It was always going to be a big ask when I exchanged the keys from the formidable R1 for those of the MT-07. It took the best part of a week for me to reset and start to enjoy the 689cc triple, but from there it continued to grow on me to the point where now I rate it pretty highly.
2019 Yamaha MT-07
It’s a fun little jigger – one that lets you take more than a few liberties too… and at $12,449 ride away, no more to pay, it’s all the way to eleven in the value for money rating. They well well but it’s surprising why these things are not practically walking themselves out dealer’s doors.
The 655 cc LAMS learner-legal version of the MT-07 is even more affordable at $11,699 ride away, and despite giving away almost 30 horsepower to the full-power version tested here, still boasts great bottom end torque. Thus the LAMS version still lives up to the MT, ‘Monster Torque’ maxim.
The first impression of the MT-07 riding position is that it is almost scooter-like upright, its dead simple to get on and go; and secondly, you discover the steering angle is surprisingly steep and super responsive. It’s an urban warrior in that regard.
A diamond high-tensile steel backbone frame is featured on the MT-07
A tremendous little commuter in and around town. All the controls are nice and light and there is plenty of low down torque to give you the jump away from the front row at the lights before the cars wake up.
Got plenty of positive comments about the looks too. Most non-riders figured it was a bigger capacity bike than it is, and those red wheels seem to be a bit of a winner. As someone who has owned a bike with red wheels before, just be aware that they show up brake pad dust and chain lube. That racy look needs to be kept clean to present at best…
The Yamaha MT-07’s powerplant is a Liquid-cooled, 4-stroke, DOHC, 4-valve, twin-cylinder
The engine itself is a deceptive lump. There’s a solid 75 ponies and 68 Nm of torque waiting to be unleashed from the 689 cc parallel twin. Torque peaks around 6500 revs, so it’s all usable. It will happily run to redline, but realistically you end up rarely using much past 8000 rpm, unless really having a red-hot go.
Sips only lightly on the juice too, I was getting around 270ks to a tank from its relatively small 14-litre tank before reserve (pretty much bang on 4L/100ks). The throttle is a little soft, but again, you get used to after a bit and then end up smashing it open everywhere anyway. No faults with the driveline, clutch is super light and take-up is intuitive.
The six-speed box snicks through the gears just fine with the clutch. It was a little tight on clutchless shifts but was already starting to loosen up in the higher cogs after the couple of thousand kays I put on it, so I’m quite sure with some more use it would be an even nicer thing.
Brakes on the MT-07 are up to the job with good feel and power
Brakes at both ends work nicely – good feel, with enough power for the task at hand. The twin, four-pot fronts wash off plenty of speed and and the rear ABS giving you a nudge in the sole of your foot when you’re taking the mickey.
The relatively light weight helps make things a bit easier for the brakes no doubt, with the Yam tipping the scales at just over 180 kilos wet. Light is certainly right in that it puts less demand on both brakes and suspension, all while essentially giving you free power.
The Yamaha MT-07 weighs in at just 182kg on the road
Speaking of suspension. It’s fit for task without being amazing. I mean you can’t expect amazing at this price – remember we’re talking around 12k ride away, and in reality if you’re pushing hard enough to notice it and want more – you probably should be looking at the MT-09 anyway… Or even better, the MT-09SP. So I don’t see that as too much of a detractor here.
It’s more than good enough for commuting and mucking about on, while being fine for weekend roll up the hills or to your favourite coffee shop on the coast. Aggressive riding at speeds above the national limit is not really what this bike is about, however you can push things past where you think the 07 will perform, and it will surprise you.
The Yamaha MT-07 also cuts a fine figure in the styling department
Styling-wise I think it cuts a pretty fine pose too. Three-quarter angles from either end look pretty tight. And I like the dash design. It might be ‘old school’ LCD, but it’s simple and easily readable. Nice shape too. The dash control buttons are a little small to use when you’re wearing thick winter gloves, but you manage.
So after a week and a bit of commuting, 1500 kilometres or so, I managed to wave goodbye to the family for ‘an hour or so’ to go and try and get some shots. Turns out the sun came out and things were a bit bright for shooting (Can you believe it? Rain, rain, rain, bright sunshine! Bloody hell) and so I just kept riding. Refuelled. Kept riding..
An old-school LCD display does the job, with clear information
Mucked about pulling wheelies for a bit – it’s actually really well balanced for lofting the front if that’s your thing, I was having a proper giggle. Stopped for a drink. Kept riding.
Dropped in at a rifle range for a peek and watched some fellas practising out past 600m. Suddenly it was nearly five hours later. I didn’t even realise as I was just cruising about enjoying a bit of sunshine. And I could have kept riding for another three or four without a problem. That’s got to say something.
The seat is fairly thin, but as long as you’re moving about a bit you don’t notice it. Not sure I’d want to be lugging a pillion around though unless it was an emergency. But I hate pillions anyway!
A thin seat on the MT-07 does the job as long as you’re moving around a bit
I’d say that as an entry-ish level bike they don’t come much better – especially for the price. I mean, have a proper look at its design elements and finish in the pics, or better still go check one out at your local Yamaha dealer.
Lots of nice details, it by no means looks this cheap. Doesn’t ride like it either. The only niggle I had from a fit and finish point of view was that the front plastics underneath the front side of the seat creaked every time I got on and off the bike. Not exactly a major issue, but one worth pointing out. Newer riders don’t realise how lucky they are these days…
I give it four and a half rubber chickens!
Why I like the Yamaha MT-07 HO
Value for money is off the charts
Jump on and go, super accessible
Surprisingly nimble and well balanced –
Doesn’t mind a bit of hooliganism..
I’d like it more if…
More noise please, exhaust note is a little sedate.
Not a lot else I’d change at this price point actually. No doubt the suspension at both ends could be better, but then you’d throw another $500 or more onto the price. And I think it’s more than good enough for the type of riders that will be in the market for one. I think the triple tuning fork mob made the right call.
Given that the updated 2020 R1 has just been announced (link), Wayne thought it might be an opportune time to have a quick look at the current model before its relegated to the second hand only category. Take it away Wayne…
It only occurred to me as I picked up the keys that I’d never actually had the chance to throw a leg over an R1 before. I have covered well over 100,000 kilometres on my fireblades, both on road and track, and have spent time on all of the other Japanese manufacturers wares, along with most of the European options. But before Trev sorted this YZF-R1 for me I had never before had the chance to wring the neck of an R1.
2019 Yamaha YZF-R1
Not that I hadn’t wanted to mind you. The cross-plane crank engine had me at ‘hello’, and gets me all wobbly knee’d and excited in the nether regions. Truth is that I’ve been lusting after one since the first ’09 incarnation for the exhaust note alone, but as my own circumstances had moved me away from full bore sports bike ownership, I’d resisted the temptation to ride one… Probably a good thing for my wallet as it turns out.
Initial impressions were, as expected – it’s quite compact, the riding position is suitably extreme, the suspension is stiffer than a Pfizer intern on date night and… holy cat snot this thing sure has some poke. It used to be a nonsense marketing phrase but modern sports bike really are race bikes with lights these days.
2019 Yamaha YZF-R1
As soon as I got it home I couldn’t help but start raving about the engine. My wife and kids heard about it. My mates heard about it. The coffee guy heard about it. My mates heard about it some more. It’s other-worldly. Smooth and impeccably fueled even off idle, the throttle feel is just superb. It’s low rev big-bang-burble, transforms into a gutteral mid-range growl with a healthy dose of angry air-box thrown in and then a top end howl. It’s a banshee.
2019 Yamaha YZF-R1
And it absolutely hammers. Jesus does it lay down some hump. From second gear on, as the electronics start to loosen the reins a little, its after-burner city. 200 big, energetic thoroughbreds. Big horses. And you feel every one of them. It’s mad. It’s ridiculous. It’s unnecessary. It’s addictive and I’m more than a bit smitten. Sounds proper horn too, even though the bike I rode was running the standard muffler it was epic! With a slip-on they frighten the four horsemen.
2019 Yamaha YZF-R1
‘That’ engine, combined with a near perfect quick shifting six-speed box completes the driveline, it’s a performance masterpiece. Clutchless upshifts are a doddle, but are slicker from the mid-range up and I still used the clutch on down shifts, as sometimes the lever felt a bit reluctant to drop down a cog. It is worth noting that the bike only had a bit over a thousand kilometres on it when I got it, so I’d imagine it would loosen up a little more with time. Either way it wasn’t an issue.
When on the charge the electronics are flattering (too many acronyms to list but rest assured there’s a shit ton of tech). Even on my first cold, dampish run down to Lorne I was quickly feeling confident and finding a rhythm, such is the seamless nature of the traction and slide control systems. They don’t get in the way at all. You can just roll on the gas confident in the knowledge that you have a safety net smarter than you… And smart they are.
2019 Yamaha YZF-R1
It comes with four engine modes, A-D. ‘A’ being the most powerful, stepping down to ‘D’ being the wet map. There’s little difference between A and B modes on the road until the top end ,where the B map feels a little (but not much) softer. I ended up using the B mode in the wet, it’s a pussy cat down low when you want it to be. Each map adjusts power, traction and slide control settings but unfortunately these aren’t able to be changed on the move, however you can tweak individual settings for power, traction and slide control. Which is a bit odd. Handy though, because the C map doesn’t have the Lift Control System (Yammies anti wheelie tech).. So you could give everything full welly without the fun police stopping the front coming up. Not that I would of course. Just sayin. For research purposes.
When activated, it’s very reluctant to lift the front in the first three cogs. It won’t come up unless seriously provoked, at which time its then gently brought back down to Earth. While it might be a bit of a buzz kill when you want to have a play, it is brutally effective when you’re in the twisties. The front is positively glued to the deck. No doubt helped by the aforementioned weight forward riding position. There is something to be said for having the front hover a few centimetres above the deck under full acceleration, the front dipping to kiss the tarmac as you as you snick through the lower gears. During those moments, and quite a few others to be fair, I felt like a riding god.
2019 Yamaha YZF-R1
While we’re banging on about electronics – the TFT dash is a bit on the small side for my liking, but it’s nice enough on the main. Couple of minor gripes from me, no distance to empty meter and some fairly pointless info being displayed in spots. I get that Yamaha wanted to show off some tech and added a brake activation force meter, a g force meter as well as an indicator for the quickshifter to tell you if you’re accelerating or braking.. but I’m not convinced that you’d want to be looking at the dash when getting really hard on the gas or the picks. And I definitely don’t need to be shown if I’m accelerating or decelerating.. Seems like some distraction waiting to happen.
Suspension on both ends is of course, firm. Really firm. Race bike firm. As is the seat. Sure the ride is stiff, but surprisingly it’s not actually overly harsh on big impacts as the suspension is well spec’d and damped, and has plenty of adjustment to fine tune things. It’s manageable on everyday roads and doable for a regular commute, but becomes an effort for me with my fairly extreme loop. The straight stretch from Geelong to Melbourne is not fun on something like this. But you endure it for the weekend’s play time.
2019 Yamaha YZF-R1
It is a trade off. The aggressive weight forward geometry comes at a price comfort wise at regular speeds and anything below two-thirds attack. It comes into its own and starts making sense as speeds and intent rise. And the faster and harder you go the better it feels. Mid corner it is mega – super planted and giving you the ability to run centimetre perfect, precise lines. And it’s impeccably light and easy to flick left to right and change direction. Phenomenal for a full litre bike.
Brakes are a match for the rest of the bike. Super strong with plenty of bite and feel – they neither feel wanting or overpowered. And you can’t feel the linked system working – it just does its thing. I didn’t even know they were linked until I re-read the specs. Noice.
2019 Yamaha YZF-R1
Sports bikes are a pretty extreme thing these days. They’re now at the point where they’re so focussed on outright performance, that they are arguably a little compromised as a road bike. It wasn’t always that way mind you. Up until about 15 years ago, sports bikes were still reasonably adaptable as all-rounders. But they’re getting seriously focussed now. I’d probably put my Osteo’s kids through Uni if I commuted on one full time. But it might nearly be worth it. I did the Deans Marsh – Lorne return run three-times in a row on it and it was Nirvana, I haven’t felt that connected to a sports bike for a while.. even if it was only 10 degrees and I wasn’t even remotely getting near the bikes limits.
Time to wrap it up.
2019 Yamaha YZF-R1
Is it a brilliant sports bike? Unquestionably. Utterly ridiculous levels of performance and a soundtrack to die for – even more so with a pipe. That engine is off the charts good. Suspension, handling and brakes are epic. Feels way more nimble than litre bikes of a generation ago. There’s no weak link really.
Is it a brilliant road bike? Well yes, and no. Like most of the current crop of focussed sports bikes it makes some serious comfort concessions for such high levels of performance. Performance that realistically is now well out of reach of most riders on the road. I’d need and love to have a few days at a dry track to fully appreciate its capabilities. Ultimately the assessment of whether those concessions are acceptable is your call to make, depending on your situation and requirements. If my commute was shorter I reckon I’d be making some phone calls to a Yamaha dealer, as those moments on a bike like this, up your favourite stretch of road, are something to truly behold.
2019 Yamaha YZF-R1
2019 Yamaha YZF-R1 in summary
Why I like it:
That engine is just astonishing, the sound is ridiculous
Terrific handling when getting up it. Feels like a lighter bike
There is no single weak point – it’s an all round package
2019 Yamaha YZF-R1
I’d like it more if:
Ride modes were switchable on the fly
I’d need a slip on for more sounds of the apocalypse
Can you make a version that’s a bit less extreme in terms of ride position..? Or build an MT10 Tracer version pls? I need some cross plane crank action in my life!
What is a ‘sports tourer’ these days anyway? Is it still something that bridges the gap between full-on sports-bikes and long haul pillion-friendly tourers? At a time when said full on race-replica sports bikes are becoming a bit less relevant to a lot of road riders, you’d be forgiven for thinking that this category could be where a lot of the attention and demand is diverted towards.
Yamaha’s sports-touring Tracer 900 GT
I mean they make more sense right? Something that can commute comfortably, handle real world roads and potholes without breaking a sweat, take a weekend trip with the missus on the back and still hold its own against the average scratcher up your favourite set of twistys. So if that’s the brief, how does the Tracer 900 GT deliver?
First impressions when you sit on board are that it’s really quite an upright seating position, nice and slim between your knees too. The seat is firm, but not too hard, and it feels angled slightly forward, positioning the rider close to the tank.
Yamaha Tracer 900 GT controls
Steering and controls are impressively light (especially the superb action of the slipper clutch), and when on the move you are first struck by how nimble it feels. It’s almost dirt-bike like in its agility and feel. Plenty of steering lock too.
This is a bike that revels amongst traffic. Sure the bars are fairly wide, but not overly, so it’s a breeze to filter between lines of traffic on. And when you take the admittedly quite nice panniers off its an even slimmer profile..
There’s ample weather protection without it being over the top. Plenty to tuck in behind if you’re really getting belted down upon (which I did more than once this Melbourne Winter), but more often than not you’re comfortable sitting up – its almost an adventure bike riding position – fairly well protected from the wind and any light rain by the nice high screen.
A generous front screen and fairing setup offers good wind protection on the Tracer 900 GT
The front cowl does a nice job of keeping the weather off your legs and the heated grips (my single favourite discovery in the past five years), work a treat. I’m not a massive fan of the scroll wheel controller on the right cluster that you need to use to turn them on, and then cycle through the three settings, but it works.
I’m just philosophically against having those type of controls, the ones that you do use when on the move, on your throttle hand side. Just for further clarity, the scroll wheel also cycles through your displays on the dash, changing from trip meter to temp etc, so to adjust the heated grip settings if you have it showing trip meter (which I assume most riders would), you need to do the following:
Scroll twice to get it to heated grip selection,
Push the scroll wheel in to select it,
Scroll through the settings to find the one you want,
Push again to lock it in,
Scroll back the other way twice to get the trip meter back on the display…
Right switchblock controls on the Tracer 900 GT with scroll wheel controller and colour TFT display
All with your right thumb, slightly further than you can comfortably reach without shifting your throttle hand. It’s not ideal. Given that you can’t change ride modes or Traction Control (TC) settings on the move (those controls are on the left cluster), I don’t see why those sets of controls aren’t just swapped so the ones you can change on the move are on the left cluster.
Other electronics work fine (including the cruise control), I reckon most riders will stick with the ‘STD’ map and traction control set to 1, they’re fine – the others are the buzzkill modes. My only other niggle here is that I reckon the TFT screen is a bit on the small side.
Maybe my eyes aren’t what they used to be (I mean I’m not that old..), but my instant reaction when I first turned it on was to squint. Those minor niggles aside – it’s comfy, nimble and offers good weather protection. That’s a tick from an all year commuter point of view.
Fully adjustable forks in gold are part of the 900 GT package
Suspension wise its ever so slightly on the firm side without being harsh. I reckon it’s on point. Along with the colour coded side panniers mentioned earlier, the GT also gets fully-adjustable upside-down KYB forks. The rear shock is adjustable for rebound damping and the preload is remotely adjustable. Both ends work a treat with good feedback, while being more than capable of soaking up the everyday ordinariness that we’re served up as roads. Surface changes? Patches? Potholes? No drama. I reckon it would be more than up to remaining enjoyable even with a pillion and luggage.
The pillion is well catered for with sturdy grab rails and a seat that’s not towering above the rider – and those panniers are easy to get on and off from their mounts and offer a generous amount of space inside (22 litres each apparently). Plenty of space for an overnight trip for instance. I was getting 300km from a tank in cruise mode, a bit less when getting up it. It would be a very easy thing to clock up a couple of tanks on in a day.
A generous rider and pillion seat ensure comfort on the Tracer 900 GT with grab rails and panniers
And there’s plenty of power to handle two-up, fully-loaded pannier duties. I’m a big fan of the MT-09 triple and gearbox. The same drive-line that provided the shove for the somewhat unusual Niken I tested earlier this year, shines even moreso in the Tracer (where its pushing along a lot less bulk). It’s a gem.
Apparently its slightly more civilised than the original incarnation, but still offers plenty of character and ample grunt. It’s smooth from the bottom and just builds into a nice growl on the way through to its 11,500 redline. The bike punts out about 115 ponies at 10 grand, but peak torque arrives at just after 8.
I didn’t find myself often past peak torque to be honest as the mid-range is where it’s at with this one. The six-speed box’s quickshifter is basically flawless too. I found myself clutching past neutral and when changing at low revs just to smooth things out – probably more from habit than necessity – but once past a few thousand revs I didn’t bother with the clutch as its smoother than a smooth thing.
A quickshifter is standard fitment on the Tracer 900 GT with the triple-cylinder engine and six-speed gearbox worthy of note
Doesn’t matter if you’re shifting at full or part throttle it just does its business. Brilliant. Still pretty happy to lift the front for some hijinx too… Love it. Could do with a bit more bark from the snug exhaust to my ears, but I like ‘em a bit loud.
The ABS stoppers work just fine and feel about the right spec for the overall package, they have a solid initial bite and more than enough power, while the lever offers plenty of feel and feedback. No problems there at all.
So all in all the ‘real world roads’ and ‘pillion duties’ boxes get ticks as well.
So what’s it like to punt along at pace? It’s a surprisingly good thing actually. Initially the seat felt a bit unusual with its forward slant – but it only took half-a-dozen corners on the Deans Marsh – Lorne run, I was starting to get along with it pretty well.
Performance is admirable with scratching potential in the right conditions
Even though the roads were still a little damp and there was quite a bit of bark around, I was punting along at a reasonable pace in no time. Certainly not limited by the bike. I did find that when I put the balls of my feet up onto the pegs then the heels of my boots would hit the pillion peg mounts. That was a bit off-putting, but it didn’t actually really get in the way. I wear a size 9 A-Stars Toucan for what it’s worth (great boots btw).
The suspension gave me enough confidence to explore the limits to what I dared on the not so grippy surface. We didn’t get to peg down territory in the damp but probably wouldn’t have been far from it in the sections that were fully dry.
With even better rubber and a warm grippy road I reckon you could frighten a few sports bike riders. The suspension is up to it, without being proper top shelf stuff. I’d say all in all it strikes a pretty good balance between a surprisingly comfortable tourer and a decent scratching proposition. So the ‘sports’ part of the equation also gets a tick.
The Tracer 900 GT delivers as an ideal blend of sports and touring performance for an all-rounder
I really do like the Tracer GT as an all-rounder. It’s quite a capable thing. It looks pretty decent to my eye too. I had plenty of positive comments from Joe public and riders alike when taking the pics. Great engine, great chassis and decent suspension. It is reasonably priced at just over 20k ride away, no more to pay, complete with panniers and the improved suspension over the base Tracer. It’s certainly a worthy option. A louder can and sportier rubber would liven it up even further.
Last thought is that I also can’t help but imagine what this bike might be like with another inch or more of travel, spoked rims with a full size front, and a redesigned exhaust for some more ground clearance. It feels quite like an F 850 GS at times with an even better engine, so much so that it couldn’t be that hard to turn it into a ripping mid-size adventure bike.. And that’s high praise as I rate the GS highly.
I do wonder how the Tracer 900 would convert into an adventure machine…
I’d wager the triple could have even more character than the soon to be released little Tenere, but I’ll have to wait to see if I get to throw a leg over one to know for sure. Is there room in their lin-eup for two adventure platforms? Probably not. Pity. Wonder if someone with some time on their hands might do a custom using Tenere bits.. If you do, let me know – I’d like to check it out 🙂
Why I like it:
Sports-tourer with an almost adventure bike upright riding position
That MT-09 triple donk and box remains a ripper
Super nimble steering amongst traffic
Strikes a good mix between scratcher and mile eater
I’d like it more if:
The scroll wheel controller is a bit awkward and the TFT dash could be bigger
A little more footroom from the pillion peg mounts would be nice
The smallest things can transform a riding experience. I’d been riding the big FJR a few days with the screen at its highest setting, which is bloody tall and offers enviable protection from the cold wind of a Melbourne winter. It was a huge welcome in my long commute each day but made the bike feel a little awkward to corner at speed. I couldn’t really decide where to position my upper body, how far to lean forward. The issue was the visual distortion from the top of the screen, as you dip in and out from behind the curved ‘glass’. I couldn’t get comfortable with my vision behind the screen and sitting up to see over it felt barking mad.
2019 Yamaha FJR1300
I’d let it go a few days before exploring the doo-dads. Then I discovered one of the aces up its sleeve is that you can adjust the height of the screen at the touch of a button. On the move. Boom. In a couple of seconds it will drop from full height to its lowest setting and then you’re free to position yourself naturally for corners – it all made sense from there. Instant perception change. Loved it.
Yamaha FJR1300 switchgear
There’s something to be said for a ‘full bodied’ bike. I like its scale. It’s a welcome departure from tiny bikes built for little folks. I’m no giant – I’m only 6ft, but felt quite at home on the big FJR. Feels roomy without being too big. Nice to move about on. There’s no denying that its carrying a bit of weight. It’s noticeable when walking it around and shuffling out of parking spots; It scrapes in just under the 300-kilogram mark wet after all, and you probably need to pay a bit more attention to your parking spots to make sure you won’t be pulling/pushing it uphill for any serious distance. But it’s not cumbersome. And the anti-stall idle system works quite nicely when you want to let it do the work for you while walking it about in a tight parking lot.
2019 Yamaha FJR1300
Styling wise it’s a nicely finished thing. Lots of nice details here and there, good quality materials and with the two big hard bags on the side it certainly looks every inch the part of being a rapid modern tourer.
Yamaha FJR1300
First impressions when you sit on it are that its low, long and wide between the legs. Comfy though. The seat really is quite wide which does make you spread the legs out a bit more than you’d expect, but you get used to it after a few days. And the steering lock is great so while the wheelbase is a bit stretched-limo you don’t notice it too much. Quite good low speed maneuverability really.
Yamaha FJR1300
Pillions are well catered for with a big comfy seat and grab rails. Riding position was a bit of a surprise – it’s even more upright than I expected. No need to put any real weight on the wrists if you don’t feel like it.
2019 Yamaha FJR1300
On the go the steering is nice and light and the angled bar risers not only feel comfortable but let the controls feel naturally positioned. Being a sports-tourer the brief is all about stability and comfort at speed – and it nails it. This is a jet on an airbed. A cruise missile if you will. Well tuned damping action from both ends works a treat to soak up regular road imperfections and let you just enjoy the ride. All while giving you plenty of feedback, encouraging you to twist the throttle that little bit harder… It’s mind boggling how well the big girl handles being punted along with a bit of spirit, I had to occasionally reign myself in… Its proper fast on sweepers as you might expect, but even seems to handle slower corners pretty well. All very predictable and sure footed. And when the road opens up and you allow the afterburners to kick in, you’re catapulted to big numbers.
Yamaha FJR1300
Speaking of catapults, the engine is like opening the taps on a pressure valve. From as low as 2 grand there’s seamless shove – and it doesn’t dip or tail off it just gives more. The fuelling is excellent – No hesitation or coughs or burbles, just.. thrust. We’re talking 135 odd Nms of torque. Great gobs of it.
Sure it doesn’t have the urgency of something lighter but it sill delivers effortless, relentless poke. It’s the heart and hero of the bike for sure. It comes with two ride modes, Touring and Sport. Touring softens things up quite a bit and I did use it to start with and in the rain, but I mostly left it in Sport to enjoy the hump.
2019 Yamaha FJR1300
There’s a plethora of suspension settings too, some adjustable on the go. Electric settings for preload to adjust for one rider, luggage, two, two and luggage as well as soft, standard and hard settings. They all made slight differences that were definitely felt. I actually enjoyed riding it with the pre-load set to two riders on the standard damping. Soft setting was quite nice on the smooth highway too…
Yamaha FJR1300
I felt that the brakes could be a little stronger though. They didn’t catch me out anywhere, I just felt that a big heavy bike with that much poke could have some more stopping power to balance things out. Lever feel is ok, but needs a decent squeeze to really get the picks working their hardest. And yes the ABS works just fine, even on gravel.
Yamaha FJR1300
Clutch feel is nice and light, the box shifts were all fairly solid, but it’s not the smoothest shift I’ve ever ridden. They went in. And there was never any massive clunks or false neutrals, but compared to other Yamaha gearboxes it suffers a little in refinement. Either way, I got used to it.
Yamaha FJR1300
More on the other doo-dads: heated grips have 3 settings for toasty warm mits, cruise control is easily set on the left hand side and the mode switching for the dash to cycle through control sets is done via what used to be the ‘flash’ button on the front of the left button block. All of it is intuitive and easy to control, even at night time.
Yamaha FJR1300
The LCD dash design itself is probably starting to look dated but is still nice and legible. And it has a distance to empty meter! (one of my pet hates is how many modern bikes don’t). I was enjoying that right up until.. it disappears with about 35ks left in the tank when you need it most and is replaced with a counter that starts counting fuel used from the start of reserve. I’ll need the decision making process behind that design explained to me I think… Just leave the distance to empty there!!
Yamaha FJR1300
Speaking of fuel though, loved the big range. Comfortably into the mid 400’s for me on my regular route. Which just confirms it as a proper mile eater – a genuine sports tourer.
2019 Yamaha FJR1300
2019 Yamaha FJR1300 at a glance
Why I like it:
All the hump. At any revs. Relentless torque.
Super comfy, nice and roomy
Superb ride, surprisingly capable at speed even on tighter stuff
I realise that looks are subjective, but I dig it. Pics don’t do the Honda CB1000R justice as in the metal it looks so much better. The engine dominates, but the stylists have given this latest edition more of a tougher edge than previous models. Is there such a thing as stylishly butch? There is now.
All lighting is LED with a horse-shoe light ring in the headlight
Anyone who’s looking for a base for something a bit more special has a pretty great place to start. Single sided swinger, short rear overhang, the guts of a tough custom is already done if that’s your thing. There’s lots of new metal – with lashings of aluminium and, apparently, the CB1000R only has five bits of plastic bodywork. Front and rear mudguards, little rear hugger and two other bits… somewhere else I guess.
A Dani Pedrosa / Repsol themed CB1000R seen at the Wheels and Waves show earlier this year
The engine electrics and pipework has been nicely hidden and it looks almost as though this engine was designed to be shown and not hidden behind fairings. All up, a neat job of packaging from the boys of the red wing.
Back to that engine. This time it’s a hefty step up from previous models. Main difference between this and the previous gen ‘Blade is a bump in compression, some nice forged pistons and a retune for more mid-range at the expense of outright power. A new exhaust that’s both lighter, louder and helps liberate more grunt doesn’t hurt either. And it’s a pearler. 143 horsepower of silky smooth grunt. It has shorter gearing compared to the Blade so makes the most of it too. Make no mistake, anything over five-grand and this little puppy hauls arse.
A nicely customised Honda CB1000R seen at the Glemseck event in Europe
It’s also quicker to 130 than the Fireblade, apparently, and I don’t doubt that at all. First and second gears are dispatched in a heartbeat and third gear is nirvana on the right, smooth road. Warp speed Scotty. Bring me that horizon and whatever other cliches you want to throw about. The CB1000R lifts the front at a whim too. Ridiculous. Awesome.
The whole driveline is bloody brilliant. From the throttle feel and fuelling, to the clutch and box which seems to shift smoother than any of my old Blades did. It’s as good a thing – as a whole driveline package – as I’ve ridden in a long time. The Tokico stoppers do a fine job of pulling it up too. Plenty of power and feel without showing any signs of fading during my riding.
The CB1000R also features RbW, four riding modes including a User set custom mode, with Power, Engine Brake and HSTC, with LCD dash
Like the Africa Twin I sampled recently, it comes with three pre-set ride modes – Rain, Normal and Sport, that adjust power, traction and engine braking settings. Plus a fourth ‘User’ mode allowing you to fine tune things to your liking. In the main I actually found the normal setting nearly perfect for everyday road use and commuting duties. Smooth, precise, easy.
The CB1000R is a proper weapon in traffic too. Not sure why they wouldn’t have given it a bit more steering lock though. Swapping lanes in stationary traffic becomes a three-point turn. The hot knife through butter came grinding to a halt where other bikes could get through. Bugger. I also found myself needing to fill up at 250-kilometes which was a bit too often for my liking, considering my daily return commute is almost that distance.
The CB1000R offers an 830mm seat height, with limited protection provided by the rear mudguard
So… not a lot of range from that 16 litre tank then. It’s also worth noting that the rear mud guard… kinda… doesn’t. Plenty of muck turned up on my back and the whole rear end of the bike from my gravel road… Sure. It’s winter and in reality most people won’t take these off sealed roads often, but be aware. Trev took one up the snow a while ago, but then he is a bit different…
Honda CB1000R – Image by Trevor Hedge
The LCD dash is nicely designed and mostly easy to read but can be tough to pick out the smaller numbers of the trip meter and fuel in the rain, as water droplets will sit on the screen.
The CB1000R also features RbW, four riding modes including a User set custom mode, with Power, Engine Brake and HSTC
For the first week I stuck with around town duties and the CB1000R is a fun thing, even if the suspension felt harsher than I’d have liked, particularly when I hit the odd bump and it sent it straight through to me with very little damping between me and the smack in the arse. I figured there’d be a trade-off come weekend hijinx time, so just went with it, because that engine is awesome.
I got frozen and wet to the arse a couple of times too. Who’s idea was it to test naked bikes in Melbourne during winter again Trev? Nothing a change of work clothes couldn’t sort out though. And that engine makes up for it.
The CB1000R delivers a claimed 143.5hp and 104Nm (77lbs-ft) of torque
Then the sun finally peeked through the clouds for a day. Birds and angels sang in harmony. I washed the bike and then rode up my gravel road at 24 km/h to try and keep it clean and finally got onto tarmac and headed straight for the coast to give it a proper workout. Right. Sport mode selected, throttle response sharpened, traction control backed off, full whack in all gears. Let’s boogie. I’d been looking forward to this for a week.
Warming up on smooth roads it was as nice as I’d hoped. Cruising down through Anglesea and Aireys the CB1000R tipped in more than willingly and felt light and nimble. Overall dimensions aren’t huge, though there’s ample room to move about on the bike, even if my right heel did snag the hefty twin outlet muffler a few times when positioning for right handers.
Speaking of the exhaust, Honda have done a nice job of liberating a decent exhaust note. That said, after hearing one with a pipe fitted, I’d at least throw a slip on if I was buying one. It sounded mad. I couldn’t NOT put one on it.
Honda have also succeeding in liberating a notable exhaust tone through the stock system
Back to the ride. Smooth roads were nice, but that suspension that felt unnecessarily harsh around town, didn’t get any better as the speeds rose on regular roads. It tied itself in knots over bumps and surface changes when really getting up it for the rent, the rear shock just wasn’t up to it. It would light up the rear without much warning or change lines when hitting small bumps or surface changes. Bigger hits weren’t very nice at all really.
Just to be clear these were ‘normal’ Victorian roads like the Great Ocean road and the Skenes creek to Forrest road. Roads I know well, but couldn’t really get comfortable on this ride. It’s such a shame as the rest of the bike deserves better. It would be amazing with a well-sorted aftermarket rear shock.
The Honda CB1000R comes in at $17199 RRP + ORC
Yet there’s still one final twist in the tale. And that’s the price. At 17 grand the CB1000R bonkers cheap for what you get in terms of that sublime driveline. I mean Honda reckon we’re talking 25 per cent more torque than an MT10, apparently. I wonder if it’s the best driveline you can buy for the price? Probably.
It’s cheap enough that you could get both ends dialled in properly and a slip on added to the mix for under 20K on the road. And it would then be mint. Arguably you shouldn’t have to do that on a new bike. Not in 2019. Not with a Honda. But there you have it.
I’d love to ride one that had a sorted rear end. I’d love it if Honda brought out an SP version with top shelf bits on it. That would have to give the MT-10 SP a run for the money. It arguably looks better too… In my eyes anyway.
2019 Honda CB1000R
ENGINE
TYPE
998cc liquid-cooled inline four-cylinder, DOHC; four valves per cylinder
BORE & STROKE
75 x 56.5mm
COMPRESSION RATIO
11.6:1
STARTER
Electric
CARBURETION
PGM-FI electronic fuel injection
IGNITION
Computer-controlled digital transistorised with electronic advance
TRANSMISSION
6-speed manual
DRIVE
Chain
FRAME
DIMENSIONS (LXWXH)
2,121 x 790 x 1,095mm
WHEEL BASE
1,455mm
SEAT HEIGHT
830mm
GROUND CLEARANCE
135mm
FUEL CAPACITY
16.3 litres
KERB WEIGHT
211kg
RAKE (CASTER ANGLE)
24.7°
TRAIL
96.1mm
TYRES
FRONT
120/70 – 17
REAR
190/55 – 17
SUSPENSION
FRONT
Showa Separate Function Fr Fork Big Piston (SFF-BP)
REAR
Showa Balance Free Rear Cushion (BRFC)
BRAKES
FRONT
Two hydraulic calipers w/ 310mm floating discs; 2-channel ABS
REAR
Single hydraulic caliper w/ 256mm disc; 2-channel ABS
‘No clutch for you!’ Trev said, laughing a little… We’re both easily amused. He’d ridden the Africa Twin DCT over three days a while back and was interested to hear what I’d make of it in the real world, with the mix of riding I do every week.
Honda’s Africa Twin has gone from strength to strength since its introduction
I hadn’t ridden one before, but I’ve recently spent some quality time with the terrific new BMW F 850 GS and I’ve clocked up over 250,000ks on my own Triumph Tiger 800XC. So I have some pretty reasonable benchmarks for comparisons.
First impressions? It’s big. Certainly not a bike for those with ducks’ disease. It’s a decent leg throw to get over the 920 mm seat height, which is a fair step up from the 870 mm height of the standard Africa Twin. I’m close enough to call it six-foot and when on board I have to shift my weight ever so slightly to the side and stretch down to reach the ground.
Honda CRF1000L Africa Twin Adventure Sports
You get used to it pretty quickly and after a few days I wasn’t even thinking about it any more, but it is worth noting that short stacks need not apply. And that whole front section is a big Juan, which offers great wind protection with plenty of open slots to allow a nice amount of airflow through without getting any buffeting.
A taller seat height is found on the Africa Twin DCT, up to 920mm from 870mm
The big 25-litre tank of the Adventure Sports, six-litres more than the standard Africa Twin model, see the Adventure Sports variant boast an impressive range of 450-500kms, which as someone that covers 1200-kilometres a week I did enjoy. All of that adds up to just on 240 kg in DCT trim (10kg less with the regular manual gearbox), yet along with most modern bikes it seems that all that weight and bulk seems to disappear once you’re on the move. There’s an impressive amount of steering lock too, which I’ll come back to.
Honda Africa Twin Adventure Sports
The other major changes over the original standard Africa Twin are
A fly by wire throttle (which works just fine – excellent feel and fuelling)
Fully-adjustable, longer travel suspension front and rear (which is also without fault – terrific control and feedback)
Modified airbox and exhaust, lighter balancer shaft and better mid-range
I was given a quick rundown from the Honda boys on how the switchgear works and a reminder to just roll the throttle on gently from standstill – not to grab the left lever which is actually a park brake. If you’re wondering – it’s quite a significant reach forward to the lever and I wasn’t able to reach it absentmindedly. It’s funny how the mind works though. After literally just hearing all that – I instinctively went to grab a handful of clutch to start the bike up… Idiot.
The DCT model features a hand brake instead of a clutch, being an automatic, with the brake lever put out of reach no doubt as many motorcyclists naturally go for the clutch in many situations
So I set off from the workshop and a couple of things struck me immediately. On the move the bike’s a doddle, with a really solid combination of chassis, suspension and that steering lock, combining for very nice low speed manners and maneuverability – and the DCT shifts super sweetly.
I pulled out into peak hour traffic and was straight into filter mode. What struck me is that when you don’t have to spend any concentration on gears, you only need to focus on line and throttle, meaning that filtering becomes even easier – you can basically ride this thing feet up to a standstill – then put your foot down. For a big bike, it’s also surprisingly easy to filter on.
The only thing I miss is ironically the ability to grab a handful of clutch and give the throttle a blip to get the attention of the driver in front who’s head down on his phone and crowding the line. If Honda can make that happen somehow that’d be ace because even with stock pipes the 1000cc parallel twin has too good an exhaust note to not be able to liberate occasionally. For a stock pipe it’s loud, meaty and all things good.
The Africa Twin DCT also includes a RbW throttle and modes which interact with the DCT gearbox
There’s a bunch of riding modes for both the engine management and DCT box. So let’s talk engine first. The ride-by-wire throttle brings with it three preset modes, Urban, Gravel and Tour – each adjusting power level, engine braking and traction control with a fourth mode ‘User’ letting riders set your own which is conveniently remembered even after you turn it off and back on. Nice.
Bloody handy to be able to flick through them on the move – I ended up using that most of the time to be honest, with the TC backed down to allow for a bit of shenanigans. The dash also has options for disabling the rear ABS and has an extra ‘G’ button for more serious gravel duties. Unfortunately I didn’t really get to put through its full off-road paces as the bike I had wasn’t running chunky knobbies.
So, the engine. I’m a big fan. Really nice fuelling and throttle feel and gruntier than the numbers suggest. The big girl pulls hard and shows no signs of running out of puff at any speeds you’re likely to throw at it on the road. It’s deceptive too – that short-shifting, no fuss DCT translates into rapid progress even if it doesn’t always feel it.
The Africa Twin features a liquid-cooled 22.5º parallel-twin with 270° crank producing 70kW and 98Nm of torque.
There’s a marker I use for reference where I know that my Tiger 800 hits 100 km/h under normal everyday acceleration and the Africa Twin smashes it in the same scenario. With the traction control settings right it’ll loft the front wheel up easily enough for me too. Whack the DCT into manual mode and just roll off the gas, let the front dip and then get back on gas. Done.
That DCT comes with three modes. When you start the bike it defaults to neutral every time and the Honda boys advised to push the bike around in neutral to avoid any unwanted throttle inputs that might end in tears while I was still getting used to it. A quick tap of the multi-function button on the right drops the box into drive mode. I found the standard ‘D’ mode very eager to shift up and use the copious amounts of torque available to lope effortlessly along.
Too eager for me personally, and while filtering I wanted a few more revs for more immediate response which was found by tapping the button again, changing to ‘S’ mode. That one holds revs a bit higher and will change down earlier on deceleration. The third option if for full manual, even if it’s actually not. Confused?
Honda Africa Twin DCT Adventure Sports
Well it will let you take over all the shifts via the paddles on the left bar (thumb push for downshift, finger pull for upshift), but still helps you out by dropping down a cog or two if you mess things up and forget to downshift to lower gears. Works surprisingly well and allows you to have full manual control on upshifts, and if you want you can let the DCT take over coming up to intersections.
I actually found it really easy to get used to the DCT and liked it more than I thought I might. Filtering through traffic was a lot more nimble than I’d expected a bike of this size to be – low speed control by just dragging a bit of rear brake was supreme. I reckon it’d be handy in tight stuff in the dirt too.
It really is much the same as a Rekluse clutch in the whole twist and go thing, but this has the added value of acting just like a full auto box and shifting up and down for you as well if you want. Or leave it in manual mode and it’ll only shift down if you royally cock things up by letting the revs drop too low for the gear you’re in. It’s not bad! And that’s probably the answer to the ‘but why?’ question.
The Africa Twin features the DCT system which works along similar lines to a Rekluse clutch, with the same justification behind wanting one
For much the same reason riders go for a Rekluse only more-so…. You can’t stall, ever. You won’t get arm pump from clutching like a maniac in the tight stuff when you aren’t used to it. And not having to worry about the clutch gives you more brain cells to focus on line and speed.
Would I have one one over a standard box? Maybe. Before riding it I’d have said no, but now I certainly wouldn’t rule it out. I’d prefer the system if it held a shorter gear than it does in even the S setting at most speeds though.
Honda CRF1000L Africa Twin Adventure Sports
For example at 100km/h, the DCT sits just under 4000rpm. Right in the meaty zone of the power curve. Nice. But at 60km/h (in S mode) it’s sitting around 2500rpm in fifth… In D mode it’s still in sixth at just above 2000rpm!
Even my ute sits in fourth at 60km/h and it’s a 3.2L turbo diesel so it’s not short on torque! It felt to me like it shouldn’t be dipping too much below 3000rpm to still have solid response. Whenever I put it into manual mode – I ended up downshifting to bring it back up to around 3000 all the time as it seemed like the engine’s sweet spot.
Honda CRF1000L Africa Twin Adventure Sports
So maybe the big H should keep the D mode but rename that to E for Eco (as I’m sure that’s what its tuned for), rename the S mode to D and add a new S mode that holds higher revs. You might need to read that bit twice for it to make sense…
Revs and modes aside, I liked my couple of thousand kays on the Adventure Sports a lot. There’s no denying that the Africa Twin range represents pretty awesome value. 17-and-a-half big ones for the standard model with ABS and manual box. 19.5k for the Adventure sports with ABS and manual box – add another 500 bucks for the DCT. Rides well, sounds great, looks pretty good too I reckon. I couldn’t resist the family shot sitting up next to my CRF250R either… They looked pretty sweet side by side in the shed.
Honda Africa Twin DCT Adventure Sports next to Wayne’s CRF250
Anything else? Oh – the high beams are quite centrally focussed – I’d recommend some wider focussed spot-lights for picking up wildlife further back than just the roadside, for those doing any decent night-time riding.
Why I like it:
Terrific value.
Great exhaust note for a stocker.
Big range.
DCT shifts nicely, offers more relaxed riding options.
Cheaper ‘normal’ box option if you aren’t DCT inclined – try it first though!
I’d like it more if:
The DCT held gears longer, modes up-shift gears a bit early for my liking.
Ummm, not a lot else really!
Honda Africa Twin Adventure Sports
Honda CRF1000L Africa Twin Adventure Sports Specifications
Specficifactions
Engine Type
Liquid-cooled 4-stroke 8-valve 22.5º parallel-twin with 270° crank and uni-cam
Engine Displacement
998cm3
Max. Power Output
70kW/7500rpm (95/1/EC)
Max. Torque
98Nm/6000rpm (95/1/EC)
Bore & Stroke
92.0 & 75.1mm
Clutch
Wet, multiplate with coil springs, Aluminium Cam Assist and Slipper clutch
Final Drive
O-ring sealed chain
Gearbox / Transmission Type
6-speed DCT with on and off-road riding modes Honda Selectable Torque Control System (HSTC) – HSTC 3-levels + Switch Off
Frame Type
Steel semi-double cradle type with high-tensile strength steel rear subframe
Swingarm
Monoblock cast aluminium swing arm
Turning Radius
2.5m
Kerb Weight
253kg
Fuel Capacity
24.2 litres
Length x Width x Height
2340 x 930 x 1570mm
Wheelbase
580mm
Seat Height
900/920mm
Ground Clearance
270mm
ABS system type
2-Channel with rear ABS off switch
Brakes Front
310mm dual wave floating hydraulic disc with aluminium hub and radial fit 4-piston calipers and sintered metal pads
Brakes Rear
256mm wave hydraulic disc with 2-piston caliper and sintered metal pads. Lever-Lock Type Parking Brake System
Motorcycle Test by Trevor Hedge Images by iKap & Moto Guzzi
Moto Guzzi’s all-new V85TT is a welcome new offering in the mid-capacity adventure-touring segment and one that spurned a lot of interest on social media when we first highlighted the pending arrival of the machine on MCNews.com.au.
Moto Guzzi V85 TT
Guzzi’s most recent long running adventure bike model, the Stelvio, was an all-roads touring bike. The Stelvio was not built for serious dirt tracks with rock strewn climbs, but instead for mega mile-munching, with few stops required thanks to its 32-litre tank. However, it was competent enough to take on reasonably well formed trails, and in NTX guise scored spoke rims and engine guards. It was powered by a very charismatic, but moderately powerful, 1151cc V-Twin that in its final 8V incarnation mustered 104 horsepower and 113 Nm of torque. It was comfortable and enjoyable, but at over 270kg it was not the best tool in the shed for negotiating tricky side-tracks in the hands of moderately talented riders.
Moto Guzzi Stelvio NTX from 2011
Still, the Stelvio had its fans, and I must admit that I too had somewhat of a soft spot for the latter generation NTX as pictured above. That big 90-degree air-cooled transverse V-Twin stirred the soul perhaps even more than a BMW Boxer. However when in the market myself around the time the Stelvio NTX was released, it was the fizzing ADHD kid that was KTM’s 990 Adventure R that actually got my money.
Moto Guzzi V85 TT
Anyways, enough of a history lesson, and reflections on my bike buying habits, lets get on to the eagerly anticipated new kid on the adventure block from Moto Guzzi, the V85 TT.
Moto Guzzi V85 TT – KYB supply the suspension
Produced in the beautiful northern Italian town of Mandello Del Lario, a fact proudly highlighted on the instrumentation of the V85 TT. The Moto Guzzi factory overlooks the glamorous Lake Como. Guzzi have been producing their machines in those glorious surroundings since 1921. Like most Italian companies the ownership of the brand has changed from time to time, and for the past 15 years Guzzi has benefitted from being under the stewardship of the Piaggio Group. Brands such as Aprilia also under Piaggio’s purview and in recent years Moto Guzzi has benefitted greatly from the tie-up via a great injection of technology from their cousins over at Noale.
A useful USB port is tucked away beside the instrumentation. Win! The instrumentation automatically adjusts its brightness to suit the ambient lighting conditions and changes colour completely when things turns proper dark.
The new V85 TT even boasts the same Marelli 7SM ECU smarts as the 200+ horsepower Aprilia RSV4 sportsbike, along with traction control and ABS systems all linked to the fly-by-wire throttle. Importantly though, it is still very much a Guzzi.
Guzzis are different, and the V85 TT is very much different to other options in the adventure-touring marketplace. This is perhaps is its most endearing character trait. Particularly in the technicolour dream-coat yellow-white-red-black colour scheme that Guzzi dub ‘Evocative’.
Moto Guzzi claims the V85 TT tips the scales at 208 kg dry.
Some cruel bastards have dubbed the V85 TT in this colour scheme ‘Ronald McDonald’s bike’. Well I don’t like McDonalds (the burgers are better at Hungry Jack’s), but I do find the V85 TT quite tasty to my colour palette.
Moto Guzzi V85 TT
The quality of the paint finish on the steel trellis frame appears to be fantastic and this extends from the headlight and instrumentation supporting bracketry up front, to the rear grab-rails and luggage rack. It appears deep and lustrous enough to survive the tests of time, and I certainly hope it does.
Moto Guzzi V85 TT
The 853cc V-Twin is a stressed member that helps form the pelvis of the spine frame while the swing-arm pivots directly off the gearbox before terminating in a shaft final-drive. The ‘jacking’ from the torque reaction as drive is transferred to the shaft has long been relegated to a more dark past of motorcycling history by all brands and the Guzzi exhibits no negative handling traits from its shaft-drive system.
Ground clearance is 210 mm.
However I do find the V85 TT taller geared than I would prefer. And obviously with shaft drive you are stuck with that gearing as shortening the final drive ratio is not quite as simple as adding a few teeth to a rear sprocket or dropping a tooth off the front.
Trev describes his riding style as ‘how to do everything completely technically wrong, but somehow still make it to the other end in one piece’. Pretty it’s not, but he has been attending motorcycle launches for two decades and has, as yet, never crashed on one!
Cruising at 100 km/h in sixth gear sees the lightest spinning crank I have ever felt in a Guzzi turning only 3750 rpm. It will pull 70 km/h in first and that means tight and tricky going will need plenty of left hand work to slip that dry clutch. Although it must be said smooth mapping, a reluctance to stall, and a very light pull on that adjustable clutch lever through a nice smooth engagement doesn’t make this too great a chore. It was not all that long ago that BMW Boxers also ran a dry clutch and the smell of clutch in the air at times brought those memories flooding back. That’s not necessarily a negative, BMW ended up getting them right and I have never known Guzzis to have weak clutches, but it is a point worth noting for those that are not accustomed to motorcycles that use a clutch system more akin to a car, instead of the regular wet multi-plate clutch system used in most motorcycles.
Road mode provides the most eager throttle response but it still far from sharp. In Rain mode the engine response is dramatically dumbed down while the ABS and traction control systems are put on high alert for the earliest possible intervention.
The transverse engine pulls quite willingly past 8000 rpm but I found myself often forgetting that 80 horsepower top end was there. The long legged gearing made revving the Guzzi that hard almost a conscious decision. Most of the time I was loping around below 5000 rpm and thinking gee this engine doesn’t really pull all that hard. Only to then force things past that marker to find an engine that actually surprises a little in the top end.
Twin 320 mm floating stainless rotors are clamped by four-piston radial-mount Brembo calipers
The official claims from Moto Guzzi quote 80 horsepower at 7750 rpm and 80 Nm of torque at 5000 rpm. The torque curve does not feel, to the seat of my DriRider pants, quite as broad as their (supplied) dyno chart suggests, but to be fair the engines were hardly broken in and traditionally Guzzi engines do take some time to loosen up and give their best.
Engine features a high-capacity (430 watt) alternator. Marelli supplies the single 52mm ride-by-wire throttle body and 7SM ECU
It is not as willing as the latest BMW F 850 GS, but is not too far off the outgoing F 800 GS engine. But with a more endearing character than the fluffy BMW 800 parallel twin ever mustered before it got its new crank phasing for the latest 850 generation of the model that finally gave the BMW twin some bark.
Guzzi have lightened the crank compared to the ‘V9’ street-bike models that also utilise this new engine platform along with lighter forged pistons that Guzzi claim contribute to 30 per cent lower reciprocating mass.
That would normally be a good thing but to my mind what makes a Guzzi, a ‘Guzzi’, is a bloody heavy crank that makes you really feel those pistons pumping away mightily out each side of the bike.
Riding modes include Road, Rain and Off-Road. The Off-Road setting automatically switches ABS off on the rear brake while adding a little more engine braking and opening the traction control algorithms up a little to allow a bit more slip. The front ABS can also be switched off via a menu.
Granted, these 84mm slugs are a fair bit smaller than the 95mm pistons used in the outgoing 1200 Guzzi models. The move to more free spinning internals of course has benefits in regards to how quick the engine revs (even if that nature is somewhat hobbled by moonshot gearing), it also makes this Guzzi lose a little of its potential charm. Still, the engineering principles are sound and I would expect this push-rod engine, complete with roller cam followers, titanium inlet valves, virtual dry sump and a single 52mm throttle body will provide a long and trouble free service life. Thanks to its relatively simplistic lay-out I would also expect and hope that servicing the Guzzi will be an easy affair.
A deeply finned sump serves as an oil cooler and Guzzi claims the new engine is thermally efficient enough to not require an oil-heat exchanger or radiator. Thus this new engine is a rare bird indeed as we march forlornly towards Euro5 emission regulations. As the launch was conducted in single-digit temperatures we can’t tell you if the engine transmits too much heat to the rider. The rocker covers seemingly have some sort of second skin that prevented them from getting hot enough to warm my gloves during snow photo stops!
As a stressed member the engine forms a structural element of the chassis
No doubt it is that clever Marelli ECU that enables Moto Guzzi to meet all looming emissions standards without the requirement for liquid cooling and that alone deserves some major kudos. There might be hope for the DR650 yet!
The pre-muffler and catalytic convertor set-up on the V85 TT is a monstrosity of epic proportions. Thankfully it is largely hidden but as it is so large, it is a wonder that they also required such a large muffler. The rear disc rotor measures 260 mm in diameter while Brembo supplies the two-piston caliper
It is also electronic smarts that a few years ago helped Guzzi rid themselves of a not so welcome trait that they were infamous for. Massive levels of engine braking that mandated any down-shifts to be done slowly, deliberately and a long way before any approaching corner, if not to enter said corners sideways in a compression lock-up, have long been tamed by the move to ride-by-wire throttle some years ago. The V85 TT does not require a learned Guzzi specific riding technique in any way and is user friendly from the word go.
Moto Guzzi V85 TT
The riding position feels quite natural in most ways except for the bars being exceptionally wide. The seat is beautifully finished and accommodated my ample buns quite nicely. At 830 mm the seat is also quite low while the pegs were at a good height and the vision ahead clear. The screen works well enough without being obtrusive and there is a larger screen on offer from the accessories catalogue if one so desires.
Mirrors are perhaps the best I have ever used. Cruise control is standard. Heated grips are not.
One positive from the ultra wide bars is that the mirrors are absolutely outstanding with a great field of rearward vision and zero vibrations at any speed. The pegs are rubber topped to help quell any vibes to your feet on long hauls and the rubber tops are removed by a single 10mm bolt when it is time to head off-road in wet conditions. And wet and cold conditions we certainly had!
Moto Guzzi V85 TT
Unfortunately this made testing the suspension almost impossible. The near freezing conditions meant that corners could not be attacked with any sort of vigour that would really put the suspension to the test. What I can say though is that over corrugation ripples off-road there was no sense of jack-hammering from the rear end, a trait all too common when you combine shaft drive with a shock not up to the job. The bike steered well, held a chosen line and showed no problematic characteristics, but we didn’t get the conditions required to really put the suspenders through the wringer.
The ABS is a dual-channel unit supplied by Continental
The rear suspension is also a little different than most with the shock off-set to the right and working directly on the swing-arm, negating the need for a bottom linkage. Yes, somewhat like the PDS system on a KTM, but in this case the shock is mounted to one side and attached to a fairly rearward point on the drive-shaft, which also doubles as the RHS of the swing-arm.
Shaft drive means no chain maintenance. It isn’t the sturdiest looking shaft drive housing I have seen but hopefully it proves up to the job long term. Swing-arm pivots directly off the gearbox
KYB supply both the shock and the forks that offer 170 mm of travel at each end. Preload and rebound damping is adjustable at both ends. Ground clearance is 210 mm.
A reasonably sturdy bash-plate is standard on the V85 TT
Outright braking power was also hard to judge in the conditions we experienced but they did prove progressive and predictable in what were some seriously sketchy conditions.
Rolling on a 19-inch front and 17-inch rear the Tri-colour variants of the V85TT ride on Michelin Anakee rubber while the solid colour models are shod with Metzeler Tourance Next. The rims are spoked but require tubes thus there is no tyre-pressure monitoring system available to add to what otherwise is a very comprehensive cockpit suite displayed on the full colour TFT dash.
Both the brake and clutch levers are adjustable
The other annoyance is that while there is a gear position indicator, there is no gear position sensor on the gearbox. Instead the ECU works out what gear it is in via a combination of RPM and rear wheel speed. This means that when you are sandwiched between two trucks after lane-splitting to the front of the traffic lights the neutral light does not go out until you start rolling, which had me on tenterhooks when the lights went green as to whether I was actually in gear or not. This is compounded by the fact that there is no audible or sensory feedback when you select first gear. It is a minor gripe, but still, it shitted me!
Moto Guzzi quoted ‘aeronautical references’ when describing their twin tail-lights which they equate to the look of a twin-engine jets after-burners… Where are the flames!
Sophisticated and switchable traction control and ABS systems married to individual riding modes are all standard while the instrumentation is both comprehensive and clear. A six-segment fuel gauge allows you to keep an eye on how much of that generous 23-litre fuel capacity is remaining. The ambient temperature display laughs at you as it registers 0-degrees while realising that Moto Guzzi had not fitted the optional heated grips to the bikes prior to the Australian launch.
The engine has always been a focal point for Moto Guzzi stylists and the V85 TT is no different.
Further down the track Guzzi will add phone/intercom and navigation functionality to the dash via an app on your smartphone that will connect to the bike via bluetooth but this technology is not available at launch. Hopefully early buyers of the machine will be able to retrofit this at a modest cost when it becomes available later this year.
The twin head-lights might conjure memories of the NTX 650 from 1996 and the Quota 1000 from 1989 but those bikes certainly never sported the bespoke Moto Guzzi eagle shaped daytime running lights to add that final piece of Guzzi signature to their form.
In the adventure-touring segment Moto Guzzi are providing something that is distinctly different. For those that speak Guzzi fluently from previous experiences with their unique V-Twins, I believe you might miss the loping gait of that heavy crank throw, but otherwise there is enough to still enough Guzzi flavour to savour.
Moto Guzzi V85 TT – Image by TH
It is not an off-road supremo to the level of a GS, or a competitor for the coming more hard-core Tenere 700 Yamaha or the new 790 Adventure from KTM. It is an all-roads touring machine that opens up a little more horizons to riders who are in to the softer level of adventure, Guzzi makes no pretentions of this being otherwise.
The 23-litre fuel tank is the largest in this mid-capacity segment and should guarantee touring ranges in excess of 400 kilometres.
The price of admission for the single colour option V85 TT machines is $20,690 ride away while the Tri-Colour variants command a $700 premium. That is getting up there for a mid-capacity touring machine but that is the price you pay for something a little bit different I guess. The V85 TT certainly stands out from the crowd, and I don’t mind being a bit different….
A tribe of V85 TT in the Victorian High Country
Moto Guzzi V85 TT Specifications
ENGINE
Type
4 stroke, 4 valve 90° V-twin with twin spark ignition
Cooling
Air
Engine capacity
853 cm³
Bore and stroke
84 x 77 mm
Compression ratio
10,5 ± 0,5 : 1
Idle engine speed)
1300 ± 100 rpm
Maximum power
59 kW (80 HP) at 7750 rpm
Maximum torque
80 Nm at 5000 rpm
Fuel system / Ignition system
Magneti Marelli 7SM2 electronic fuel injection; 52 mm diam. ride-by-wire throttle body, Magneti Marelli injectors, two lambda probes, torque control
Mechanical 6 speed transmission, with shift pedal on left hand side of engine
Steering rake angle
25,7°
Trail
128.3 mm
Chassis
Front suspension
41 mm diameter telescopic hydraulic fork Stroke 168 mm
Rear suspension
Die-cast light alloy swingarm with 1 shock absorber adjustable spring preload and hydraulic rebound. Stroke 102 mm, 170mm travel
Front brake
320 mm stainless steel floating disc, radial calliper with four opposing 32 mm pistons
Rear brake
260 mm stainless steel disc and floating calliper with two 22 mm pistons
Front wheel
2.5″ x 19″
Rear wheel
4.25″ x 17″
Front tyre
110 / 80 R19 59V Inflation pressure: 2,5 bar
Rear tyre
150 / 70 R17 69V Inflation pressure: 2,8 bar
Fork oil – right stem
446 cm3 Level from sleeve edge: 144 mm
Fork oil – left stem
360 cm3 Level from sleeve edge: 143 mm
Front wheel
2.5″ x 19″
Rear wheel
4.25″ x 17″
Front tyre
110 / 80 R19 59V Inflation pressure: 2,5 bar
Rear tyre
150 / 70 R17 69V Inflation pressure: 2,8 bar
Maximum Length
2240 mm
Maximum width
950 mm
Height (at adjustable windshield)
1300-1325 mm
Wheelbase
1530 mm
Kerb weight
229 kg
Max. vehicle load
448 Kg (rider + passenger + luggage)
Capacity
Fuel tank (including reserve)
23 ± 1 L
Fuel tank reserve capacity
5 ± 0.5 L
Moto Guzzi’s tradition of adventure
Moto Guzzi boasts a solid off-road tradition and the acronym ‘TT’ stands for “tutto terreno” (all terrain) and builds on a tradition that was established by the marque with their Gold Medal winning ISDE machines in the 1930’s. In 1957, Guzzi offered the Lodola Regolarità, followed by the Stornello Regolarità in 1962.
Moto Guzzi took on the Paris-Dakar in 1985 with the V65 Baja and the following year with the V75 Baja, where they proved robust and reliable.
The high front mud-guard and double front head-light in the V85 TT are reminiscent of the NTX 650 from 1996 and the Quota 1000 from 1989.
I admit it, I didn’t actually expect the Triumph Street Twin to be all that different from the deliciously laid back Street Scrambler I’d spent a couple of weeks getting to know and love. Check out my full review here (link).
I mean they share the same engine, gearbox, forks, shock, brakes and frame (almost). I assumed it was pretty much a styling exercise between them… right..? Ahh… yeah nah.
2019 Triumph Street Twin Reviewed
I mean obviously they’re still quite similar. But the subtle differences combine to make for quite a distinctly different riding proposition. There’s no doubt they’re brothers from the same mother, but they are more than skin deep apart on the road.
Figuring out which one is right for you will depend on what look blows your hair back in terms of styling but also where/how you’re going to be riding it. Let’s quickly re-cap on the common elements we found with the Scrambler for those who shamefully missed my earlier review. Here’s a picture of the Street Scramber for comparison.
Effortless laid back fun – 100% chilled and ready for grins
Silky smooth 900cc Bonneville twin with deceptive helpings of torque
Ride position spot on for the classic rider in all of us
‘Small’ overall dimensions, but without feeling cramped
Immediately accessible in terms of feel and performance
Everything ‘works’
2019 Triumph Street Twin
Initially, throwing the leg over the Street Twin it felt pretty much the same. To be fair I didn’t even twig that the bars were 50mm wider at first. Not until I tipped into the first corner when it quickly became apparent that I needed to rethink the similarities and differences between the bikes a little further.
The Street Twin is clearly more responsive to tip into corners and much happier on its side. It’s still no sports bike obviously, but is eminently more capable from a handling point of view. It changes direction willingly, no doubt helped by the slightly tighter steering rake and more rounded tyre profile of the Pirelli Phantom Sportcomp, compared to the flatter dual purpose Tourances on the Scrambler.
2019 Triumph Street Twin
Add that to a more responsive throttle action that gives the bike quite a different feel. Where the Scrambler throttle response is soft, feeling almost delayed off idle at first (which gives it that laid back feel), the Street Twin feels more immediate.
It has a slightly different engine tune, along with that aforementioned different throttle action enabled by the ride by wire techwizardy. The spec’ sheet says that the peak torque arrives 600rpm higher on the Twin at 3800rpm, but that’s not what it feels like when combined with the more instant throttle response.
It feels like another five or six ponies have been liberated. Even though the spec’ sheet again says they’re both dishing out 65 hp. If I was a betting man I’d have lost some coin there no doubt. So it steers better and goes better. What else?
2019 Triumph Street Twin – The Street Twin offers a significantly different feel to the Scrambler
Well even though it has the same Brembo four-piston caliper (with ABS), it feels like there’s more bite when you get on the picks. At the time of writing I couldn’t confirm if the Twin was running different pads, or it was all down to better tyres and sharper geometry. But the brakes definitely feel slightly more willing.
That’s a lot of ticks already, translating into a more sporting ride. The trade-off is that the bike loses some of the oh-so-laid-back charm of the Scrambler, so it’s really more about what you want out of your bike… It’s still a charming ride, just a different flavour.
Styling wise it’s the more classic looker of the two. A pair of low sweeping pipes (one each side) are well executed, a more pillion ready seat and the absence of protectors on the tank indents translates into a genuinely classy looking machine. From the front in particular, it is a well-proportioned and finished design.
2019 Triumph Street Twin – Dual low exhausts offer a classic look
It makes me wonder if they started with this design first and then adapted it to the Scrambler, which doesn’t seem to be quite as photogenic from the same angles. That might be a geometry thing, or maybe it’s just my eyes, I’m not sure.
What do I like less about the Street Twin compared to the Scrambler? Well, they both don’t have a whole lot to pick faults at to be fair.
The most awkward thing on the Twin is finding the side-stand hidden down under the sweeping pipe. You get used to it, and there’s no real way around it if you want the pipe right there. Things are getting tough when the side-stand is the only real thing that stands out as annoying…
The suspension is fit for purpose, as long as you don’t start pretending its a bit more sporty than it actually is, then the limits in damping control do start to be felt.
2019 Triumph Street Twin – A 12L tank offers reasonable range of up to 280km, but is cutting it fine
You don’t get a massive amount of range on a tank. The most I saw over a month’s riding between them was around 280km for a tank, which is ample for this type of bike – it’s no tourer with a 12L capacity. And the accuracy of the trip-meter nearly caught me out too. It’s not mucking around.
I was expecting it would leave some fuel up my sleeve, but it was pretty much bang on. Cue the ‘oh-shit-I-gotta-find-fuel-in-the-tank’ shake from side to side trying to find fuel in the tank as I wobbled the last couple of kays to the servo. Aherm. Nothing to see here folks. Everything’s under control. Not the droids you’re looking for.
These are both terrific little classically styled bikes. I really enjoyed them both. More than I thought I would to be honest. They’re an absolute joy to ride, without needing to be ridden fast for that enjoyment – just the ride itself.
2019 Triumph Street Twin
They’re excellent in traffic, their small size (more-so the slightly narrower Street Twin) makes them super easy to filter through relatively small gaps with ease. They both look tops, the Twin being the black tie version and the Scrambler being jeans and a white t-shirt.
I’d pick… the Scrambler. I think for its more laid back attitude, ‘soft’ road ability and more edgy styling. But I’d probably ask the shop to sharpen up the throttle action a whisker.
Mind you I do prefer the sharper handling of the Twin. Hmm… I better go for just one more ride before I hand it back.
I didn’t mind the F750GS I reviewed recently, but there were a couple of niggles that took the shine off it for me. The throttle feel was not quite right at part throttle, as was the quick shifter. In slow moving traffic it wasn’t the silky smooth bike it should have been. And the off road capability was certainly more ‘soft roader’ than ‘off roader. But aside from that there was real promise of something more…
The something more is (maybe a little unsurprisingly) the full fat, full sugar F850GS. Its a ripper of a bike. Dammit. So much for building suspense. What makes it so much better? Hah! You’d have to read on.
2019 BMW F 850 GS and F 750 GS on the Dyno
Quick recap of the spec sheet differences
F 750 GS: 853cc, 77hp, 83Nm, 224kg, 15L tank, 815mm seat, Suspension travel 151mm F / 177mm R (My take on that is here)
F 850 GS: 853cc, 93hp, 92Nm, 229kg, 15L tank, 860mm seat, Suspension travel 230mm F / 215mm R (this is what we’re looking at now)
So, compared to the 750, this one has an extra 15 ponies, 5 extra kilos that arrives care of the 80 mm extra suspension travel up the front, and 38 mm extra up the back, which translates to a 45 mm increase in the seat height. Despite what they sometimes say, more is absolutely more in this case.
First thing I noticed when I threw the leg over was the seat height from the extra suspension travel and the switch to larger spoked wheels (full sized 21-inch front), over the 750.
2019 BMW F 850 GS
What also caught me out the first few rides was how long the stand was compared to what I expected. It makes the bike sit closer to upright (it’s not leaning on the stand as much), so that when I rocked it off the stand it felt like it wanted to fall the other way – I had to catch it on the other side. I thought it felt a bit top heavy because of this initially, but on the go you don’t notice it at all. So if you’ve sat on one in a bike shop and its felt top heavy. Go for a ride on one because they aren’t. Maybe they’ve done that so it won’t push down into soft gravel all that much when going bush, which would be clever, although you don’t always have even ground when you stop the bike in the bush, so maybe not so much… Perhaps just a bigger foot on the stand would have sufficed. Either way, no biggie.
On the road it felt pretty familiar after having spent a couple of weeks on its little brother. I still love the dash and controls, kudos BMW.
Optional TFT dash seen here on the 2019 BMW F 850 GS Adventure
The big difference was, to my surprise, the throttle feel and quickshifter on this bike by comparison. They seem to work just fine. Damn near perfectly in fact. There’s still the slightest hint of surge at part throttle but only at revs below 3,000rpm, however it’s night and day better. And the shifter seems spot on.
If I was a cynic, I’d say that both the injection and shifter were extensively mapped and calibrated to this engine output, not the lower 750 output. But that’d be me being a cynic… Could also be that the 850 was running the standard muffler whereas the 750 had a slip-on that perhaps wasn’t properly mapped for that muffler? Dunno. With those two working perfectly on the 850, I didn’t seem to find anything to fault. And this bike didn’t have any more kays on it (around a thousand when I picked it up), than the 750, so that aint it either.
2019 BMW F 850 GS
The extra hump is noticeable. Not pull your arms out noticeable, but the feeling I often had on the 750 of wanting ‘more’ just didn’t seem to come into play on the 850. Gone are the days of the old lump being a bit insipid. This thing is nice, a deceptively grunty little number that builds power smoothly and without fuss. It’ll happily loft the front when you want it to in lower cogs and on gravel it’s just sublime.
Which brings me to the other big difference in that this puppy is running proper dual-sport tyres. Chunky looking Continental Twinduros. I’d not ridden on them previously and was itching to try them out in the dirt. And given that on sealed roads the 850 is just as good as the 750GS I’ve already covered (same lovely chassis that’s even better for having the aforementioned extra hump), let’s focus on the off road stuff in more detail here.
2019 BMW F 850 GS
So when a brief window of clearish skies appeared I was out the door and headed for some local bush tracks to get a fix. I’m lucky enough that the tracks mentioned aren’t far from my doorstep. And a few kays up the road is where the 850 GS really started to shine.
The longer travel suspension made mincemeat of serious corrugation at speed and once you’ve selected Enduro Pro mode – which you can do on the move – it does all manner of magic that flatters even relative gumbies like myself. Ride height goes up, traction control algorithms are adjusted to allow for some controlled slip, and rear ABS is disconnected (when the enduro plug inserted).
2019 BMW F 850 GS
This thing is proper awesome in the dirt. The traction control setting in this mode is mega, allowing you to get the tail out and steer it with the back with full confidence that you aren’t going to fling it around and end up halfway up a messmate. Its seriously good. Fourth gear slides good. I was quickly giggling inside my lid.
But it’s not just all about the traction control hijinx. It’s a true multi punch combo, as all the controls are so well dialled in. The throttle and traction control are ace, the quickshifter is also and doesn’t need any thought, just bang it up or down and it does its thing nicely – I didn’t miss a shift. So forward momentum is nailed.
2019 BMW F 850 GS
Combine that with a really impressive Brembo ABS system that allows you to pitch it into corners pretty hard for a bike this size, you quickly forget about there being any electronic intervention at all and just revel in the grip and control and simply enjoy the ride.
So – my test loop. The first stretch of my ride was a downhill tight access track that I hit pretty regularly, fairly hard with a local group of mountain bike riders so I know it well. But I don’t hit it often with a motor. Plenty of whoops and ruts and wash outs and soft sandy runs in spots that really tested the suspension at both ends. Not once did I have a single thought about the forks or shock needing more or less of anything.
2019 BMW F 850 GS
I stopped in amongst some of the smaller washouts halfway down the hill to take some pics of the bike while it was still clean, in a spot where the sun was coming through between the trees. This little spot was before a small creek ford crossing and I figured it wouldn’t stay nice and shiny for long! Even at that stage I was already impressed and feeling confident on the bike.
Despite having the tank bag in place to carry the camera, I could still move around quite freely, meaning that I could shift my weight around and easily place the bike exactly where I wanted it, going from one track edge to the other regularly to slide past some pretty serious near full track width puddles.
2019 BMW F 850 GS
By the time I’d come out the other end of that run amongst some dirt bikers loading and unloading, I was already basically sold. A couple more quick shots then I headed out for another run up some tougher climbs. It was mostly first and second gear stuff on this section and it quickly showed me how good the traction control was, to the point where I was pretty much just keeping it pinned in a lot of sections.
One particular section was a long sandy climb of about 100 metres that had plenty of washouts and line changes. I specifically took that track with that climb in mind and the 850 GS just powered up without breaking a sweat. We’re talking sand soft enough to leave tracks a few inches deep on the flat. Impressive.
2019 BMW F 850 GS
At times I forgot just how big the bike was to be honest and found myself launching it over the graded washout drains they have on these types of tracks like I would on a proper dirt bike or my mountain bike. Now I wasn’t exactly throwing it down Metal Mulisha style, but getting a good foot of two of air under us easily on the right lips, which when you’re carrying enough momentum is soaked up without fuss – it didn’t bottom out once at either end. It just took it all in its stride.
On some of the flatter of these sections that I found myself really finding a nice rhythm towards the top of second gear that worked well. Peeling the bike left and right with the rear to change lines around holes and ruts and washouts, unweighting the front over the whoops if they were the right size. It really was an awesome little ride. Lots of those moments where you feel fully at one with the bike. Brilliant.
I finished it all by charging back up the track that I’d first come down. It’s a bloody tough climb on the mountain bike but it was a blast on the 850 GS! Two-kilometeres with 180 metres of vertical climb but that climb is mostly done in the first half. It’s a sandy washed out slog in spots and I did have one moment in really, really deep sand where the front dug in and I had a bit of a slapper, nothing that a quick dab of the foot couldn’t correct, but that was my fault not the bikes as I didn’t exactly choose the best line. And the sand was about 15 cm deep… Probably should have had my strava turned on. I would have smashed out a PB…
2019 BMW F 850 GS
So which spec are we looking at here? (cos there’s a few..) Well this one is an F 850 GS ‘Tour’ (also known as the Exclusive). It comes as standard with the Comfort Package and Touring packages (Keyless Ride, Navigation prep, heated grips, tyre pressure monitoring, centre stand, Dynamic ESA, Luggage grid with pannier fastenings) and Dynamic and Lights packages (Dynamic traction control, gear shift assist pro, riding modes pro, ABS Pro, LED Headlight, Daytime riding light, white LED indicators) and hand protectors. Basically, all the fruit.
That’s not going to give you much change from 25 big ones ride away. On top of that this one also had the $2650 full luggage set consisting of the two Vario expandable panniers, Vario expandable topcase with backrest, waterproof liners for panniers and topcase, tankbag and USB charging cable. The test bike also wore wide enduro pegs which are an additional $274.
2019 BMW F 850 GS
So… How good is it? It’s good. Bloody good actually. Even better than I thought it would be. I reckon it looks ace in this colour too. The silver, gold forks and dark green is a nice combo.
Throw a nice louder slip-on at it and I reckon I’d have one over my own gen 1 Tiger 800XC, and I love that bike so that’s saying something. Maybe I need to ride the new Tiger Trev, to see if its stepped up to match it? And the new 790 Adventure? And maybe the Africa Twin while we’re at it? They’ll have to be good to match the F 850 GS. We’re spoilt for choice aren’t we – As motorbike riders we’ve never had it so good.
Why I like it:
Why I like it:
It takes everything that’s good about the 750 and steps it up a notch
Whilst their model naming conventions might defy logic, begging the question how/why is a 750 actually an 850?, the BMW engineering boffins sure know what they’re doing. It’s a seriously thorough package when loaded to the gills like this F 750 GS was when I picked it up.
2019 BMW F 750 GS Review
They know how to do dealerships too. BMW Southbank isn’t such a horrible place to do some casual window shopping before picking up the press bike. Mental note – step away from the second hand S 1000 RR HP4 Wayno. And the R nineT racer… oof.
Back to the earlier point – a 750 not being a 750. The F 750-850 GS family is a little confusing so let’s do a quick high level recap of the specs to focus on what is what:
F 750 GS: 853cc, 77hp, 83Nm, 224kg, 15L tank, 815mm seat, suspension travel 151mm F / 177mm R (this is what we’re looking at here).
F 850 GS: 853cc, 93hp, 92Nm, 229kg, 15L tank, 860mm seat, Suspension travel 230mm F / 215mm R (I’ll get to this one soon).
So today we’re talking about the more accessible (power-wise), lower, more road oriented of the trio. The quick run through of the dash and controls was a bit of an eye opener too. They’ve gone to town on these as far as spec options go. This one didn’t just have some fruit on it – it was the full fruit salad:
Keyless ignition (push button unlock/start on proximity)
5 inch TFT screen with ‘multi-controller’ scroll wheel
Four ride modes (Rain, Road, Dynamic and Enduro),
Traction control (disengageable)
ABS (disengageable)
Electronically adjustable suspension
Cruise control
Tyre Pressure monitoring
Integrated navigator, music and phone controls (via phone app)
Heated grips (three modes)
Quickshifter
2019 BMW F 750 GS with Akrapovic exhaust
The bike I was picking up also had the very tidy Akrapovic muffler and the full suite of luggage, which is stunning by the way, via the Touring Luggage Pack (which also includes the tank bag). Solid as a rock, on and off the bike in seconds. Side panniers expand out with the flick of a lever. The top box even has a nicely integrated back-pad for the pillion.
It’s dripping with goodness and makes my personal luggage look positively low rent. Very nice kit. The Akra muffler and luggage add-ons will set you back around 4 grand on top of the base price but having seen and used them I’d be hard pressed not to tick those boxes.
High quality luggage on the 2019 BMW F 750 GS is an extra but top notch
Other than a playbook full of new technology options and having had a catalogue full of accessories thrown at it, the biggest news is the new engine. I’ll admit I’ve previously not really been a massive fan of the F series – the old parallel didn’t really blow my hair back. But this new 850cc version (in this F 750 GS…) is a much nicer powerplant.
It revs freely with a surprisingly rewarding airbox growl. Power curve feels as flat as a pancake and the bike can either be happily quick-shifted at around 4-5 thousand rpm under full throttle (which makes the most of the airbox growl) or wound right out. Peak torque (83Nm) is at 6000rpm and peak power (77hp) arrives at 7500rpm so shifting around 8 thousand just before the 8500 redline makes solid progress.
2019 BMW F 750 GS Review
The lovely carbon tipped Akra muffler liberates a little more mid-range torque over the stock muffler as well as a couple of decibels, but is still very much on the polite side of loud. At idle there’s a bit of mechanical noise from the engine – not bad noise mind you, but it’s not a quiet engine at idle. And it does vibe a little.
If it was italian it would be called character. What’s the German word for character…? Regardless, once on the move the vibes smooth out, the mechanical noise gives way to that nice airbox growl which unfortunately overpowers the exhaust note. Then by the time the airbox growl drops away the wind noise takes over, so unfortunately you never really get to hear as much exhaust note as you’d like. Less baffling please.
The quick shifter works nicely in both directions, most happily doing full throttle upshifts and will downshift happily most times if you give it a little blip to take some reverse load off the box while you’re doing it. I still found myself using a little clutch on a lot of downshifts depending on throttle input to help smooth it out further – as at part throttle it’s a bit hit and miss (which you get a fair amount of in traffic and when just cruising around).
2019 BMW F 750 GS Review
Needs to be said that when using a bit of clutch there’s a little mechanical feedback on the lever that feels odd as the auto slip mechanism does its thing. I do wonder if what is a relatively entry level adventure style bike needs a quick shifter at all, I actually think it’d be better without it – but it’s not me plonking down the folded.
Throttle feel is nice on the go, with only the occasional, very minor injection hunt when transitioning from off throttle to ‘just on’. It’s only really noticeable in traffic, when you’re riding to match someone else’s pace and not flowing along at your own. Out on the road or punting harder it disappears.
I think there’s also some tweaking to do on the anti-stall mapping down low as I felt that kick in a bit weirdly a couple of times too – and then I managed to stall it more than once while maneuvering around the boom gates at the work car park. I’d imagine both of these are only a mapping software update away from being dealt with and they are nothing you can’t adjust your throttle inputs to ride around. In fact these minor foibles with the flexibility of the powerplant might actually be from the mapping not being quite matched to the optional Akrapovic muffler that was fitted to this test bike.
2019 BMW F 750 GS Review
Overall it’s nicely proportioned and roomy for my 6ft frame. Really nice upright riding position with a generously comfortable, sculpted seat. Surprisingly comfortable actually. Whoever designed the curve of the seat nailed it. For whatever reason I reckon most sculpted seats seem to miss the mark, but this one is spot on and rises up behind your butt offering really good support.
Comfy cruising along the highway, yet sculpted enough to let you shift around and forward when firing along your favourite set of twisties. But if I’m being picky, and I am, I’d probably like a little taller screen from the factory for a little better wind protection on a bike like this.
The Akro exhaust hidden behind the Luggage Pack
In the twisties, it’s a nice thing to punt along. Really, really nice chassis balance and dynamics. You feel comfortable on it straight away, confident enough to throw it fully on its side and test just how good the traction control is. And if you’re wondering, it’s good. I like it in enduro mode on smoother gravel roads in particular.
It lets you dial up a nice amount of wheel spin without getting away from you. When you combine the airbox growl at lower revs with easy gravel slides it certainly combines for a fun ride.
However to be fair – it’s the more soft roader of the family really and set-up for better road manners than off-road. It reinforced that by tying itself in knots on my admittedly horribly corrugated gravel road – the same road that my flogged out Tiger 800XC handles far better. For more serious off roaders, you’d go with the 850 or 850 Adventure being more, and more capable again, off-road.
The F 750 GS’s switchblocks give access to the full electronics package, including electronic suspension
So three variants of the same bike. I do wonder if punters will be paralysed for choice? Certainly spoilt for choice.
While the shorter of the three suspension choices might not be up to the task for really serious off road stuff, it’s more than up to it for sealed roads and decent gravel tracks. Lashings of feedback from both ends and it soaks up the everyday ripples and bumps on our average roads very nicely. That lower seat height helps make it a little easier for low speed maneuvering in traffic too and hides its 240 odd kilos well. I was surprised when I read that in the specs, feels substantially lighter on the move.
Another party trick up its sleeve is the electronically adjustable suspension. A quick dab of the controls raises or drops the ride height through three settings in a matter of a few seconds. I do think BMW would do well to swap the positions of the ride mode control (right hand side) and the suspension height control (left hand side). You’d be more likely to use the ride mode swapping on the go than the others, so put it on the left where it’s easier.
On the right side you need to shift your throttle hand, which… I’d personally prefer not to. But I do need to pat the lads on the back for allowing riders to disable the traction control and ABS while on the go. It’s not that hard is it. Why doesn’t everyone else do it?
That TFT also has a brilliant display of your bike status while on the go – and while I’d previously have never ticked the ‘tyre pressure monitoring’ option, on the second week it came in handy and could have paid for itself in one go. I’d managed to pickup a massive tech screw in the rear tyre and the warning system alerted me to the fact that my pressures were dropping well before I’d have noticed.
A TFT display offers a clear dash, with a TPM fitted to this machine
The warning kicked in when the pressures dropped from 43 pounds to about 38 pounds. After keeping an eye on it for a few kays to see how fast the pressure was dropping, I managed to servo hop my way to the dealer, topping up pressures before it dropped below the point at which you’d start to damage the tyre further.
Ultimately in this case it needed a new hoop as the tek-screw had damaged the inside of the sidewall so the lads couldn’t risk it, but it could have saved me 300 bucks on a new tyre. AND it alerted me early enough that I wasn’t left stranded with a dead flat tyre and no options.
All in all only minor grievances really. The position of a button? And too much stuff on a dash to play with? The world’s gone mad. It’s a bloody good bike that you’ll feel at home on straight away. If you want to do some decent miles including a bit of gravel roading, this has plenty going for it – and good service intervals too if you clock up the kays like I do.
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