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It’s simple really, the Doubletake mirror setup. A handlebar mounted ball connects to a Ram Mount arm on one end and an “indestructible” mirror on the other. That’s it. There are, of course, different sizes, shapes, and configurations based on your application, but that’s the gist of Doubletake’s core product line. And, as the simplest solutions often do, they just plain work.

I had the opportunity to test the Doubletake Adventure Mirrors on my way home from the 2022 Kawasaki KLR650 introduction in New Mexico. A couple weeks after my 800-mile day on the slab, I was able to head up to Big Bear, CA for a few fun days of riding local trails with a friend with the Doubletake mirrors still equipped. 

The setup

It really depends on your application. Doubletake makes four types of mirrors for motorcycle use with varying attachment types and Ram Mount arm lengths. In addition, the company also makes products for use with Jeeps and UTVs. All of the products are manufactured in the good ol’ U.S. of A.

For this review, we’ll focus on the motorcycle mounts and, specifically, the adventure setup I received, which included two reinforced Zytel Adventure mirrors ($30 per), two XL six-inch Ram Mount arms ($23 per), and two ball stub bases ($10 per). All in, at $126, it’s a great deal, considering the prices of other aftermarket mirrors. You also get a satisfaction guarantee and a lifetime warranty against breakage of the housing. Don’t like ‘em, send ‘em back. Manage to break ‘em, they’ll send you a new one. 

Last week, Harley-Davidson announced its first batch of 2022 models, listing several models that are returning mostly unchanged, except for new paint and graphic options. A few models were conspicuously absent from the announcement; most of them, like the Iron 1200, were discontinued. The lone exception was the Low Rider S, which we reported would be announced on Jan. 26 with some updates.

Well, it didn’t take long for information to leak out, confirming that the Harley-Davidson Low Rider S will indeed return for 2022, with some changes including a larger 117ci (1923cc) engine. The news was first broken by Brazilian blogger Dan Morel, and further corroborated by German blog HarleySite.de, which published an official-looking spec sheet.

While we don’t know the source of these two leaks, Motorcycle.com has been able to verify that the Low Rider S is indeed coming back, and it will be offered for 2022 in the Vivid Black and Gunship Gray colors depicted on the two blog posts. We have also uncovered social media posts from a Harley-Davidson dealer in Thailand who claims to have already sold a 2022 Low Rider S.

Piecing all the evidence together, we believe the two reports to be accurate.

Harley-Davidson’s teasers for its Jan. 26 announcement show a fuel tank graphic that looks similar to the 2021 Low Rider S. Other details, such as the engine’s air-cooling fins and cast wheels, also appear to match the existing Low Rider S, as well as the leaked images.

Still no score and twenty years ago, yours truly came to work at MO for the first time (where I apparently found it my duty to insert a lot of parentheticals signed Ed). I think the 2002 Triumph Speed Triple was one of the first bikes we reviewed upon my arrival. That’s me resting on the couch after performing the horn mono for Minime’s Kodak Brownie, which took a lot out of me. Calvin “Clavin” Kim moved onward and upward, and now does something important at Porsche North America. Those were the days my friend.

One of the criticisms occasionally lobbed at us is that being given gear by the manufacturers for review makes us biased towards the more expensive, top-of-the-line gear because we don’t pay for it. While nothing I can say is likely to dissuade you from that belief, I’ll try anyway. My experience over 25 years of testing motorcycle gear is that well-made products can last for many years, but poorly constructed items quickly become paperweights. Motorcycle gear is purpose-built to protect the rider’s body in a mishap, and if a product gets the job done at a reasonable price, I’m all for it. So, when shopping online for a new pair of adventure touring boots, the Sedici Garda Waterproof Boots looked to be an ideal example of wallet-friendly, full-featured riding gear. Consequently, I ordered a set.

When you read the description, they offer the same components as adventure boots costing hundreds of dollars more, yet they retail for just $200. For example, the boots’ outer is full-grain leather construction, and when you get them in your hands, the leather feels quite sturdy, to the point that you might expect the boots to take a while to break in comfortably, which is something I’d expect from a stiff, protective ADV boot. Inside that beefy leather, a waterproof, breathable Hipora membrane promises to keep the elements out when the going gets wet – all the way to the top of the boot. 

For protection, TPU is used throughout. The heel cup wraps completely around the heel with the sturdy plastic and offers Achilles protection. A hinged TPU heel and ankle cuff to protect against both hyperextension (and crushing forces, should your bike end up lying on top of you) while still allowing you enough flex in your ankle to manipulate the foot controls. An accordion panel on the front of the ankle assists in this flexibility. TPU shin plates keep rocks and other debris from spoiling your off-road fun. When it comes time to put your feet down, the heavy, lugged, waffle sole provides plenty of grip while giving you a supportive platform to stand on your pegs. 

To adjust the boot to fit different leg shapes, the wide leather pull on the outside of the boot top offers a good range of adjustability via hook-and-loop fasteners. Around the ankle two adjustable straps are designed to keep the boot snug around the rider’s ankles. 

For the track portion of our 2021 Heavyweight Naked Bike Shootout, we tried a little experiment. As if there wasn’t enough going on during our track test with simply riding the bikes (and also trying on a bunch of different helmets), we also fitted a few AiM Solo2 lap timers/data loggers onto the bikes and let the boys rip. The Solo2 is a cool device because, beyond just recording lap times, the internal gyroscopes, accelerometers, and GPS can record speed, acceleration, deceleration, lean angles, and so much more. The goal here was to have a little fun and try our hands at collecting data. By no means am I an expert at reading the data (far from it), but I had assistance from a few friends to help make sense of it all. 

I really wasn’t sure what to look for, honestly. Initially, the idea was to see if the data could back up our tester’s seat-of-the-pants feelings – or completely make liars out of us. What ended up happening was a little different. As it turned out, three testers – Mark Miller, Ken Hill, and Yours Truly – all recorded a 2:01.xx lap time, the fastest recorded lap times of the test (though not necessarily the fastest any of the seven bikes were capable of), all three separated by 0.5s. All three were on different bikes, too. Ken was the quickest on the MV Agusta (surprisingly), I was next on the Aprilia, 0.4s behind, and Mark did his time on the BMW, just 0.1s behind me! 

As we become increasingly dependent on our smartphones for everything, up to and including directions when we’re on the road, is it any surprise that motorcycle phone mounts have become more common? To that end, SP Connect offered one of the best mounting systems we’ve had the pleasure of testing. The beauty of the system is its modularity. The options range from handlebar mounts to bar clamp mounts to steering stem mounts and more. Odds are that you will be able to find the right system for your motorcycle. So, for our first MO Giveaway of 2022, we approached the folks at SP Connect to see if they wanted to help some lucky riders start off the new year with a bang. 

MO Tested: SP Connect Phone Mount System Review

Thanks to SP Connect, one luck MO reader will receive the following items valued at $190:

Moto Mount Pro Bundle (MSRP $100) – Comes with model-specific phone case, Moto Pro Mount (fits handlebars sized 0.875, 1.0, 1.125, and 1.25 inches), and weather cover 

Anti-Vibration Module (MSRP $30) – Protect your phone’s mechanical image stabilization components with this module that damps vibration by up to 60%. 

Today, Harley-Davidson announced its first batch of 2022 motorcycles, with models already arriving at dealerships across the U.S. These models return mostly unchanged from 2021, save for updated colors and, for some, new wheel designs. If you’re looking for any new models, CVO models, or motorcycles getting more significant changes, you’ll have to wait until Jan. 26, for Harley-Davidson’s “Further, Faster” world premiere event.

Before we get to that, let’s look at which models have returned, and which have not. These are the models coming back for 2022: Pan America 1250, Pan America 1250 Special, Sportster S, Iron 883, Forty-Eight, Softail Standard, Heritage Classic 114, Street Bob 114, Fat Bob 114, Fat Boy 114, Electra Glide Standard, Road King, Road King Special, Road Glide, Road Glide Special, Street Glide, Street Glide Special, Ultra Limited, Road Glide Limited, Tri Glide Ultra, and Freewheeler.

The Pan Americas and Sportster S are no surprise, as the Revolution Max models only launched last year. The Iron 883 and Forty-Eight, the models previously known as Sportsters, are a different matter. They live on for at least one more year in the U.S., though they will not be available in markets where they do not meet local emissions standards. While those two former Sportsters are back, the Iron 1200 is no more.

Also gone from the 2022 range are the Softail Slim and Sport Glide, as well as the 107ci version of the Heritage Classic. The Electra Glide Revival is also no more, but that’s no surprise. The Revival was a numbered edition Icon model that was only intended to be offered for one year. A new Icon model is expected for 2022, likely as part of the Jan. 26 announcement.

This V4 Pikes Peak version is the sporting Multistrada, says Ducati, getting back to the pavement performance of the original Pikes Peak via a beautiful set of 17-inch forged Marchesini wheels – the rear one spinning on a one-sided swingarm. The Marchesinis, Ducati says, remove fully 8.8 pounds of spinning, unsprung mass compared to the other Multis’ 19-/17-in. wheelsets. Apart from that and a few other electronic and ergonomic differences, the PP is pretty much the same Multistrada V4 as the base and S models. That’s in no way a bad thing, since the Multi V4 S was just named our Best Sport-Touring Motorcycle of 2021. 

2022 Ducati Multistrada V4 Pikes Peak Review – First Ride

Compared to the Streetfighter V4 S that won the street part of our Heavyweight Nakeds comparison the other day, the Multistrada is almost soothing to ride. It’s about 60 pounds heavier than the Streetfighter, and its 1158 cc Granturismo V4 isn’t trying to send you into 14,000-rpm low orbit all the time. In fact, the big round digital tachometer says it’s game over at 10,500 rpm, right where Ducati says our max 170 horsepower resides (same as the base Multistrada and the S). You’re definitely riding a powerful motorcycle, but not a ridiculous one: The 1158 is torquey and tractable, in addition to revvable and lovable, and the PP gets a sweet Akrapovič muffler for just the right level of gruffness. Why not let’s ride out into an atmospheric river atop a 5800-foot mountain to get an idea how it all works? More details on the pixellated page from a few weeks ago, to be found here.



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VIN information submitted by Indian Motorcycle confirm it is set to add a new Scout Rogue model to its 2022 lineup. The Scout Rogue will be based on the Scout Bobber and will be available with either with the larger 1133cc engine or the 1000cc “Sixty” engine.

We first reported that Indian filed trademarks for the Scout Rogue name last April, but we had few firm details about what to expect, or when it will be revealed.

VIN decoder information submitted to the U.S. National Highway Traffic Safety Administration add the new Rogue variants to its Scout range for 2022. The listed model names confirm the Scout Rogue and Scout Rogue Sixty, both available with or without ABS.

The “M” in the VIN’s fourth position indicates Indian’s midsize models. The “S” in position #5 is for the regular Scout chassis while the “T” denotes Scout Bobber chassis. The sixth VIN character marks the specific variant models. The seventh and eighth digits represent the engine and horsepower figures, with “00” for the 1133cc (claiming 100 hp) engine and “11” for the 1000cc (claiming 78 hp) engine. These last two VIN characters confirm that the Rogue models will have the same state of tune as the other Scouts.

If it’s 2022 then 25 years ago must’ve been 1997, when Motorcycle Online was still trying to gain traction in the moto mediaverse. Probably not helped along by Editor Plummer writing that new riders should skip the Suzuki TL1000 and just go straight to the morgue. There were videos of the Sport Twins in action, though, which seem to have been lost in the sands of time, but must’ve been a treat to watch over your dial-up modem. The Suzuki did well in this little comparison in spite of the abuse, but I can’t remember the last time I’ve seen one. The SuperHawk on the other hand, has become a bit of a cult favorite, and still warms the old cockles occasionally.

The International Motorcycling Federation (FIM) has released provisional regulations for the revamped World Supersport championship, including new motorcycles being added to the series as “Supersport Next Generation” models.

The WorldSSP shake-up comes as the traditional 600cc Inline-Fours that have dominated the class have lost their market relevance, because of strengthened emissions standards, changing customer demand, and other factors. The Supersport Next Generation models debuting in the 2022 season include the Ducati Panigale V2, MV Agusta F3 800, MV Agusta F3 Superveloce, and Triumph Street Triple RS. The Suzuki GSX-R750 is also included, but with asterisks indicating it is pending approval. The 636cc version of the Kawasaki ZX-6R (listed in the regulations as the ZX-636R, suggesting a potential name change for the production model) will join the series in 2023.

For the 2022 season, the Supersport Next Generation models will race alongside existing WorldSSP models including the Honda CBR600RR, Kawasaki ZX-6R, MV Agusta F3 (675cc) Suzuki GSX-R600, Triumph Daytona 675R, and Yamaha YZF-R6. From 2023 on, only Supersport Next Generation models will be allowed.

The Street Triple stands out from this group, as the production model is a naked bike and not a faired sportbike. The new rules account for this, adding a new regulation stating that production models not fitted with a fairing may be equipped with one produced by the manufacturer upon agreement with the FIM SBK Technical Director and series organizer Dorna WorldSBK Organization. Triumph has already been racing a Street Triple equipped with a Daytona fairing in the 2021 British Superbike series, so we have a good idea how this will work in WorldSSP.

You’ve read our weeks long tribute to 2021 in the form of the MO Best Of awards. You’ve had your chance to debate the validity of our selection of the Harley-Davidson Pan America as the Motorcycle of the Year. Now that 2021 is almost completely in our rear view mirrors, it’s time to shift our gaze to the future. As is tradition, the Motorcycle.com staff has put together our list of the bikes that we are most looking forward to testing in the upcoming year. We’ve explained which 2022 models have caught our eye and why. But this doesn’t just have to be about us and our desires. Take a moment and share the bike(s) that you are most excited about for 2022. 

Evans Brasfield, Editor-in-Chief: 2022 Moto Guzzi V100 Mandello

I’m excited about the Moto Guzzi V100 Mandello for several reasons. This sport tourer appeals to my love of Twins (though I’m typically more of the parallel persuasion), and the Guzzi funky-cool factor is very high with the Mandello. Additionally, I want to see how the manufacturer creates a forward-looking motorcycle. 

When reading about the Mandello, my first shock came with the inclusion of liquid cooling. This is a first for Moto Guzzi and represents a sea change for the manufacturer, acknowledging that, going forward, performance-oriented motorcycles will need to pump water to meet ever-stricter emissions standards (not that this is a bad thing). While the V100 maintains the traditional DOHC 90° V-Twin engine with four valves per cylinder, the ports shifted by 90° to accommodate the radiator and improve flow characteristics for the fuel injection system. Long-legged riders should also benefit from a little more knee room. This new engine produces a claimed peak output of 115 hp and 77.4 lb-ft, which is plenty for sport touring duty. The shaft drive is, interestingly, on the left side and enclosed in a single-sided swingarm. 

2022 Moto Guzzi V100 Mandello First Look

The engine bay is not the only place with interesting things happening, either. The Mandello features a motorcycling first, an adaptive aerodynamics system. This clever system adjusts the positioning of two wind deflectors on the leading edge of the gas tank, which Moto Guzzi says will reduce air pressure to the rider by 22% when fully-extended at highway speeds. Combined with the electronically-adjustable windscreen, the adaptive aerodynamics should allow riders to tune their airflow to their temperature and wind pressure preferences for long days in the saddle. 

Well I’ll be. Triumph doesn’t even make a sport-tourer anymore; they’ve all been phased out in favor of adventure bikes, looks like. The Honda VFR1200F that was supposed to be its competition is also long defunct, and the BMW K1300S has also left the building. What happened to big sport-tourers like the Triumph Sprint GT anyway? We must’ve evolved while nobody was looking.

Following a design path not unlike many other products catering to perceived demands for increased amenities and comfort, Triumph has enlarged the waistline of its Sprint 1050cc Triple for 2011.The formerly designated Sprint ST (Sport Tourer) has now evolved into the 2011 Sprint GT (Grand Tourer). In becoming so, it delivers more cargo room and a plusher ride, while not losing much of its edge as a respectable canyon carver with bags.The newly aggrandized model achieves its status in part by a 3.2-inch longer wheelbase (60.5-inches compared to a previous 57.3 inches), while offering updated styling to modernize the ST’s five-year-old design. The penalty for the new Sprint’s stretching and aesthetic sharpening is an additional 60 lbs – a more than 10% curb weight increase over its predecessor, now at 591 lbs full of fuel.

The UK-designed Sprint GT edges toward upscale without the sting in price and stands alone without any direct price-to-performance and features competitors.

Triumph says the retuned version of the same fuel-injected three-cylinder engine that powered the ST now makes 5 more hp (128 hp vs. 123 hp). Claimed torque is increased by just under 4 ft-lbs to 79.7 ft-lbs, and now comes in at 6300 rpm — 1200 rpm sooner than on the ST.

Overview

The new rear view of the Sprint includes a single exhaust in place of the triple trumpet found on the previous ST version.