It’s here, and for the most part it looks exactly how we hoped it would: like a classic BMW. The 2021 BMW R 18 “Big Boxer” cruiser has finally been unveiled in complete production form, with a look reminiscent of the R 5 model of the 1930s.
Powered by a massive 1,802cc OHV air/oil-cooled 4-valve opposed twin, the largest “boxer” engine BMW has ever produced for a motorcycle, that generates a claimed 91 horsepower at 4,750 rpm and 116 lb-ft of torque at 3,000, the new R 18 certainly seems to talk the talk, ready to go toe to toe with the established cruiser brands. It sports modern rider aids like partially integrated braking (the hand lever activates both front and rear brakes, the foot pedal only the rear) with ABS, a six-speed transmission with anti-hop (slipper) dry clutch, standard ASC (stability control) and MSR (engine drag torque control), and three ride modes: Rain, Roll (for regular riding) and Rock (for sportier riding). Hill Hold Control and Reverse Assist are optional.
The R 18’s classic lines come courtesy of a double loop tubular steel frame with easily removable rear subframe for easy customization, a double-sided swingarm with exposed driveshaft on the right side, a telescopic 49mm fork with 4.7 inches of travel and a hidden, preload-adjustable cantilever rear shock with 3.5 inches of travel for a hardtail look. Three brake discs, two up front and one in the rear, are 300mm in diameter and are squeezed by 4-piston calipers.
Spoked wheels are 19 inches up front, 16 at the rear, and appear to be tube-type, although that is not specified in the information we’ve received. Lighting is all-LED, and the R 18 can be fitted with an optional Adaptive Headlight (lean-angle sensitive cornering lights). Keyless Ride is standard.
The 2021 R 18 will be available worldwide in a special First Edition model, which includes the signature black paint with white pin striping, chrome details, “First Edition” badging and more. A base model will also be available in the U.S. and other select markets. Pricing starts at $17,495 for the base model and $19,870 for the First Edition.
This is, after all, a cruiser, and so BMW will also be offering two customization packages from Roland Sands Design, the “Machined” and the “Two-Tone Black.” BMW will also offer an extensive list of customization parts and accessories so buyers can make their R 18 uniquely their own.
KTM has garnered a reputation (deservedly) for building high-performance, hard-edged machines that cater to what we might call the “one percent” of adventure riders. Let’s just say, you don’t hear jokes about KTMs and Starbucks parking lots. Its highly anticipated, new-for-2019 790 Adventure exemplifies that philosophy (read our comprehensive on- and off-road review here): an eminently capable lightweight ADV tourer that was designed for excursions into some pretty gnarly territory, especially in the off-road oriented R variation.
But what if you aren’t necessarily a “one percenter?” You like the idea of an adventure bike that isn’t gargantuan (a seat height of less than 35 inches would be great, thanks), but is comfortable, with adequate power for touring and high-speed passing and ample luggage capacity. Yet it can still tackle whatever “shortcut” your GPS throws at you — or worse — without breaking a sweat.
That pretty much describes me, so when our KTM 790 Adventure test bike showed up I snagged the keys and have clung to them stubbornly ever since, logging more than 3,000 miles commuting, canyon carving and road tripping, including a weekend ride up the coast for Babes Ride Out and this weeklong road trip to New Mexico to visit my mom and stepdad. They live on 80 acres of desert about 10 miles southeast of Deming, and getting there involves considerable highway slabbing along with a home stretch of a few miles of sandy dirt road, plus a quarter-mile of washed-out dirt driveway. In between are numerous opportunities to scrub the edges of the tires on pavement as well as non-paved detours to mines and other points of interest. Adventure bike territory.
Escaping Southern California took the better part of a day, heavy Orange County traffic giving way to sweeping low mountain vistas and finally, in Borrego Springs, at the bottom of a long, winding descent, the low, sprawling Colorado Desert, part of the 100,000-square-mile Sonoran Desert that covers much of southwestern Arizona and spreads southward into Baja California Sur and Sonora, Mexico. It is home to several unique species, including the iconic symbol of the American Southwest, the saguaro (“sah-WAH-roh”) cactus.
I’d timed my trip well; a week later, heavy rain poured for days, part of the massive winter storm that would wreak havoc on Thanksgiving holiday travel for much of the U.S. But on this ride, the skies were sunny and dry, and with lightly insulated gloves I only needed my heated liners in the early morning (our test bike was not equipped with the optional heated grips). The 790 has a comprehensive electronics package that includes three ride modes, Street, Rain and Offroad, that alter throttle response and IMU-based MTC (traction control), plus separately switchable Bosch 9.1 MP cornering ABS.
With its firm, flat, adjustable two-piece seat in the lower (32.7-inch) position, the 790 Adventure put me, at 5 feet, 9 inches, into a comfortably compact riding position while nearly allowing me to get both feet flat on the ground. Footpegs, which have rubber inserts to muffle any vibration, are high enough to allow ample off-road ground clearance and the handlebar, which is adjustable in six positions over a 1.2-inch range, is not as wide as some other larger ADV bikes. I put the windscreen into the higher of its two positions and found it deflected air around my helmet with very little buffeting.
Therefore I was comfortable and smiling the next day as I rolled into the town of Ajo (“AH-ho”), Arizona, some 38 miles from the U.S./Mexico border. This old mining town is experiencing a revival of sorts, with its gleaming whitewashed Spanish-style buildings lining the central plaza, a beautiful old school that’s been renovated into apartments for artists-in-residence and a hotel and conference center, as well as new coffee shops, cafés and artisans’ markets. It’s the kind of place that gives you hope for the future, with residents representing what they call the Three Nations: Caucasian American, Mexican-American and native Tohono O’odham.
Part of the appeal of an adventure tourer is the ability to explore at will, so when a local told me about a gravel road that looped around the old pit mine I was keen to check it out. The 790 Adventure’s 21-inch spoked front wheel, shod with tubeless Avon Trailrider 90/10 tires, rolled easily over the low rocky shelves and washouts, its 7.9 inches of suspension travel front and rear (non-adjustable except for rear preload) taking everything in stride, if a bit stiffly at the lower speeds at which I was traveling. It’s not just on dirt and gravel that a bike like the 790 Adventure shines, however. Keen to avoid the traffic in Tucson, later that day I found myself on narrow, bumpy, twisty Arivaca Sasabe Road, connecting State Route 286 with Interstate 19 through a lonely landscape where the only other vehicles I saw were U.S. Customs & Border Patrol units.
Another highlight was Apache Trail, a.k.a. Arizona State Route 88, a perfect ribbon of sinuous asphalt rippling into the Superstition Mountains east of Phoenix. I’d intended to go all the way to Roosevelt, with the asphalt giving way to dirt less than halfway up, but the road was inexplicably closed at Tortilla Flat. Too bad. I just had to turn around and retrace my corner-carving steps — carefully, as this was clearly a popular road for local riders as well as sports car-driving racer wannabes and pickups trundling along with boats in tow, headed to and from Canyon Lake.
Not all roads on this trip were so fun, however, with several hours-long 75-to-80-mph slogs on Interstates 8 and 10. The 790 Adventure’s 799cc liquid-cooled LC8c parallel twin has dual counterbalancers for smoothness, with a 75-degree crankpin offset and 435-degree firing order for V-twin-like character, and with 88.4 peak horsepower and 59.4 lb-ft of torque on tap (per the Jett Tuning dyno), it’s got enough spunk to hang at those speeds with room to spare, though sometimes at the expense of fuel economy. In a stiff headwind and at freeway speeds my mileage dipped as low as 34 mpg, but favorable conditions brought a high of 63 on this trip, averaging somewhere in the 50s, which meant my 5.3-gallon tank was good for close to 300 miles between fill-ups. The one caveat is that the 790 requires premium, which can be tough to find in the loneliest desert areas.
Apart from that minor detail, though, the KTM 790 Adventure is the rare lightweight adventure tourer that, depending on whether you choose the R version and how you equip it, works for the “100 percent”: it’s supremely capable off-road yet a pleasure to ride on long highways, and it’s downright fun in the twisties. Perfecting it for me would mean adding the optional centerstand, heated grips and cruise control, and maybe even some hard luggage, but even without all that I enjoyed all 1,787 (give or take) miles of my trip—and will continue to enjoy more until it’s time to give it back. With the 790 Adventure, the only question becomes: where do you want to go?
2019 KTM 790 Adventure Specs
Base Price: $12,699 Price as Tested: $13,059 (Quickshifter+) Warranty: 2 yrs., 24,000 miles Website: ktm.com
Engine
Type: Liquid-cooled, transverse parallel twin Displacement: 799cc Bore x Stroke: 88.0 x 65.7mm Compression Ratio: 12.7:1 Valve Train: DOHC, 4 valves per cyl. Valve Insp. Interval: 18,600 miles Fuel Delivery: EFI w/ 42mm throttle bodies x 2 Lubrication System: Semi-dry sump, 3.1-qt. cap. Transmission: 6-speed, cable-actuated assist-and-slipper clutch Final Drive: X-ring chain
Frame: Chromium-molybdenum tubular steel w/ engine as stressed member, cast aluminum subframe & swingarm Wheelbase: 59.4 in. Rake/Trail: 25.9 degrees/4.2 in. Seat Height: 32.7/33.5 in. Suspension, Front: 43mm USD fork, non-adj., 7.9-in. travel Rear: Single PDS shock, adj. for spring preload, 7.9-in. travel Brakes, Front: Dual 320mm floating discs w/ radial opposed 4-piston calipers & ABS Rear: Single 260mm disc w/ 2-piston floating pin-slide caliper & ABS Wheels, Front: Spoked tubeless, 2.50 x 21 in. Rear: Spoked tubeless, 4.50 x 18 in. Tires, Front: 90/90-21 Rear: 150/70-18 Wet Weight: 469 lbs. (as tested) Load Capacity: 523 lbs. (as tested) GVWR: 992 lbs.
Performance
Fuel Capacity: 5.3 gals., last 0.75 gal. warning light on MPG: 91 AKI min. (low/avg/high) 34.0/54.2/62.6 Estimated Range: 286 miles Indicated RPM at 60 MPH: 4,100
Three riders walk into a dealership…. (I know it sounds like the start of a bad joke but bear with me.) All three are in the market for a new middleweight motorcycle, and each has a unique style and riding experience in mind. They’re in luck — thanks to a challenging economy, increasing growth in female ridership and a need to attract younger riders, manufacturers are doubling down on the small- and midsize-displacement market, meaning there’s a middleweight machine out there for just about anyone. We gathered three of the newest for an unorthodox Comparo Review; rather than pitting them against each other in a head-to-head battle, we thought instead we’d focus on each one’s unique personality. So here we are, the door just swung closed behind us, and our first rider already seems to know exactly what he wants.
We find him standing next to the Honda CB650R, where he’s admiring the waterfall of header pipes cascading from its 649cc, liquid-cooled, DOHC in-line four. The replacement for the stale CB650F, this fresh CB650R rounds out Honda’s Neo-Sports Café lineup, slotting in between the CB300R and CB1000R released for the 2018 model year.
Honda gave the middleweight CB more than just a facelift, with new wheels, an updated steel frame and a new, smaller fuel tank that combine to drop a claimed 9.2 pounds (11.6 pounds on the ABS version), a new inverted 41mm Showa fork with adjustable preload, a slightly more aggressive riding position and a redesigned airbox. The engine got a few tweaks as well, with new pistons and valve timing and a redline that’s been bumped up 1,000 rpm to 13,000. Also new this year is optional HSTC (traction control), which is only available on the ABS-equipped model and can be switched on and off on the fly.
The result is a seriously sporty machine that will pluck at the heartstrings of any rider yearning for the howl of a rev-happy in-line four in an affordable, fun-to-go-fast package. This is a bike that’s happiest when wound up, with the real action not kicking in until about 6,000 rpm. Per the Jett Tuning dyno, the CB650R spins out a respectable 83 horsepower at 11,000 rpm, with torque topping out at 43 lb-ft at 8,200. “Go fast or go home,” says our rider as he swings a leg over the nearly 32-inch seat.
Footpegs are just a tad higher and farther back than before and the wide, flat handlebar is lower and more forward, but the riding position is still relatively comfortable, especially when compared to the drop-down sport position of our other two comparo bikes. With suspension front and rear being preload-adjustable, it’s easier to find a happy medium for sporting canyon runs and bombing around town, and powerful radial-mount, 4-piston front brakes pinching big 320mm discs provide more than enough stopping power. As someone unaccustomed to an in-line four with less engine braking than a twin, I was happy for the peace of mind those brakes offered when winding things up on a twisty road. While the CB could be a good first bike (Honda says 25% of its 650cc bikes are bought by first-timers), it’s got enough juice to keep an experienced rider happily entertained.
“And,” smiles our first rider as we wander away, “it’s the right color: red.”
It might be fair to say that rider number two is the polar opposite; he’s drawn to the Kawasaki W800 Cafe, a new model (in the U.S. and Canada) for 2019 that evokes the look and spirit of the original 1966 W1. For him, sheer performance numbers aren’t a priority, but rather classic good looks and a timeless sense of style — although a few modern conveniences like a bright LED headlight, ABS and fuel injection don’t hurt.
With the possible exception of the paint, which is a polarizing metal-flake-brown and silver combo (I happen to like it), the W800 checks all the retro-loving riders’ boxes in the appearance department. Central to that is the 773cc air-cooled, SOHC vertical twin, with its distinctive bevel gear shaft-driven cam and 360-degree firing interval. Despite its balance shaft the engine vibrates significantly at idle and throughout most of the powerband, but the wide-ratio 5-speed gearbox shifts smoothly (thanks in part to the assist-and-slipper clutch) and the chrome peashooter mufflers burble modestly. “It’s got character,” shrugs our rider.
That character extends outward from the engine, with the old school double-cradle frame that was designed using Kawasaki’s advanced dynamic analysis software for new school handling, 18-inch spoked wheels rolling on tube-type Dunlop K300 GP rubber, dual rear preload-adjustable shocks, a 41mm gaitered fork and a classic clubman drop-down handlebar. The 31-inch two-tone seat is comfortable enough for about an hour at a time, and the riding position is sporty yet civilized.
Mid-mount footpegs will drag early, the vertical twin generates a middling 46.7 horsepower at 6,400 rpm and 44 lb-ft torque at 4,600, and the two brake discs, one front and one rear, both with 2-piston calipers and standard ABS, aren’t up to true sport riding levels, but that’s not what the W800 is all about. Cruising city streets and weekend jaunts into the countryside are what it was made to do, and you’re almost guaranteed to draw some admiring eyeballs when you get to your destination.
Now where did our third rider go? Ah, she discovered the Suzuki SV650X, which mixes the best of both worlds — sporty and retro — and also happens to be a time-tested, proven platform that’s been pasting smiles on faces since 1999, the year the original SV650 launched. In the intervening 20 years there have been S models with clip-ons and half fairings, but in my opinion this new-for-2019 café-racer X variation is the most true to the SV650’s spirit.
The bones haven’t changed: it’s still powered by the same 645cc liquid-cooled, DOHC, 90-degree V-twin that pulls strongly from idle to its peak of 69.3 horsepower at 8,700 rpm and 43.3 lb-ft of torque at 8,100, wrapped in a familiar steel trellis frame. Dual 290mm discs with 2-piston calipers up front and a single 240mm/1-piston combo at the rear work well, and ABS is standard. It’s shod with the best tires of the trio, grippy Dunlop Roadsmart IIIs.
The SV650X also continues to be one of the most user-friendly middleweights out there; nearly everything about it is approachable, from its one-touch Easy Start feature and Low RPM Assist that automatically raises engine speed when releasing the clutch, to its 31-inch seat, narrow waist, predictable powerband and no-frills, easy to read, comprehensive LCD gauge.
It’s responsive and stable, cool as a cucumber, never demanding too much of its rider even when the road gets twisty, and with some suspension work it could be a great track day warrior. Best of all, it doesn’t need to be wrung out in order to have fun, and is equally happy munching through traffic or carving up canyons — though not for hours on end. The fairly long reach to the clip-ons requires a strong core, lest too much weight is placed on the hands, and the low seat and tallish footpegs create an aching need to stretch out cramped-up knees. That said, if you’re young enough, fit enough and/or willing to rest often enough, the SV650X is a cool ride that looks, feels and sounds great.
The Choice
So which one am I? The Kawasaki looks the part, but its annoying vibration, squishy suspension, uninspiring power and high price tag are turnoffs. The quick, flickable Honda is a hoot to ride, but my personal preference is for low-end grunt over a high-strung in-line four. I don’t have a long commute and we have plenty of more appropriate touring bikes in the Rider garage, so for cruising around town and half-day blasts up the local canyons, the cool-as-a-cucumber Suzuki best matched my personality. Wait…does that make me the “cool kid”?
Frame: Twin-spar steel w/ aluminum swingarm Wheelbase: 57 in. Rake/Trail: 32 degrees/4.0 in. Seat Height: 31.9 in. Suspension, Front: 41mm USD fork, adj. for preload, 4.25-in. travel Rear: Single link-type shock, adj. for preload, 5.04-in. travel Brakes, Front: Dual 320mm discs w/ opposed 4-piston radial calipers Rear: Single 240mm disc w/ 1-piston pin-slide caliper Wheels, Front: Cast, 3.50 x 17 in. Rear: Cast, 5.50 x 17 in. Tires, Front: 120/70-ZR17 Rear: 180/55-ZR17 Wet Weight: 441 lbs. Load Capacity: 342 lbs. GVWR: 783 lbs.
Performance
Fuel Capacity: 4.1 gals., last 0.8 gal. fuel light on MPG: 86 AKI min. (low/avg/high) 43.0/45.3/48.2 Estimated Range: 186 miles Indicated RPM at 60 MPH: 4,250
2019 Kawasaki W800 Cafe Specs
Base Price: $9,799 Warranty: 1yr., unltd. miles Website: kawasaki.com
Engine
Type: Air-cooled parallel twin Displacement: 773cc Bore x Stroke: 77.0 x 83.0mm Compression Ratio: 8.4:1 Valve Train: SOHC, 4 valves per cyl. Valve Insp. Interval: 7,600 miles Fuel Delivery: DFI w/34mm throttle bodies x 2 Lubrication System: Wet sump, 3.4-qt. cap. Transmission: 5-speed, cable-actuated assist-and-slipper wet clutch Final Drive: O-ring chain
Electrical
Ignition: Digital Charging Output: 154 watts max. Battery: 12V 10AH
Chassis
Frame: Double-cradle steel w/ steel swingarm Wheelbase: 57.7 in. Rake/Trail: 26 degrees/3.7 in. Seat Height: 31.1 in. Suspension, Front: 41mm fork, non-adj., 5.1-in. travel Rear: Twin shocks, adj. for preload, 4.2-in. travel Brakes, Front: Single 320mm disc w/ 2-piston caliper & ABS Rear: Single 270mm disc w/ 2-piston caliper & ABS Wheels, Front: Spoked tube-type, 2.50 x 18 in. Rear: Spoked tube-type, 3.00 x 18 in. Tires, Front: 100/90-H18 Rear: 130/80-H18 Wet Weight: 488 lbs. Load Capacity: 407 lbs. GVWR: 895 lbs.
Performance
Fuel Capacity: 4.0 gals., last 1.1 gal. fuel light on MPG: 87 AKI min. (low/avg/high) 34.1/40.3/52.9 Estimated Range: 161 miles Indicated RPM at 60 MPH: 3,500
2019 Suzuki SV650X Specs
Base Price: $8,399 Warranty: 1yr., unltd. miles Website: suzukicycles.com
Engine
Type: Liquid-cooled 90-degree V-twin Displacement: 645cc Bore x Stroke: 81.0 x 62.6mm Compression Ratio: 11.2:1 Valve Train: DOHC, 4 valves per cyl. Valve Insp. Interval: 14,500 miles Fuel Delivery: DFI w/ SDTV & 39mm throttle bodies x 2 Lubrication System: Wet sump, 2.9-qt. cap. Transmission: 6-speed, cable-actuated wet clutch Final Drive: O-ring chain
Frame: Steel trellis w/ steel beam-type swingarm Wheelbase: 56.9 in. Rake/Trail: 25 degrees/4.2 in. Seat Height: 31.1 in. Suspension, Front: 41mm fork, non-adj., 4.9-in. travel Rear: Single link-type shock, adj. for preload, 5.1-in. travel Brakes, Front: Dual 290mm discs w/ 2-piston floating calipers & ABS Rear: Single 240mm disc w/ 1-piston caliper & ABS Wheels, Front: Cast, 3.50 x 17 in. Rear: Cast, 5.00 x 17 in. Tires, Front: 120/70-ZR17 Rear: 160/60-ZR17 Wet Weight: 437 lbs. Load Capacity: 488 lbs. GVWR: 925 lbs.
Performance
Fuel Capacity: 3.8 gals., last 1.1 gal. fuel light on MPG: 87 AKI min. (low/avg/high) 38.9/53.1/58.7 Estimated Range: 202 miles Indicated RPM at 60 MPH: 4,250
“Win on Sunday, sell on Monday” has been an adage of the
motorcycle industry as long as there has been a motorcycle industry. By
investing in racing, manufacturers not only develop new technologies that
trickle down to their production models, they also elevate their brand in the
eyes of potential customers. After an absence of more than 60 years from flat
track racing, Indian created the FTR750 race bike, signed top-name racers to
recreate the legendary Wrecking Crew and won back-to-back American Flat Track
Twins titles in 2017 and 2018.
Not only do those wins help Indian sell cruisers, baggers and tourers, they give it credibility when it comes to building a high-performance motorcycle. That’s where the new-for-2019 FTR 1200 comes in–a light, fast, agile street tracker inspired by Indian’s championship-winning race bike that breaks free of the cruiser orthodoxy that has dominated American-made motorcycles for decades.
With a liquid-cooled, DOHC V-twin that makes 123 horsepower and 87 lb-ft of torque (claimed), a lightweight tubular-steel trellis frame, Brembo brakes, Sachs suspension, an aggressive riding position and a wet weight said to be 518 pounds, the FTR 1200 has more in common with European and Japanese naked sportbikes than it does with anything else in Indian’s or Harley’s lineups. The higher-spec FTR 1200 S further raises the bar, with fully adjustable suspension, a 4.3-inch Ride Command LCD touchscreen display with Bluetooth, a six-axis IMU and an electronics package that includes three riding modes and lean angle-sensitive ABS, traction control, stability control and wheelie mitigation control.
The FTR 1200 has been a long time coming. Teased with the high-piped FTR1200 Custom at the Milan show in 2017, the FTR 1200 and FTR 1200 S were finally shown to the public at the Cologne show last October. Perhaps, like us, you had a chance to throw a leg over an FTR at a motorcycle show and had visions of sugar-plum hooligans dancing in your head. Especially on the FTR 1200 S Race Replica, with its red-painted frame and swingarm, there’s no doubt that Indian nailed the styling.
Like the FTR750 it’s based on, the FTR 1200 has a bulldog stance with a tank that flows smoothly into the seat (on the 1200, fuel is carried below the seat so the “tank” is primarily an airbox cover with a fuel filler and removable side panels), a sharply pointed tail section, cast wheels with dirt track-style tires and chain final drive. When the FTR 1200 was unveiled, some complained that it didn’t have the high pipes of the FTR750 or the FTR1200 Custom, but, according to Indian, for a street-legal motorcycle high pipes aren’t practical due to heat and the added width up high where the bike should be narrow. As it is the FTR 1200 has a 33.1-inch seat height, so a set of double pipes just below the rider’s right thigh would make it even harder to get both feet on the ground.
After months of anticipation, Indian hosted a press launch
for the FTR 1200 on the southern tip of Mexico’s Baja peninsula, where we got
two full days of riding not-quite-production-ready FTR 1200 S Race Replicas.
For those accustomed to the low-seat, feet-forward riding position on cruisers
like the Indian Scout, the FTR is very different. With its high seat located
close to the center of the bike and midmount footpegs, the rider sits on top of
the bike rather than down in it, leaned forward in an aggressive stance. The
seating position reminds me of a scrambler, where moving forward on the seat to
weight the front wheel makes it easier to hang the tail out in a slide. Since
the FTR 1200 is based on a race bike whose primary purpose is to slide around
corners, the seating position makes sense.
Early in our test ride, we rode 40 miles on a sandy, rocky road that wound its way along the coast, providing countless opportunities to power slide around corners. Although the folks at Indian strongly insist that the FTR is a street bike and not designed to be scrambled off-road, the low-traction conditions gave us a chance to evaluate the bike’s balance, maneuverability and power delivery. With the FTR in Rain mode (less horsepower with softer throttle response) and ABS and TC turned off, it proved to be imminently capable and easy to ride. I slid forward on the seat, kept a light grip on the wide ProTaper handlebar and used the throttle to help steer around corners, right-now torque breaking the rear tire loose with a flick of the wrist. The Dunlop DT3-R tires, which are modeled after flat track race tires and were developed for the FTR 1200, hooked up well and their 19-inch front, 18-inch rear diameters rolled over bumps and washboard with ease. Even though the Brembo M4.32 monoblock front calipers are superbike-strong, they offer precise modulation and even if I overcooked a corner I was able to rein in the FTR with control.
Although the FTR shares a 60-degree Vee angle and 73.6mm
stroke with the Scout, its engine is all new. With a larger 102mm bore (the
Scout’s is 99mm), the FTR displaces 1,203cc (73ci) and it has a 12.5:1
compression ratio, high flow cylinder heads and dual throttle bodies. A
low-inertia crankshaft helps the FTR rev up fast to its 8,000-rpm redline, and
the Race Replica’s Akrapovic exhaust is assertive without being too loud.
Throttle-by-wire enables cruise control as well as riding modes that adjust horsepower,
throttle response and traction control (full 123 horsepower in Sport and
Standard; 97 horsepower in Rain). Being able to change displays or riding modes,
turn off ABS/TC and adjust settings using the LCD touchscreen was so intuitive
that I wonder why more motorcycles don’t offer such a familiar, smartphone-like
interface (there are also buttons on the switchgear so changes can be made
without taking a hand off the handlebar).
Since most FTR 1200 owners will never take their bikes off-road, the 260 miles of pavement on our two-day route were ideal for testing the FTR in its intended environment, including mountain roads, straight-line highways and potholed city streets. Attacking curves at a fast pace, the FTR was in its element. Plenty of torque throughout the rev range launches the FTR like a cannonball off the line and out of corners, and its chassis is robust and responsive. Stock suspension settings are on the stiff side, good for spirited cornering but a tad firm for cruising around town; adjust as you see fit. An assist-and-slipper clutch makes it easy to change gears even when riding aggressively, but the lever has a very narrow friction zone. A quickshifter would be a great addition to Indian’s extensive list of accessories, which offers a wide range of customization options with Tracker, Rally, Sport and Tour collections.
The Indian FTR 1200 S is the make-no-excuses, American-made
performance bike we’ve been waiting for. It’s not perfect—there’s too much
vibration in the grips, which repeatedly left my throttle hand numb and
tingling (cruise control to the rescue!), and the engine radiates a fair amount
of heat, which roasted my thighs during the hottest part of the day and when
riding at a slow pace. But a few rough edges hardly diminish what the FTR 1200
S represents—a cool-looking, hard-charging, corner-carving street tracker with
state-of-the-art technology that’s made right here in the good ‘ol U.S. of A.
Glittery, feature-laden flagship products may be sexy, but in today’s world the bread-and-butter models are the ones that return the most bang for the least buck. So it’s no surprise to me that the roughly $5,000 YZF-R3 was the top-selling Yamaha motorcycle overall in 2018, a spot it swaps regularly with another inexpensive grin factory, the FZ/MT-07 (read our Road Test Review here). The R3 debuted in 2015, a bit late to the lightweight sportbike party, but it immediately impressed us with its fun factor and everyday usability.
For 2019, the R3 got a makeover that included a new upside-down 37mm KYB fork with revised settings, new triple clamps, an updated KYB rear shock, new radial Dunlop Sportmax tires, a redesigned fuel tank, lower clip-ons and a facelift that ties it to its YZR-M1 (much bigger) brother. While we like the new look, it’s the suspension updates that take the littlest YZF to the next level.
Up front, the spring rate was increased by 20 percent and both rebound and compression damping were also dialed up, addressing our complaint in the 2016 test above that the fork was “spongy, with weak rebound damping letting the front-end recoil too fast from impacts.” A new cast-aluminum top triple clamp and forged-steel lower triple clamp combine with the stout USD fork to create a much more planted feel that provides better feedback than before, an immediately noticeable improvement. It’s also a better match for the 7-step preload-adjustable rear shock, which got an 11-percent stiffer spring, 10mm higher preload, increased rebound damping and, interestingly, slightly decreased compression damping.
Overall it works very well in combination with the steel trellis frame; as I tossed the 375-pound (claimed, wet) machine through the banked corners of Palomar Mountain, feedback from the front end let me focus on having fun rather than worry about running out of talent (or traction).
Speaking of traction, for some reason the first-gen R3 wore bias-ply tires rather than radials. An easy enough aftermarket swap, but for 2019 Yamaha has sensibly shod the R3 with proper radial Dunlop Sportmax GPR-300 rubber. We’ve had good experiences with Sportmax tires in the past, and this is no exception; the R3 stayed glued to the pavement even on damp mountain roads and when keeled all the way over on a favorite set of technical twisties. If there is a sport riding shortcoming, it’s the brakes; the meager two-piston caliper at the front and single-piston at the rear just aren’t up to the demands of what is otherwise a very capable machine.
Under the “if it ain’t broke, don’t fix it” category is the 321cc liquid-cooled, DOHC, 4 valve-per-cylinder parallel twin, which spun out 35 horsepower at 10,600 rpm and 19 lb-ft of torque at 9,200 when we last put it on the Jett Tuning dyno. Gears first through fourth are rather low, maximizing grunt, but there’s an interesting bump in both power and torque right after 6,000 rpm.
The result is impressive roll-on performance even at a high gear-to-speed ratio. For example, I found myself traveling at just under 30 mph in fifth gear, when suddenly our ride leader poured it on and pulled away. Without downshifting I whacked the throttle open, and the little R3 responded by pulling hard (relatively speaking of course) all the way to 11,000 rpm. Highly entertaining, but also practical for freeway commuters.
And I suppose that’s the point of the R3: it’s affordable, but now it’s an even more capable sportbike that should lengthen its buyers’ “out-growing” timeframe. Yamaha’s research indicates that the average R3 owner is 32 years old, and for 63 percent of them it’s their first motorcycle. For more than three-quarters of them, the R3, likely their only bike, does double-duty as a commuter, a fact supported by my own anecdotal evidence as seen on my daily commute.
The trick is walking (riding?) that fine line between sporty and comfy, and even with its 20mm lower clip-ons that now attach under the top triple clamp, I found the R3’s ergonomics to be a fantastic balance between the two. The day after our 140-mile press launch ride, I logged more than 154 freeway miles riding from Oceanside, California, to my home in Camarillo, and despite wearing a backpack I experienced no ill effects: no pain and no numb hands, bum or feet. Plus, despite keeping up with 75 mph California traffic, I only went through 2.4 of the 3.7 gallons in the tank, for a respectable 65 mpg.
There’s a lot to like about the 2019 Yamaha YZF-R3: good looks, sporty yet comfortable ergos on a well-balanced chassis, vastly improved suspension and a price that’s unchanged from last year ($4,999/$5,299 for the ABS model). We’ll continue to put miles on our test bike, so look for updates and a full Road Test Review in the coming weeks.
2019 Yamaha YZF-R3 Specs Base Price: $4,999 Price as Tested: $5,299 (ABS model) Warranty: 1 yr., unltd. miles Website: yamahamotorsports.com
Engine Type: Liquid-cooled, transverse parallel twin Displacement: 321cc Bore x Stroke: 68mm x 44.1mm Compression Ratio: 11.2:1 Valve Train: DOHC, 4 valves per cyl. Valve Insp. Interval: 26,600 miles Fuel Delivery: EFI Lubrication System: Wet sump, 2.7-qt. cap. Transmission: 6-speed, cable-actuated wet clutch Final drive: O-ring chain