Tag Archives: Adventure & Dual-Sport Motorcycles

2020 KTM 390 Adventure | Road Test Review

April 15, 2020 mcnews Leave a comment

The new-for-2020 KTM 390 Adventure is a lot of bike for the money, with off-road ready WP suspension, traction control, cornering ABS and a spunky single-cylinder engine. Photos by Mark Tuttle.

“Who woulda thunk it,” as my dad would say. A KTM adventure bike that costs less and makes more power than a Kawasaki KLR650, has fuel injection, electronic rider aids and weighs nearly 50 fewer pounds to boot? What mythical beast is this? It’s the 2020 KTM 390 Adventure, and it’s no myth. In fact I’ve spent the last few days on one, cruising the urban streets, farm roads and mountain highways near my home (taking a rain check on the hard core off-road stuff in these unusual times — see our “To Ride, or Not to Ride…?” editorial here).

With a base price of just $6,199, the new 390 Adventure is a lot of bike for the money, with an impressive list of standard features that make it a serious threat to value-oriented Japanese competitors like the Honda CB500X and Kawasaki Versys-X 300, as well as BMW’s G 310 GS. Adjustable front and rear WP suspension, a full-color TFT display, lean-angle sensitive traction control and Bosch 2-channel cornering ABS are all standard, with a quickshifter offered as an option.

Read our Tour Test Review of the KTM 790 Adventure here.

Powering the 390 Adventure is the same 373cc, 4-valve, DOHC, liquid-cooled single used in the popular RC 390 and 390 Duke sport bikes, which generated 44 horsepower at 8,800 rpm and 27 lb-ft of torque at 7,000 rpm when we last put it on the Jett Tuning dyno — that’s nearly as much as the Honda CB500X’s larger parallel twin. It’s fitted with a gear-driven counterbalancer to tame the worst of the vibes, although we noticed a fair amount in the grips and the cleated footpegs (rubber inserts are included but were removed from our test bike). Passing at freeway speeds, especially on hills, requires either a little patience or a downshift, but the 390 cruises at the SoCal traffic standard of 75 mph without complaint. The feisty single is mated to a 6-speed gearbox fitted with a slipper clutch and, in the case of our test bike, KTM’s excellent up/down Quickshifter+.

Up front is a 43mm WP Apex USD fork with 6.7 inches of travel and adjustable compression and rebound damping; in the back is a WP Apex shock with 7 inches of travel and adjustable spring preload and rebound damping. Brakes are BYBRE, Brembo’s Indian subsidiary, with a 4-piston radial caliper gripping a single 320mm disc up front and a single-piston floating caliper/230mm disc combo in the rear.

Jenny’s Gear
Helmet: Arai XD4
Jacket: Klim Artemis
Pants: Klim Altitude
Boots: Sidi Adventure Gore-Tex

Bosch 9.1MP cornering ABS has two settings: on and off-road, which disables it in back (it cannot be completely disabled). Lean-angle sensitive MTC (traction control), on the other hand, is either on or off (there are no special modes) and can be changed on the fly, although you’ll have to hold a button on the left switchgear and release the throttle for several seconds to do so. Off-road enthusiasts take note: the MTC will revert to the on position when you shut the bike off using the ignition key, but as far as we can tell it stays off if you only use the kill switch. Like its larger siblings, the 390 Adventure includes a 12V power socket as standard, located front and center underneath the TFT display, so mounting a phone for use as a GPS or just keeping it charged in a strap-on tank bag atop the plastic fuel tank is easy.

With its 19-inch front/17-inch rear cast wheels, 70/30 Continental TKC 70 tires, plastic skid plate (augmented with metal in front of and below the exhaust pipe), and modest suspension travel and ground clearance (we measured seven inches), straight off the showroom floor the 390 Adventure is best suited to gravel and fire roads. While the WP suspension is stiff enough to perform well on smooth, sporty rides and soaks up gnarly pavement and rough dirt roads, I would want to keep extended rocky encounters to a minimum. On the plus side, bikes for the U.S. market come standard with tipover bars that protect the sides of the engine and radiator. Spoon on some knobbier tires, bolt on KTM’s accessory aluminum skid plate and you’re ready for some hard-core adventure.

For a bike of such modest size, power and entry-level pretensions, we were somewhat surprised by the height of the 390 Adventure’s seat. On paper it’s not so bad, listed at 33.6 inches, but the seat is hard and fairly flat, with sharp edges that make it difficult to get your feet on the ground. It narrows a bit toward the front, but at that point it also slopes up and gets even taller. Even with my 34-inch inseam, if I’m wearing stiff ADV-style boots I’m on my tiptoes at a stop, and forget about backing up even the slightest of inclines while seated on the bike. Fortunately the 390 is a featherweight, tipping the scales at just 387 pounds fully fueled, adding confidence to one-footed stops and making it easy to push around. And there’s another upshot: the long reach from seat to footpegs leads to a relaxed bend in the knees and makes standing up for off-road riding a cinch.

Elemental protection from the short, non-adjustable windscreen isn’t bad, although I definitely experienced some windblast, especially at freeway speeds, on my upper chest, shoulders and helmet. Ergonomics are smaller-frame-friendly (well, apart from that tall seat), with a short reach across the 3.8-gallon tank to the handlebar and its backlit switchgear. At 5 feet, 9 inches, I found the handlebar to be too low for stand-up riding, requiring a pronounced forward lean; a bar riser would be on my must-have list.

Romping through a set of corners is a joy, with the 390 exhibiting a taut, stable character that might surprise those who expect less from a small, “entry level” motorcycle. Brakes are above average for a bike in this price range, with solid bite and good feedback in front, though the back feels a bit wooden initially. Combined with a stiff chassis and firm but compliant suspension, this is a truly fun to ride machine, and those riders who pick up a 390 Adventure with no aspirations of ever touching dirt, perhaps drawn primarily to the upright, commanding “ADV” riding position, can look forward to miles of curvy smiles. The bike responds best to a firm hand, especially off idle; too gentle with the throttle and the fueling cuts out, threatening a stall — possibly the price paid for Euro 5 certification on such a high-strung motor. Once underway it still prefers to be wrung out a bit, and doesn’t respond with much below about 4,000 rpm; keep it north of that and you’ll have a ball. It’s also worth noting that even with a heavy throttle hand, fuel economy averaged 53 mpg, for an estimated range of 202 miles.

KTM already has a laundry list of accessories for its 390 Adventure, including a slip-on Akrapovič silencer that shaves off another 2.2 pounds, Ergo rider and passenger seats, hard and soft side bags and more. A centerstand, unfortunately, is not on the list. Other than that, though, it wouldn’t take much to turn the 390 Adventure into a capable on- or off-road adventurer, and even in stock form it’s a fantastic commuter that’s ready for just about anything.

2020 KTM 390 Adventure Specs

Base Price: $6,199
Price as Tested: $6,559 (Quickshifter+)
Warranty: 2 yrs., 24,000 Miles
Website: ktm.com

Engine

Type: Liquid-cooled single
Displacement: 373cc
Bore x Stroke: 89.0 x 60.0mm
Compression Ratio: 12.6:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 9,300 miles
Fuel Delivery: Bosch EFI w/ 46mm throttle body
Lubrication System: Wet sump, 1.8-qt. cap.
Transmission: 6-speed, cable-actuated wet slipper clutch
Final Drive: X-ring chain

Electrical

Ignition: Bosch EMS
Charging Output: 230 watts max.
Battery: 12V 11.2Ah

Chassis

Frame: Steel trellis, cast aluminum swingarm
Wheelbase: 56.3 in.
Rake/Trail: 26.5 degrees/3.9 in.
Seat Height: 33.6 in.
Suspension, Front: 43mm USD fork, adj. for compression & rebound damping, 6.7-in. travel
Rear: Single shock, adj. for spring preload & rebound damping, 7.0-in. travel
Brakes, Front: Single 320mm disc w/ 4-piston radial-mount caliper & ABS
Rear: Single 230mm disc w/ 1-piston floating caliper & ABS
Wheels, Front: Cast, 2.50 x 19 in.
Rear: Cast, 3.50 x 17 in.
Tires, Front: 100/90-19
Rear: 130/80-17
Wet Weight: 387 lbs. (as tested)
Load Capacity: 440 lbs. (as tested)
GVWR: 827 lbs.

Performance

Fuel Capacity: 3.8 gals., last 0.4-gal. warning light on
MPG: 91 AKI min. 53 mpg avg.
Estimated Range: 202 miles
Indicated RPM at 60 MPH: 5,200

Source: RiderMagazine.com

Motorcycle News, News

2019 KTM 790 Adventure | Tour Test Review

March 4, 2020 mcnews Leave a comment

The desert can be an unforgiving place, with miles of lonely highways and even more unpaved roads and trails. The KTM 790 Adventure is an ideal choice for venturing into the great wide open, with a 280-plus-mile range, off-road bona fides and creature comforts for the long haul. Photos by the author.

KTM has garnered a reputation (deservedly) for building high-performance, hard-edged machines that cater to what we might call the “one percent” of adventure riders. Let’s just say, you don’t hear jokes about KTMs and Starbucks parking lots. Its highly anticipated, new-for-2019 790 Adventure exemplifies that philosophy (read our comprehensive on- and off-road review here): an eminently capable lightweight ADV tourer that was designed for excursions into some pretty gnarly territory, especially in the off-road oriented R variation.

But what if you aren’t necessarily a “one percenter?” You like the idea of an adventure bike that isn’t gargantuan (a seat height of less than 35 inches would be great, thanks), but is comfortable, with adequate power for touring and high-speed passing and ample luggage capacity. Yet it can still tackle whatever “shortcut” your GPS throws at you — or worse — without breaking a sweat.

That pretty much describes me, so when our KTM 790 Adventure test bike showed up I snagged the keys and have clung to them stubbornly ever since, logging more than 3,000 miles commuting, canyon carving and road tripping, including a weekend ride up the coast for Babes Ride Out and this weeklong road trip to New Mexico to visit my mom and stepdad. They live on 80 acres of desert about 10 miles southeast of Deming, and getting there involves considerable highway slabbing along with a home stretch of a few miles of sandy dirt road, plus a quarter-mile of washed-out dirt driveway. In between are numerous opportunities to scrub the edges of the tires on pavement as well as non-paved detours to mines and other points of interest. Adventure bike territory.

Escaping Southern California took the better part of a day, heavy Orange County traffic giving way to sweeping low mountain vistas and finally, in Borrego Springs, at the bottom of a long, winding descent, the low, sprawling Colorado Desert, part of the 100,000-square-mile Sonoran Desert that covers much of southwestern Arizona and spreads southward into Baja California Sur and Sonora, Mexico. It is home to several unique species, including the iconic symbol of the American Southwest, the saguaro (“sah-WAH-roh”) cactus.

Ajo Arizona street art — The tiny town of Ajo, Arizona, sports some seriously cool street art.

I’d timed my trip well; a week later, heavy rain poured for days, part of the massive winter storm that would wreak havoc on Thanksgiving holiday travel for much of the U.S. But on this ride, the skies were sunny and dry, and with lightly insulated gloves I only needed my heated liners in the early morning (our test bike was not equipped with the optional heated grips). The 790 has a comprehensive electronics package that includes three ride modes, Street, Rain and Offroad, that alter throttle response and IMU-based MTC (traction control), plus separately switchable Bosch 9.1 MP cornering ABS.

With its firm, flat, adjustable two-piece seat in the lower (32.7-inch) position, the 790 Adventure put me, at 5 feet, 9 inches, into a comfortably compact riding position while nearly allowing me to get both feet flat on the ground. Footpegs, which have rubber inserts to muffle any vibration, are high enough to allow ample off-road ground clearance and the handlebar, which is adjustable in six positions over a 1.2-inch range, is not as wide as some other larger ADV bikes. I put the windscreen into the higher of its two positions and found it deflected air around my helmet with very little buffeting.

La Misión San José de Tumacácori was built by Spanish missionaries in the late 1700s to early 1800s south of what is now Tucson.

Therefore I was comfortable and smiling the next day as I rolled into the town of Ajo (“AH-ho”), Arizona, some 38 miles from the U.S./Mexico border. This old mining town is experiencing a revival of sorts, with its gleaming whitewashed Spanish-style buildings lining the central plaza, a beautiful old school that’s been renovated into apartments for artists-in-residence and a hotel and conference center, as well as new coffee shops, cafés and artisans’ markets. It’s the kind of place that gives you hope for the future, with residents representing what they call the Three Nations: Caucasian American, Mexican-American and native Tohono O’odham.

Friendly locals at the Ajo Farmers Market & Café served me a stellar cup of coffee and a delicious breakfast bowl made from locally sourced ingredients.

Part of the appeal of an adventure tourer is the ability to explore at will, so when a local told me about a gravel road that looped around the old pit mine I was keen to check it out. The 790 Adventure’s 21-inch spoked front wheel, shod with tubeless Avon Trailrider 90/10 tires, rolled easily over the low rocky shelves and washouts, its 7.9 inches of suspension travel front and rear (non-adjustable except for rear preload) taking everything in stride, if a bit stiffly at the lower speeds at which I was traveling. It’s not just on dirt and gravel that a bike like the 790 Adventure shines, however. Keen to avoid the traffic in Tucson, later that day I found myself on narrow, bumpy, twisty Arivaca Sasabe Road, connecting State Route 286 with Interstate 19 through a lonely landscape where the only other vehicles I saw were U.S. Customs & Border Patrol units.

Another highlight was Apache Trail, a.k.a. Arizona State Route 88, a perfect ribbon of sinuous asphalt rippling into the Superstition Mountains east of Phoenix. I’d intended to go all the way to Roosevelt, with the asphalt giving way to dirt less than halfway up, but the road was inexplicably closed at Tortilla Flat. Too bad. I just had to turn around and retrace my corner-carving steps — carefully, as this was clearly a popular road for local riders as well as sports car-driving racer wannabes and pickups trundling along with boats in tow, headed to and from Canyon Lake.

KTM 790 Adventure Apache Trail (Arizona State Route 88) — The paved section of Apache Trail (Arizona State Route 88) heading northeast out of Phoenix is a street motorcyclist’s playground, a perfect ribbon of tarmac snaking through the Sonoran Desert.

Not all roads on this trip were so fun, however, with several hours-long 75-to-80-mph slogs on Interstates 8 and 10. The 790 Adventure’s 799cc liquid-cooled LC8c parallel twin has dual counterbalancers for smoothness, with a 75-degree crankpin offset and 435-degree firing order for V-twin-like character, and with 88.4 peak horsepower and 59.4 lb-ft of torque on tap (per the Jett Tuning dyno), it’s got enough spunk to hang at those speeds with room to spare, though sometimes at the expense of fuel economy. In a stiff headwind and at freeway speeds my mileage dipped as low as 34 mpg, but favorable conditions brought a high of 63 on this trip, averaging somewhere in the 50s, which meant my 5.3-gallon tank was good for close to 300 miles between fill-ups. The one caveat is that the 790 requires premium, which can be tough to find in the loneliest desert areas.

After following signs for the “Hi Jolly Monument” in Quartzsite, Arizona, I found this memorial to a Syrian-Greek man brought to the U.S. to tend a herd of experimental government camels, a project of Jefferson Davis (future President of the Confederate States). A story worth looking up.

Apart from that minor detail, though, the KTM 790 Adventure is the rare lightweight adventure tourer that, depending on whether you choose the R version and how you equip it, works for the “100 percent”: it’s supremely capable off-road yet a pleasure to ride on long highways, and it’s downright fun in the twisties. Perfecting it for me would mean adding the optional centerstand, heated grips and cruise control, and maybe even some hard luggage, but even without all that I enjoyed all 1,787 (give or take) miles of my trip—and will continue to enjoy more until it’s time to give it back. With the 790 Adventure, the only question becomes: where do you want to go?

KTM 790 Adventure Deming New Mexico mural Jesse Kriegel — I discovered a lot of amazing street art on this trip, including this incredible 40-by-12-foot mural in Deming, New Mexico, depicting traditional native Mimbres pottery and motifs, by local high school art teacher Jesse Kriegel.

2019 KTM 790 Adventure Specs

Base Price: $12,699
Price as Tested: $13,059 (Quickshifter+)
Warranty: 2 yrs., 24,000 miles
Website: ktm.com

Engine

Type: Liquid-cooled, transverse parallel twin
Displacement: 799cc
Bore x Stroke: 88.0 x 65.7mm
Compression Ratio: 12.7:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 18,600 miles
Fuel Delivery: EFI w/ 42mm throttle bodies x 2
Lubrication System: Semi-dry sump, 3.1-qt. cap.
Transmission: 6-speed, cable-actuated assist-and-slipper clutch
Final Drive: X-ring chain

Electrical

Ignition: Electronic w/ digital adjustment
Charging Output: 400 watts max.
Battery: 12V 10AH

Chassis

Frame: Chromium-molybdenum tubular steel w/ engine as stressed member, cast aluminum subframe & swingarm
Wheelbase: 59.4 in.
Rake/Trail: 25.9 degrees/4.2 in.
Seat Height: 32.7/33.5 in.
Suspension, Front: 43mm USD fork, non-adj., 7.9-in. travel
Rear: Single PDS shock, adj. for spring preload, 7.9-in. travel
Brakes, Front: Dual 320mm floating discs w/ radial opposed 4-piston calipers & ABS
Rear: Single 260mm disc w/ 2-piston floating pin-slide caliper & ABS
Wheels, Front: Spoked tubeless, 2.50 x 21 in.
Rear: Spoked tubeless, 4.50 x 18 in.
Tires, Front: 90/90-21
Rear: 150/70-18
Wet Weight: 469 lbs. (as tested)
Load Capacity: 523 lbs. (as tested)
GVWR: 992 lbs.

Performance

Fuel Capacity: 5.3 gals., last 0.75 gal. warning light on
MPG: 91 AKI min. (low/avg/high) 34.0/54.2/62.6
Estimated Range: 286 miles
Indicated RPM at 60 MPH: 4,100

Source: RiderMagazine.com

Motorcycle News, News

2020 Triumph Tiger 900 GT Pro and Rally Pro | First Ride Review

February 18, 2020 mcnews Leave a comment

2020 Triumph Tiger 900 GT Pro — The 2020 Triumph Tiger 900 is not just an updated model, it’s an entirely new machine. The engine, suspension, chassis, brakes and electronics are all new, with a re-style to boot. Photos by Kingdom Creative.

There was a lot to like about Triumph’s Tiger 800 when it was first released in 2011 in two variations, a standard street-oriented model and an off-road XC variant. As a road-going middleweight ADV tourer the Tiger 800 was formidable and competent, but its rev-happy 799cc triple and tall gearing, especially in first, hobbled its off-road capability, despite numerous changes and adjustments made over the next eight model years. The nomenclature of the ever-expanding lineup got confusing as well — what’s the difference between the XRx and XRT again?

Read our Road Test Review of the 2011 Triumph Tiger 800 here.

Read our Road Test Review of the 2018 Triumph Tiger 800 XCA here.

Thankfully, in addition to a complete overhaul (including a bump in displacement to 888cc — hence the new 900 designation), Triumph has simplified the model names of its five-member 2020 Tiger 900 family. There’s the street-oriented, cast-wheeled base model, plus GT and GT Pro variations of it, and the dirt-oriented, tubeless spoke-wheeled Rally and Rally Pro. After spending two and a half days riding the GT Pro and Rally Pro at the press launch in Morocco, it’s clear that these littermates are actually two very different animals, indicative of each one’s improvement in specializing in its unique mission.

2020 Triumph Tiger 900 Rally Pro — The 2020 Tiger 900 lineup, but especially the off-road-oriented Rally and Rally Pro, are set to make quite a splash (get it?) in the middleweight ADV touring market.

All five models share the core changes for 2020, encompassing the engine, chassis, suspension, brakes and electronics. First up is the DOHC, 4-valve-per-cylinder, Euro 5-spec in-line triple, bored out from 74 to 78.0 x 61.9mm and featuring a new “T-plane” triple crankshaft (a first in the motorcycling world, near as we can tell) and a new firing order that bestows the triple with V-twin-like character down low while maintaining its top-end power.

Starting and revving the two engines (in a 2019 Tiger 800 and 2020 Tiger 900 GT Pro) back-to-back, the difference in sound is undeniable, and from the saddle the new 900 has low-end grunt it previously lacked; Triumph claims a 10% increase in peak torque and up to 12% more midrange horsepower.

Tiger 800 vs 900 engine — The new triple has a larger displacement than before, but is physically smaller thanks in large part to a redesigned oil sump that increases ground clearance. Previous-gen Tiger 800 engine shown at left, new Tiger 900 engine at right.

Triumph T-plane crank — The new T-plane crank has a unique firing order (1,3,2 at 180/270/270 degrees) that creates a V-twin-like rumble. While it primarily bestows the Tiger 900 with an awesome soundtrack, it’s also said to provide a small bump in low-end power and thanks to a new balance shaft it’s just as smooth as the previous 800.

Other engine changes include new Nikasil-plated Siamese aluminum cylinder liners, new camshafts, a new balancer shaft for the new firing order, new pistons and con rods, reduced oil volume and lightweight magnesium engine covers. Overall Triumph says the powertrain is 5.5 pounds lighter than before, and thanks to a new split radiator that reduces heat blown onto the rider’s leg (a common complaint with previous-gen Tiger 800s) and improvements to the sump design, the engine sits 1.7 inches lower in the frame and is tilted 6.8 degrees farther forward than before, for a lower center of gravity and increased ground clearance.

Contributing to the new Tiger’s overall weight loss is a new, lighter tubular steel chassis that includes a bolt-on aluminum subframe and pillion footpeg brackets. Triumph’s claimed dry weight figure for the 2020 Tiger Rally Pro is 443 pounds…add about 32 pounds for a full 5.3-gallon gas tank plus other fluids and the new model is considerably lighter than the 505-pound Tiger 800 XCA we tested in 2018.

Apart from the engine, the other major updates are to the suspension and brakes across all five Tiger 900 models. The street-oriented variants (base model, GT and GT Pro) get a 45mm USD Marzocchi cartridge fork with 7.1 inches of travel, non-adjustable on the base model and adjustable for compression and rebound damping on the GT and GT Pro, and a rear 7-inch-travel Marzocchi shock with manual preload adjustment on the base model, full manual adjustment on the GT and electronic preload and rebound damping adjustment on the GT Pro. Four preload settings are available for the GT Pro’s electronic rear shock — rider, rider + luggage, rider + pillion and rider + pillion + luggage — and damping adjusts based on the selected riding mode. More on those below.

The Rally and Rally Pro models get a fully adjustable 45mm USD Showa fork with 9.4 inches of travel and a Showa rear shock adjustable for preload and rebound damping, with 9.1 inches of travel. Swapping back and forth between the GT Pro and Rally Pro during our on-road photo stop, where we rode the same set of corners multiple times, was like riding two completely different motorcycles. The GT Pro, with its 19-inch front wheel and shorter suspension, is lower and sportier, while the Rally Pro, rolling on a 21-inch front wheel, feels like the taller adventure bike that it is — not difficult to handle, but softer and more plush when pushed hard in the turns.

Notably, all five models, including the base model, get top-of-the-line Brembo Stylema front calipers, normally only found on flagship-level superbikes, with larger 320mm front discs and a new radial front master cylinder. The base model includes ABS, while the other four have cornering ABS with three settings: Road, Off-Road and Off.

The cornering ABS, as well as the rest of the Tiger 900’s electronics, is based around a Continental 5-axis IMU that offers up to six riding modes, each with full power and various throttle response maps and ABS and traction control settings. The base model Tiger 900 gets Rain and Road modes only; the GT and Rally add on Sport and Off-Road. The GT Pro also adds a rider-configurable mode, and the Rally Pro adds Off-Road Pro, which shuts off ABS and traction control entirely and uses a dedicated off-road throttle map. By contrast, the regular Off-Road mode available on the GT, GT Pro and Rally maintains light ABS intervention on the front wheel and controls rear wheel spin, fine for basic dirt or gravel roads but a liability in sand or when climbing steep, loose hills.

“Unobtanium” Brembo Stylema brakes are standard on all Tiger 900 models, including the base model–definitely a category-leading specification.

We rode the Rally Pro on our full day of off-road testing in Morocco, and after briefly experimenting with Off-Road mode, I spent the rest of the day in Off-Road Pro, enjoying the more direct connection I felt with the bike. The new Showa suspension was a revelation: plush and responsive, and it seemed to get better the faster we pushed. Even for this novice-to-low-intermediate ADV rider, the new Tiger 900 Rally Pro was confidence inspiring and remarkably easy to handle on the rough, loose, often-sandy Moroccan trails.

Throttle response was linear and not at all snatchy, and I even felt comfortable enough to purposely break the rear end loose at times in a power slide — something I’ve never wanted to attempt on a big adventure bike in the past. Triumph had spooned a set of chunky Pirelli Scorpion Rally tires onto the tubeless spoked rims, which certainly contributed to my confidence; street-oriented Pirelli Scorpion Trail IIs are equipped as standard.

I also found the Rally Pro to be surprisingly comfy for stand-up riding. I’m 5 feet, 9 inches, and its low, forward footpegs (they’re a tad farther back on the base model, GT and GT Pro), new narrower waist and handlebar that’s now nearly half an inch closer to the rider balanced me in a natural standing position that kept my arms relaxed and torso upright. Dropping the seat into the lower of its two positions (33.5/34.2 inches) and dialing some sag into the suspension also let me get the toes of both feet on the ground, or one whole foot with a minor weight shift.

Getting to the off-road riding required 200 miles of on-road adventure though, and in Morocco the emphasis is on “adventure.” Triumph figures most buyers will aim to take these bikes onto the less-beaten path, and the street-oriented GT Pro we rode was up to the challenge. With its seat in the higher of two positions (31.9/32.7 inches — a low ride height variant of the GT is available with a 29.9/30.7-inch seat) and the windscreen, easily adjustable with one hand, in the highest of its five settings, I sat in a buffet-less pocket of air, feeling just a bit of flow on my shoulders and arms.

Jenny’s Gear
Helmet: Arai XD4
Jacket: Klim Artemis
Pants: Klim Altitude
Boots: Sidi Adventure Gore-Tex

The Marzocchi suspension soaked up the many pavement irregularities, including one stretch of packed gravel topped with a light coating of mud, yet was confidently sporty when we hit the twisty foothills of the lower Atlas Mountains. Thanks to its new balance shaft, the T-plane crank 900 proved to be just as smooth as I remember the old 800 to be, with no buzziness in the pegs, grips or seat, and only a pleasant growl at idle.

Apart from the minimally-equipped base model, all Tiger 900 models include a wealth of touring creature comforts: a 7-inch full-color TFT display (with Bluetooth connectivity on the GT Pro/Rally Pro), heated grips, cruise control, hand guards and a 12V charging plug. The GT Pro and Rally Pro add a quickshifter, LED fog lights, a centerstand, a tire pressure monitoring system and heated rider and pillion seats. The Rally Pro also includes engine protection bars and an aluminum skid plate. Pricing starts at $12,500 for the base model Tiger 900, with the GT Pro coming in at $15,000 and the top-line Rally Pro at $16,700.

Tiger 900 TFT screen — The Tiger 900 GT, GT Pro, Rally and Rally Pro get a new 7-inch TFT with four different display styles and Bluetooth connectivity to your phone, GPS and GoPro. It also uses the My Triumph app on your phone to offer turn-by-turn navigation using the innovative new What3Words app.

So just like back in 2011, there’s a lot to like about the new litter of Tiger 900s — more than ever, if you ask us. They’re more capable and mission-specific, and ready to throw down the gauntlet in the popular middleweight ADV ring. As soon as we get our hands on a tester here in the U.S. you can look forward to a more in-depth exploration of these new Tigers’ capabilities.

2020 Triumph Tiger 900 GT Pro (left) and Rally Pro (right).

2020 Triumph Tiger 900 Specs

Base Price: $12,500
Price as Tested: $15,000 (GT Pro)/$16,700 (Rally Pro)
Website: triumphmotorcycles.com
Engine Type: Liquid-cooled, transverse in-line triple, DOHC w/ 4 valves per cyl.
Displacement: 888cc
Bore x Stroke: 78.0 x 61.9mm
Transmission: 6-speed, hydraulically-actuated wet assist-and-slipper clutch
Final Drive: O-ring chain
Wheelbase: 61.3 in. (GT Pro)/61.1 in. (Rally Pro)
Rake/Trail: 24.6 degrees/5.25 in. (GT Pro)/24.4 degrees/5.74 in. (Rally Pro)
Seat Height: 31.9/32.7 in. (GT Pro)/33.5/34.2 in. (Rally Pro)
Claimed Dry Weight: 437 lbs. (GT Pro)/443 lbs. (Rally Pro)
Fuel Capacity: 5.3 gals.
MPG: NA

Source: RiderMagazine.com

Motorcycle News, News

2019 Kawasaki Versys 1000 SE LT+ | Road Test Review

February 10, 2020 mcnews Leave a comment

2019 Kawasaki Versys 1000 SE LT+ — New cornering lights flare out the fairing lowers a bit and light the way through bends at night. Photo by Kevin Wing.

Considering how popular the Versys 650 has become, almost from the moment it was introduced in the U.S. for 2008, we found it decidedly strange that Kawasaki only blessed Europe and Asia with the larger Versys 1000 when it appeared for 2012. OK, the styling was funky, but it had great bones, and when Team Green finally redesigned and brought it stateside for 2015 as the Versys 1000 LT, we liked it so much we gave it our Motorcycle of the Year award…and wore the tires off our long-term test bike. Here was a motorcycle that combined all of the good traits of adventure bikes — comfortable, upright seating; compliant, longer-travel suspension; good wind protection and moderate weight — with performance and handling near that of a liter-class sport-touring machine. In short, a sport-adventure “VERsatile SYStem” for riders with little or no off-road aspirations.

By retuning the liquid-cooled, 1,043cc DOHC in-line four from the Ninja 1000 to create a table-flat torque curve for better touring manners — without sacrificing much of the Ninja’s screaming top-end hit that is catnip to sport-oriented riders — the Versys 1000 LT package could handle rough back roads or smooth highways, long two-up tours or commuting, a sedate group ride or a tire-shredding rip up a canyon road. As a more comfortable alternative to the Ninja 1000, including plusher passenger accommodations, Kawasaki further sweetened the Versys 1000 LT deal with standard saddlebags, an adjustable windscreen, a centerstand, hand guards and a luggage rack. The only complaint we had is a common one among adventure-styled bikes — a tall 33-inch seat height — but a ¾-inch lower accessory seat is available, and the stocker is so thickly padded it’s easily reworked.

The clincher was the Versys 1000 LT’s price of just $12,799 in 2015, well below the competition despite its similar features and standard saddlebags.

Fast forward to 2018, and the (love it or hate it, it’s here to stay) era of electronic rider aids was bypassing the basic-but-just-$12,999 big Versys, which only offered ABS, traction control and two power modes (Full and Low) for the button addicts. So for 2019 Kawasaki took the bold step of raising the new Versys 1000 SE LT+ price to $17,999, and filled the $5,000 gap with semi-active electronically controlled suspension, throttle-by-wire, cruise control, a quickshifter, heated grips, inertial measurement unit (IMU)-based 6-axis input for the now multi-level traction control and cornering ABS, four integrated ride modes that link to the suspension, TC and power levels, and LED head, tail and cornering lights. The command/control window into all of it is a bright, new multi-function TFT display with Sport, Touring and night modes as well as Bluetooth smartphone connectivity via Kawasaki’s Rideology app. The TFT display shares dash space with a big analog speedometer and a 12V, 45-watt accessory socket.

Drilling down into the technical minutiae of each electronic feature is best left to the thick owner’s manual, but a few are worth detailing here, such as the Cornering Management function that uses both ABS and TC — with input from the IMU — to “assist” a rider experiencing sudden acute pucker factor to hold an intended line through a corner. I did not try this, and don’t ask me to. And the ride modes are a well thought-out platter of Sport, Road, Rain and customizable Rider choices that select either Full or Low power delivery (both of which are smooth and linear, with no annoying throttle abruptness), three levels of TC or TC off, and Hard, Normal or Soft suspension damping (rear spring preload is set separately). For example, Sport selects Full power, minimal TC and Hard suspension. In the Rider mode (our favorite, of course), you can set your own combinations, and fine-tune each of the suspension’s three damping settings. Finally, a comprehensive menu display gives you adjustment and on/off control over things like the quickshifter, cornering lights, shift light, etc.

Since all of this stuff is hung on essentially the same basic powertrain, chassis and running gear from 2015-2018, you can fire up the Versys 1000 SE LT+ and without even looking at the instrument panel enjoy its broad, smooth powerband, roomy comfortable ergonomics, good wind protection and exceptional braking. The fairing is a bit broader and more protective now due to the cornering lights, its 17-inch wheels front and rear with sport-touring rubber give the bike good grip and sweet, stable handling, and it has plenty of cornering clearance. Our 2019 test bike made similar power output numbers to our 2015 model (see the dyno chart), which makes sense, since the counterbalanced engine is unchanged. And Kawasaki Electronically Controlled Suspension (KECS) is a sweet addition, mainly because it adjusts damping in the new high-end cartridge fork and BFRC (Balance Free Rear Cushion) lite rear shock in real time depending upon conditions, and lets you quickly change the overall stiffness of the suspension for a softer or firmer ride.

Mark’s Gear
Helmet: Arai Signet-X
Jacket: Olympia Richmond
Pants: Olympia X Moto 2
Boots: Dainese Long Range

I was less impressed with the new cruise control, which didn’t hold the bike’s speed well, and wasn’t immediately responsive to attempts to raise or lower the set speed. The quickshifter is also a disappointment — though it works adequately it lacks the crispness of other up/down quickshifters and had a vague, mushy feeling at the shift lever. New owners may also be frustrated by the learning curve required to display information and make vehicle menu selections, which is not at all intuitive. Changing ride modes on the fly in particular needs a rethink, since you must close the throttle for far too long to do so.

OK, though some of its new features are still a work in progress, there’s a lot to like about the Versys 1000 SE LT+. The seats are plush, the new heated grips work great and the mirrors, windscreen, adjustable brake and clutch levers and LED cornering lights are all very functional. Can’t say enough about the locking saddlebags either, each of which holds 29 liters or a full-face helmet and can be removed and installed in a snap (and you can add a 47-liter accessory top case). Load capacity and alternator output are quite good, and the bike pops right onto its centerstand with little effort, a remarkable achievement for any nearly 600-pound motorcycle. Ride it on Low power with a tame wrist and you should easily top 45 mpg and 250 miles from the 5.5-gallon tank, though it does require premium fuel.

As an adventure-styled motorcycle with a 17-inch front wheel and no real off-road ambitions, the Versys 1000 SE LT+ is unique among liter-class Japanese ADV bikes, which generally have a 19- or 21-inch front, more ground clearance, undercarriage protection, etc. That Kawasaki chose to fit the new Versys with a raft of contemporary electronic features before the latest Concours 14 sport tourer demonstrates how hot adventure bikes have become — if not actual ADV riding — and makes it even more road ready. For 2020 the Versys will be offered in eye-popping Emerald Blazed Green/Pearl Storm Gray rather than the Metallic Flat Spark Black/Pearl Flat Stardust White of our 2019 test bike, and we can’t wait to see it…especially if it’s from the saddle.

2019 Kawasaki Versys 1000 SE LT+ Specs
Base Price: $17,999 (2020 model)
Warranty: 2 yrs., unltd. miles
Website: kawasaki.com

Engine
Type: Liquid-cooled, transverse in-line four
Displacement: 1,043cc
Bore x Stroke: 77.0 x 56.0mm
Compression Ratio: 10.3:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 15,200 miles
Fuel Delivery: DFI w/ Keihin 38mm ETV throttle bodies x 4
Lubrication System: Wet sump, 4.2-qt. cap.
Transmission: 6-speed, hydraulically actuated wet assist-and-slipper clutch
Final Drive: O-ring chain

Electrical
Ignition: TCBI w/ digital advance
Charging Output: 407 watts max.
Battery: 12V 8.2AH

Chassis
Frame: Twin-spar aluminum w/ engine as stressed member, tubular-steel subframe & cast aluminum swingarm
Wheelbase: 59.8 in.
Rake/Trail: 27 degrees/4.2 in.
Seat Height: 33.1 in.
Suspension, Front: 43mm USD fork, KECS fully adj., 5.9-in. travel
Rear: Single back-link shock, KECS fully adj., 5.9-in. travel
Brakes, Front: Dual 310mm petal discs w/ opposed 4-piston calipers & ABS
Rear: Single 250mm petal disc w/ 1-piston caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 5.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 180/55-ZR17
Wet Weight: 584 lbs.
Load Capacity: 470 lbs.
GVWR: 1,054 lbs.

Performance
Fuel Capacity: 5.5 gals., last 1.0 gal. warning light on
MPG: 90 AKI min. (low/avg/high) 33.8/39.1/41.7
Estimated Range: 215 miles
Indicated RPM at 60 MPH: 3,600

Source: RiderMagazine.com

Motorcycle News, News

2020 Suzuki V-Strom 1050XT | First Ride Review

February 8, 2020 mcnews Leave a comment

The 2020 Suzuki V-Strom 1050XT offers more power, more sophisticated electronics, more touring features and cool retro styling. (Photography courtesy Suzuki)

The Suzuki V-Strom 1000 is an old lion of the adventure-touring
world. When it debuted for 2002, there weren’t many liter-class adventure bikes
to choose from, and the few you could buy were European. There was the standard-bearer
BMW R 1150 GS plus a handful of others like the Aprilia ETV1000 CapoNord, Cagiva
Gran Canyon, Moto Guzzi Quota and Triumph Tiger 955i. Back then adventure
touring was still a niche segment, and most of these models faded away after a
few years.

When it launched the DL1000 V-Strom, Suzuki became the first
Japanese manufacturer to offer a big adventure bike in the U.S., and its domestic
competitors stayed on the sidelines until Yamaha introduced the Super Ténéré
for 2012. The V-Strom had a 996cc liquid-cooled, 90-degree V-twin derived from
the TL1000S/R sportbikes and a twin-spar aluminum frame, and it delivered
impressive horsepower, torque and handling. Although it had a 19-inch front
wheel and tallish suspension, the DL1000 was best suited to the paved roads where
most adventure bike owners spend most of their time.

The DL1000 underwent few changes until 2014, when it got a
larger, more powerful engine, Suzuki’s first-ever traction control system and
updates to its chassis, styling and ergonomics. Four years later, Suzuki gave
the V-Strom 1000 another refresh, bringing its appearance in line with the
V-Strom 650 and adding IMU-based cornering ABS, which Suzuki calls the Motion
Track Anti-lock and Combined Brake System. Here we are just two years later
with yet another update, and the big V-Strom looks and performs better than
ever.

Although engine displacement remains the same at 1,037cc, for
2020 Suzuki decided to change the name to V-Strom 1050 and offer three versions—a
standard model, the V-Strom 1050XT and the V-Strom 1050XT Adventure. All have a
revised engine that’s Euro 5 compliant and produces more horsepower and torque
at higher revs thanks to larger throttle bodies, new fuel mapping and cam
timing, higher-compression pistons and a revised exhaust. Claimed output has
increased from 99 horsepower at 8,000 rpm to 106 at 8,500 rpm, whereas peak
torque is down a bit, from 75 lb-ft at 4,000 rpm to 74 lb-ft at 6,000 rpm, though
there’s more grunt at high rpm. New throttle-by-wire has enabled the Suzuki
Drive Mode Selector, which offers three throttle response modes (A, B and C). Other
changes include an updated traction control system with three levels of
intervention, new instrumentation and LED lighting, a lighter, reshaped tapered
aluminum handlebar, wider footpegs and new Bridgestone Battlax Adventure A41
tires.

The Suzuki DR-Big was a 797cc single-cylinder dual-sport that was introduced in 1988 but never came to the U.S. Its styling and color scheme provided inspiration for the new V-Strom 1050XT.

Ichiro Miyata, who designed Suzuki’s DR-Z Paris-Dakar racer
and DR-Big dual-sport in the 1980s, also designed the V-Strom 1050, and its
sharp beak and geometric lines are very similar to those found on the old DRs.
The cool retro styling, unfortunately, gets lost on the standard V-Strom 1050 ($13,399)
because it’s only available in Glass Sparkle Black/Solid Iron Gray. The V-Strom
1050XT ($14,799), on the other hand, looks fantastic in either throwback color
combos—Champion Yellow No. 2 with a blue seat and blue accents or Pearl
Brilliant White/Glass Blaze Orange. Spending the extra $1,400 for the XT replaces
the base model’s cast wheels with tubeless spoked wheels and adds the Suzuki
Intelligent Ride System, a different windscreen with toolless height adjustment,
more stylish hand guards and mirrors, a height-adjustable seat, a centerstand,
engine guards and a lower engine cowl. The V-Strom 1050XT Adventure ($16,999)
adds quick-release aluminum panniers and heated grips, but it’s only available
in Glass Sparkle Black; for my money, I’d buy a colorful XT and buy the
panniers and heated grips separately (there are nearly 60 items on the
accessory list).

2020 Suzuki V-Strom 1050 Glass Sparkle Black/Solid Iron Gray — The 2020 Suzuki V-Strom 1050 is only available in Glass Sparkle Black/Solid Iron Gray, a color scheme that does little to show off the cool retro styling.

2020 Suzuki V-Strom 1050XT Adventure Glass Sparkle Black — Likewise, the 2020 Suzuki V-Strom 1050XT Adventure, which adds aluminum panniers and heated grips, only comes in Glass Sparkle Black.

The big upgrade for 2020 is the Suzuki Intelligent Ride
System, a comprehensive electronics package that uses a new six-axis (up from
five) IMU and includes cruise control, cornering/combined ABS, hill hold
control, slope dependent control (which mitigates rear wheel lift when braking
downhill) and load dependent control (which adjusts brake pressure based on rider/passenger/luggage
weight). Connecting all of the control units and sensors is a new Controller
Area Network (CAN), which simplifies the wiring harness and offers faster data
transmission.

Greg’s Gear
Helmet: Arai XD4
Jacket & Pants: Aether Divide
Boots: Sidi Gavia Gore-Tex

What has made the V-Strom 1000 a perennial favorite over the
years is its user-friendliness. It has always been an approachable, versatile,
dependable motorcycle that’s blessedly free of quirks. With its new
electronics, the V-Strom 1050XT is the most technologically advanced V-Strom to
date but it retains its welcoming disposition. During the press launch we rode
the XT on some of southern Spain’s best paved roads, with a few miles of dirt
thrown in for good measure. From seating comfort and wind protection to
throttle response, engine performance and handling, the V-Strom 1050XT felt well
rounded and satisfying to ride. About the only thing missing on that cool
January day were the accessory heated grips.

2020 Suzuki V-Strom 1050XT Champion Yellow No. 2 — The 2020 Suzuki V-Strom 1050XT in Champion Yellow No. 2 with a blue seat and blue accents, a color scheme inspired by Suzuki’s DR-Z rally racer below.

Suzuki DR-Z Type 2 Paris-Dakar — The 1991 Suzuki DR-Z Type 2 was raced in the Paris-Tripoli Dakar Rally. Like the new V-Strom 1050, it was designed by Ichiro Miyata.

As we left the coastal town of Marbella on our test ride and
ascended into the Sierra Nevada range on the fast, winding and damp A-366, I
started out in mode A, which offers direct throttle response and was just on
the cusp of being too abrupt for my taste. The mode button and large rocker
switch next to the left grip make it easy to navigate through the various modes
for throttle response, traction control and ABS, as well as operate cruise
control (which only works in gears 4-6 from 31-99 mph). Mode B felt just right,
and the fueling was consistent and never stumbled in on/off transitions. The
V-Strom still pulls strongly in the low- to midrange, while the revised engine’s
newfound liveliness at high revs rewards exuberant grip twisting. And thanks to
the assist-and-slipper hydraulic clutch, even aggressive shifting of the
6-speed transmission was drama-free.

The new V-Strom uses the same fully adjustable 43mm upside-down
fork and rebound- and (remote) preload-adjustable link-type rear shock, both with
6.3 inches of travel, as before, though damping is softer in the front and
stiffer in the rear. Those changes weren’t readily apparent from the saddle,
and the 1050XT was pleasantly compliant on fast, smooth pavement and bumpy,
rocky dirt. Also unchanged are the Tokico monoblock 4-piston front calipers and
Nissin 2-piston rear caliper, which exhibited good initial bite but felt rather
vague otherwise even though there was plenty of stopping power. The
cornering/combined ABS now has two modes, offering more or less intervention,
but it cannot be turned off.

The XT’s new windscreen deflects air well and is height
adjustable over a two-inch range, but because the quick-release lever is on the
lower front of the windscreen, just above the headlight, adjustments must be
made while the bike is parked. Behind the windscreen is an accessory bar that’s
ideal for mounting a smartphone or GPS, and there’s a new USB outlet on the
left side of the dash (there’s also an SAE 12V socket under the seat). The new
seat is comfortable and height adjustable (33.5/34.3 inches), but the
adjustment process requires swapping out bolts under the seat using the wrench
in the toolkit. The brake lever, clutch lever, shifter and rear brake pedal are
all adjustable, so riders should have little difficulty dialing in the V-Strom
to suit their preferences.

With three major updates in the past six years, the V-Strom
1000/1050 has evolved quickly. What was once a fun and competent but rather
basic adventure touring motorcycle has become sophisticated and refined. The
V-Strom 1050XT offers a higher margin of safety, more versatility and more
touring features while retaining the fun, go-anywhere spirit of the original.

Check out Rider‘s 2020 Guide to New/Updated Street Motorcycles

2020 Suzuki V-Strom 1050XT Specs

Base Price: $14,799
Website: suzukicycles.com
Engine Type: Liquid-cooled, transverse 90-degree V-twin, DOHC w/ 4 valves per cyl.
Displacement: 1,037cc
Bore x Stroke: 100.0 x 66.0mm
Transmission: 6-speed, hydraulically-actuated wet assist-and-slipper clutch
Final Drive: O-ring chain
Wheelbase: 61.2 in.
Rake/Trail: 25.3 degrees/4.3 in.
Seat Height: 33.5/34.3 in.
Claimed Wet Weight: 545 lbs.
Fuel Capacity: 5.3 gals.
MPG: NA

Source: RiderMagazine.com

Motorcycle News, News

2020 Indian FTR Rally | First Look Review

February 8, 2020 mcnews Leave a comment

Built on the FTR 1200 platform, the 2020 Indian FTR Rally is a scrambler-inspired street tracker.

Unveiled at the EICMA show in Milan last November, Indian
has announced that the FTR Rally, a scrambler-inspired version of the FTR 1200
street tracker that was introduced last year, is now available.

Read our 2019 Indian FTR 1200 S First Ride Review

Like the rest of the FTR lineup, the Rally is powered by a 1,203cc, liquid-cooled, DOHC V-twin that makes 123 horsepower and 87 lb-ft of torque (claimed) and is held within a lightweight tubular-steel trellis frame. The chassis is equipped with Brembo brakes (including M4.32 monoblock front calipers), a fully adjustable upside down fork, a preload- and rebound-adjustable rear shock and spoked wheels shod with Pirelli Scorpion Rally STR tires (19-inch front, 18-inch rear, tubes required).

“We’re excited to offer North American riders a new take on
the FTR 1200 that combines the unmistakable look and stance of the FTR with the
more classic, rugged elements that have made scramblers so beloved to city
riders,” said Reid Wilson, Vice President of Indian Motorcycle. “The FTR 1200
is as much about style and self-expression as it is about street-oriented
performance, and the FTR Rally delivers that combination in a totally unique
way.”

The FTR Rally features Titanium Smoke paint with the Indian Motorcycle headdress graphic, a brown aviator seat and a rally flyscreen. It’s also equipped with cruise control, a USB fast charge port and a new ProTaper handlebar that is 2 inches higher than that of the standard FTR 1200. The FTR Rally has a 3.4-gallon fuel tank, a 33.6-inch seat height and a 511-pound dry weight (claimed).

Pricing for the 2020 Indian FTR Rally starts at $13,499, and it’s compatible with the entire range of 40+ accessories specifically developed for the FTR platform.

Check out Rider’s Guide to New 2020 Street Motorcycles

Source: RiderMagazine.com

Motorcycle News, News

2019 Moto Guzzi V85 TT | Road Test Review

January 29, 2020 mcnews Leave a comment

2019 Moto Guzzi V85 TT — In a parking lot full of beaked ADV-style touring bikes, the Moto Guzzi V85 TT Adventure stands out in many of the right ways: an eye-catching paint scheme, a high front fender, classic twin headlights bisected by the Moto Guzzi eagle motif and, of course, that distinctive and all-new “flying” V-twin engine. Photos by Kevin Wing.

We’ve been looking forward to getting our hands on the Moto Guzzi V85 TT, the latest bike to roll out of Italy’s oldest motorcycle manufacturer, since our first ride on one at the press launch last spring (read the review here). The V85 TT (tutto terrano, or all-terrain) appeared to be a Goldilocks ride for those looking for a friendly, accessible middleweight adventure tourer, with a 32.7-inch seat (a 31.9-inch low option is also available), narrow waist and claimed 505-pound wet weight. Its styling turns heads, too, especially in either of the two “Adventure” color combos. But the big news is its new air-cooled, 853cc, OHV two-valve-per-cylinder 90-degree “flying” V-twin engine, launched initially in the V85 TT with more models to follow. Technical details on the new engine can be found in our First Ride Review, but in summary the new powerplant is quicker-revving with a higher redline, and lighter, quieter and smoother than previous Guzzi small-blocks. Ground clearance is an ADV-friendly 8.3 inches, thanks to a redesigned gearbox and clutch housing and a tubular steel frame that uses the engine as a stressed member, eliminating the need for a lower frame cradle. Power is sent to the rear wheel via driveshaft housed on the right side of the long, asymmetric aluminum swingarm.

The standard V85 TT ($11,990) is well equipped with hand guards, electronic cruise control, an aluminum sump guard, switchable MGCT traction control, ABS and three riding modes (Road, Rain and Off-Road). But for just $1,000 more the Adventure is a no-brainer, with striking red/white or red/yellow/white livery and standard aluminum top and side cases. (For reference, the luggage alone runs just shy of $2,000 in Moto Guzzi’s accessory catalog.) The Adventure also gets dirt-ready Michelin Anakee Adventure tires rather than the standard Metzeler Tourance Nexts; both models have 19-inch front, 17-inch rear tube-type spoked rims.

This is a lovely time of year to ride California’s Central Coast, so we planned an overnighter to Monterey, on roads varying from the wide-open divided highway of U.S. Route 101, to meandering wine country two-lane, the sinuous curves of Big Sur and the bumpy, narrow tarmac of Carmel Valley Road. By the time we made our first pit stop in Los Olivos, northwest of Santa Barbara, the V85 TT’s new engine was already making a favorable impression. Response from the throttle-by-wire system was smooth and precise, without the abruptness that has plagued other bikes we’ve tested. We picked up on some vibration in the pegs and grips at higher cruising speeds, but it was never enough to cause discomfort, and once we ducked off U.S. 101 in favor of two-lane Foxen Canyon Road, which dances through hills and vineyards, the new engine’s character really started to shine.

The most noticeable difference from the previous-gen V9 engine is an increase in horsepower; our V85 TT Adventure produced 66.3 peak rear-wheel horsepower at 7,900 rpm and 48.6 lb-ft of torque at 5,300 on the Jett Tuning dyno, compared with 51.3 horsepower and 47.3 lb-ft of torque from the 853cc V9 Bobber we tested in 2017. The new V85 spins up quickly and easily, which is good since you’ll want to keep it above 3,000 rpm to stay in the meat of its powerband. The six-speed gearbox is relatively smooth and less clunky than past Guzzis, though the cable-actuated dry clutch engages and disengages within a narrow portion at the end of the lever throw. Overall, we’re impressed with the new engine, and the increased horsepower as shown in the dyno figures is only part of that. Rather than holding it back, the V85 contributes to the TT’s nimble, easy to handle feel; this is a cohesive machine that works well and is really fun to ride.

Back on the road, after rotating the wide handlebar back down to its stock position (the previous tester had moved it up to facilitate standing off-road), the TT also proved to be fairly comfortable, with a long, flat, plush seat that narrows at the tank for easy reach to the ground. Footpegs are set at a happy medium between ground-clearance high and comfortable low. With a 34-inch inseam, my knees hovered just a couple of inches from the rear of each cylinder head, but heat was never a problem and I only banged them a couple of times when moving around on the bike during aggressive cornering. Our biggest complaint regarding touring comfort was the short, non-adjustable windscreen, which flowed air directly onto my shoulders and helmet; an accessory or aftermarket touring screen would be an easy fix. As an early twilight descended, we made another wish: auxiliary lights. While the twin LED headlights, bisected with a DRL in the shape of the Moto Guzzi eagle, do a nice job of lighting up the road directly in front of the TT’s front tire, their beams end abruptly in a horizontal line about two car lengths ahead. Flicking on the high beam only makes those two car lengths brighter rather than illuminating farther down the road.

The V85 TT is equipped with three ride modes, Road, Rain and Off-Road, all of which offer full power but vary in terms of ABS, traction control, throttle response and engine braking settings. Road is the standard touring mode, while Rain softens throttle response, increases traction control and ABS intervention and limits top speed, and Off-Road reduces traction control and disables ABS to the rear wheel (ABS can be completely disabled in this mode as well). Traction control can be shut off independently, but always reengages after the bike is turned off/back on again.

Radial-mount four-piston Brembo front brakes are adequate, but require a hefty lever squeeze to produce much action; more aggressive initial bite would be welcome and might add to rider confidence, especially when riding fully loaded on a downhill. Suspension is fairly soft, well-suited to off-road excursions and gnarly, bumpy pavement, and both the 41mm Kayaba USD fork and single rear shock with dual-rate spring are only adjustable for preload and rebound damping. We cranked the rear shock’s preload nearly all the way to the max, but even with a lightweight rider (never ask a lady how much she weighs!) and luggage that was far from full the TT sagged considerably, eating through most of the “soft” part of the spring. That said, at a moderate pace, even over rough pavement, the TT handles nimbly and easily, and in fact is almost too willing to turn in. Once tipped into a bend, I actually found myself countersteering against the turn to prevent the TT from leaning farther, then just increasing that pressure to straighten back out. Nothing dangerous, just one of those quirks that becomes “normal” after a couple of weeks.

Anyway, as any Guzzi owner will tell you, a bit of character is part of the charm. Somewhat fiddly switchgear that requires a small learning curve? An indicator light that blinks irritatingly whenever cruise control is on but not in use? A starter button that doubles as a ride mode selector, requiring wrist contortions, multiple thumb taps and constant attention to (hopefully) select the desired mode? Nessun problema! (No problem!) None of these are a deal-breaker, and as a mid-weight ADV tourer or commuter the V85 TT Adventure is a real bargain, and eye-catchingly stylish to boot. With the easy additions of a touring windscreen, the optional heated grips and a set of auxiliary lights, this is a machine that’s ready to go the distance.

2019 Moto Guzzi V85 TT Specs

Base Price: $11,990
Price As Tested: $12,990 (Adventure w/ paint, luggage & Michelin Anakee Adventure tires)
Warranty: 2 yrs., unltd. miles
Website: motoguzzi-us.com

Engine

Type: Air-cooled, longitudinal 90-degree V-twin
Displacement: 853cc
Bore x Stroke: 84.0 x 77.0mm
Compression Ratio: 10.5:1
Valve Train: OHV, 2 valves per cyl.
Valve Insp. Interval: 6,200 miles
Fuel Delivery: EFI w/ 52mm throttle body
Lubrication System: Wet sump, 2.1-qt. cap.
Transmission: 6-speed, cable-actuated dry clutch
Final Drive: Shaft

Electrical

Ignition: Electronic
Charging Output: 430 watts max.
Battery: 12V 12AH

Chassis

Frame: Tubular steel w/ engine as stressed member, cast aluminum swingarm
Wheelbase: 60.2 in.
Rake/Trail: 26 degrees/5.1 in.
Seat Height: 32.7 in.
Suspension, Front: 41mm USD fork, adj. for spring preload & rebound damping, 6.6-in. travel
Rear: Single shock, adj. for spring preload & rebound damping, 4.0-in. travel
Brakes, Front: Dual 320mm floating discs w/ radial 4-piston calipers & ABS
Rear: Single 260mm disc w/ 2-piston floating caliper & ABS
Wheels, Front: Spoked tube-type, 2.50 x 19 in.
Rear: Spoked tube-type, 4.25 x 17 in.
Tires, Front: 110/80-VR19
Rear: 150/70-VR17
Wet Weight: 571 lbs. (as tested)
Load Capacity: 417 lbs. (as tested)
GVWR: 988 lbs.

Performance

Fuel Capacity: 6.1 gals., last 1.3 gals. warning light on
MPG: 90 AKI min. (low/avg/high) 43.4/48.9/55.1
Estimated Range: 298 miles
Indicated RPM at 60 MPH: 3,600

Source: RiderMagazine.com

Motorcycle News, News

2020 BMW S 1000 XR | First Look Review

November 9, 2019 mcnews Leave a comment

2020 BMW S 1000 XR in Racing Red. — 2020 BMW S 1000 XR in Racing Red/White Aluminum. Images courtesy of BMW.

After BMW announced several changes to the potent in-line four powerplant in its S 1000 RR superbike earlier this year, we figured it was only a matter of time before the tech trickled down to its flagship adventure sport tourer. And sure enough, here comes the 2020 S 1000 XR, lighter, faster and more versatile than ever before.

The big news of course is the RR-derived engine, which pumps out a claimed 165 horsepower at 11,000 rpm and 84 lb-ft of torque at 9,250. Fourth, fifth and sixth gears have longer ratios to reduce noise, fuel consumption and engine speed (hopefully addressing some of the buzziness we’ve noted in our tests — read our review of the 2016 S 1000 XR here). It also now features what BMW calls engine drag torque control (MSR), which reduces rear wheel hopping under hard deceleration.

2020 BMW S 1000 XR in Racing Red/White Aluminum — A 6.5-inch TFT display is standard on the 2020 S 1000 XR.

The suspension, frame and swingarm have all been tweaked to reduce weight, and coupled with the lighter engine the 2020 S 1000 XR is said to weigh just 498 pounds (our 2016 test bike weighed in at 531 pounds).

The list of standard features is long: Dynamic ESA (electronic suspension), four ride modes (Road, Rain, Dynamic and Dynamic Pro), Dynamic Traction Control (DTC) with wheelie control, ABS Pro (cornering ABS) with Dynamic Brake Control (DBC), 6.5-inch TFT display, LED lighting and Hill Start Control Pro. Options include Dynamic ESA Pro with two damping modes and automatic load compensation, HP Shift Assistant Pro (up and down quickshifter), Headlight Pro with DRL and cornering lights, and electronic cruise control.

The 2020 BMW S 1000 XR will be available in Ice Gray and Racing Red/White Aluminum. U.S. pricing and availability are TBA.

Keep scrolling for more photos….

Source: RiderMagazine.com

Motorcycle News, News

Harley Releases Details on Liquid-Cooled Revolution Max Engine Powering Pan America and Bronx Models

November 8, 2019 mcnews Leave a comment

Harley-Davidson Pan America 1250. Photos by Harley-Davidson.

Harley-Davidson made some waves at EICMA this week, showing off two models it teased in 2018, the Pan-America adventure-tourer and the Bronx streetfighter. Both are powered by a new liquid-cooled 60-degree V-twin engine platform called the Revolution Max — 1,250cc in the Pan America and 975cc in the Bronx. Harley also confirmed that both models will launch in late 2020.

The Revolution Max is a bold new step for a company invested so heavily in (air-cooled) tradition — although perhaps not as bold as its LiveWire electric motorcycle unveiled earlier this year and now on sale at H-D dealerships nationwide. (Read our First Ride Review here.) Harley says the Revolution Max is designed to minimize weight and maximize performance, with a narrow profile that integrates into the bike as a stressed member of the frame. It also features a counter-balancer for smooth and comfortable operation.

Harley claims performance targets of more than 145 horsepower and 90 lb-ft of torque from the Revolution Max 1250, and more than 115 horsepower and 70 lb-ft of torque from the Revolution Max 975.

A few other details about the new Pan America and Bronx were released as well, including a collaboration with Brembo to create a new radial monoblock caliper that complements Harley’s unique design, and a continuing partnership with Michelin to develop co-branded tires specifically for each model.

Thanks to a smattering of new images (scroll down to see them all), we can also glean a bit more info about the new bikes.

Source: RiderMagazine.com

Motorcycle News, News

2020 Suzuki V-Strom 1050, 1050XT and 1050XT Adventure | First Look Preview

November 5, 2019 mcnews Leave a comment

2020 Suzuki V-Strom 1050XT Orange and White — 2020 Suzuki V-Strom 1050XT in Orange and White. Images courtesy Suzuki.

Suzuki has announced updates for its lineup of big V-Stroms, including a nomenclature change from 1000 to 1050. The 2020 V-Strom 1050, V-Strom 1050XT and V-Strom 1050XT Adventure feature sharper styling with bold, bright paint schemes that reflect Suzuki’s historical race livery, and a few technological updates.

At the heart of each Strom is the tried-and-true 1037cc 90-degree V-twin that Suzuki says has been updated with more horsepower while still complying with worldwide emissions standards. Ride-by-wire with dual electronic throttle assemblies powers a revised traction control system with an additional ride mode (for a total of four), a new three-mode Drive Mode Selector that adjusts power delivery characteristics and the addition of Suzuki’s one-touch Easy Start System. There is also a new LCD instrument with mounting bar for a GPS and a new USB port.

2020 Suzuki V-Strom 1050 rolls on cast wheels and comes in Gray and Black.

The base V-Strom 1050 rolls on cast wheels, but the V-Strom 1050XT and 1050XT Adventure both include tubeless spoked wheels for more off-road endeavors. They also feature the Suzuki Intelligent Ride System (S.I.R.S.) with a new six-direction, three-axis IMU. The S.I.R.S. includes electronic cruise control and an updated cornering ABS and combined braking system that now includes Hill Hold Control and a Slope Dependent Control System that manages rear wheel lift when riding downhill.

Both the V-Strom 1050XT and 1050XT Adventure also come with a redesigned windscreen, hand guards and mirrors, a new height-adjustable two-piece seat, a centerstand, engine guards and more.

The 2020 V-Strom 1050XT will be available in two colors, Championship Yellow and Orange and White. The V-Strom 1050XT Adventure will be available in Glass Sparkle Black and includes quick-release aluminum panniers and heated grips. Pricing and availability on all three models is TBD.

Keep scrolling for more photos….

2020 Suzuki V-Strom 1050XT Yellow — 2020 Suzuki V-Strom 1050XT in Championship Yellow.

2020 Suzuki V-Strom 1050XT Adventure in Glass Sparkle Black.

Source: RiderMagazine.com

2020 Triumph Tiger 900 Specs

2020 Suzuki V-Strom 1050XT Specs

Bringing you the Best Motorcycle News from Around the Web!