This handy guide includes all new or significantly updated street-legal motorcycles for the 2020 model year. Organized in alphabetical order by manufacturer, it includes photos and links to details or, when available, first rides and road test reviews about each bike. This guide is updated regularly as more new/updated models are announced, and when we’ve had a chance to ride them and report our impressions.
Receiving updates similar to those that other models in the
R family received for 2019, the BMW R 1250 R roadster gets a larger 1,254cc
boxer twin with ShiftCam variable valve timing and valve stroke and updates to
its electronics package. It also gets a mild style refresh with a TFT display,
a DRL option for the halogen headlight and new color options. Although originally
announced as a 2019 model, the R 1250 R didn’t make it to the U.S. in time. BMW
says it will be available as a 2020 model with an MSRP starting at $14,995.
Receiving updates similar to those that other models in the
R family received for 2019, the BMW R 1250 R roadster gets a larger 1,254cc
boxer twin with ShiftCam variable valve timing and valve stroke and updates to
its electronics package. The RS also gets a style refresh that drops the
asymmetrical, winking look of the S 1000 RR in favor of a sporty twin-LED
headlight assembly, and an LED DRL (daytime running light) is an option.
Although announced as a 2019 model, the R 1250 RS didn’t make it to the U.S. in
time. BMW says it will be available as a 2020 model with an MSRP starting at
$15,695.
More power (205 hp), less weight (434 lbs), updated
technology and a new up-spec Motorsport version. The 2020 BMW S 1000 RR is at
the pointy end of the sportbike spear. Pricing starts at $16,995 and bikes will
be in dealerships in summer 2019.
Harley-Davidson’s new LiveWire electric motorcycle is seriously sporty, shockingly fast and whisper-quiet–everything a typical Harley isn’t. And that’s just the way Milwaukee wants it. It’s propelled by a liquid-cooled electric motor that makes a claimed 105 horsepower and 86 lb-ft of torque, drawing power from a 15.5 kWh battery that offers, according to H-D, a range of 146 miles in the city and 95 miles of combined stop-and-go and highway riding. Single-speed transmission offers twist-and-go convenience, and styling, ergonomics and components are the sportiest offered on any Harley-Davidson. MSRP starts at $29,799.
The 2020 Suzuki Katana features styling cues that pay direct homage to the 1981 original, and it’s built around the potent GSX-S1000 999cc inline-four. It features ABS, traction control, Easy Start and Low RPM Assist, as well as a twin-spar aluminum frame, braced superbike-style swingarm, KYB suspension, dual front Brembo monoblock four-piston calipers, 310mm floating rotors and a model-specific LCD panel. We got a chance to ride the new Katana in Japan last March, but pricing and availability are TBD.
Announced in the fall of 2018, we’re still waiting to see the
new Ténéré 700 (T7, for short) in the flesh–Yamaha says it will be coming to
the U.S. in the second half of 2020 as a 2021 model. We know it will be
powered by the 689cc CP2 parallel twin used in the MT-07, housed in a new
tubular steel double-cradle frame. Other details include a 62.6-inch wheelbase,
9.5 inches of ground clearance, a fully adjustable USD 43mm fork with 8.3
inches of travel and a remote preload-adjustable rear shock with 7.9 inches of
travel.
Yamaha has updated its flagship sportbikes, the YZF-R1 and the track-ready YZF-R1M, for 2020, with both featuring refinements to their CP4 crossplane crankshaft engines, an augmented electronic rider aids package, enhanced suspension and redesigned bodywork. MSRP is $17,300 for the YZF-R1 and $26,099 for the YZF-R1M (the latter is available in limited quantities through Yamaha’s online reservation system).
The first new model from Zero Motorcycles since 2016, the 2020 SR/F’s streetfighter look and steel trellis frame blur the styling lines between gas and electric motorcycles. Powered by a new ZF75-10 IPM (Interior Permanent Magnet) motor and ZF14.4 lithium-ion battery, it delivers a claimed 140 lb-ft of torque and 110 horsepower. It also features Bosch’s Motorcycle Stability Control System and Zero’s new Cypher III operating system. Pricing starts at $18,995.
Last August we took delivery of a 2018 Suzuki V-Strom 1000XT ($13,299), with the XT identifying it as slightly tarted up with tubeless spoked wheels and a Renthal Fat Bar handlebar, for just $300 over the base model. We put it into a comparison test with its ’lil brother, the V-Strom 650XT, and the decision was very close, but the 1000’s extra power and superior suspension and brakes (including cornering ABS) beat out the 650’s lower weight and seat height and more agile handling (see Rider, November 2018 or ridermagazine.com).
Our 1000XT was outfitted with some useful Suzuki accessories, including side cases (29-liter left, 26-liter right), a 55-liter top case, a 15-liter ring lock tank bag, an accessory bar and a centerstand, for an as-tested price of $15,712. For 2019, the XT has been replaced by the XT Adventure ($15,299), which includes the accessory bar, centerstand, heated grips and 37-liter aluminum panniers, and it comes in a sweet Pearl Vigor Blue/Pearl Glacier White paint scheme with matching blue rims.
After our comparison test, contributor Ken Lee loaded up the Strom and did a 1,400-mile, two-up tour with his wife around California’s Sierra Nevada (see Rider, May 2019 or ridermagazine.com). Then he did a solo 800-mile freeway blast up to Oregon and back. Since then we’ve used the Strom primarily for commuting and day rides. We’ve logged 4,253 miles and averaged 38.4 mpg (low 32.3, high 47.6), for an estimated range of 204 miles.
The V-Strom has been a solid workhorse and our complaints are few. The accessory tank bag doesn’t snap into its ring lock like it should, so we have to open the bag, put our hand on top of the ring and push hard to make it lock—a hassle when the bag is full of gear. And on long trips we’ve wished for cruise control, which ought to be standard on touring motorcycles in this price range. Otherwise, though, the V-Strom gets high marks for competence, dependability, value and versatility, whether it’s used as a commuter, sport-touring bike or 80/20 adventure tourer.
How four military veterans made history with the motorcycle trip of a lifetime.
There’s no wind in your hair or sun on your face when riding your motorcycle through a whiteout snowstorm, especially in November when it’s -16 F on Alaska’s Dalton Highway. No, the only warmth you feel is the electric heat of your Arctic riding suit running off your bike’s battery, especially if it catches fire and melts the inside of its weatherproof fabric, which happened to Wayne Mitchell on the sixth day of his 6-month journey last year. Too bad it wasn’t the worst of his team’s problems that week.
Five days later, near Burns Lake, British Columbia, Rich Doering was steering clear of deep roadside snow banks, leery of catching one with the wheel of his sidecar, when a white Chevy Impala tried to pass him, spun out of control and crashed into Doering’s left side, pinning his leg against the bike. The 59-year-old Alaskan was shaken and in pain. Not even two weeks into a journey two years in the making, Doering’s trip was in jeopardy of ending before barely getting off the ground. Fortunately, his X-rays were negative and the crew of veterans rode on, not wont to leaving a fallen man behind.
Alaska’s Dalton Highway is the first major obstacle in a north-to-south Pan-American motorcycle journey. Photo by Alex Manne.The industrial oil production town of Deadhorse is the jumping-off point. Photo by Alex Manne.Ocular frostbite is a real threat. Photo by Alex Manne.Emergency roadside shelters were deployed in a hellacious snowstorm. Photo by Alex Manne.
With a few other roadside spinouts and mechanical failures, it was a dicey start to the Where The Road Ends team’s 19,000-mile continuous motorcycle journey from the origin of the northernmost road in America to the southernmost tip of Argentina. The four riders, plus one photographer and one videographer, had all served in the U.S. military and jumped on this opportunity to offset the boredom and void that so often come with reintegration to civilian life.
Retired army combat engineer Wayne Mitchell, the leader of the band, was a National Park Service employee in Colorado and the only rider with a wife and kids back home. Administrative office life was making the 43-year-old stir crazy, “like a Border Collie in an apartment,” and the prospect of another high-risk, seemingly impossible mission was all too tempting.
Simon Edwards, 54, had spent 20 years in the Special Forces as a medic before working as a physician’s assistant, though his own heart was on the mend from a bad breakup before the trip. Having raced in the Mexican 1000 Rally and set speed records at the Bonneville Salt Flats, he was the strongest rider in the group.
Gruff and bearded was Mike Eastham, 50, who served with Mitchell in Mongolia and now worked construction jobs in rugged Alaskan environments. He’d often talk about rekindling his youthful “cowboy and Indian days” of wild military exploits.
And then there was Rich Doering, the former satellite systems engineer who longed for the military’s camaraderie. At 59, Doering may have been the most intellectual of the group, but was definitely the slowest rider.
The team attached sidecars to their Kawasaki KLR650s for the beginning of the trip. Photo by Alex Manne.Once past the frigid weather and icy roads of Alaska and Northern Canada, the stabilizing sidecar rigs were removed. Photo by Alex Manne.
After the accident, the team cruised south along the west coast of the United States without any major hiccups. Once they hit the Baja peninsula in Mexico, the sense of freedom and adventure ramped back up as they sped down the empty coastline, making good time and taking in the warm glow of western sunsets. Mitchell’s father used to regale his son with tales of riding motorcycles through Baja and now here was Wayne Jr., feeling the hum of his own engine, with waves of salty air crashing down onto hot asphalt. Ironically, the end of the Mexican leg coincided with the end of Mitchell’s father’s life. Mitchell got the call from his family and ultimately decided that his dad, who suffered years of dementia, would have wanted him to complete the mission in lieu of the funeral.
Navigating sporadic roadblocks and long lines at border crossings are par for the course in long-distance adventure riding. But the team was preparing for a rather atypical speed bump. Instead of taking the usual ferry from Panama to Colombia around the roadless, lawless, 80-mile break in the Pan-American Highway system–known as the notorious Darien Gap–they planned to ride their 450-pound Kawasaki KLR650s right through the heart of the beast, though “riding” would soon take on a new meaning.
No one had ever done a continuous north-south motorcycle journey from Deadhorse, Alaska, to Ushuaia, Argentina, through the Darien Gap in one uninterrupted trip. The absence of any road going through the thick, overgrown jungle is enough of a deterrent, as are the deadly snakes and insects, paramilitaries and guerillas, drug and human traffickers, and desperate migrants.
Yet the crux of the whole operation hinged on getting permission to even attempt the crossing of the gap from Senafront, Panama’s border police force. At a fortified compound in Panama City, with armed cadets lining the perimeter in camouflage and toucans squawking from the treetops, a giant, menacing eagle statue glared down on the team as they shuffled inside to plead their case. One ornery official in an off mood could stymie the entire venture, derailing the premise of their film and letting down their sponsors and the fan base they’d amassed along the journey.
Senafront, Panama’s border security forces, kept a watchful eye on the riders until they crossed into Colombia. Photo by Alex Manne.The crew hoped this soldier was the only one around with a 5.56mm M-16. Photo by Alex Manne.
Fortunately, they and their gifted bottle of a fine liqueur were greeted with a smile by Subdirector General Oriel Oscar Ortega, a decorated, stocky man who had surprisingly little reservation about giving the team permission to cross into the Darien Gap, despite the potential for political fallout if anyone were to get killed.
“There is peace with the Colombian FARC,” he said, referring to the armed revolutionary guerilla movement in conflict with the Colombian government since 1964. “All is quiet, so you can go. But [once you get to] Colombia, it’s your problem….Welcome to Panama.”
As soon as the Pan-American Highway literally ended in the seedy town of Yaviza, Panama, the gap began smacking the team with setbacks left and right. Isaac Pizarro, their Guna Indian guide, wanted more money for his services than originally agreed. The Senafront soldiers stationed in the river town of Paya did not get the memo to let the men pass and would have turned them back were it not for a satellite phone call from their superiors. “Muy peligroso,” one said. “Bien viaje. Muchos mosquitos.” The dry season that the riders had aimed to hit by leaving Alaska in November never came and the jungle was one giant mud pit under a lush canopy of treetops.
Doering was the first rider to burn out his clutch trying to ride up a hill while sinking his tires straight into the mud. His spokes, sprockets, chain and brakes repeatedly caked with thick sludge, dirt and vegetation, completely locking up the rear wheel. He made the tough decision to abandon his bike in the jungle and retreat back to Panama City before rejoining the others later with the support van.
The troubles continued. Food and tools went missing as the young local porters–hired to cut a path with machetes and carry camping supplies–slowly disappeared into the bush. By the afternoon of day two, the other riders had burned out their clutches and drained their batteries trying to navigate the steep ravines with slick roots and unstable ground. They ended up having to push, drag and cable-hoist their bikes the rest of the way through the jungle with the help of enthusiastic-yet-disorganized porters while torrential downpours made regular appearances. “Getting one bike up this hill could take 16 people, let alone four,” Mitchell said at one point.
“Just a few more hours,” Pizarro kept assuring them. “Then Colombia is all downhill.” Neither statement was true. The men spent three more days trudging alongside their lifeless bikes, the most physically intense thing any of them have done in at least 10 years. Bugs devoured them through the undersides of their hammocks at night. Mitchell’s blistered trench foot was so bad that he could barely walk. After countless Africanized bees’ (a.k.a. “killer bees”) nests, paralyzing bug bites and pricks from long black thorns, they managed to find even more bees, bugs and black thorns. Each day was stickier, sweatier and itchier than the last.
Edwards guns it up a mucky slope with the help of some porters and a jury-rigged pulley system. Photo by Alex Manne.Some steep, muddy trenches were impossible to ride out of. Photo by Alex Manne.Guna Indian porters making camp for the night. Photo by Alex Manne.A dugout canoe called a “piragua” was used to ferry the four motorcycles deep into the jungle. Photo by Alex Manne.
Once they made it to the other side of the gap in Colombia, where a network of rivers would carry them out via dugout canoes called piraguas, there was trouble looming with a local paramilitary group not keen on surprise gringo visitors. Fortunately nothing escalated.
The Cacarica River and Atrato Swamp were so low that they had to spend a day pushing bikes through shallow water while shoveling mud out from under the heavy piraguas. After eight days and 80 miles of grueling jungle slog, they found themselves recovering in the port town of Turbo with three mangled bikes awaiting new parts from Kawasaki.
Having conquered the greatest objective of the ride, they still had an entire continent to cross on rowdy South American roads. While triumph reigned, frustration and broken down communication among the team chipped away at the stability of their mission’s leadership. Spending six to eight hours on a motorcycle staring at the horizon brings a lot of time to ruminate on personal quips. A few group separations and mechanical issues occurred, causing delays.
They cruised through the scenic roads to Machu Picchu, and ripped across sand dunes under the wide-open skies of the Atacama Desert before climbing up in elevation to mountainous landscapes where they once again encountered snow. In Chile, they took the famously scenic Carretera Austral coastal road with three large ferry crossings. They lucked out with pleasant weather for a few weeks until it switched to incessant rain in March.
Riding across Peru, where open plains gave way to high altitude mountains with sudden snowstorms. Photo by Alex Manne.Riding a motorcycle through a whole spectrum of landscapes and ecosystems is what it’s all about. Photo by Alex Manne.Closing the last of the gaps to Ushuaia, Argentina. Photo by Alex Manne.
Then time became a factor. Mitchell’s request to extend his leave of absence at Rocky Mountain National Park was denied. If not back in time he’d lose his job, which he needed to support his family, including his mother, whom he’d just found out was diagnosed with cancer. He’d be cutting it very close to get to Ushuaia in time to make it back to Buenos Aires to catch a flight home hours before work started. The others were running out of money and needed to get back to work themselves. As real life came knocking, they were all reminded of just how much we sacrifice for the feeling of freedom that riding motorcycles around the world gives us.
Along with the relief and accomplishment of finishing the ride came a mounting fear of the inevitable comedown–the empty purposelessness of not having a complex expedition to coordinate every hour of every day. Edwards considered turning around and driving back just to have something to do.
While no one left the trip claiming to have uncovered the meaning of life on two wheels, the ride instilled in them a realization that it all might just be about making it over the next hill, taking things one turn at a time, no matter what the destination.
When they finally reached the anticlimactic parking lot at the southern tip of South America in Tierra del Fuego on March 27, they gazed farther south across the Drake Passage, wondering what was next to come. After some silence, Mitchell pointed out, “Nobody has ever ridden motorcycles across Antarctica before.”
Edwards, Eastham and Mitchell finally found where the road ends. Photo by Alex Manne.
Rider magazine traveled to Morocco to test the new KTM 790 Adventure and 790 Adventure R. (Photo by Sebas Romero)
KTM’s all-new 2019 790 Adventure and 790 Adventure R are middleweight ADV bikes that are powered by a 95-hp, 799cc parallel twin, weigh just 417 lbs dry and are highly capable off-road. The 790 Adventure is aimed at general adventure-touring enthusiasts while the up-spec 790 Adventure R is aimed at more demanding off-road riders. Rider magazine tested them both in Morocco. Click on the player below to watch our video review, or the link below to read our full evaluation.
Is this the perfect commuter? The Honda NC750X has a lot going for it: upright, comfortable seating, decent elemental protection, a user-friendly personality and, of course, a locking “frunk!” Photos by Kevin Wing.
I’m just going to come right out and say it: Honda’s NC750X is the best commuter bike out there right now. Don’t worry, I’m wearing my flame-retardant suit and a fire extinguisher is standing by. But I can also back up my bold claim, if you’ll bear with me.
When the original NC700X debuted in 2012, we proclaimed it “the bike many of you have been asking for…and more” (Rider, November 2012 and here). Base price was just $6,999, with the (then) newfangled DCT automatic ABS version coming in at $8,999, and it checked all the boxes: excellent fuel economy, accessible size, appealing ADV styling, comfortable seating, surprisingly decent handling and a locking storage compartment large enough to hold a full-face helmet.
Smooth, liquid-cooled parallel twin is canted forward 55 degrees for a low center of gravity.
In 2014 the European market got a revised model, its 670cc parallel twin bored out to 745cc and dubbed the NC750X…but here in the States we were stuck with the 700 until last year, when Honda finally dropped it in favor of the 750.
So now we have the NC750X, which has matured into its role as a class-bending, do-it-all machine that hits the sweet spot in terms of price, functionality, style and fun. Base price is now $7,999 for the six-speed manual with LED head- and taillights and colorful LCD instrument, with the DCT ABS model, now featuring Honda Selectable Torque Control (HSTC, a.k.a. traction control), priced at $8,699.
Footpegs are positioned directly under the rider, making standing up easy. Reach to the bars is comfortable and natural. Rider shown is 5 feet 9 inches tall.
Honda has nearly perfected its three-mode (Drive, Sport and manual) DCT dual-clutch automatic transmission, and honestly for just $700 and roughly 30 extra pounds the DCT model is the way to go, especially since it’s the only way to get the HSTC and combined ABS, which applies front brake when the rear is applied as well as preventing lock-up. But EIC Tuttle must think I’m tough, so a base model, bone stock 2018 NC750X is what I tested, logging more than 1,400 commuting, canyon carving and errand-running miles.
It’s today’s everybike: an attractive, fuel-efficient, do-it-all commuter, canyon carver and even light tourer, at a great price.
On paper the NC750X is nearly identical to its predecessor, with the primary difference being the squarer bore and stroke (77 x 80mm vs. 73 x 80), which adds a few ponies and ups the rev ceiling to 7,500. The liquid-cooled, dual-counterbalanced, 270-degree, SOHC parallel twin cranks out power well into the midrange. Not to say it’ll ripple the blacktop on a holeshot, but it’s enough for a one-up rider to stay interested on a weekend fling through the twisties, and despite a surprisingly aggressive snarl it pulses pleasantly with no buzzy vibes. It’s also impressively fuel-efficient. On a mixture of high-speed (read: 75-80 mph) freeways and surface streets, I averaged nearly 69 mpg over 1,400 miles, meaning I was filling up the 3.7-gallon tank with regular every 250 miles or so.
Backlit LCD instrument includes bar tachometer, speedometer, fuel gauge, clock and switchable tripmeters/odometer and fuel consumption.
The other major upgrade is the two-level HSTC, available only on the DCT ABS model, that allows the rider to choose between low intervention that allows some rear wheel spin (on gravel or dirt, for example) or high intervention for slippery roads. On our test bike my hands and right foot substituted for traction control and ABS, and fortunately the NC750X is easy and forgiving to ride.
That “just enough” power (51 peak horsepower at 6,200 rpm and 48 lb-ft of torque at 4,700 per the Jett Tuning dyno) never feels out of control and throttle response is smooth. A single 320mm wave-style front brake disc necessitates “combined” braking during anything resembling sporty riding, but I’m in the habit of using both front and rear anyway and found brake performance to be more than adequate for my one-up riding habits. As an added bonus, the front brake lever is now adjustable!
Dyno results on the 2018 Honda NC750X, as tested on the Jett Tuning dyno.
Now take a few steps back; at 478 pounds ready to ride the NC750X is essentially a three-quarter-size ADV bike, and this is a major component of its class-bending capabilities. The rider is perched on a 32.7-inch seat, which is comfortable enough for long commutes or day rides, narrow enough for 29-inch-inseam legs to reach the ground and high enough to allow an excellent view of traffic. Reach to the handlebar is also comfortable, and it’s not so wide as to require a yoga pose for full-lock turns. The windscreen does a good job of deflecting air and the LCD instrument is easy to read even in direct sunlight.
Handling potholes, railroad tracks and other pavement irregularities are a 41mm non-adjustable fork with 5.4 inches of travel, and a Pro-Link rear shock with spanner-adjustable preload and 5.9 inches of travel. For just about any type of “normal” riding, including gravel roads and tackling the twisties, I found the suspension to be surprisingly good; it only felt out of sorts when hitting hard bumps while leaned over in a turn.
The trade-off for the convenient frunk is the not-so-convenient fuel filler under the rear seat. Hard saddlebags and a rear trunk are Honda accessories.
Lastly, while it’s easy for us grizzled gearheads to become jaded about styling, I must mention that my NC750X tester received numerous compliments from strangers, including one sportbike rider at my gym and a car full of young people who cruised slowly past and called out, “Rad bike!” I’ll admit, it felt good!
Speaking of styling, other testers have complained about having to remove luggage like a tail bag to use the NC’s unorthodox fuel filler under the passenger seat, but there’s an upside: a waterproof 22-liter locking front trunk (endearingly known as the “frunk”), so as a commuter/errand-runner I never found it to be an issue.
Not only does the frunk hold a full-face helmet, I managed to stuff all manner of–well, stuff–in there. Groceries, a gym bag, my 13-inch laptop in a protective sleeve, extra gloves and layers, a combination of the above…you’d be surprised at what you can shove inside. And if you really need more space or want to go touring, Honda sells accessory hard saddlebags and a rear trunk. I only wish my tester’s frunk was fitted with the optional 12V accessory outlet.
All hail the frunk! Locking, waterproof “frunk” easily held my full-face modular helmet when parked, and all manner of items in between.
Going back to our original 2012 review, I think we can amend our statement to say the updated NC750X is the motorcycle many riders–and soon-to-be riders—have been waiting for. It’s a bike built for today’s motorcyclist: affordable, fuel efficient, with integrated storage and available DCT, and ready to do it all, from commuting to canyon carving to touring. And it looks good doing it.
The 2019 BMW F 850 GS may have more power, greater ground clearance and tons of electronic whiz-bangs, but is it really worth the upgrade from the original F 800 GS? Photo by the author.
Dang! Just when I thought my first-year F 800 GS was perfectly set up I spent a week on a 2019 F 850 GS in the Premium (“soup to nuts”) configuration. Having upgraded my suspension with Traxxion Dynamics fork internals, and a HyperPro rear shock, then adding a Scott’s steering damper (read: lifesaver), AltRider body protection, a Sargent seat and other goodies, I figured my GS was tricked out nicely. Over the past 60,000 miles, we’ve worked quite well together. Then here comes BMW with a brand new bike for their middleweight adventure slot. Do I need one?
It’s the 850’s new engine that I find most appealing. The whizzy doo-dads like dynamic traction control, electronic suspension adjustment, various riding modes, ABS Pro, keyless ignition and tire pressure monitoring have their place, but I’ve survived several decades of dual-sport and adventure riding without them. And though I was able to strafe my rocky test road with more speed and confidence using the 850’s electronic suspension helpers, most of my adventuring isn’t at a blitzkrieg pace. For newer riders, I see the technology advances as beneficial for making the sport more accessible and the learning curve less painful.
The one electronic goodie I do covet is cruise control, made possible by throttle-by-wire technology. The Kaoko throttle lock on my GS does its job well, but set-and-forget cruise control is a serious step up in long haul comfort. Having endured a couple of 600-mile days on a recent trip, I know precisely how much better my right shoulder and wrist would have felt with a set/resume button at my fingertips.
The F 850 GS’s electronic suspension soaked up the bumps on this rocky dirt road. Photo by the author.
Another plus for the 850 is its tubeless-capable rims, claimed to be stronger than the much-maligned hoops on my 800. It’s not their strength I want–I’ve bashed into plenty of rocks and ruts without bending a rim–it’s the convenience of fixing flats with a plug.
About that motor: per BMW specs, the 850 has five more horsepower and two lb-ft more torque, both coming in around 500 rpm higher that the 800’s maximums. The 850 revs more quickly though, creating a sensation of greater gains (and wider grins). A 270/540-degree firing order gives the mill a more substantial feeling than the legacy 360-degree design, while the counterbalancer eliminates the 800’s slight buzz. Instead, the motor emits a subdued lower frequency vibe that rumbles through the pegs, bars, seat and tank, an almost appealing lumpiness that seems to say “Wick it up, bro. I’m ready.”
On-road the F 850 GS is planted and comfortable, and the author especially appreciated the electronic cruise control. Photo by Steve Yates.
BMW has also played with the gear ratios, lowering 1stthrough 4th gears and raising 5thand 6th. Sixth feels like a real overdrive now, whereas on the 800 it was too low for comfortable interstate cruising. An extra tooth on the countershaft sprocket fixed that on my GS, and if my math is correct it gives me nearly the same ratio as the 850 in top gear. Paired with a bullet-proof clutch, the slightly relaxed gearing has worked for me in the most delicate situations.
The 850’s full-color TFT instrument panel is a splashy upgrade over my bike’s analog/digital unit, featuring numerous screens of data about the machine. Unfortunately, the simple task of resetting the tripmeter requires futzing with two thumb controls and drilling down multiple levels to the correct screen–not what I want to do at every gas stop.
I welcome BMW’s change to an industry standard push-to-cancel turn signal unit from their old and clumsy three-switches-are-better-than-one standard. But all the new wizardry requires more and smaller handlebar switches, with mixed results. The riding mode button is convenient, where the heated grips one is a reach. Changing display screens is easy, but hitting the high beams requires reaching around the left cluster and flicking a small switch outward with a gloved finger. Perhaps BMW’s development riders all have long, thin fingers.
Bright LED headlight, hand guards, plastic belly pan and small, serrated footpegs are all standard on the 2019 BMW F 850 GS. Photo by Steve Yates.
There’s also a short list of where I feel BMW failed in the upgrade. The gas tank, now between the rider’s legs instead of under his or her bum, is handier for filling, but holds less fuel. In spite of a claimed 57 mpg, I can’t believe anyone who’s keeping up with Interstate traffic will see 200 miles from a tank of gas on the 850. And it appears that wizardry adds weight–the 850 has porked out, besting the 800 by 50 pounds. You won’t feel the difference while riding, but it materializes immediately when the bike topples over.
Some components will need replacing upon delivery. The footpegs, which have an adventure-ready serrated surface, are much too narrow for extended periods of standing–my arches complained after half an hour. Down below, the plastic bash plate invites expensive repairs, in spite of the 850 gaining over an inch of ground clearance over the legacy model. This is a $17,000 motorcycle that’s jam-packed with electronic goodies and you still have to cough up a couple bills for decent underbelly protection. In that way, it’s exactly like my 800.
From where I sit on my trusty steed, the 850 offers some big improvements and stacks up better to its middleweight competition, while also failing in some key areas–mainly weight and range. And although the new motor, wheels and suspension make a tempting combo, my 800 has proven itself a faithful, reliable partner in my adventures, and not one I will cast aside anytime soon.
According to KTM, the new-for-2019 790 Adventure was designed to be the most off-road capable touring bike and the 790 Adventure R (shown above) was designed to be the most touring capable off-road bike. (Photos by Sebas Romero & Marco Campelli)
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.
Erg Chebbi is one of several dune fields in Morocco formed by wind-blown sand. The KTM 790 Adventure R’s combination of (relatively) light weight and responsive power help it charge through the deep, soft sand.
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’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.
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.
Gas on, brain off! Riding the KTM 790 Adventure R off-road, the limiting factor was not the bike, it was me. The 790-R did yeoman’s work to keep me out of trouble.
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.
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.
The KTM 790 Adventure has a moderate seat height, a wide handlebar and a comfortable, upright seating position. The R is very similar but with a taller seat and a shorter windscreen.
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.
With fuel carried low, curb weight around 450 pounds and a high-performance chassis, the 790 Adventures have very confidence-inspiring handling on- and off-road.
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 KTM 790 Adventure R is well-suited for stand-up riding, with an upright handlebar, a slender feel between the knees and weight that responds well to footpeg pressure.
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.
With its standard Rally mode, the KTM 790 Adventure R offers a more aggressive throttle map and on-the-fly changes to traction control.
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.
The KTM 790 Adventure R stands taller than the standard model thanks to its 9.4 inches of suspension travel. This bike has several accessories mounted as well as non-OEM Continental TKC80 tires.
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.
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.
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.
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.
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.
Generous 6.7-inch suspension travel front and rear help to make the V85 TT a comfortable ride even over rough tarmac. Photo by Marco Zamponi.
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.
Single rear Kayaba shock is adjustable for preload and rebound damping. Right side of the aluminum swingarm houses the driveshaft. Photo by Alberto Cervetti.
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 more off-road-oriented V85 TT Adventure is shod with Michelin Anakee Adventure tires and comes with hard luggage as standard (not shown). Photo by Alberto Cervetti.
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.
Full-color TFT display is ambient light-sensitive and includes speedo, tach, odometer/twin tripmeters, clock, gear indicator, ambient temperature, fuel level, fuel consumption data, DTE and riding mode. Photo by Alberto Cervetti.
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.
The V85 TT handles almost delicately, making twisty roads a low-effort delight. Photo by Alberto Cervetti.
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.
Left side of the asymmetric swingarm allows the high silencer to be tucked in tightly for ideal weight distribution and to allow the luggage, optional on this gray model, to be mounted as close to the subframe as possible. Photo by Marco Zamponi.
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 Adventure in red/yellow. Photo by Alberto Cervetti.
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
Hard luggage is optional on the base model (shown here), but comes standard on the Adventure models. Photo by Alberto Cervetti.Radial front brakes are by Brembo, with strong but not aggressive initial bite. Photo by Alberto Cervetti.Standard seat is perched 32.7 inches off the ground, rather accessible for an adventure tourer. A low 31.9 and high 33.5-inch option are also available. Photo by Alberto Cervetti.2019 Moto Guzzi V85 TT in gray. Photo by Alberto Cervetti.
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.
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.
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.
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:
The GS models at the launch were shod with Continental TKC 80 DOT knobbies, a no-cost option we genuinely appreciated in the sandy bits.
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.
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.
We had a fair amount of rain on the second riding day of the launch, a good time to be on an RT with its highly effective electric windscreen, protective fairing and heated grips and seats.
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.
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.
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.
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.
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.
A skilled rider can ride the big GS and GSA like a dirt bike off-road, but mere mortals are advised to pilot one more like a Jeep–slow and steady wins the race.
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.
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
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
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.
