Tag Archives: Adventure & Dual-Sport Motorcycle Reviews

2019 KTM 790 Adventure/R | First Ride Review

April 5, 2019 mcnews Leave a comment

We’re streaking across the northern edge of the Sahara Desert, following a meandering two-track road that’s a mix of sand, gravel and hardpack. The riders ahead are within sight, but I hang back to let the dust clear and keep an eye out for sudden drop-offs or sharp turns. The herd of camels we pass couldn’t care less about our noisy caravan of bright-orange KTMs. Again and again, as the road dips to cross sand washes, nearly 10 inches of well-calibrated suspension take the gravity drops in stride and a light tug on the handlebar lofts the front wheel over rises on the far side. By the end of the day, our route will have taken us more than a hundred miles across wide-open flats, over and around ancient limestone formations and into the golden sands of the Erg Chebbi dunes.

With 18 consecutive Dakar victories, KTM has been stoking desert rally fantasies for years. So where better to showcase its new 790 Adventure and 790 Adventure R, which were developed alongside its 450cc rally racer, than Erfoud, Morocco, home of the Merzouga Rally and training grounds for KTM’s race team. For those who don’t want or need the size, weight and triple-digit horsepower of an open-class ADV bike, KTM’s 790 Adventures provide a smaller, lighter alternative, with both models designed to be highly capable off-road yet comfortable and versatile enough for long-distance touring. Built on a common platform, the 790 Adventure is aimed at general adventure-touring enthusiasts while the taller, higher-spec 790 Adventure R is geared towards more demanding off-road riders.

Compared to the R, the standard KTM 790 Adventure has less suspension travel and adjustability, a lower dual-height seat, a taller windscreen, more street-biased tires and no Rally mode.

Weighing just 417 pounds dry (claimed, probably 450 pounds wet), the 790s are much lighter than their 800cc counterparts from BMW and Triumph. Contributing to their low weight is the 799cc, liquid-cooled, DOHC LC8c parallel twin that also powers the 790 Duke sportbike. Its compact dimensions and vertically stacked gearbox allow for a short wheelbase, a traction-enhancing long swingarm and a moderate seat height. Dual counterbalancers keep vibration at bay while a 75-degree crankpin offset and 435-degree firing order produce the sound and feel of a V-twin. As a stressed member of the tubular chrome-moly steel frame, the LC8c saves weight and contributes to chassis stiffness. Further weight savings come from the engine’s high-pressure cast aluminum cases, lightweight camshaft, Nikasil-coated aluminum cylinders, forged pistons with DLC-coated pins and low-mass crankshaft.

KTM 790 Adventure LC8c parallel twin engine — KTM’s first parallel twin, the LC8c is light, compact and tuned for strong low to midrange torque.

A distinctive feature of the 790s is their horseshoe-shaped fuel tank, which runs from the central filler down both sides of the bike and expands into two large pods that protrude from either side of the engine. Adapted from the tank on KTM’s 450 Rally Replica, the design’s advantages include a lower center of gravity, protection for the engine, less bulk between the knees for stand-up riding, the largest in-class fuel capacity at 5.3 gallons and easier maintenance since the air filter, battery and fuses are accessible under the seat. An exhaust pre-chamber beneath the bike also keeps mass low and centralized, while a short, high-mount silencer allows plenty of ground clearance.

KTM 790 Adventure gas fuel tank — Inspired by KTM’s rally bike, the 790 Adventure’s horseshoe-shaped fuel tank offers many advantages. Not shown in the photo is a hose that connects the two lower parts of the tank to keep fuel levels balanced in both sides.

Given the off-road and touring missions of the 790 Adventures, the LC8c has been tuned accordingly. Compared to the 790 Duke, the Adventures make less peak horsepower (95 vs. 105) but slightly more torque (65.6 vs. 64.2 lb-ft) that’s delivered at 6,500 rpm instead of the Duke’s 8,000, with the entire torque curve shifted down in the rev range for stronger low to midrange grunt. Multiple riding modes (Street, Offroad and Rain) adjust throttle response and lean-angle sensitive Motorcycle Traction Control (MTC) settings, and power reaches the rear wheel by way of an assist-and-slipper clutch, a 6-speed transmission and chain final drive.

Read our 2019 KTM 790 Duke review

With spoked tubeless wheels in 21-inch front/18-inch rear sizes, both models are ready for any type of terrain, but the standard model gets more street-biased Avon Trailrider 90/10 tires while the R model gets Metzeler Karoo 3 70/30 tires. As the more touring-oriented of the two, the 790 Adventure has less suspension travel (7.9 inches front/rear), separate rider/passenger seats with a lower, adjustable rider seat height (32.7/33.5 inches), a tall windscreen (height adjustable over a 1.6-inch range using a hex key in the toolkit) and a low front fender. The only adjustability on the 790 Adventure’s WP Apex suspension, which includes a 43mm upside-down fork and a PDS (Progressive Damping System) shock, is rear preload.

KTM 790 Adventure wheel brakes — Both KTM 790 Adventure models roll on tubeless spoked wheels in 21-/18-inch sizes. Radial-mount 4-piston front calipers and multi-mode ABS are standard, as is the aluminum engine guard.

Since the 790 Adventure R is likely to spend more time in a wider variety of off-road conditions, it’s equipped with a Rally mode that allows on-the-fly changes to traction control over nine levels as well as a separate, more aggressive Rally throttle map. The 790-R’s WP Xplor suspension, with a 48mm upside-down fork and a PDS remote-reservoir shock, is fully adjustable (including high and low speed compression on the shock) and provides 9.4 inches of travel. It also has more ground clearance, a 34.6-inch rally-style seat, a short adjustable windscreen and a high front fender.

Greg’s Gear
Helmet: Scorpion EXO-AT950 Tucson
Jacket: Scorpion Yosemite XDR
Pants: Scorpion Yosemite XDR
Boots: Sidi Crossfire 3 TA

A half-day of street and light off-road riding on the 790 Adventure gave me an appreciation for how much more accessible it is than other models in KTM’s lineup, such as the 690 Enduro R (35.8-inch seat) and the 1090 Adventure R (35-inch seat). Not only is the 790 Adventure’s seat much lower, it’s flat, spacious and comfortable. On both 790 models, arms reach out to a wide handlebar that’s six-position adjustable over a 1.2-inch range and fitted with wind- and brush-blocking hand guards, and feet rest on large cleated pegs with removable, vibration-absorbing rubber inserts.

Read our KTM 690 Enduro R review

Read our KTM 1090 Adventure R review

Our street route was on flat, mostly straight roads sandblasted by crosswinds, so conditions were not ideal for testing cornering performance. Nonetheless, the LC8c engine felt lively and responsive and the 790 Adventure’s long-travel suspension has the stroke and tuning to absorb bumps and dips gracefully at high and low speeds. Even riding across tire ruts and down a rough dirt road, the 790 Adventure maintained its composure, aided by a steering damper that’s standard on both models. Hard braking–such as when a stray dog ran across the road in front of me–was made easy with dual 4-piston radial-mount front calipers squeezing 320mm discs and a 2-piston rear caliper squeezing a 260mm disc, backed up by Bosch 9.1 MP cornering ABS. A full-color, 5-inch TFT display and intuitive buttons on the left bar make it easy to select among the various modes and settings, though a larger font would make the information easier to read at a glance.

The 790 Adventure R was clearly the main focus of the launch, with KTM devoting a full day of testing to the bike, spooning on Continental TKC80 50/50 on/off-road tires for better traction and installing the optional Akrapovič titanium slip-on exhaust for more bark and bite. KTM even enlisted some of its former Dakar racers as ride leaders; fortunately, I was assigned to the group led by Jordi Viladoms, a 10-time Dakar competitor and KTM’s Rally Sport Manager, who set a spirited but reasonable pace. Going from the 790 to the 790-R isn’t a transition from soft to hard. The R is taller, but it’s seat is still comfortable and the rest of the ergonomics are just as agreeable. The big step up with the 790-R is it’s Xplor suspension, which offers an incredible degree of damping control and consistency over everything we encountered—rough pavement, soft sand, loose gravel, hardpack dirt and embedded rock. With ABS in Offroad mode (which disables the cornering function and ABS at the rear wheel) and MTC in Rally mode, I was able to back the rear wheel into and out of corners with control. Standing up or sitting down, the 790-R delivered the engine response, maneuverability, well-balanced weight and electronic assistance to help an intermediate rider like me push my limits with confidence.

At $12,499 for the 790 Adventure and $13,499 for the 790 Adventure R, these bikes deliver serious performance and wide-ranging capability for the money. Many useful features are standard (such as an aluminum engine guard, LED lighting, a luggage rack, a 12V dash socket, an underseat USB port and water-resistant smartphone pocket, storage compartments behind side panels and Bluetooth connectivity using the KTM My Ride app), while others cost extra (such as a centerstand, a quickshifter, cruise control, heated grips and TPMS). Accessories for both models include a low seat (35.2 inches), various types of luggage, additional crash protection and more.

If most of your time will be spent on the road or if seat height is a concern, then the standard 790 Adventure is the obvious choice. But if you enjoy exploring backcountry roads and trails, the extra $1,000 for the fully adjustable Xplor suspension and standard Rally mode is money well spent. Since seats, windscreens and accessories are interchangeable between the two and Rally mode is available as an option on the standard model, there’s plenty of room to tailor either 790 to your liking. Either way, you’ll be a lot closer to turning your adventure fantasies into reality.

KTM 790 Adventure colors — The standard KTM 790 Adventure is available in orange (left) or white (right) with black hand guards, and the 790 Adventure R is available in a racier orange/black/white color scheme with orange hand guards.

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

(Scroll down for more photos)

2019 KTM 790 Adventure / 790 Adventure R Specs
Base Price: $12,499 / $13,499
Website: ktm.com
Engine Type: Liquid-cooled, transverse parallel twin, DOHC w/ 4 valves per cyl.
Displacement: 799cc
Bore x Stroke: 88.0 x 65.7mm
Transmission: 6-speed, cable-actuated assist-slipper clutch
Final Drive: X-ring chain
Wheelbase: 59.4 in. / 60.2 in.
Rake/Trail: 25.9 degrees/4.2 in. / 26.3 degrees/4.3 in.
Seat Height: 32.7/33.5 in. / 34.6 in.
Claimed Dry Weight: 417 lbs.
Fuel Capacity: 5.3 gals.
MPG: NA

KTM 790 Adventure TFT display — Both KTM 790 Adventures have a full-color, 5-inch TFT display. Below it is a standard 12V socket, and above it is a mounting point for a GPS.

KTM 790 Adventure seat — The standard KTM 790 Adventure has a two-piece seat with a height-adjustable 32.7/33.5 inch seat.

KTM 790 Adventure engine tank — The KTM 790 Adventure’s LC8c parallel twin is hidden behind the low-slung fuel tank, which provides some engine protection.

KTM 790 Adventure air filter — Thanks to the fuel tank design, the air filter, battery and fuses are easily accessible under the 790 Adventure’s seat.

Source: RiderMagazine.com

Motorcycle News, News

2019 Moto Guzzi V85 TT | First Ride Review

April 4, 2019 mcnews Leave a comment

2019 Moto Guzzi V85 TT Adventure — The 2019 Moto Guzzi V85 TT (shown here in “Adventure” red/yellow livery) is as fresh to look at as it is fun to ride. Powered by a new 853cc that’s smooth and delivers plenty of punch above 3,500 rpm, the new V85 TT should make a great commuter or light adventure tourer. Photo by Marco Zamponi.

Moto Guzzi’s new retro-themed V85 TT–as in Tutto Terreno, or all-terrain–is part adventure tourer, part streetfighter and part street scrambler. It’s the opening shot in a barrage of forthcoming new midsize models using its all-new air-cooled, 853cc, 90-degree longitudinal V-twin pushrod engine. There’s nothing else quite like the V85 TT in the marketplace, and designer Mirko Zocco deserves praise for producing a bike with unique styling that’s as fresh to look at as it’s fun to ride. The chance to spend a 120-mile day in sunny Sardinia riding it on the hilly, switchback roads of Italy’s second largest island, underlined what a significant model this is for Italy’s oldest motorcycle manufacturer.

Take a look at the limited-edition Moto Guzzi V7III Racer here.

Available in three different color schemes for the U.S., with the gray tint/black frame, the bike costs $11,990 fitted with tarmac-friendly Metzeler Tourance Next tires. You’ll need $1,000 more for the red/yellow or red/white versions, each with red-painted frame, carrying more off-road-focused Michelin Anakee Adventure rubber. Both variants come with a 19-inch front wire wheel with aluminum rim and 17-inch rear.

Read our review of the Michelin Anakee Adventure tires here.

2019 Moto Guzzi V85 TT — New engine is smoother and quieter than before, thanks to titanium intake and aluminum exhaust valves, operated by aluminum pushrods with roller tappets. Photo by Alberto Cervetti.

With a bore and stroke of 84 x 77mm, the V85 TT’s motor produces a claimed 80 horsepower at 7,750 rpm, alongside 59 lb-ft of torque at 5,000 rpm, claims Guzzi, with 90-percent of that torque available at just 3,750 rpm. At the other end of the rev scale is a 7,800-rpm limiter, making this the most high-revving Guzzi OHV motor, despite being a two-valve design (rather than a four-valver) in keeping with the model’s traditional focus and retro-inspired styling.

Guzzi engineers have delivered an ultra-flexible power unit that’s more responsive than previous such engines, with reduced inertia. It has achieved this via a semi-dry sump design with the oil tank positioned in the lower crankcase half with twin oil pumps. This reduces oil drag on the crankshaft assembly which, with lighter conrods and pistons, weighs 30-percent less than previous Guzzi small-block motors, resulting in more zestful pickup from lower revs.

That’s aided by using titanium for the large 42.5mm intake valve while retaining a 35.5mm steel exhaust valve in each cylinder head, operated by aluminum pushrods with roller tappets, resulting in a lighter and also quieter operation of the valve gear–there’s none of the top-end rattles of previous Guzzi OHV motors. Partially aimed at decreasing fuel consumption–Guzzi claims a frugal 48 mpg, which with a six-gallon fuel tank delivers a 250-plus mile range–there’s just a single 52mm throttle body controlled by a Magneti Marelli ECU, with RBW digital throttle offering three different riding modes–Road, Rain and Off Road. Each delivers full engine power but with a different throttle response via altered engine mapping, plus variable engine braking settings, and diverse calibration for the Continental ABS and switchable MGCT traction control. Power is transmitted via an all-new six-speed gearbox coupled to a revised single-plate clutch in a redesigned housing, giving increased ground clearance.

Guzzi’s new small-block motor is wrapped in a tubular steel chassis using the engine as a fully stressed component. This removes the need for a lower frame cradle, thus reducing weight while also increasing engine ground clearance to a useful 8.3 inches for off-road riding, with the engine protected by an aluminum sump guard. The more compact new engine’s shorter length permits a long asymmetric cast aluminum swingarm delivering a rangy 60.2-inch wheelbase, the curved left arm of which permits the 2-1 exhaust’s oval-section silencer to be tucked in tight, with the V85 TT’s shaft final drive housed in the right arm.

Suspension is by Kayaba, with the 41mm fork set at a relaxed 28 degrees of rake with 5.0 inches of trail matched to a cantilever rear single shock offset to the right with a dual-rate spring. Suspension stroke front and rear is a generous 6.7 inches, and both fork and shock are adjustable for spring preload and rebound damping. Braking comes from Brembo via twin 320mm front discs with radial four-piston calipers, and a 260mm rear disc with two-pot caliper. Dry weight is quoted as 459 pounds. Zocco’s distinctive neo-Classic enduro styling sets this all off, complete with a short screen that isn’t adjustable for height. The 1980s-style twin round LED headlamps are ingeniously bisected by a bright DRL depicting the Guzzi eagle motif. An upsized 430-watt flywheel generator provides the current to power these, as well as any of the wide range of accessories like heated grips, which Guzzi offers in the bike’s dedicated accessory catalog.

The TFT dash is well designed and legible, with a variable color background depending on light conditions. Aside from the speedo, tach, odometer/twin tripmeters, clock, gear selected, ambient temperature, fuel level, average and current consumption, DTE and selected Riding Mode displays, you can even adjust when the shifter lights flash to remind you to change gear.

The V85 TT has real visual presence, and build quality seems high, with excellent paint finish. Hop aboard its 32.7-inch-high seat (there’s 31.9/33.5 options), and you’ll find a quite upright but very comfortable riding stance via the taper-section alloy handlebar and relatively low footrests, which only drag in turns at quite extreme lean angles. The Kayaba suspension is really outstanding, especially the well-damped 41mm fork which gives good feedback so you can use heaps of turn speed despite the skinny 19-inch front.

The TC lets you get on the throttle hard and early exiting the switchback turns along Sardinia’s southwestern coast, where my only criticism was that the rear suspension is a little “dry” in low-speed damping over ripples and ridges, with initial compression of the twin-rate spring not as smooth as I’d like. But medium and high-speed damping is excellent, even without a rear link–I could feel the shock compressing and releasing smoothly beneath me through faster turns, or over a series of high speed bumps. And the generous wheel travel front and rear, coupled with the wide handlebar and tucked-in silencer, makes this a comfortable and capable ride off-road.

Guzzi has got it just right, and the same goes for how the V85 TT steers. It holds a line well but changes direction easily–it’s almost delicate in the way it steers. The radial brakes also performed well, with a strong but not aggressive initial bite. You can even finger the front brake lever to throw off a little excess speed once committed to a turn, and this Guzzi won’t sit up on you and head for the hills like some other motorcycles with this much trail dialed into the steering geometry. Job well done, amici.

However, my real plaudits are reserved for the V85 TT’s outstanding new engine, which feels more “modern” and sophisticated than any Moto Guzzi OHV/pushrod engine I’ve yet sampled. Work the light-action clutch lever–this’ll be an excellent commuter bike, thanks to that and the upright riding stance–to insert bottom gear, and not only does this go in with no sign of the clunk previously ubiquitous on Moto Guzzi engines, but as you drive forward practically off idle with minimal use of the clutch, the V85 TT motor gives a good imitation of a turbine. It’s unbelievably smooth not only by the standards of the past, but also compared to rival middleweight twins.

However, while Guzzi’s new 853cc engine drives very well from as low as 1,500 rpm, you need 3,500 revs or more to get the strong pickup it’s capable of delivering. Top gear roll-on below that mark is a little sluggish, so you’re encouraged to use the very sweet-shifting gearbox–I can’t remember ever using that term to describe a Moto Guzzi transmission!–to keep the revs up on the open road. If you do that you’ll get excellent response from the motor from 4,000 revs upward, meaning I spent a lot of time in fourth gear. But there’s vibration through the footrests from 5,000 rpm upward, equating to 80 mph in top gear. The engine is otherwise very smooth with just a few tingles through the seat as you near the 7,800-rpm limiter. Instead, you’ll want to surf the V92TT’s ultra-flat torque curve and hit a higher gear at around 6,800 rpm, which’ll put you back in the fat part of the powerband each time.

A relaxing and enjoyable everyday ride, with the debut of the V85 TT the wings of the Moto Guzzi eagle have started flapping a lot harder.

Keep scrolling for more pictures below the spec chart.

2019 Moto Guzzi V85 TT Specs
Website: motoguzzi.com
Base Price: $11,990
Price as Tested: $12,990 (V85 TT Adventure w/ luggage, multi-color & Michelin Anakee Adventure tires)
Engine Type: Air-cooled, longitudinal 90-degree V-twin, OHV, 2 valves per cyl.
Bore x Stroke: 84.0 x 77.0mm
Displacement: 853cc
Transmission: 6-speed, cable-actuated dry clutch
Final Drive: Shaft
Wheelbase: 60.2 in.
Rake/Trail: 28.0 degrees/5.0 in.
Seat Height: 32.7 in.
Claimed Wet Weight: 505 lbs.
Fuel Capacity: 6.1 gals., last 1.3 gals. warning light on
MPG: NA

Source: RiderMagazine.com

Motorcycle News, News

2019 BMW R 1250 GS/GSA/RT | First Ride Review

March 29, 2019 mcnews Leave a comment

2019 R 1250 GS RT R1250RT — BMW’s best-selling touring bike becomes the R 1250 RT for 2019, with more engine displacement and ShiftCam variable valve timing. (Photos by Kevin Wing)

The time for big changes to your best-selling motorcycle models is generally not when their sales are on the upswing, and BMW knows this as well as anyone else. It moved about 3 percent more bikes in the U.S. last year in a mostly flat market than in 2017, with just three twin-cylinder models responsible for 37 percent of the total: the R 1200 GS, R 1200 GS Adventure (GSA) and R 1200 RT. As anyone who owns one can attest, these bikes have become very, very good at their missions, whether it’s knocking out 300 miles of Backcountry Discovery Route on a GS or GSA adventure bike or reaching the end of a 3,000-mile sport-touring ride on an RT ready for 3,000 more.

2019 R 1250 GS R1250GS — All five oil/liquid-cooled BMW boxers get the 1250 twin for 2019, including the R 1250 GS adventure bike, which also has an updated rider interface and electronics.

So, if it ain’t broke…you only mess with it if necessary. More powerful competition like the KTM 1290s certainly qualify as a motivator for change to the R 1200s, but not a “have to” when sales are good. On the other hand, tougher Euro 5 emissions standards that take effect January 1, 2020, are definitely a have to. BMW has decided to tick both boxes early, by adding 84cc more engine displacement for more power overall and ShiftCam technology to the new 2019 R 1250 engine’s valve train, a form of variable valve timing that broadens the powerband, increases fuel efficiency and decreases emissions. All five larger oil/liquid-cooled R 1250 boxer models (GS, GSA, RT, R and RS) get ShiftCam for 2019, in fact, and related changes such as toothed silent cam chains (previously roller chains), an optimized oil supply, twin-jet injection valves and a new exhaust system. To sweeten the deal there are some nice styling, suspension and electronic upgrades to the bikes as well.

BMW ShiftCam — It’s hard to imagine the R 1250 twin’s intake cams sliding back and forth unnoticed by the rider, but they do, in 2-5 milliseconds and at 5,000 rpm or less depending on load.

Common in the automotive world where economies of scale and more engine elbow room make it easier to implement, variable valve timing is still pretty rare in motorcycles, but as emissions regs tighten we’re likely to see it more often. Honda’s VTEC was first—on the Japanese market 1983 CB400F—followed by the 2002 VFR800 VTEC, and lately Suzuki, Ducati and Kawasaki have all used a form of VVT in a single model. BMW’s system is unique in that—rather than only opening two of four valves at lower rpm, or partly rotating the intake cam independently of the crankshaft to advance or retard the valve timing—ShiftCam slides or “shifts” the boxer engine’s intake cams sideways at midrange rpm, engaging side-by-side partial- or full-load cam lobes as needed. Electronic actuators in the cylinder heads shoot a pin into one of a pair of curved ramps on the cams, shifting it to full load mode at 5,000 rpm no matter what, or at lower engine speeds based on load. The shift happens in 2-5 milliseconds and is undetectable, other than a useful extra gob of smooth grunt at low rpm, noticeably more power on top and a tiny bit more mechanical noise. BMW claims the jump from 1,170cc to 1,254cc and ShiftCam raise output over the entire R 1250 powerband, with 9-percent more horsepower peak (136 at 7,750 rpm) and 14-percent more torque (105 lb-ft at 6,250 rpm). At the same time fuel economy is said to be 6-percent better, the minimum fuel octane requirement has been lowered to 87 AKI and the bikes all meet Euro 5.

2019 R 1250 GS R1250GS engine — New cylinder head covers and exhaust manifold routing are a giveaway that this is an R 1250. Time for a new nickname–pointy head, perhaps?

Since they’re its best sellers here, BMW launched the R 1250 GS, GSA and RT at a single event in Palm Springs, California, where we could take advantage of some sandy and challenging desert dirt roads on the GS models, and lightly trafficked mountain and desert highways for some RT peg scraping. I also rode an RT away from the event, and we picked up an R 1250 GS Exclusive for some further testing, so we’ll update this story with dyno and fuel economy numbers soon. In addition to ShiftCam 1,254cc engines, all three bikes enjoy some other new features I’ll address here, but for greater technical detail on each model refer to the following:

2017 BMW R 1200 GS Updates & New Style Packages

2014 BMW R 1200 RT Road Test Review

2014 BMW R 1200 GS Adventure Road Test Review

The R 1200 GS series is popular because of its Swiss Army knife-like versatility—it’s not just a big dual-sport capable of tackling some pretty gnarly dirt in the right hands, or even just easy dirt roads connecting pavement—it’s also a great sport-touring bike, commuter and corner carver. For many it’s the one bike that does it all…unless of course it’s too tall for you and you don’t ride off-road, in which case the R RT is a better choice. With its lower seat height, excellent wind protection, comfort and handling, the dream of many a BMW enthusiast is to have both it and a GS in the garage.

2019 R 1250 GS RT R1250RT cockpit — Little has changed in the RT’s cockpit for 2019, yet it’s still among the most functional in its class.

For 2019 the R 1250 GS and RT add Hill Start Control (HSC) to the list of standard electronic features that includes two riding modes—Road and Rain—and Automatic Stability Control (ASC), or basic traction control. HSC holds the bike in place on hills when you release the brakes, making it easier to start out.

Mark’s Gear
Helmet: Nolan N-100 Series 5 (R 1250 RT)
Helmet: Arai XD4 (R 1250 GS/GSA)
Jacket: Spidi 4Season H2Out
Pants: Rev’It Cayenne
Boots: Rev’It Discovery OutDry

The RT also benefits from standard ABS Pro for 2019, essentially cornering ABS, which is still part of the optional Ride Modes Pro package for the GS. Other Ride Modes Pro functions for both bikes include an additional Dynamic ride mode, Dynamic Traction Control (DTC), and new Dynamic Brake Control (DBC), which prevents throttle application under hard rear-wheel braking. The GS also gets Dynamic Pro, Enduro and Enduro Pro riding modes and HSC Pro. DTC works in corners, and the “Pro” suffix basically allows more user control over the brakes and suspension. And if you’re not confused by all of that, you’re better off than most of us.

2019 R 1250 GS R1250GS TFT — Large, bright 6.5-inch TFT display is new to the GS and GSA. It’s many functions and information include media, smartphone and navigation connectivity, and it’s all controlled with your thumb on the left grip.

All of this is displayed on a bright and easy-to-use 5.7-inch TFT display on the RT that returns unchanged for 2019, but the GS and GSA get new tablet-sized 6.5-inch TFTs with Navigation, Media and Smartphone app Bluetooth connectivity and enough menu options and information to launch the space shuttle. Once you figure it all out, zipping through all of the selections is quick and easy with the Multi-Controller wheel on the left bar.

2019 R 1250 GS R1250GS wheel — Tubeless cross-spoke wheels are standard on the GS Adventure, or a $500 option on the GS. BMW’s excellent front clampers are partially integrated with the rear brake.

As before changes to the riding modes make complementary changes to the optional Dynamic Electronic Suspension Adjustment (D-ESA), which can be customized, and the Auto Leveling preload function introduced on the GS for 2017 has been added to the RT. This eliminates the need to make preload changes, say, when a passenger climbs on, and can be overridden with MIN and MAX preload settings on both bikes.

2019 R 1250 GS R1250GS seat — GS models come with drop-on top case and saddlebag mounts for its Vario hard plastic luggage line, which expands with a lever to hold more gear.

BMW is fond of equipment “packages” that tend to find their way onto most of the bikes sold in the U.S., such as Select, Premium, Exclusive and HP Motorsport packages that include things like Keyless Locking, no-cost high or low seats, special wheels, GPS, TPMS, billet items and more. It’s not easy to find “base” models of the typical BMW motorcycle in the U.S. in fact, but most of the options are pretty desirable even if they tack on cost.

2019 R 1250 GS A Adventure R1250GSA — Chief advantages of the GSA include a larger 7.9-gallon fuel tank, more suspension travel, a larger windscreen, protection bars and luggage racks. It’s ready for a long ride, but tips the scales at nearly 600 pounds fully gassed.

Forgetting about all of the bells and whistles, though, just how well do the new 2019 R 1250 GS, GSA and RT work? I started out in Palm Springs on a GSA, and was immediately pleased to find a new low adjustment position for its rider’s seat, letting me at least get the balls of my feet on the ground now, and I have a 29-inch inseam. Once I got the “dongle” installed under the seat that enables all of the “Pro” functions of the ride modes, I fiddled with the larger new display for a while but decided it could wait until lunch and kept my eye on the traffic and our group leader, who was in a serious hurry to get to the dirt section. The increased power, acceleration, smoother power delivery and throaty exhaust bark of the new engine is quite welcome, and on the road the Dynamic ESA works really well with the longer-travel suspension of the GSA to provide a soft but well-controlled ride.

Stopping just long enough to make sure we had switched to Enduro Pro ride mode, which allows locking the real wheel, we blasted down an old two-track dirt road which became sandier and rockier as we went, until I was all eyeballs and sweat maneuvering the big GSA with its 7.9-gallon gas tank. Fortunately BMW had equipped all of the GS models with Continental TKC 80 50/50 dirt/street tires that provided good grip, especially in corners, and the additional low-end power of the new engine really helps in the tight stuff. Later on I got some seat time on a regular GS and found that both it and the GSA comport themselves very well on-road, too, with the standard model getting the nod on the street for its lower weight and seat heights. Mission creep has affected their wet weights over the years, however, and our R 1250 GS Exclusive tipped the scales at 570 pounds, a 31-pound gain over our 2013 R 1200 GS test bike. At a claimed 591 pounds the GSA is up by at least 10 pounds for ShiftCam, probably more, but we don’t have an apples-to-apples comparison.

2019 R 1250 GS RT R1250RT wheel — R 1250 RTs can come with Bridgestone, Metzeler or Michelin rubber from the factory. We’ve experienced the most stability with the Michelin Pilot Road 4s.

The R 1250 RT has received fewer changes for 2019 than BMW’s best-selling GS models, but it’s become so refined that every time I ride one I start counting my pennies. The bike benefits nicely from the new ShiftCam engine, too, especially in low-speed maneuvers with its smoother power delivery, and when you’re really caning it, as we did on the winding Pines-to-Palms Highway and the racetrack-like twisting descent to Borrego Springs on Montezuma Valley Road. I left the bike’s ESA settings on Road and Auto Level most of the time, except in the fastest corners where Dynamic damping cleared up a tendency for the bike to wallow a bit. Otherwise the RT retains its former prowess in all sport-touring matters, and has only gained about 10 pounds. BMW should update the RT’s Bluetooth and audio connectivity from the 2014 spec to something like the new GS models, and work on making upshifting smoother with its Quickshifter, but beyond that I had difficulty finding fault with this marvelous sport-touring machine.

With a few exceptions the 2019 R 1250s are changed where it’s needed, and the same where it’s not, maintaining a high level of performance in a shifting world. We’ll append fuel economy and dyno figures to this post ASAP.

2019 BMW R 1250 RT Specs
Base Price: $18,645
Price as Tested: $25,445 (Mars Red Metallic/Dark Slate Metallic Matte w/ Sport & Select Packages)
Warranty: 3 yrs., 36,000 miles
Website: bmwmotorcycles.com

Engine
Type: Liquid-cooled, longitudinal flat opposed twin
Displacement: 1,254cc
Bore x Stroke: 102.5 x 76.0mm
Compression Ratio: 12.5:1
Valve Train: DOHC w/ VVT, 4 valves per cyl.
Valve Insp. Interval: 6,000 miles
Fuel Delivery: BMS-X EFI
Lubrication System: Wet sump, 4.2-qt. cap.
Transmission: 6-speed, hydraulically actuated wet clutch
Final Drive: Shaft, 2.75:1

Electrical
Ignition: Digital electronic
Charging Output: 540 watts max.
Battery: 12V 12AH

Chassis
Frame: Tubular-steel bridge frame w/ engine as stressed member & Paralever cast aluminum single-sided swingarm
Wheelbase: 58.5 in.
Rake/Trail: 25.9 degrees/4.6 in.
Seat Height: 31.7/32.5 in.
Suspension, Front: Telelever w/ single shock, Dynamic ESA & 4.7-in. travel
Rear: Single shock w/ Dynamic ESA & 5.4-in. travel
Brakes, Front: Dual discs w/ 320mm floating rotors, opposed 4-piston calipers & Integral ABS
Rear: Single disc w/ 276mm rotor, 2-piston floating caliper & ABS
Wheels, Front: Cast, 3.5 x 17 in.
Rear: Cast, 5.5 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 180/55-ZR17
Wet Weight: 633 lbs. (as tested)
Load Capacity: 480 lbs. (as tested)
GVWR: 1,113 lbs.

Performance
Fuel Capacity: 6.6 gals., last 1.0 gal. warning light on
MPG: 87 PON min. (low/avg/high) 40.2/40.6/41.3
Estimated Range: 268 miles
Indicated RPM at 60 MPH: 3,250

2019 BMW R 1250 GS/GSA Specs
Base Price: $17,695/19,945
Price as Tested (GS): $22,695 (Exclusive Style, Premium & Select Packages)
Warranty: 3 yrs., 36,000 miles
Website: bmwmotorcycles.com

Engine
Type: Liquid-cooled, longitudinal flat opposed twin
Displacement: 1,254cc
Bore x Stroke: 102.5 x 76.0mm
Compression Ratio: 12.5:1
Valve Train: DOHC w/ VVT, 4 valves per cyl.
Valve Insp. Interval: 6,000 miles
Fuel Delivery: BMS-X EFI
Lubrication System: Wet sump, 4.2-qt. cap.
Transmission: 6-speed, hydraulically actuated wet clutch
Final Drive: Shaft, 2.91:1

Electrical
Ignition: Digital electronic
Charging Output: 508 watts max.
Battery: 12V 11.8AH

Chassis
Frame: Tubular-steel bridge frame w/ engine as stressed member & Paralever cast aluminum single-sided swingarm
Wheelbase: 60.0/59.7 in.
Rake/Trail: 25.5/26.3 degrees, 3.9/4.1 in.
Seat Height: 33.5/34.3 in., 35.0/35.8 in.
Suspension, Front: Telelever w/ single shock, Dynamic ESA & 7.5-/8.3-in. travel
Rear: Single shock w/ Dynamic ESA & 7.9-/8.7-in. travel
Brakes, Front: Dual discs w/ 305mm floating rotors, opposed 4-piston calipers & Integral ABS
Rear: Single disc w/ 276mm rotor, 2-piston floating caliper & ABS
Wheels, Front: Spoked tubeless, 3.0 x 19 in. (as tested)
Rear: Spoked tubeless, 4.5 x 17 in. (as tested)
Tires, Front: 120/70-R19
Rear: 170/60-R17
Wet Weight: 570/591 lbs. (as tested/GSA claimed)
Load Capacity: 455/478 lbs. (as tested/GSA claimed)
GVWR: 1,025/1069 lbs.

Performance
Fuel Capacity: 5.3/7.9 gals., last 1.0 gal. warning light on
MPG: 87 PON min., 41.8 (avg)
Estimated Range: 222 miles
Indicated RPM at 60 MPH: TK

Source: RiderMagazine.com

Motorcycle News, News

Royal Enfield Updates 2019 Himalayan With ABS, New Color

March 29, 2019 mcnews Leave a comment

2019 Royal Enfield Himalayan in limited-edition Sleet color (shown with optional accessories). Photo courtesy Royal Enfield.

Royal Enfield has announced that its Himalayan ADV model will come standard with ABS for 2019, and it will also be available in a new, limited-edition color: Sleet. It will continue to be available in the Snow and Granite colors as well.

Pricing for the 2019 Himalayan with ABS is $4,749.

Read our First Ride Review aboard the 2018 Himalayan here.

All of Royal Enfield’s current 2019 lineup also include standard ABS:

Classic 500 Military – Battle Green, Desert Storm and Squadron Blue – $5,699
Classic Standard – Black and Lagoon – $5,599
Classic Chrome – Black, Green and Graphite – $5,799
Classic – Gun Metal Gray – $5,699
Classic – Stealth – $5,799

For more information, see your dealer or visit royalenfield.com.

Source: RiderMagazine.com

Motorcycle News, News

The Best Bikes for Smaller Riders (and Budgets): 2019 Edition!

February 5, 2019 mcnews Leave a comment

Bigger doesn’t always mean better, and fortunately for those of us looking for a fun, affordable motorcycle there are more choices than ever. Nearly every manufacturer now offers at least one model that will fit just about any rider’s size and/or budget.

Scroll down for Rider’s 2019 list of Best Bikes for Smaller Riders and Budgets. When possible we’ve included a link to our review, making it easy for you to get a real ride evaluation. We’ve also included the 2019 model year’s U.S. base MSRP (as of publication), seat height and claimed wet weight (when a wet weight was not available from the manufacturer, the claimed dry weight is listed). For more details, you can read our review, which includes comprehensive specs, or click on the bike’s name to be taken directly to the manufacturer’s page.

BMW F 750 GS

BMW F 750 GS
$10,395
32.1-inch seat w/ optional 31.1-inch seat or 30.3-inch seat
493 lbs.

Read our Road Test Review of the 2019 BMW F 750/850 GS

BMW G 310 GS

BMW G 310 GS
$5,795
32.9-inch seat w/ optional 32.3-inch seat
374 lbs.

Read our First Ride Review of the 2018 BMW G 310 GS

How did the G 310 GS stack up against the Kawasaki Versys-X 300 and Royal Enfield Himalayan? Find out in our comparison test.

BMW G 310 R

The G 310 R is anything but boring. You can't see it, but I'm grinning inside my helmet. — 2018 BMW G 310 R (Photo by Kevin Wing)

BMW G 310 R
$4,750
30.9-inch seat w/ optional 30.3-inch seat
349 lbs.

Read our First Ride Review of the 2018 BMW G 310 R

Can-Am Ryker

Can-Am Ryker
starting at $8,499 (600cc model)
23.5-inch seat
594 lbs. (dry, 600cc)

Read our First Ride Review of the 2019 Can-Am Ryker

CSC RX3

CSC RX3
$5,395
31.9-inch seat
450 lbs. (dry)

Read our Road Test Review of the 2016 CSC RX3

Ducati Monster 797+

Ducati Monster 797+
$9,295
31.7-inch seat
386 lbs. (dry)

Ducati Scrambler Sixty2

Ducati Scrambler Sixty2
$7,995
31.1-inch seat w/ optional 30.3-inch seat
403 lbs.

Read about Ducati’s updates to the 2019 Scrambler lineup

Ducati Scrambler Full Throttle

Ducati Scrambler Full Throttle
$10,995
31.4-inch seat w/ optional 30.6-inch seat
417 lbs.

Read about Ducati’s updates to the 2019 Scrambler lineup

Harley-Davidson Street Rod

Harley-Davidson Street 500/750/Street Rod
starting at $6,899
25.7-inch seat
492 lbs. (dry)

Read our first ride review of the 2017 Harley-Davidson Street Rod

Harley-Davidson SuperLow

Harley-Davidson SuperLow
$8,699
25.5-inch seat
545 lbs. (dry)

Harley-Davidson Iron 883

Harley-Davidson Iron 883/1200
starting at $8,999
25.7-inch seat
545 lbs. (dry)

Check out our First Look Review of the 2018 Harley-Davidson Iron 1200

Harley-Davidson 1200 Custom

Harley-Davidson 1200 Custom
$10,999
26.6-inch seat
562 lbs. (dry)

Honda CB300R

Honda CB300R
$4,649
31.5-inch seat
318 lbs.

Read our First Ride Review on the 2019 Honda CB300R

Honda CBR300R

Honda CBR300R
$4,699
30.7-inch seat
357 lbs.

Honda CB500F

Honda CB500F
$6,199
30.9-inch seat
415 lbs.

Honda CBR500R

Honda CBR500R
$6,699
30.9-inch seat
419 lbs.

Honda CB500X

Honda CB500X
$6,599 (2018 model)
31.8-inch seat
428 lbs.

Read about the updates for the 2019 Honda CB500X

Honda CB650R

Honda CB650R
$8,899
31.9-inch seat
445 lbs.

Read our First Look Review of the 2019 Honda CB650R

Honda CBR650R

Honda CBR650R
$TBD
31.9-inch seat
456 lbs.

Read our First Look Review of the 2019 Honda CBR650R

Honda CRF250L

Honda CRF250L
$5,199
34.4-inch seat
318 lbs.

Read our review of the 2017 Honda CRF250L Rally

Honda Grom

Honda Grom
$3,399
30-inch seat
229 lbs.

Honda Monkey

Honda Monkey
$3,999
30.6-inch seat
232 lbs.

Watch our video review of the 2019 Honda Monkey

Honda NC750X

Honda NC750X
$7,999 (2018 model)
32.7-inch seat
478 lbs.

Honda Shadow Phantom

Honda Shadow Phantom
$7,899
25.8-inch seat
549 lbs.

Honda Super Cub C125

Honda Super Cub
$3,599
30.7-inch seat
240 lbs.

Honda Rebel 300/500

2017 Honda Rebel 500 — Honda Rebel 500 (Photo by Kevin Wing)

Honda Rebel 300/500
starting at $4,499
27.2-inch seat
364 lbs.

Read our First Ride Review of the Honda Rebel 500

Indian Scout Sixty

Indian Scout Sixty
$9,499
25.8-inch seat
542 lbs.

Read about Indian’s 2019 Scout lineup

Indian Scout

Indian Scout
$11,999
25.8-inch seat
550 lbs.

Read about Indian’s 2019 Scout lineup

Kawasaki KLX250

Kawasaki KLX250
$5,349
35.0-inch seat (squishes way down under rider’s weight)
304 lbs.

Kawasaki Ninja 400

Kawasaki Ninja 400
$4,999
30.9-inch seat
366 lbs.

Read our First Ride Review of the 2018 Kawasaki Ninja 400 ABS

Kawasaki Ninja 650

Kawasaki Ninja 650
$7,399
31.1-inch seat
426 lbs.

Kawasaki Versys-X 300

Kawasaki Versys-X 300
$5,499
32.1-inch seat
386 lbs.

How did the Versys-X 300 stack up against the BMW G 310 GS and Royal Enfield Himalayan? Find out in our comparison test.

Kawasaki Vulcan S

Kawasaki Vulcan S
starting at $7,099
27.8-inch seat
498 lbs.

Read our Road Test Review of the Kawasaki Vulcan S Cafe

Kawasaki Vulcan 900

Kawasaki Vulcan 900
starting at $7,999
26.8-inch seat
617 lbs.

Kawasaki W800 Cafe

Kawasaki W800 Cafe
$9,799
31.1-inch seat
489.5 lbs.

Kawasaki Z125 Pro

Kawasaki Z125 Pro
$3,199
31.7-inch seat
225 lbs.

Kawasaki Z400

Kawasaki Z400
$4,799
30.9-inch seat
364 lbs.

Kawasaki Z650

Kawasaki Z650
$6,999
30.9-inch seat
410 lbs.

Read our First Ride Review on the Z650 ABS here

KTM 390 Duke

KTM 390 Duke
$5,449
32.7-inch seat
359 lbs.

Read our Road Test Review of the KTM 390 Duke here

Moto Guzzi V7III Stone

Moto Guzzi V7III Stone
$8,490
30.3-inch seat
470 lbs.

Royal Enfield Continental GT

Royal Enfield Continental GT
$5,999
31.1-inch seat
461 lbs.

Read our road test review of the 2019 Royal Enfield Continental GT

Royal Enfield Himalayan

Royal Enfield Himalayan
$4,499
31.5-inch seat
421 lbs.

Read our first ride review of the 2018 Royal Enfield Himalayan

How did the Himalayan stack up against the Kawasaki Versys-X 300 and BMW G 310 GS? Find out in our comparison test here.

Royal Enfield Interceptor 650

Royal Enfield Interceptor 650
$5,799
31.6-inch seat
473 lbs.

Read our road test review of the 2019 Royal Enfield Interceptor 650

Suzuki Boulevard S40

Suzuki Boulevard S40
$5,799
27.6-inch seat
381 lbs.

Suzuki Boulevard C50

Suzuki Boulevard C50
starting at $8,299
27.6-inch seat
611 lbs.

Suzuki Boulevard M50

Suzuki Boulevard M50
$8,699
27.6-inch seat
593 lbs.

Suzuki GSXR250R

2018 Suzuki GSX250R (Photo by Enrico Pavia)

Suzuki GSX250R
$4,599
31.1-inch seat
392 lbs.

Read our review of the Suzuki GSX250R

Suzuki GSX-S750

Suzuki GSX-S750Z
$8,499
32.2-inch seat
469 lbs.

Suzuki SV650

Suzuki SV650
$7,099
30.9-inch seat
432 lbs.

Read our first ride review of the 2017 Suzuki SV650

Suzuki TU250X

Suzuki TU250X
$4,649
30.3-inch seat
326 lbs.

Suzuki VanVan 200

Suzuki VanVan 200
$4,649
30.3-inch seat
282 lbs.

A Man on a VanVan Without a Plan…read the story here!

Triumph Street Scrambler

Triumph Street Scrambler
$11,000
31.1-inch seat
447.5 lbs. (dry)

Read our first ride review of the 2019 Triumph Street Scrambler

Triumph Street Twin

Triumph Street Twin
$9,300
29.9-inch seat
437 lbs. (dry)

Read our first ride review of the 2019 Triumph Street Twin

Triumph Street Triple

Triumph Street Triple
$9,950
31.2-inch seat
370 lbs.

Yamaha Bolt
starting at $7,999
27.2-inch seat
542 lbs.

Yamaha MT-07
$7,599
31.7-inch seat
403 lbs.

Read our road test review on the 2018 Yamaha MT-07

Yamaha MT-09
$8,999
32.3-inch seat
425 lbs.

Yamaha TW200
$4,599
31.1-inch seat
278 lbs.

Read our review of the Yamaha TW200

Yamaha V Star 250
$4,349
27-inch seat
326 lbs.

Yamaha XSR700
$8,499
32.9-inch seat
410 lbs.

Read our first ride review of the 2018 Yamaha XSR700

We held onto our XSR700 for a long-term review; read it here

Yamaha XT250
$5,199
31.9-inch seat
291 lbs.

Yamaha YZF-R3
$4,999
30.7-inch seat
368 lbs.

Read our first ride review on the 2019 Yamaha YZF-R3

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

Source: RiderMagazine.com

Motorcycle News, News

Requiem for the Kawasaki KLR650 (1987-2018)

January 23, 2019 mcnews Leave a comment

With its original livery reflecting the style of the late ’80s, the 1987 Kawasaki KLR650 looked like a big dirt bike but was also good on the street and on long-distance tours. (Photo courtesy Kawasaki)

Here we are, at the beginning of a new year and the end of an era. After a 32-year run (1987-2018), Kawasaki has ceased production of the KLR650. After tens of thousands of units sold and millions of miles ridden around the globe, the legendary dual-sport has been retired. A victim of ever-tightening emissions regulations, the KLR and its lone carburetor are being put out to pasture.

In its early days Kawasaki billed the KLR not as a dual-sport but as a “triple-sport,” a motorcycle good for street, dirt and touring. That aligned perfectly with Rider’s focus on touring, travel and adventure, and since the KLR has always been reasonably priced, even more so when purchased used, it also fit within the limited budgets of staffers and contributors. Editor-in-Chief Mark Tuttle, Managing Editor Jenny Smith and Senior Editor Yours Truly have owned, and loved, KLRs. And long-time dual-sport contributor Arden Kysely owned not one but two KLRs, racking up more than 65,000 miles.

1987 Kawasaki KLR650 brochure — Brochure for the 1987 Kawasaki KLR650.

In the October 2013 issue of Rider, Clement Salvadori wrote his Retrospective column about the 1993-1996 Kawasaki KLX650, a more powerful, more off-road-oriented spin-off of the KLR, and he summed up the icon’s early history:

“On the conservative end was the venerable KLR650, which began life as a 600 in 1984 and showed a very modern approach to dual-sporting as it had the first liquid-cooled engine, with a kickstarter and a smallish gas tank holding just three gallons. For 1985, the engine-starting procedure got an electric leg, and sales showed that customers liked this innovation, the first in the single-cylinder dual-sport world. This 600 grew into a 650 in ’87, and the gas tank grew to 6.1 gallons. This was followed by the brief one-year appearance of the Tengai version in 1990, essentially a restyling of the standard KLR with a Paris-Dakar look and a bigger fairing. These bikes were directed at riders of modest accomplishments who liked to ride 50 miles to a national forest and then potter along dirt roads for half a day.”

Read about the first-gen KLR in “Re-Cycling: 1987-2007 Kawasaki KLR650”

Rider’s first test of the Kawasaki KLR650 was a three-bike tour test comparison published in the April 1989 issue.

Salvadori was on hand for the KLR650’s first test in Rider, a three-bike tour test comparison with the Honda Transalp and BMW R100GS published in the April 1989 issue, two years after the KLR650 was introduced. (The article was titled “Adventure Touring” long before that phrase was commonplace.) With Editor Mark Tuttle and Technical Editor Bob Price in tow, Clem led the gang through Death Valley–up Goler Wash, out to Aguereberry Point and through Emigrant Canyon–back when the area was still a national monument (it became a national park in 1994). The KLR proved to be the best off-road bike of the three thanks to its generous low-end torque, 9.1 inches of suspension travel and comparatively low weight. On the road, however, its 651cc single was buzzy (despite having dual counterbalancers) and its front brake was woefully underpowered. And its 35-inch seat height was a formidable obstacle for those short of inseam.

In the years that followed, Rider selected the KL650 Tengai as the “Top Adventure Touring Motorcycle” (May 1990 issue) and published touring features in which the KLR650 played a leading role (“Dirty Duo,” August 1993; “A KLR in Color Country,” May 1995). The KLR soldiered on, selling well and building a loyal following.

Rider published its first solo test of the KLR in the November 1997 issue, written by Arden Kysely. Having gotten the formula right out of the gate, the KLR underwent few changes during its first two decades. A rare round of updates for the 1997 model year were limited to a lighter flywheel, an extra clutch plate and a more conservative color/graphics package. About the KLR’s brakes, Kysely penned this memorable line: “…the front and rear discs muster all the enthusiasm of a teenager cleaning his room.” Weak brakes aside, he praised the KLR for its affordable price, good midrange power and torque, nimble handling, ample range, comfortable seat and ability to carry lots of gear.

Arden Kysely 1987 Kawasaki KLR650 — Arden Kysely poses with his 1987 KLR650 among the rocks of California’s Mojave Desert on his way home from a 1995 Utah adventure ride.

With fond memories of his years, miles and adventures on KLRs (he put 40,000 miles on his 1989 KLR and 25,000 on his 1997 KLR), Kysely had this to say: “The KLR is no beauty queen, lacks modern electronic rider aids and won’t win many drag races, but there’s no better bike for newbies and veterans on a budget to take exploring. The KLR is for riders who want to enjoy the country they’re riding through, not just blast through to check another route off the list. And it’s the ultimate workhorse–just keep it shod and fed and a KLR will be your faithful companion on many adventures. Compared to more modern bikes, this one-lung adventurer may seem lacking, but it’s simplicity and ruggedness are virtues not found in the high-dollar machines.”

Read Arden Kysely’s “The Arrival: A Tale of the Sierra Madre on KLR650s”

With so many KLRs on (and off) the road–by some estimates, nearly 150,000 were produced–the venerable dual-sport fueled a veritable cottage industry in the aftermarket. In the May 1999 issue of Rider, EIC Tuttle wrote a project bike feature called “King KLR.” Starting with a stock 1998 KLR650, he upgraded the suspension (including an Öhlins shock), handlebar, seat, exhaust, clutch, tires and various odds-and-ends, such as the infamous “doohickey,” the name the KLR community gave to the notoriously failure-prone “balancer chain adjuster lever.” He also swapped the steel gas tank for a lighter plastic one (being translucent, it also provided a low-tech fuel “gauge”) and added hand guards, a taller windscreen, cleated footpegs, a centerstand, a skid plate and soft luggage.

Rider May 1999 King KLR KLR650 project bike — EIC Tuttle’s extensive KLR650 upgrade project was summarized in his feature “King KLR” in the May 1999 issue of Rider.

Having turned the KLR into a more comfortable and versatile adventure tourer, he bought the bike from Kawasaki and kept it in his garage for more than a decade, occasionally using it for two-up camping trips with his wife, Genie. Looking back, Tuttle muses: “Since 1987 the primary benefit of the KLR650 has also been its biggest weakness: size and comfort. Though far lighter than contemporary liter-class ADV bikes, compared to most dual-sport 650 singles the KLR is heavy and has less ground clearance, so it can be a handful in sand and on big hills. At a Jeep-like pace it tackles moderate single-track trails and fire roads just fine, though, and its bigger seat, road-hugging weight and liquid-cooling make it a far better companion on long road rides than its air-cooled competitors.”

Kawasaki KLR650 Mark Tuttle — Rider EIC Mark Tuttle and wife Genie embarking on a camping trip on the 1998 “King KLR” replete with Acerbis front disc and hand guards, IMS tank and Happy Trails panniers. No one ever told said you can’t ride off-road two-up, so they often did on that trusty KLR, though sometimes Mark asked Genie to dismount and hike some of the gnarlier bits.

Tuttle continued: “My most memorable KLR650 experience was road-racing one on a 150-mile white-knuckled sprint from Ensenada to San Felipe in Baja, Mexico, a La Carrera homage probably put on by the late great Loyal Truesdale. Even though the road was closed and the bike topped out at the ton, I lost count of the close calls after the fifth burro encounter….”

When I joined the Rider staff in 2008, I convinced EIC Tuttle to let me borrow his kitted-out KLR for an adventure-bike ride with a group organized by our local BMW dealer. After borrowing it a couple more times, scratching it up and developing a genuine fondness for the KLR, I pestered Tuttle for months to sell it to me. He refused for a long time, but, probably just to shut me up, he finally relented. Most of my buddies rode expensive BMW GSs, but I loved my low-tech KLR.

Greg Drevenstedt Kawasaki KLR650 — Senior Editor Greg Drevenstedt is all smiles during his first ride on King KLR in California’s Los Padres National Forest.

Thanks to the KLR, I learned how to ride a big dual-sport/adventure bike, tackling sand washes and technical hill climbs, crashing more times than I’d care to admit. I referred to my KLR as the Mountain Goat because it would go just about anywhere…not particularly fast, but it was a trooper. And riding the KLR wasn’t “work.” I didn’t have to worry about damaging a test bike or evaluating the bike I was on, so I could just ride for riding’s sake. Riding the KLR on national forest roads and trails throughout the Angeles, Los Padres and Sequoia national forests and all over the Mojave Desert reminded me of my high school days, when I would explore trails on my mountain bike. And I met a lot of great people on group rides, several of whom are some of my best friends to this day.

Kawasaki KLR650 Cameusa Peak — Providing access to views like this, from atop Cameusa Peak in California’s Los Padres National Forest, is what makes the KLR650 such an endearing motorcycle.

King KLR and I had eight good years together, but the reality was that it spent much more time parked in the garage than it did out on adventures, and today’s ethanol-blended gas (and my neglect) took its toll on the fuel petcock and the tiny jets in the carburetor. With a twinge of sadness, I sold it to a good friend–the very same guy who led the first and many of the best rides I had on the KLR. It’s still in the family, so to speak, and I think of that bike every morning when I drink coffee out of my KLR650 mug.

Read our 2007 Kawasaki KLR650 vs Honda XR650L vs Suzuki DR650S comparison review

The KLR got its first and only major update for the 2008 model year, with engine tweaks for smoother and stronger power delivery, better suspension and brakes, a more supportive seat and new switchgear and bodywork. Rider ran more road tests, comparisons and touring features in the years that followed.

Read our 2008 Kawasaki KLR650 road test review

Jenny Smith 2009 Kawasaki KLR650 — This tricked-out 2009 KLR650 carried Managing Editor Jenny Smith (in her pre-Rider days) on many adventures, including two trips to the Overland Expo outside Flagstaff, Arizona (shown here). As Marketing Director for Twisted Throttle, she outfitted it with full crash protection, soft waterproof luggage, auxiliary LED lights and a custom seat by Steve Gowing.

Managing Editor Jenny Smith, who joined the Rider staff in 2016, owned a second-gen KLR: “As a dedicated sport rider, dual-sport motorcycles were never on my radar–until I moved to Colorado. Suddenly I found myself and my Honda RC51 left behind while my new group of friends hit the myriad of forest roads and trails on weekends. When I expressed interest, they were nearly unanimous: buy a KLR650. I found a bone-stock, low-mileage 2009 at the local dealership and will never forget my first foray off-pavement. We pulled to a stop at the open gate to ‘air down’ (what in the world??), then I followed them into the forest and onto a rollercoaster of a jeep trail, laughing in amazed, unbridled joy as we splashed through puddles, clawed up rocky hills and paused regularly to soak in the scenery. I was hooked, and for the next four years the KLR (soon outfitted thoroughly with crash protection, lights and luggage) was my ticket to some of the most challenging and beautiful rides I’ve ever experienced. I saw what was at the end of those dirt roads, camped in the wilderness, fell down (a lot), picked the bike back up, learned to carry a quart of oil on any long trip and fell back in love with motorcycling.”

Read our 2012 Kawasaki KLR650 vs BMW G 650 GS Sertão comparison review

2014.5 Kawasaki KLR650 New Edition — Playing around in Death Valley on the 2014 Kawasaki KLR650 New Edition. (Photo by Alfonse Palaima)

One of my fondest memories of the KLR was a two-day ride through Death Valley for the press launch of the 2014 KLR650 New Edition, which got firmer suspension, a new seat and new color options. Twenty-five years after the KLR first appeared in Rider, a group of us covered some of the same terrain on bikes that, apart from minor updates, had essentially the same liquid-cooled 651cc single, same frame, same 35-inch seat height and same 6.1-gallon fuel tank. KLRs made in the final years of the production run were certainly better than the early models, but in some ways the KLR has been timeless. And it’s even cheaper now than it was three decades ago.

Read our 2014 Kawasaki KLR650 New Edition first ride review

Back in 1989, when we published our first comparison test featuring the KLR650, its MSRP was $3,499 ($7,164 in 2018 dollars). MSRP for 2018 KLR650s that remain on dealer floors is $6,699, a savings of $465 in current dollars from the 1989 model. But on the Cycle Trader website there are scads of new, 0-mile KLR650s going for less than $6,000, with some even listed for less than $5,000. And if you’re in the market for a used KLR, the possibilities are nearly as limitless as the aftermarket products designed specifically for the crowd-pleasing dual-, er, triple-sport.

Read Clement Salvadori’s exploration of California’s Lost Coast
on a 2014 Kawasaki KLR6750 New Edition

Kawasaki KLR650 — Officially it may be the end of the KLR, but the adventures will continue for many years to come.

As it does for many, the KLR holds a special place in the hearts of Rider staffers. Hearing the distinctive tweet from the exhaust of a KLR riding by immediately transports us back to memorable adventures, carefree days and campfire nights.

Will we see the KLR return in a year or two, minimally updated with fuel injection and an emissions-compliant exhaust system (like the KLX250 did)? Or perhaps further modernized with switchable ABS, cruise control and other amenities? Whether or not Kawasaki revives the venerable KLR, its legend is secure as one of the most affordable, reliable, versatile and enjoyable motorcycles ever produced.

Source: RiderMagazine.com

Motorcycle News, News

2018 Triumph Tiger 800 XCA | Road Test Review

December 26, 2018 mcnews Leave a comment

In a world flush with outstanding large adventure bikes displacing 1,200cc and more, the Triumph Tiger 800 presents a convincing argument for middleweights. We sampled 2018’s top-of-the-line off-road-oriented XCA Tiger 800 variant, which boasts more than 200 upgrades compared to the prior edition; it’s now brimming with high-tech features that deliver a ton of versatility and convenience, along with a load of thoughtful, real-world enhancements.

To some, the engine with its newly added six riding modes may deliver the biggest surprise. Refinements include a new, lower first-gear ratio for more rapid engine response, while the torque curve remains flat as can be for an impressive power hit. This engine is a runner and it builds revs with a vengeance, starting with a raspy snarl that develops into a wild-animal howl in an eager, cammy rush. It’s only during top-gear roll-on passing that the missing 400 or 500cc become apparent, so just downshift!

Otherwise, the 800 delivers all it’s got in a seamless manner that makes riding a delight. Fuel metering, throttle response, driveline lash, gearbox action, gear spacing and clutch actuation are all practically perfect, so glitches don’t intrude on the riding experience.

Our main complaint concerns engine heat that grows painfully toasty in stop-and-go traffic when air temps climb above 80 degrees, especially on the left side where hot air flows from the radiator onto the rider’s left leg virtually unimpeded. Also, a light buzz builds in the handlebar near 70 mph, then smoothes out at higher speeds; part of this is due to vibration harmonics in the handguards, a quirk common to many ADV and dual-sport bikes.

Ken’s Gear
Helmet: Shoei Hornet X2
Jacket: Cortech Sequoia XC
Pants: Aerostich AD-1
Boots: TCX Air Tech

The longish 60.8-inch wheelbase lends stability, while rake and trail figures of 23.4 degrees/3.7 inches make for light, quick steering, especially given the wide handlebar and narrowed cross-section of the 21-inch front tire. A very intuitive partner, the Tiger dances beautifully down twisty roads.

Super-aggressive riding will get the front tire howling sooner than would be the case with a 19- or 17-incher due to the reduced contact patch, but all in all, it’s a non-issue for the vast majority of sporting street riding. It’s also quite comfortable for highway travel, and the new left-side cruise control button proves a welcome convenience.

New dual Brembo front brakes deliver strong stopping power and excellent feel. These twin-piston-caliper binders offer a softer initial bite compared to super-aggressive
supersport brakes, but you wouldn’t want racetrack-style braking when you’re in the dirt anyhow. We did notice the slimmer tire tends to nibble a bit while running along on freeway seams or rain grooves, but it’s a minor quirk that you’ll ignore in time.

Meanwhile, if you’re really going to get serious about off-road adventuring, the front wheel will accept DOT-approved knobby tires (tubes required) that will perform much better in the dirt, albeit at the cost of pavement performance. For hard-core dirt adventurers, the XCA now adds a sixth riding mode, Off-Road Pro, so riders can turn off the ABS and other systems for total control.

The excellent WP suspension feels firm yet compliant, and I am no lightweight. Extra off-road-oriented travel means the Tiger 800 sucks up bumps, patches and holes with ease on neglected back roads with old, broken pavement; no spine-jarring hits here, yielding a huge advantage over sportbikes and naked bikes that would struggle with less suspension travel.

Seating is upright and spacious and the seat can be altered between 33.1 inches or 33.9 inches in mere seconds. I chose the taller position to appease my aging knees, and the longer reach to the ground didn’t present any problems for me with my 31-inch inseam. The seat is wide and firm although not cushy comfortable.

A new one-hand-adjustable, spring-loaded windscreen is ingenious in design and easy to alter while underway. In the lowest of five positions the oncoming windblast strikes this six-footer right about eyebrow level, and the clean airflow creates little curl-back or buffeting. Despite their modest size, the windscreen and deflectors redirect windblast away from the rider’s torso well, producing a decent still-air pocket.

The new 5-inch, full-color TFT instrument panel stays easily readable day or night, with nice levels of contrast; the readout configuration can be custom selected to suit rider preference. Lots of the backlit switchgear has been moved to the left side of the handlebar, including a five-way joystick that greatly simplifies navigation through the many riding mode/display menus.

However, the joystick on our bike proved to be a bit sticky, locking in place until manually returned to center; hopefully this glitch is unique to our test bike, as this innovation makes it quick and easy to navigate through the plentiful mode options.

When balancing the scales, whatever edge the Tiger 800 trades away in cubic inches and punch compared to big ADV bikes, it gains back in more nimble handling, easier slow-speed maneuvering and better off-road manners thanks to a 35- to 80-pound weight savings. In short, this middleweight hits that sweet spot right in the middle. And for the Triumph Tiger 800, that’s a very good place to be.

Check out Rider’s guide to new/updated street motorcycles for 2019!

2018 Triumph Tiger 800 XCA Specs

Base Price: $12,000 (XR model)
Price as Tested: $15,850 (XCA model)
Warranty: 2 yrs., unltd. miles
Website: triumphmotorcycles.com

Engine

Type: Liquid-cooled, transverse in-line triple
Displacement: 799cc
Bore x Stroke: 74.0 x 61.9mm
Compression Ratio: 11.3:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 12,000 miles
Fuel Delivery: Fuel injection w/ throttle-by-wire, 44mm throttle bodies x 3
Lubrication System: Wet sump, 4.3-qt. cap.
Transmission: 6-speed, hydraulically actuated wet clutch
Final Drive: Chain

Electrical

Ignition: Digital inductive
Charging Output: 476 watts max.
Battery: 12V 11.2AH

Chassis

Frame: Tubular-steel trellis w/ engine as a stressed member, cast aluminum alloy swingarm
Wheelbase: 60.8 in.
Rake/Trail: 23.4 degrees/3.7 in.
Seat Height: 33.1/33.9 in.
Suspension, Front: 43mm USD fork, adj. for rebound & compression damping, 8.7-in. travel
Rear: Single shock w/ remote reservoir, hydraulically adjustable preload, 8.5-in. travel
Brakes, Front: Dual 305mm floating discs w/ 2-piston pin-slide radial calipers & switchable ABS
Rear: Single 255mm disc w/ 1-piston pin-slider caliper & switchable ABS
Wheels, Front: Spoked, 2.15 x 21 in.
Rear: Spoked, 4.25 x 17 in.
Tires, Front: 90/90-21
Rear: 150/70-R17
Wet Weight: 505 lbs. (as tested)
Load Capacity: 998 lbs. (as tested)
GVWR: 493 lbs.

Performance

Fuel Capacity: 5.0 gals., last 1.1 gals. warning light on
MPG: 87 PON min. (low/avg/high) 46.1/47.0/49.3
Estimated Range: 235 miles
Indicated RPM at 60 MPH: 3,400

Source: RiderMagazine.com

Motorcycle News, News

2019 Triumph Scrambler 1200 XE | First Ride Review

December 21, 2018 mcnews Leave a comment

Scramblers are hot right now, with well over a dozen models available from five different manufacturers. With rough-and-ready retro styling, the appeal of scramblers–that freewheeling, desert-racing spirit of the ’60s, embodied by the King of Cool himself, Steve McQueen–is hard to deny. Most modern scramblers, however, are street-oriented models that talk the talk more than they walk the walk of off-road capability.

Triumph’s Hinckley-era, Bonneville-based scramblers, starting with the air-cooled, 865cc Scrambler produced from 2006-2016 and continuing with the liquid-cooled, 900cc Street Scrambler, are more suited to pavement than dirt. But that changes with the introduction of the Scrambler 1200. Rather than just a styling exercise built around the larger 1,200cc parallel twin, Triumph created a full-on adventure bike with classic minimalist styling. No windscreen, no bodywork, just a steel tank, a wide handlebar and a round headlight.

Read our 2019 Triumph Street Scrambler first ride review

I’ll admit, when it was announced last October, I was skeptical that the Scrambler 1200 would be truly capable off-road. Sure, it has some impressive specs–tubeless spoked wheels with a 21-inch front, nearly 10 inches of suspension travel on the higher-spec XE model, fully adjustable Öhlins rear shocks and an Off-Road ride mode–but I expected it to be a handful in the dirt. On the first day of the press launch, hosted at Wim Motors Academy, an off-road training facility in rural southwestern Portugal, we were told to “warm up” with a few laps on a dirt oval cut into sloping field–under the watchful eyes of a photographer and a videographer. No pressure.

Doing my best impression of a flat track racer, I scooted forward on the seat, weighted the outside peg, stuck out my left leg and went for it. After the first tentative lap, I used the throttle more assertively, spinning the rear wheel and letting the bike rotate beneath me. Plenty of torque was on tap, and in Off-Road mode it was easy to manage and the traction control–which is programmed to allow more rear-wheel spin when hard on the gas–allowed the tail to kick out for power slides without going too far. By the third lap, I was hooked!

Greg’s Gear
Helmet: Bell Moto III
Jacket: Rev’It Zircon
Pants: Reax Ridge
Boots: Sidi Scramble

My veins pumping with confidence and adrenaline, our five-bike group took off on a loop ride on unpaved roads between farms and through forests. I was amazed at how easy it was to ride the Scrambler 1200 XE off-road, how planted it felt on uneven terrain and how forgiving it was of ham-fisted inputs and the abuse that comes from hammering rough roads at a fast pace. The Scrambler’s lack of a windscreen and bodywork reduced the sense of visual mass from the cockpit, making the bike seem smaller than it actually is. Its weight–a claimed 465 pounds dry; probably around 500 pounds ready to ride–felt nicely balanced, and the well-padded, vinyl-covered bench seat made it easy to move around. Gravel, hard pack, sand, mud–we blitzed through it all, got filthy dirty and had fun in a way that only carefree motorcycling can provide.

2019 Triumph Scrambler 1200 XC XE — Two versions of the 2019 Triumph Scrambler 1200 are available, the higher-spec, more off-road-capable XE (left) and the base-model XC (right).

Knowing that adventure riders segment themselves into two groups–those who ride primarily on the street but enjoy occasional off-roading, and those who prefer to ride off-road as much as possible–Triumph created two versions of the Scrambler 1200. Aimed at the first group, the base-model XC has 7.9 inches of suspension travel, a lower 33.1-inch seat height, a narrower handlebar, a shorter wheelbase, tighter steering geometry, five riding modes (Sport, Road, Rain, Off-Road and Rider customizable) and switchable ABS and traction control. Aimed at serious off-roaders, the XE has 9.8 inches of suspension travel, a 34.25-inch seat, a wide adjustable-height handlebar, multi-mode cornering ABS and traction control, a sixth riding mode (Off-Road Pro), hand guards and heated grips.

Read our 2019 Triumph Speed Twin first look review

2019 Triumph Scrambler 1200 XE engine — For the Scrambler 1200, the liquid-cooled, 1,200cc parallel twin shared among the big Bonnevilles got a high-power tune and other upgrades. Claimed output is 90 horsepower and 81 lb-ft of torque.

Both are powered by a revised version of the liquid-cooled, 1,200cc, SOHC, 8-valve parallel twin shared across most of the Bonneville family. The Scrambler 1200s get a “high power” version of the engine with a dedicated scrambler tune that generates a claimed 90 horsepower at 7,400 rpm and 81 lb-ft of torque at just 3,950 rpm. Other engine tweaks include lightweight balance shafts, engine covers and cam cover, a low-inertia crankshaft, a lighter alternator and a revised clutch assembly, and it is held in place by a dedicated tubular-steel frame with aluminum cradles. To keep the Scrambler’s high pipes tucked in Triumph used a single throttle body assembly, and the pipes curve inward above the footpegs for a narrow profile between the knees when standing up. Thanks to the high-performance tune and 270-degree crank, the brushed stainless-steel twin pipes emit a throaty bark. However, even with their heat shields, the pipes get very hot after spirited riding due to the integrated catalytic converter.

2019 Triumph Scrambler 1200 XE TFT display — The Scrambler 1200’s full-color TFT instrumentation has two themes (Cronos, shown, and Quartz), high- and low-contrast options and customizable displays. Oddly, though, it doesn’t provide ambient temperature.

The Scrambler 1200 may have classic curb appeal, but it’s modern through and through, with throttle-by-wire, a full electronics package, cruise control, an assist-and-slipper clutch, a customizable TFT display, full LED lighting, keyless ignition, a USB charging port and an optional tire-pressure monitoring system. An accessory Bluetooth module provides turn-by-turn navigation, phone and music functions, and GoPro integration, allowing a paired camera (sold separately) to be operated using the bike’s switchgear.

Fitted with Pirelli Scorpion Rally knobbies for the off-road test, I kept the XE in Off-Road mode, which adjusts throttle response, traction control and ABS (turning it off at the rear wheel). Off-Road Pro mode turns ABS and TC off completely, but I’m not a pro so I prefer the peace of mind of an electronic safety net, especially with superbike-spec Brembo M50 Monobloc 4-piston radial front calipers pinching 320mm discs. With a radial master cylinder and Brembo MCS front lever, the front brakes were easy to modulate and provided good feedback, but I still wanted insurance against tucking the front due should my enthusiasm outrun my skills. One of the XE’s greatest strengths is suspension performance. With a fully adjustable, upside-down Showa cartridge fork and a pair of fully adjustable Öhlins piggyback shocks, the bike soaked up hard hits from rocks, ruts, dips and even jumps on a motocross track at the training camp, keeping the chassis stable and wheels planted.

Heading out on day two’s street ride, a light drizzle gave way to a steady downpour, giving me a chance to test Rain mode. With throttle response dialed back, cornering ABS and TC cranked up, and Metzeler Tourance 90/10 adventure tires providing good grip, the XE exhibited no untoward behavior. With mostly dry streets after lunch, I switched over to Road and Sport modes and wicked it up. With its 21-inch front wheel and chassis geometry favoring stability over nimbleness, the XE wasn’t exactly flickable, but its wide handlebar provided good leverage and the bike behaved with confidence and certainty. And with a generous amount of torque spread throughout the rev range, I never felt like I was in the wrong gear.

In my review of the 2017 Street Triple RS, written after nearly a decade of riding and testing nearly every model produced by Triumph, I made the claim that the British manufacturer’s “greatest unsung virtue is the baked-in user-friendliness that characterizes many bikes in its lineup.” At the Scrambler 1200 launch, I reiterated my opinion to Stuart Wood, Triumph’s Chief Engineer. He smiled and told me that Triumph puts considerable effort into making its motorcycles accessible and predictable, from throttle response to steering behavior, gear changes, braking and so on. They don’t dumb them down to the point of being boring; quite the contrary–most Triumphs are full of character and vitality. Rather they design and engineer motorcycles to respond to inputs in a consistent manner, freeing the rider to be more engaged with the experience than with concerns about what might happen next.

At the end of the all-day street ride, even though I was cold and wet and tired, I didn’t want it to end. To me, that’s a measure of a great motorcycle, one that goes beyond being a machine or vehicle and becomes a companion, a time capsule, an object of desire. I’m glad I was wrong. I’m glad the Scrambler 1200 XE wiped the smug look of skepticism of my face and replaced with a big, mud-splattered smile.

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

2019 Triumph Scrambler 1200 XE Specs
Base Price: $14,000 (XC model)
Price as Tested: $15,400 (XE model)
Website: triumphmotorcycles.com
Engine Type: Liquid-cooled, transverse parallel twin, SOHC w/ 4 valves per cyl.
Displacement: 1,200cc
Bore x Stroke: 97.6 x 80mm
Transmission: 6-speed, cable-actuated assist-and-slipper wet clutch
Final Drive: X-ring chain
Wheelbase: 61.8 in. (as tested)
Rake/Trail: 27 degrees/5.1 in. (as tested)
Seat Height: 34.25 in. (as tested)
Claimed Dry Weight: 456 lbs. (as tested)
Fuel Capacity: 4.2 gals.
MPG: NA

2019 Triumph Scrambler 1200 XE Ohlins shocks — The Scrambler 1200’s dual, fully adjustable Öhlins piggyback shocks work exceptionally well.

2019 Triumph Scrambler 1200 XE front wheel brake — Brembo M50 Monobloc 4-pistion radial calipers are primo binders. Spoked wheels are tubeless.

2019 Triumph Scrambler 1200 XE gas tank — Steel tank is seamless and has a Monza-style filler cap and a stainless steel strap over the top.

2019 Triumph Scrambler 1200 XE seat — Flat bench seat is wide and supportive, and its vinyl cover makes it easy to move around.

Source: RiderMagazine.com

Motorcycle News, News

Re-Cycling: 2002-2012 Suzuki DL1000 V-Strom 1000

December 19, 2018 mcnews Leave a comment

While their rugged, round-the-world styling and expedition-ready features suggest otherwise, some adventure bikes work better on the road–much better–than they do off pavement. As word of this open secret spreads, they’re being bought more and more by riders who appreciate their overall utility, upright seating and solid aftermarket support.

Suzuki’s original DL1000 V-Strom is one of the standard bearers of the street-leaning ADV bike, striking a balance between RTW looks and performance and streetwise utility that makes it a champ in the bang-for-the-buck sweepstakes today.

Check out our comparison test: V-Strom 650 vs. V-Strom 1000.

Maybe seeing in advance where the market segment was going, Suzuki gave the DL1000 the 996cc L-twin from the TL1000S sportbike, modified for the midrange and low end it needed for low-speed riding and for hauling luggage. The 90-degree cylinder spread technically gives the engine perfect balance, but the rods are slightly offset side-to-side so a little vibration creeps in.

Even more is apparent in some 2002 and early ’03 models, which produced a low-rpm vibration far outside the norm. Called “chudder”–a combination of chatter and shudder–on online forums, it’s curable with an improved clutch basket. Even then, though, the big Strom dislikes being lugged.

One big compromise resulting from hanging the TL’s engine from the DL1000’s stout aluminum frame is a worrisome lack of ground clearance. The oil filter, oil cooler and the front cylinder’s header pipe all sit dangerously low and forward enough that a sturdy bash plate isn’t just a fashion accessory, but a necessity for off-roading. On pavement and smooth fire roads the suspension works adequately, but serious trails should be avoided.

It’s much more suited to the street, where small upgrades–a replacement shock and a fork kit–bring big rewards in handling. The brakes are just average, requiring stainless lines and high-performance pads to bring out their best. The 33-inch seat height is a problem for some, making lowering links a hot seller in the aftermarket.

Another aftermarket staple for DL1000 owners is an improved windscreen, because just about anything is an improvement over the stock one, which though stylish is ineffective at reducing buffeting at the helmet level. The fairing, too, deflects some wind but not as much as its appearance suggests.

It’s also an enormous parts bill waiting to happen in case of a fall–every fairing panel’s part number should end with “-$$$.” Fueling issues on some bikes can be cured with a tuning module, while other bikes run cleanly stock. Rough running has also been traced to dirty fuel filters, which many riders simply bypass.

Problems to watch for on used DL1000s include flaking engine paint, rusty or warped brake rotors and corroded hardware. Check the fins on the radiator and especially the oil cooler for damage, and make sure the brake pads don’t stick in the calipers and drag on the rotors.

If there are scratches on the plastic bodywork indicting a fall in the past, check for broken mounting tabs or missing grommets. An often-neglected check is to crawl under the bike and inspect the bottom rear shock linkage for play; the bearings inside are vulnerable to repeated spray from rain and can dry out, causing slop in the suspension.

Prices range from about $3,600 for a first-year DL to around $8,000 for a 2012; factor in accessories and condition accordingly.

2002-2012 Suzuki DL1000 V-Strom 1000

PROS
Big torquey engine, do-it-all versatility, above average reliability.

CONS
Nosebleed seat height, rust and corrosion prone, vulnerable and expensive plastic parts.

Displacement: 996cc
Final drive: Chain
Wet Weight: 517 lbs.
Fuel Capacity: 5.8 gals.
Seat Height: 33 in.

Source: RiderMagazine.com

Motorcycle News, News

2018 Suzuki V-Strom 650XT vs V-Strom 1000XT | Comparison Review

December 14, 2018 mcnews Leave a comment

How does one decide on an adventure-touring bike? All of the choices out there can turn your mind into Play-Doh. One way to narrow them down is by the front wheel size that suits your riding style.

Planning a lot of off-road riding? You need a skinny 21-inch front to carve up the loose stuff and roll effortlessly over ruts and obstacles–you’ll find one on a Honda Africa Twin or Kawasaki KLR650.

No dirt in your future? A 17-inch front wheel will give the bike sharper handling on the street and a good variety of sport-touring tire choices–the Ducati Multistrada 1260, Yamaha Tracer 900 GT and larger Kawasaki Versys models all have 17s up front.

Read our Comparison Review between the V-Strom 650 and Versys 650 LT.

For most of us a compromise is in order. You have dreams of conquering the Atacama Desert or Dalton Highway, but will probably spend most of your time in the lower 48 on paved roads, and about 10 percent on dirt byways and 4×4 trails connecting them. That reality has made 19-inch fronts common among ADV bikes because they’re a (mostly) happy medium between street and dirt.

Now, winnow out the expensive European machines with 19s and the pricey (and kinda heavy) Yamaha Super Ténéré, and you’re left with just two bikes–the Suzuki V-Strom 1000 and 650. That’s a good problem to have, though, because both are extremely competent on-road and can tackle some dirt as well.

You would think that choosing between them would be easy because of their size difference, but there’s actually a long-running debate over which is the better bike overall, largely because the V-Strom 650 is so versatile and a lot less moolah. Rider typically only compares similar bikes from different manufacturers, so we’ve never attempted to resolve the V-Strom 650/1000 debate. Let’s do it!

For this story Managing Editor Jenny “Slim” Smith and Yours “Gas Hog” Truly planned a long street ride with a chunk of rutted dirt road to close the loop, so we requested the XT variants of the V-Strom 650 and 1000, which are an additional $500. This gets you tubeless spoked wheels that can take some abuse, hand guards with larger bar end weights and an engine cowl on the 650XT. The 1000XT gets the spoked wheels plus a Renthal Fat Bar handlebar; the rest is already standard on the base model. The plastic cowls offer some protection for the vulnerable bits in front (like the oil filter) from stones and debris, but are no replacement for a good skid plate.

Suzuki took things a step further by adding quite functional accessory top and side cases, tank bags, centerstands and “accessory bars,” a.k.a. bash bars, which are a good place to mount things like auxiliary lighting and may help protect the fairing in a tipover. The accessories added $2,636 to the $9,299 retail price of the 650XT and $2,413 to the $13,299 cost of the 1000XT.

At the crux of the big debate between the 650 and 1000 are the similarities between the two machines. Both are powered by liquid-cooled, 90-degree V-twins with DOHC and 4 valves per cylinder, and have six-speed transmissions, chain final drive and the same 14,500-mile valve inspection interval. Engines are mounted as stressed members in twin-spar aluminum frames, which have aluminum swingarms and bolt-on steel seat subframes, and both use the same wheel and tire sizes.

Following a major redesign for the 1000 for 2014 and some updates for 2018, and a redesign for the 650 for 2017, the rugged styling and bodywork from their “beaks” in front to the luggage racks/passenger grabrails in back is similar now, and the stacked halogen headlights, instrument panels and LED taillights are identical. Both hold 5.3 gallons of fuel, though the 1000 requires 90-octane premium or better and the 650 is happy with 87.

Riders at opposite ends of the size chart will find this an easy choice, since the 650XT is lighter and lower for the vertically challenged, and the 1000XT has more power and legroom for the Paul Bunyans out there. Unless budgetary concerns are paramount, however, those in the middle have more to mull over.

Riders of almost all sizes own and love their V-Strom 650s thanks to its moderate seat height, 467-pound wet weight (without accessories) and lively engine, which made 68.7 horsepower at 9,100 rpm and 44.2 lb-ft of torque at 6,500 on the Jett Tuning dyno at the rear wheel, though the torque curve is so usefully flat that you have to hunt for the peak. It offers plenty of power for solo touring or two-up day rides, enough that even at 6 feet, 3 inches tall and 220 pounds, contributor Clement Salvadori recently bought one.

Although the 650 feels and looks smaller than the 1000, seating and comfort are similar, with wide tubular handlebars, footpegs well located under the rider and wide, compliant seats that are plenty comfortable from fill-up to fill-up.

The 1000 has a bit more legroom but its seat is about an inch higher–I can nearly plant my feet on the ground sitting on the 650 but I’m on the balls of my feet on the 1000. Although the 1000’s fairing is ever-so-slightly larger and its toolless 3-position windscreen does a better job of redirecting the wind than the 650’s (which also adjusts but requires tools), for the most part the two bikes provide a similar amount of wind protection. Passenger seating is pretty good, with the nod actually going to the 650 when saddlebags are installed, since its lower footpegs provide more foot and legroom.

If the V-Strom 1000 didn’t exist, one would find very little to complain about on the 650, but it does and many riders think that bigger is better now. For starters there’s the
additional power; with 91.8 horsepower at 9,100 rpm and 66.2 lb-ft of torque at 3,900–though redline is a touch lower at 9,200 rpm vs. 10,000–the 1000 pulls much harder at high rpm, and there’s roughly a third more torque much lower in the powerband.

Though the bike weighs 44 pounds more, its added engine grunt makes highway cruising and passing (especially uphill) much more relaxed and two-up and fully loaded touring a breeze, and the bike squirts from corner to corner quicker with a lot less shifting. The 1000 also has an assist-and-slipper clutch that eases shifting a little.

In general, however, riding solo on the road we found that the 1000’s draw is less its additional power than it is the bike’s superior suspension and brakes. Rear binders are identical, but in place of the 650’s 2-piston floating calipers up front the 1000 gets radial-mount opposed 4-piston clampers, and a stout, 43mm inverted fully-adjustable cartridge fork on the 1000 replaces the 650’s 43mm standard damper-rod unit.

Rear shocks have convenient remote preload and rebound damping adjustment and the same travel, but the 1000’s beefier shock looks as if it ate the 650’s for breakfast. Both the 650’s quick, light handling and the 1000’s smoother, more neutral feel in corners have their virtues, but we found the 1000 much more stable and planted on bumpy roads and in turns, and its front brakes strong enough for any stopping task where the 650’s are just adequate.

Suzuki Motion Track ABS and Combined Braking is also standard on the 1000, which uses a 5-axis IMU to help the ABS work in corners, and proportions braking force front and rear under certain conditions when the front lever is applied. In the long run, though the 650 can get through tight corners quicker and slices up traffic, we preferred the added stability, more predictable handling and braking and better overall ride of the 1000.

Depending upon your personal pucker factor and where you’re riding off-road, climbing on the 650XT after riding the 1000XT in the dirt will either feel like a huge relief or something of a disappointment. Their stock 90/10 ADV tires are comparable, but the 650 definitely has the advantage of less weight and a lower seat height.

While that doesn’t make much difference on graded dirt roads, in sand, tight turns and on hills it inspires more confidence, particularly at the lower speeds most of us mortals will be carrying off-road on these big bikes. But a skilled ADV rider will definitely prefer the 1000’s more robust brakes and suspension, and probably won’t be bothered by the additional weight.

Jenny’s Gear
Helmet: G-Max GM11
Jacket: Rev’It Tornado 2
Pants: Joe Rocket Alter Ego
Boots: Sidi Deep Rain

Switchable traction control systems work well and identically in the dirt on both bikes, with 2 levels and Off, but should the need arise (like encountering a steep dirt downhill) the only way to turn the ABS off on either is by removing the seat and one of the ABS fuses. It only takes a few seconds, and the warning light will remind you to put the fuse back, but switchable ABS should be a standard feature on an ADV bike. DIY switch instructions are readily available online.

So, if it boiled down to owning one of these two bikes and nothing else, with no mods allowed, we ended up choosing the 1000, particularly if only a small amount or no off-road riding is involved. And even if there were a fair amount of dirt in front of us, we’d probably stick with the 1000 and just try to get better at riding it.

Mark’s Gear
Helmet: Shoei Hornet X2
Jacket: Spidi 4Season H2Out
Pants: Olympia Airglide
Boots: Tourmaster Epic Air

A solo rider can easily make a case for the V-Strom 650’s superior fuel economy, and using the $4,000 saved by purchasing it instead to upgrade its suspension and brakes and buy a few aftermarket bits (like a good skid plate) to ready it for any adventure. But the 1000 is not that much bigger, heavier or taller than the 650, and with its extra power would also handle our two-up touring needs just fine while the 650 struggles with a passenger and full load.

There was a time in these models’ histories when the gap between them was wider and the V-Strom 650 was clearly the better choice. Both of these bikes are hugely competent and fun, but for 2018 the gap has narrowed, and now we think that bigger is better.

2018 Suzuki V-Strom 1000XT / 650XT

Base Price: $13,299 / $9,299
Price as Tested: $15,712 / $11,935 (Top Case, Side Cases, Tankbag, Centerstand, Accessory Bar)
Warranty: 1 yr., unltd. miles
Website: suzukicycles.com

Engine

Type: Liquid-cooled, transverse 90-degree V-twin
Displacement: 1,037cc / 645cc
Bore x Stroke: 100.0 x 66.0mm / 81.0 x 62.6mm
Compression Ratio: 11.3:1 / 11.2:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 14,500 miles
Fuel Delivery: DFI w/ SDTV & 45 / 39mm throttle bodies x 2
Lubrication System: Wet sump, 3.7- / 2.7-qt. cap.
Transmission: 6-speed, hydraulically-actuated wet assist-and-slipper clutch / cable-actuated wet clutch
Final Drive: O-ring chain

Electrical

Ignition: Electronic transistorized
Charging Output: 490 / 390 watts max.
Battery: 12V 12AH / 10AH

Chassis

Frame: Twin-spar aluminum w/ tubular (or box) steel subframe & cast aluminum swingarm
Wheelbase: 61.2 / 61.4 in.
Rake/Trail: 26.5 degrees/4.4 in. / 25.4/4.2
Seat Height: 33.5 / 32.9 in.
Suspension, Front: 43mm USD fork, fully adj. w/ 6.3-in. travel / 43mm stanchions, adj. preload, 5.9-in. travel
Rear: Linked shock, adj. for spring preload (remote) & rebound damping w/ 6.3-in. travel
Brakes, Front: Dual 310mm discs w/ opposed 4-piston radial calipers & ABS / 2-piston pin-slide calipers & ABS
Rear: Single 260mm disc w/ 1-piston pin-slide caliper & ABS
Wheels, Front: Cast, 2.5 x 19 in.
Rear: Cast, 4.0 x 17 in.
Tires, Front: 110/80-R19
Rear: 150/70-R17
Wet Weight: 515 / 467 lbs.
Load Capacity: 450 / 448 lbs.
GVWR: 965 / 915 lbs.

Performance

Fuel Capacity: 5.3 gals., last 1.2 gals. warning light on
MPG: 91 / 87 PON min. (low/avg/high) 40.8/44.2/47.6 / 47.5/50.5/70.6
Estimated Range: 234 / 268 miles
Indicated RPM at 60 MPH: 3,500 / 4,400

Source: RiderMagazine.com

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