“BMW’s replacing its F 800 R with a more powerful and better handling version in the 2020 F 900 R as announced at the EICMA motorcycle show…”
2020 Ducati Monster 1200 S
“The Monster 1200 S is capable on the track thanks to the up-spec suspension and brakes, high-horsepower engine, and aggressive ergos…”
2020 Ducati Streetfighter V4
“If you have been waiting for a tire-destroying, knee-dragging, mind-melting riding experience, you may want to consider the brand-new 2020 Ducati Streetfighter V4…”
2020 MV Agusta Rush 1000
2020 Suzuki GSX-S1000 and GSX-S1000F
“The GSX-S1000 combines the best of that generation GSX-R with a comfortable riding position that features Renthal Fatbar, a plush seat, and relaxed rider triangle then adds in as many rider-assist functions as you can shoehorn into an unfaired bike…”
2020 Triumph Street Triple RS
“A new day dawns on Triumph’s Street Triple, with an updated RS model just announced. Note the sharper bodywork, foot control plates, and rear footrest hangers now with black finishes, plus a satin metal finish on the heel guards and silencer…”
2020 Yamaha MT-03
“Yamaha has a new entry-level naked bike in its 2020 US model lineup with the new MT-03. The entry-level option of its Hyper Naked motorcycle lineup was first introduced in 2016, and it has been a hit in every market around the globe…”
2020 Yamaha MT-07
Image: (Pull first image from link below)
“The 2020 Yamaha MT-07 features a peppy 689cc, liquid-cooled, inline twin-cylinder, DOHC engine with fuel injection utilizing the crossplane crank technology to create a unique sound, and plenty of low- to midrange torque…”
2020 Yamaha MT-09
“From start to finish the MT-09 was designed around the rowdy 847cc triple with crossplane crank and a chassis that is very accommodating for riders of all levels. Over the years the MT-09 has evolved into one of the best bang for the buck in the streetfighter or naked bike class…”
2020 Yamaha MT-10
“Yamaha is really putting an emphasis on the MT-series these days, and the MT-10 just happens to be the flagship of its Hyper Naked lineup. It’s big, bad, and downright nasty plus it’s a blast to ride…”
Successful Michelin-Honda partnership to be rekindled in 2020
The tyre war in Australian Superbike has a long history where the fortunes of the various rubber manufacturers have ebbed and flowed.
Dunlop reigned supreme for a long time, but in recent years Pirelli has been dominant. Dunlop did manage to upset the Italian domination with Bryan Staring and the BCperformance Kawasaki running away with all three races at The Bend in 2019, but in recent times Pirelli has largely dominated at almost every circuit in the country. That could be set to change in 2020 with Michelin coming back to ASBK in a big way.
It has been a long time between drinks for Michelin to taste ASBK champagne, 15 years in fact. In both 2004 and 2005 Honda and Michelin did the Superbike and Supersport double championships.
Adam Fergusson did the Superbike / Supersport double in 2004 on Michelin shod Honda
Adam Fergusson the SBK/SS champ in 2004 before Josh Brookes took the double mantle in 2005 on Michelin shod Honda machinery.
Josh Brookes did the Superbike / Supersport double in 20045 on Michelin shod Honda
MCNews.com.au can confirm that Michelin will be coming back to the ASBK Superbike paddock in 2020 with Penrite Honda.
The Elite Roads backed Penrite Honda squad and Troy Herfoss will be on the French rubber this season.
Herfoss tested the tyres for the first time at Phillip Island last September and was happy enough with their performance.They have also tested at Wakefield Park and Tailem Bend.
Another big part of the tyre story is that Penrite Honda’s tyre technician in season 2020 might be none other than Jeremy Burgess… That part of the deal is yet to be fully confirmed but is on the cards…
Valentino Rossi and Jeremy Burgess – 2006 – Image by AJRN
We also believe Metzeler will be on the grid in 2020 also which along with Bridgestone will make it five different tyre brands contesting the Australian Superbike Championship. It is believed there is a possibility that we might see a Metzeler shod BMW contesting the Superbike category.
This diversity could really throw some real surprise results in the mix and adds yet more anticipation to what is looking like an exciting season ahead for ASBK…
Rather than a return to the Roaring Twenties, this decade could see an abundance of electric vehicles creating a Whirring Twenties.
Let’s do the disadvantages first:
Expensive;
Limited range;
Dubious whole-of-life environmental impact;
Slow charging;
Scant charging infrastructure;
No common batteries across the industry; and
They lack soul.
There is also the unanswered vexing question of how the government will respond to diminishing fuel excise revenue as electric vehicles take over. Perhaps a new tax!
I certainly don’t see myself buying one this decade, even though the first six disadvantages will soon be diminished by advances in technology and production.
However, I do see 10 unexpected benefits from the Whirring Twenties.
Whirring Twenties
1 Quiet
Now most of us think this is a negative, but there are many instances where a quiet, whirring motor could be a benefit:
For a start, police and security guards will be able to sneak up on thieves;
Meanwhile, police would not be able to fine you for having a noisy exhaust;
It would also nullify the latest draconian laws to limit use of off-road motorcycles on your own property as is occurring in some states;
There would be fewer complaints from residents near racetracks which might save some from extinction;
You could easily sneak away early on a Sunday for a ride without disturbing your cranky neighbours or come home late without waking the family; and
Young people may like the fact that they can still hear their phone calls and music clearly while riding!
2 Cool runnings
Harley’s LiveWire electric motor is cool to the touch
Even though batteries and electric motors heat up, it is nothing compared with the heat radiating from an internal combustion engine.
I rode the Harley-Davidson LiveWire at the world launch last year in Portland, Oregon, through the forest and through town, yet I was still able to place my naked hand on the battery and motor without it being burnt.
It was only warm, not even hot.
That is a real boon for those commuters who usually fry in slow traffic on a summer’s day.
It would also spell the end of pipe burn for young kids and novice riders.
Motors and batteries can be just about any shape and designers don’t have to factor in ugly exhausts and chain/belt/shaft drives; they can simply make them direct drive.
5 Easy to ride
Most electric motorcycles will be twist-and-go with no clutch lever, shifter pedal or gears to change.
Once again, we crusty old riders think this sucks the charm and skill out of riding a motorbike, but it may also make them more palatable to younger riders who relish convenience.
Since they will be easier to learn to ride, getting your licence should be cheaper as you would need fewer lessons.
No clutch on the LiveWire
6 Lightning fast
If it’s speed you want, it’s speed you get with an electric motorcycle.
Electric motors have peak torque as soon as you roll the throttle.
Consequently, most electric motorcycles will accelerate to 100km/h in about three seconds, which is faster than most supercars.
I tested this at the LiveWire and Victory Empulse TT launches and it’s easy to achieve. No need for a drag strip or any special launch controls. Just wind the throttle and hang on!
As for top speed, the Lightning LS-218 holds the land speed record for fastest production electric motorcycle in the world at 346km/h (218mph – hence the name) at the Bonneville Salt Flats.
Lightning record-holding electric race bike
7 Low maintenance
Maintenance expenses should be low as there is no chain/belt, no internal engine workings, no oil, etc.
Long-life brushless electric motors and batteries need no maintenance.
Even brake pads will need changing less frequently because regenerative braking from the motor means you use the conventional brakes less often.
Brembo brakes on the LiveWire
8 No mess
Scooters shielded their oily engines with panels so women wouldn’t get their skirts dirty while riding.
The same can be said for electric motorcycles, although they don’t need panels. There are simply no oily working bits to smear your clothes!
9 Slap for industry
So far, the electric motorcycle industry has been dominated by start-ups, not traditional motorcycle companies.
Motorcycle Test by Trevor Hedge – Images iKap / Triumph
Only two years after the last significant update Triumph have come out all guns blazing for 2020 with yet another major revamp of the Street Triple RS.
2020 Triumph Street Triple RS
A major boost in performance came in 2017 that really pumped the sporting credentials of the Street Triple much higher than we had seen before, and pitched the model to a higher end market than previous generation Street Triple models. The Street Triple RS got its big boost from 675 to 765cc in that last update and now for 2020 that 765 cc engine has undergone major revisions to boast yet more performance.
2020 Triumph Street Triple RS
Better manufacturing tolerances within the gearbox have now negated the previous anti-lash gears on the balance shaft and the back of the clutch basket. Shorter first and second gears boost performance off the mark while Triumph’s now well proven slip-assist clutch reduces lever effort and aids positive lock-up on acceleration. An up-down quick-shifter continues the up-spec’ theme and works best when used in anger. When bumbling around town, the use of a little clutch helps smoothen things out.
2020 Triumph Street Triple RS
The challenge of meeting Euro5 specification has seen engine development programs across the whole spectrum of motorcycling step up a gear. Euro 5 has also seen Triumph install two smaller and more premium catalytic convertors that replace the previous single unit while a new balance pipe is claimed to smooth out the torque curve. The exhaust cam has changed while the intake ducting has also been revised.
So is this all about emissions and Euro5 or do we get more go?
That we do, and while peak numbers don’t change much, mid-range torque and power are up by a massive nine per cent.
2020 Triumph Street Triple RS
The 2020 Street Triple RS generates 121 horsepower at 11,750 rpm with 79 Nm of torque peaking at 9350 rpm. That peak torque is only 2 Nm higher than before, but between 7500 and 9500 rpm are where those much larger increases in torque are realised, and they are really felt on the road.
2020 Triumph Street Triple RS
Engine inertia has also been reduced by 7 per cent due to improved manufacturing tolerances borne from Triumph’s involvement as the exclusive engine supplier to the Moto2 World Championship. Higher precision machining on the crankshaft and balance shaft are the primary contributors that help the motor to spin up much more eagerly than before.
2020 Triumph Street Triple RS engine spins up so quickly
And wow it really does spin up so effortlessly that it actually takes you a little by surprise just how quickly the engine responds. This led me to staying out of the Sport mode for most riding duties as it was actually a little too frenetic. Even small road bumps that normally would never affect your throttle position were felt, such is the liveliness of this latest generation engine. The lack of inertia combined with the hefty increase in mid-range urge makes the new Street Triple RS feel a bit like an ADD kid fizzing to be let off the leash. General road duties are better undetaken in, funnily enough, Road mode, and the Track mode better left to the track… Triumph claim a seven per cent reduction in rotational inertia, it feels like even more.
2020 Triumph Street Triple RS
The original Street Triples of over a decade ago were very playful, and a doddle of a bike to lark about on while pulling monos all over the place or ripping skids. In contrast, these latest Generation Street Triple RS machines are much more serious, things happen much quicker and the outright level of sporting performance is a long way forward from the fun little street-bike that the Street Triple started life as back in 2007. While engine performance has come a long way, particularly in regards to the way it grunts out of the basement in to a very muscular mid-range, the chassis has taken perhaps even larger steps over that time.
2020 Triumph Street Triple RS – Ohlins TTX40
The RS model of 2017 is improved upon further for 2020 with an STX40 Ohlins shock replacing the TTX36 of the previous model. Triumph claim that it offers much better resistance to fade and runs at significantly cooler operating temperatures. The swing-arm is an interesting design with quite a radical gull-wing lay-out.
2020 Triumph Street Triple RS
While I did not have the tools to measure the temperature of the shock I can attest that it remained fade free on bumpy Queensland back roads and also stood up to the rigours of Lakeside Raceway on a very hot December day. It feels like premium suspension should feel with quality damping response that provides great feedback to the rider, while remaining plush enough to not beat you to death on crap road surfaces.
2020 Triumph Street Triple RS
Triumph chose 41 mm Showa big-piston forks for the front of the machine. Their engineers claim that this choice was made purely on performance as their test riders preferred the response of the Showa forks over the comparable spec’ Ohlins kits they evaluated. I found no reason to argue their findings after a busy few days on the bike. Adjusting the compression and rebound on the top of the fork legs is not as easy as I would have liked as they were obviously designed to use on a sports-bike with clip-ons, rather than with the single-piece bars on the Triumph that get in the way of the clickers.
2020 Triumph Street Triple RS – Fork adjustments are not the easiest to access
It is fair to say the kit at both ends is more than good enough in every role and you are going to have to be one very fast and accomplished rider before the suspension is going to be the limiting factor in your own performance. Most, myself included, run out of both talent and balls before the suspension is out of its comfort zone.
2020 Triumph Street Triple RS alongside Triumph’s Moto2 machine
Still, I certainly don’t think that on a race-track it would prove quicker than Suzuki’s comparably out-dated GSX-R750. Despite its relative age the GSX-R is still quite a weapon of a sports-bike that is very easy to ride fast, thus it is actually somewhat of a testament to the naked Street Triple RS that its outright circuit performance can be even compared to the legendary GSX-R.
2020 Triumph Street Triple RS
On a tight and testing back road though, the agility, mid-range punch and more upright stance of the Street Triple RS would win out and make for a more enjoyable back-road fang machine.
2020 Triumph Street Triple RS – Brembo M50
Brembo M50 four-piston radial stoppers complete with a Brembo MCS ratio and span adjustable brake lever were fault free in both power and response when hauling the 166 kilogram machine to a stop.
2020 Triumph Street Triple RS – Brembo RCS master cylinder has adjustable ratio
The bike actually feels even lighter than that 166 kg dry number as the first time I pulled it off the side-stand the bike banged straight into my legs as I had used way more effort than required. It feels more like leveraging a dirt-bike around than a regular road bike.
2020 Triumph Street Triple RS is one very light machine
New LED headlights and daytime running lights sharpen the front end look and combine with a more angular silhouette all round that has further modernised the profile of the machine. Despite the minimalist proportions Triumph have managed to fit a 17.4-litre fuel tank in there which should make for an easy 300 kilometre touring range.
2020 Triumph Street Triple RS – New shape LED headlights update the look
Instrumentation has gone full colour TFT and is available with GoPro and Bluetooth functionality to provide turn-by-turn navigation cues on the display via the optional connectivity module. The display can be switched through four different lay-outs and four different colour schemes.
2020 Triumph Street Triple RS – Screen has various different display modes with differing lay-outs
Triumph have added some different layers of film in the display to greatly reduce glare but I found the default colour scheme not all that great in regards to the way each selection is highlighted when out in the sun and switching through the five riding modes or ABS/Traction settings. On the plus side the whole dash is adjustable for angle.
2020 Triumph Street Triple RS – Instrumenation is by way of an angle adjustable 5-inch TFT
The navigation prompts and Bluetooth system with phone/music interoperability was still in the final stages of development and not yet available for us to test during the model launch but we are told the system is now fully functional and available for activation.
2020 Triumph Street Triple RS – Seat is actually quite comfortable and at 825 mm low enough for most
A new seat design and padding makes the perch an appreciably nicer place to spend time and at 825 mm is low enough for just about anyone. Triumph claim that the pillion seat is also more comfortable and boasts more leg-room but to me it still looks a horrendous place to contemplate spending any time.
2020 Triumph Street Triple RS
The standard bar end mirrors work well and look good. Heated grips and tyre pressure monitoring are optional extras and Triumph have quick-release tank and tail bags ready to go.
2020 Triumph Street Triple RS – Standard bar end mirrors actually work pretty well
Triumph make no excuses for where they are pitching the Street Triple RS in the market-place and the premium level of kit utilised throughout the machine certainly justify its $18,050 +ORC price point. However, when there are many larger capacity and more powerful offerings already on offer it might be somewhat of a hard sell in what is a currently difficult market. Riders that place prime importance on the light is right mantra, and have a clear desire for high spec’ suspension and braking components should certainly do themselves a favour and sample the Street Triple RS for themselves. In this upper mid-capacity segment it is a performance leader and the most premium offering.
2020 Triumph Street Triple RS
Arriving soon is also a LAMS legal variant dubbed the Street Triple S for new riders with an engine detuned for those requirements along with lower spec’ suspension and braking components. The specifications for both bikes are selectable in the table below.
Posting photos about your motorcycle could be inviting professional theft gangs to target you, warns RACQ safety technical officer and motorcycle rider Steve Spalding.
His comments come as this British video seems to show that a group of six thieves knew exactly what they were about to steal from this locked garage, possibly from a social media post.
The thieves hacked down the garage door to extract the expensive BMW S 1000 RR sport bike before getting on their bikes and riding away.
Fortunately, West Midlands Police say two men were arrested in connection with the crime, but one was released on bail as the investigation continues.
Posting warning
It is believed well-organised theft gangs may be scanning Facebook and other social media to find the bike they are looking for, then tracing the whereabouts of the owner through their profile details.
Steve has issued a warning to riders posting personal details and images of their pride and joy.
Senior Constable Tony Tatkovich and Steve Spalding RACQ with a motorcycle disc lock
“Although it’s good to share pics and details of your bike and rides with like-minded people on Facebook groups, be aware of what information you post in the public space,” he warns.
“There are unfortunately people who can use this information to track down a bike and steal it.
“This could be a particular risk for unique or collectible bikes where they are stolen to order.”
Theft boom
Australian motor vehicle theft rose 7%in the 12 months to September 2019, largely the result of a 12% boom in motorcycle thefts, the highest of all vehicle groups.
Despite accounting for just 5% of registrations, motorcycle thefts now represent one in six stolen vehicles.
The sobering statistics also show that almost two in three motorcycles are stolen from the home, one in six motorcycle theft victims have previously been a victim of theft and more than half of all stolen bikes are never recovered.
The expected revival of the traditional British motorcycle brand, BSA, seems to have stalled more than three years after the brand was bought by Mahindra.
Indian tractor and automotive company Mahindra & Mahindra (M&M) bought the revered brand for $A5.4m in October 2016 through their wholly owned subsidiary, Classic Legends Private Limited (CLPL).
At the time they expressed intentions to make it a traditional-styled revival.
A few months later Italian motorcycle designer Oberdan Bezzi released some sketches of BSA models but they were never confirmed.
When they launched, the order website crashed because of demand.
They said they planned to sell 90,000 bikes a year.
But despite the interest, the Jawa relaunch has been fraught with production problems and delays of up to a year.
Some customers cancelled their orders in frustration.
And that’s just for domestic sale. They haven’t even contemplated exports.
Jawa say that production is improving and customers only need now wait a few weeks for a bike.
However, Mahindra’s boss recently lamented getting into motorcycles at all, so the revival of BSA could be stalled permanently.
BSA history
An original BSA factory record book
BSA stands for Birmingham Small Arms Company Limited and it began in 1861 making guns.
It gradually moved into bicycles and motorcycles for which they are most famous, although they also made cars, buses, tools and other metal products over the years.
Its most famous motorcycles were the Gold Star 350cc and 500cc single-cylinder four-stroke bikes considered among the fastest of the 1950s. At the time, BSA was also the world’s biggest motorcycle manufacturer.
However, the halcyon post-war days slipped away in the 1960s under competition from more modern and reliable Japanese models.
BSA went bankrupt in the early 1970s and merged with the Norton Villiers Triumph Group. BSA-branded machines ceased production in 1973.
BSA is currently just a brand that churns out motorcycle t-shirts and merchandise.
KTM is also building a joint factory with CFMoto in China with an estimated output of more than half a million bikes a year.
From 2021, the factory will make all KTM models powered by the new 799cc parallel-twin for the world market.
That doesn’t mean they won’t build other models.
Perhaps some of these new models may only be available for the Asian market, but we think all would have wider acceptance across the world.
It should be a big year for the KTM group who also own Husqvarna and in August acquired GasGas.
Husqvarna Norden 901
Husky recently confirmed they will produce the 901 Norden adventure bike in 2020 and GasGas say they will move into the street market just like KTM Husqvarna.
Last month, he completed the second failed jump over a barbed wire fence from the 1963 World War II POW film, The Great Escape on a specially prepared Triumph Scrambler 1200.
The bike was modified with different suspension, a lot of weight stripped off, punchy little exhaust and god knows what else under the skin.
Guy even had his trademark unkempt hair cut to look just like McQueen’s!
The jump was aired on the UK’s Channel 4 and you had to be a British TV licence holder to watch it.
The video is not yet on Guy’s or Channel 4’s YouTube channel nor social media and there is no word yet on when it will be available.
Meanwhile, here is the preparation video.
Next stunt for Guy
Guy’s next stunt will be to break the 300mph (482.8km/h) speed barrier on a motorcycle within a mile (1.6km).
The last person to attempt the record, Bill Warner, crashed and died after a tyre failure.
“If anything goes wrong, if it all goes to shit, they’re all right,” says Guy. “Sharon and Dot are all right, and the dogs, Nigel and Steve.”
The King of Every Kingdom Around the world on a very small motorcycle
With J. Peter “The Bear” Thoeming
Last instalment The Bear travelled from India into Pakistan, and now the journey continues, starting with some sound advice. Beware the ice and the hornets – those are among the lessons we were to learn in Pakistan.
Pakistan
There was a dire shortage of pens at the Pakistani border post. All the guards kept borrowing each other’s, which tended to slow things down a bit. I finally donated one of my treasured Nikkos to the bloke who was processing us and we were through in seconds. My second case of bribery, but a cheap one.
On the dusty road to Lahore we noticed the difference in road manners compared to India. Everybody was much more together and aggressive, which made the traffic rather more predictable if also potentially lethal.
A quick maintenance stop. I think Charlie is tightening something on my bike.
The Australian AA guide book gave us a bum steer to the location of the Pakistan AA guest house. They didn’t even have the right street. As a result it took us hours to find it, and we were sorry when we did.
It wasn’t so much the decaying cars outside or yet the mould on the walls and the broken windows, it was the constant drip of every tap in the place that bothered me. We took it anyway, because it was also dirt cheap. Then we set off to find some food and cheer ourselves up.
The Capri Grill in the Mall provided excellent chicken livers and terrible chips. The Mall itself was well worth a look, with the enormous Zam Zam gun referred to in Kipling’s Kim at one end and the slums discreetly tucked away at the other.
But even so Lahore is quite a leafy and attractive place; its Red Mosque is allegedly the largest in the world. You can go and look at it, too, which makes a change from all the closed houses of worship some religions go in for, which seems a bit self-defeating to me.
The road to Rawalpindi looked like a left-over set from a disaster movie. It was difficult to decide whether it was being repaired or had simply been abandoned. We weren’t clear of the monsoon yet, either, so we rode in a downpour most of the day. My speedometer cable broke, too, but at least the weather was warm.
Ad hoc engineering is of a remarkably high standard considering the raw materials.
All the cheap hotels in ’Pindi were mysteriously full, and we wondered for a while if we had a disease that the hoteliers could see and we couldn’t. A kindly gentleman explained that the government doesn’t allow cheap hotels to rent rooms to Europeans; whiteys have to go to the expensive ones.
His cousin, however, happened to own the Alia Hotel, which was not too expensive, clean and comfortable and had room for the bikes in the lobby as well as an ensuite bathroom and toilet. This turned out to be just as well…
At dinner across the road, while trying to choose between the usual gristly mutton, athletic chicken and slimy marrow curries, we drank some bottled water with ice in. The ice, as we should have known, was a mistake.
Our reward was a painful case of the Rawalpindi Runs. Both of us featured delicate pale green faces, dizziness, diarrhea and vomiting – for three days. Hence the convenience of the ensuite conveniences. It had actually never occurred to me that, when someone says “I turned green,” they might be speaking literally. As Eccles says, you learn something every day.
Somehow amongst all that we still managed to get out to the Afghani Embassy in nearby Islamabad, Pakistan’s Canberra, to apply for visas. Here they explained that the visa section was at Nigeria House, across the town.
Who said there’s no cooperation among Third World nations? On the way we had to stop several times and remove our wet weather gear. Well the pants anyway. We reached Nigeria House and, yes, we could get visas, for seven days.
Come back tomorrow to collect them. It beats me why you always have to wait for visas, when all they are is a stamp in your passport. It’s just attempted intimidation. But then I wasn’t exactly in the best possible mood.
That’s a military area of some kind over there. I shouldn’t have taken this photo!
We picked up the visas when we had recovered a little and headed for the border. Within the first couple of miles we were both stung by monster wasps, the side of my face swelling up until I looked like a Dick Tracy character. Bubbleface, perhaps.
Fortunately I got my helmet off before the swelling really got going; otherwise I might have been trapped in it. Apart from that the road north was pretty dull, but enlivened by the marvellously colourful trucks and buses; the paintings on some of them would be the envy of any California customiser.
Peshawar, especially the military cantonment, was pretty and green.
At the gate to the Khyber road, there’s a sign that warns you that once past the gate you’re on your own — the government takes no responsibility for you. During the hours of darkness nobody is allowed in at all. It’s not terribly hard to see why they’re so careful.
All the male locals carry bandoliers and well-used .303 rifles, and they look tough. These are the Pathans of song and story, and they’d make it to president in any bikie patch club I’ve ever seen – without even riding a bike.
The road through the pass is surprisingly good, although infested by cars and pick-up trucks all carrying more passengers than you’d think possible. They take the boot lids off the cars and passengers sit there and on the roof rack while the family of the driver travels inside. Everybody grins and waves, which takes the edge off the universal toughness a bit.
Getting into the Khyber Pass. It’s every bit as forbidding as it looks.
Up through the pass the cliffs are lined with the badges of British and Indian regiments that fought here. There are a lot of badges. Villages feature high walls and watchtowers.
The border town is called Tor Khan and consists of a number of mud huts collectively defying gravity. One of the more ragged-looking edifices is the Tourist Hotel, which, while it may not have running water, does have cold beer as well as a very entertaining proprietor.
Another form of entertainment in Tor Khan is gun shopping. Every shop – even the soft drink bar – has its display of small arms. These are all locally made, despite the lovingly forged “Smith & Wesson” and “Birmingham Small Arms” badges featured on the guns. Beautiful workmanship, though. I guess it would have to be. A warranty problem could lead to some pretty serious results up here.
At the market in Tor Khan. There’s no shortage of beans.
Will we find ourselves at gunpoint in the Khyber Pass? No, we’re just forced to buy insurance… Tune in to Part 12 to read the full story.
Three brands, three middleweights, three engine configurations, three very distinct personalities. Which one are you? Photos by Kevin Wing.
Three riders walk into a dealership…. (I know it sounds like the start of a bad joke but bear with me.) All three are in the market for a new middleweight motorcycle, and each has a unique style and riding experience in mind. They’re in luck — thanks to a challenging economy, increasing growth in female ridership and a need to attract younger riders, manufacturers are doubling down on the small- and midsize-displacement market, meaning there’s a middleweight machine out there for just about anyone. We gathered three of the newest for an unorthodox Comparo Review; rather than pitting them against each other in a head-to-head battle, we thought instead we’d focus on each one’s unique personality. So here we are, the door just swung closed behind us, and our first rider already seems to know exactly what he wants.
We find him standing next to the Honda CB650R, where he’s admiring the waterfall of header pipes cascading from its 649cc, liquid-cooled, DOHC in-line four. The replacement for the stale CB650F, this fresh CB650R rounds out Honda’s Neo-Sports Café lineup, slotting in between the CB300R and CB1000R released for the 2018 model year.
Honda gave the middleweight CB more than just a facelift, with new wheels, an updated steel frame and a new, smaller fuel tank that combine to drop a claimed 9.2 pounds (11.6 pounds on the ABS version), a new inverted 41mm Showa fork with adjustable preload, a slightly more aggressive riding position and a redesigned airbox. The engine got a few tweaks as well, with new pistons and valve timing and a redline that’s been bumped up 1,000 rpm to 13,000. Also new this year is optional HSTC (traction control), which is only available on the ABS-equipped model and can be switched on and off on the fly.
Liquid-cooled, DOHC in-line four is the most potent of the trio, with 83 peak horsepower on tap.Switchable HSTC (traction control) is only available on the ABS model (which our test bike was not). LCD gauge includes range to empty, fuel gauge, gear indicator and a clock.
The result is a seriously sporty machine that will pluck at the heartstrings of any rider yearning for the howl of a rev-happy in-line four in an affordable, fun-to-go-fast package. This is a bike that’s happiest when wound up, with the real action not kicking in until about 6,000 rpm. Per the Jett Tuning dyno, the CB650R spins out a respectable 83 horsepower at 11,000 rpm, with torque topping out at 43 lb-ft at 8,200. “Go fast or go home,” says our rider as he swings a leg over the nearly 32-inch seat.
Footpegs are just a tad higher and farther back than before and the wide, flat handlebar is lower and more forward, but the riding position is still relatively comfortable, especially when compared to the drop-down sport position of our other two comparo bikes. With suspension front and rear being preload-adjustable, it’s easier to find a happy medium for sporting canyon runs and bombing around town, and powerful radial-mount, 4-piston front brakes pinching big 320mm discs provide more than enough stopping power. As someone unaccustomed to an in-line four with less engine braking than a twin, I was happy for the peace of mind those brakes offered when winding things up on a twisty road. While the CB could be a good first bike (Honda says 25% of its 650cc bikes are bought by first-timers), it’s got enough juice to keep an experienced rider happily entertained.
“And,” smiles our first rider as we wander away, “it’s the right color: red.”
It might be fair to say that rider number two is the polar opposite; he’s drawn to the Kawasaki W800 Cafe, a new model (in the U.S. and Canada) for 2019 that evokes the look and spirit of the original 1966 W1. For him, sheer performance numbers aren’t a priority, but rather classic good looks and a timeless sense of style — although a few modern conveniences like a bright LED headlight, ABS and fuel injection don’t hurt.
With the possible exception of the paint, which is a polarizing metal-flake-brown and silver combo (I happen to like it), the W800 checks all the retro-loving riders’ boxes in the appearance department. Central to that is the 773cc air-cooled, SOHC vertical twin, with its distinctive bevel gear shaft-driven cam and 360-degree firing interval. Despite its balance shaft the engine vibrates significantly at idle and throughout most of the powerband, but the wide-ratio 5-speed gearbox shifts smoothly (thanks in part to the assist-and-slipper clutch) and the chrome peashooter mufflers burble modestly. “It’s got character,” shrugs our rider.
Air-cooled parallel twin looks the part, but vibrates excessively at lower rpm and idle. ABS is standard on the single front and rear discs.Classic round gauges include analog speedometer and tachometer and LCD trip info; there is no gear indicator, fuel gauge or consumption data.
That character extends outward from the engine, with the old school double-cradle frame that was designed using Kawasaki’s advanced dynamic analysis software for new school handling, 18-inch spoked wheels rolling on tube-type Dunlop K300 GP rubber, dual rear preload-adjustable shocks, a 41mm gaitered fork and a classic clubman drop-down handlebar. The 31-inch two-tone seat is comfortable enough for about an hour at a time, and the riding position is sporty yet civilized.
Mid-mount footpegs will drag early, the vertical twin generates a middling 46.7 horsepower at 6,400 rpm and 44 lb-ft torque at 4,600, and the two brake discs, one front and one rear, both with 2-piston calipers and standard ABS, aren’t up to true sport riding levels, but that’s not what the W800 is all about. Cruising city streets and weekend jaunts into the countryside are what it was made to do, and you’re almost guaranteed to draw some admiring eyeballs when you get to your destination.
Now where did our third rider go? Ah, she discovered the Suzuki SV650X, which mixes the best of both worlds — sporty and retro — and also happens to be a time-tested, proven platform that’s been pasting smiles on faces since 1999, the year the original SV650 launched. In the intervening 20 years there have been S models with clip-ons and half fairings, but in my opinion this new-for-2019 café-racer X variation is the most true to the SV650’s spirit.
The bones haven’t changed: it’s still powered by the same 645cc liquid-cooled, DOHC, 90-degree V-twin that pulls strongly from idle to its peak of 69.3 horsepower at 8,700 rpm and 43.3 lb-ft of torque at 8,100, wrapped in a familiar steel trellis frame. Dual 290mm discs with 2-piston calipers up front and a single 240mm/1-piston combo at the rear work well, and ABS is standard. It’s shod with the best tires of the trio, grippy Dunlop Roadsmart IIIs.
If it ain’t broke…. Liquid-cooled 645cc 90-degree V-twin is still tractable and fun.The SV gets standard ABS and solid if not great braking performance.LCD gauge is simple and easy to read, with range to empty, a fuel gauge, a gear indicator and a clock.
The SV650X also continues to be one of the most user-friendly middleweights out there; nearly everything about it is approachable, from its one-touch Easy Start feature and Low RPM Assist that automatically raises engine speed when releasing the clutch, to its 31-inch seat, narrow waist, predictable powerband and no-frills, easy to read, comprehensive LCD gauge.
It’s responsive and stable, cool as a cucumber, never demanding too much of its rider even when the road gets twisty, and with some suspension work it could be a great track day warrior. Best of all, it doesn’t need to be wrung out in order to have fun, and is equally happy munching through traffic or carving up canyons — though not for hours on end. The fairly long reach to the clip-ons requires a strong core, lest too much weight is placed on the hands, and the low seat and tallish footpegs create an aching need to stretch out cramped-up knees. That said, if you’re young enough, fit enough and/or willing to rest often enough, the SV650X is a cool ride that looks, feels and sounds great.
The Choice
So which one am I? The Kawasaki looks the part, but its annoying vibration, squishy suspension, uninspiring power and high price tag are turnoffs. The quick, flickable Honda is a hoot to ride, but my personal preference is for low-end grunt over a high-strung in-line four. I don’t have a long commute and we have plenty of more appropriate touring bikes in the Rider garage, so for cruising around town and half-day blasts up the local canyons, the cool-as-a-cucumber Suzuki best matched my personality. Wait…does that make me the “cool kid”?
Jett Tuning Dyno results for the 2019 Honda CB650R, Kawasaki W800 Cafe and Suzuki SV650X.Jett Tuning Dyno results for the 2019 Honda CB650R, Kawasaki W800 Cafe and Suzuki SV650X.The Suzuki’s low and forward clip-ons demand youth or stamina, or both. The Kawi’s clubman requires a less dramatic lean, while the Honda is upright and all-day comfy.
Frame: Twin-spar steel w/ aluminum swingarm Wheelbase: 57 in. Rake/Trail: 32 degrees/4.0 in. Seat Height: 31.9 in. Suspension, Front: 41mm USD fork, adj. for preload, 4.25-in. travel Rear: Single link-type shock, adj. for preload, 5.04-in. travel Brakes, Front: Dual 320mm discs w/ opposed 4-piston radial calipers Rear: Single 240mm disc w/ 1-piston pin-slide caliper Wheels, Front: Cast, 3.50 x 17 in. Rear: Cast, 5.50 x 17 in. Tires, Front: 120/70-ZR17 Rear: 180/55-ZR17 Wet Weight: 441 lbs. Load Capacity: 342 lbs. GVWR: 783 lbs.
Performance
Fuel Capacity: 4.1 gals., last 0.8 gal. fuel light on MPG: 86 AKI min. (low/avg/high) 43.0/45.3/48.2 Estimated Range: 186 miles Indicated RPM at 60 MPH: 4,250
Photo by Kevin Wing.
2019 Kawasaki W800 Cafe Specs
Base Price: $9,799 Warranty: 1yr., unltd. miles Website: kawasaki.com
Engine
Type: Air-cooled parallel twin Displacement: 773cc Bore x Stroke: 77.0 x 83.0mm Compression Ratio: 8.4:1 Valve Train: SOHC, 4 valves per cyl. Valve Insp. Interval: 7,600 miles Fuel Delivery: DFI w/34mm throttle bodies x 2 Lubrication System: Wet sump, 3.4-qt. cap. Transmission: 5-speed, cable-actuated assist-and-slipper wet clutch Final Drive: O-ring chain
Electrical
Ignition: Digital Charging Output: 154 watts max. Battery: 12V 10AH
Chassis
Frame: Double-cradle steel w/ steel swingarm Wheelbase: 57.7 in. Rake/Trail: 26 degrees/3.7 in. Seat Height: 31.1 in. Suspension, Front: 41mm fork, non-adj., 5.1-in. travel Rear: Twin shocks, adj. for preload, 4.2-in. travel Brakes, Front: Single 320mm disc w/ 2-piston caliper & ABS Rear: Single 270mm disc w/ 2-piston caliper & ABS Wheels, Front: Spoked tube-type, 2.50 x 18 in. Rear: Spoked tube-type, 3.00 x 18 in. Tires, Front: 100/90-H18 Rear: 130/80-H18 Wet Weight: 488 lbs. Load Capacity: 407 lbs. GVWR: 895 lbs.
Performance
Fuel Capacity: 4.0 gals., last 1.1 gal. fuel light on MPG: 87 AKI min. (low/avg/high) 34.1/40.3/52.9 Estimated Range: 161 miles Indicated RPM at 60 MPH: 3,500
Photo by Kevin Wing.
2019 Suzuki SV650X Specs
Base Price: $8,399 Warranty: 1yr., unltd. miles Website: suzukicycles.com
Engine
Type: Liquid-cooled 90-degree V-twin Displacement: 645cc Bore x Stroke: 81.0 x 62.6mm Compression Ratio: 11.2:1 Valve Train: DOHC, 4 valves per cyl. Valve Insp. Interval: 14,500 miles Fuel Delivery: DFI w/ SDTV & 39mm throttle bodies x 2 Lubrication System: Wet sump, 2.9-qt. cap. Transmission: 6-speed, cable-actuated wet clutch Final Drive: O-ring chain
Frame: Steel trellis w/ steel beam-type swingarm Wheelbase: 56.9 in. Rake/Trail: 25 degrees/4.2 in. Seat Height: 31.1 in. Suspension, Front: 41mm fork, non-adj., 4.9-in. travel Rear: Single link-type shock, adj. for preload, 5.1-in. travel Brakes, Front: Dual 290mm discs w/ 2-piston floating calipers & ABS Rear: Single 240mm disc w/ 1-piston caliper & ABS Wheels, Front: Cast, 3.50 x 17 in. Rear: Cast, 5.00 x 17 in. Tires, Front: 120/70-ZR17 Rear: 160/60-ZR17 Wet Weight: 437 lbs. Load Capacity: 488 lbs. GVWR: 925 lbs.
Performance
Fuel Capacity: 3.8 gals., last 1.1 gal. fuel light on MPG: 87 AKI min. (low/avg/high) 38.9/53.1/58.7 Estimated Range: 202 miles Indicated RPM at 60 MPH: 4,250
