Royal Enfield Interceptor 650 $8440 Royal Enfield Continential GT 650 $8640 Three-year warranty Arriving in Australian showrooms February
Urban Moto Imports have announced the pricing for the new Royal Enfield Twins and it is even better than we expected.
Royal Enfield 650 Continental GT & Royal Enfield 650 Interceptor
The Interceptor 650 will be priced from $8440 with the Custom and Chrome colourways priced at $8640 and $8940 respectively.
Royal Enfield 650 Interceptor
Royal Enfield Continental GT 650 starts at $8640 with a $200 premium for the Custom treatment or an extra $500 for the Chrome edition.
Royal Enfield Continental GT – Chrome
Royal Enfield have also confirmed a three-year warranty and roadside assistance package for their new machines.
Royal Enfield Interceptor
Mr. Vimal Sumbly, Royal Enfield Asia Pacific
“We are excited to bring these evocative and fun motorcycles to Australia, which clearly is witnessing an appetite for such offerings that has led to our growth from a mere 150 units to nearly 1000 units in just about 4 years. Now with the launch of the Royal Enfield 650 Twins, riders can have all more fun and pure motorcycling joy on both city roads and on highways, Australia becomes one of the most important markets for us amongst International markets.”
Royal Enfield Continental GT
Siddhartha Lal, CEO – Royal Enfield said
“We’ve been on an exciting journey over the last ten years, and believe that we are excellently poised to grow the mid-weight motorcycling segment globally. We have invested in our capabilities, and in building an ecosystem of pure motorcycling lifestyle through gear and apparel, rides and events and other new formats. The launch of the 650 Twin motorcycles adds many more miles to this journey, and is the perfect opportunity to further our ambition of growing the leisure motorcycling market across the world. Keeping these motorcycles accessible is a key objective for us to bring in new people to the Royal Enfield way of pure motorcycling lifestyle. We strongly believe that the 650 Twins will be an attractive, evocative motorcycle for our customers across Australia”
Royal Enfield 650 Continental GT & Royal Enfield 650 Interceptor
Honda’s popular adventure cross-over option – the CB500X – for new and experienced riders alike receives an update for the new model year with a host of revisions and updates to further improve what is already a very appealing and affordable package. More grunt and a move to a new 19-inch front wheel along with improved longer travel suspension adds a bit more off-road credibility to the CB500X for 2019. The updated CB500X is expected to arrive in Australia early in the new year.
2019 Honda CB500X
The CB500X’s slips between the role of short hop commuter to weekend tourer thanks to long travel suspension, wide handlebars for leverage and an upright riding position offering both comfort and a wide field of view for the rider.
2016 saw the first CB500X upgrade as the machine received a larger fuel tank, more wind protection and a taller screen. It also gained LED lighting, spring preload adjustable front forks and an adjustable brake lever.
2019 Honda CB500X
Now 2019 sees an evolution for the CB500X, with new, more sophisticated adventure style, more engine performance and a number of chassis upgrades that ensure the CB500X remains a versatile machine with wide ranging abilities.
Styling now takes cues from the Africa Twin, complemented by longer travel suspension, a high specification single tube shock absorber, enhanced rider ergonomics and a 19-inch front wheel.
While the CB500X’s engine already maintains the 35kW peak output required for A2 licence holders (and Australia’s similar LAMS requirements), it now makes 4 per cent more power and torque between 3000-7000rpm, with revisions to the inlet, exhaust and valve timing.
2019 Honda CB500X
A new dual exit exhaust muffler also features an enhanced exhaust note and the engine now also features an assist/slipper clutch. New LCD instruments include a Shift Up and Gear Position indicator, and the indicators are LED to match the rest of the lighting.
2019 Honda CB500X highlights
New adventure styling
New tapered handlebars and more steering lock
Longer travel suspension and 19inch front wheel
New LCD instrument display, with Gear Position and Shift Up Indicators
LED indicators
Boosted twin-cylinder power & torque
Revised inlet, exhaust and valve timing
Sportier sound from new dual exit muffler
Assist/slipper clutch
Updated styling & chassis
The 2019 CB500X has been rerestyled with Honda’s development engineers extending the radiator shrouds and fairing to offer a less pronounced beak and more refined fairing profile. The fuel tank now also interlocks with the side covers for a better overall flow from nose to tail.
2019 Honda CB500X
Thanks to improved aerodynamic performance, the high pressure air flowing around the fairing and screen has been reduced, improving wind protection for the rider at highway speeds. The seat profile, too has been slimmed by shaving the shoulders at the front, allowing for easy movement around the machine, and aiding comfortable ground reach.
To help the CB500X’s manoeuvrability the steering angle has increased by 3-degrees and is now out to 38-degrees from centre to full lock.
2019 Honda CB500X
New LCD instruments – set in a multi surfaced and textured surround – now feature a Gear Position and shift-light indicator; this is set to a default 8750 rpm but can be adjusted in 250 rpm increments between 5000 and 8750 rpm. The tubular screen stay can also mount a GPS above the instruments.
The 35 mm diameter steel diamond tube mainframe is unchanged for 2019, proving light and strong, with a tuned degree of yield that gives plenty of feedback to the rider as road surfaces change. The shape and position of the engine mounts, plus the frame’s rigidity balance also help reduce vibration.
2019 Honda CB500X
Wheelbase is 1445 mm and rake and trail are set at 27.5-degrees and 108 mm respectively, aiming at giving nimble, yet confidence inspiring steering.
Mass centralisation, with the engine in close proximity to the swingarm pivot point, delivers turning agility and optimum front/rear weight distribution for stability. Kerb weight is 197 kg.
Seat height is 830 mm; overall dimensions are 2155 mm x 825 mm x 1410 mm, with 180 mm ground clearance.
The fuel tank holds 17.5L including reserve, and combined with the engine’s fuel economy of 27.8km/l (WMTC mode) gives a claimed touring range of 500 km.
2019 Honda CB500X – 830mm seat height with shaved down frontal seat area
The 41 mm preload adjustable telescopic forks feature an extra 10mm travel, up to 150mm; while rear wheel travel has been raised from 118m to 135mm and a new single tube rear shock absorber (as found on larger capacity sports bikes) replaces the double tube design of the previous model; its large diameter piston ensuring suspension response and temperature management.
The CB500X also now has nine-stage spring preload adjustment working through a rigid box section steel swingarm, which now features pressed steel chain adjustment end pieces. Final drive is via sealed 520 chain.
2019 Honda CB500X
The 17inch front wheel has been replaced with a 19inch which – along with the longer travel suspension – ensures confident, supremely stable handling on rough surfaces. The lightweight aluminium rim wears a 110/80R19 trail pattern tyre, the 17inch rear a 160/60R17 tyre. A single front 310mm wavepattern disc and twopiston brake caliper is matched to a 240mm rear disc and singlepiston caliper. ABS is fitted as standard.
The CB500X will be available in the following colour options: Grand Prix Red; Matt Gunpowder Black Metallic; Pearl Metalloid White.
Liquid-cooled LAMS parallel twin-cylinder engine
The CB500X’s eight-valve liquid cooled parallel twin cylinder layout offers a balance of compact size and willing, enjoyable power output, with an energetic, high revving character.
2019 Honda CB500X
Already strong off the bottom, the target for 2019 development was faster acceleration through a boost in low to mid-range power and torque in the 3000-7000rpm range; the 4% improvement coming via altered valve timing – with ‘close’ timing accelerated by 5° – and lift increased .3mm to 7.8mm.
Feeding the PGMFI fuel injection is now a more straight shot airflow through the airbox and throttle bodies. The battery has been repositioned further away (44.1mm versus 13.4mm) from the rear of the airbox intake duct to allow greater airflow. The exhaust muffler also now features dual exit pipes, adding a sportier sounding edge to each pulse. Peak power of 35kW arrives at 8,500rpm, with 43Nm torque delivered at 7,000rpm.
2019 Honda CB500X
Bore and stroke is set at 67mm x 66.8mm and compression ratio remains 10.7:1; the crankshaft pins are phased at 180° and a primary couple balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple balance and its light weight allows the engine to spin freely, with reduced inertia.
Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers on the cylinder head. Internally the cylinder head uses roller rocker arms; shim-type acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers on the cylinder head. Internally the cylinder head uses roller rocker arms; shimtype valve adjustment allows them to be light, for lower valvespring load and reduced friction.
2019 Honda CB500X
A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear. Inlet valve diameter is 26mm with exhaust valve diameter of 21.5mm.
The piston shape is based upon those used in the CBR1000RR Fireblade to reduce piston ‘noise’ at high rpm. Friction is reduced by the addition of striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication). As with the CBR1000RR, an AB 1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.
2019 Honda CB500X
The ‘triangle’ proportion of crankshaft, main shaft and countershaft is very similar to that of Honda’s four cylinder RR engines and much of the internal structure and engineering is taken directly from the CBR1000RR.
2019 Honda CB500X
The crankcase uses centrifugally cast thin walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. Using the same internal relief structure as that of the CBR1000RR, the oil pump features improved aeration performance, with reduced friction; a deep sump reduces oil movement under hard cornering and braking. Oil capacity is 3.2L.
2019 Honda CB500X
A sixspeed gearbox mirrors that of its RR cousin and uses the same gear change arm structure and link mechanism. New for 2019 an assist/slipper clutch enables lighter upshifts and smooths out any hard downshifts.
2019 Honda CB500X Specifications
ENGINE
Type
Liquid cooled, parallel twin
Displacement
471cc
Bore and stroke
67mm x 66.8mm
Compression Ratio
10.7 : 1
Max. Power Output
35kW @ 8600rpm
Max. Torque
43Nm @ 6500rpm
Oil Capacity
3.2L
FUEL SYSTEM
Carburation
PGM FI
Fuel Tank Capacity
17.7L (inc reserve)
Fuel Consumption(WMTC)
27.8/litre
ELECTRICAL SYSTEM
Battery Capacity
12V 7.4AH
ACG Output
25A/2000rpm
DRIVETRAIN
Clutch Type
Wet multiplate
Transmission Type
6 speed
Final Drive
Chain
FRAME
Type
Steel diamond
CHASSIS
Dimensions (L´W´H)
2155mm x 825mm x 1410mm (Low screen) 1445mm (High screen)
Digital speedometer, digital bar graph tachometer, dual trip meters, digital fuel level gauge & fuel consumption gauge, digital clock, gear position indicator
The Niken has three wheels. A pair of 120/70-15s up front, and a single conventional 190/55-17 at the back.
Yamaha Niken
Yes it rides pretty much like a motorcycle. There is no long adaption period to feel comfortable, just get on it and ride.
Yamaha Niken
The riding experience is nothing remotely similar to the non-leaning Can-Am Sypder. The Niken leans, steers and powers out like a motorcycle, unlike the Spyder which rides like, well, a car, and a shit car at that.
Yes it can pull wheelies, stoppies, skid and perform all manner of stupidity, if you’re good enough to do so without dying.
Yamaha Niken
Yamaha quote a 45-degree lean angle for the Niken, and yes you can get your knee down if you are going to hang off it to a ridiculous degree. That said, using a reasonable bit of body English does help keep the pegs off the deck and realise more cornering speed, just like a motorcycle…
Yamaha Niken
Yes you can lane split, and quite easily. The widest point of the bike is still the bars/mirrors and you know once that front end is through then the rear is most definitely going to roll through without a problem. The Niken is 70 mm wider at the mirrors than a T-Max, and 120 mm wider than a Tracer 900.
It does not stand up by itself. The Niken will fall over if not placed on the side-stand or optional centre-stand.
Yamaha Niken
Now with that out of the way and for those of you that have an open mind and are still reading, instead of throwing a pretentious little hissy-fit about it having three wheels and clicking away to somewhere else, let’s dig into this leaning three-wheeler business a little more.
I first tried out such a machine more than a decade ago when Piaggio launched the MP3 scooter. I quite liked it, revelling in the incredible front end grip the twin-tyre front end offered. But of course with modest power and a CVT gearbox it was still essentially a scooter. A fun, practical and versatile scooter that I rate highly, but still a scooter.
Yamaha Niken
However, the Niken is a considerably more serious piece of kit.Even the name carries a bit of attitude to it. Two Japanese words Ni (Two), and Ken (Sword), is derived from a 17th century dual sword fighting technique. Well the Niken would want to be sharp then wouldn’t it…?
The drivetrain is lifted directly from the MT-09, one of the maddest motorcycles to be released this century.
Yamaha Niken
The Niken gets the full monty 115 horsepower of the MT-09 and while 115 ponies doesn’t sound all that much these days, the slightly uncultured way that Yamaha’s enigmatic triple delivers them makes those ponies feel a little more Clydesale-like. In Niken guise the MT09 engine does carry a bit more crank weight, which is no bad thing, and its throttle response is a little smoother in operation than the manic naked.
Yamaha Niken
A conventional six-speed motorcycle gearbox complete with quick-shifter, which is unfortunately up only in this application, carries over from its two-wheel siblings, as does the chain final drive. The rear sprocket carries a couple more teeth to help counteract the extra weight of the Niken.
At 263 kg wet, the three-wheeler is is around 70 kg heavier than the MT-09, and 50 kg heavier than the Tracer 900 GT.That mass certainly takes some urgency out of the power delivery, don’t expect the instantaneous response of an MT-09.
Yamaha Niken
When jumping aboard the low 820 mm saddle and lifting the Niken off its side-stand the machine does not feel particularly heavy. The mass is also not felt at the lights or while manoeuvring at walking pace, the larger foot-print of the twin-tyre front end no doubt helping in those scenarios.
Yamaha Niken
Yamaha claims that with a rider onboard the Niken has a perfect 50-50 weight distribution between the front and rear axles.I would say that feels about right as the Niken exhibits no untoward handling traits, and feels perfectly natural when scything through bends at speed.
Yamaha Niken
Due to the gyroscopic forces generated by those two front tyres up front it also proves unflappable and affords great stability. Steering effort is light enough, and the Niken only ever feels slightly cumbersome when negotiating really tight sub-20 km/h corners. The longer and stiffer swingarm contributes to a 70 mm longer wheelbase than the MT-09, the Niken is also 10 mm longer between the axles than the recently released Tracer 900 GT.
Yamaha Niken
Front grip is other-worldly. Yamaha claim the Niken offers up to 40 per cent increased front-end grip. It feels like all of that and more, you quickly start carrying entry speeds on less than perfect road surfaces that would be risky, heart-in-mouth type stuff on a conventional motorcycle.
Yamaha Niken
The fact that those front wheels move independently of each other (on a camber, one front wheel can be running at a very different level of travel through its fork legs than the other), is another positive trait highlighted on bumpy surfaces. The Ackermann dual parallelogram front end just copes with any irregularities thrown at it. You are hardly aware of all those extra front end components doing their thing, it just works and is all completely hidden from your view. The unique front-end set-up also feels as though it completely eliminates any semblance of understeer.
Yamaha Niken – See how one wheel can ride at a different height than the other
Of course all this confidence in the front end of the machine pretty much turns your approach to back road corner carving on its head.When approaching a tight corner on a conventional motorcycle my concentration is predominantly on judging the road surface which, along with testicular fortitude, largely decides entry speed and aggressiveness on turn-in. While coming out the other side, the grip of modern tyres means it is largely a “hit the throttle hard as soon as you start picking the bike up off the rear tyre and see the corner exit” type affair.
Yamaha Niken
From the apex of the corner is when you start really thinking about grip and the Niken’s purchase on the road, particularly when you really start to press on while chasing a skilled local on an MT-10. Here the Niken did not really do anything wrong, but I was certainly starting to get a little apprehensive in regards to rear end grip when attacking both low speed and high speed corners with some real aggression. Out of some of the tighter stuff the traction control was starting to impede progress and reign things in.
I am sure there was plenty of rear grip there, but the mass and the lack of feedback from the chassis in this scenario did not instil the type of confidence that I was enjoying from the front. I guess with less contact patch at the rear that is to be expected. The Niken could never be expected to be a perfect panacea for every scenario.
Yamaha Niken
In any normal riding of course rear grip is plenty, but I was not game to start trying to drift the rear at lean, it felt as though when it did finally break away it might not have been all that pretty.I did slide the machine a little on dirt roads, but was certainly much more circumspect than I would have been on a normal two-wheeler, and that surprised me. I think a combination of the different ergonomics providing less response to peg inputs, and that extra weight, was enough to make me a little more cautious than I might otherwise have been. Perhaps a lot more seat time would have me more game to let it all hang out.
Yamaha Niken
A pair of 298 mm disc rotors and four-piston calipers do a great job of hauling the machine up, while those two independent front tyres give you the confidence to turn-in late and hard.When really on it, and I mean really on it, I had those two front tyres squirming into the grey tarmac of the Crown Range descents under brakes. I could feel them walking about a little even before the well-tuned ABS system kicked in. The front Bridgestone A41 Adventure tyres were at their recommended 33 psi, I checked them myself, but if going full nutter again I think I might be tempted to try another couple of pound in them.
Yamaha Niken
The riding position for normal riding feels natural enough, be that in the city or on the highway. Despite only that tiny little front spoiler above the digital instrumentation, the wind-blast was never onerous and I never once felt any turbulence disturb my Shoei ensconsed bonce. Even with that 847 cc triple turning 8200 rpm in top gear for an indicated 205 km/h.
Yamaha Niken
The seat felt good until I was getting towards the end of a 600 kilometre first day, only then did I start moving about a little to ease the burden on the buns and upper thighs. All up I covered almost 1000 km on the Niken.
Yamaha Niken
A pillion can be carried and the rear KYB shock has a convenient hand-wheel to change the preload, while compression damping can also be tweaked. The front offers rebound and compression damping adustment.
Yamaha Niken
A GT version is expected next year and will offer more sumptuous seating arrangements along with standard panniers and other changes to improve the Niken’s long-distance touring credentials. The standard Niken does include cruise control.
Yamaha Niken – Cruise control as standard
The mirror-integrated indicators and trick front lights are all LEDs, and a 12-volt accessory port is provided next to the dash. Unfortunately, like virtually every other motorcycle with this feature it is of the regular Hella/DIN/BMW small cigarette lighter style port which, unless you buy all manner of adaptors, is pretty damn useless. Just give us a simple USB port or two FFS.
Yamaha Niken
Unfortunately I did not take note of economy figures, and I would suggest that our strops would not have been all that indicative of what one would experience on a normal Sunday ride or multi-day epic. The aluminium fuel tank holds 18-litres, so you would expect a normal touring range of around 300 km.
Yamaha Niken
The Niken is available now, but only from specialist Yamaha dealers that have undertaken servicing training on the unique beast. These dealers are also required to tool up for front end alignments and minor greases that are recommended every third service. A full re-pack with new grease is required every 50,000 km. Otherwise routine servicing is as per normal and recommended every 6000 km.
Yamaha Niken
Yamaha’s initial shipment of 50 Nikens have now hit our shores, and are priced at $21,999 plus on road costs.
If you take one home, prepare to be the centre of attention when ever you hit the road, people will even come up and want to have their photo taken with it.
Ride a Yamaha Niken and prepare to be the centre of attention
Oh, and order the optional Akrapovic full titanium exhaust system to liberate that triple chord symphony, it is just cruel not to. Yamaha dealers are getting their demonstrators ready to roll now, get down there and try one out for yourself.
For 2019 BMW’s premium sports tourer, the R 1250 RS receives the new 1254cc ShiftCam boxer twin, with significant power gains of 11hp and 18Nm of torque, now reaching 136hp and 143Nm. While BMW also boast significantly optimised refinement and running smoothness – especially at low rpm.
2019 BMW R 1250 RS
The intake camshafts are further designed for asynchronous opening of the two intake valves, resulting in enhanced swirl of the fresh, incoming mixture and more effective combustion. Other technical changes to the engine relate to the camshaft drive – now taken care of by a toothed chain (previously a roller chain) – an optimised oil supply, twin-jet injection valves and a new exhaust system.
2019 BMW R 1250 RS
Two riding modes as standard adapt the motorcycle to individual rider preferences, while the standard Automatic Stability Control ASC ensures a high level of riding safety due to providing the best possible traction. The set-off assistant Hill Start Control is likewise a standard feature, enabling convenient set-off on slopes.
“Riding Modes Pro” is now available as an optional equipment item, featuring the additional riding modes “Dynamic” and “Dynamic Pro” (configurable); and Dynamic Traction Control DTC.
The new R 1250 RS also features a LED headlamp as standard and in addition to this, the LED daytime riding light is available as an optional equipment item.
2019 BMW R 1250 RS
BMW Motorrad Dynamic ESA is also available as an optional extra, providing automatically adaptive damping to the situation according to riding state and manoeuvres, and also automatic compensation in all load states.
The R 1250 RS also allows customers to choose from a variety of seat height variants as part of the optional and special equipment range. The 820mm seat is the standard version. The 790mm “low” version is also available as well as the 760mm “extra low” and 840mm “sport” version. As such, a total spectrum covering a height difference of 80mm is offered between the lowest and highest seat variant ex works.
2019 BMW R 1250 RS
The R 1250 RS also features ‘Connectivity’ as standard including a 6.5-inch full-colour TFT screen, which in conjunction with the standard BMW Motorrad Multi-Controller, means riders can access vehicle and connectivity functions swiftly and conveniently.
With an active Bluetooth connection to any standard smartphone, the rider can also enjoy listening to music during travel. In addition, the freely available BMW Motorrad Connected App offers handy arrow-based navigation suitable for day-to-day use directly via the TFT screen. The BMW Motorrad Connected App is available for free from the Google and Apple app stores.
2019 BMW R 1250 RS
2019 BMW R 1250 RS highlights
Evolved boxer engine with BMW ShiftCam Technology for variation of the valve timings and valve stroke on the intake side.
More power across the entire engine speed range, optimised fuel consumption and emission levels, increased running smoothness and refinement.
Increased output and torque to 100 kW (136 hp) at 7750rpm and 143Nm at 6250rpm.
Capacity increased to 1254cc (previously 1170cc).
Asynchronous valve opening on the intake side for optimised swirl and more effective combustion.
Camshaft drive now via toothed chain (previously roller chain)
Optimised oil supply and piston base cooling.
Knock sensor system for optimised travel suitability.
Latest generation of BMS-O engine control and use of twin-jet injection valves.
New exhaust system for optimum performance characteristics.
Two riding modes, ASC and Hill Start Control as standard.
Riding Modes Pro, featuring additional riding modes, Dynamic Traction Control DTC, ABS Pro, Hill Start Control Pro and Dynamic Brake Assistant DBC, available as an optional equipment item ex works.
Electronic suspension Dynamic ESA “Next Generation” available with fully automatic load compensation.
LED headlamp for the R 1250 RS (completely new design)
Connectivity multifunctional instrument cluster with 6.5 inch full-colour TFT display offering many features as standard.
BMW R 1250 RS – Black Storm Metallic (Standard Edition)
This traditional BMW Motorrad colour gives the R 1250 RS a dynamic look and as in all other versions, a newly designed model inscription is applied. Cylinder head covers with the lettering “ShiftCam” – referencethe new engine generation – set it apart from the predecessor model at first sight.
2019 BMW R 1250 RS – Black Storm Metallic
The body finish is to be found on the fuel tank cover, the rear side sections on the left and right, the upper trim section, the front wheel cover and the radiator trim elements. The contrast here is provided by the central fuel tank cover in Night Black, the main and rear frame finished in black matt and black brake calipers as well as wheels and front spoiler in Asphalt Grey metallic matt.
2019 BMW R 1250 RS – Black Storm Metallic
Upside-down fork slider tubes anodised in silver (without Dynamic ESA) or gold (with Dynamic ESA) add a technological accentuation, underscoring the sporty, active riding qualities of the new R 1250 RS.
2019 BMW R 1250 RS Exclusive
This style variant emphasises the new R 1250 RS by means of a body finish in Imperial Blue metallic. The cylinder head covers in Agate Grey metallic matt provide a discreet contrast, as does the main frame finished in the same colour.
2019 BMW R 1250 RS Exclusive – Imperial Blue Metallic
As an additional contrasting colour Asphalt Grey metallic matt on the front spoiler and cast wheels underscores the exclusive character of the new R 1250 RS. In conjunction with the black embossed seat in the rear section, the main frame coated in black matt gives the new R 1250 RS a harmonious look.
2019 BMW R 1250 RS Exclusive – Imperial Blue Metallic
The body finish Imperial Blue metallic is to be found on the fuel tank cover, the rear side sections on the left and right, the upper trim section, the front wheel cover and the radiator trim elements. Meanwhile, gold brake calipers and slider tubes in silver or gold emphasise the motorcycle’s appearance.
2019 BMW R 1250 RS Sport
In this style variant the R 1250 RS Sport features the colour Austin Yellow metallic with cylinder head covers in Agate Grey metallic matt with ShiftCam inscriptions. The wheels in Night Black, the powertrain coated in black and the black main frame give the R 1250 RS a particularly appearance.
2019 BMW R 1250 RS Sport – Austin Yellow metallic
Meanwhile the main frame coated in Lightwhite and the striking Austin Yellow metallic is the dominant colour, appearing on the fuel tank cover, the rear side sections on the left and right, the upper trim section, the front wheel cover and the radiator trim elements.
2019 BMW R 1250 RS Sport – Austin Yellow metallic
The dynamic qualities of the new R 1250 RS are highlighted by means of silver anodised slider tubes, gold brake calipers and a high-end stainless steel engine spoiler.
Option 719 Spezial finish Stardust Metallic
The high-quality paint finish Stardust metallic with metallic effect gives the new R 1250 RS a particularly exclusive touch. It is applied with enormous attention to detail by means of an elaborate painting process that involves gold and glass flakes being mixed into the brown-bronze base colour so as to provide effects when the finish is later exposed to the light. The body finish is to be found on the fuel tank trim elements, the side sections and the top of the front wheel cover – in the R 1250 RS also on the upper trim section.
2019 BMW R 1250 RS
Painted graphic accentuations in gold round off the overall impression. The main frame and cylinder head covers are finished in Agate Grey metallic matt, giving the new R 1250 RS a pronounced look of refinement in conjunction with the powertrain finished in black and the rear frame. Cast wheels in Night Black and gold brake calipers additionally emphasise the motorcycle’s character.
2019 BMW R 1250 RS
A supplement to Option 719 Spezial paint finish is the separately available seat in black/brown with contrasting seams and Option 719 Signet.
2019 BMW R 1250 RS
Engine
Capacity cc
1254
Bore/stroke mm
102.5 x 76
Output kW/hp
100/136
At engine speed rpm
7750
Torque Nm
143
At engine speed rpm
6250
Type
Air/liquid-cooled 2-cylinder 4-stroke boxer engine with two overhead, spur gear driven camshafts , a counterbalance shaft and variable intake camshaft control system BMW Shift Cam
Compression
12.5/1
Fuel
Premium unleaded95 RON (option:
Valves per cylinder Ø intake/outlet mm
4
Ø Throttle valves mm
52
Engine control
BMS-O
Emission control
Closed-loop three-way catalytic converter, exhaust standard EU-4
Electrical system
Generator W
508
Battery V/Ah
12/12
Headlamp
Full-LED (option:LED daytime riding light)
Rear light
LED brake light/rear light
Starter W
900
Power transmission
Clutch
Wet clutch with anti-hopping function, hydraulically activated
Transmission
Constant mesh 6-speed gearbox with helical gearing system
Primary ratio
1.650
I
2.438
II
1.714
III.
1.296
IV.
1.059
V
0.943
VI
0.848
Secondary drive
Shaft drive
Secondary ratio
2.818
Suspension
Frame construction type
Two-section frame concept consisting of main frame with bolt-on rear frame, load-bearing engine.
Front wheel control
Telescopic fork
Rear wheel control
Cast aluminium single-sided swing arm with BMW Motorrad Paralever, WAD spring strut, continuously adjustable spring preload by means of hand wheel, rebound-stage damping adjustable by hand wheel (Option: Dynamic ESA Next Generation)
Spring travel, front/rear mm
140/140
Castor(unladen weight according to DIN) mm
110.8
Wheelbase(unladen weight according to DIN) mm
1530
Steering head angle(unladen weight according to DIN) °
Following the unveiling of the recent BMW F 750 GS and F 850 GS, the new F 850 GS Adventure now expands the BMW Motorrad range in the adventure-touring segment.
Like the renowned boxer-engined BMW GS Adventure models, the new F 850 GS Adventures offers a dedicated travel enduro, for offroad oriented touring riders and globetrotters.
2019 BMW F 850 GS Adventure
A new refined two-cylinder in-line engine with 90-degree crankpin offset and 270/450 degree ignition spacing incudes counterbalance shafts to reduce vibration. A slip-assist clutch provides a discernible reduction in lever effort.
The power transmission to the rear wheel comes from the six-speed gearbox with secondary drive that is now positioned on the left-hand side.
The new F 850 GS Adventure offers “Rain” and “Road” riding modes as standard, while the combination of BMW Motorrad ABS and the ASC automatic stability control ensure a high level of safety.
2019 BMW F 850 GS Adventure
The F 850 GS Adventure can be fitted ex works with optional equipment, such as Pro Riding Modes and in turn the additional Dynamic, Enduro and Enduro Pro riding modes as well as the DTC dynamic traction control and lean-angle responsive ABS Pro.
The bridge frame of the new F 850 GS Adventure integrates the two-cylinder in-line engine as a supporting element of the backbone while the 23-litre fuel tank has been placed in the classic position between the seat and the steering head for an improved centre of gravity. BMW claim a touring range of 550 kilometres.
New, bodywork emphasises the F 850 GS Adventure’s more modern looks, with a larger adjustable windshield and hand-guards.
Wide enduro footrests, adjustable shift and foot brake levers as well as engine protection bars and a stainless steel luggage rack round off the F 850 GS Adventure’s standard equipment.
2019 BMW F 850 GS Adventure
In addition to the basic version, the new F 850 GS Adventure is available in Exclusive and Rallye style variations.
2019 BMW F 850 GS Adventure highlights
Powerful 2-cylinder in-line engine with a displacement of 853cc
70kW(95hp) at 8250rpm and 92Nm at 6250rpm
Crankshaft with 90-degree crankpin offset and 270/450-degree ignition spacing
New steel bridge frame
New upside-down telescopic fork
Aluminium two-sided swinging arm with central spring strut
ABS, ASC and the riding modes “Rain” and “Road” as standard
New onboard electrical system with more powerful alternator and starter
Improved wind and weather protection – Adjustable screen
23 litre fuel tank for ranges up to 550 kilometres
Enhanced GS Adventure profile
New colour along with the two style variants Rallye and Exclusive
Wide range of optional equipment and accessories
In-line, two-cylinder engine
The F 850 GS Adventure’s two-cylinder in-line engine has been completely re-engineered, with an aim to increase in power and torque compared to the previous models, as well as optimising combustion so as to reduce fuel consumption.
2019 BMW F 850 GS Adventure
The engine displacement is now 853 cc (compared with 798 cc), resulting from a bore of 84 mm and stroke of 77 mm. The new F 850 GS Adventure generates 70 kW (95 hp) at 8250 rpm and develops a maximum torque of 92 Nm at 6250rpm. In particular, the increased torque results in improved pulling power, with a claimed top speed of 197 km/h.
The two-cylinder in-line engine is installed transverse to the direction of travel and liquid-cooled. In contrast to the engines of the previous model, however, its crankshaft has a 90-degree journal offset and a 270/450 degree ignition spacing (previous model had a 0 degree crankshaft journal offset and a 360 degree ignition spacing).
2019 BMW F 850 GS Adventure
Two opposed counterbalance shafts help keep things smooth. These two opposed counterbalance shafts are arranged in front of or behind the crankshaft, a little below its axis, and are driven from the left of the crankshaft by the spur gears.
The engine of the new F 850 GS Adventure has dry-sump lubrication, which does not require a separate tank for engine oil. Any oil escaping from the main bearings is collected in a drain that is sealed off from the oil sump.
The bike’s off-road character is further reflected in the F 850 GS Adventure’s underside protection, which protects the oil sump from any damage.
The cylinder head of the new F 850 GS Adventure contains two rotating overhead camshafts driven by a toothed belt, which operates four valves per cylinder by means of light fixed-speed rocker arms. The timing chain drive is on the right-hand side of the engine.
2019 BMW F 850 GS Adventure – Luggaged up
The valve angles are 11.2 degrees on the intake side and 13.3 degrees on the exhaust. The valves have a plate diameter of 33.5 mm (intake) and 27.2 mm (outlet). The compression ratio is 12.7:1.
Carburation is by means of intake pipe injection with next-generation BMS engine control. The rider’s control signals passed directly by a sensor on the throttle grip via an e-gas system to the motor controller, which regulates the angle of opening of the throttle valves.
The power transmission of the new F 850 GS Adventure has also been subjected to complete re-engineering. The primary drive arrangement on the right-hand side of the engine is responsible for transmitting the torque from the crankshaft to the clutch by means of spur gears. This is now designed as a slip-assist wet clutch.
2019 BMW F 850 GS Adventure
The newly engineered six-speed gearbox now transfers the torque with an optimised transmission ratio spread to the secondary drive on the left (formerly right), in the form of an X-ring chain. For fast up and down gear shifting without using the clutch, BMW Motorrad now offers the Shift Assistant Pro, available as optional equipment ex works.
Positioning the secondary drive on the left-hand side of the motorcycle, has made it possible to move the stainless steel exhaust system of the new F 850 GS Adventure to the right. This has advantages when the rider manoeuvres the motorcycle by hand, which is usually done from the left-hand side. The F 850 GS Adventure can also be fitted with an HP muffler with a sporty design, as optional equipment ex works.
The F 850 GS Adventure comes with the two riding modes “Rain” and Road” and ASC automatic stability control, to ensure a high degree of rider safety.
2019 BMW F 850 GS Adventure – Standard dash
In “Rain” mode, the throttle response is configured to be soft, while the control characteristics of the ASC or DTC and ABS or ABS Pro are based on wet and slippery road surfaces. In “Road” mode, the engine permits optimum throttle response, while the ABS and ASC control systems are configured for ideal performance on all roads.
The F 850 GS Adventure can also be equipped with the “Pro riding modes” option as optional equipment ex works. It features the riding modes “Dynamic” and “Enduro” as well as the DTC dynamic traction control and the curve-optimised ABS Pro with dynamic brake light.
Ambitious enduro riders can tap into the full off-road performance in “Enduro Pro” mode. This riding mode is configured for the use of lugged tyres and is activated by a specially coded plug. With “Enduro Pro” the rider can individually configure and combine characteristics such as throttle response, DTC and ABS Pro. Here too Dynamic ESA is modified for offroad use and is set to the Enduro value.
2019 BMW F 850 GS Adventure
Updated chassis for road and dirt
The bridge frame developed for the new F 850 GS Adventure integrates the two-cylinder in-line engine as a self-supporting element and is made of deep-drawn sheet metal parts that are welded together. The new frame in monocoque design has greater torsional stiffness than the predecessor model with tubular steel space frame.
The new frame concept also involved a repositioning of the fuel tank and the 23-litre tank in the new F 850 GS Adventure is now located in the classic position between the seat and steering head, for optimising wheel load fluctuations and overall centre of gravity.
2019 BMW F 850 GS Adventure – 23L tank
The avoidance of aluminium as a material was due to the tough conditions in which an enduro vehicle often finds itself. Significant benefits are offered by steel and the design of the new main frame.
The new F 850 GS Adventure has also undergone optimisation in terms of suspension geometry, with a flatter steering head in comparison to the previous model, as well as greater castor at the wheels.
2019 BMW F 850 GS Adventure
F 850 GS riders will also benefit from new wheel guides and spring shock absorber elements. Front wheel guidance is in the form of a new upside-down fork with 43mm slide tube diameter and 230 mm of spring travel (210 mm when lowered). The slider tubes are protected from stone impacts by plastic guards that are integrated in the front wheel cover.
Rear wheel control takes the form of a double-sided aluminium swinging arm and directly linked central spring strut with travel-dependent damping, which also has an adjustable spring base and rebound stage damping that can be adjusted to suit personal requirements. Spring travel distance is 215 mm (195 mm when lowered).
The BMW Motorrad dynamic ESA electronic suspension is available as optional equipment, offering a dynamic riding experience, where rider comfort and touring suitability of the new F 850 GS Adventure can be increased even further.
Dynamic ESA does not function as a standalone system but communicates with the other control systems, such as ABS / ABS Pro and ASC or DTC. The Dynamic ESA is also linked with the riding modes “Rain”, “Road”, “Dynamic”, “Enduro”, and “Enduro Pro”.
2019 BMW F 850 GS Adventure – Optional Connectivity accessory with 6.5in TFT
The F 850 GS Adventure is fitted with cross-spoke wheels with aluminium rims sized 2.15 x 21 at the front and 4.25 x 17 at the rear. The 21-inch front wheel favoured for sports-oriented offroad use as this grants high riding stability thanks to the larger gyroscopic forces, offering distinct advantages on loose ground.
The F 850 GS Adventure is also equipped with enduro street tyres as standard. It has tubeless tyres sized 90/90-21 at the front and 150/70-17 at the rear. More aggressive off-road specific tyres can be ordered as free optional equipment ex works.
Dual 305 mm discs are clamped by two-piston floating calipers. A single disc brake with a diameter of 265mm is fitted to the rear wheel with a single-piston floating caliper. The bike is fitted as standard with BMW Motorrad ABS, which the rider can also deactivate.
Further safety enhancing features for motorcycles are available in the form of the Pro riding modes optional equipment, ABS Pro functions, and a dynamic brake light – currently still limited to the EU and ECE region.
ABS Pro goes one step further than the BMW Motorrad ABS by offering increased safety when braking on bends in that ABS-supported braking is permitted in banking position. In the riding modes “Rain” and “Road”, ABS Pro is dimensioned for road use and moderate to low frictional values, plus optimum braking stability.
2019 BMW F 850 GS Adventure
BMW Motorrad electronics
An LED headlamp is now offered as a standard feature on the new F 850 GS Adventure, and in addition to this, aLED daytime riding light is available as an optional equipment item.
The new LED headlamp lights up the road with a beam that is bright and offers strong clarity, also ensuring better visibility in traffic. The F 850 GS Adventure is also equipped with a completely new instrument cluster design, consisting of an analogue tachometer and a multifunctional display, alongside a number of control lamps.
New optional equipment known as Connectivity, includes a 6.5 inch full-colour TFT display. In conjunction with integrated operation via the BMW Motorrad multi-controller, it gives the rider quick access to vehicle and connectivity functions.
As is already the case with other BMW Motorrad models, the Keyless Ride system is available as optional equipment ex works and replaces the conventional ignition/steering lock in the new F 850 GS Adventure. The steering lock, ignition, fuel filler flap and anti-theft device are all activated by the transponder integrated in the vehicle key, which transmits a wireless signal with a frequency specific to the vehicle.
Design and Ergos
A high-positioned air intake, ample spring travel and ground clearance, functionally designed surfaces and a precise panel alignment underline the robust offroad attributes of the new middle class GS Adventure.
Like the big GS boxer Adventure it’s appearance is authentic, with iconic design features such as the asymmetric headlamp and the GS typical flyline clearly identify it as a member of the BMW Motorrad GS family. Starting from the front “beak” of the GS, the flyline extends over the fuel tank and seat to the rear, which is considerably more narrow in design that the predecessor model.
2019 BMW F 850 GS Adventure
The new F 850 GS Adventure’s offroad suitability is also increased thanks to the new design of the fuel tank/seat area without any edges or corners. This is advantageous above all when riding offroad in a standing position. Conified 15mm higher handlebars, also ensure an even more comfortable seated position, while adjustable hand levers for the clutch and front brake enable the rider to choose his own setup.
Wider off road-optimised enduro footrests improve the bike’s off-road riding capabilities, with an adjustable foot brake lever insert for riding offroad in a standing position. An adjustable shift lever rounds off the ergonomic adjustment package.
An optimised inner leg curve length, numerous available seat heights, and a refined ergonomic triangle around the handlebars, seat bench and footrests also ensure a ride suitable for a broad range of riders. Compared to the predecessor model the standard seat height has been reduced by 15mm to 875mm. The minimum seat height of 815mm can be reached by lowering the suspension and installing a lower seat bench (optional equipment ex works).
2019 BMW F 850 GS Adventure
In addition wind and weather protection was optimised to make long-distance riding even more comfortable, with a height-adjustable touring windshield as well as two side wind deflectors as standard. The touring windshield of the F 850 GS Adventure can be adjusted in two positions improving wind and weather protection significantly. This is also optionally available for the F 850 GS.
Three dynamic colour and three style variations give the new F 850 GS Adventure its individual and characteristic features. The painted parts of both models have been deliberately kept to a minimum. They are located in the upper area of the motorcycle, where they form the interface between the rider and the motorcycle. The lower area of the motorcycle and the GS “beak’, on the other hand, are in black, to underline its offroad character.
2019 BMW F 850 GS Adventure variants & colours
BMW F 850 GS Adventure Rallye – Lupinblau metallic
BMW F 850 GS Adventure Exclusive – Granitgrau metallic
BMW F 850 GS Adventure – Icegrey uni
2019 BMW F 850 GS Adventure
2019 BMW F 850 GS Adventure
Engine
Capacity cc
853
Bore/stroke mm
84 x 77
Output kW/hp
70/95
At engine speed rpm
8,250
Torque Nm
92
At engine speed rpm
6,250
Type
Water-cooled 2-cylinder 4-stroke engine with four rocker arm operated valves per cylinder, two overhead camshafts and dry sump lubrication
Compression
12.7/1
Fuel
Premium unleaded 95 RON (option: 91 (RON)
Valve Control
DOHC (double overhead camshaft), rocker arms
Valves per cylinder
4
Throttle valves mm Ø
48
intake/outlet mm Ø
33.5/27.2
Engine control
BMS-O
Emission control
Closed-loop three-way catalytic converter, exhaust standard EU-4
Electrical system
Altinator W
416
Battery V/Ah
12/10
Headlamp
HalogenHigh beam/low beam: 12 V/55 W Halogen
Rear light
LED brake light/rear light
Starter K/W
0.9
Power transmission
Clutch
Wet clutch with anti-hopping function, hydraulically activated
Transmission
Constant mesh 6-speed gearbox
Primary ratio
1.821
I
2.833
II
2.067
III.
1.600
IV.
1.308
V
1.103
VI
0.968
Secondary drive
Chain
Secondary ratio
2.588
Suspension
Frame construction type
Steel bridge frame in monocoque design, load-bearing engine
Honda’s highly popular mid-capacity learner machine, the CB500F was launched back in 2013 alongside the CBR500R and CB500X and has since gone on to strong success
2019 Honda CB500F
Now for 2019 the CB500F has further evolved, with the addition of aggressive bodywork, tapered handlebars, a new LCD dash featuring a Shift Up and Gear Position functionality and all LED indicators – to match the rest of the lighting.
While the CB500F already reaches the A2 (and similar LAMS) limit of 35kW, Honda have been able to tune the bike for more more power and torque in the low to mid range thanks to revisions to the inlet, exhaust and valve timing, contributing to a 4 per cent boost.
2019 Honda CB500F
A new dual exit exhaust muffler also emits a heartier exhaust note making for a more enjoyable experience, while the engine also features an assist/slipper clutch.
The chassis remains unchanged as a testament to the quality of the existing spec, while a new rear singletube shock absorber has been added, aiming to deliver even more consistent damping performance and improved control.
2019 Honda CB500F
2019 Honda CB500F new features
New aggressively styled bodywork
Tapered handlebars for control and feel
New LCD instrument display
Gear Position and Shift Up indicators
LED indicators (now all LED lighting)
Revised inlet, exhaust and valve timing
4% more midrange power and torque
Sportier sound from the new dualexit muffler
Assist/Slipper clutch eases upshifts and manages downshifts
Revised styling & updated shock
For its 2019 evolution the CB500F’s naked styling has evolved from front to rear, with an eye catching headlight design and lowset stance, including side shrouds which interlock with the fuel tank and emphasise the engine. Side covers and the seat unit also contribute to the angular theme.
2019 Honda CB500F – Now with LED indicators
Tapered handlebars add leverage for the rider, while a new LCD dash features a Gear Position and Shift Up indicator, which is set to a default 8750rpm but can be adjusted in 250rpm increments.
The 35mm diameter steel diamond tube mainframe is unchanged for 2019 and the wheelbase is 1410mm and rake and trail are set at 25.5°/102mm, giving nimble but confidence inspiring steering. Mass centralisation, with the engine in close proximity to the swingarm pivot point, delivers agility and an optimum front/rear weight distribution, while kerb weight is 189kg.
2019 Honda CB500F – Steel diamond frame
The seat height remains low at 785mm, making the CB500F easy to manage and the neutral riding position lends itself to comfort and riders of any height. Overall dimensions are 2080mm x 790mm x 1060mm, with 145mm ground clearance.
The fuel tank holds a generous 17.1L including reserve, and Honda claim that combined with the engine’s strong fuel economy gives a range of up to 480km.
2019 Honda CB500F – Fuel range is a claimed 480km
The 41mm preload adjustable telescopic front forks have 120mm stroke, for a compliant yet controlled ride, with strong feel for front tyre grip. The new single tube rear shock absorber is as found on larger capacity sports bikes and replaces the outgoing double-tube design of the previous model.
2019 Honda CB500F – 41mm forks
The new shocks larger diameter piston ensures excellent suspension response and temperature management. It also features 9-stage spring preload adjustment and works with a rigid boxsection steel swingarm, which now features pressed steel chain adjustment endpieces. Final drive is via sealed 520 chain.
2019 Honda CB500F – New rear shock
Lightweight 17inch cast aluminium wheels employ hollow cross section Y shaped spokes, with a front wheel width of 3.5inch and a 120/70ZR17 tyre, while the rear is a 4.5inch with a 160/60ZR17 tyre. A single front 320mm wavy disc and two piston brake caliper is matched to a 240mm rear disc and single piston caliper. ABS is fitted as standard.
2019 Honda CB500F
The CB500F will be available in the following colour options: Grand Prix Red; Matt Gunpowder Black Metallic; Pearl Metalloid White; Candy Energy Orange.
Lively LAMS twin cylinder
The CB500F’s learner eight-valve liquid-cooled parallel twin-cylinder layout offers a balance of physical size and enjoyable power output, with an high revving character and top end. The target for 2019 was faster acceleration through a boost in low to mid range power and torque. The 4% improvement comes via altered valve timing – with ‘close’ timing accelerated by 5° – and lift increased by 0.3mm to 7.8mm.
Feeding the PGMFI fuel injection is now a straight shot of airflow through the airbox and throttle bodies. The battery has been repositioned further away (44.1mm versus 13.4mm) from the rear of the airbox intake duct to allow greater airflow; the exhaust muffler now features dual exit pipes, adding a sportier sounding edge to each pulse. Peak power of 35kW arrives at 8,500rpm, with 43Nm torque delivered at 7,000rpm.
2019 Honda CB500F
Bore and stroke is set at 67 x 66.8mm and compression ratio remains 10.7:1; the crankshaft pins are phased at 180° and a primary couple balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple balance and its light weight allows the engine to spin freely, with reduced inertia.
Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers on the cylinder head. Internally the cylinder head uses roller rocker arms – shim type valve adjustment allows them to be light, for lower valve spring load and reduced friction.
2019 Honda CB500F
A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm. The piston shape is based upon those used in the CBR1000RR Fireblade to reduce piston ‘noise’ at high rpm. Friction is reduced by the addition of striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication). As with the CBR1000RR, an AB 1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.
2019 Honda CB500F
The ‘triangle’ proportion of crankshaft, main shaft and countershaft is very similar to that of Honda’s four-cylinder RR engines and much of the internal structure and engineering is taken directly from the CBR1000RR.
2019 Honda CB500F
The crankcase uses centrifugally cast thin walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. Using the same internal relief structure as that of the CBR1000RR, the oil pump features improved aeration performance, with reduced friction; a deep sump reduces oil movement under hard cornering and braking. Oil capacity is 3.2L.
2019 Honda CB500F
The CB500F’s six-speed gearbox is very close to that of its RR cousin and uses the same gear change arm structure and link mechanism. New for 2019 an Assist/Slipper clutch enables lighter upshifts and smooths out any hard downshifts.
2019 Honda CB500F
ENGINE
Type
Liquid cooled, parallel twin
Displacement
471 cc
Bore & Stroke
67mm x 66.8mm
Compression Ratio
10.7 : 1
Max. Power Output
35 kW @ 8600 rpm
Max. Torque
43 Nm @ 6500 rpm
Oil Capacity
3.2 L
FUEL SYSTEM
Carburation
PGM FI
Fuel Tank Capacity
17.1 L(inc reserve)
Fuel Consumption (WMTC)
29.4 km/L
ELECTRICAL SYSTEM
Starter
Motor
Battery Capacity
12V 7.4AH
ACG Output
23.4A/2000 rpm
DRIVETRAIN
Clutch Type
Wet multiplate
Transmission Type
6 speed
Final Drive
Chain
FRAME
Type
Steel diamond
CHASSIS
Dimensions (L ́W ́H)
2080 mm x 790 mm x 1060 mm
Wheelbase
1410 mm
Caster Angle
25.5 degrees
Trail
102 mm
Seat Height
785 mm
Ground Clearance
145 mm
Kerb Weight
189 kg
SUSPENSION
Type Front
Conventional telescopic front forks, 41mm, preload adjustable
18% more power | New brakes | Updated forks | Revised styling
Triumph’s Street Scrambler was launched in 2017, offering rugged off-road attitude and a versatile overall package, with heritage that can be traced back to the early 1960s when the first Triumph scramblers were born with the Bonneville T120 TT and TR6 ‘C’.
2019 Triumph Street Scrambler
The 2019 Street Scrambler adds a addition performance and higher specification, thanks to a host of updates on the latest addition, as well as a strong focus on style and detail.
2019 Triumph Street Scrambler updates
Significant power increase, up 9.8hp to 64hp – 18% more peak power
Red line now 500rpm higher
New Brembo 4-piston front brake caliper
New higher-specification cartridge front forks
New Road and Rain riding modes
New more contemporary logo
New more premium instrument styling
New adventure-oriented seat finish
New ‘Urban Tracker’ inspiration kit
2019 Triumph Street Scrambler
900cc High Torque Bonneville engine
The 900cc High Torque Bonneville engine has been upgraded to deliver 9.8hp more peak power, taking the total to 64hp, which is an impressive 18 per cent more than the previous version.
2019 Triumph Street Scrambler – 64hp, with 80Nm of torque from 3200rpm
This evolution also delivers higher revs, up by 500rpm to 7500rpm, with a peak torque of 80Nm delivered low from 3200rpm, with a signature high level exhaust system and an unmistakable exhaust note.
Updates to the Street Scrambler’s High Torque 900 engine include a new magnesium cam cover, lightweight crankshaft, dead shafts and balance shafts, optimised clutch cover and new lighter clutch.
2019 Triumph Street Scrambler
In addition to these updates, the new Street Scrambler retains a high standard of modern technology, with ride-by-wire and a single throttle body. Liquid cooling delivers low emissions and fuel efficient riding. Service intervals of 16,000km also help maintain the Street Scrambler’s low cost of ownership.
Higher specification suspension & brakes
The 2019 Street Scrambler is designed to deliver precise handling and a balanced agile feel, boasting a host of chassis and suspension updates.
2019 Triumph Street Scrambler – KYB 41mm forks with gaiters
The new Brembo four-piston front brake caliper provides better stopping power, with improved bite and feel for rider control. New higher spec cartridge front forks with scrambler-style rubber gaiters and 120mm travel, deliver road and light off-road capability and comfort.
KYB 41mm forks – Dual rear shocks
The Street Scrambler also delivers a commanding rider position with comfortable ergonomics and accessible handling. These come from the scrambler wide handlebars, forward set foot pegs and a 19 inch spoked front wheel with dual purpose Metzeler Tourance tyres fitted as standard.
Extensive electronics
The 2019 Street Scrambler features new Road and Rain riding modes, which adjust the throttle map and traction control settings for the optimal riding experience in all conditions.
2019 Triumph Street Scrambler – Analogue dash with digital multifunction display
Switchable ABS is also featured for enhanced rider confidence and safety, as well as a torque-assist clutch for a lighter touch and feel at the lever. An LED rear light is incorporated into the tail set-up, with a distinctive rear light pattern.
2019 Triumph Street Scrambler – ABS is standard fitment
An immobiliser is also fitted as standard, with transponder incorporated into the key, for maximum security, while a USB charging socket located under the seat offers charging of personal electronic devices.
Iconic scrambler design
The 2019 Triumph Scrambler features clean lines, a high-level exhaust, sculpted tank, minimal bodywork, and premium modern finishes, alongside a host of other aesthetic updates including the new number-board side panel graphics incorporating the more contemporary new logo and upgraded instruments styling with a new bezel and metallic branded embellisher and a new dial face with translucent silver detailing.
2019 Triumph Street Scrambler
A new adventure-oriented seat finish with durable leather and textile is featured alongside wider spaced front forks which required a revised front mudguard, top yoke and headlight brackets.
2019 Triumph Street Scrambler
Other features found on the previous version and carried through to the latest iteration include the sculpted scrambler fuel tank with locking filler cap, and rubber knee pads. Black engine covers feature Triumph’s makers mark triangle and Bonneville engine badge, with an elegant single throttle body and aluminium finisher.
2019 Triumph Street Scrambler
On the exhaust side of things, there’s brushed exhaust headers and distinctive Bonneville engine finned head and header clamps. The twin seat set-up has an interchangeable pillion seat and aluminium rear rack, as well as removable pillion pegs and hangers for off-road durability. Steel high grip ‘Bear Trap’ adventure style front foot pegs also provide grip, and an all terrain style bash plate ensures protection in rough conditions.
2019 Triumph Street Scrambler
The front mudguard also mounts to suit a larger wheel and dual purpose tyre clearance.
The new for 2019 Street Scrambler is available in three paint schemes – Fusion White; Cranberry Red; Khaki Green and Matt Aluminium, with jet black coach-line
2019 Triumph Street Scrambler
Customisation accessories
The base for countless custom builds, the Street Scrambler has over 120 genuine accessories available from Triumph, ensuring the Streett Scrambler can bring even more off-road focus, style, or everyday usability, and there are now even luggage options, too.
2019 Triumph Street Scrambler
The off-road accessories include adjustable piggy back FOX rear shocks with threaded preload adjustment and 24 position compression damping, high level front mudguard, black nylon headlight grill with a pressed steel matt black bezel, and a forged and machined aluminium handlebar brace in a black anodised finish (fitted with a stylish black or brown vinyl bar pad embroidered with the Triumph logo).
2019 Triumph Street Scrambler
The accessories range also includes slip on Vance & Hines single exit silencers with carbon fibre end cap and a traditional scrambler twin bench seat. There is a range of luggage or waxed cotton panniers. To make customising easier, the brand has also created an inspiration kit to use as the starting point for riders to design their own Street Scrambler custom, or to have fitted as a complete set – the Urban Tracker kit.
2019 Triumph Street Scrambler
The Urban Tracker kit is designed to appeal to those after a practical touring approach and includes the following accessories:
25 litre rugged pannier and mounting kit
Slip on Vance & Hines silencer
CNC machined black oil filler cap
Black handlebar brace
Number board kit
Black ribbed bench seat
Black dresser bar kit
Headlight grille and bezel
High level front mudguard
Sump guard kit
Availability of certain accessories may be governed by local market legislation.
Ride by wire, Multipoint sequential electronic fuel injection
Exhaust
Brushed 2 into 2 exhaust system with twin high-level brushed silencers
Final drive
O ring chain
Clutch
Wet, multi-plate assist clutch, cable operated
Gearbox
5-speed
Frame
Tubular steel twin cradle
Swingarm
Twin-sided, steel fabrication
Front Wheel
Spoked steel rims, 19 x 2.75in
Rear Wheel
Spoked steel rims, 17 x 4.25in
Front Tyre
100/90 R19
Rear Tyre
150/70 R17
Front Suspension
KYB 41mm forks with cartridge damping, 120mm travel
Rear Suspension
KYB twin shocks with adjustable preload, 120mm rear wheel travel
Front Brake
Single 310mm disc, Brembo 4-piston fixed caliper, ABS
Rear Brake
Single 255mm disc, Nissin 2-piston floating caliper, ABS
Length
2,125 mm
Width (Handlebars)
835 mm
Height Without Mirrors
1,180 mm
Seat Height
790 mm
Wheelbase
1,445 mm
Rake
25.6 º
Trail
109 mm
Dry Weight
198 Kg
Fuel Tank Capacity
12 L
Instruments
LCD multi-functional instrument pack with analogue speedometer, engine rpm, odometer, gear position indicator, fuel gauge, range to empty indication, service indicator, clock, 2x trip, average & current fuel consumption display, traction control status display, Heated grip ready – controlled by a handlebar mounted scroll button.
While the new R 1250 GS had been revealed earlier in the year it was not until this week at EICMA that BMW took the wraps off the big daddy R 1200 GS Adventure for model year 2019.
2019 BMW R 1250 GS Adventure HP
Like the regular GS, the Adventure, as you expect, gets all the same updated mechanicals including the new ShiftCam version of the Boxer engine.
2019 BMW R 1250 GS Adventure ShiftCam
This latest powerplant also realises a hefty 7 per cent increase in capacity from 1170cc to 1254cc courtesy of both a bigger bore and longer stroke.
2019 BMW R 1250 GS Adventure ShiftCam
Power is up from 125 to 136 horsepower while torque is boosted further from 125 to 143 Nm. The rpm those peaks arrive at are unchanged for the power figure at 7750 rpm but peak torque now arrives 250 rpm earlier at 6250 rpm.
2019 BMW R 1250 GS Adventure ShiftCam
BMW claim that improvements lower in the rev range in regards to torque delivery are also notable, with 110 Nm already available as low as 2000 rpm, and the previous peak of 125 Nm already surpassed by 4000 rpm.
BMW R 1250 GS Adventure on the dyno
The accompanying dyno chart shows a momentary slight dip in torque around 5000 rpm which presumably corresponds with when the short duration and low lift cam lobe swaps over to the more aggressive longer duration and higher lift lobe.
2019 BMW R 1250 GS Adventure
It will be interesting to see how this transition feels on the road but BMW are claiming much improved levels of refinement and smoothness with the updated engine. The gearbox too is claimed to work better than before.
2019 BMW R 1250 GS Adventure HP
On the chassis front the new GS Adventure runs slightly less steering head angle (65.1 compared to 65.5-degrees of the previous model), a marginally shorter wheelbase (1504 compared to 1510 mm) and more castor (95.4 compared to 92.7 mm on predecessor).
2019 BMW R 1250 GS Adventure
The new GS Adventure is also 15 mm longer but is 28 mm slimmer between the mirrors than before, however, at 268 kg BMW’s claimed wet weight figure is 8 kg heavier than quoted for the previous machine.
2019 BMW R 1250 GS Adventure
Wheel travel remains 210 mm at the front and 220 mm at the rear while the latest model benefits from Dynamic ESA ‘Next Generation’ with automatic load compensation.
2019 BMW R 1250 GS Adventure HP
Rim and tyre sizes remain the same at 120/70-19 and 170/60-17, as do the brake rotor sizes of 305 mm (F) and 276 mm.
2019 BMW R 1250 GS Adventure HP
Likewise the 30-litre fuel capacity and 890-910 mm adjustable seat height remains unchanged but the low option now gets down as low as 820 mm. Presumably both the suspension and seat unit needs to be changed in order to realise that low figure, which would likely also reduce the wheel travel and ground clearance while possibly compromising suspension performance, and ruling out the fitment of ESA.
2019 BMW R 1250 GS Adventure
The brilliant new 6.5-inch TFT screen is standard complete with bluetooth connectivity which allows navigation prompts to be displayed on the dash and your music/phone to be controlled via the well sorted BMW Multi-Controller. I love this technology.
2019 BMW R 1250 GS Adventure
At this stage we believe BMW Motorrad are expecting stocks of the new R 1200 GS Adventure just in time to buy yourself one for Christmas! Buy me one too while you are at it….
2019 BMW R 1250 GS Adventure HP
BMW R 1250 GS Adventure
Engine
Capacity cc
1,254
Bore/stroke mm
102.5 x 76
Output kW/hp
100/136
At engine speed rpm
7,750
Torque Nm
143
At engine speed rpm
6,250
Type
Air/liquid-cooled 2-cylinder 4-stroke boxer engine with two overhead, spur gear driven camshafts , a counterbalance shaft and variable intake camshaft control system BMW Shift Cam
Compression
12.5/1
Fuel
Premium unleaded 95 RON (option:
Valves per cylinder Ø intake/outlet mm
4
Ø Throttle valves mm
52
Engine control
BMS-O
Emission control
Closed-loop three-way catalytic converter, exhaust standard EU-4
Electrical system
Generator W
508
Battery V/Ah
12/12
Headlamp
Full-LED (option:LED daytime riding light)
Rear light
LED brake light/rear light
Starter W
900
Power transmission
Clutch
Wet clutch with anti-hopping function, hydraulically activated
Transmission
Constant mesh 6-speed gearbox with helical gearing system
Primary ratio
1.650
I
2.438
II
1.714
III.
1.296
IV.
1.059
V
0.943
VI
0.848
Secondary drive
Shaft drive
Secondary ratio
2.910
Suspension
Frame construction type
Two-section frame concept consisting of main frame with bolt-on rear frame, load-bearing engine.
Front wheel control
BMW Motorrad Telelever, central spring strut, 37 mm
Rear wheel control
Cast aluminium single-sided swing arm with BMW Motorrad Paralever, WAD spring strut, continuously adjustable spring preload by means of hand wheel, rebound-stage damping adjustable by hand wheel (Option: Dynamic ESA Next Generation)
Spring travel, front/rear mm
210/220
Castor(unladen weight according to DIN) mm
95.4
Wheelbase(unladen weight according to DIN) mm
1,504
Steering head angle(unladen weight according to DIN) °
For 2019 Honda’s highly successful CBR500R gets a make-over with a fresh set of sleeker clothes along with some meaningful mechanical updates for the new model year.
2019 Honda CBR500R
The eight-valve parallel twin has altered cam timing and more lift on the valves which Honda claims translates to a 4 per cent boost in mid-range power and torque from 3000-7000 rpm.
2019 Honda CBR500R
Also new for 2019 is a slip-assist clutch which comes with the dual benefits of a lighter clutch pull combined with a slipper function on decelearation.
2019 Honda CBR500R
A repositioned battery has allowed for a straight intake tract for the PGM-FI fuel-injection system.
2019 Honda CBR500R
At the other end the exhaust system now features dual exits in the single high-rise muffler.
2019 will be the seventh year in production for the CBR500R and Honda has given the model a more lithe but at the same time more muscular look to the comfortable learner legal machine.
2019 Honda CBR500R
The clip-on bars now sit lower and the riding position is canted a little more forward, while the seat itself is a little slimmer than before but retains the low 785 mm seat height.
2019 Honda CBR500R
New LCD instrumentation adds an upshift indicator light along with a gear position indicator. The shift-light is factory set at 8,750 rpm but can be adjusted in 250 rpm increments for the boy/girl racers.
2019 Honda CBR500R
Indicators are now LED to match the rest of the lighting package.
2019 Honda CBR500R
A new single-tube rear shock with larger diameter piston promises improved damping control and is nine-stage preload adjustable. Forks are as before, 41mm, and offer 120mm of travel.
2019 Honda CBR500R
Honda claim a range of up to 480 km from the 17.1-litre fuel cell.
As for when it arrives, it seems sometime early in 2019 is about as close a date as we can predict for now.
2019 Honda CBR500R
Image Gallery
Honda CBRR Studio
Honda CBRR Studio
Honda CBRR Studio
Honda CBRR Studio
Honda CBRR Action
Honda CBRR
Honda CBRR
Honda CBRR
Honda CBRR
Honda CBRR
Honda CBRR
Honda CBRR
Honda CBRR
ENGINE
Type
Liquid cooled, parallel twin
Displacement
471 cc
No of Valves per Cylinder
4
Bore & Stroke
67 mm x 66.8 mm
Compression Ratio
10.7:1
Max. Power Output
35kW (47 hp) @ 8600 rpm
Max. Torque
43Nm @ 6500 rpm
Oil Capacity
3.2 L
FUEL SYSTEM
Carburation
PGM FI
Fuel Tank Capacity
17.1 litres
Fuel Consumption (WMTC)
29.4 km/litre
ELECTRICAL SYSTEM
Battery Capacity
12V 7.4AH
ACG Output
25A/2000rpm
DRIVETRAIN
Clutch Type
Wet multi-plate
Transmission Type
6 speed
Final Drive
Chain
FRAME
Type
Steel diamond
CHASSIS
Dimensions (L ́W ́H)
2080 mm x 755 mm x 1145 mm
Wheelbase
1410 mm
Caster Angle
25.5 degrees
Trail
102 mm
Seat Height
785 mm
Ground Clearance
130 mm
Kerb Weight
192 kg
SUSPENSION
Type Front
Conventional telescopic front forks, 41mm, preload adjustable
Type Rear
Prolink mono with 5-stage preload adjuster, steel square pipe swingarm
WHEELS
Type Front
Multi-spoke cast aluminium
Type Rear
Multi-spoke cast aluminium
Rim Size Front
17 x MT3.5
Rim Size Rear
17 x MT4.5
Tyres Front
120/70ZR – 17M/C
Tyres Rear
160/60ZR – 17M/C
BRAKES
ABS System Type
2 channel
Type Front
Single wavy disk, 320 mm, 2 piston caliper
Type Rear
Single wavy disk, 240 mm, 1 piston caliper
INSTRUMENTS & ELECTRICS
Instruments
Digital speedometer, digital bar graph tachometer, dual trip meters, digital fuel level gauge & fuel consumption gauge, digital clock, gear position indicator
We have often seen manufacturers trot out ‘concept models at shows such as this week’s EICMA, it is also pretty easy to deduce which ones are pretty much already green-lighted for production. I am fairly sure that this Aprilia RS 660 Concept is a firm pointer towards a new 660cc parallel-twin platfrom that is imminent from the Noale based manufacturer.
Aprilia RS 660 Concept
Aprilia RS 660 Concept
In Aprilia’s words
With the Concept RS 660, Aprilia researches a new concept of sportiness, defined by the ratio between exuberant but easy-to-manage engine performance, a frame and suspension par excellence and the light weight of the vehicle.
The Concept RS 660 is a possible response to the demand of new generations for fun bikes that are capable of thrilling on the road as well as on the occasional track day.
Aprilia RS 660 Concept
The Concept RS 660 interprets the concept of sportiness in accordance with extremely modern canons, the consequence of in depth technological research and the extremes of aerodynamic solutions that are unrestricted by any regulations.
The result is a product that is unique in its kind: a medium engine capacity twin-cylinder, attractive and accessible, that provides extremely high technological content, even higher than bikes in superior categories.
Therefore, RS 660 is a possible option for young riders coming up from smaller engine sizes, looking for a high level sport bike that can provide thrills and fun on a day to day basis on the road and ready to support the rider on the track too.
Aprilia RS 660 Concept
The design: cutting-edge aerodynamics
Aprilia Concept RS 660 stands out above all for its style, innovative and sophisticated, that stems from a series of aerodynamic studies. With a tendency born in the highest levels of racing, aerodynamics is currently under intense development in the motorcycle sector, so the Concept RS 660 is able to explore concepts such as aerodynamic load control.
Out of the work done in the wind tunnel and from the resulting solutions, the shape of a bike was born where the lines are an absolute and direct consequence of the functions. The variable front section, the air flow direction and the variable downforce values transformed into opportunities for the Style Centre which created ultra modern dynamic shapes.
Aprilia RS 660 Concept
The concept offers a comfortable riding position, thanks to the large saddle located on the sleek tail fairing, footpegs that are not too high and a pair of semi-handlebars mounted on top of the upper steering yoke. The result is a saddle-handlebar-footpeg triangulation that is sporty yet comfortable, to the advantage of riding pleasure and comfort.
Aprilia chassis architecture, quality bar-setter
Aprilia’s know-how in packaging super fine chassis architectures is recognised the world over. In observance of this tradition, the Concept RS 660 Concept provides a magnificent structure made up of an aluminium frame and swingarm.
Aprilia RS 660 Concept
In the concept, the frame exploits the engine as a stressed element, contributing to form a compact and stiff structure. The right arm of the swingarm has a curved shape in order to all the exhaust terminal to pass. The particular mounting of the shock absorber allows outstanding progression to be obtained without using linkage, thereby cutting down on weight and making it a cleaner package overall.
The new parallel twin-cylinder for a new generation of bikes
Aprilia RS 660 Concept
RS 660 was born around the concept of a new engine that Aprilia engineers are already working on, a 660 cc parallel twin-cylinder, a very compact new generation unit derived from the 1100 cc V4 that powers the Tuono V4 and RSV4 1100 Factory.
This configuration was chosen for its compact nature and efficiency, the extremely low level of heat transmitted to the rider and for the freedom that it leaves the designers to create a sleek and lightweight frame and suspension.
The RS 660 project is the development base for a wider range that intends to make Aprilia a key player in an extremely strategic market segment in Europe, but also in Asia and the American market.
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