Triumph has released some teaser photos of the new Tiger 1200 planned for 2022, which they say is lighter and more powerful than the previous model.
The new Tiger 1200 has been under testing, which is now nearing completion and Triumph claims their biggest cat is now significantly lighter than its closest competition. That could be a game-changer for a motorcycle that has, up to now, always been at the heavy end of the ADV weight chart.
Triumph claims the new Tiger 1200 will combine a powerful 3-cylinder engine with a new chassis that will offer class-leading agility, control, and handling. We look forward to testing these claims when we ride the bike.
With its front fairing
and headlights shaped like the spread wings of the Gold Wing logo, it’s easy to identify Honda’s flagship
touring bike coming
your way. (Photos by Kevin Wing)
Honda’s first complete motorcycle, the D-Type, was built in 1949, just four years after the end of World War II. The D-Type was also known as the Dream, and although the exact origins of that name are unknown, the new motorcycle was a significant step toward realizing Soichiro Honda’s vision for the company that bore his name.
A former race-car driver and brilliant engineer, Mr. Honda was the charismatic, outspoken leader of Honda Motor Company, Ltd. for decades. From humble beginnings, Honda became the world’s largest engine and motorcycle manufacturer, as well as one of the world’s largest automobile manufacturers. The company also makes ATVs, power equipment, aircraft, and robots, and it has competed in and won championships in nearly every form of motorcycle and car racing.
Honda has created many groundbreaking motorcycles in the 72 years since the D-Type first emerged, from the Super Cub C100 – with more than 100 million units built since 1958, it’s the most produced motor vehicle in history – to the CB750 to the Gold Wing.
The 2021 Honda Gold Wing Tour is available in Candy Ardent Red (above) and Metallic Black.
A Wing Fit for a King…
As one of Honda’s most long-lived models, the Gold Wing has been critical to the company’s success, particularly in the U.S. Inspired by Honda’s “King of Kings” M1 prototype, the first Gold Wing – the 1975 GL1000 – was the second most powerful production motorcycle at the time, edged out by the Kawasaki Z-1. The GL1000’s flat-Four engine layout and liquid cooling set a precedent for smooth, quiet performance.
The Gold Wing created a new market, meeting pent-up demand for dependable, luxurious long-distance motorcycle touring. Its comfort and reliability made it easy for more people to ride more miles, and Honda’s new touring customers became an integral part of the design and development process. Owners were willing to trade top-end power for better midrange performance, so as the GL evolved, peak torque rpm moved closer to cruising rpm.
When Honda’s GL1000 Gold Wing debuted for 1975, it had no bodywork or luggage, weighed 650 pounds, and cost $2,895 ($14,649 in today’s dollars). Our sixth-generation GL1800 test bike, a 2021 GL1800 Gold Wing Tour DCT, has a full fairing, trunk, and integrated saddlebags, weighs 838 pounds, and costs $29,300.
When Honda introduced the GL1100 in 1980, it offered an Interstate version with a fairing, windscreen, saddlebags, a trunk, and a plush king-and-queen seat. Two years later, Honda brought out an even more luxurious version called the Aspencade. You could still buy a naked version of the Gold Wing when the GL1200 was introduced for 1984, but by 1985 the only models available were the Interstate, Aspencade, and Limited Edition. The market had spoken, and from then until now Gold Wings have been outfitted for touring.
As long-time readers know, Rider’s history parallels that of the Gold Wing. Denis Rouse founded Rider in 1974, the same year the GL1000 was introduced (for the 1975 model year). The success of the magazine and the Gold Wing grew in parallel as the touring market grew rapidly in the late ’70s and ’80s. Over the years, we’ve published dozens of tests and features that showcase the Gold Wing. Including this issue, it has been on our cover numerous times, and it won Rider’s Motorcycle of the Year award in 2001 and 2018.
This winged Honda badge is reserved for its flagship models, like the Gold Wing and the CBR1000RR-R Fireblade SP.
… And a Queen
Many Gold Wing owners can and do ride solo – in fact, most of the miles I logged for this test were done without a passenger – but the Wing’s true calling is well-appointed two-up travel. In his first ride review, Ken Lee and his wife Katie evaluated the 2021 updates to the Gold Wing Tour, which include better passenger accommodations, a bigger trunk (now 61 liters, with 121 liters of total storage capacity; the standard, non-Tour Gold Wing foregoes the trunk), and improvements to the styling and audio system. Compared to the previous-generation 2008 GL1800 in their garage, Ken and Katie both found the accommodations and ergonomics more to their liking.
Former EIC Mark Tuttle and his wife Genie did many two-up tests of Gold Wings over the years. As a wet-behind-the-ears staffer with less than a year on the job, I was tasked with testing a 2009 GL1800 for Rider’s 35th-anniversary issue (April 2009). At the time I had just started dating my wife Carrie, and she had never been on a motorcycle before. What better way to welcome her to the joys of two-wheeling than the plush back seat of a Gold Wing? She was immediately hooked. Spoiled right out of the gate, she has measured every other motorcycle she has ridden with me against the gold standard of the Gold Wing.
Most of the time our Gold Wing’s 7-speed automatic Dual Clutch Transmission enhanced the touring experience by eliminating the need for clutching and shifting. But on winding back roads, I preferred putting the DCT in manual mode and using the paddle shifters.
For that 2009 road test, photographer Rich Cox – with him riding the magazine’s former photo wagon, a black 2000 25th-anniversary GL1500SE – and I rode up California’s western edge from Ventura to Monterey on Highway 1, which hugs the rugged, dramatic coast for 100 miles from Cambria to Carmel. For this test, photographer Kevin Wing – who was a protégé of Rich’s in the early part of his career – and I followed the same northern route.
Torque and a Fork
With a perfectly balanced, liquid-cooled flat-Six displacing 1,833cc, the Gold Wing’s engine churns out a big dollop of creamy smooth torque whenever you twist the grip. When we dyno’d a 2018 GL1800, the peak rear-wheel torque was 106 lb-ft at 4,500 rpm, and more than 100 lb-ft was available between 2,000 and 5,000 rpm. With no mechanical changes since then, the results should be about the same for our 2021 GL1800.
Torque is the Gold Wing’s business, and business is good.
With the Gold Wing in Tour mode, throttle response is relaxed, and its optional 7-speed Dual Clutch Transmission (DCT) quickly shifts into higher gears to keep rpm low and fuel efficiency high. (Over the course of 1,300 testing miles, we’ve averaged 40 mpg and 224 miles of range. Admittedly, we’ve ridden the Wing hard and fast, so typical numbers will be higher.) It’s common to be trundling along at a modest pace on a twisty road with the DCT in 6th gear, yet on corner exits the Gold Wing’s torque-rich Six will pull all 838 pounds of bike plus hundreds more pounds of rider, passenger, and gear along without breaking a sweat.
Strangely, for a motorcycle clearly designed for touring, I found Sport mode to be way too abrupt. Rain and Econ modes serve a purpose, but I largely ignored them. When I didn’t want the DCT to upshift too early or fight to find the right gear when transitioning back and forth between corners on curvy roads like Highway 1, I put it into manual mode and used the paddle buttons to quickly shift up or down. With such a broad spread of torque, often I’d leave it in 3rd gear and control revs and speed with the throttle.
Big rotors are squeezed by gorilla-grip 6-piston calipers.
The ride mode also affects suspension damping, and when stopped the rider can dig into the menu to set rear preload. When riding solo on the photo-shoot ride with Kevin, I set rear preload to two-up plus luggage, which increased cornering clearance such that I rarely scraped pegs, even when riding at a brisk pace.
What most sets the current-gen GL1800 apart from its predecessors is its double-wishbone front suspension, which separates steering dynamics from suspension action and prevents fork dive under braking, a useful feature on such a heavy bike with strong, responsive brakes. The suspension offers good compliance and isolates the rider and passenger from vibration, but it also isolates the rider from front-end feedback. From the cockpit you can watch the tie-rod ends bounce rapidly up and down over bumps, seams, and ripples, yet the connection with the road often feels vague and distant. A rider can push the current Gold Wing as hard as they want and it will respond dutifully, but it lacks some of the light, intuitive steering response of the previous-generation GL1800.
Riding across
Bixby Bridge, an
iconic location on
California’s Highway 1
north of Big Sur. Built
in 1932, at 280 feet, it
was once the highest
single-span arch
bridge in the world.
The Stuff of Dreams
As Ken Lee wrote about in his review, the Gold Wing has been unfairly maligned over the years as an “old man’s bike.” Sure, there are thousands of Gold Wings out there ridden by older couples, sometimes with their bikes adorned with flags, cup holders, and stuffed animals lashed to trunk racks. With the sixth-generation Gold Wing, Honda made the bike lighter and gave it sportier styling and state-of-the-art tech, perhaps to attract younger buyers but also to keep evolving its flagship touring bike.
When the GL1800 replaced the GL1500 for 2001, Wing Nuts decried the loss of storage capacity, particularly the replacement of the cavernous, boxy trunk with a smaller one that looks sleek from the outside but has an oddly shaped interior. For 2021, Honda added storage capacity to the trunk, and it’s easy to load but frustratingly hard to close when full of gear. Nearly every time I closed the trunk, a warning message would appear on the dash that, nope, still not closed all the way. I got into the habit of slamming the trunk shut, which made me cringe.
Mission control includes a large, full-color center display
for navigation, audio, and other infotainment functions.
Analog gauges are flanked by smaller LCD displays.
Details matter, and Honda has always sweated the details on the Gold Wing. When you put miles on the new Gold Wing over the course of multiple days, you can’t help but be impressed. Sure, there’s a learning curve with its buttons and menus, but once you get things dialed in, you can mostly set it and forget it. While Kevin trailed me on our KTM 890 Adventure R long-term test bike, I cruised along in the lap of luxury. Temperatures ranged from the low 50s on the coast to 102 degrees inland, and I adjusted the electric windscreen or turned on the heated grips or set the cruise control or changed riding modes as desired. If anything, at times I felt a little too comfortable, especially in the heat of the day after lunch. That’s when I cranked up the heavy metal tunes to ward off the drowsies.
Why, yes, the Gold
Wing will cruise
at 75 mph on a
dirt road. With
its electronic
suspension set for
comfort in Tour
mode, it floats
right along.
Thirteen years after our first ride together, with Carrie donning the same riding jacket that we had mothballed in the garage, we took a leisurely cruise on many of the same roads on the new Gold Wing that we had explored on the 2009 model. As Carrie sat comfortably in the passenger seat, hugged securely by the wrap-around backrest and perched high enough to enjoy the view (I’m much taller than she is), we enjoyed a trip down memory lane. During our lunch stop, we reminisced about our early days of dating, the many rides we’ve been on over the years, getting engaged atop Stelvio Pass in Italy, and spending our honeymoon on a Norway tour with Edelweiss Bike Travel.
Motorcycles really are dream machines. We fantasize about the bikes we want, and we use them to fulfill dreams with bucket-list adventures. They bring us together and help us create lasting memories. When Carrie and I returned home from our nostalgic ride, she said, “If we can only own one motorcycle, this has to be it.” As you wish.
2021 Honda Gold Wing Tour Specs
Base Price: $28,300 Price as Tested: $29,300 (DCT model) Warranty: 3 yrs., unltd. miles, transferable Website:powersports.honda.com
ENGINE Type: Liquid-cooled, longitudinal opposed flat-Six, Unicam SOHC w/ 4 valves per cyl. Displacement: 1,833cc Bore x Stroke: 73.0 x 73.0mm Compression Ratio: 10.5:1 Valve Insp. Interval: 24,000 miles Fuel Delivery: EFI w/ 50mm throttle body Lubrication System: Wet sump, 3.9 qt. cap Transmission: 7-speed Dual Clutch Transmission automatic (as tested) Final Drive: Shaft, 1.795:1
CHASSIS Frame: Aluminum tubular & box-section double cradle w/ single-sided cast aluminum swingarm Wheelbase: 66.7 in. Rake/Trail: 30.5 degrees/4.3 in. Seat Height: 29.3 in. Suspension, Front: Double-wishbone w/ single shock, electronically adj. (as tested), 4.3 in. travel Rear: Pro-Link w/ single shock, electronically adj. (as tested), 4.1 in. travel Brakes, Front: Dual 320mm discs w/ 6-piston opposed calipers & C-ABS Rear: Single 316mm disc w/ 3-piston floating caliper & C-ABS Wheels, Front: Cast, 3.50 x 18 in. Rear: Cast, 5.00 x 16 in. Tires, Front: 130/70-R18 Rear: 200/55-R16 Wet Weight: 838 lbs. Load Capacity: 421 lbs. GVWR: 1,259 lbs.
Big wheels keep on turning. The new Harley-Davidson Sportster S rolls on a fat 160/70-17 front tire, which is wider than the rear tire on the Street Bob 114. (Photos by Brian J. Nelson and Kevin Wing)
After being roundly criticized for keeping faithful to its roots at the expense of modernization for too long, Harley-Davidson strikes back with the Sportster S, powered by a version of the liquid-cooled 1,252cc V-Twin in the thoroughly modern and warmly received Pan America adventure bike.
It’s a bold new era for the Sportster, and this all-new S version signals the demise for air-cooled Sportys. Bold, too, is this new bike’s chunky styling, with an ultra-fat front tire leading the way. The high-mount shotgun exhaust is another bold styling element, capped by a tailsection inspired by Harley’s XR750 dirt-trackers.
The liquid-cooled Revolution Max motor in the Sportster S is tightly packaged as a structural member of the chassis. The high-mount exhaust system is cladded with shielding to keep excess heat from riders.
The key element of the Sportster S is its Revolution Max 1250T motor, which is used as a structural element rather than a lump to be placed in an external frame. A steel-trellis steering head section combines with an aluminum mid-frame, which helps enable the new bike to weigh about 60 pounds less than the Sportster Forty-Eight. H-D says the S scales in at 502 pounds with its 3.1-gallon tank filled.
Gone is the beloved Harley potato-potato exhaust note from a 45-degree V-Twin, replaced by a steadier thrum from the new 60-degree V-Twin. Misgivings about the engine sound are forgotten once the 121-horsepower RevMax is unleashed. This is undoubtedly the fastest Sportster ever.
The Sportster S takes H-D’s long-running Sportster platform to higher sporty levels. Note the standard footpeg position above and compare to the mid-mount controls below.
We were initially disappointed the new Sporty doesn’t come with the 150-horse motor from the Pan America, but there’s more than enough power here to vault near the apex of muscle cruisers. The mill’s variable valve timing ensures there’s plenty of steam on tap no matter the rpm, hitting harder than the Pan Am down low. Hydraulic valve-lash adjustment reduces maintenance costs.
The seat height, at 29.6 inches, is tall for a Harley but still quite low. Footpegs are set moderately forward to yield adequate legroom. Mid-mount foot controls are available, but they’ll set you back another $659 on top of the bike’s $14,999 base price. They’re a smart option for shorter-legged riders who are unaccustomed to cruiser-style peg placements.
With 121 horsepower pushing 502 pounds, the new Harley-Davidson Sportster S has the highest power-to-weight ratio of any Sportster to come out of Milwaukee.
The low and muscular stance of this new Sportster forces a few dynamic compromises. H-D has spec’d premium Showa suspension that’s fully adjustable at both ends, but wheel travel is meager, particularly at the rear where bumps larger than 2 inches have nowhere else to go but to the chassis and rider. The 43mm inverted fork has 3.6 inches of travel to work with, which is enough to perform competently.
The front end of the S has sparked controversy. Surely that wildly fat 160/70-17 tire would make the bike steer like a truck, right? Not really. The triangular-ish profile allows it to lean over in a surprisingly neutral manner, even if steering effort is higher than it would be with skinnier rubber. The wide handlebar provides meaningful leverage on the way to skimming pegs at 34 degrees of lean angle. Some riders will find that insufficient, but let’s put it into context: H-D’s Sportster Forty-Eight touches its pegs at just 27 degrees.
The Sportster S allows 34 degrees of lean angle before peg feelers start to scrape.
The Sporty can actually rail pretty nicely around mountain roads, as it has a solid and confidence-inspiring chassis, but its limited suspension travel keeps a rider wary of encountering mid-corner bumps that would be swallowed up with longer suspension.
Sportbike riders turn up their noses at single-disc front brakes, but the Brembo package on the S provides good feel and plenty of power. A solid two-finger squeeze can get the fat front tire chirping, while IMU-informed ABS keeps the tires from locking even when leaned over. The IMU also corresponds with traction control linked to the customizable ride modes. A 4-inch color TFT screen provides instrumentation, including tire-pressure monitoring. Cruise control is also standard.
The 4-inch TFT instrument panel under non-reflective glass displays ride modes and tire pressures among the typical info.
The high-mount exhaust system looks like a leg roaster, but heat from the pipes is remarkably subdued. The main source of heat reaching a rider comes from the engine’s rear cylinder, which can get quite toasty when sitting in traffic, despite a rear-cylinder deactivation system when idling. Not a deal breaker unless you insist on riding in short pants.
While the Sportster falls a little flat when ridden like a sportbike, that’s because it’s not designed to be one. It’s a cruiser that can really hustle. For further context, consider that Indian’s affable Scout Bobber has the same amount of rear suspension travel, weighs 50 pounds more, and has 20 fewer horsepower. The Sportster, however, costs $4,000 extra.
Other variants of this exciting new platform are in the pipeline and still to be announced. The Sportster S is so good that we’re salivating over what might come next.
The 2021 Harley-Davidson Sportster S is available in Midnight Crimson (left, add $350), Stone Washed White Pearl (right, add $350), and Vivid Black.
2021 Harley-Davidson Sportster S Specs
Base Price: $14,999 Website:harley-davidson.com Engine Type: Liquid-cooled, transverse 60-degree V-Twin, DOHC w/ 4 valves per cyl. Displacement: 1,252cc Bore x Stroke: 105 x 72mm Horsepower: 121 @ 7,500 rpm (claimed, at the crank) Torque: 94 lb-ft @ 6,000 rpm (claimed, at the crank) Transmission: 6-speed Final Drive: Belt Wheelbase: 59.8 in. Rake/Trail: 30 degrees/5.8 in. Seat Height: 29.6 in. Wet Weight: 503 lbs. Fuel Capacity: 3.1 gals.
Riding the new Kawasaki KLR650 Adventure in New Mexico. (Photos by Drew Ruiz)
I just spent the last five days riding over 1,000 miles on Kawasaki’s legendary dual-sport icon, the KLR650, newly updated for 2022. Our on- and off-road journey started at the RFD-TV Ranch, located about 100 miles east of Albuquerque, and spent two days riding through New Mexico’s stunning forests and mountains, including rocky passes, sandy gulches, and a nerve-testing silt track.
No assessment of the KLR would be complete without loading it up with camping gear, as many of its potential owners will do, and heading off into the wilderness. On the morning of the third day, I set my sights west toward Los Angeles, enduring a huge thunderstorm on the Arizona border and 120-degree temperatures in the sprawling Mojave Desert, the details of which will follow in our upcoming road test review. To whet your appetite, I’m sharing the top ten highlights of the 2022 KLR650.
First released in 1987, the KLR was cutting edge for its time. Its single-cylinder engine had four valves. It came fitted with a 5-speed transmission and a front disc brake. The KLR received its only major update in 2008, followed by a minor update in 2014, and was anything but cutting edge, which remains true of the latest model. However, it has received some significant improvements without altering the core attributes that have earned the KLR a reputation for reliable, durable, and cost-effective travel.
1. Electronic Fuel Injection
While some of the KLR’s faithful fans will lament the passing of the Keihin carburetor, even they will appreciate the reliable thump following every push of the starter button. We tested the new KLR at 8,000 feet in New Mexico’s mountains, and at just 400 feet in the searing heat of the Mojave Desert bowl, and the single came to life with ease every time. A cutting-edge fuel atomizer also ensures you get the best bang for the gallon, and Kawasaki claims increased low-end torque.
The single cylinder engine is now equipped with EFI.
2. Upgraded Brakes Including ABS
The 2022 KLR650 now includes ABS as a factory-installed option, and at $300, a great many will choose to include it. We tested the KLR with and without the ABS to compare braking in on- and off-road conditions. The setup works very well, and although it was difficult to detect its intervention on the ABS-equipped model, I noticed its absence in the dirt on the non-ABS model. Happily, I was still able to lock up the rear wheel on the dirt when I wanted to. The front disc is now 300mm, 20mm larger than the outgoing model, and provides a much-needed improvement in stopping power. The rear disc is now thicker, and less prone to fading.
The front disc is 20mm larger.
The rear disc is thicker and less prone to fade.
3. Increased Load Capacity
By making the subframe an integrated member of the main frame, Kawasaki has increased the KLR’s torsional rigidity and load capacity, which is also managed by a slightly longer swingarm. These updates result in improved stability and make for more predictable handling on loose surfaces, especially when the bike is loaded with gear.
The subframe is now integrated with the main frame for increased stability and load capacity. (Photo by the author)
4. Adjustable Rear Suspension
The rear suspension now includes five clicks of adjustable preload and stepless rebound damping, which is adjusted via a screw. On a middleweight adventure bike like the KLR, this is a welcome addition, as many owners will want to take it on serious tours, which require loading a considerable amount of kit. For the two nights I spent camping, I had loaded about 70 pounds on the KLR, keeping the heavier gear in the side bags. After adding a click of preload and a full turn of rebound, the resulting handling felt impressively similar to the unloaded KLR.
Adjustable damping and preload for the rear suspension is a welcome addition.
5. Adjustable Windscreen
The new windscreen is 2 inches taller than the old model and is now adjustable. The standard low position provides good wind deflection, even for loftier riders. For longer tours, to reduce fatigue or combat cold conditions, the windscreen can be adjusted by removing the four attaching screws and remounting it another inch higher. Nonetheless, it is still a sport-sized windscreen and it offered little respite from a drenching thunderstorm I encountered in the Gila National Forest in New Mexico.
The new windscreen is taller, and can also be adjusted (shown here on the Adventure model, which is also equipped with auxiliary lights).
6. Battery and Generator
The new KLR has an upgraded battery that’s fully sealed, low maintenance, and smaller and lighter than the old one. To complement the battery, and to power a new line of accessories and charging ports, the KLR has also been equipped with a new 28-amp generator.
The Adventure model we tested comes with factory installed auxiliary lights.
7. Accessories Bar and Electrical Ports
It may seem like a minor item to include in the top-ten list, but we think the nifty accessories bar that Kawasaki has included on the new KLR is a great addition and should be a standard on adventure bikes. Rather than load up your handlebars with phone, GPS, and camera mounts, and all the associated wiring, these can be easily mounted on the accessories bar, and powered via the available USB or standard DC 12-volt power socket.
An accessories bar adds practicality.
A 12V DC socket is now standard.
A USB socket has also been fitted.
8. Stronger Load-Bearing Points
The key points supporting the KLR’s suspended weight have all been strengthened. Both front- and rear-wheel axle diameters have been increased, now 2mm and 3mm thicker, respectively. The rear swingarm pivot has also received a 2mm upgrade and adds to the KLR’s long-term dependability and ability to handle the increased load capacity and overall weight.
The base model, shown here in Pearl Khaki.
9. Bodywork and Styling
All new cowling and more aggressive styling subtly improve the new KLR’s overall appearance. The 2022 model retains the old shape, but is a little more angular, and looks somewhat taller. The base model is complemented by a Traveler and Adventure model, and the latter comes equipped with engine guards and cowling guards, adding to its rugged, off-road credentials. The base and Traveler model is available in Pearl Lava Orange or Pearl Sand Khaki colorways, and the Adventure comes in Cypher Camo Gray.
The Traveler model in Pearl Lava Orange.
10. Digital Display
The 2022 KLR has a new all-digital LCD. Now larger and backlit, the new instrument is easier to read and works well in all lighting conditions. The information is still limited to the basics, but that is what the KLR is all about. A digital speedometer, odometer, dual trip meters, clock, and finally, a proper fuel gauge.
The new LCD instrument panel is larger and includes a proper fuel gauge.
Triumph has now done the same with the first spin-off of its 660 platform, “the new Tiger Sport 660 that is set to bring triple engine performance advantages to the middleweight adventure sports category.” In the photos, the bike’s bodywork is camouflaged with black-and-white Triumph stickers that hide its exact lines, but there’s still plenty to draw from.
With its fairing and windscreen, the new 2022 Triumph Tiger Sport 660 will be ready for sport-touring.
The Trident 660 is powered by a liquid-cooled, DOHC, 660cc inline Triple that makes 80 horsepower at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm (claimed), with 90% of peak torque on tap as low as 3,600 rpm. The engine in the Tiger Sport 660 looks exactly the same, down to the stubby exhaust exiting below the cast aluminum swingarm on the right side. Both share a tubular-steel frame.
The engine is derived from the 2013-2016 Triumph Street Triple 675, with a narrower 74mm bore and longer 51.1mm stroke yielding the lower displacement. It incorporates 67 new components, including a new crankshaft, piston design, and cam profiles.
If its inline Triple is unchanged from the Trident 660, then the Tiger Sport 660 will make 80 horsepower and 47 lb-ft of torque.
We can see that the Tiger Sport 660 has the same five-spoke, 17-inch cast aluminum wheels, Michelin Road 5 tires, Nissin triple-disc brakes with ABS, and Showa inverted fork as the Trident. On the Trident 660 the fork is non-adjustable, the Showa rear shock only offers preload adjustability, front/rear travel is 4.7/5.3 inches, and seat height is 31.7 inches. The Tiger Sport 660 doesn’t look appreciably taller, though it does have a different tailsection with integrated saddlebag mounts and a more deeply dished seat.
The most obvious difference between the Trident 660 and the Tiger Sport 660 is the latter’s front fairing and windscreen. The added wind protection, along with a possibly taller handlebar and optional hard luggage, will make the middleweight Tiger ready for sport-touring. Wet weight of the Trident is 417 pounds, and the Tiger’s fairing and windscreen are likely to add 20 pounds or so. Fuel capacity on the Trident 660 is 3.7 pounds; for sport-touring duty we expect to see a larger tank on the Tiger Sport, perhaps 4.5 gallons.
Saddlebag mounts are integrated into the Tiger Sport 660’s tailsection. Factory accessory hard luggage will make the bike more versatile for travel.
Priced at $8,195, the Triumph Trident 660 is within a few hundred dollars of its Japanese competitors and offers additional features like selectable ride modes, switchable traction control, and a TFT color display.
To cover the cost of the extra bodywork, the 2022 Triumph Tiger Sport 660 is likely to be priced around $8,500-$9,000. That’s on par with what would likely be its closest competitor, the Suzuki V-Strom 650, which has a base price of $8,849 and is equipped with standard ABS and traction control (neither are switchable) but not a TFT display. With its 19-inch front wheel, the V-Strom 650 offers more off-road capability than the Tiger Sport 660. Both can be outfitted with factory accessory saddlebags.
Triumph-badged King Dick Tools chest not included. Nor is spotted dick.
Interestingly, 660 is same displacement used on the Aprilia RS 660, Tuono 660, and soon-to-be-released Tuareg 660., though they have parallel-Twins and the Trident and Tiger Sport have inline Triples. Aprilia took a more high-performance approach, squeezing 100 horsepower out of its engine and equipping the RS and Tuono with higher-spec components and electronics. As a result, they are priced higher – the RS 660 starts at $11,299 and the Tuono 660 starts at $10,499. With its off-road-ready spoked wheels with a 21-inch front and nearly 10 inches of suspension travel, the Tuareg 660 will compete head-to-head with the Yamaha Ténéré 700 ($9,999).
So, about a month from now we should get full technical details about the new-for-2022 Triumph Tiger Sport 660. Stay tuned!
This 2022 motorcycle buyers guide includes new or significantly updated street-legal models available in the U.S. It includes cruisers, sportbikes, retro-styled bikes, scooters, touring bikes, and more.
Organized in alphabetical order by manufacturer, it includes photos, pricing, key update info, and links to first looks and – when available – first rides, road tests, and video reviews of each motorcycle.
Available in Europe since 2018, the 2022 BMW C 400 GT scooter receives updates and joins the U.S. lineup. As its Gran Turismo name implies, the GT is geared toward touring and comfort while still offering agility, twist-and-go user-friendliness, and generous underseat storage scooters are known for. The 350cc single-cylinder engine receives new Euro 5 emissions certification and delivers a claimed 34 horsepower at 7,500 rpm and 26 lb-ft of torque at 5,750 rpm. There are other updates to the engine, throttle-by-wire, traction control, and more. Base price is $8,495.
The 2022 BMW CE 04 scooter is part of BMW Motorrad’s “electromobility strategy.” It uses an innovative liquid-cooled, permanent-magnet electric motor mounted in the frame between the battery and the rear wheel. The motor is rated at 20 horsepower with a claimed maximum output of 42 horsepower, top speed is 75 mph, and 0-30 mph is achieved in 2.6 seconds. The CE 04 has a battery cell capacity of 60.6 Ah (8.9 kWh), providing a claimed range of 80 miles. Price and availability have not yet been announced.
When BMW unveiled the R 18 last year, a cruiser powered by a massive 1,802cc OHV air/oil-cooled 4-valve opposed Twin that’s the largest “boxer” engine the German company has ever produced, it was only a matter of time before touring versions were added to the lineup. For 2022, BMW has announced the R 18 B “Bagger” (above) and R 18 Transcontinental (below). Both are equipped with a handlebar-mounted fairing with an infotainment system, a passenger seat, and locking hard saddlebags, and the Transcontinental adds a top trunk with an integrated passenger backrest. The 2022 BMW R 18 B is equipped with a low windshield, a slim seat (height is 28.3 inches), and a matte black metallic engine finish. Base price is $21,495.
2022 BMW R 18 Transcontinental in Galaxy Dust metallic, an iridescent paint finish that shimmers in the spectrum from violet to turquoise blue, depending on the lighting
Like the R 18 B, the 2022 BMW R 18 Transcontinental is equipped with a handlebar-mounted fairing with an infotainment system, a passenger seat, and locking hard saddlebags, and the Transcontinental adds a top trunk with an integrated passenger backrest. The 2022 BMW R 18 Transcontinental has a tall windshield, wind deflectors, driving lights, heated seats, highway bars, and an engine finished in silver metallic. Base price is $24,995.
The lovable, popular Grom has been Honda‘s top-selling streetbike since it was introduced in 2014. Now in its third generation, the 2022 Honda Grom gets a revised engine, a new 5-speed transmission, a larger fuel tank, a thicker, flatter seat, and fresh styling. Large bolts on the bodywork and a new two-piece design for the down pipe and muffler make the Grom easier to customize. Base price is $3,399, and another $200 gets you ABS. The Honda Grom SP ($3,499, above) comes in Pearl White and includes special graphics, gold fork tubes, and gold wheels.
To celebrate the 100th anniversary of the Chief, Indian Motorcycle revamped the entire lineup. In a nod to post-WW2 Indians, the lineup includes an updated Chief and two new models: the Chief Bobber and the Super Chief. Up-spec models include the Chief Dark Horse, Chief Bobber Dark Horse, and Super Chief Limited.
All Indian Chiefs are powered by the air-cooled, 49-degree Thunderstroke V-Twin, in either 111ci (1,811cc) or 116ci (1,890cc) displacement, with 6-speed transmissions and belt final drive. Every model has a low 26-inch seat height, and standard equipment includes keyless ignition, ride modes, cruise control, rear cylinder deactivation, and LED lighting.
The modern, sporty 2022 Indian Chief (above) has cast wheels with a 19-inch front, a solo saddle, midmount foot controls, and a drag-style handlebar. It’s powered by the Thunderstroke 111 V-Twin that makes 108 lb-ft of torque, and ABS is optional. The Indian Chief is available in Black Metallic, Ruby Smoke, and White Smoke, and pricing starts at $14,499.
Dark Horse models are known for their blacked-out finishes, dark paint, and minimalist styling. The 2022 Indian Chief Dark Horse has a Thunderstroke 116 V-Twin that belts out 120 lb-ft of torque. It also features a 4-inch round instrument panel with Ride Command, offering turn-by-turn navigation, Bluetooth connectivity, and more, as well as standard ABS. The Chief Dark Horse rolls on cast wheels (19-inch front, 16-inch rear) and is available in Black Smoke, Alumina Jade Smoke, and Stealth Gray. Pricing starts at $16,999.
Following the success of the Scout Bobber, it’s only natural that Indian would add a variation to the Chief lineup. The 2022 Indian Chief Bobber has mini-ape hanger handlebars paired with forward foot controls for an upright riding position. Powered by the Thunderstroke 111, it rolls on 16-inch wire wheels, has fork and shock covers, a large headlight bucket wrapped in a nacelle, and a mix of chrome and black finishes. ABS is optional. The Indian Chief Bobber is available in Black Metallic and Ruby Metallic, pricing starts at $15,999.
2022 Indian Chief Bobber Dark Horse in Black Smoke
The 2022 Indian Chief Bobber Dark Horse gets the larger, more powerful Thunderstroke 116 V-Twin, the 4-inch display with Ride Command, and standard ABS. Sixteen-inch wheels have chrome spokes and gloss black rims, and nearly everything gets a menacing, blacked-out look. The Chief Bobber Dark Horse comes in Black Smoke, Titanium Smoke, and Sagebrush Smoke, and pricing starts at $18,999.
For 2022, Indian‘s FTR lineup includes four models: FTR, FTR S, FTR R Carbon, and FTR Rally. The entire line gets an updated liquid-cooled 1,203cc V-Twin with a revised fuel map for better cold-start performance and throttle response, and rear-cylinder deactivation and revised heat channeling to improve comfort. The street-biased FTR, FTR S, and FTR R Carbon now roll on 17-inch cast-aluminum wheels with Metzeler Sportec rubber, and have less front/rear suspension travel, a lower 32.2-inch seat height, and a narrower ProTaper handlebar. The scrambler-themed FTR Rally is still equipped with wire-spoke 19- and 18-inch wheels and longer suspension travel.
The base-model 2022 Indian FTR (above) has fully adjustable Sachs suspension, with a 43mm inverted fork and a piggyback rear shock. It’s available in Black Smoke, and pricing starts at $12,999.
2022 Indian FTR S in Maroon Metallic (Photo by Jordan Pay)
The up-spec 2022 Indian FTR S features a Bluetooth ready 4.3-inch Ride Command touchscreen display, giving riders access to three selectable ride modes and IMU-supported rider aides like cornering ABS, traction control, wheelie control, rear-wheel lift mitigation, and stability control. Standard equipment includes a fast-charging USB port, an Akrapovič slip-on exhaust, and fully adjustable Sachs suspension. It’s available in Maroon Metallic (above) and White Smoke, and pricing starts at $14,999.
The top-of-the-line 2022 Indian FTR R Carbon stands apart from the crowd with a carbon fiber tank cover, fender, and headlight nacelle. It also has fully adjustable Öhlins suspension, a red frame, silver tailsection, black Akrapovič slip-on exhaust, a premium seat cover, and numbered badging. Pricing starts at $16,999.
Ready to hit the road for days on end in comfort and style, the 2022 Indian Super Chief features a quick-release windscreen, saddlebags, a touring seat with passenger pad, floorboards, and traditional pullback handlebars. Like the Chief Bobber, the Super Chief is powered by the Thunderstroke 111 and has 16-inch wire wheels, a large headlight bucket with nacelle, fork covers, and optional ABS. Its fully chromed shotgun-style dual exhaust enhances its classic style. It’s available in Black Metallic and Pearl White, and pricing starts at $18,499.
2022 Indian Super Chief Limited in BlueSlate Metallic (Photo by Jordan Pay)
For touring riders who want more power, safety, and sophistication, the 2022 Indian Super Chief Limited features a quick-release windscreen, saddlebags, a touring seat with passenger pad, floorboards, and traditional pullback handlebars like the base-model Super Chief. The Limited adds the Thunderstroke 116 V-twin, standard ABS, and a 4-inch round display with Bluetooth-connected Ride Command. Chrome finishes and rich metallic paint make the Super Chief Limited extra special. It comes in Black Metallic, BlueSlate Metallic, and Maroon Metallic, and pricing starts at $20,999.
As far as dual-sport motorcycles go, the Kawasaki KLR650 is the stuff of legend. We’re big fans of the KLR, and when it was dropped from Kawasaki’s lineup we wrote a heartfelt requiem for our old friend. After a brief retirement, the 2022 Kawasaki KLR650 returns with some major upgrades, including a fuel-injected (finally!) liquid-cooled 652cc Single that promises increased reliability and fuel efficiency and optional ABS.
Four versions are available:
KLR650 (MSRP: $6,699; Pearl Sand Khaki and Pearl Lava Orange)
KLR650 ABS ($6,999; Pearl Sand Khaki)
KLR650 Traveler ($7,399; Pearl Lava Orange; equipped with factory-installed top case, 12V power outlet, and USB socket)
KLR650 Adventure (Non-ABS MSRP: $7,699, ABS MSRP: $7,999; Cypher Camo Gray; equipped with factory-installed side cases, LED auxiliary light set, engine guards, tank pad, 12V power outlet and USB socket)
The 2022 Suzuki GSX-S1000 is a naked sportbike powered by an updated version of the liquid-cooled 999cc inline Four from the K5 (2005-2008) GSX-R1000. It gets more aggressive, angular styling with stacked LED headlights and MotoGP-inspired winglets, a new 4-2-1 exhaust system, a new slipper clutch, and the Suzuki Intelligent Ride System. An updated seat design, new wheels shod with new Dunlop Roadsport 2 tires, revised instrumentation and switches, and a new larger fuel tank (5 gallons, up from 4.5) round out the changes. The 2022 Suzuki GSX-S1000 is available in Metallic Triton Blue, Metallic Matte Mechanical Gray, and Glass Sparkle Black. Price is TBD.
Now in its third generation with its first update since 2008, the legendary 2022 Suzuki Hayabusa gets a thoroughly revised liquid-cooled 1,340cc inline that makes 187 horsepower at 9,750 rpm and a whopping 110 lb-ft of torque at 7,000 rpm. Peak figures are lower, but there’s more grunt in the midrange, and the latest Hayabusa accelerates faster than its predecessor. The Hayabusa has been updated and refined from nose to tail, with new styling and instrumentation, an IMU-enabled Suzuki Intelligent Ride System, and much more. Available in Glass Sparkle Black and Candy Burnt Gold; Metallic Matte Sword Silver and Candy Daring Red; and Pearl Brilliant White and Metallic Matte Stellar Blue, pricing for the 2022 Suzuki Hayabusa starts at $18,599.
For 2022, Triumph has given performance, technological, and visual updates to its entire Modern Classic lineup, which includes the iconic Bonneville T100, Bonneville T120 and T120 Black, Street Twin and Street Twin Gold Line, Bonneville Bobber, and Speedmaster models.
Triumph has merged the Bobber and up-spec Bobber Black into one single model, the 2022 Triumph Bonneville Bobber. Like other models in the Bonneville lineup, the Bobber’s “high-torque” 1,200cc liquid-cooled parallel-Twin gets a lighter crankshaft and mass-optimized clutch and counterbalancers. It also gets a larger 3-gallon fuel tank, an upgraded fork, a chunky front wheel, dual Brembo front calipers, standard cruise control and ABS, a new LED headlight, and some styling updates. The Bobber is available in Jet Black, Cordovan Red, and Matte Storm Grey and Matte Ironstone two-tone (above). Pricing starts at $13,150.
The 2022 Triumph Bonneville Speedmaster gets an updated “high-torque” 1,200cc liquid-cooled parallel-Twin, refined riding modes (Road and Rain), a larger-diameter and higher-spec 47mm Showa cartridge fork, improved rider and passenger seating, and updated instrumentation. The Speedmaster is available in Jet Black, Red Hopper, and two-tone Fusion White and Sapphire Black with hand-painted twin coach lines (above). Pricing starts at $13,150.
The 2022 Triumph Bonneville T100’s Euro 5-compliant “high-torque” 900cc parallel-Twin boasts an additional 10 ponies, bringing its claimed figures up to 64 horsepower at 7,400 rpm and 59 lb-ft of torque at 3,750 rpm. The engine also gets a lighter crankshaft, mass-optimized clutch and counterbalancers, a magnesium cam cover, and a thin-walled clutch cover, which together reduce curb weight by 8 pounds. The T100 also gets an upgraded fork, new instrumentation, and some styling tweaks. The Bonneville T100 is available in Jet Black, two-tone Lucerne Blue and Fusion White (above), and two-tone Carnival Red and Fusion White. Pricing starts at begins at $10,500.
The 2022 Triumph Bonneville T120 and T120 Black get engine updates, less weight (520 pounds wet, down 15.5), and other updates. The “high-torque” 1,200cc liquid-cooled parallel-Twin gets a lighter crankshaft and mass-optimized clutch and counterbalancers. The big Bonnies get cruise control, new Brembo front calipers, refined riding modes (Road and Rain), and aesthetic upgrades. Pricing for the 2022 Triumph Bonneville T120 and T120 Black (above) starts at $12,050.
Limited to 1,000 units worldwide, the 2022 Triumph Rocket 3 R Black gives the 2,458cc mega cruiser an even leaner-and-meaner look. It features an aggressive all-black colorway that focuses on matte finishes, darkened tank badging, a carbon fiber front fender, and blacked-out components from nose-to-tail, and it comes with a certificate of authenticity. Pricing starts at $23,700.
Also limited to 1,000 units worldwide, the 2022 Triumph Rocket 3 GT Triple Black applies the dark treatment to the touring version, with a high-gloss three-shade paint scheme, a carbon fiber front fender, and blacked-out components. It comes with a certificate of authenticity that lists each motorcycle’s VIN. And its enormous 2,458cc inline Triple produces 167 horsepower at 6,000 rpm and a 163 lb-ft of torque at 4,000 rpm. Pricing starts at $24,400.
Also built on Triumph‘s Bonneville platform, the 2022 Scrambler 1200 XC, Scrambler 1200 XE, and Scrambler 1200 Steve McQueen Edition are powered by a “high power” version of Triumph’s liquid-cooled, 1,200cc parallel-Twin that’s been updated to meet Euro 5 emissions regulations, which includes a revised exhaust system that offers improved heat distribution. With a dedicated Scrambler tune, it makes 89 horsepower at 7,250 rpm and 81 lb-ft of torque at 4,500 rpm. All three models have a 21-inch front wheel, side-laced tubeless wheels, and nearly 10 inches of suspension travel.
The 2022 Triumph Scrambler 1200 XC is available in Sapphire Black ($14,000), two-tone Cobalt Blue and Jet Black ($14,500, above), and two-tone Matte Khaki Green and Matte Black ($14,500).
2022Triumph Scrambler 1200 XE / Steve McQueen Edition
2022 Triumph Scrambler 1200 Steve McQueen Edition
Receiving the same updates as the XC, the higher-spec 2022 TriumphScrambler 1200 XE adds an Off-Road Pro mode and cornering-optimized ABS and traction control. It’s available in Sapphire Black ($15,400), two-tone Cobalt Blue and Jet Black ($15,900), and two-tone Matte Khaki Green and Matte Black ($15,900).
Limited to 1,000 in individually numbered units worldwide and based on the XE, the 2022 Triumph Scrambler 1200 Steve McQueen Edition (above) honors the King of Cool with unique Steve McQueen branding on the tank and handlebar clamp, an exclusive Competition Green custom paint scheme, premium Scrambler accessories fitted as standard, and a certificate of authenticity with signatures from Triumph’s CEO, Nick Bloor, and Chad McQueen. Pricing starts at $16,400.
The 2022 Triumph Speed Twin gets similar engine updates as the rest of the Bonneville family, and its “high power” liquid-cooled, 1,200cc parallel-twin makes 98.6 horsepower at 7,250 rpm and 83 lb-ft of torque at 4,250 rpm. To improve handling, the Speed Twin gets a higher-spec Marzocchi inverted cartridge fork, Brembo M50 monoblock calipers, lighter cast aluminum 12-spoke wheels, and Metzeler Racetec RR tires. Styling has also been refreshed. The Speed Twin is available in Red Hopper (above), Matte Storm Grey, and Jet Black. Pricing starts at $12,500.
As with other Bonneville models, the 2022 Triumph Street Scrambler’s liquid-cooled 900cc parallel-twin has been updated to meet Euro 5 emissions yet it still delivers 64 horsepower at 7,250 rpm and 59 lb-ft of torque at 3,250 rpm. Styling updates include a new side panel with aluminum number board, a new heel guard, new brushed aluminum headlight brackets, new adventure-oriented seat material, new throttle body finishers, and new paint schemes. The Street Scrambler is available in Jet Black, Urban Grey, and two-tone Matte Khaki and Matte Ironstone; pricing starts at $11,000.
Limited to 775 units worldwide, the Scrambler Sandstorm Edition (above) has a unique paint scheme, premium accessories (high front fender, tail tidy, sump guard, headlight grille, and rubber knee pads on the tank), and a certificate of authenticity personalized with the bike’s VIN. Pricing starts at $11,750.
Heralded as Triumph’s best-selling Modern Classic, the 2022 Triumph Street Twin gets an updated engine, new cast wheels, and updated styling. Featuring the same updated “high-torque” 900cc liquid-cooled parallel-twin as the T100, the Street Twin now boasts 64 horsepower at 7,500 rpm and 59 lb-ft of torque at 3,800 rpm. New 18- and 17-inch 10-spoke cast-aluminum wheels are fitted with Pirelli Phantom Sportcomp tires. The Street Twin is available in Cobalt Blue (above), Matte Ironstone, and Jet Black. Pricing starts at $9,400.
Limited to 1,000 units worldwide, the 2022 Triumph Street Twin Gold Line features a Matte Sapphire Black colorway with a Triumph heritage logo and hand-painted gold lining. Pricing starts at $10,150.
The all-new 2022 Yamaha YZF-R7 is a 689cc sportbike based on the MT-07 platform, slotting between the YZF-R3 and YZF-R1. It features an slip/assist clutch, an optional quickshifter, chassis upgrades, and all-new bodywork. The R7 delivers track-ready performance within reach, with an MSRP of $8,999. Available in Team Yamaha Blue (above) and Performance Black.
Triumph’s new Tiger 850 Sport is a capable, affordable adventure bike. It looks like it was dipped beak-first into a vat of red paint, like a Maker’s Mark bottle dipped in wax. (Photos by Kevin Wing)
Manufacturers sometimes make peculiar choices when naming motorcycles. Despite its name, the new-for-2021 Triumph Tiger 850 Sport has the same engine size (888cc) as the Tiger 900 GT and Tiger 900 Rally. And even though it has “Sport” in the name, the 850 actually makes less horsepower. On Jett Tuning’s dyno, the Tiger 850 made 82.1 horsepower and 58 lb-ft of torque at the rear wheel, which is 7.6 horsepower and 1.4 lb-ft of torque less than the Tiger 900 Rally Pro we tested last year.
Twin radiators channel heat through ducts in the bodywork.
Designed to be the most accessible Tiger in terms of power, torque, specification, and price, simply calling it the Tiger 900 probably makes more sense. With a base price of $11,995, the Tiger 850 Sport costs $2,705 less than the Tiger 900 GT and $3,405 less than the Tiger 900 Rally. Its main competitors are street-oriented adventure bikes like the BMW F 750 GS (which is actually an 850; base price, $10,995), the BMW F 900 XR ($11,695), and the KTM 890 Adventure ($13,099).
Triumph detuned the Tiger 850’s engine to comply with A2 licensing requirements in Europe. It was able to hit a lower price point by foregoing an Inertial Measurement Unit (IMU) and multi-mode cornering-optimized ABS and traction control in favor of a more conventional non-switchable ABS and switchable traction control setup. The Tiger 850 Sport has fewer riding modes (only Road and Rain) and the Marzocchi suspension adjustability is limited to rear preload. Other nips and tucks include a 5-inch TFT display instead of the 7-inch TFT the Tiger 900s, and there’s no cruise control, quickshifter, self-canceling turnsignals, or centerstand.
Windscreen is one-hand adjustable to five positions over a 2-inch range.
The Tiger 850 Sport is hardly a bargain-bin special. It’s equipped with premium Brembo Stylema monoblock front calipers, a radial front brake master cylinder, a slip/assist clutch, a dual-height seat (31.9/32.7 inches), a hand-adjustable windscreen, full LED lighting, a 12-volt power outlet, and a luggage rack. Its curb weight is a manageable 474 pounds, and we averaged 219 miles of range from the 5.3-gallon tank.
A roomy cockpit with an upright riding position allows riders to relax or shift into attack mode.
Greg’s Gear Helmet:Fly Racing Sentinel Mesh Jacket: Fly Racing Butane Gloves: Fly Racing FL-2 Pants: Scorpion Covert Pro Jeans Boots:Sidi Gavia Gore-Tex
Inline Triples are a signature feature on Triumphs as diverse as Tiger adventure bikes, the Speed Triple naked sportbike, and the Rocket 3 muscle cruiser. The Tiger 850 has what Triumph calls a T-Plane crankshaft with a 1-3-2 firing order. After cylinder 1 fires, the crank turns 180 degrees, cylinder 3 fires, the crank turns 270 degrees, cylinder 2 fires, the crank turns 270 degrees, and so on. The irregular firing sequence gives the engine the feel of a Twin down low and the character of a Triple from the midrange on up.
A T-Plane crankshaft enhances the character and torque spread of the Tiger’s Triple.
Power increases linearly to 7,000 rpm then plateaus at around 80 horsepower until the 10,000-rpm redline. There’s a broad spread of torque, with 80% or more of peak torque available between 2,400 and 9,100 rpm. A balancer shaft quells most of the engine’s vibrations, but overall it feels more coarse than some of Triumph’s other Triples. Rain mode dulls throttle response, but in Road mode the right grip delivers precise throttle inputs with no stutters or hiccups. Other than a fair amount of heat felt on the left side, there’s little to complain about with the Tiger’s engine.
As I’ve written in previous reviews, Triumph’s design and engineering philosophy imbues its motorcycles with a user-friendliness that makes its bikes – even those I’ve never ridden before – feel familiar and intuitive. The Tiger 850 Sport is no exception. Its ergonomics are comfortable, its fit and finish are at a high level, and its handling strikes a good balance between agility and stability. Response and feel at the front brake lever are excellent, the slip/assist clutch is light and smooth, and the transmission shifts with minimal effort. The fork dives under hard braking, but generous suspension travel and comfort-oriented damping settings provide good ride quality in a range of riding conditions.
On rough twisty roads, the Tiger digs its claws in. Its Brembo Stylema front calipers are fantastic.
The Tiger’s 19-inch front wheel, Michelin Anakee Adventure 90/10 tires, and decent ground clearance allow for some light-duty off-roading, but the ABS doesn’t have an off-road mode nor can it be turned off at the rear wheel. What makes the Tiger 850 Sport most appealing is its versatility as a streetbike, serving as an able commuter or errand-runner during the week, a canyon carver on the weekend, and a comfortable tourer for as many days as you can take off from the grind. Given its budget-friendly MSRP, buyers should have some money left over to tailor the bike to their needs. Triumph offers various luggage options and other accessories such as heated grips, handguards, a centerstand, crash protection, comfort seats, a low seat (31.1/31.9 inches), and more.
The Tiger 850 Sport is a well-sorted adventure bike. Its engaging engine, quality components, and sensible feature set make for an appealing overall package. And if red isn’t your thing, it also comes in blue.
Its name may be a bit misleading, but the Tiger 850 Sport is a great value for an impressively versatile European motorcycle.
This 2021 motorcycle buyers guide includes new or significantly updated street-legal models available in the U.S. It includes bikes in many categories, including adventure, cafe racer, cruiser, sport, sport-touring, retro, touring, and others.
Organized in alphabetical order by manufacturer, it includes photos and links to details or, when available, first rides and road test reviews of each motorcycle. Due to the pandemic and supply chain disruptions, some manufacturers skipped the 2021 model year. Stay tuned for our 2022 Motorcycle Buyers Guide.
Aprilia‘s RS 660 is the first of three models — the RS 660 sportbike, the Tuono 660 naked bike (below), and the not-yet-released Tuareg 660 adventure bike — built on a new engine platform, a liquid-cooled 659cc parallel-Twin with a 270-degree firing order that makes a claimed 100 horsepower at 10,500 rpm and 49.4 lb-ft of torque at 8,500 rpm. The RS 660 is equipped with the IMU-enabled APRC (Aprilia Performance Ride Control) electronics package with five ride modes, 3-level cornering ABS, 3-level traction control, wheelie control, cruise control, and engine braking management. Pricing starts at $11,299.
2021 Aprilia RSV4 Factory (Photo by Larry Chen Photo)
Aprilia is an Italian brand known for performance, and the RSV4 and RSV4 Factory are at the pointy end of the company’s go-fast spear. Both are powered by a 1,099cc, 65-degree V-4 that Aprilia says cranks out an eye-watering 217 horsepower at 13,000 rpm and 92 lb-ft of torque at 10,500 rpm, even while meeting strict Euro 5 emissions regulations. And both are equipped with a 6-axis IMU and the APRC (Aprilia Performance Ride Control) suite of rider aids. Whereas the standard RSV4 features fully adjustable Sachs suspension, the RSV4 Factory is equipped with Öhlins Smart EC 2.0 semi-active suspension, with a 43mm NIX upside-down fork, a TTX rear shock, and an electronic steering damper. The RSV4 has cast wheels and the RSV4 Factory has lighter and stronger forged wheels. MSRP for the RSV4 is $18,999 and MSRP for the RSV4 Factory is $25,999.
2021 Aprilia Tuono 660 (Photo by Larry Chen Photo)
Based on the RS 660 (above), the Aprilia Tuono 660 is a semi-naked sportbike with a more upright seating position, and more street-oriented steering geometry. Its base price is $10,499.
The Tuono name has always been associated with top-of-the-line street performance, and the Aprilia Tuono V4 and Tuono V4 Factory carry the cred with a 1,077cc V-4 that produces 175 horsepower and 89 lb-ft of torque at the crank (claimed). The Tuono V4 is the more street-focused of the two, with a taller windscreen, a higher handlebar, and optional saddlebags (as shown above), and it is equipped with fully adjustable Sachs suspension. The Tuono V4 Factory is equipped with Öhlins Smart EC 2.0 semi-active suspension. Both models feature a six-axis IMU that supports the APRC electronics suite. MSRP for the Tuono V4 is $15,999 and MSRP for the Tuono V4 Factory is $19,499.
The Benelli Leoncino (“little lion”) is an Italian-designed, Chinese-manufactured roadster powered by a liquid-cooled 500cc parallel-Twin also found in the TRK502X adventure bike (below). In the U.S., the Leoncino is part of a two-bike lineup, which includes the standard street-biased roadster model (shown above) and the Leoncino Trail, a scrambler variant with more suspension travel and spoked wheels with a 19-inch front and 90/10 adventure tires. The Leoncino comes with standard ABS and is priced at $6,199, while the Leoncino Trail is $7,199.
Like the Leoncino above, the Benelli TRK502X is an Italian-designed, Chinese-manufactured adventure bike powered by a liquid-cooled 500cc parallel-Twin. It has a comfortable and upright seating position, a good windscreen, 90/10 adventure tires with a 19-inch front, spoked wheels, ABS, hand and engine guards, and enough luggage capacity to go the distance (aluminum panniers and top box are standard). MSRP is $7,398.
The BMW R 18 is a cruiser powered by a massive 1,802cc OHV air/oil-cooled 4-valve opposed Twin that’s the largest “boxer” engine the German company has ever produced. Part of BMW’s Heritage line, the R 18 has styling inspired by the 1930s-era R 5. Despite its classic looks, the long, low cruiser is equipped with fully modern electronics, brakes, suspension, and other features. Base price is $17,495. BMW recently announced two touring versions for the 2022 model year, the R 18 B and R 18 Transcontinental, both with a fairing, hard saddlebags, and an infotainment system; the Transcontinental adds a trunk with an integrated passenger backrest.
2021 Ducati Monster (Photo by Gregor Halenda and Mike Levin)
The Ducati Monster is one of the Italian manufacturer’s most iconic and best-selling models. Gone is the trademark tubular-steel trellis frame, replaced with a front-frame design that uses the engine as a structural member of the chassis, as on the Panigale and Streetfighter V4 models. Compared to the previous Monster 821, the new model weighs 40 pounds less and is equipped with a more powerful 937cc Testastretta 11-degree L-Twin engine and top-shelf electronics. New styling and more make this an all-new Monster. Pricing starts at $11,895 for the Monster and $12,195 for the Monster+, which adds a flyscreen and passenger seat cover.
Another top-selling Ducati is the Multistrada adventure bike. For 2021, it is now the Multistrada V4 and it is powered by the 1,158cc 90-degree V4 Grandturismo engine that makes 170 horsepower at 10,500 rpm and stomping 92 lb-ft torque at 8,750 rpm (claimed). Ducati Skyhook semi-active suspension and a full suite of IMU-supported electronics are standard, and S models are equipped with a radar system that enables Adaptive Cruise Control and Blind Spot Detection. New for 2021 is a 19-inch front wheel. Pricing starts at $19,995 for the Multistrada V4 and $24,095 for the Multistrada V4 S.
Updates to the Ducati SuperSport 950 include new styling inspired by the Panigale V4, an IMU-enabled electronics package, and improved comfort. The seat is flatter and has more padding, the handlebar is higher, and the footpegs are lower. The SuperSport 950 is powered by a 937cc Testastretta L-Twin that makes 110 horsepower at 9,000 rpm and 68.6 lb-ft of torque at 6,500 rpm (claimed, at the crank). The SuperSport 950 is available in Ducati Red for $13,995. The SuperSport 950 S, which is equipped with fully adjustable Öhlins suspension and a passenger seat cover, is available in Ducati Red and Arctic White Silk starting at $16,195.
2021 Harley-Davidson Electra Glide Revival
2021 Harley-Davidson Electra Glide Revival
Earlier this year Harley-Davidson announced its new Icons Collection. The first model in the collection is the stunning Electra Glide Revival, which is inspired by the 1969 Electra Glide, the first Harley-Davidson motorcycle available with an accessory “batwing” fairing. Though retro in style, the Electra Glide Revival is powered by a Milwaukee Eight 114 V-twin and is equipped with RDRS Safety Enhancements and a Boom! Box infotainment system. Global production of the Electra Glide Revival is limited to a one-time build of 1,500 serialized examples, with an MSRP of $29,199.
With its iconic solid aluminum 18-inch Lakester wheels, for 2021 Harley-Davidson gave the Fat Boy 114 a new look with lots of chrome and bright work. Powering the Fat Boy is none other than the torquey Milwaukee-Eight 114 V-twin engine, equipped with a 6-speed gearbox and putting down a claimed 119 ft-lb of torque at just 3,000 rpm. Pricing starts at $19,999.
2021 Harley-Davidson Pan America 1250 / Pan America 1250 Special
2021 Harley-Davidson Pan America 1250 (Photo by Kevin Wing)
A competitive, state-of-the-art, 150-horsepower adventure bike built by Harley-Davidson? Yea, right, when pigs fly! Well, the Motor Company came out swinging with its Pan America 1250 and Pan America 1250 Special. Powered by the all-new Revolution Max 1250, a liquid-cooled, 1,252cc, 60-degree V-Twin with DOHC, 4 valves per cylinder, and variable valve timing. The killer app is the optional Adaptive Ride Height, which lowers the higher-spec Pan America 1250 Special (which is equipped with semi-active Showa suspension) by 1 to 2 inches when the bike comes to a stop. Pricing starts at $17,319 for the Pan America 1250 and $19,999 for the Pan America 1250 Special.
For Harley-Davidson Touring models like the Road Glide, Road King, and Street Glide, there are Special models that offer a slammed look and 119 lb-ft of torque from the Milwaukee-Eight 114 V-Twin. The 2021 Harley-Davidson Road Glide Special is available with new two-tone paint options, and with a choice of a blacked-out or bright chrome styling treatments. All Special models are now equipped with the high-performance Ventilator air cleaner with a washable filter element, and a new low-profile engine guard. Pricing starts at $26,699.
2021 Harley-Davidson Sportster S
2021 Harley-Davidson Sportster S
The (air-cooled) Sportster is dead, long live the (liquid-cooled) Sportster! Visually similar to the 1250 Custom teased several years ago, the 2021 Harley-Davidson Sportster S represents a new era for the legendary Sportster line. Since the introduction of the XL model family in 1957, Sportsters have always been stripped-down motorcycles powered by air-cooled V-Twins. Harley calls the new Sportster S a “sport custom motorcycle,” and at the heart of the machine is a 121-horsepower Revolution Max 1250T V-Twin, a lightweight chassis, and premium suspension. Pricing starts at $14,999.
The Street Bob, with its mini-ape handlebar, mid-mount controls, and bobber-style fenders, has become a fan favorite among those looking for a minimalist American V-twin to customize. The 2021 Harley-Davidson Street Bob 114 packs more punch, thanks to the larger, torque-rich Milwaukee-Eight 114 engine. Pricing starts at $14,999.
With a slammed look and 119 lb-ft of torque from the Milwaukee-Eight 114 V-Twin, the 2021 Harley-Davidson Street Glide Special is available with new two-tone paint options, and with a choice of a blacked-out or bright chrome styling treatments. All Special models are now equipped with the high-performance Ventilator air cleaner with a washable filter element, and a new low-profile engine guard. Pricing starts at $27,099.
The 2021 Honda ADV150 is an ADV-styled scooter, essentially a Honda PCX150 with longer travel Showa suspension (5.1/4.7 inches front/rear) and a larger ABS-equipped 240mm disc brake at the bow and a drum brake without ABS in the stern. Its powered by a liquid-cooled 149cc Single and has an automatic V-matic transmission. Pricing starts at $4,199.
2021 Honda CBR1000RR-R Fireblade SP (Photo by Kevin Wing)
Well-mannered motorcycles seldom make racing history, and the 2021 Honda CBR1000RR-R Fireblade SP was developed with one uncompromising goal — win superbike races at all costs. It’s powered by an inline-Four that we dyno tested at 175 horsepower at the rear wheel, and it’s equipped with Öhlins semi-active suspension, IMU-enabled electronics, and top-shelf braking hardware. And it’s street legal and available for purchase from your local Honda dealer. MSRP is $28,500.
The 2021 Honda CRF300L (above) and CRF300L Rally (below) dual-sports share the same powerplant, a liquid-cooled 286cc Single which boasts 15% more displacement, power, and torque than its 250cc predecessor. They have a new slip/assist clutch, revised steering geometry, less weight, and a new LCD meter. The CRF300L has a base price of $5,249 (add $300 for ABS), weighs 309 pounds, has a 2.1-gallon tank, and has a 34.7-inch seat height.
The 2021 Honda CRF300L and CRF300L Rally (above) dual-sports share the same powerplant, a liquid-cooled 286cc Single which boasts 15% more displacement, power, and torque than its 250cc predecessor. They have a new slip/assist clutch, revised steering geometry, less weight, and a new LCD meter. The CRF300L Rally, which has a windscreen, handlebar weights, rubber footpeg inserts, a larger front brake rotor, more seat padding, and a larger fuel tank (3.4 gallons vs. 2.1) than the CRF300L, has a base price of $5,999 (add $300 for ABS), weighs 333 pounds, and has a 35.2-inch seat height.
The Honda CRF450L debuted for 2019, bringing CRF450R motocross performance to a street-legal dual-sport. Its lightweight, compact, liquid-cooled 449cc single has a 12:1 compression ratio and a Unicam SOHC valve train with titanium valves. For 2021, Honda added an “R” to the model name (CRF450RL), lowered the price to $9,999 (from $10,399), revised the ECU and fuel-injection settings for better throttle response, and added new hand guards and fresh graphics.
The Gold Wing has been Honda‘s flagship touring model for more than 40 years. It entered its sixth generation for the 2018 model year, with a complete overhaul to the GL1800 platform that made it lighter, sportier, and more technologically advanced. The standard Gold Wing (above) and trunk-equipped Gold Wing Tour (below) won Rider‘s 2018 Motorcycle of the Year award. Gold Wing updates for 2021 include a suede-like seat cover, colored seat piping, audio improvements, and red rear turnsignals. Pricing starts at $23,800 for the Gold Wing and $25,100 for the Gold Wing DCT (with 7-speed automatic Dual Clutch Transmission).
2021 Honda Gold Wing Tour DCT (Photo by Drew Ruiz)
Updates for the Honda Gold Wing Tour include the same ones listed above for the standard Gold Wing: a suede-like seat cover, colored seat piping, audio improvements, and red rear turnsignals. But the Tour also got a larger top trunk (61 liters, up from 50) that now easily accepts two full-face helmets; total storage capacity is now 121 liters. The passenger seat’s backrest features a more relaxed angle, thicker foam, and a taller profile. Pricing starts at $23,800 for the Gold Wing and $25,100 for the Gold Wing DCT (with 7-speed automatic Dual Clutch Transmission).
Joining the Rebel 300 and Rebel 500 in Honda‘s cruiser lineup for 2021 is the all-new Rebel 1100, which is powered by powered by a version of the liquid-cooled 1,084cc parallel-twin used in the 2020 Africa Twin, which uses a Unicam SOHC valve train and is available with either a 6-speed manual gearbox or a 6-speed automatic Dual Clutch Transmission. Standard equipment includes four ride modes (Standard, Sport, Rain and User, which is customizable), Honda Selectable Torque Control (aka traction control, which has integrated wheelie control), engine brake control, and cruise control. Pricing starts at $9,299 for the Rebel 1100 and $9,999 for the Rebel 1100 DCT.
The latest addition to Honda‘s miniMOTO lineup is the Trail 125 ABS, which is powered by the same air-cooled 125cc Single found in the Grom, Monkey, and Super Cub C125. Like the Monkey and Super Cub, the Trail plays the retro card, pulling at heartstrings for a bike beloved by many decades ago. Just like its forefathers, the 2021 Honda Trail 125 proudly carries on the tradition of being a quaint and understated dual-sport, with a steel backbone frame, upright handlebar, square turnsignals, upswept exhaust, high-mount snorkel, and luggage rack. MSRP is $3,899.
2021 Indian Roadmaster Limited (Photo by Kevin Wing)
For 2021, the Indian Roadmaster Limited gets the larger 116ci Thunder Stroke V-Twin versus the original 111, and it has a modern streamlined fairing, open front fender, and slammed saddlebags. As a premium touring model, the Roadmaster Limited also gets Indian’s heated and cooled ClimaCommand seats and other upgrades. Pricing starts at $30,749.
Like the Honda CRF300L above, Kawasaki‘s entry-level dual-sport got a displacement boost, which warranted a name change from KLX250 to KLX300. The 2021 KLX300 makes more thanks to a larger 292cc Single, which is liquid-cooled, fuel-injected, and has DOHC with four valves. It also uses more aggressive cam profiles, making it livelier than its predecessor. All of that is paired to a 6-speed gearbox and 14/40 final drive. Pricing starts at $5,599. And joining the KLX300 is a supermoto version, the KLX300SM (below).
Joining the KLX300 dual-sport (above) in Kawasaki‘s 2021 lineup is an all-new supermoto version, the KLX300SM. It has street-oriented 17-inch wire-spoke wheels and IRC Road Winner RX-01 rubber, and the suspension is stiffer with slightly abbreviated travel. The KLX300SM also has taller final-drive gearing and a larger front brake rotor. Pricing starts at $5,599.
Speaking of supermoto, KTM‘s track-only, race-ready 450 SMR is back for 2021. Using the 450 SX-F motocross racer as its foundation, the SMR shares its 63-horsepower 450cc single-cylinder SOHC engine, lightweight steel frame, and cast-aluminum swingarm. To suit its supermoto purpose, wider triple clamps with a 16mm offset accommodate tubeless Alpina wheels (16.5-inch front and 17-inch rear) fitted with ultra-sticky Bridgestone Battlax Supermoto slicks. The WP Xact suspension is updated, reducing suspension travel to an ample 11.2 inches in the front and 10.5 inches in the rear, lowering the bike’s center of gravity and improving handling. A radially mounted Brembo M50 front caliper squeezes a 310mm Galfer floating rotor to deliver all the braking power you’ll ever need on a bike that weighs just 232 pounds wet. MSRP is $11,299.
We selected the KTM 790 Adventure and 790 Adventure R as Rider‘s 2019 Motorcycle of the Year. Just two years later, KTM has updated the platform. Adapted from the 890 Duke R, the engine now has more displacement, a higher compression ratio, and other improvements. And like the 890 Duke R, the Adventure R has better throttle-by-wire response, a beefed-up clutch and a shortened shift lever stroke and lighter shift-detent spring for faster shifting. Chassis updates include an aluminum head tube, a lighter swingarm, revised suspension settings, and refinements to the braking system. Pricing starts at $14,199.
The limited-edition KTM 890 Adventure R Rally received the same updates as the 890 Adventure R (above), but is loaded with race-spec inspired components. Its development utilized feedback from Red Bull KTM Factory Racing team riders, Toby Price, and Sam Sunderland. Only 700 units of the 890 Adventure R Rally will be produced worldwide, with 200 slated for the North American market. Pricing starKTM 8ts at $19,999.
Powering the 2021 KTM 890 Duke is the same punchy, rip-roaring 889cc parallel-Twin producing a claimed 115 horsepower and 67.9 lb-ft of torque that’s also found in the 890 Duke R and 890 Adventure (above). Shared amongst the middleweight Duke family is a chromoly-steel frame, lightweight one-piece aluminum subframe and cast aluminum swingarm. By using the 889cc engine as a stressed member, the 890 Duke flaunts a mere 372-pound dry weight. We recently completed a comparison test of the 2021 KTM Duke lineup (200, 390, 890, and 1290), which will be posted soon.
2021 Moto Guzzi V7 Stone (Photo by Larry Chen Photo)
On March 15, 2021, Moto Guzzi celebrated its 100th anniversary of continuous production at its headquarters in Mandello del Lario, Italy. One of Moto Guzzi’s most iconic models, the V7, was updated for 2021, and is available in more modern V7 Stone and classic V7 Special versions. Both have a larger 853cc V-Twin derived from engine, variations of which are found in the V9 and V85 TT. They also get reduced effort from the single-disc dry clutch, a stiffer frame, a bigger swingarm with a new bevel gear for the cardan shaft drive, revised damping and a longer stroke for the preload-adjustable rear shocks, an updated ABS module, a wider rear tire, vibration-damping footpegs, and a thicker passenger seat. MSRP for the V7 Stone is $8,990, or $9,190 for the Centenario edition (shown above).
The 2021 Moto Guzzi V7 Special gets the same updates as the V7 Stone above. Whereas the V7 Stone has matte finishes, a single all-digital gauge, black exhausts, cast wheels, and an eagle-shaped LED set into the headlight, the V7 Special is classically styled, with spoked wheels, chrome finishes, dual analog gauges, and a traditional headlight. MSRP is $9,490.
For 2021, the Moto Guzzi V85 TT gets some updates to its air-cooled 853cc 90-degree V-Twin. The revised powerplant offers more torque at low to midrange rpm thanks to optimized lift of the pushrod-and-rockers timing cams and tweaks to the engine control electronics. New spoked rims now mount tubeless tires, reducing unsprung weight by 3.3 pounds for better handling and facilitating plug-and-go flat repairs. Two new riding modes—Sport and Custom—join the existing three (Street, Rain, Off-road) to provide more flexibility in managing throttle response, traction control and ABS to suit rider preferences. Cruise control and the color TFT instrument panel also come standard. The 2021 V85 TT Adventure ($12,990) has standard saddlebags. The 2021 V85 TT Travel ($13,390) includes a Touring windscreen, side panniers from the Urban series, auxiliary LED lights, heated hand grips, and the Moto Guzzi MIA multimedia platform.
For 2021, the Royal Enfield Himalayan adventure bike, which is powered by an air-cooled 411cc Single, get several updates, including switchable ABS to help riders when riding off-road, a revised rear brake that is said to improve braking performance, a redesigned sidestand, and a new hazard light switch. MSRP is $4,999.
2021 Royal Enfield Meteor 350 (Photo by Kevin Wing)
For 2021, the Royal Enfield family gets a new addition — the Meteor 350, a light, affordable cruiser powered by an all-new air-cooled 349cc single with SOHC actuating two valves. Available in three budget-friendly trim packages, variants include the base-model Fireball ($4,399) with a black exhaust system; the Stellar ($4,499), with a chrome exhaust and a passenger backrest; and the Supernova ($4,599), which adds a windshield and a two-tone paint scheme.
2021 Triumph Speed Triple 1200 RS (Photo by Kevin Wing)
Triumph‘s Speed Triple is one of the original hooligan bikes. It has evolved over the years since its introduction in 1994, and for 2021 the Speed Triple 1200 RS is the lightest, most powerful, highest-spec version yet. Its all-new 1,160cc Triple (up from 1,050cc) makes 165 horsepower at the rear wheel, and the RS is equipped with state-of-the-art electronics, fully adjustable Öhlins suspension, Brembo Stylema front calipers, and much more. Pricing starts at $18,300.
2021 Triumph Tiger 850 Sport (Photo by Kevin Wing)
The 2021 Triumph Tiger 850 Sport, a street-focused adventure bike powered by the same liquid-cooled 888cc in-line triple as the Tiger 900 models, but it has been detuned to 82 horsepower at 8,400 rpm and 58 lb-ft of torque at 6,700 rpm at the rear wheel, as measured on Jett Tuning‘s dyno, which is about 10 horsepower lower. To keep the price down, Triumph also reduced the number of ride modes to two (Road and Rain) and limited suspension adjustability to rear preload. But this is no bargain-bin special. It has Marzocchi suspension front and rear, and it has Brembo brakes, with Stylema front calipers and a radial front master cylinder. ABS is standard but not switchable, and traction control is also standard but is switchable.
The 2021 Triumph Trident 660 is a triple-cylinder-powered roadster in the the twin-cylinder-dominated middleweight class. It’s powered by a liquid-cooled, DOHC, 660cc inline-Triple making a claimed 79.9 horsepower at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm, and it is equipped with ABS, switchable traction control, and selectable ride modes. MSRP is $7,995.
Updates for 2021 to the Yamaha MT-07, its best-selling middleweight naked sportbike, include revisions to the 689cc liquid-cooled CP2 (Cross Plane 2-cylinder) parallel-Twin engine to meet Euro 5 regulations and to improve low-rpm throttle response. The MT-07 has a new 2-into-1 exhaust, revisions to the 6-speed gearbox to improve shifting feel, LED lighting all around, new instrumentation, revised ergonomics, and new styling that brings it closer in appearance to the larger MT-09 (below). Base price is $7,699, and three color choices are available: Storm Fluo, Matte Raven Black, and Team Yamaha Blue.
Now in its third generation, fully 90% of the Yamaha MT-09 naked sportbike is new for 2021. Its has an entirely new 890cc CP3 (Cross Plane 3-cylinder) inline-Triple engine, a thoroughly updated and significantly stiffer chassis, state-of-the-art electronics, and a fresh look that results in the most refined MT-09 yet. The base price increased by $400 to $9,399, but the four extra Benjamins are worth it. The MT-09 is available in Storm Fluo (shown above), Matte Raven Black, and Team Yamaha Blue. There’s also an MT-09 SP ($10,999) with exclusive special-edition coloring, premium KYB and Öhlins suspension, and cruise control.
After being teased for several years, Yamaha‘s highly anticipated Ténéré 700 adventure bike made its U.S. debut in the summer of 2021, bringing some excitement during a challenging pandemic year. It’s powered by the versatile 689cc liquid-cooled CP2 (Cross Plane 2-cylinder) parallel-Twin engine from the MT-07 (above), modified for adventure duty with a new airbox with a higher snorkel, a revised cooling system, an upswept exhaust, and a final gear ratio of 46/15 vs. 43/16. The rest of the bike is all-new, including the narrow double-cradle tubular-steel frame, triangulated (welded-on) subframe, double braced steering head and aluminum swingarm, adjustable long-travel suspension, switchable ABS, and more. Base price is $9,999 and its available in Ceramic Ice, Intensity White (shown above), and Matte Black.
Now in its third generation, Yamaha’s middleweight sport-tourer — now called the Tracer 9 GT — is new from the ground up for 2021. It has a larger, more powerful engine, a new frame, and a state-of-the-art electronics package that includes semi-active suspension. With these updates comes a higher price, and MSRP is now $14,899. It’s available in Liquid Metal (shown above) and Redline.
New for 2021, Zero has taken the existing frame from the FX and added a redesigned body. The starkly modern, supermoto styling is very similar in appearance to the FXS – tall, slim and sporting a raised front mudguard. However, the FXE is capable of a claimed 100-mile range on a full battery charge and costs $11,795, which can be bought down to around $10,000 depending upon available EV rebates and credits.
Compared to many of its heavier, more expensive competitors the FXE is a lightweight and thrilling runabout, and what it gives up in range it makes up for in accessibility and potential for fun. The FXE makes for a credible commuter bike, capable of taking to the highway but ideal to zip around town on.
The new Tuono V4 Factory is still an out-and-out hypernaked sport-bike, with upgraded suspension and new electronics. (Photos by Larry Chen Photo)
It was a glorious morning in Pasadena, California, and the huge windows overlooking historic Colorado Boulevard bathed Aprilia’s Advanced Design Center office in natural light. Miguel Galluzzi, whom many credit with saving Ducati when he designed the groundbreaking and immensely popular Monster, sat impassively as the room filled with journalists. Galluzzi is also the designer responsible for Aprilia’s RSV4 and Tuono V4 models, which take full advantage of the extremely compact and powerful 1,077cc V4 engine.
Galluzzi explained that the Advanced Design Center allows his team to sit at the heart of the North American market, where proximity to a diverse group of riders and their viewpoints can be fed directly into their design process, fresh and unfiltered. The latest CAD technology and 3D printing allow design ideas inspired by feedback, coupled with cutting-edge advances trickling down from Aprilia’s factory racing team, to be prototyped and tested more efficiently than ever.
The two models – Tuono V4 Factory on left, Tuono V4 on right – are almost identical on paper, but offer different experiences.
The result, we are told, are the most advanced Tuono models yet, a combination of incremental updates designed to improve handling and accommodate a broad spectrum of riders’ needs. The V4 engine is now Euro 5 compliant, and with some tweaking Aprilia has managed to match the outgoing model’s performance. Claimed peak horsepower is 175 at 11,350 rpm and maximum torque is 89 lb-ft at 9,000 rpm.
Influences from the racetrack include a redesigned fairing with integrated winglets and enhanced geometry to improve handling at the limits, as well as a new inverted swingarm designed to improve traction at the rear wheel. The updated seat is wider, longer, and surprisingly comfortable. A new sculpted fuel tank looks gorgeous and maintains the same 4.9-gallon capacity. The Tuono V4 gets an improved 5-inch TFT dash and new switchgear. The headlight array features the triple LED headlight and a DRL configuration common to the rest of the Tuono line, with the addition of cornering lights.
The Tuono V4 is designed to take you further, with all the thrills, added comfort, and even luggage, if required.
Despite being nearly identical on paper, the new Tuono V4 models are quite different in terms of experience. Track rats will be happy to hear that the V4 Factory model is still an out-and-out naked maniac, and is the more expensive, track-focused of the two. The street-focused Tuono V4 represents a new direction, designed to go places carrying more than just a rider and a bare minimum of gear.
The Factory version is now fitted with Öhlins Smart EC 2.0 semi-active suspension and a new Magneti Marelli ECU, controlling fueling and a full suite of electronics. Four times faster than the previous ECU and fully integrated via ride-by-wire throttle and a six-axis IMU, the new setup promises more precise and programable handling for road and track. There are three preset and three track-oriented, user-programmable riding modes, and a host of adjustable rider aids, including traction control, wheelie control, launch control, engine mapping, engine braking, cornering ABS, cruise control, and an up/down quickshifter.
The Tuono V4 is billed as a naked, but a minimalist fairing now incorporates racing inspired winglets.
Siting astride the Factory, it feels much more compact than might be expected from a liter bike. The body position is definitely sporty, but the wide bars and seat feel roomy, even for my 6-foot 2-inch stature. Setting off in Tour mode, within the first few miles the V4 Factory somehow feels familiar. Even on the highway leading us to the twisty mountain roads, it is impossible to completely open the throttle for more than a moment before running out of road, and any true test of the Factory model would require a racetrack.
Throttle response is immediate but initial ham-fistedness is miraculously smoothed out before I can get myself into trouble and I throw the Tuono into the turns with some confidence. Steering is light yet purposeful and exact, the front wheel holding its line despite less-than-perfect surface conditions. A single pop on the downshift raises a smile, and ballistic acceleration on corner exits, accompanied by one of the most fantastic, raspy exhaust notes ever to erupt from a stock can, leaves me grinning like an idiot.
The Tuono V4 Factory is nimble and precise, even on less than perfect roads.
The Factory is fitted with Brembo’s M50 monoblock front calipers, which offer progressive feel and no want of braking capability. With my knees firmly pocketed in the sculpted tank I can keep my weight off the bars, gripping the bike with less effort, and lean into corners with a connected conviction. The V4 Factory’s comfort and ergonomics compare quite well to rivals like the KTM 1290 Super Duke R and Triumph Speed Triple 1200 RS, yet its sportbike credentials remain intact.
The standard Tuono V4 feels similar. Slightly raised handlebars make for a less aggressive stance. Despite lower pillion pegs, the rider’s footpegs are identically placed on both models, providing plenty of clearance but also a potential source of fatigue over long distances. A slightly larger fly screen and upper fairing, a practical pillion seat, grab handles, and optional luggage all make for a hyper-naked sport-tourer, with a heavy emphasis on sport.
Performance is identical to the Factory model, and the standard model will make a capable track-day machine if required. Its taller top gear makes for comfortable, economical highway cruising, as you make your way to the next winding backroad. The standard comes equipped with fully adjustable Sachs suspension, front and rear, but on the road, its handling is fairly close to that of the Factory.
The new Tuono V4 and Tuono V4 Factory are intoxicating motorcycles. They offer astounding power in a compact, lightweight chassis that is exhilarating. And yet, thanks to its suite of adjustable electronics, they are both rewarding and manageable. And one can never forget – or grow tired of – the machine-gun salute connected to your right wrist. While the Factory will keep the Tuono faithful satisfied, the standard model will open up the Tuono range to a host of new riders, who, like me, actually want to go places and bring more than just our wallet and smartphone.
The new Tuono has a broader appeal. Track enthusiasts will love the factory for its suspension and formidable array of programable settings, while sports riders who like to cover miles can now add the Tuono V4 to their list of possibilities.
2021 Tuono V4 / Tuono V4 Factory Specs
Base Price: $15,999 / $19,499 Website:aprilia.com Engine Type: Liquid cooled, transverse 65-degree V-4, DOHC w/ 4 valves per cyl. Displacement: 1,077cc Bore x Stroke: 81.0 x 52.3mm Horsepower: 175 @ 11,000 rpm (claimed, at crank) Torque: 89 lb-ft @ 9,000 rpm (claimed, at crank) Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: X-ring chain Wheelbase: 57.1 in. Rake/Trail: 24.8 degrees/3.9 in. Seat Height: 32.5 in. Wet Weight: 461 lbs. Fuel Capacity: 4.9 gals.
Like the updated 2022 Honda Grom, the retro-styled Honda Monkey will also get a 5-speed transmission for the new model year. Both are powered by a revised air-cooled 125cc Single, and two of the most popular model’s in Honda’s miniMOTO lineup, which also includes the Super Cub C125 and Trail 125.
Base price for the 2022 Honda Monkey is $4,199, and ABS is standard.
“While the Monkey has been a hit in the U.S. since we reintroduced it for the 2019 model year, customers have expressed a desire for more comfortable cruising and better acceleration,” said Brandon Wilson, Sports & Experiential Manager at American Honda. “Now we’re happy to offer that capability by equipping the Monkey with the same 5-speed engine that has earned rave reviews in the all-new 2022 Grom. It’s yet another example of Honda producing not only the most diverse lineup of miniMOTO models, but also the most capable.”
At the same time, Honda confirmed that the CB300R, Shadow Aero, and Shadow Phantom are returning for the 2022 model year.
2022 Honda Monkey ABS
2022 Honda Monkey ABS in Pearl Black
A hit with both the new generation of enthusiasts and nostalgic riders seeking a trip down memory lane (its heritage extends back to 1961, when the original version was used in a Honda-owned Japanese amusement park called Tama Tech), the Monkey oozes fun and charm in a pint-sized package. Updates for 2022 include a 5-speed transmission (up from 4) , a wider spread of gear ratios, and a 37-tooth final-drive sprocket (previously 34). The changes provide peppy acceleration from low speeds as well as increased top speed. The air-cooled 125cc Single, which has 2 valves and an overhead cam, has a more undersquare design, with a narrower bore and longer stroke.
Boasting Honda’s signature Neo-Sports Café styling in its most lightweight representation, the CB300R ABS is the ultimate entry-level sport-naked machine. It delivers exemplary sporting performance – including responsive, precise handling and excellent braking – thanks to its good power, standard two-channel ABS (with IMU) and feathery, centralized unsprung weight. The optimum chassis feel and balance are complemented by premium features found on its larger-capacity siblings, but what really turns heads is the minimalist design, expressing attitude through exposed hardware and a dramatic cutaway tail.
Even more timeless than a leather jacket, Honda’s retro Shadow Aero is highlighted by classic cruiser touchstones like a large front fender, chrome headlights, low-slung seat, spoke wheels and of course a V-Twin engine with swept-back twin exhausts. At the same time, it benefits from sensible elements including programmed fuel injection, available ABS, a shaft final drive, an affordable price and Honda’s legendary reliability. The combination honors tradition and style while still prioritizing performance and ease of ownership.
When it comes to cruisers, sometimes simpler is better – take Honda’s classic Shadow Phantom, a minimalist, bobber-inspired V-Twin whose uncluttered looks are highlighted by a blacked-out engine, short fenders, and black wheels with spokes. At the same time, practical considerations are always welcome, and the Shadow Phantom has them in spades, with programmed fuel injection, a comfortable seating position, low center of gravity and Honda reliability topping the list. No wonder it’s such a popular staple in Honda’s lineup.
