyers Guide

November 23, 2021 mcnews Leave a comment

Our Holiday Buyers Guide & 2012-2022 Winter Supplement is here, and it’s stuffed as full as Santa’s sack on Christmas Eve!

The editors of Rider and Thunder Press have curated a selection of inspiring photos, motorcycle travel stories, gear reviews, and pro tips.

And our 14-page Holiday Buyers Guide includes dozens of great products: accessories, add-ons, apparel, helmets, upgrades, and more!

In This Issue:
• 3 Epic Rides You Can’t Miss
• Holiday Buyers Guide
• Favorite Ride: Virginia’s Blue Ridge
• Retracing Easy Rider in Arizona
• The Minnesota Yeti: Riding a Ural in Winter
• Gear Reviews from Highway 21 and HJC Helmets
• Storing Your Bike for the Winter
• Roadside Tubeless Tire Repair

Click here to start reading!

From all of us at Rider and Thunder Press, we wish you clear skies, dry roads, long rides, and the very best of holiday seasons!

The post Holiday Buyers Guide first appeared on Rider Magazine.
Source: RiderMagazine.com

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2022 Aprilia Tuareg 660 | First Ride Review

November 17, 2021 mcnews Leave a comment

2022 Aprilia Tuareg 660 review — The 2022 Aprilia Tuareg 660 is a new middleweight adventure bike with a 659cc parallel-Twin derived from the RS 660 and Tuono 660 sportbikes. (Photos by Milagro)

Having now ridden the Aprilia Tuareg 660, it’s easy to see that this machine will be a serious contender in the middleweight adventure class. Slim, stripped, lightweight, and without nonsense, it is a bike of pure function.

The narrow 659cc engine of the Tuareg 660 defines this motorcycle’s personality. Besides powering the Tuareg down routes of pavement or dirt, its narrow parallel-Twin provides svelte comfort and control while producing a respectable 80 horsepower, with as little motorcycle as possible between the rider and the engine. While it’s doubtful anyone will gaze longingly at the Tuareg 660 in admiration of its beauty, many may well gaze at it in admiration of its performance. It has a gracefully malicious personality.

The Tuareg’s powerplant is a modified version of the engine in the RS 660 and Tuono 660 sportbikes, itself derived from the front cylinder bank of the 1,099cc RSV4. The Tuareg’s twin-cam profiles are the main difference, tuned to supply a flatter, wider powerband. It’s an engine that is without any midrange dips or glitches, and no stumbles or lurches throughout throttle positions. It shares the 81mm bore from the RSV4 as well as the heads and pistons from that proven World Superbike Championship engine, which should assuage concerns about reliability.

The Tuareg’s redline is lower than its sister machines, kicking in around 9,500 rpm after reaching its claimed peak of 80 horsepower at 9,250 rpm. For comparison, the RS 660 makes 100 horsepower at 10,000 rpm. Torque hits its 51.6 lb-ft peak at 6,500 rpm, and the crank pins are at 270 degrees to give the rider a feel of piloting a V-Twin.

The Tuareg is Euro 5 compliant and capable of meeting Euro 5+ standards with its catalytic converter optimally located as close to the headers as possible. It is shrouded by a heat shield that nicely blends into the shape of the skid plate beneath the engine, making its presence barely noticeable. Though the cat is contained within a single-walled pipe its heat is well managed, and in the 70-degree weather of our test ride in Sardinia, Italy, engine heat was undetectable.

The Tuareg 660’s chassis is quite different from the aluminum twin-spar chassis of the RS 660 and Tuono 660, with a tubular-steel frame mated to cast aluminum swingarm plates, welded up as a single unit with the rear subframe. The engine is a stressed member of the frame with six mounting points, creating a rigid chassis to meet the demands of off-road riding. Additionally, the engine is rotated back by 10 degrees, for a claimed reduction of yaw movement to lighten steering. There’s no way to verify this, but it’s fun to consider.

The two-sided aluminum swingarm is longer than that of the other 660s, and it is captured between the cast aluminum plates and the engine. The Tuareg’s wheelbase is 60 inches while the RS and Tuono are significantly shorter at 53.9 inches.
Fully adjustable suspension is by Kayaba, with 43mm inverted fork and a piggyback rear shock with a progressive linkage, and there’s 9.5 inches of travel at both ends. The rear spring weight is for riders between 165-175 pounds, so heavier riders or those regularly carrying a passenger or gear may need to install a beefier spring. As an adventure bike with serious off-road intentions, wheels are an expected 21 inches fore and 18 inches aft, and they’re both spoked and tubeless. Tires are Pirelli Scorpion Rally STR, adventure rubber designed for 70% on-road and 30% off-road use.

The Tuareg 660 was created through the combined efforts of the Piaggio Advanced Design Center, in Pasadena, California, led by Miguel Galluzzi, and Italy’s Piaggio Design Center, where project design leader Mirko Zocco is located. The combined efforts resulted in what is essentially the bobber of adventure bikes, birthed without a single unnecessary component. It doesn’t even have any bodywork on the tail section, just a subframe, a seat, and a place to hang taillights and a license plate. A rear fender? Nope.

The Tuareg’s front is dominated by a clear fairing above a three-piece headlight that’s flanked by two air intakes captured within the same aluminum-colored shroud, which is the Tuareg’s primary item of actual aesthetics. Notably, the Tuareg has no “beak” but instead sports a conventional streetbike fender, which shouldn’t be a problem outside of Georgia’s red clay on a rainy day. Combined, the windscreen and the handlebar protectors keep the rider well insulated from the elements.

The gas cap has a retro look, standing above the fuel-tank cover just like in the old-timey days. The real intent of it though is a weight savings due to eliminating the extra hardware needed for a flush fuel tank filler. Small side fairings direct air into the radiator while providing useful streamlining for an aerodynamic profile, keeping to the Tuareg’s strict dictum of form follows function. The 4.8-gallon fuel tank sits vertically behind the engine, with over half of its volume contained below the top of the engine to keep the motorcycle’s mass as centralized as possible.

Simply put, the Tuareg is a blast to ride. Its narrowness is instantly appreciated from the rider’s seat, with the slim tank and seat profile providing easy legroom for a standing or seated rider. Even while leaning forward, one’s legs don’t come into contact with the wider forward section of the bodywork, which some may find a positive or a negative depending on one’s preference of knees pushing forward against the motorcycle or not.

Once you scale your way up onto it, the Tuareg is an ultra-easy ride with everything about it brilliantly dialed in, from the throttle-by-wire to the wealth of suspension travel to the slipper clutch. We were unable to get hard data for the sag numbers, but by feel alone – and logic – the static sag appears to be about 3 inches, approximately a third of the travel. While swinging a leg over the 33.9-inch seat you can feel the bike squat an inch or so to where your feet can touch the ground.

The Tuareg is fast enough to pass other vehicles at will, while sporting light steering and stability at every speed despite not having a steering damper. On one stretch of road, a wandering tear in the pavement sent the bike into a bit of a shake, but as soon as the front tire hit smooth pavement again the nervousness immediately disappeared. There’s no trade-off here, because the Tuareg feels planted at any speed.

If the Tuareg is ridden within proximity of riding the RS, the reduced horsepower and lower redline will be obvious from feel alone. Still, the power of the Tuareg is most impressive from 6,500 rpm on up, and at full throttle the throaty intake sound is a delight. The reduction in peak power from the RS is a fair trade-off for the smooth, wide powerband of the Tuareg – a real plus when riding off-road where ease of power delivery, particularly at lower speeds, assists the rider. Riding into the redline is unrewarding, as the bike hits a hard wall of nothingness rather than a soft reduction of power.

The bikes we rode were equipped with the optional quickshifter (Aprilia Quick Shift, $249.95), which makes life on the bike even easier. It provides seamless shifting up and down through the gears while forgiving attempts to modulate the throttle or use the clutch. While upshifts can be clutchless at any throttle setting, for downshifts to be smooth riders need to unload the engine. That should be obvious for any experienced rider but for some reason at times I forgot. Unlike most first-ride introductions, over-revving, stalling, missed shifts, or false neutrals were absent from our group of 13 jaded journalists. The feel and feedback of the controls are spot-on.

Adding to the Tuareg’s versatility is the Aprilia Performance Ride Control (APRC) suite of electronic rider aids, which includes cruise control as well as multiple modes for throttle response, engine braking, ABS, and traction control. There are presets in the four ride modes – Urban, Explore, Off-road, and Individual – and the switchgear next to the left grip allows easy scrolling between them. Our test ride included dry and wet pavement, mud, gravel, dirt, rocks, and a healthy stream, and the ease of cycling through the Tuareg’s modes on the fly was appreciated.

Explore and Urban are street-focused ride modes, with ABS activated at both wheels. Explore offers more aggressive throttle response and less traction control intervention than Urban. Being the sportiest mode, I used Explore for dry pavement. Given its higher margin of safety, I used Urban as the rain mode.

Leaving the pavement, the choice of was obvious. Off Road provides the most manageable (softest) power delivery and ABS can be disabled at the rear wheel or switched off entirely. Individual gives the rider freedom to either craft the perfect recipe of preferences or muck things up incomprehensibly. Individual was a fun distraction and if I lived with this bike, I’d regularly experiment with it. The TFT dashboard where all of this is on display is nicely laid out, well angled, and wasn’t susceptible to sun glare.

The adjustable traction control decides when to intervene by evaluating the difference between front and rear wheel speeds. This results in different angles of how far the rear of the motorcycle can come out of line with the front. Using any electronic TC to its fullest is a difficult task that requires complete trust in the machine. Due to years of muscle memory, it can be hard to resist correcting for the rear stepping out. Use as your own comfort level allows.

Peter’s Gear:
Helmet: AGV AX-8
Jacket: IXS Evans-ST Tour
Gloves: Heroic ST-R Pro Shorty
Pants: Ugly Bros. USA Motorpool
Boots: TCX Mood Gore-Tex

Riding the Tuareg can make one wonder about the virtue of sportbikes. We rode Tuareg 660 at a hard pace on numerous snaking mountain roads, and its high clearance allowed for extreme lean angles. Its light steering and crisp feel, as well as its wide, usable powerband, make this a bike worthy of a day in any canyons or mountains alongside any road-racer replica. On top of that, bags are an option and so is a passenger who won’t start slapping your helmet after 20 miles. And after one’s streetbike pals start wondering how you stayed with the pack, you can take an off-road shortcut and beat them to the bottom of the mountain.

Riders accustomed to streetbikes might at first be surprised by how much the Tuareg 660 moves around under hard braking or acceleration. That’s the key advantage of 9.5 inches of suspension travel – there’s plenty to use. The motorcycle moves comfortably through the suspension stroke while the wheels remain on the ground – except for when the rider doesn’t want them to – and the suspension does not top or bottom. Dive is well controlled and never unsettled. On- or off-road, the Tuareg remains surprisingly properly planted. Full disclosure: no MX jumps were attempted.

All in all, the Tuareg should be seriously considered by anyone desiring a middleweight adventure motorcycle that shines on both pavement and dirty stuff. It is reasonably comfortable, has seamless power, shifting, and mode selections, and provides confidence-inspiring agility. The brakes provide consistent feedback, the suspension, though fully tunable, should match most riders needs as is, and the electronics are dang smart. It’s one of the easiest and friendliest motorcycles to ride while being more than up to the task of being ridden hard.

2022 Aprilia Tuareg 660 Specs

Base Price: $11,999 (Acid Gold, Martian Red); $12,599 (tri-color Indaco Tagelmust)
Price as Tested: $12,249 (Aprilia Quick Shift)
Website: aprilia.com
Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
Displacement: 659cc
Bore x Stroke: 81.0 x 63.9mm
Horsepower: 80 horsepower @ 9,250 rpm (claimed)
Torque: 51.6 lb-ft @ 6,500 rpm (claimed)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: O-ring chain
Wheelbase: 60.0 in.
Rake/Trail: 26.7 degrees/4.5 in.
Seat Height: 33.9 in.
Wet Weight: 449 lbs. (claimed)
Fuel Capacity: 4.8 gals.

The post 2022 Aprilia Tuareg 660 | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

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2022 Husqvarna Norden 901 | First Ride Review

November 10, 2021 mcnews Leave a comment

2022 Husqvarna Norden 901 review — 2022 Husqvarna Norden 901 (Photos by Marco Campelli & Sebas Romero)

Husqvarna is a storied brand that goes way back. It takes its name from the Swedish town – now spelled Huskvarna, which means “millhouse” – where it was founded in 1689. The fledgling company used hydropower from a nearby waterfall to make muskets, and its logo depicts a gun sight viewed from the end of a barrel with an “H” in the center. In the late 1800s, as the world became more mechanized, Husqvarna started making sewing machines, cast-iron kitchen equipment, and bicycles.

In 1903, the same year Harley-Davidson began operations, Husqvarna started manufacturing motorcycles, first with imported engines and later its own. In the 1920s, it produced a 550cc side-valve V-Twin similar to those built by Harley and Indian, and in the 1930s it began competing in Grand Prix racing.

As John L. Stein chronicled in “Striking Vikings,” Husqvarna produced its first purpose-built enduro, the Silverpilen (Silver Arrow), in 1953. Husky made a name for itself on American and European motocross tracks, and the brand was popularized in the iconic 1971 film, On Any Sunday.

Husqvarna sold its motorcycle business to Cagiva in 1987, building motorcycles under the same name while the original company – now headquartered in Stockholm – focused on chainsaws and lawnmowers. After 20 years of Italian ownership, Husqvarna Motorcycles was sold to BMW, and it continued making motocross, enduro, and hardcore dual-sport machines. In 2013, Husky introduced the 50/50 on-/off-road TR650 Terra and the road-going TR650 Strada, both powered by a tuned-up version of the 652cc Single from the BMW G 650 GS. We praised both bikes in our reviews, but they were short-lived. That same year, Husqvarna’s German owners sold the brand yet again, this time to Austria’s KTM.

The motorcycle industry has a long history of consolidation, mergers, divestitures, bankruptcies, and resurrections. When brands are under the same umbrella – Pierer Mobility Group owns KTM, Husqvarna, and Gas Gas – it makes economic sense to share costly resources such as engine platforms. Just as the TR650s were based on the G 650 GS, current Husqvarnas are adapted from KTM models. The Svartpilen 401 and Vitpilen 401 street models were based on KTM’s 390 Duke, and the 701 Enduro and 701 Supermoto are based on KTM’s 690 Enduro R and 690 SMC R, respectively.

Which brings us to the Norden 901, Husqvarna’s first foray into the red-hot adventure bike market. Not surprisingly, it’s based on KTM’s highly capable 890 Adventure platform. The standard 890 Adventure is geared toward a mix of street and light off-road touring, while the 890 Adventure R is aimed at more aggressive off-road adventure riding (and the R Rally version even more so).

Where does the Norden 901 fit in? Right in the middle, says Husqvarna. It’s designed to be more off-road capable and versatile than the 890 Adventure, but not as hardcore as the 890 Adventure R. It’s even priced between them. At $13,999, it’s $800 more than the 890 Adventure and $200 less than the R (based on KTM’s 2021 prices).

Why would Husqvarna build an adventure bike like what KTM already offers? It showed a Norden 901 concept at the EICMA show in 2019, and the positive response encouraged Husqvarna to carve out its own niche within the segment. For some buyers, it simply comes down to styling. Perhaps they don’t like the sharp angles or orange paint on the KTMs. The production version of the Norden is very similar to the concept, with a smoothly curved rally-style fairing, a large round headlight, fog lights, and a wide, flat seat. If you’re a fan of the look, not to mention the fluorescent yellow stripe and matte black-on-black paint and graphics, then the Norden 901 offers unique appeal.

Husqvarna hosted the launch of the Norden 901 (Swedish for “the north”) on São Miguel, the largest island in the Azores, an archipelago of nine volcanic islands in the North Atlantic Ocean that is an autonomous region of Portugal. The Gulf Stream contributes to the Azores’ mild, wet climate, and over the course of two days we experienced the full spectrum of conditions one might encounter on an adventure bike: rain, fog, wind, gravel, sand, mud, water crossings, dry roads, wet roads, slick cobblestone roads, mud- and manure-smeared roads, and even roads carpeted with moss. São Miguel is impossibly green, and with giant volcanic craters filled with scenic lakes and more cows than people, it feels like a cross between Hawaii and Scotland.

Having put lots of miles in lots of places on nearly every model in KTM’s adventure/travel lineup, the Norden 901’s touch points, engine character, and performance feel familiar. On the left switch cluster are four buttons (up, down, back, and set) that simplify navigation of the bike’s menus. The 5-inch color TFT display has bold, bright, detailed graphics that clearly convey information. For example, when switching from Road to Offroad ABS, which disables ABS at the rear wheel, a graphic illustration of the bike changes from green front and rear wheels (ABS is active at both ends) to green on the front wheel and red on the rear wheel (rear ABS is deactivated).

Equipped with throttle-by-wire and a 6-axis IMU, the Norden 901 has riding modes (Street, Rain, and Offroad), cornering ABS, and lean-angle-sensitive traction control. Each mode has a preset level for engine power, throttle response, and TC intervention. There is an optional Explorer mode that allows the rider to customize the settings, as well as make on-the-fly adjustments of rear wheel slip over a 9-level range.

Unlike other adventure bikes that bundle all relevant settings into each riding mode, those made by KTM and Husqvarna require riders to make separate selections for riding mode and ABS mode. On our test ride, we switched back and forth between paved and unpaved roads and wet and dry conditions many times each day, and I had to constantly remind myself that changing the riding mode from Offroad to Street does not automatically change ABS from Offroad to Road. I had to change both, which requires extra steps. I did not want to go into a blind, wet corner on a paved road with the rear ABS turned off, but sometimes it happened.

The Norden 901’s liquid-cooled, 889cc parallel-Twin has DOHC with four valves per cylinder and a 13.5:1 compression ratio. Without oil, it weighs just 118 pounds, and the Norden’s claimed curb weight is 481 pounds. Power is sent to the rear wheel through a 6-speed transmission with a slip/assist clutch and a standard up/down quickshifter. During off-road riding, the transmission occasionally popped out of gear, perhaps by bumping the shifter with my heavy boot; I had the same issue when testing the KTM 890 Adventure R. Standard equipment also includes motor slip regulation and cruise control, and oil change intervals are 9,320 miles.

The engine is lively and responsive, with dual balancer shafts neutralizing unwanted vibration while allowing plenty of character to shine through. Husqvarna claims 105 horsepower and 73.8 lb-ft of torque at the crank. Those are the same figures for the 890 Adventure R, which made 90 horsepower at 8,200 rpm and 62 lb-ft of torque at 6,900 rpm at the rear wheel on Jett Tuning’s dyno in our test earlier this year.

Like the standard 890 Adventure, the Norden 901 has WP Apex suspension, with a fully adjustable 43mm inverted fork with separate functions in each leg and convenient adjusters on top. The rear shock has a linkage and is adjustable for rebound and spring preload, the latter via a handy remote knob. Suspension travel is 8.7/8.5 inches front/rear, and ground clearance is 9.9 inches. Compliance is good over a range of conditions, though launching off water bars and hitting G-outs occasionally caused the Norden to bottom out. The underside of the engine and lower parts of the fuel tank are protected by aluminum skid plates.

Tubeless spoked wheels, with a 21-inch front and an 18-inch rear, are shod with Pirelli Scorpion Rally STR tires that have large tread blocks and provide good grip both on- and off-road. Brakes are by J.Juan, with a pair of radial 4-piston front calipers on 320mm discs and a single 2-piston floating caliper on a 260mm disc, and they offer ample power and good feel at the front lever and rear pedal. Both clutch and brake levers are adjustable for reach, the brake pedal is adjustable for height, and the rubber inserts can be removed from the cleated metal footpegs.

What most sets the Norden 901 apart from its KTM cousins, other than styling, is comfort and wind protection. The broad, flat seat has a ribbed, suede-like cover to minimize slip, and it can be set in low (33.6 inches) or high (34.4 inches) positions. In typical adventure bike style, the seating position is upright, legroom is generous, and the reach to the wide handlebar is relaxed. There’s a good-sized pillion seat with large grab handles, and on the back is a small luggage rack. The Norden has a wider fairing than the KTMs, which provides good wind protection (along with the hand guards), and visually it offsets the bulbous shape of the lower “pods” of the horse-shaped, 5-gallon fuel tank.

Many will want to outfit the Norden 901 for extended tours or off-the-grid exploring. Above the TFT display is a convenient place to mount a GPS, and there’s a 12-volt socket on the dash. An optional Connectivity Unit allows you to pair your smartphone to the bike via the myHusqvarna app, and it will display turn-by-turn navigation on the TFT. We used the nav feature on a ride back to the hotel after lunch on the first day, and it worked like a charm. Husqvarna also offers aluminum luggage made by Touratech, as well as a range of accessory soft luggage, heated grips, comfort rider/passenger seats, a suspension lowering kit (which reduces seat height by nearly an inch), and apparel. Our test bikes were fitted with optional carbon-tipped Akrapovič silencers, which add style and a nice exhaust tone.

Overall, the Norden 901 is well-balanced, ruggedly built, and capable of tackling whatever most adventure riders will throw at it. We can’t wait to get a test bike and put some serious off-the-beaten path miles on it.

2022 Husqvarna Norden 901 Specs

Base Price: $13,999
Warranty: 2 yrs., 24,000 miles
Website: husqvarnamotorcycles.com

ENGINE
Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
Displacement: 889cc
Bore x Stroke: 90.7 x 68.8mm
Compression Ratio: 13.5:1
Valve Insp. Interval: 18,600 miles
Fuel Delivery: EFI w/ 46mm throttle bodies x 2
Lubrication System: Semi-dry sump, 3.0-qt. cap.
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: X-ring chain

CHASSIS
Frame: Tubular-steel w/ engine as stressed member, steel trellis subframe & cast aluminum swingarm
Wheelbase: 59.5 in. ± 0.6 in.
Rake/Trail: 25.8 degrees/4.2 in.
Seat Height: 33.6/34.4 in.
Suspension, Front: 43mm inverted fork, fully adj., 8.7 in. travel
Rear: Single shock w/ linkage, adj. for rebound & spring preload, 8.5 in. travel
Brakes, Front: Dual 320mm discs w/ radial 4-piston calipers & ABS
Rear: Single 260mm w/ 2-piston floating caliper & ABS
Wheels, Front: Spoked tubeless, 2.50 x 21 in.
Rear: Spoked tubeless, 4.50 x 18 in.
Tires, Front: 90/90-21
Rear: 150/70-18
Wet Weight: 481 lbs. (claimed)

PERFORMANCE
Horsepower: 105 hp @ 8,000 rpm (claimed, at crank)
Torque: 73.8 lb-ft @ 6,500 rpm (claimed, at crank)
Fuel Capacity: 5.0 gals.
Fuel Consumption: 52.3 mpg (claimed)

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2022 Royal Enfield Himalayan | First Ride Review

November 10, 2021 mcnews Leave a comment

2022 Royal Enfield Himalayan review — During its first few years, the Himalayan developed a loyal following as a lightweight, accessible, affordable, and dependable adventure bike. Updates for 2022 make it even more appealing. (Photos by Jen Mueke)

Updating a popular and successful motorcycle model can be tricky for any brand’s design team. Mess with the components that enthusiasts consider off-limits, and the update takes a step backwards in the bike’s evolution, not to mention the risk of losing customers.

Royal Enfield confronted that fork in the road when it set out to improve its Himalayan, a lightweight adventure-tourer launched in 2018. With an MSRP of just $4,499, the Himalayan, with its spunky 411cc air-cooled Single, offered what few other ADV bikes could – an affordable price tag.

Adding to the Himalayan’s appeal was modest weight (439 pounds with its 4-gallon gas tank full), a low seat height (31.5 inches), and simplicity – anyone with basic mechanical skills could service it in their own garage or out in the field. Its curb appeal was unique, too, with a quasi-military-spec-meets-retro sensibility.

Read our Royal Enfield Himalayan vs BMW G 310 GS vs Kawasaki Versys-X 300 Comparison Review

The combined package added up to respectable global sales over the past few years. Linked by an enthusiastic following on social media, owners worldwide began sharing information about their Himalayan experiences, including road and trail tales, with many describing what they had learned about their Himalayan’s mechanical nuances and strong points. Soon enough the Himalayan Owners Group, connecting enthusiasts from all points via social media, gained prominence on Facebook.

The folks at Royal Enfield paid attention. They added ABS in 2019. For 2022, updates include some modest functional/ergonomic changes and the addition of the company’s exclusive Tripper Navigation system, which debuted earlier this year on the Meteor 350. Designed for the Google Maps platform, it’s a simple, intuitive turn-by-turn navigation pod mounted on the instrument cluster that pairs with a smartphone via the Royal Enfield app.

Royal Enfield hosted a press event for the new Himalayan in Temecula, a hot, dry area in Southern California known for its wineries. The surrounding countryside is laced with fine two-lane backroads and inviting two-track dirt byways – perfect conditions for a light adventure bike.

Besides the nav system, what else is new? The Himalayan’s saddle, still at 31.5 inches high, gets upgraded foam padding and a new suede-like cover that minimizes slip between the seat’s surface and the rider’s pants. Its small windscreen is slightly taller and wider to block more air. The front racks that double as crash guards for the gas tank and mounting points for auxiliary jerrycans were shortened 3.5 inches and reconfigured to offer more leg room for taller riders. The tail carrier rack gains an additional plate to accept heavier loads, and it’s slightly shorter to fit more flush with the seat’s tail section and make it easier for the rider to swing a leg over the motorcycle.

Time to mount up for a test ride. With my 30-inch inseam, I have no problem clearing my right leg over the reconfigured rear carrier rack, and I can get both feet flat on the ground. Thumbing the starter button brings the long-stroke Single (78 x 86mm bore/stroke) to life. It plays a tune at idle reminiscent of those big British thumper engines that populated the motorcycle landscape back in the ’50s and ’60s. A stylish upswept muffler keeps the Himalayan’s exhaust tone 21st-century friendly, yet still allows the cadence of the thumper to be enjoyed.

Find 1st gear and accelerate away smoothly. The upshift to 2nd could use some refinement, but shifting into higher gears feels trouble-free. The fuel-injected Single answers the call for more speed. Cruising along in top gear, the tachometer registers a mellow 4,000-4,500 rpm with the speedometer around 60-65 mph. Claimed output is modest: 24.3 horsepower at 6,500 rpm and 23.6 lb-ft of torque at the crank. Top speed is around 75 mph, and it doesn’t get there quickly.

On the road, there’s a gentle but welcome rush of air on my shoulders, arms, and helmet. The revised windscreen keeps enough wind off my torso to allow for a relaxed posture in the sculpted saddle. After about an hour or so the low saddle begins to feel a little confining, and the small cockpit puts an acute bend in my knees. The new seat cover minimizes slip, but it also makes it harder to adjust one’s seating position. No problem, just stand up on the pegs for a quick stretch, which is good practice for the upcoming dirt tracks.

As we leave the pavement, our ride leader signals for us to stop so he can demonstrate the switchable ABS procedure. With the ignition turned off, we’re instructed to press the tiny button directly below the dash-mounted ABS light. It requires a hard push and a slow five-second count to initiate deactivation. Done correctly, the ABS light blinks, signaling that you now have complete control of the rear brake (ABS remains on at the front wheel). Rear-wheel ABS activates anytime the key is switched off.

Time to hit the trail, where the real fun begins. The bike’s low center of gravity, coupled with responsive steering and the deep-tread Pirelli MT60 tires, makes the bike feel responsive to natural terrain. The 21-inch front wheel rolls over obstacles with ease; it’s paired with a 17-inch rear, and the spoked rims require tubes. I skirt around rain gullies, power through stretches of deep sand, and maneuver over unfriendly rocks and ruts in the trail, thanks in part to 8.6 inches of ground clearance.

Braking power is modest, with a 2-piston front caliper squeezing a 300mm disc and a 1-piston rear caliper biting a 240mm disc. Suspension action is adequate. The fork offers no adjustability, the rear shock is adjustable for preload, and travel is 7.9 inches in front and 7.1 inches out back. The Himalayan feels rock solid, but also very much built to a price.

After long and delightful stretches of wandering over hill and dale, we resume our ride on pavement and try out the Tripper nav system. As I did to reset the ABS, I turn off the bike’s ignition. Having downloaded the app to my smartphone, I follow the prompts to switch on the turn-by-turn navigation pod that pairs the smartphone via the app. The small screen on the right side of the Himalayan’s sparse instrument cluster reveals road and turn directions as I continue the ride. It’s a handy feature on a bike that encourages exploration.

Royal Enfield has introduced several unique, attractively priced models over the past few years. Following the Himalayan’s debut in 2018, it rolled out a handsome pair of British-style Twins – the Continental GT café racer and INT 650 standard – in 2019, and then the Meteor 350 cruiser in 2021. Now and in the years ahead, we’ll see them evolve. The updates to the Himalayan have been incremental, but they make the small yet capable adventure-tourer even more practical. The price has increased along the way – MSRP is now $5,299 – but it remains a solid value and an appealing choice for a wide range of riders.

2022 Royal Enfield Himalayan Specs

Base Price: $5,299
Website: royalenfield.com
Engine Type: Air-cooled Single, SOHC w/ 2 valves
Displacement: 411cc
Bore x Stroke: 78.0 x 86.0mm
Horsepower: 24.3 hp @ 6,500 rpm (claimed, at the crank)
Torque: 23.6 lb-ft @ 4,250 rpm (claimed, at the crank)
Transmission: 5-speed, cable-actuated wet clutch
Final Drive: O-ring chain
Wheelbase: 58.0 in.
Rake/Trail: 26.5 degrees/4.3 in.
Seat Height: 31.5 in.
Wet Weight: 439 lbs. (claimed)
Fuel Capacity: 4.0 gals.

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2022 Husqvarna Norden 901 | First Look Review

November 1, 2021 mcnews Leave a comment

Adventure riders have been eagerly awaiting the Norden 901’s arrival since Husqvarna unveiled the concept at EICMA 2019. After an extensive development period, the Swedish marque finally blazes a trail into the middleweight ADV field with the 2022 Norden 901.

Husqvarna leverages the eight-valve, DOHC, 889cc parallel-Twin found in KTM’s 890 Adventure R for the new adventure bike. In the Norden, the wundermill produces 105 horsepower and 74 lb-ft of torque. The 901 borrows key elements from its Austrian relative, but it forges its own identity with balanced componentry.

2022 Husqvarna Norden 901 on a dirt path

Rally-inspired bodywork, a circular headlight, and Hi-Viz yellow accents immediately distinguish the 901 from the pack. The fully adjustable 43mm WP Apex suspension suits both on-road and off-road journeys with 8.7 inches of travel fore and 8.5 inches aft. Those long legs elevate the 450-pound (claimed, dry) Norden to 9.9-inch ground clearance and a 33.6-inch seat height (adjustable to 34.4 inches).

The 21-inch front/18-inch rear tubeless spoked wheels tackle tough terrain, while the Pirelli Scorpion Rally STR tires generate grip on the trail and the tarmac. Husqvarna amplifies that versatility with Street, Rain, and Offroad riding modes. The optional Explorer mode unlocks nine levels of adjustable rear-wheel slip, and Offroad mode offers switchable cornering ABS. Husqvarna’s Easy Shift feature allows clutchless bi-directional gear changes, while the Power Assist Slipper Clutch (PASC) smooths out clumsy downshifts and reduces lever effort.

2022 Husqvarna Norden 901 handlebars on forest trail

According to Husky, the Norden 901’s 5-gallon fuel tank nets a maximum of 248 miles, and an ergonomically shaped seat keeps the rider comfortable in the saddle between fill-ups. Cruise control is standard equipment. The integrated front fairing/windscreen not only provides wind protection but also presents a mounting point for smartphones and navigation modules. Users can access turn-by-turn navigation, answer calls, and control media via the Norden 901’s controls with the optional smartphone Connectivity Unit.

Husqvarna also offers a range of luggage systems to enhance the middleweight adventurer’s touring capabilities. Those looking to further equip the Norden for the long haul can turn to the brand’s accessories catalog for add-ons such as heated grips and a tire-pressure-monitoring system (TPMS).

2022 Husqvarna Norden 901 next to guardrail with rider looking off into body of water

The 2022 Husqvarna Norden 901 will be available starting in November 2021, retailing for $13,999.

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2022 Aprilia Tuareg 660 | First Look Review

October 29, 2021 mcnews Leave a comment

The 2022 Aprilia Tuareg 660 is one of the most eagerly anticipated middleweight adventure bikes since the Yamaha Ténéré 700 was introduced last year. Aprilia has announced that the bike will be available in the U.S. in February 2022, and with an MSRP of $11,999.

Aprilia will begin taking pre-orders for U.S. customers on November 10, 2021, and delivery priority will be given to those who make reservations. Customers can book their ideal configuration of the Tuareg 660, including factory options and upgrades, and select their dealer of choice at storeusa.aprilia.com.

Just as the Ténéré 700 is based on Yamaha’s MT-07 streetbike, the Tuareg 660’s engine is adapted from Aprilia’s RS 660 sportbike. The engine is a liquid-cooled, 659cc parallel-Twin with DOHC and 4 valves per cylinder. On the RS 660, Aprilia claims 100 horsepower and 49.4 lb-ft of torque, but for the Tuareg 660 Aprilia claims 80 horsepower and 51.6 lb-ft of torque, presumably tuned for a broad spread of torque across the rev range.

For off-road duty, Aprilia says the Tuareg 660 gets a redesigned high-clearance oil sump, an easy-access air filter, and a high-mount exhaust. The engine is carried in a lightweight tubular-steel trellis frame and wheelbase is 59 inches. Aprilia claims a 449-pound wet weight and 275 miles of range from the 4.75-gallon fuel tank.

As with other bikes in Aprilia’s lineup, the Tuareg 660 gets the Aprilia Performance Ride Control (APRC) electronics suite with selectable engine maps and settings for traction control and engine braking. ABS can be switched off entirely or just at the rear wheel. Standard equipment also includes cruise control and a 5-inch TFT color display with Bluetooth connectivity and navigation via the Aprilia MIA app. The bike also has full LED lighting

The Tuareg 660 has fully adjustable suspension with 9.4 inches of front/rear travel, with a 43mm inverted fork and a rear shock with progressive linkage. There’s 9.5 ground clearance for off-road riding, but the 33.8-inch saddle has reduced center arch to help riders get their feet on the ground.

For maximize off-road capability, the Tuareg 660 rolls on 21-inch front/18-inch rear spoked wheels with tubeless tires.

The 2022 Aprilia Tuareg 660 will be priced at $11,999 for Acid Gold and Martian Red, and at $12,599 for Indaco Tagelmust (red/white/blue). For more information or to find an Aprilia dealer near you, visit aprilia.com.

We’ll get a first ride on the Tuareg 660 soon, so stay tuned for full technical specs and riding impressions.

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2022 BMW K 1600 Lineup | First Look Review

October 28, 2021 mcnews Leave a comment

2022 BMW K 1600 B K1600B K 1600 Grand America K1600 K1600GT K1600GTL GT GTL review — BMW has updated its entire K 1600 lineup for 2022 (from left): K 1600 B, K 1600 GT, K 1600 Grand America, K 1600 GTL.

There are four models in BMW’s K 1600 lineup – the K 1600 GT sport-tourer, the K 1600 GTL luxury sport-tourer, the K 1600 B bagger, and the K 1600 Grand America. All are powered by a liquid-cooled, 1,649cc inline-Six that debuted on the 2012 BMW K 1600 GT and K 1600 GTL, which shared Rider’s 2012 Motorcycle of the Year award.

All four models have received updates for 2022, starting with revisions to the engine to meet Euro 5 regulations, including updated BMS engine control, two knock sensors, and two additional lambda probes. BMW says the six-cylinder engine still makes 160 peak horsepower, though it now arrives at 6,750 rpm, 1,000 rpm earlier than before. Peak torque has increased to 133 lb-ft, up from 129, at 5,250 rpm.

Standard equipment on all K 1600 models now includes engine drag torque control (MSR), which compares the rotational speeds of the front and rear wheels in the same way as the standard Dynamic Traction Control and thus determines the slip or traction capacity at the rear wheel, with input on lean angle from the new 6-axis IMU. The level of intervention depends on riding mode (Dynamic, Road, or Rain).

Also new on all K 1600 models is BMW Motorrad Dynamic ESA (Electronic Suspension Adjustment) “Next Generation,” with revised calibration and new automatic load level compensation. The semi-active suspension adjusts damping based on conditions based on input from front and rear sensors and the new IMU.

2022 BMW K 1600 B K1600B K 1600 Grand America K1600 review — New welcome, good-bye, and follow me home lighting is standard on all 2022 BMW K 1600 models.

Also new are “welcome,” “good-bye”, and “follow me home” light functions. When the ignition is switched on, a “welcome” light function is activated. The headlight and taillight remain on for a short time and then fade to the waiting state before the engine starts. After switching off the ignition, the front and rear lights are also automatically activated briefly for the “good-bye” function which illuminates the area around the motorcycle. After switching off the ignition, the “follow me home” function allows the rider to activate the lights by briefly pressing the high-beam headlight button to assist with maneuvering in parking spaces or opening the garage at home.

A new full LED headlight consists of nine LEDs for the low-beam headlight and eight LEDs for the high-beam headlight. The standard “adaptive headlight” function features a low-beam LED headlight which turns into the curve according to the lean angle. The cornering function now operates through a range of ± 35 degrees (up from ± 24 degrees) for better illumination. It also adjusts up or down by 2 degrees during acceleration and braking.

Like the R 18 B and R 18 Transcontinental, the new K 1600 models features a 10.25-inch high-definition TFT color display with integrated map navigation (via the BMW Motorrad Connected app) and Bluetooth connectivity. For protection against the elements, the display is equipped with a hardened glass cover with an anti-reflective and fingerprint-resistant coating. Functions such as “My vehicle,” “Navigation,” “Radio,” “Media,” “Telephone,” and “Settings” menus can be selected via displayed tiles, and features such as cruise control, riding modes, and audio are seamlessly integrated into the display. The Multi-controller wheel is used to manage some functions.

Standard on the K 1600 GTL and K 1600 Grand America and optional on the K 1600 GT and K 1600 B is BMW’s new Audio System 2.0, with antennas now integrated into the bodywork. Whereas the previous audio system was connected to the motorcycle as a primarily independent system, Audio System 2.0 is integrated into the electrical system. Menu control and setting options as well as the unique display screens are said to make the audio experience a seamless listening experience. The system offers more customization functions as well as SiriusXM satellite radio with 1-year subscription.

The new K 1600 GT, GTL, B, and Grand America are available in three color options each: a standard color, a style variant, and Option 719. Option 719 “Midnight” is particularly noteworthy, which is only available for K 1600 B and K 1600 Grand America. The highlight of this variant is the paint finish in Meteoric Dust II Metallic with the “Galaxy” theme depicted using the water transfer printing method.

MSRP pricing begins at $22,545 for the K 1600 B, $23,895 for the K 1600 GT,

$26,895 for the K 1600 GTL, and $27,745 for the K 1600 Grand America. Motorcycles will be in dealerships starting in February 2022.

Below is a summary of colors, details, standard equipment, options, and accessories for each model. For more information or to find a BMW dealer near you, visit bmwmotorcycles.com.

2022 BMW K 1600 GT: Standard

Black Storm Metallic body color
Frame in black
Engine in black
Seat in black
Front fender in Black Storm Metallic
Radiator cowls in Night Black Matte
Tank center cover in Black Storm Metallic
Slipstream deflector trim in Black Storm Metallic
Front brake calipers in black

2022 BMW K 1600 GT: Sport style

Light White/Racing Blue Metallic/Racing Red body color
Frame in black
Engine in black
Seat in black with gray piping and decorative stitching
Front part of the front fender in Light White
Radiator cowls in Night Black Matte
Tank center cover in Black Storm Metallic
Slipstream deflector trim in Black Storm Metallic
Gold-anodized front brake calipers

2022 BMW K 1600 GT: Option 719

Mineral White Metallic body color with lines
Frame in black
Engine in black
Seat in black (Optional Option 719 seat with diamond top-stitching in saddle brown and cloud print)
Front part of the front fender in Mineral White Metallic
Radiator cowls in Night Black Matte
Tank center cover in Mineral White Metallic
Chrome slipstream deflector trim
Front brake calipers in black
Optional Option 719 classic forged rims

2022 BMW K 1600 GTL: Standard

Black Storm Metallic body color
Frame in Monolith Metallic matte
Engine in platinum
Seat in black
Front fender in Black Storm Metallic
Engine spoiler in Monolith Metallic matte
Tank center cover in Black Storm Metallic
Slipstream deflector trim in Black Storm Metallic

2022 BMW K 1600 GTL: Exclusive style

Gravity Blue Metallic body color
Frame in Monolith Metallic matte
Engine in platinum
Seat in black
Front fender in Gravity Blue Metallic, rear part in Monolith Metallic matte
Engine spoiler in Monolith Metallic matte
Tank center cover in Black Storm Metallic
Chrome slipstream deflector trim
Chrome strips on cases

2022 BMW K 1600 GTL: Option 719

Mineral White Metallic body color with lines
Frame in Monolith Metallic matte
Engine in platinum
Seat in black (Optional Option 719 seat with diamond top-stitching in saddle brown and cloud print)
Front fender in Mineral White Metallic with chrome bar, rear part in Monolith Metallic Matte
Engine spoiler in Monolith Metallic Matte
Tank center cover in Mineral White Metallic
Chrome slipstream deflector trim
Chrome strips on cases
Optional Option 719 classic forged rims

2022 BMW K 1600 B and K 1600 Grand America: Standard

Black Storm Metallic body color
Frame in black
Engine in black
Seat in black
Front part of the front fender in Black Storm Metallic
Engine spoiler in Night Black Matte
Tank center cover in Black Storm Metallic
Slipstream deflector trim in Black Storm Metallic

2022 BMW K 1600 B and K 1600 Grand America: Exclusive style

Manhattan Metallic Matte body color
Frame in black
Engine in black
Seat in black
Front part of the front fender in Manhattan White Metallic
Engine spoiler in Night Black Matte
Tank center cover in Black Storm Metallic
Slipstream deflector trim in Black Storm Metallic

2022 BMW K 1600 B and K 1600 Grand America: Option 719 “Midnight”

Meteoric Dust II Metallic body color with water transfer printing method
Frame in black
Engine in black
Option 719 seat in black with diamond top-stitching and model designation
Front part of the front fender in Meteoric Dust II Metallic
Engine spoiler in Night Black Matte
Tank center cover in Meteoric Dust II Metallic
Slipstream deflector trim in Meteoric Dust II Metallic
“Midnight” badge

Standard Equipment on 2022 BMW K 1600 GT, GTL, B, and Grand America

Black Storm Metallic paint
10.25-inch TFT screen with BMW Motorrad Connected app navigation
Audio System 2.0 with fairing speakers (K 1600 GTL)
Shaft drive
Slipper clutch
Reversing aid
Hill Start Control Pro
Dynamic Engine Brake Control
Adjustable windscreen
Cast aluminum wheels
Duolever front suspension
Paralever rear suspension
Integral ABS with ABS Pro
Dynamic Traction Control
Dynamic ESA “Next Generation”
Steering stabilizer
Tire pressure monitor
12v power socket
Cooled, mobile device charging compartment
Electronic immobilizer
Heated grips and seat
Adaptive LED headlight, LED turn signals and rear light
Multi-controller
Programable function buttons
Dynamic Cruise Control
Ride modes
Luggage rack
Centerstand
Comfort footrests
Integrated side cases in body color
Top case in body color (K 1600 GTL)

2022 BMW K 1600 GT: Optional equipment and accessories

Premium Package
Keyless Ride
Central locking system
Gear Shift Assist Pro
Anti-theft alarm
Audio System 2.0
LED fog lights
Engine protection bar

2022 BMW K 1600 GT: Stand-alone options

Style: Sport Light White/Racing Blue/Racing Red metallic
Option 719 Mineral White Metallic
Option 719 bench seat
Floor lighting
Option 719 forged classic wheels
Low seat (30.7-inch / 31.5-inch seat height, -1.2 inches)
2022 BMW K 1600 GTL: Optional equipment and accessories
Premium Package
Keyless Ride
Central locking system
Gear Shift Assist Pro
Anti-theft alarm
LED fog lights
Engine protection bar

2022 BMW K 1600 GTL: Stand-alone options

Style: Exclusive Gravity Blue Metallic
Option 719 Mineral White Metallic
Option 719 bench seat
Floor lighting
Option 719 forged classic wheels
High seat (31.5-inch seat height, +2.0 inches)

2022 BMW K 1600 B: Optional equipment and accessories

Bagger Package
Keyless Ride
Central locking system
Gear Shift Assist Pro
Anti-theft alarm
LED fog lights
Engine protection bar
Center stand
Grand America Package
Grand America styling
Top case in body color
Audio System 2.0
Floorboards
High windshield
Keyless Ride
Central locking system
Gear Shift Assist Pro
Anti-theft alarm
LED fog lights
Engine protection bar
Centerstand

2022 BMW K 1600 B: Stand-alone options

Option 719 bench seat
Floor lighting
Forged handlebar
Option 719 forged classic wheels
High seat (31.5-inch seat height, +2.0 inches)

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2022 Royal Enfield Himalayan | First Look Review

October 27, 2021 mcnews Leave a comment

Royal Enfield made a big splash in 2018 when it launched the Himalayan, a lightweight adventure bike powered by an air-cooled 411cc Single. Built to withstand the rigors of mountains such as those after which it was named, the Himalayan was simple, durable, and affordable, with a base price of just $4,499.

Adding to the Himalayan’s appeal was a curb weight of 421 pounds and a seat height of 31.5 inches.

The Himalayan was updated in 2019 with standard ABS, which nudged the price up to $4,749 – still a fraction of the cost of most other dual-sport/adventure motorcycles.

Read our Royal Enfield Himalayan vs BMW G 310 GS vs Kawasaki Versys-X 300 Comparison Review

For 2022, Royal Enfield has further upgraded the Himalayan with the company’s exclusive Tripper Navigation system, which debuted on the Meteor 350. Designed with the Google Maps platform, it’s a simple, intuitive turn-by-turn navigation pod mounted on the instrument cluster that pairs with a smartphone via the Royal Enfield App.

The 2022 Royal Enfield Himalayan receives several ergonomic upgrades, focused on increasing comfort and capability. Revised seat cushioning allows riders to enjoy extended saddle time while a new windscreen keeps more wind off the rider. The new slimmer and ergonomically adjusted front rack offers a more spacious cockpit with minimal interference in the leg area.

The rear carrier is also revised, now with an additional plate to ensure secure fastening and placement of luggage. Additionally, the rear carrier is now reduced in height, making it easier for riders to swing a leg over the motorcycle.

The 2022 Royal Enfield Himalayan will be available in new Granite Black, Mirage Silver, and Pine Green. Returning colorways include Rock Red, Lake Blue, and Gravel Grey. Bikes will be in dealerships as November 2021, and MSRP is $5,299.

To find a Royal Enfield dealer near you, visit royalenfield.com.

2022 Royal Enfield Himalayan Specs

Base Price: $5,299
Website: royalenfield.com
Engine Type: Air-cooled, SOHC Single, 2 valves
Displacement: 411cc
Bore x Stroke: 78.0mm x 86.0mm
Horsepower: 24.3 hp @ 6,500 rpm (claimed, at the crank)
Torque: 23.6 lb-ft @ 4,250 rpm (claimed, at the crank)
Transmission: 5-speed, cable-actuated wet clutch
Final Drive: O-ring chain
Wheelbase: 58.0 in.
Ground Clearance: 8.6 in.
Rake/Trail: 26.5 degrees/4.3 in.
Seat Height: 31.5 in.
Wet Weight: 439 lbs. (claimed)
Fuel Capacity: 4.0 gals.

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2022 Triumph Bonneville Gold Line Editions | First Look Review

October 26, 2021 mcnews Leave a comment

2022 Triumph Bonneville Gold Line Edition review — For one year only, Triumph will offer special Gold Line Editions of eight 2022 Modern Classic models: Bonneville T100, Bonneville T120, Bonneville T120, Black, Bonneville Bobber, Bonneville Streetmaster, Street Scrambler, Scrambler 1200 XC, and Scrambler 1200 XE.

Earlier this year Triumph announced 2022 updates for every motorcycle in its Modern Classic lineup, including Bonneville, Scrambler 1200, Street Scrambler, and Speed Twin models. On top of the performance, technology, and aesthetic changes, Triumph will offer special Gold Line Editions of key models.

These eight limited-edition models, which are available for one year only, showcase the hand-painted gold lining skills of Triumph’s expert paint shop and provide custom-inspired schemes and premium details. They will be in dealerships in December 2021, with prices starting at $11,450.

2022 Triumph Bonneville T100 Gold Line Edition

The Bonneville T100 Gold Line Edition features a Silver Ice fuel tank with Competition Green tank infill edged with hand-painted gold lining and an elegant ‘gold line’ logo. It also has Silver Ice fenders and side panels with Competition Green side panel stripes, a unique new white-and-gold Bonneville T100 logo and hand-painted gold lining. An accessory Silver Ice flyscreen is also available. Pricing starts at $11,450.

2022 Triumph Street Scrambler Gold Line Edition

The Street Scrambler Gold Line Edition has a Matte Pacific Blue tank with a Graphite stripe, gold Triumph tank logos, and an elegant ‘gold line’ logo. It also features hand-painted gold lining alongside the tank stripe and around the brushed foil knee pads. Matte Jet Black front and rear fenders and side panel with new gold Street Scrambler logo. An accessory Matte Pacific Blue flyscreen and high-mount front fender are also available. Pricing starts at $11,950.

2022 Triumph Bonneville Speedmaster Gold Line Edition

The Bonneville Speedmaster Gold Line Edition features a Silver Ice fuel tank with a Sapphire Black twin-stripe design and brushed-foil knee pads, all edged with hand-painted gold lining and a ‘gold line’ logo. It also has a Sapphire Black headlight bowl, fenders, and side panels with unique new gold-and-silver Bonneville Speedmaster logos and hand-painted gold lining. An accessory Sapphire Black short front fender is also available. Pricing starts at $14,200.

2022 Triumph Bonneville Bobber Gold Line Edition

The Bonneville Bobber Gold Line Edition has a Carnival Red fuel tank and fenders, with gold Triumph tank logos and a ‘gold line’ logo, a Sapphire Black twin-stripe design, and brushed foil knee pads edged with hand-painted gold lining. It has Sapphire Black side panels with a unique new gold-and-silver Bonneville Bobber logo and hand-painted gold lining. An accessory Carnival Red short front fender is also available. Pricing starts at $14,200.

2022 Triumph Bonneville T120 Gold Line Edition

The Bonneville T120 Gold Line Edition features a Silver Ice fuel tank with Competition Green tank infill edged with hand-painted gold lining and a ‘gold line’ logo. It has Silver Ice fenders and side panels with Competition Green side panel stripes, a unique new white-and-gold Bonneville T120 logo and hand-painted gold lining. An accessory Silver Ice flyscreen is also available. Pricing starts at $13,100.

2022 Triumph Bonneville T120 Black Gold Line Edition

The Bonneville T120 Black Gold Line Edition has a Matte Sapphire Black fuel tank, front and rear fenders, headlight bowl, and side panels. It also has a Matte Silver Ice fuel tank infill edged with hand-painted gold lining and a ‘gold line’ logo, as well as Matte Silver Ice side panel stripe graphics with a unique new black-and-gold Bonneville T120 Black logo and hand-painted gold lining. An accessory Matte Sapphire Black flyscreen is also available. Pricing starts at $13,100.

2022 Triumph Scrambler 1200 XC Gold Line Edition

The Scrambler 1200 XC Gold Line Edition has a two-tone Carnival Red and Storm Grey fuel tank with an Aluminum Silver stripe, brushed foil knee pads, hand painted gold lining, and a ‘gold line’ logo. It also has a Jet Black side panel and headlight bowl. Pricing starts at $15,100

2022 Triumph Scrambler 1200 XE Gold Line Edition

The Scrambler 1200 XE Gold Line Edition has a two-tone Baja Orange and Silver Ice fuel tank with a Pure White stripe, brushed foil knee pads, hand painted gold lining, and a ‘gold line’ logo. It also has a Jet Black side panel and headlight bowl. Pricing starts at $16,500.

For more information, visit triumphmotorcycles.com.

The post 2022 Triumph Bonneville Gold Line Editions | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com

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