Indian Motorcycle, America’s first motorcycle company, and Jack Daniel’s, America’s first registered distillery, along with Klock Werks Kustom Cycles, have partnered to create the 2022 Jack Daniel’s Limited Edition Indian Challenger Dark Horse. Marking the sixth year of the partnership and limited-edition series, the latest model draws inspiration from Jack Daniel’s renowned Tennessee Rye whiskey.
With only 107 available globally, the Jack Daniel’s Limited Edition Indian Challenger Dark Horse makes a one-of-a-kind statement. Its custom Rye Metallic paint with gold and green accents nod to the high-touch crafting process of Jack Daniel’s Tennessee Rye whiskey, while the bike’s premium amenities and state-of-the-art technology deliver unmatched comfort and performance.
“We’re proud to continue this unique partnership with Jack Daniel’s and Klock Werks – two respected brands with whom we share the age-old American ethos of uncompromising quality and craftsmanship,” said Aaron Jax, Vice President for Indian Motorcycle. “The Jack Daniel’s Limited Edition Indian Challenger Dark Horse takes our award-winning bagger to an even higher level, representing the highest levels of premium technology and craftsmanship – just as Jack Daniel’s has done with its Tennessee Rye whiskey.”
With custom-inspired style and technology at the forefront, key features for the 2022 Jack Daniel’s Limited Edition Indian Challenger Dark Horse include the following:
Bold, Exclusive Design The attention to detail and spirit of innovation that has made Jack Daniel’s Tennessee Rye whiskey a bold, unique success has been imparted throughout the design of the limited-edition motorcycle. Along with its custom paint, the motorcycle features a numbered Jack Daniel’s Montana Silversmiths badge, custom engraved rider and passenger floorboards, and a genuine leather, Jack Daniel’s custom-stitched seat.
Premium Amenities & Technology Premium features aboard the Jack Daniel’s Limited Edition Indian Challenger Dark Horse, include a Pathfinder Adaptive LED Headlight and Pathfinder S LED Driving Lights, electronically adjustable rear suspension preload, Powerband Audio, a stylish flared windscreen, low-rise handlebar, and more.
Pathfinder Adaptive LED Headlight and Pathfinder S LED Driving Lights The adaptive headlight from Indian Motorcycle senses the bike’s lean angle and activates individual LED projector beams to provide unprecedented visibility. With 15 individual LED lenses that adjust in real-time to bike lean angle, patent pending technology, and the industry’s first adaptive high-beam feature, the Pathfinder Adaptive LED Headlight delivers unparalleled illumination of the road ahead – whether upright and traveling in a straight line or leaned over to carve a turn.
Fox Electronically Adjustable Rear Suspension Preload The Jack Daniel’s Limited Edition Indian Challenger Dark Horse has Fox electronically adjustable rear suspension preload which allows riders to adjust their rear suspension preload from the convenience of their infotainment system. To do this, riders will select if there’s a passenger and simply enter the approximate weight of what is being carried on the motorcycle. The electronically adjustable rear suspension preload handles the rest and sets the preload for optimal riding and handling.
Powerband Audio Loud and clear. The Jack Daniel’s Limited Edition Indian Challenger Dark Horse features the premier Indian Motorcycle sound system, Powerband Audio. With upgraded fairing speakers and added saddlebag speakers, Powerband Audio is up to 50% louder than stock audio.
Ride Command Riders will also receive the luxuries of the Indian Motorcycle industry-leading seven-inch display powered by Ride Command with Apple CarPlay, which delivers an easier, more customized level of control for music, navigation preferences, and mobile device information. In addition, Ride Command provides riders with traffic and weather overlays, key vehicle information, and extensive customization capabilities.
PowerPlus Liquid-Cooled V-Twin Featuring the liquid- cooled, 108-cubic-inch PowerPlus engine, the Jack Daniel’s Limited Edition Indian Challenger Dark Horse delivers a class-leading 122 horsepower and 128 lb-ft of torque.
Riders looking to add custom style and improve sound can add a PowerPlus Stage 1 Air Intake with the Indian Motorcycle Stage 1 Oval Slip-On Muffler Kit. To unleash 10% more horsepower and 3% more torque, riders can upgrade to the Indian Motorcycle PowerPlus Stage 2 Performance Cams.
“Just as the Indian Challenger breaks the mold for American baggers, so does our Tennessee Rye for American whiskey with its unique distilling process and bold finish,” said Greg Luehrs, sponsorships and partnerships director for Jack Daniel’s. “This year’s bike perfectly embodies what our rye is all about – innovation and a relentless, uncompromising drive to craft American products of the highest quality.”
Each Jack Daniel’s Limited Edition Indian Challenger Dark Horse will come with a custom, co-branded bike mat with the corresponding motorcycle number (#001-#107).
Starting at $36,999, the Jack Daniel’s Limited Edition Indian Challenger Dark Horse is exclusively available through Indian Motorcycle dealerships. The order window opens on October 21, 2021, at 12:00 p.m. EST, and will close once all bikes are sold. Each Indian Motorcycle dealer will have a chance to place orders during the window and will then contact the lucky buyers when the order has been confirmed. To ensure the rider is in contention for a purchase, each customer needs to fill out the form on IndianMotorcycle.com and contact their Indian Motorcycle dealership. Each bike will be built as a model year 2022 with delivery starting October 2021.
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.
2021 Yamaha Tracer 9 GT in Liquid Metal (Photo by Joseph Agustin)
We test the 2021 Yamaha Tracer 9 GT, which won Rider’s 2021 Motorcycle of the Year award. It’s a fully featured sport-tourer powered by an 890cc inline-Triple that makes 108 horsepower at 10,000 rpm and 63 lb-ft of torque at 7,200 rpm at the rear wheel. MSRP is $14,899.
For 2021, the new Tracer 9 GT gets the larger crossplane Triple from the MT-09, which is lighter, more fuel efficient, and more powerful. An all-new aluminum frame is made using a controlled-fill diecast process that reduces mass and increases rigidity. A new aluminum swingarm is more rigid, and a new steel subframe increases load capacity 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.
Check out our video review:
2021 Yamaha Tracer 9 GT Specs
Base Price: $14,899 Website:yamahamotorsports.com Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl. Displacement: 890cc Horsepower: 108 @ 10,000 rpm (rear-wheel dyno) Torque: 63 lb-ft @ 7,200 rpm (rear-wheel dyno) Bore x Stroke: 78.0mm x 62.1mm Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 59.1 in. Rake/Trail: 25 degrees/4.3 in. Seat Height: 31.9/32.5 in. Wet Weight: 503 lbs. Fuel Capacity: 5.0 gals. Fuel Consumption: 48.7 mpg Estimated Range: 243 miles
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!
Testing the 2022 Kawasaki KLR650 Adventure in New Mexico (photo by Drew Ruiz)
We test the 2022 Kawasaki KLR650, which got only its second major update since the legendary dual-sport was introduced in 1987. After being out of Kawasaki’s lineup for a couple of years, it returns better than ever and is still one of the best deals on two wheels, starting at just $6,699.
Though still powered by a liquid-cooled 652cc Single, the KLR finally gets fuel injection, an updated battery and generator, and other upgrades. It also has upgraded brakes with optional ABS, increased load capacity and optional hard saddlebags, adjustable rear suspension, new styling with an adjustable windscreen, a new digital display with a fuel gauge, an accessories bar with power ports, and more.
After two days of on- and off-road riding on a KLR650 Adventure in New Mexico, we embarked on a multi-day, multi-state, multi-surface moto-camping journey back to California.
Check out our video review to see the 2022 Kawasaki KLR650 in action!
Several versions of the new KLR are available:
2022 Kawasaki KLR650
MSRP: $6,699
Colors: Pearl Sand Khaki and Pearl Lava Orange
2022 Kawasaki KLR650 ABS
MSRP: $6,999
Color: Pearl Sand Khaki
2022 Kawasaki KLR650 Traveler
MSRP: $7,399
Color: Pearl Lava Orange
Equipped with factory-installed top case, 12V power outlet and USB socket
2022 Kawasaki KLR650 Adventure
Non-ABS MSRP: $7,699
ABS MSRP: $7,999
Color: Cypher Camo Gray
Equipped with factory-installed side cases, LED auxiliary light set, engine guards, tank pad, 12V power outlet and USB socket
To find a Kawasaki dealer near you, visit kawasaki.com.
Now in its third generation (and third name), the 2021 Yamaha Tracer 9 GT sport-tourer is better in every way. (Photo by Joe Agustin)
Over three generations, Yamaha’s middleweight sport-tourer has evolved steadily, and like a shapeshifter, it has morphed between three different model names. First came the 2015 FJ-09, then the 2019 Tracer 900 GT, and now the 2021 Yamaha Tracer 9 GT.
With each iteration, the FJ/Tracer has raised its game, with better performance, wider-ranging capabilities, and more features.
Here are our top 10 highlights of the 2021 Yamaha Tracer 9 GT:
1. That Triple!
The 2021 Yamaha Tracer 9 GT gets the larger, lighter, more fuel efficient 890cc Triple from the MT-09.
In a world full of parallel-Twins, V-Twins and inline-Fours, an inline-Triple marches to a different drummer. It produces good low- to midrange torque as well as a top-end rush, and its sound is truly unique. The Tracer 9 GT gets the larger 890cc CP3 (Cross Plane 3-cylinder) Triple from the MT-09, which is lighter (by 3.7 pounds), more fuel efficient (by 9%), and more powerful (with 6% more peak torque).
Yamaha’s Y-CCT (Yamaha Chip Controlled Throttle) throttle-by-wire setup now uses an APSG (Accelerator Position Sensor Grip) for a smoother connection between the loud handle and the rear wheel. Fueling issues that plagued the FJ-09 were mostly solved on the Tracer 900 GT, and the Tracer 9 GT feels even more refined. A 15% increase in crankshaft inertia further smooths out on/off throttle transitions.
Yamaha’s D-Mode, which adjusts throttle response and power, now has four preset modes: 1 (sharpest response, full power), 2 (standard response, full power), 3 (mild response, full power), and 4 (mildest response, reduced power). Mode 1 corresponds to what would be called “sport” mode on many motorcycles, which is often overly abrupt, but not so on the Tracer 9 GT. Throttle response is immediate without being harsh.
2. Curb weight is still around 500 pounds
The 2021 Tracer 9 GT’s lightness contributes to its agility.
Traditional sport-tourers like the Yamaha FJR1300, BMW R 1250 RT, and Kawasaki Concours 14 have curb weights well over 600 pounds. Yamaha’s claimed curb weight (without the saddlebags) is 485 pounds. When we tested the 2020 Yamaha Tracer 900 GT, it made 102 horsepower at the rear wheel. With the 43cc bump in displacement, the Tracer 9 GT probably makes 105-107 horsepower at the rear wheel.
While the Tracer 9 GT lacks the top-end rush of an open-class sport-tourer, its lighter weight makes it more responsive and agile. A new controlled-fill diecast aluminum frame is lighter and has 50% more lateral rigidity, further enhancing steering response.
3. It has the seating position of an ADV but the handling of a sport-tourer
The 2021 Yamaha Tracer 9 GT could be classified as a “street adventure” bike or “crossover” because it blends ADV styling/seating with sport-touring street manners.
Greg’s Gear: Helmet:Scorpion EXO-R1 Air Jacket:Scorpion Optima Gloves: Scorpion Havoc Pants: Scorpion Covert Pro Jeans Boots:Sidi Gavia Gore-Tex
The Tracer 9 GT has an upright seating position that’s more akin to an adventure tourer than the sportier ergonomics on many sport-tourers. Being able to sit up straight with no weight on the rider’s wrists, relaxed shoulders, and ample legroom makes it enjoyable to pile on the miles, and that’s what a sport-tourer is all about. The one-hand-adjustable windscreen and handguards provide good wind protection too.
Unlike ADV bikes, the Tracer 9 GT has no off-road pretensions. It rolls on 17-inch wheels shod with excellent Bridgestone Battlax T32 GT sport-touring tires. Yamaha developed a new process called “spinforging” to make the 10-spoke aluminum wheels, which saves 1.5 pounds of unsprung weight and contributes to the Tracer 9 GT’s agile handling.
4. New semi-active suspension provides a magic-carpet ride
KYB semi-active suspension is a big upgrade on the 2021 Yamaha Tracer 9 GT. The fork uses a stroke sensor to detect position.
Semi-active suspension, where sensors on the fork, shock, and elsewhere on the bike provide input to a suspension control unit that adjusts damping in real time, has been around for a while. On the Tracer 9 GT, the KYB Actimatic Damping System (KADS) electronically adjusts compression and rebound damping in the fork and rebound damping in the rear shock, and there are two suspension modes: A-1 (sport) and A-2 (comfort). Spring preload must be adjusted manually using a tool for the fork (it’s in the toolkit) and a remote knob for the shock.
The rear shock uses an angular position sensor to detect position.
With 5.1/5.3 inches of front/rear suspension travel, the Tracer 9 GT has plenty of available stroke to absorb bumps, seams, potholes, and other pavement irregularities. By adapting to changing conditions, the KADS suspension delivers a supple, compliant ride and it quickly firms up as needed to prevent excessive chassis pitch under braking and acceleration. That keeps the tires in contact with the ground and further contributes to the Tracer 9 GT’s sure-footed handling.
5. Its R1-derived, IMU-enabled electronics are high tech
The 2021 Yamaha Tracer 9 GT has a customizable IMU-enabled electronics suite derived from the R1.
The Tracer 900 GT was equipped with throttle-by-wire, multiple modes to adjust throttle response and power, multi-mode traction control, and ABS. In addition to its new semi-active suspension, the Tracer 9 GT has a more comprehensive suite of electronic rider aids derived from the YZF-R1 sportbike. Data from a 6-axis Inertial Measurement Unit (IMU) informs traction control, slide control, lift control, and ABS, with intervention adapted to lean angle and other inputs. All of the electronics have multiple modes, and the only system that can’t be turned off is ABS, or Brake Control System (BC) in Yamaha’s parlance.
The IMU also provides input for new LED cornering lights, which illuminate the insides of cornering when lean angle exceeds 7 degrees.
6. It has cruise control, heated grips, and a quickshifter
Cruise control is actuated via a button and toggle on the left switchgear. A mode button on the front of the pod and the up/down toggle control menu functions.
These features were standard on the Tracer 900 GT, and all are appreciated. Cruise control works at speeds above 31 mph in 4th, 5th, and 6th gears, and set speed can be increased in 1-mph increments (with a short button press) or continuously (long press). In addition to upshifts, the quickshifter now provides clutchless downshifts with an auto-blipper. And the heated grips now offer 10 levels of adjustment.
The Tracer 9 GT has full LED lighting, a 12-volt outlet behind the instrument panel, and a centerstand, which helps with chain and tire maintenance as well as loading and unloading the saddlebags. At Yamaha’s claimed 49 mpg, its 5-gallon tank should yield a range of nearly 250 miles.
7. Larger saddlebags hold a full-face helmet in each side
The 2021 Yamaha Tracer 9 GT has larger 30-liter saddlebags that will each hold a full-face helmet.
The saddlebags on the Tracer 900 GT held 22 liters each. Larger saddlebags on the Tracer 9 GT hold 30 liters each, which is large enough for a full-face helmet. The bags can be left unlocked for convenient access, locked for security, or removed to carry them into a hotel room or to lighten the load for apex strafing. The lock barrels can be a little fiddly (which has long been an issue with Yamaha luggage), but with practice they work just fine.
Yamaha also beefed up the subframe to allow an accessory top box (39 or 50 liters) to be mounted along with the saddlebags, rather than the either/or setup on the previous model.
8. I’m seeing double
The 2021 Yamaha Tracer 9 GT has dual 3.5-inch TFT color displays. Info shown on the right display can be customized. Lever above the dash adjusts windscreen height.
Yamaha has given the Tracer 9 GT a unique dual-panel TFT display, with each screen measuring 3.5 inches. The speedometer, tachometer, gear indicator, and other functions are on the left panel. The right panel has a grid of four smaller displays that can be customized to show the rider’s preferred info, even if the information is also shown on the left panel.
The mostly white-on-black text is crisp and clear, but some of the text is small. The TFT panels have a glossy surface that reflects sunlight and can make the screens appear too dim (brightness is not adjustable). Depending on the position of the sun, sometimes all I could see was the reflection of my riding jacket.
9. Rider and passenger comfort are improved
The 2021 Yamaha Tracer 9 GT has an upgraded rider/passenger seat. The rider’s seat height, handlebar position, and footpeg position are also adjustable.
Yamaha upgraded the rider’s seat with higher-quality cover material and added color-matched stitching. The dual-height rider’s seat can be set at 31.9 or 32.5 inches. To suit riders of different body types or preferences, the bars and footpegs can be adjusted. Rotating the bar-riser clamps allows the handlebar to be moved up 4mm and forward 9mm, and the footpeg brackets can be moved up 14mm and back 4mm. The passenger seat is now thicker and wider, and there’s a new integrated, one-piece grab handle.
10. It costs more, but it’s worth it
The 2021 Yamaha Tracer 9 GT is available in Liquid Metal (left) and Redline (right) for $14,899.
The Tracer 9 GT’s many upgrades have raised the price to $14,899, which is $1,900 more than last year’s Tracer 900 GT. For those who are cross-shopping, BMW’s F 900 XR (with Select and Premium Packages but no saddlebags) is $15,045 and Kawasaki’s Versys 1000 SE LT+ costs $18,199. More expensive, yes, but still competitively priced and no important features were left off the spec sheet. And the price is the same in either color, Liquid Metal with blue wheels or Redline with black wheels.
We’ll post our full review soon, so stay tuned! Scroll down for more photos….
2021 Yamaha Tracer 9 GT Specs
Base Price: $14,899 Website:yamahamotorsports.com Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl. Displacement: 890cc Bore x Stroke: 78.0mm x 62.1mm Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 59.1 in. Rake/Trail: 25 degrees/4.3 in. Seat Height: 31.9/32.5 in. Wet Weight: 485 lbs. (claimed, does not include side cases) Fuel Capacity: 5.0 gals.
The 2022 BMW R 18 B (shown above) and R 18 Transcontinental are new hard bagger touring models powered by the 1,802cc “Big Boxer.” (Photo by Kevin Wing)
Last year, amid a global pandemic, BMW Motorrad introduced a motorcycle that is a very big deal for the company. With the introduction of the R 18, BMW entered the traditional cruiser segment, a distinctly American category that has long been dominated by Harley-Davidson.
Just as Harley-Davidson is known for V-Twins, BMW is known for horizontally opposed Twins called “boxers.” To compete in the world of heavyweight cruisers, there’s no replacement for displacement. BMW created what it calls the “Big Boxer” that displaces 1,802cc, or 110 cubic inches – much larger than the 1,254cc boxer in most of BMW’s R-series models like the R 1250 RT.
Left to right: R 18, R 18 Classic, R 18 B, and R 18 Transcontinental (Photo courtesy of BMW Motorrad)
Soon after the standard R 18 came the R 18 Classic, which is equipped with a windshield and semi-soft saddlebags. For 2022, BMW has further expanded the lineup with two touring models, the R 18 B and R 18 Transcontinental. Both are equipped with a fork-mounted fairing, a full infotainment system, hard saddlebags, and other amenities. The Transcontinental also has a top trunk with an integrated passenger backrest.
A fleet of BMW R 18 B and R 18 Transcontinental test bikes in Denver, Colorado, ready for a first ride. (Photo by the author)
BMW invited Rider to ride both models at their U.S. press launch in Denver, Colorado. And after the one-day press ride, I spent four days riding an R 18 Transcontinental (TC) more than 1,500 miles through five states with my wife as a passenger and the luggage packed full of gear.
After leaving Denver and climbing into the Rocky Mountains on I-70, we took U.S. 6 up to Loveland Pass for our first several crossings of the Continental Divide. (Photo by the author)
We’ll have an in-depth road test review soon. Here are our top 10 highlights of the new bikes.
1. They Rock better than they Roll
The 1,802cc (110ci) “Big Boxer” is the largest boxer Twin that BMW has ever produced. (Photo by Kevin Wing)
BMW’s “Big Boxer” makes a claimed 91 horsepower and 116 lb-ft of torque at the crank. When we put the R 18 on Jett Tuning’s dyno late last year, its shaft-driven rear wheel spun the heavy drum to the tune of 80 horsepower at 4,500 rpm and 109 lb-ft of torque at 2,900 rpm, which is about what you’d expect after accounting for power loss through the drivetrain.
The R 18s have three ride modes – Rock, Roll, and Rain – that alter throttle response, idle character, engine-drag torque control, and traction control intervention. In Rock mode, the R 18s feel lumpy and shake a lot at idle, and their throttle response is direct. But in Roll and Rain mode the bikes feel dull and lifeless, like a middle-aged couple nodding off at an AC/DC concert.
2. Who doesn’t like big jugs?
Each 901cc cylinder juts horizontally out from the engine case, which forces the rider’s legs to remain amidships with feet on the footboards. (Photo by Kevin Wing)
Ahem. Get your mind out of the gutter. We’re talking about cylinders here. With 901cc jugs sticking out of both sides of the bike, there’s no getting around the size of those things. They are a distinctive styling element, with prominent cooling fins and chrome pushrod tubes.
Even on really hot days – when riding across northern Arizona and southern Nevada, Carrie and I dealt with temps ranging from the high 90s to 113 degrees – the cylinders don’t put out excessive heat felt by the rider and passenger, nor do the exhaust pipes. But they do trap the rider’s legs behind the cylinders, limiting options to stretch out during long stints in the saddle.
BMW offers accessory chrome-plated leg rests to the rider can stretch up with legs atop the Big Boxer’s cylinders. (Photo courtesy of BMW Motorrad)
The cylinders are too wide for highway pegs, so BMW offers accessory chrome-plated leg rests so riders can stretch their stems with calves atop the cylinders, as shown in the photo above. The leg rests weren’t available on the press ride or our ride-away. I tried resting my jean-clad legs atop the cylinders, but that lasted about half a second because those big jugs get hot to the touch. The TC has highway bars in front of the cylinders and my legs are long enough that I was able to put my heels on them and mostly straighten out my knees.
3. Leave the riding to us
The radar sensors for BMW’s optional Active Cruise Control are mounted in the front fairing above the headlight. (Photo by Kevin Wing)
Thanks to the proliferation of throttle-by-wire, cruise control has become a common feature on all sorts of motorcycles, even sportbikes. It’s especially helpful on long, multi-day rides when even moderate tension in the rider’s arm while maintaining steady throttle can lead to sore wrists and achy shoulders.
On the R 18 B and Transcontinental, BMW takes things a step further with optional Active Cruise Control (ACC). Embedded in their front fairings are radar sensors that scan the lane in front of the bike when cruise control is activated. If a vehicle is detected in front of the bike, the system will automatically reduce speed to maintain a fixed distance (both speed and distance are adjustable). Using inputs from the lean-angle sensors, ACC will also adjust speed to assist with safer cornering.
ACC works really well, and it isn’t affected by vehicles in adjacent lanes. This is one of those features you don’t think you need or want until you use it.
4. My, what a big TFT you have!
Above the R 18 B/TC’s 10.25-inch TFT are four analog gauges for fuel level, speed, rpm, and power reserve. The Multi-Controller is the black-and-white knurled wheel on the left grip. (Photo by Kevin Wing)
Most premium motorcycles are equipped with TFT (thin film transistor) instrument displays that offer nearly infinite variation for graphics, color, animation, etc. BMW has offered TFTs on some of its models for several years, but none approach the size of the TFT embedded in the fairing on the R 18 B/TC. It measures 10.25 inches on the diagonal, which is at least a couple of inches more than the largest TFT we’ve seen on other bikes. The thing is like a billboard, and its default background is a copper-colored illustration of the Big Boxer.
Using BMW’s proprietary Multi-Controller wheel on the left grip, navigating through menus is a breeze and keeps the number of buttons to a minimum. But, unlike the Indian’s Ride Command system, the hardened, glare-resistant glass screen isn’t touch-enabled.
5. If it’s too loud, you’re too old
There are two 25-watt Marshall speakers in the front fairing. (Photo by Kevin Wing)
If you’ve seen amps on stages or stood next to huge stacks at a rock concert, then you’re familiar with the cursive script of the Marshall logo. In the movie “Spinal Tap,” there’s even a Marshall amp that goes to 11. BMW partnered with Marshall to create an audio system for the R 18 B and TC, and it rocks.
On the R 18 B, the optional Marshall Gold Series Stage 1 adds two 90-watt subwoofers in the saddlebag lids. On the R 18 TC, the Marshall Gold Series Stage 2 adds the saddlebag subwoofers and two more 25-watt speakers in the passenger backrest. (Photo by Kevin Wing)
The standard setup has two 25-watt speakers embedded in the front fairing. The Premium Package on the R 18 B upgrades to the Marshall Gold Series Stage 1, which adds two 90-watt subwoofers in the lids of the top-loading saddlebags (eliminating half a liter of storage capacity) and brings total output up to 230 watts. The Premium-equipped R 18 TC gets the Marshall Gold Series Stage 2, which adds yet another pair of 25-watt speakers to the passenger backrest, for a total of 280 watts.
6. Get out of my way
The BMW R 18 Transcontinental’s fairing has a tall fixed windscreen, and adjustable wind deflectors are attached to the bottom edge. There are also larger non-adjustable wind deflectors between the fairing and cylinders. (Photo by Kevin Wing)
To complement the classic lines of the R 18, the fork-mounted fairing has a streamliner shape that tapers at the sides, providing wind protection for the rider’s hands. There’s a single round headlight that uses LEDs for low and high beams, and there’s an optional Adaptive Turning Light that swivels +/- 35 degrees to illuminate the inside of curves during cornering.
The fairing parts the wind smoothly, though airflow over the R 18 B’s short windscreen hits the rider’s helmet while airflow over the R 18 TC’s tall windscreen goes over the rider’s head. During our multi-day ride, my wife said she enjoyed the calm pocket of air and never dealt with helmet buffeting like she has on some touring bikes.
When we left Montrose, Colorado, at 7:30am, it was 57 degrees. By the time we climbed into the San Juan Mountains on the Million Dollar Highway, the temperature dropped as low as 40 degrees. (Photo by the author)
Neither windscreen offers height adjustment, which is disappointing, especially on such premium machines. The top edge of the TC’s screen was right in my line of sight, which was distracting during back-and-forth cornering in the Rocky Mountains. While the tall screen provided welcome protection from cold wind when temps dropped into the 40s on Colorado’s Million Dollar Highway (U.S. Route 550), I wished I could lower it when the mercury rose into triple digits several hours later in northern Arizona.
7. Galaxy Dust metallic would have made Prince jealous
The BMW R 18 B in Galaxy Dust metallic / Titanium Silver 2 metallic. (Photo courtesy of BMW Motorrad)
Offering an iridescent paint scheme that changes from purple to blue depending on how the light hits it seems a little out there for BMW. And in the studio photos, it looks garish. But in person Galaxy Dust metallic it looks undeniably cool, and the color variations are more subtle than the photos suggest. The colors are darker, the metal flake really pops in bright sunlight, and the Titanium Silver 2 metallic on the gas tank and fairing adds nice contrast.
Unless the Galaxy Dust metallic is in direct sunlight, it looks dark and brooding rather than flashy. (Photo by Kevin Wing)
Such a unique, factory-custom paint job doesn’t come cheap. It will set you back $2,400.
If it were possible to make a sequel to “Purple Rain,” an R 18 B in Galaxy Dust metallic / Titanium Silver 2 metallic with a custom his-and-hers seat and sissy bar would be Prince’s motorcycle of choice.
During our press ride, we had lunch at the Stanley Hotel in Estes Park, Colorado, which provided Stephen King with the inspiration to write “The Shining.” (Photo by the author)
8. Two peas in a pod
The BMW R 18 Transcontinental lives up to its name, with the weather protection, luggage capacity, comfort, and technology for multi-day, two-up touring. (Photo by Kevin Wing)
For long-haul touring motorcycles, rider and passenger comfort is critically important. Carrie and I rode more than 1,500 miles on the R 18 Transcontinental over four days, averaging nearly 400 miles per day. Except for the final day on I-15 through the Mojave Desert, we logged most of our miles on scenic roads full of hairpins, high-mountain passes, and steep grades.
As mentioned above, the cylinders of the Big Boxer limited my ability to move my legs around during long stints in the saddle. But the seat and riding position were comfortable, and the footboards allowed me to move my feet around to adjust the position of my hips and knees.
Carrie was happy as a clam on the backseat of the R 18 TC. She was all smiles after our first full day on the bike, riding from Denver, Colorado, to Montrose and summiting Loveland Pass (11,990 ft), Hoosier Pass (11,539 ft), and Monarch Pass (11,312 ft), and visiting Black Canyon of the Gunnison National Park. (Photo by the author)
Carrie’s first-ever ride on a motorcycle was on a Honda Gold Wing back in 2009, and she’s measured every passenger seat and backrest since against that experience. With a low rider seat height of 29.1 inches on the TC and a passenger seat just a few inches higher, Carrie, who has short legs, found it easy to climb on and off the bike, aided in part by the passenger footboards. And once aboard, she found the seat to be all-day, day-after-day comfortable and the wrap-around backrest to be reassuring.
We crossed the Continental Divide on the Transcontinental three times in one day. (Photo by the author)
After riding over Colorado’s Monarch Pass on U.S. 50, we visited Black Canyon of the Gunnison National Park. (Photo by the author)
9. A place for my stuff
The top-loading, central-locking saddlebags on the R 18 B/TC hold 27 liters in each side. The trunk on the R 18 TC holds 48 liters. (Photo by Kevin Wing)
As George Carlin once said, “That’s all you need in life, a little place for your stuff.”
The top-loading saddlebags on the R 18 B and TC offer 27 liters of storage each, or 26.5 liters with the Marshall subwoofers installed in the lids. Styling-wise, the bags look great. Function-wise, they are fairly narrow, which presents some challenges with packing (BMW offers accessory drop-in liner bags that should make the process easier). But they open and close easily, with pop-up levers and central locks. The top trunk on the TC holds 48 liters (47 liters with optional audio), and it is spacious and easy to open/close/latch even when filled to the brim.
Atop the fuel tank is a water-resistant, fan-cooled compartment with a USB port for a smartphone. (Photo by Kevin Wing)
In the top of the 6.3-gallon fuel tank is a waterproof compartment for a smartphone. There’s a USB socket or charging and connecting the phone to the bike (navigation is provided via the free BMW Connected app). And since smartphones get hot, the compartment is ventilated with an electric fan. But the smartphone compartment does not lock, so riders must remember to take their phones with them when they park their bike. How else would you check Instagram?
10. Heavy is as heavy does
Before an options or accessories are added, the 2022 BMW R 18 Transcontinental has a claimed curb weight of 941 pounds. (Photo by Kevin Wing)
Heavyweight cruisers come by that description honestly. The 2021 Indian Roadmaster Limited we tested weighed 895 pounds. The 2020 Harley-Davidson Road Glide Limited we tested weighed 922 pounds. The 2022 BMW R 18 B weighs 877 pounds and the R 18 Transcontinental weighs 941 pounds, and that’s before you add the Premium Package and other options/accessories. Part of that major poundage comes from the Big Boxer and its 6-speed gearbox, which weighs 244 pounds – about 35 pounds more than a Honda Grom.
Though it’s a heavy bike, the BMW R 18 Transcontinental handles well and it has 35 degrees of cornering clearance on both sides. (Photo by Kevin Wing)
BMW beefed up the R 18 frame to accommodate the added weight of the fairing, saddlebags, and trunk. Total permitted weight is 1,389 pounds, which translates to a load capacity of 512 pounds on the R 18 B and 448 pounds on the R 18 Transcontinental. Compared to the standard R 18, the B and TC also have a shorter wheelbase (66.7 inches, down from 68.1) and sharper rake (27.3 degrees, down from 32.7 degrees) but more trail (7.2 inches, up from 5.9). Even though the B and TC are heavier, they handle better.
Optional reverse assist is available on the R 18 B and R 18 Transcontinental. Moving the lever on the left side of the bike above the shifter engages reverse, and it is controlled using the starter button. (Photo by Kevin Wing)
Like most touring bikes, you mostly notice the weight when you lift it off the sidestand or move it around a parking lot or garage. Fortunately, our test bike has the optional reverse gear installed, which helped when moving the bike around on an incline. Out on the road, the heavy bikes trundle along just fine. And when the road gets windy, they handle well within the limits of other heavyweight touring cruisers.
We’ll post our full review soon, so stay tuned!
2022 BMW R 18 B and R 18 Transcontinental in Galaxy Dust metallic / Titanium Silver 2 metallic (Photo courtesy of BMW Motorrad)
2022 BMW R 18 / R 18 Transcontinental Specs
Base Price: $21,945 / $24,995 Price as Tested: $29,065 / $31,695 Website:bmwmotorcycles.com Engine Type: Air/oil-cooled, longitudinal opposed flat Twin, OHV w/ 4 valves per cyl. Displacement: 1,802cc (110ci) Bore x Stroke: 107.1 x 100.0mm Horsepower: 91 hp @ 4,750 rpm (claimed, at the crank) Torque: 116 lb-ft @ 3,000 rpm (claimed, at the crank) Transmission: 6-speed, hydraulically actuated single-plate dry slipper clutch Final Drive: Shaft Wheelbase: 66.7 in. Rake/Trail: 27.3 degrees/7.2 in. Seat Height: 28.3 in. / 29.1 in. Wet Weight: 877 lbs. / 941 lbs. (base models) Fuel Capacity: 6.3 gals. Fuel Consumption: 42.5 mpg (R 18 Transcontinental, as tested) Estimated Range: 268 miles (R 18 Transcontinental, as tested)
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.
