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Triumph Tiger 900 Rally Pro Review

June 5, 2020 mcnews Leave a comment

2020 Triumph Tiger 900 Rally Pro Review

Motorcycle Test By Wayne Vickers – Images by Rob Mott

I’ve made no secret of the fact that I’m a big fan of the Tiger middleweight platform. My own ‘gen 1’ 800xc has been an absolute workhorse and I have clocked up 260,000 kilometres since buying it new. Sure, it’s starting to feel a little loose now but I still love it. Great overall balance, a capable engine, driveline without much fault and terrific throttle feel (the first generation still had a cabled throttle which was much better than the subsequent couple of attempts at fly by wire). It must be said though that quite a few times over the seven years of ownership I’ve wondered what it might be like with ‘just a bit more grunt and a bit less weight’.

I don’t have to wonder anymore.

Giddyup

Triumph have overhauled the smaller of the two Tiger offerings, not only giving it a styling update (aligning it more closely with its bigger 1200 brother), but letting the engineers loose on almost every aspect that counts. I had the chance to live with the top spec’ Rally Pro model for a couple of weeks and rode it in a variety of conditions, comparing it directly with my old bike. Unlike the last couple of updates that didn’t have me eyeing off the new metal in serious envy, this new bit of kit has moved the game on considerably. Envy mode has now been properly engaged.

2020 Triumph Tiger 900 Rally Pro comes with the whole basket of fruit

Trev has covered the major technical points in his earlier piece here (Link), but to summarise – it’s a little lighter, the engine has been upped to 888cc with a new firing order courtesy of a ‘T plane crank’ which favours more torque, better low end feel and traction. The new donk is also repositioned slightly in the frame. The new Rally Pro comes with quick shifter, ABS, TC, a new TFT screen with phone connectivity for GPS-SMS-music and even GoPro connectivity (I shit you not), six pre-set ride modes plus a configurable ‘Rider’ mode, Showa forks and shock, Brembo monobloc brakes, heated grips and seats, tubeless wheels with pressure monitors, LED lights and a bunch of new componentry including crash protection. It’s a serious update. And it’s seriously specced up.

2020 Triumph Tiger 900 Rally Pro now strikes a more modern profile

First up – styling wise, I rate it. It doesn’t look massively different to the early prototype that Felipe Lopez ran to second in class in the Pan African Rally in 2018. I get that looks are subjective, but it really does have the ‘I can take you anywhere’ thing going on, without looking overdone. Fit and finish is generally excellent, although I did note a couple of the smaller brushed alloy trim features that I reckon will show marks relatively easily – behind the front indicators for example. Overall though, it drips of build quality and detail, right down to the nice stitching in the seats. Classy. The colour schemes seem to highlight the trellis frame a little more too which I like.

Showa suspension at both ends

Throwing the leg over feels familiar and new at the same time. Slightly thinner tank shape between the knees perhaps and slightly different seating ergos, but the new seat feels just as comfy on longer hauls as the older shape and from my impressions favours off-road usability in moving your weight around more easily, particularly moving it up and forward. Nice.

Would have been nice to go exploring on some pukka off-road rubber

Switchgear is all fairly well positioned and has a good feel (illuminated too – tick). Although a couple of them take some getting used to. The spotlight and heated seat switches are located way over the front where you can’t see them without moving well forward. There are ten buttons on the left hand side alone so that side gets a bit crowded… Not that you’d use it much. Just set it and forget mostly – it only runs the spotties on high beam and automatically flicks them off when you change to low beam. The indicator button could also use a smidgen more tactile feedback for my liking, but location and function are ok.

Rally Pro comes with spot-lights

Key in – dash does a little greeting routine while the electrics take a few seconds to sort themselves out, then you fire it up and are immersed in that new uneven triple exhaust note. For a stock pipe, it’s up there with the best. It has a more distinctive, guttural growl than the old firing order and definitely brings a smile to the dial. It’s almost as loud as my Arrow slip-on on the 800… not quite… but I like the new note more. It’s a winner. The new uneven crank does kind of the same thing to a triple that a cross plane crank does to an in-line four. And I’ve raved incessantly about how much I like the cross plane R1 engine… This new crank in the 900 triple? Love it, love it, love it. And then love it some more.

Reasonable engine protection as standard

On the road you notice the extra shove off the bottom and in the mid range, paired with the excellent, super slick quick-shifter and slipper clutch that was faultless in both directions it makes for an effortlessly rapid ride. In fact I reckon it’s one of the nicest quick-shift set-ups I’ve ridden. It feels like much more of a bump up in power than the 10 per cent quoted too. Cruising along I found myself often short shifting up at around four or five-thousand revs, just riding the torque wave and listening to the burble. It has such a lovely character.

Quick-shifter is as good as they get

I wonder if they’ll use that same crank set-up in future versions of the Speed Triple. That’d be a thing… Up higher in the rev range it didn’t feel all that different to the old 800 engine to be honest which is no bad thing at all, but down low there’s a noticeable improvement. And unless you’re on full charge on the tarmac you’re probably not going to be bouncing up near the rev-limiter on this Rally Pro version anyway. There’s a bit more engine tick noise – it’s not as smooth as the old firing order, but I didn’t have any issues with vibes at all.

2020 Triumph Tiger 900 Rally Pro in its natural habitat

It was actually when away from the sealed stuff though that I noticed the biggest differences with the feel of the engine. Much improved low down feel and despite having more torque it seemed easier to ride on gravel and dirt and any sort of lower speed off-road type stuff. Almost twin-like in power delivery down low compared to the old crank. Totally confidence inspiring in terms of hooking up – even if the unit I sampled came with relatively road oriented Battlax Adventure hoops which I thought was a little odd for the ‘Rally Pro’ model. Would have liked to get some more aggressive knobbies on there… next time perhaps.

2020 Triumph Tiger 900 Rally Pro

It’s worth mentioning for those who’ve yet to throw a leg one that the triples are a little wider than say, an 850 GS between the knees. But I really don’t see it as an issue. It’s not a limitation in any way for a bike of this size and type.

2020 Triumph Tiger 900 Rally Pro adjustable screen

Keen eyes will also spot the new adjustable front screen as it now has a nice little crossbar for you to push forward and adjust the height in one simple motion. Works nicely at full height too. No buffeting on the go which can be noticed by the taller riders amongst us on the older versions.

2020 Triumph Tiger 900 Rally Pro

The Showa kit at both ends also proved to be outstanding both on and off road. Both ends adjustable, the rear even with a remote pre-load adjuster with-in hands reach. Not that I needed to use it as I only rode solo and never loaded it up. Great progressive feel and feedback – again, most noticeable off-road in terms of the improvement over previous models. On the road it feels just as capable as ever, even with the 21-inch front. The amount of sportsbike riders who’ve been shown a clean pair of heels by a 21-inch fronted adventure bike with a half decent rider onboard is growing everyday…

2020 Triumph Tiger 900 Rally Pro

With the combo of that great engine and suspension feel it didn’t take me long before I was playing around with lurid, long third gear slides and fish-tails (once you figure out how to turn traction control off. More on that in a bit). It’s a joy to ride a flowing twisty gravel road on, letting the rear end loose on corner exit and then having it swing back the other way. If you’re into ripping big skids with total confidence, you’ll dig this. It’s just magic. And it’ll get you a decent distance on a larger 20-litre tank too, up from 18-litres. I was seeing pretty close to the quoted ~5L/100kms mark depending on how I was riding it. Slower gravel or more hardcore off road stuff that involved more skids sipped a bit harder, but you’d still comfortably reach past 320 kilometres on smooth gravel trips including said slidey shenanigans.

2020 Triumph Tiger 900 Rally Pro

The brakes are also excellent – a step up in terms of power from the previous kit – although I’d have liked a little less initial bite off road, when I had disabled the ABS. Probably only a pad change away from being perfect for serious adventure work. On tarmac they were great. I had both the ABS and TC working hard for me on the road section during the photography shoot and it was totally non intrusive and seamless. The only way I knew was the flashing light on the dash. The rear pedal gives you a little pulsing action to let you know you’re overstepping it, but otherwise you’d barely know you were being assisted.

Brembo Monobloc stoppers

Speaking of the new dash, it’s positively massive. And the screen quality itself is excellent. Great definition and readability, non reflective surface. But.. and here’s my only real beef with the bike, the dash design and layout is.. well I used the phrase ‘this makes me want to punch myself in the face’ when describing it more than once. So here’s a bit of a rant. The digital interface designer in me can’t understand how or why some of the screens and interactions were done the way they are. Some very strange choices for information on the screen. Too many options to scroll through to find stuff.

The way the screen layouts are on the Tiger 900 made Wayne grrrrr like a Tiger, nah not really, he just had a bit of a sook about it 🙂

The multi-direction button becomes a bit of a pain in the arse. Yes there are four choices of layout, but three of them have two copies of a mirrored weird looking tacho.. Why would anyone want that? The fourth layout still has the one messed up tacho design. One well designed layout would be much better than four duds. Put useful info on the screen instead. Hell even the range to empty number doesn’t align properly at low range with the other numbers on that display screen.

That does look a bit naff…

‘There’s no simple button to turn just the traction control off, it requires you to use the ‘Rider’ mode, which needs to be set up first. That is fine in itself I suppose, but to switch to it from say sport mode, you need to use a number of presses on the mode button, then confirm with a second button to activate it.. It shouldn’t be this hard for a bike with such a focus on going off road! And don’t reset everything and change the rider mode back to ‘Road’ every time I turn the key off – Leave it the way I bloody had it! I could go on. Triumph – I will design you a better dash and menu system. Seriously. Get in touch. They aren’t the only manufacturer failing with a multi directional type control on a TFT, but it’s as bad as I’ve seen.

Switchgear a little busy and not as intuitive as it could be

Now I’ll admit that I grew to ‘accept’ the annoyance of the dash layout, in the hope that it’s only a software update away from being improved. I’m an optimist after all. And to be fair it probably annoyed me even more because it stops the bike from scoring a pretty much perfect score! My only other gripe is that even when in neutral you still need the clutch to start it. Not sure when that became a thing, but it’s not a thing I want. Surely, the gearbox cut-out is enough. We’re not all bumbling idiots. Just more unnecessary stuff getting in the way.

2020 Triumph Tiger 900 Rally Pro

So where does that leave us? The original Tiger 800xc was an instant success when it launched. And for many, like myself, it leapt straight to the top of the middleweight adventure bike options. Subsequent updates from rival manufacturers had challenged that ranking but with the release of the new 900 Rally Pro, Triumph have once again produced a potential class leader in the hotly contested middleweight adventure bike category. It’s starting to get up there in price at just under $25k on road, but I don’t think it’s over-priced for what you get compared to its closest rivals (it comes standard with equipment that is a 4.5k option on the GS850 for instance – and that’s not including another couple of grand of equipment that you can’t get on the GS at all, the numbers are similar for the 790 Adventure R) . I’ve said it before, but we’re utterly spoilt for choice as riders right now.

2020 Triumph Tiger 900 Rally Pro

Enough writing. The suns out again. Time to go draw some wavy lines in the gravel before I have to give this beast back.

Wayne doesn’t want to give it back

Why I like it

The new 900cc engine with that uneven T plane crank. Just brilliant
One of the best quick shifters around
Overall chassis and suspension balance is near perfect
Feels like its made for third gear slides!
That engine and exhaust note… oof

I’d like it even more if

That dash design needs a serious rethink. Triumph – get in touch, I’m happy to help
Some of the switchgear positioning and controls could be better executed too
That’s literally it. It really is that good. Triumph won’t notice if I drop my old 800xc back to them instead will they..? It’s worth a shot…

The new 2020 Triumph Tiger 900 Rally Pro and Wayne’s 260,000 kilometre old Tiger 800 XC

2020 Triumph Tiger 900 Specifications

Type	Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Capacity	888 cc
Bore / Stroke	78 mm / 61.9 mm
Compression	11.27:1
Power	95.2 PS / 93.9 bhp (70 kW) @ 8,750 rpm
Torque	87 Nm @ 7,250 rpm
System	Multipoint sequential electronic fuel injection
Exhaust	Stainless steel 3 into 1 header system, side mounted stainless steel silencer
Final Drive	O-ring chain
Clutch	Wet, multi-plate
Gearbox	6 speed
Frame	Tubular steel frame, bolt on sub frame
Swingarm	Twin-sided, cast aluminium alloy
Front Wheel	Cast alloy, 19 x 2.5 in
Rear Wheel	Cast alloy, 17 x 4.25 in
Front Tyre	100/90-19
Rear Tyre	150/70R17
Front Suspension	Marzocchi 45mm upside down forks, non-adjustable
Rear Suspension	Marzocchi rear suspension unit, manual preload adjustment, 170mm rear wheel travel
Front Brakes	Twin 320mm floating discs, Brembo Stylema 4 piston Monobloc calipers. Radial front master cylinder, ABS
Rear Brakes	Single Single 255mm disc. Brembo single piston sliding caliper, ABS255mm disc. Brembo single piston sliding caliper, ABS
Width Handlebars	830 mm
Height Without Mirror	1410-1460 mm
Seat Height	810-830 mm
Wheelbase	1556 mm
Rake	24.6 º
Trail	133.3 mm
Dry Weight	192 kg
Tank Capacity	20 L
Fuel Consumption	5.2l/100 km (55.4 MPG)
CO2 Figures	EURO 5 Standard: 119 g/km CO2 and fuel consumption are measured according to regulation 168/2013/EC. Figures on fuel consumption are derived from specific test conditions and are for comparative purposes only. They may not reflect real driving results.

2020 Triumph Tiger Rally Pro Images

Source: MCNews.com.au

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BMW F 900 R Review

May 26, 2020 mcnews Leave a comment

Trev tests the new BMW F 900 R

Motorcycle Review By Trevor Hedge
Images by Dean Walters and BMW

Got to say this bike surprised me a little. The press and marketing shots had not really been all that flattering, but in the flesh it actually cuts a very nice profile and the more time I spent with the F 900 R, the more its lines and character charmed me.

The new BMW F 900 R pictured in front of a mural in Alexandra (VIC)

Let’s face it, if asked to name a motorcycle brand synonymous with beautiful motorcycles, then BMW would not be the maker that springs to mind…. Yet the F 900 R is a handsome machine and shrugs off the somewhat pedestrian looks of its F 800 R predecessor to cut quite a fine figure.

2020 BMW F 900 R in optional Hockenheim Silver Metallic with Racing Red colour scheme also comes with gold coloured forks

It looks much better in the flesh than photographers have really managed to portray. The water pump housing, its associated plumbing and a heat-sink visible under the seat are the only real blights on what is a very sharp profile. The short muffler looks okay and flows with the bikes lines, even the big pre-muffler is pretty well hidden. I really do feel sorry for today’s motorcycle designers that have to find ways to hide the monstrosities that can’t be avoided in order to meet ever toughening emissions and noise legislation.

BMW F 900 R muffler is relatively minimalist but makes some great noises when grunting out of tight turns

The LED headlight looks pretty good, for a naked bike, and from the cock-pit it is an uncluttered view over the impressive colour 6.5-inch TFT display to the road ahead. The branding is subtle but effective, an inset on the seat and embossing on the nacelle that sits in front of the instrumentation are joined by a small BMW roundel on the forward flanks. On our black test machine the lack of contrasts and excess badges or stripes played their part in how tasteful I found the styling of the motorcycle. The seat itself gives the impression of being crafted rather than simply stamped out of some press the cheapest way possible.

2020 BMW F 900 R

The changes are much more than skin deep and the F 900 R now boasts some real character. The F 800 line up of motorcycles were competent enough but also quite bland. That said, I have had some epic rides on F 800 variants, a very hard strop around the Coromandel Peninsula of New Zealand’s North Island on the launch of the F 800 ST a particularly memorable experience. The F 800 range always did lack a bit of character though, and that fluffy wet-fart-in-a-tin-can exhaust was never inspiring. Things made a distinct turn for the better with the arrival of the F 850 line-up that saw BMW completely change the whole engine architecture, adopting a 270-degree firing order and off-set crank pin lay-out that supplied the character and sense of fun that was lacking from the F 800 models.

2020 BMW F 900 R

The current model 850 GS model spins its 84 mm pistons through a 77 mm stroke while the new F 900 R and F 900 XR sport larger 86 mm forged pistons to bump displacement from 853 cc to 895cc. In the transition from 800 to 850 in the GS models power was increased by 10 to 95 horsepower, and the same gains have been made again in the leap from 850 to 900 with BMW now claiming 105 hp at 8500 rpm. The F 900 R boasts around 20 per cent more power than its immediate like-for-like F 800 R predecessor.

BMW F 900 R power curves compared to F 850 GS and F 800 R

Peak torque is 92 Nm at 6500 rpm but more than 87 Nm is available from as low as 4500 rpm. It feels strong even lower than that in the rev range and winding the throttle on in third gear from 75 km/h on some slippery winter roads brought some real aural pleasure to the ride that viscerally punched my synapses in a way that made me feel good inside. Check out that chart above to see just how much more grunt the new bike has from down low than the F 800 R, and how much more torque over a much wider spread than even the recent F 850 GS. You can really feel this on the road via a much greater urgency under throttle.

105 horsepower and a good broad spread of torque from the 895 cc parallel twin

The throttle response is smooth in all of the riding modes but Dynamic does add a satisyfing extra squirt of thrust when you wind the throttle on. As you roll off to cruise through town you can let the revs as low as 2000 rpm in top gear at 60 km/h and still pull away with no chain snatch or grumbles. It is a very smooth drivetrain indeed.

2020 BMW F 900 R

Winding up the wick on faster roads the rush of air around you predictably takes away the aural pleasures somewhat due to the extra wind noise at higher speeds. Riding tighter roads though are a great deal of fun, and that is the type of fun you can enjoy without the police wanting to lock you up.

2020 BMW F 900 R

With the throttle pinned and using the fantastic two-way quick-shifter to snick your way seamlessly through the gears the F 900 R accelerates quite hard through the first four gears. It is only north of 150 km/h that its boxer big brother R 1250 R would really start to pull any serious advantage.

2020 BMW F 900 R

At 100 km/h on the freeway the mill is spinning less than 4000 rpm and pulls top gear fine from there for overtaking if you can’t be bothered using the shifter. The engine remains smooth from idle right through to red-line.

I quite like the ergonomics of the F 900 R. It doesn’t give you that really exaggerated feeling of being right-over-the-front like some nakeds do. The reach to the bars feels natural enough and the switchgear is brilliant. I think those that are six-foot tall or beyond might struggle a little with the placement of the pegs, but at 178 cm I didn’t find it too tiresome for some quick 400-kilometre afternoon strops.

2020 BMW F 900 R

The seat is great and its standard height of 815 mm can be dropped to 790 mm with an optional low seat or set as high as 865 with an optional extra high seat. An optional suspension lowering kit lowers the bike to 770 mm but there will be ground clearance and suspension compromises to reach that figure. There are some modest pillion accommodations but they don’t look all that enticing to a passenger.

Ready to ride the F 900 R is 211 kg according to BMW, a figure that surprised me as it never felt that hefty.

2020 BMW F 900 R seat

An excellent integrated soft luggage system is available and would make touring on the F 900 R a viable proposition. A luggage rack and top case can add further capacity and a tall windscreen can also be had, but I never found wind-blast to be a problem without a screen until doing some serious go to jail speeds.

If not for the stingy 13-litre fuel capacity the F 900 R would be one of the best naked bikes to tour on. The bike I rode was still tight and didn’t manage to better six litres per 100 kilometres, so I could only really bank on a 200 km range. One 400km afternoon strop saw me refill the bike three times, to be safe, and I wouldn’t even say I was riding all that hard as the roads that day offered up little grip and confidence.

2020 BMW F 900 R

The F 900 R really is very easy and forgiving to ride. Some customers that started their motorcycle journey on the G 310 R have moved up to the F 900 R and to be honest, as a person’s first big-bore motorcycle it is a safe but engaging choice. The full gamut of electronic safety aids are standard on the F 900 R and include lean angle sensitive ABS Pro and BMW’s up-spec Dynamic Traction Control systems. There is a dedicated button on the left switch-block that can be used at any time to deactivate the stability control systems if you want to pull a wheelie, no going through menus or 46 different button presses, just one push of a button, simple, brilliant.

Switchgear is as good as it gets – This shows an international model with cruise control, ESA and spot-lights, thus the extra switches. The switch on the middle right with an exclamation inside a 3/4 circle needs a simple press and hold to deactivate traction control.

The F 900 R does have a playful nature and can be punted hard enough in the tight stuff to provide plenty of thrills. It is only at higher speeds on bumpy back roads that the suspension can start to struggle a little, but if 200 km/h sweepers are your bag then I can’t imagine that an F 900 R would be in your sights anyway. It never gets too unruly, and there is a standard steering damper, it is just not sportsbike spec’ suspension. It has plenty of travel though, 135 mm at the front and 142 mm at the rear is quite generous and helps the rider to remain comfortable even when the road dishes up plenty of imperfections. A little more high-speed damping wouldn’t go astray, but if you really are into pushing harder and faster then BMW also have you covered with the S 1000 R or R 1250 R. To be honest though, I would seriously consider this over both of those if in the market for a naked bike from BMW.

2020 BMW F 900 R

The brakes are full size 320 mm rotors gripped by radial four-piston Brembo calipers. The rear is also a generously sized 265 mm rotor with single-piston caliper. The clutch is a simple cable affair rather than hydraulic, while the brake master cylinder is made by Nissin. The feel is progressive and requires a decent squeeze for full retardation but I can’t say I felt the need for more power at the lever. If there was a lot more bite it would only be of limited use due to the performance of the forks anyway. The clutch is of the wet slipper variety which is another welcome feature.

Nice touches abound on the 2020 BMW F 900 R

The levers are nicely finished and both adjustable while other little BMW niceties abound such as keyless ride, a hydraulic hand-wheel to adjust rear preload and right-angle tyre valves to make it easy to check and/or inflate your tyres. The horn though is meeker than a really meek thing and curiously cruise control is missing from the standard feature list.

TFT display on the 2020 BMW F 900 R is excellent – This image shows the extra switchgear of a fully optioned overseas model with ESA and cruise control.

The 6.5-inch full colour TFT screen is brilliant and due to the high-spec’ of Australian delivered bikes also comes with the snazzy Sport screen sub-menu that displays your lean angles achieved on your most recent ride along with the level of brake pressure you used and how much traction control intervention was registered. It can make for a fun little computer game if you are that way inclined.

Aussie delivered machines get this extra display screen which registers lean angle, traction control intervention and brake pressure levels, like the S 1000 RR sportsbike. I took this shot while riding an R 1250 R optioned with the same display.

The trip computer functions (you will need to keep an eye on that distance to empty indicator), and all the different information screens are easily navigated through from the left switch-block menu button and familiar BMW controller wheel system.

2020 BMW F 900 R standard display mode

There is heaps more functionality to be had by using the corresponding BMW Motorrad Connected smartphone app’, including navigation functionality displayed directly on the motorcycle display. Likewise your current music playing through your headset is displayed on the dash and can be controlled via the thumbwheel, as can incoming or outgoing call functions. The only thing missing is Apple CarPlay or Android Auto.

2020 BMW F 900 R

The Black Storm Metallic, or San Marino Blue Metallic are the standard colours while the Hockenheim Silver Metallic with Racing Red combination will add $300 to the sticker price.

BMW F 900 R in San Marino Blue Metallic

An electronic suspension option is available in some markets but BMW Australia have chosen to reduce the amount of variants they bring into the country. However that is not to say they have low-balled us on the spec’ as our standard F 900 R is the highest specification base configuration of the model available anywhere in the world.

BMW F 900 R in Black Storm Metallic

At $14,790, plus on road costs, the Australian delivered F 900 R is pretty much fully loaded. In most markets the TFT display with Bluetooth connectivity is an optional extra, the heated grips are optional extras, the quick-shifter is an optional extra and the Riding Modes Pro functionality will also cost you more. Here they are all part of the base package. And of course then there is BMW’s standard three year warranty adding a nice extra dose of value to the equation that furthers its argument for your dollar. It is always nice when a bike delivers more than you expect, and the F 900 R did exactly that.

2020 BMW F 900 R in Hockenheim Silver Metallic with Racing Red livery that adds $300 to the sticker price. The forks are a gold colour with this option rather than the black forks seen on the other two colour options.

2020 BMW F 900 R Specifications
Engine
Capacity	895 cc
Bore/stroke	86 x 77 mm
Power	77/105 kW/hp at 8,500 rpm
Torque	92 Nm at 6,500 rpm
Type	Parallel Twin, four-stroke, dry sump
Compression	13.1:1
Fuel	Premium unleaded 95 RON
Valve control	4 / DOHC (double overhead camshaft), cam followers
Engine/Emission Control	BMS-M / Closed-loop three-way catalytic converter, exhaust standard EU-5
Electrical
Battery /Alternator	416 W / 12/12, maintenance-free V/Ah
Headlamp	LED headlights (low and high beam) (Headlight Pro option: LED daytime riding light and Adaptive Cornering Light)
Rear Light	LED brake light/rear light
Indicators	LED turn indicators
Starter	0.9 kW
Transmission
Clutch	Multiplate wet clutch (anti-hopping), mechanically controlled
Gearbox	Constant-mesh 6-speed gearbox, integrated in the engine housing
Primary ratio	1.821
I	2.833
II	2.067
III.	1.600
IV.	1.308
V	1.103
VI.	0.968
Secondary drive	Endless O-ring chain with jerk damping in the rear wheel hub
Secondary ratio	2.588
Suspension
Frame	Steel bridge frame in monocoque design, load-bearing engine
Front Suspension	USD telescopic fork Ø 43 mm
Rear Suspension	Aluminium double-sided swinging arm, directly mounted central spring strut, hydraulically adjustable spring rest, adjustable rebound damping (option: Dynamic ESA)
Suspension Travel	135 mm (F) / 142 mm (R)
Wheel Castor	114.3 mm
Wheelbase	1518 mm
Steering head Angle	60.5 degrees
Front Brakes	Hydraulically activated twin disc brake, floating brake discs, Ø 320 mm, 4-piston radial brake calipers
Rear Brakes	Hydraulically activated single disc brake, Ø 265 mm, 1-piston floating caliper
ABS	BMW Motorrad ABS as standard
Wheels	Die-cast aluminium wheels
Front	3.5 x 17″
Rear	5.5 x 17″
Front Tyre	120/70 ZR 17
Rear Tyre	180/55 ZR 17
Dimensions / Weights
Length	2,140 mm
Width	815 mm (without mirrors)
Seat height	815 mm (Option Seat, low 790 mm) (Optional Accessory Seat, high 835 mm) (Optional Accessory Comfort seat 840 mm) (Option Seat, extra high 865 mm) (Optional Lowered Suspension 770 mm)
Wet Weight	211 Kg
Permitted Total Weight	430 Kg
Fuel Capacity	13 L
Performance
Fuel consumption	4.2 litres per 100 km (Claimed) – 6.2 litres per 100 km (Tested)
0-100 km/h	3.7 s
Top speed	> 200 km/h

BMW F 900 R
Source: MCNews.com.au

Motorcycle News, News

2020 Triumph Scrambler 1200 Bond Edition | First Look Review

May 21, 2020 mcnews Leave a comment

In December 2019, Triumph announced a partnership with EON Productions, the company behind the forthcoming 25th James Bond Film, “No Time To Die.” To celebrate this iconic collaboration, Triumph is proud to introduce the first ever official motorcycle directly linked to the Bond franchise.

The 2020 Scrambler 1200 Bond Edition is a limited-edition Scrambler 1200 XE motorcycle featuring a unique 007 design scheme and limited to a production of just 250 models worldwide, with only 30 marked for the United States and a mere five for Canada.

The Scrambler Bond Edition features distinctive 007-themed paint and bodywork, including a real leather seat with embossed logo, a unique TFT instrument startup screen, blacked-out finishes with special accents and an Arrow silencer with carbon fiber end caps. As a limited-edition model, it also has a numbered plaque and comes with a special Bond handover pack.

Otherwise, this is a top-spec Scrambler XE model, with six ride modes including Off-Road Pro, IMU-based cornering ABS and traction control, an assist clutch, keyless ignition, heated grips, cruise control and Öhlins suspension with 9.8 inches of travel are all standard.

The 2020 Scrambler 1200 Bond Edition is available at Triumph dealers now at a U.S. retail price of $18,500.

Source: RiderMagazine.com

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Yamaha Tenere 700 Review | New XTZ690 Tested

May 7, 2020 mcnews Leave a comment

Yamaha XT690 test by Wayne Vickers

Images by Rob Mott

Yamaha XTZ690 Tenere

Yamaha’s popular Tenere 700 is already a bit of a sales hit, in fact it is the biggest selling motorcycle in Australia. After spending some time exlporing my local dirt tracks on it, I can see why. Yamaha have pretty much nailed it.

Wayne with Yamaha’s new Tenere 700

I was lucky enough to be supplied a Tenere 700 running Pirelli Scorpion Rally hoops – and while they make a bit of noise on the tarmac (they sound a bit like 4by mud tyres!), they have plenty of grip where it counts and as I wanted to spend most of my time aboard off the sealed stuff. Giggedy.

Trev has written up on the technical stuff in his earlier review here, so I’ll stick with my ride impressions mostly.

Wayne riding Yamaha’s new Tenere 700

Straight away you notice the ergos – super comfortable seat and nice and relaxed reach to the bars. It feels familiar straight away with a ‘big dirt bike’ feel. Heaps of room to shift your weight around whether sitting or standing. You do feel the right-hand side of the parallel twin’s engine cover on your inside ankle when you stand, but it doesn’t seem to get in the way at all. And I found my left boot top catching on the rear side plastic a little – less so when I ran my pants over the top of my boots. Other than that – no issues. I spent a few hours in a row in the saddle several times and felt fresh stepping off every time, I wouldn’t see it being a problem for seriously long hauls.

Yamaha Tenere 700

That motor is a gem too – the spec sheet says 74 hp and 68 Nm and in this set-up it doesn’t feel over or underpowered. Super smooth and pulls clean right off the bottom, it even has a nice bark to it even with the standard muffler. The box is also bullet-proof. Clean, slick shifts – including clutchless downshifts when it felt right. It’s so smooth and torquey that I often found that I was running a gear higher than expected and just torquing through. Sometimes I’d be two gears higher… Bloody deceptive little lump. It happily starts in second gear and just lugs away.

Wayne riding Yamaha’s new Tenere 700

I spent most of my time around my local hills and overall – it shone, even though some of the tracks were probably pushing it past its intended purpose at times. Got plenty of interest from the regular crews on their more focussed dirt bikes as I belted around on it too. Plenty of compliments. The area is mainly ridden by guys on 300 two-bangers and 450 four-strokes. There’s a mix of good double and single-track if you know where to find it.

Wayne riding Yamaha’s new Tenere 700

On the more open tracks it flows along effortlessly and is a right giggle in second and third in the right conditions where you can get the back out waving at the trees. It soaks up corrugations without raising a sweat and I really liked the dash lay-out and the fact that its rubber mounted.

Wayne riding Yamaha’s new Tenere 700

As a gravel road mile eater it’s a winner. I didn’t ever get to the point that I was running low on fuel like Trev did as I kept topping up, but I’m in fierce agreement that the lack of a distance to empty meter is something that more than just Yamaha need to have a look at… As someone that commutes around 1250 kilometres a week it actually does my head in.

Yamaha Tenere 700 needs a distance to empty function

You do feel the weight at times as you start pushing the envelope into more adventurous speeds and terrain. It tips the scales at just over 200 kegs when fully fuelled after all, so it’s not a light-weight despite it doing its best to hide that heft on the move.

Wayne riding Yamaha’s new Tenere 700

To give you more insight – I estimated that it might be 165-170kgs before I read the spec’ sheet just now. On bigger, repeated, whoop sections for instance that weight does stretch the limits of the suspension. That said, I only bottomed out the front once when I misread the size of a series of whoops and hit it a little hot. Even after (just) bottoming out it didn’t get particularly unsettled. That extra weight keeps it on line.

Wayne riding Yamaha’s new Tenere 700

You can actually find a pretty good rhythm and float through most whoops if you work your legs a little to keep your momentum up and pick good lines. I was following a group of 450s at one point on one day and they certainly weren’t getting away. There was a fun bit of bungy action going on in that if it got particularly whoopy, tight or technical they would eke out a little gap and then when it opened up I’d creep back up to them. We had a bit of a giggle when we got to the end of that section.

Wayne riding Yamaha’s new Tenere 700

I felt the weight in the front mostly, with it being a little reluctant to lift over logs or roots or up onto ledges. I’m a bit of a wheelie guy normally – but my standard technique would just spin the rear wheel more often than not in the loose dirt and gravel. It was also noticeable if I was trying to push the cornering limits a little and hit them harder for the camera. Often the front would push as I got on the gas and then the rear would start letting go – that weight would bring it around more than expected a lot of the time. No doubt with more time on the bike fine-tuning the clickers and you’d start to find the sweet spot of entry speed and throttle input and really start to generate some serious speed. A little TC would probably make a big difference there in terms of the confidence you could have to keep the throttle open and get some serious slides going. If there was a more focussed version in the wings I’d put that on the list please Yamaha. That would take it to the next level.

Wayne riding Yamaha’s new Tenere 700

Brembo stoppers felt near perfect. Great feel and plenty of power. The ABS feedback to your boot is fairly pronounced, but I must admit that having to turn the ABS off by putting it into off-road mode each time I restarted was a bit annoying. Just leave it in the mode it was in please.

Nothing wrong with these

Tight single track stuff is doable but I’d put it more in the ‘challenging’ basket than the ‘fun’ basket, but tight single track was never really my favourite even on my little CRF. And on one particularly deep, sandy, slightly downhill section things got a little sphincter tightening. I’m admittedly a relative novice in deep sand – the same section going uphill was fine as I was able to keep on the gas, so that’s probably my lack of talent to be honest. But there was certainly a bit of lock to lock action on the way down as the front dug in and my eyes grew to dinner plate size…

Wayne riding Yamaha’s new Tenere 700

Here’s where it gets interesting though. I think I’m being overly critical of the weight because in my mind it’s more like a big dirt bike than a small adventure bike. I was riding on tracks I normally ride my CRF on, even took it on some single track that I hit on my mountain bike. It’s seriously bloody capable. Light years easier, lighter and more capable than my gen1 Tiger 800xc. It’s not even comparable. It feels much closer to a 450 dirt squirter by comparison.

Yamaha Tenere 700

There was one particular climb I did on the Tenere that I wouldn’t even have attempted on my own Tiger. It was a fairly steep uphill, with some serious rocks, drop offs, and ruts in all but about a 12-inch wide line that you could pick your way through on. At one point I had a few inches from some boulders on the right and if I went left I’d end up in rut land, half way up a hill. But the Tenere barely raised a sweat.

Wayne riding Yamaha’s new Tenere 700

Towards the end of my time with the Tenere I dinked a rider who’d run out of fuel back to his vehicle and he mentioned that he wouldn’t want to ride a big bike like the Tenere up these tracks as his 450 was already heavy enough. But in reality the Tenere cruised up with a pillion without much fuss. And I hate riding with pillions! So riding it loaded up with another 90+ kilograms and it still felt predictable. If anything a bit more weight over the back helped. So riding it with some soft side bags and luggage shouldn’t be an issue. I had hit that same climb at speed a couple of days earlier on it and had a ball… It’s not overly technical or rutty, but does have some challenging sandy corners that can catch you out.

Wayne riding Yamaha’s new Tenere 700

And that’s exactly the sort of riding that it shines in – flowing double track, not destroyed by 4wders, but with the odd challenge thrown in, a few whoops, a climb here and there, some nice flowing switchbacks, the occasional lip to launch over. For that sort of riding I’m not sure there’s much better for the money. As a tool to get the hell you out of Dodge it’s a ripper. It was in development for quite some time and you can tell. It’s been worth the wait.

Wayne with Yamaha’s new Tenere 700

Why I like it

Feels much more like a big dirt-bike than a little adventure bike
Lovely torquey mill with a nice exhaust note too
Focus on Simplicity. It should be a bullet proof thing
Super comfy, great ergos

Yamaha Tenere 700

I’d like it even more if

Skid plate/protection should be standard. Otherwise that oil filter is fairly exposed…
Can’t help but feel that it’d be next level with TC
Can we lighten the front a smidge?

Yamaha Tenere 700

2020 Yamaha Tenere 700 Specifications

Engine
Engine Type	Liquid-cooled, 4-stroke, DOHC, 4 valve, 2-cylinder
Displacement	689 cc
Bore x Stroke	80.0 mm x 68.6 mm
Compression Ratio	11.5 : 1
Lubrication System	Wet Sump
Fuel Management	Fuel Injection
Ignition	TCI
Starter System	Electric
Fuel Tank Capacity	16 L
Final Transmission	Chain
Transmission	Constant mesh 6-speed
Chassis
Frame Type	Double cradle steel tube
Suspension Front	Upside down telescopic fork, 210 mm travel
Suspension Rear	Swingarm (link suspension), 200 mm travel
Brakes Front	Hydraulic dual discs, 282 mm, ABS
Brakes Rear	Hydraulic single disc 245 mm, ABS
Tyres Front	90/90 R21 M/C 54V
Tyres Rear	150/70 R18 M/C 70V
Dimensions
Length	2365 mm
Width	915 mm
Height	1455 mm
Seat Height	880 mm
Wheelbase	1590 mm
Ground Clearance	240 mm
Wet Weight	204 mm
RRP	$17,149 Ride Away

Yamaha Tenere 700
Source: MCNews.com.au

Motorcycle News, News

Retrospective: 1999-2002 Buell X1 Lightning

May 5, 2020 mcnews Leave a comment

1999 Buell X1 Lightning. Owner: Jason Len, Arroyo Grande, California.

In addition to the weather phenomenon, the word lightning means fast, as in the speed of light or 186,000 miles per second. This motorcycle is not quite that fast; its speedo only goes to 140 miles per hour. But the X1 does get up there in an earthbound way, with a top speed close to that 140 mph, and a quarter-mile time in the 11s. Not bad for a bike powered by Harley’s 1,203cc Sportster engine.

Erik Buell, a longtime chassis engineer at Harley-Davidson and a serious racer, decided to go off on his own in the mid-1980s. His last accomplishment at Harley was the frame in the FXR series, which was greeted with great enthusiasm when introduced in 1982. Eric was a dyed-in-the-leather Harley enthusiast, having talked his way into a job in Milwaukee after graduating from the University of Pittsburgh.

In 1987 he began producing the RR1000 Battle Twin, building a drastically new frame holding leftover XR1000 engines, which had been used in those sporty Sportsters that did not sell well. When that XR supply ran out he moved to the 1,200cc engine, and did quite well with the Battle Twin line. Harley was so excited by this turn of events that in 1993 it bought 49 percent of the Buell Motorcycle Company, which gave Eric financial comfort.

In 1996 he came up with the S1 Lightning, a return to his basic concept of a “fundamental” sportbike — a bit too fundamental for many riders. He built 5,000 of these and had to listen to praise and damnation concerning its performance and appearance. Late in 1998 he elected to make it a little more pleasant to ride and change the look slightly, hence the X1.

The chassis is the most interesting aspect of the bike. The frame, a bit stiffer than that on the S1, was made of tubular steel in the form of a trellis, with sections coming down on both sides of the cylinders. A backbone connected to one of the most notable aspects of the bike, a subframe that was perhaps the largest aluminum casting seen on a bike. And it carried a modestly improved seat that held two riders without too many complaints. Beneath the seat a large rectangular aluminum swingarm helped the belt final drive get to the rear axle.

Buells had often been criticized for their limited turning radius, and on the X1 the steering head was moved forward slightly, giving an extra four degrees in steering lock. Still tight, but better…says the photographer who had to turn this bike around. A 41mm upside-down Showa fork with a rake of 23 degrees gave 4.7 inches of travel — and trail of 3.5 inches. It was fully adjustable, with spring preload along with compression and rebound damping.

The rear end used a single Showa shock absorber, which wasn’t really at the rear but was laying flat under the engine. There wasn’t room for the shock anywhere else, as the bike had a rather short wheelbase of 55 inches, five inches less than on the stock Sportster. Most shocks rely on compression as their standard, but this one used tension, pulling apart in response to a bump rather than pushing down. It had full adjustability, including ride height, with adjustments being best left to experts.

Cast wheels were 17 inches in diameter, with Nissin calipers, 6-piston in front and 1-piston out back, squeezing single discs. Because the Showa fork was already drilled for it, this bike’s owner added a second front brake disc and caliper.

And the engine? A mildly modified Sportster, an air-cooled four-stroke 45-degree V-twin displacing 1,203cc with an 88.9 x 96.8mm bore and stroke, and, yes, hydraulically adjusted valves, two per cylinder. The trick here was Eric’s Isoplanar rubber mounting system for this shaker. A standard Sportster shook like Hades when even mildly revved, and none of this was felt on the Buell machines. The engine was actually part of the chassis, with all the vibes going into a single longitudinal plane, and apparently this increased frame rigidity. Which requires understanding beyond the limits of this scribe.

Buell had developed his Thunderstorm cylinders and pistons for the S1, with better porting and 10:1 compression. A dynamometer rated the rear-wheel output at 85 horses at 6,500 rpm, an engine speed no rider on a stock Sportster would ever want to attain. For the X1 Eric tossed the 38mm Keihin carb and bolted on a 45mm Walbro throttle body using a VDO injection-control computer, labeled Dynamic Digital Fuel Injection. There was no increase in power; the system just made the engine run more smoothly. A triple-row primary ran power back to a 5-speed transmission and belt final drive.

The look was pretty sporty, beginning with the abbreviated front fender and a very small wind deflector over the headlight. When this bike came out of the factory it had big black boxes on both sides of the 4.2-gallon gas tank, the right one feeding the airbox and fuel injection, the left intended to keep the rear cylinder cool enough to not roast the rider’s leg. Underneath the engine was a spoiler intended to protect the shock and conceal the huge muffler. However, the owner of this X1 prefers the “fundamental” look and removed the black boxes and spoiler. He is careful about jumping curbs, as there are only five inches of ground clearance.

Dry weight is 440 pounds, 50 pounds less than the stock Sportster. People still complained about the seat, the vibration and a number of other things, but they were just pansies. The bike was intended for seriously sporty riders who didn’t mind a little discomfort as they kicked butt with an old-fashioned engine in a new-fashioned chassis. In 1999 the X1 and the Ducati 900 Supersport cost about the same; take your pick.

Source: RiderMagazine.com

Motorcycle News, News

Yamaha TMAX 560 Review | Scooter Tests

April 27, 2020 mcnews Leave a comment

Yamaha TMAX 560 Test

Motorcycle Test by Wayne Vickers – Image Rob Mott

Scooters. They’ve not quite established themselves in Australia as well as they have in Europe. Admittedly the boom in home delivery services has given them a proper sales nudge and I reckon the tide is turning. It’s easy to see why. They’re light, convenient, great in city traffic and for ducking about on. And then there’s the Maxi Scooter category, like the Yamaha TMAX 560. More of everything. Size, comfort, power, room, storage, pillion accommodation, everything. I spent some time on the new Tmax to try and get a feel for it.

Wayne tries the T-Max 560 on for size

You certainly notice the size straight away. It’s a big jigger. Positively massive in width across the seat. It’s like wrapping your legs around a horse. In fact I found myself sliding forwards a little on the seat when I knew I had to come to a stop, just so I could more easily put my foot down. For reference I’m just under 6ft (a smidge over 180cm). I guess that width is a by-product of having the very handy double helmet storage capacity under the seat, but it instantly conveys that this isn’t a nimble little urban jobby – it’s something different. That generous seat width also makes it a very comfy place to spend some time. Even longer haul highway hauls proved no issue at all.

Generous under-seat storage on the T-Max 560

There’s a couple of important buttons on the bars to be aware of, one to power on and unlock (on the left), and one to power off and lock (on the right). The unlock also allows access to the fuel cap and cavernous underseat storage when the engine isn’t running. Otherwise it’s an auto-lock arrangement which is handy. And no you can’t accidentally lock your keys in there as it’s a fob set-up. So that’s sorted.

Yamaha TMAX 560 controls

The start up procedure is pretty straight forward, if a little different, due to the CVT gearbox meaning that there’s no neutral. So the bike can only be started after tapping the unlock button and then thumbing the starter button on the right to wake it up and fire the grunty little parallel twin into life. It’s worth noting that it will only fire up if you have the side stand up and at least one of the brakes engaged. So you either have to be already sitting on it before starting it up – or if you like to let the engine warm up while you put your helmet and gloves on like I do, then you need to throw it on the centre stand. Worth noting for those that park their bike nose in to the shed like I do. Give yourself some room to rock it off the centre stand if that’s your plan.

Yamaha TMAX 560

As the CVT needs no clutch, in its place is a rear brake lever. Just like a mountain bike. Easy peasy. And decent brakes they are too. ABS jobbies at both ends with two calipers on the back (one activated by a park brake lever on the left of the bars). The ABS system works well, on both tarmac and gravel. Although to be fair, the TMAX’s smaller wheels make for a fairly exciting ride on loose sandy gravel with corrugations… Not really designed for that. Speaking of suspension – it’s fit for the job and all but the bigger hits are soaked up quite nicely. Bigger potholes do pass through a bit of a whack though. I think that’s as much to do with the feet forward riding position which means you can’t brace for impact or quickly lift your arse off the seat – so your butt and spine cop the load.

Yamaha TMAX 560

On the go the TMAX is a genuinely fun thing. That little twin and CVT combo offers a deceptive amount of performance. It positively slingshots from a stand-still and certainly brings a grin to your face as you rocket away from the lights. Wind that throttle on and it’ll sing at around 5 and a half grand or a little more and seamlessly pile on the speed. Ignore the power output as it doesn’t tell you the full story. It’s easily as quick if not quicker than a 100 hp bike with a regular box out of the blocks. And it’ll pull pretty much all the way around that analogue speedo…

Yamaha TMAX 560

That dash is one of my gripes though. Extremely reflective covers on both the speedo and tacho meant that on my commute which is into the sun each direction, the dials were at times nearly unreadable – all I could see was the reflection of my own chest. And the LCD screen in the middle seems like a bit of a missed opportunity.. Lots of space for not much more useful info other than a gear indicator and fuel gauge. Oh well. There is a handy little compartment on the right with a power outlet though – big enough for your phone, sunnies, wallet and probably a can of coke. Easily charge your phone while you’re on the go. Nice.

Yamaha TMAX 560

Styling wise I reckon it cuts a pretty good figure too. Very Euro looking. Sure there’s plenty of plastic, with a few different materials (all quite good quality) but it’s surfaced quite nicely. I am fairly partial to the satin paint look too. Most bugs came off fairly easily with just a blast of the karcher too – without needing any detergent so I’d assume living with it long term wouldn’t be too much of a chore keeping it clean and looking mint.

Yamaha TMAX 560

The generous fairing and screen offer terrific protection from the wind and weather, with no buffeting at any speed. And there’s plenty of room to stretch the pins out and stick them well forward. It’s honestly an odd feeling at first for someone who doesn’t see much scooter time – and certainly when combined with the Tmax’s low centre of gravity it makes it a little weird dynamically until you get used to it. You just need a little time to adapt and then you’re away and having fun.

Yamaha TMAX 560

Two-up it would be a fine thing no doubt with all that seat acreage available. Solid grab rails would make day trips a doddle for your pillion. And range is bang on 300ks if you throw in a bit of highway work, so you’d easily throw some distance down in a day.

Yamaha TMAX 560

I know plenty of folks who rate these pretty highly and I can see why. At the same time I’m in two minds. There’s plenty to like about it, but then it also doesn’t have the agility that makes smaller scooters such a giggle amongst traffic. So as a category the Maxi’s are competing against ‘regular’ bikes in my mind. And at 16 and a half grand it has plenty of serious competition, even from within Yamaha’s own ranks. The MT09SP is a serious chunk of change less and that’s a hell of a bike. One you could throw some luggage on if you chose to… And if you wanted more flexibility again, then the Tracer GT is not a lot more coin at 20 and a half. But I’m probably showing my personal biases there. There’s a reason these things are popular in Europe…

Yamaha TMAX 560

Final word. As I was returning the bike I bumped into another TMAX mounted rider. Needless to say he was fairly interested in the new model. After we exchanged pleasantries I asked him what it was that drew him to the Maxi scoot. ‘It’s just perfect! Plenty of storage for shopping or day trips. I can just jump on it and go anytime without much thought. And the girl loves being on the back – she’s much more comfortable on these than regular bikes.’ Can’t argue with that.

Yamaha TMAX 560

Why I like it

Cuts a stylishly Euro look.

Surprisingly quick. No seriously!

Massive underseat storage. And in dash storage too.

Enviable protection from the elements

I’d like it even more if

Is it too big?

That dash needs a rethink

It ain’t cheap

Yamaha TMAX 560 Specifications

Engine
Engine Type	Liquid-cooled, 4-stroke, DOHC, 4-valve
Displacement	562 cc
Bore x Stroke	70 mm x 73 mm
Compression Ratio	10.9 : 1
Lubrication System	Dry Sump
Fuel Management	Fuel Injection
Ignition	TCI
Starter System	Electric
Fuel Tank Capacity	15.0 L
Final Transmission	Belt
Transmission	V-Belt Automatic
Chassis
Frame Type	Aluminium CF die-cast
Suspension Front	Telescopic forks, 120mm travel
Suspension Rear	Swingarm, 117mm travel
Brakes Front	Hydraulic dual discs, 267mm – ABS
Brakes Rear	Hydraulic single disc, 282mm – ABS
Tyres Front	120/70R15M/C 56H Tubeless
Tyres Rear	160/60R15M/C 67H Tubeless
Dimensions
Length	2200 mm
Width	765 mm
Height	1420 mm / 1555 mm
Seat Height	800 mm
Wheelbase	1575 mm
Ground Clearance	125 mm
Wet Weight	218 kg
RRP	$16,599 +ORC

Yamaha TMAX 560 Images

By Rob Mott

Source: MCNews.com.au

Motorcycle News, News

Kawasaki Z H2 Review | Naked and blown on the road…

April 17, 2020 mcnews Leave a comment

Motorcycle Test By Adam Child ‘Chad’
Photography by Simon Lee

Kawasaki’s Z H2, a supercharged 998cc inline four producing 197bhp and 137 Nm. However, despite its amazing, match-winning engine output, the Z H2 is anything but a race bike, and hides a split personality. This ridiculously aggressive H2 can be as docile as the friendly old dog that frequents the local streets, but with a snap of the throttle, will turn around and bite your leg.

Kawasaki Z H2

Love the chirp

The impeller on the Z H2 is smaller than the H2’s, but it’s sill spinning very quickly (with a 9.2 ratio impeller-to-crank speed), quickly enough to break the sound barrier and create a brilliant chirping sound. This occurs from around 6000 rpm and upwards, even at standstill, and is most noticeable when you close the throttle at high rpm.

Engine

While every other major manufacturer seems to increase capacity in search of extra power, Kawasaki has opted for a different and highly addictive alternative, a supercharger.

Kawasaki Z H2

Kawasaki’s first supercharged bike, the H2 (and H2R) launched in Qatar back in 2015, was a colossal 220 hp statement of intent – I know because I was one of the first outside Kawasaki to ride it.

The H2 was then refined, calmed and re-shaped as the H2 SX, a sports-touring mile muncher, which despite its sleek bodywork, shares many similarities with the new naked Z H2.

Kawasaki Z H2

The Z H2 uses the SX’s 69 mm diameter ‘balanced’ supercharger impeller to help deliver a huge vat of mid-range torque and low to mid-range power. Don’t be fooled; they haven’t added too much water to a quality Scottish malt, this Z H2 will double the length of your arms with a half-twist of the throttle.

That 197 hp peak figure is just 3 hp shy of Kawasaki’s benchmark superbike, the ZX-10R, while its peak torque, delivered at 8500 rpm, 1000 rpm earlier than the H2 SX, is 137 Nm versus 115 Nm for the ZX-10R sportsbike. The result is instant thrust that’s hard to keep up with at first. The rear tyre finds plenty of grip thanks to sophisticated electronics, so you just sit back and wait for the bike to try and rip your arms from their sockets.

Kawasaki Z H2

But there is that flip side. Flick into one of the softer rider modes and the angry tiger transforms into a lazy house cat. The throttle response is smoother than an Italian waiter’s chat-up lines. Even a relatively new rider could jump on the Z H2, ride to the shops and back and never feel intimidated. The original H2 was a little sharp on the throttle, but, as with the H2 SX, that has been ironed out with the Z H2.

Kawasaki Z H2

Rider aids and electronics

Obviously power is nothing without control, and Kawasaki has delivered. There are four rider modes – Sport, Road Rain, and a specific Rider mode which lets you pick and mix the rider aids and settings to your personal taste.

You can even turn off the traction control of you’re brave enough. The pre-programmed rider modes change the engine power, its character and traction control intervention. The rider aids are changeable on the move, and everything is clearly displayed on the latest TFT full-colour dash.

Kawasaki Z H2

The electronics are excellent, sophisticated and hard working – they have to be on a bike that will try and lift the front wheel in the first three gears. But the intervention is smooth not dramatic; not a power cut but a control.

In addition to the conventional riders aids, the Z H2 has launch control, cruise control, cornering ABS and an up/down quickshifter. The only negative aspect is the new switchgear, which takes a little getting used to.

Kawasaki Z H2

Handling

The ingredients are all there: Showa 43 mm SFF Big Piston forks, which are fully adjustable, a single Showa rear shock, now connected to a double-sided swing-arm not a single-sided unit like its supercharged siblings. Brakes are impressive Brembo M4.32 monobloc items.

Kawasaki Z H2

Kawasaki stresses this isn’t a track bike, On the road the handling is impressive, stable and predictable. The weight is noticeable, you can’t throw it around like a conventional lightweight naked, but it’s not bad. On the road, even at a brisk pace, I had few complaints, while the Rosso 3s gave great feedback at knee-down levels of lean. On the track I’d want to play with the suspension to get the right set up, but for 90% of the time the ‘showroom’ set up works.

Kawasaki Z H2

It’s just fun

Like a ZZR1400 or Suzuki Hayabusa, it’s almost impossible to ride slowly and legally, it’s so much fun. It has bucket loads of torque, but you can’t help but dance on the quickshifter to get the supercharger spinning again, which results in eyeball popping acceleration. Crack the throttle in second gear and 100 mph passes all too easily. You have been warned.

Let’s not mention the weight: At a claimed 236 kg the Z H2 isn’t a featherweight, but in Kawasaki’s defence it was never described or intended as such. On track, there are lighter, sportier super-nakeds with less power that would certainly show the Kawasaki a clean pair of heels if the track was twisty enough.

Kawasaki Z H2

However, despite the on-paper weight, the Z H2 carries it well, the suspension copes quite reasonable, and the extra kilos do add some stability and a sense of reassurance. The only downside is the bike’s physical girth; it’s noticeably wide around the fuel tank, which is a constant reminder of the weight of the bike.

Styling

Looks are subject to interpretation, but juding by social medi reactions the fan club for the Z H2’s styling is small. I wouldn’t describe the Kawasaki as ugly, but it’s certainly not going to be everyone’s taste.

Kawasaki Z H2

I like some aspects of the bike, the non-symmetrical face and huge air-duct on one side of the headlight in particular.

The trellis frame not only keeps the motor cool but looks attractive, the clocks are clear and the Brembo M4.32 calipers add an air of quality.

Kawasaki Z H2

The Z H2, like all recent bikes from Kawasaki, does have a feeling of quality. But I’m unsure about the look of the front end, the verdict is still out. What do you think?

Kawasaki Z H2

Price

At $23,000 in Australia, the Z H2 is quite aggressively priced in comparison to international markets. In the UK this bike costs the equivalent of $30,000 AUD.

Ducati’s larger 1200cc V4 Streetfighter is a lot more expensive, does have a little more power but less torque.

The downside to the Supercharged Zed is its running costs. Rear tyres don’t last long if you like to play a little. Then there is the fuel consumption; get the supercharger spinning and it will drink quicker than Trev at a press launch.

Kawasaki Z H2

Verdict

The limitation isn’t the engine but how strong your arms are. I can see the Z H2 appealing to Suzuki Hayabusa and Kawasaki ZZR1400 owners, a modern B-King for 2020 perhaps.

It’s refined, riddled in the latest rider aids, and the supercharger is very addictive.

Running costs are going to be high, but if you want something fuel efficient buy a Honda C-90.

If you can live with the looks, you’ve got one of the fastest accelerating bikes on the road.

Kawasaki Z H2

Kawasaki Z H2 Review Specifications

Specifications
Engine Type	Liquid-cooled, 4-stroke In-Line Four
Displacement	998 cc
Bore x Stroke	76 mm x 55 mm
Compression Ratio	11.2:1
Valve System	DOHC 16 valve
Fuel System	Fuel Injection
Ignition	Digital
Starting	Electric
Intake System	Kawasaki Supercharger
Transmission	6-speed, Return, Dog-ring
Suspension – front	Showa SFF-BP forks.
Suspension – rear	New Uni Trak, Showa shock
Wheel travel – f/r	120 mm / 134 mm
Ground Clearance	140 mm
Brakes – front	Dual 320 mm Discs
Brakes – rear	Single 260 mm Disc
Wheel Size Front/Rear	17M/C x MT3.50 / 17M/C x MT6.00
Tyre Size Front/Rear	120/70ZR17 M/C 58W / 190/55ZR17 M/C 75W
L x W x H	2,085 mm x 810 mm x 1,130 mm
Wheelbase	1,455 mm
Seat height	830 mm
Fuel capacity	19 litres
Curb Mass	239 kg
Max Power	147.1 kW (197 hp) @ 11,000 min
Max Torque	137.0 N.m (14.0 kgfm) / 8,500 min
Colour	Metallic Spark Black with Metallic Graphite Gray and Mirror Coated Spark Black
Warranty	24 Months Unlimited Kilometres
RRP	$23,000 +ORC

Source: MCNews.com.au

Motorcycle News, News

2020 KTM 390 Adventure | Road Test Review

April 15, 2020 mcnews Leave a comment

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

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

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

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

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

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

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

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

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

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

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

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

2020 KTM 390 Adventure Specs

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

Engine

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

Electrical

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

Chassis

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

Performance

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

Source: RiderMagazine.com

Motorcycle News, Motorcycle Racing, News

Riding the McAMS Yamaha YZF-R1 British Superbike contender

April 14, 2020 mcnews Leave a comment

McAMS Yamaha British Superbike R1

230 hp, plus, no traction control, no rider aids – how hard and scary is a British Superbike to ride? We take an exclusive spin on Yamaha’s 2020 R1 Superbike.

By Adam Child ‘Chad’
Photography by Joe Dick

McAMS Yamaha British Superbike

Unlike ASBK, British Superbike machines are fitted with a control ECU and sophisticated traction control systems are not permitted. Yes, that’s right, over 230 hp from the cross-plane inline four-cylinder engine, but with all the sophisticated MotoGP-derived rider aids that come as standard on the 2020 R1 removed for BSB racing.

The standard YZF-R1 has more electronic safety aids than the BSB machine…

In fact, many entry-level road bikes have more electronic assistance than this BSB Yamaha R1.

The lever set-up had Adam a bit nervous

To add to my stress, there are two levers on the left bar: one a clutch lever, facing almost vertically upwards, and a BMX style back brake, where you normally find the clutch. If I grab the back brake by accident, mistaking it as one might for the clutch, a catastrophic crash will follow.

McAMS Yamaha British Superbike

Also, the gearbox is race shift, not road, and the bike is set up for McAMS Yamaha’s ultra-lean racers Englishman Tarran Mackenzie and Australian Jason O’Halloran, not me, a 40-something dad who last went to the gym when lycra was the preserve of heavy-rock bands.

Tarran Mackenzie a bit frightened for his bike…

If I wasn’t worried enough, we were only a few weeks away from the season opener (now cancelled, obviously), and nobody except O’Halloran and Mackenzie have ridden this bike.

To get the R1 this far has taken six-months of development, countless hours of dyno time and man hours plus a huge financial commitment.

Steve Rodgers, the team owner, is a relaxed and friendly man but if I crash this R1 I may as well walk into the parched scrubland that surrounds Almeria with a shovel.

Tarran Mackenzie’s crew chief Chris Anderson talks to Adam

Clearly concerned team personnel want me to get sized up and run through the controls. I barely understand the readout on my watch, so the BSB Yam’s cockpit is a daunting view, with three buttons on the left and three on the right. Rain light is green, ignition white, engine brake map orange/yellow; green is pit lane, yellow pump, and another green is go.

RH control set-up on the McAMS Yamaha British Superbike

Then there are the physical limitations. Tarran uses a bespoke fixed seat, with a backstop that forces him against the tank, which means he can’t move forwards or backward in the seat. He is also the size of a 14-year old boy while I am not. Amusingly, we discover that I can’t fit in his minute seat and I’ll have to use Jason’s, which is a ‘conventional’ flat perch.

Adam not small enough for Tarran Mackenzie’s tiny bespoke perch

We also run through the very alien controls. Once moving you no longer need to use the clutch. The gearbox is clutchless on up and down changes, which explains why the clutch leaver looks so odd. Underneath the clutch is that back-brake lever, which the team call the BMX brake.

LH control set-up on the McAMS Yamaha British Superbike

There is also a conventional back brake under my right foot. The theory is that one is used to control wheelies, the other is used to stop the bike. It sounds confusing and worrying that’s because it is.

I have two thoughts running through my mind. 1) Don’t look like embarrassingly slow and 2) don’t crash. I have rivers of sweat pouring down my back, and my heart rate is racing already, and I’ve only just put my leathers on.

McAMS Yamaha British Superbike

The McAMS Yamaha starts with an angry snarl, the crossplane R1 must be one of the best sounding bikes in the British Superbike paddock. Crew chief Chris Anderson gives me a push, wheels turning, into first gear, feed the ‘vertical’ clutch out and we’re away. I trickle down the pit lane, tap into second on the race shift and enter the track. I’m holding onto the left bar like a koala on a windy tree and have already decided to just leave the BMX back brake alone.

Tarran Mackenzie’s crew chief Chris Anderson talks to Adam

The first few corners are taken lightly, I don’t want to make any stupid mistakes. But, after a few corners, it quickly becomes apparent the R1 doesn’t feel right. Despite the Spanish sun, the heat isn’t being maintained in the Pirelli slicks, the Ohlins suspension isn’t being used, this BSB bike isn’t happy. The fuelling is incredibly smooth at low revs, there’s virtually no snatchiness; engine wise, you could ride this to the shops, but the rest of the bike is complaining about my pedestrian pace.

Had to work some heat into that Pirelli BSB rubber

Halfway into the lap and it’s time to pick up the pace a little. The noise is more apparent, there is a unique and distinctive bark from the full titanium race system. Between clutchless gear changes the engine momentary cuts the ignition, its split-second backfires are additive as McDonald’s to an obese American. The shifts are smooth and effortless, up or down the revs perfectly matching the back changes.

Adam Child on the McAMS Yamaha British Superbike

From lower down in the power, where normal racers would never venture, the throttle response is striking, power is linear, the fuelling is impressive. Towards the end of my first lap, I’m starting to think I might have made a mistake, the angry bull isn’t that scary after all. It’s light, flickable and easy to manage. Then we hit the back straight and everything goes mental. For the first time, it’s full throttle. As fast as I can tap the gears it keeps accelerating and wanting more – second, third, fourth, fifth, and as fast as that and the long 900m Almeria straight is done. It doesn’t feel barking fast, but the café/restaurant at the end of the straight is appearing alarmingly quickly, time to brake.

Adam Child on the McAMS Yamaha British Superbike

Back through the gears as fast as my dancing feet will allow, remembering there’s no need to use the clutch, just jump on the front brake, and leave the back brakes alone, oh yeah and no ABS. My brain can only deal with one thing at a time, and it wants the world to stop moving so fast! The Brembo stoppers are incredible, my eyeballs nearly hit my visor, my arms are hurting already. It feels like I’m about to flop onto the dummy petrol tank. But, there’s no need to brake so hard, I’ve braked way too early, my brain hasn’t recalibrated to BSB performance.

Adam Child on the McAMS Yamaha British Superbike

Into the chicane. Right, then flick left past the pit-wall, second gear, tap into third, try not to look too slow in front of the McAMS Yamaha team. Again, into turn one, the downhill right, and the brakes are stronger than my arms. I knew the engine performance would blow me away, but I wasn’t expecting the same from the front end. Turn four’s long left-hander, with a late apex, is confidence-inspiring, knee down, great feedback and immense grip. But unlike the road-going bikes I’ve ridden previously here my toes aren’t dragging, despite the decent amount of lean. I’m unsure of how far I can actually go? It’s a strange feeling, one I’m not used to. On a road R1, on-road rubber you soon find the limit, but the BSB Yamaha is another level.

Adam Child on the McAMS Yamaha British Superbike

The steering is super-accurate, I’m feeling more confident, getting closer to the apex. The fast approach to the final chicane, and it’s point-point accurate, even with a heavy-breathing club racer at the helm. The R1 rides over the kerbs as if by magic, and after a short handful of gas I’m ready for the straight again.

Adam Child on the McAMS Yamaha British Superbike

Strangely it doesn’t feel mentally quick on the straight as the track is wide and there are no peaks in the power. Yes, it’s fast, with 230bhp plus, but I’m not clambering over the fuel tank to keep the front wheel down. I’ve ridden bikes with less power that feel quicker. The McAMS bike just accelerates effortlessly. Twist the throttle, tuck in behind the new aerodynamic bodywork and tap the gears when you see the gear shift indicator lights illuminate. You don’t really get a sense of speed until you see the end of the straight appearing at a scary rate. Then it’s time for more arm torture.

Adam Child on the McAMS Yamaha British Superbike

As I cross the line once more my lap time appears on the Motec dash, and it’s embarrassing. I’m battered already, like a boxer on the ropes. Sure, my confidence is building but I just don’t have the skill or bravery to throw it on its side to elbow-down levels of lean. I’ve shown off and dragged my elbows for photos many times previously, but this is very different, this is race pace, all be it my race pace. The grip and feedback are there, the bike is capable of more, but it’s like walking on the moon for the first time; I’m in an unknown area, past where normal bikes would start to complain or drag toe sliders.

Adam Child on the McAMS Yamaha British Superbike

My ‘fast’ lap starts to come together. I have a smooth run through the blind right-hander (turn 5 to 6) and the faster sections are clicking together. I get a lovely drive towards the final chicane, grab third gear, and the drive is smooth and stable. Again, I’m not fighting the bars, just accelerating rapidly. Braking and turning, trying to scrub off speed, and there isn’t any sign of understeer. As I come onto the back straight once more, I sacrifice entry speed to get a good exit and only change gear when all the rev light illuminates. For the first time I manage to grab sixth gear on the long straight and despite grabbing top gear the R1’s still accelerating as hard as it was in third.

Adam Child on the McAMS Yamaha British Superbike

Over the line, 1minute 50 seconds, not bad, though I’ve gone quicker on road bikes, so I push for one more quick lap. As I brake into turn one and my arms scream, they simply aren’t willing to go one more round. I’m flapping and holding into the ropes. It’s time to do what I do best, look fast for photographs and stop worrying about lap times.

McAMS Yamaha British Superbike

The R1 is incredible, and I’m only at 50 per cent of what the bike is capable of. I’m a different size and weight to the riders, I’m not using all the suspension to the full effect and in some corners I’m a gear lower than I should be – I can only imagine how good this would be perfectly set up for my weight, speed, and style.

McAMS Yamaha British Superbike

After a few more laps it’s time to come in. I’ve ridden race bikes before – WSBK, GP and TT bikes – and I’ve been professionally testing bikes for 20 years, but I didn’t expect the BSB bike to be so physical, especially on the brakes, and, honestly, I’m only tickling it. How do they do this for than half an hour, twice in one day in a race weekend? It’s beyond belief. On top of that, they are changing mappings, controlling rear tyre life, reading pit boards, working on a race strategy, and bashing fairings with another 30 skilled riders all hungry for the win. I had the greatest respect for BSB riders, from the ones at the front to the guy or girl at the back, but now it’s ten-fold.

McAMS Yamaha British Superbike
Source: MCNews.com.au

Motorcycle News, News

2019 Honda CB1000R vs 2020 Kawasaki Z900RS vs 2020 Suzuki Katana | Comparison Test Review

April 9, 2020 mcnews Leave a comment

2020 Suzuki Katana Honda CB1000R Kawasaki Z900RS — Distinctive styling sets these modern-day UJMs apart from each other, but they’re very similar otherwise. Their nearly 1,000cc engines are liquid-cooled, transverse in-line fours with DOHC and four valves per cylinder. They roll on 17-inch cast wheels with tubeless radials, and have standard ABS and traction control, adjustable suspension and radial-mount monoblock front calipers. They have upright riding positions with minimal wind protection. And they all look good parked in front of Morro Rock. Photos by Kevin Wing.

Remember UJMs? If you were a motorcyclist in the ’70s, or have a soft spot for bikes from that era, then you remember them well. Honda kicked it off in 1969 with its groundbreaking CB750, the first mass-produced motorcycle with a transverse in-line four-cylinder engine and an overhead camshaft. It was an air-cooled four-stroke with a five-speed transmission, a front disc brake, an electric starter and an upright seating position.

Honda created the formula and other Japanese manufacturers followed it. Kawasaki launched the mighty 903cc Z1 for 1973, Suzuki introduced the GS750 for 1976 and, late to the party but the biggest reveler in the room, Yamaha brought out the XS1100 for 1978. Similarities among these and other Japanese models of varying displacements led “Cycle” magazine, in its November 1976 test of the Kawasaki KZ650, to coin what became a widely used term: “In the hard world of commerce, achievers get imitated and the imitators get imitated. There is developing, after all, a kind of Universal Japanese Motorcycle…conceived in sameness, executed with precision, and produced by the thousands.”

Those UJMs, and the standards of performance and reliability they established, revolutionized the world of motorcycling. Decades later, descendants of those progenitors carry their DNA into the modern era. To see how well the formula holds up in the 21st century, we gathered examples from Honda, Kawasaki and Suzuki for a neo-retro comparo. (As much as we would have loved to include Yamaha for a proper battle of the Big Four, its contemporary XSR900 is powered by an in-line triple that colors too far outside the lines of the UJM formula.)

Honda CB1000R — Like all three bikes in this comparison, the Honda has an upright seating position that puts no strain on the rider’s wrists, shoulders or back, but its footpegs are the highest.

Greg’s Gear
Helmet: Arai Corsair-X
Jacket: Scorpion Birmingham
Pants: Joe Rocket Ballistic
Boots: Sidi Gavia Gore-Tex
Tail Bag: Nelson-Rigg

Honda’s CB1000R, like its granddaddy, has a transverse in-line four, but it’s a more highly evolved one featuring liquid cooling and dual overhead cams with four valves per cylinder — a configuration shared by all three bikes in this comparison. Derived from the pre-2008 CBR1000RR sportbike, the CB’s 998cc engine has been tuned for low- to midrange power and its 6-speed transmission has an assist-and-slipper clutch. Like the others, the CB1000R’s standard equipment includes ABS and traction control, but it’s the only one here with throttle-by-wire and riding modes (Sport, Street, Rain and customizable User), which adjust throttle response, engine braking and traction control.

Read our Road Test Review of the Honda CB1000R here.

Kawasaki Z900RS — With the lowest seat height, lowest footpegs and most room for a rider, passenger and luggage (as well as a magnet-friendly steel tank), the Kawasaki is the natural choice for longer rides.

Mark’s Gear
Helmet: Bell SRT Modular
Jacket: Rev’It
Pants: Rev’It
Boots: Sidi Performer Gore-Tex
Tank/Tail Bags: Chase Harper

A round headlight and an exposed engine are about the only styling traits shared by the “Neo-Sports Café” CB1000R and the CB750. Kawasaki’s Z900RS, on the other hand, is a spitting image of its forebear. Round mirrors on long stalks, bullet-shaped analog gauges, a teardrop tank, a bench seat, a sculpted tail and gorgeous Candytone Green paint with yellow stripes are all inspired by the original Z1. Even the flat spokes of its cast wheels are designed to look like spoked wheels of yore. Derived from the Z900 streetfighter, the Kawasaki’s 948cc DOHC in-line four has revised cam profiles, lower compression, a heavier flywheel, a second gear-driven balancer and narrower exhaust headers for a mellower feel, and its stainless steel 4-into-1 exhaust has been tuned to deliver an old-school four-banger growl.

Read our First Ride Review of the Kawasaki Z900RS here.

2020 Suzuki Katana — Rodolfo Franscoli’s redesigned Katana brings the distinctive elements of the original into the 21st century, though the fairing and flyscreen offer more style than wind protection.

Jenny’s Gear
Helmet: Shoei RF-1200
Jacket: AGV Sport Helen
Pants: Joe Rocket Alter Ego
Boots: Sidi Gavia Gore-Tex
Tail Bag: Nelson-Rigg

Suzuki’s entry in this contest is the new-for-2020 Katana, a modern interpretation of the iconic 1981 GSX1100S Katana, which revolutionized motorcycle design by treating the bike as a whole rather than a collection of parts. Originally conceived by Hans Muth and reimagined by Rodolfo Frascoli, the Katana has a small fairing and windscreen, and, like the CB1000R, a stubby tail section. Based on the GSX-S1000 naked sportbike, the Katana is powered by a 999cc DOHC in-line four derived from the 2005-2008 GSX-R1000, tuned for street duty with milder cam profiles and valve timing, steel rather than titanium valves, lighter pistons, a stainless steel exhaust and a 6-speed transmission with an assist-and-slipper clutch.

Read our First Ride Review of the 2020 Suzuki Katana here.

Three bikes, three editors, two days. Before hitting the road, we strapped on soft luggage. None have centerstands, and only the Kawasaki has a steel gas tank that accommodates a magnetic tank bag, which carried our tools, flat repair kit and air pump. Its long, wide bench seat also has room for a good-sized tail bag. With their short tails and small pillions, the Honda and Suzuki only have space for small tail bags. Because the Suzuki’s bodywork is more stylish than functional, the Honda and Kawasaki are completely nude and none have hand guards or heated grips, we were exposed to the elements. We bundled up in layers for our mid-January test and pointed our wheels north, taking freeways and back roads up California’s Central Coast.

With their refined, Swiss watch-like in-line fours, these modern-day UJMs are impeccably smooth. Snicking their transmissions into sixth gear and cruising at a steady speed is a sublime experience, with minimal vibration or unwanted perturbations. None have cruise control, but with fuel capacities ranging from 3.2 gallons on the Suzuki to 4.5 gallons on the Kawasaki and as-tested fuel ranges between 130 and 173 miles, the need for gas will likely precede the need for wrist relief. Upright seating positions and windblast on the chest keep weight off the wrists on all three, but there are notable differences in legroom. The Honda and Suzuki have the tallest seat heights (32.7 and 32.5 inches, respectively) as well as the highest footpegs, putting much more bend in the knees — especially on the Honda — than the comparatively spacious Kawasaki. Even though the Kawi has the lowest seat height (31.5 inches) and lowest pegs, on none of these bikes did we find ourselves dragging pegs in tight corners.

It’s in those tight corners that these bikes further distinguish themselves. With only 10 pounds separating their curb weights and modest differences in chassis geometry, their engine performance, brakes and suspension are what set these bikes apart. In terms of outright horsepower and torque, the Honda and Suzuki, both of which have sportbike-derived engines, come out on top. The Suzuki is the strongest, churning out 142.1 rear-wheel horsepower at 10,300 rpm and 75.9 lb-ft of torque at 9,200 rpm on Jett Tuning’s dyno, though its advantage over the others is mostly above 8,500 rpm. The Honda peaks at 125.5 horsepower at 9,800 rpm and 70.6 lb-ft at 8,300 rpm, but it’s much weaker than the Suzuki and Kawasaki below 7,500 rpm, a deficiency that’s obvious on corner exits and roll-on passes. Although the Kawasaki generates only 100.1 horsepower at 8,500 rpm and 67.5 lb-ft at 8,500 rpm, in the midrange it gives the Suzuki a run for its money and leaves the Honda in the dust.

With their more compact cockpits and high-revving power, the Honda and Suzuki lean more toward the sport end of the sport standard spectrum. Their smoothness makes them sneaky fast, and their stock suspension settings are firmer than the Kawasaki’s. All of these bikes have fully adjustable upside-down forks and preload- and rebound-adjustable single rear shocks (KYB on the Kawasaki and Suzuki, Showa on the Honda), but the Honda’s suspension, especially its Separate Function-Big Piston fork, is the most compliant. Sportbike-caliber front brakes, with pairs of radial-mount monoblock 4-piston opposed calipers clamping large discs, deliver serious stopping power across the board, but the Honda has a slight edge in feel. Adding to a sense of confidence on the Honda are its Bridgestone Battlax Hypersport S21 radials, which have noticeably more grip (but likely less mileage in the long run) than the Dunlop radials on the Kawasaki and Suzuki.

Despite being down on peak power and more softly sprung, the Kawasaki is by no means a boat anchor or a couch on wheels. It’s plenty fast, but its mission is clearly different than that of the Honda and Suzuki. The Z900RS stokes the flames of nostalgia while providing a more spacious, relaxed and comfortable riding experience, with every potentially rough edge sanded smooth. The Katana, on the other hand, is essentially a GSX-S1000 with plastic bodywork and a more upright riding position. In isolation there’s little to complain about when riding the Suzuki, but compared to the Honda and Kawasaki, it feels less refined, with more driveline lash and less precision during gear changes.

UJMs were the first motorcycles to be called “superbikes,” a name that came to be more appropriately applied to the racer replicas that proliferated in the late ’80s. These modern-day UJMs fall into the more mundane-sounding “sport standard” category, but there’s nothing mundane about 100-plus rear-wheel horsepower, high-spec brakes and suspension, standard ABS and TC, and a level of capability that’s truly impressive. For sheer power and sporting prowess, the Suzuki gets top marks, but its small 3.2-gallon gas tank and high price ($13,499) make it a tough sell. Priced a bit lower at $12,999, the ultra-smooth Honda has a strong top end as well as throttle-by-wire, riding modes and the best suspension and tires, but its weak midrange and high footpegs limit its overall appeal. A relative bargain at $11,199, the Kawasaki won us over with its throwback styling, spacious and comfortable seating, strong midrange, seductive sound and decent fuel range. If you do what we did — strap on some luggage and explore some of your favorite roads for a couple of days — you’re guaranteed to have a good time. Isn’t that why we ride?

Keep scrolling past spec charts for more photos….

2019 Honda CB1000R ABS Specs

Base Price: $12,999
Warranty: 1 yr., unltd. miles
Website: powersports.honda.com

Engine

Type: Liquid-cooled, transverse in-line four
Displacement: 998cc
Bore x Stroke: 75.0 x 56.5mm
Compression Ratio: 11.6:1
Valve Train: DOHC w/ 4 valves per cyl.
Valve Insp. Interval: 16,000 miles
Fuel Delivery: PGM-FI w/ throttle-by-wire & 44mm throttle bodies x 4
Lubrication System: Wet sump, 3.2-qt. cap.
Transmission: 6-speed, hydraulically actuated wet assist-and-slipper clutch
Final Drive: O-ring chain

Electrical

Ignition: Fully transistorized
Charging Output: 350 watts max.
Battery: 12V 8.6AH

Chassis

Frame: Mono-backbone steel frame, single-sided cast aluminum swingarm
Wheelbase: 57.3 in.
Rake/Trail: 24.7 degrees/3.8 in.
Seat Height: 32.7 in.
Suspension, Front: 43mm USD fork, fully adj., 4.3-in. travel
Rear: Single shock, adj. for spring preload & rebound damping, 5.2-in. travel
Brakes, Front: Dual 310mm floating discs w/ 4-piston monoblock radial opposed calipers & ABS
Rear: Single 256mm disc w/ 2-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.5 x 17 in.
Rear: Cast, 6.0 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 190/55-ZR17
Wet Weight: 463 lbs.
Load Capacity: 390 lbs.
GVWR: 853 lbs.

Performance

Fuel Capacity: 4.3 gals., last 1.0 gal. warning light on
MPG: 91 AKI min. (low/avg/high) 30.7/35.8/39.9
Estimated Range: 154 miles
Indicated RPM at 60 MPH: 4,250

2020 Kawasaki Z900RS ABS Specs

Base Price: $11,199
Warranty: 1 yr., unltd. miles
Website: kawasaki.com

Engine

Engine Type: Liquid-cooled, transverse in-line four
Displacement: 948cc
Bore x Stroke: 73.4 x 56.0mm
Compression Ratio: 10.8:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 15,000 miles
Fuel Delivery: DFI w/ 36mm throttle bodies x 4
Lubrication System: Wet sump, 4.2-qt. cap.
Transmission: 6-speed, wet assist-and-slipper clutch
Final Drive: O-ring chain

Electrical

Ignition: TCBI w/ digital advance
Charging Output: 336 watts max.
Battery: 12V 8AH

Chassis

Frame: High-tensile steel trellis w/engine as stressed member, cast aluminum swingarm
Wheelbase: 58.1 in.
Rake/Trail: 25.4 degrees/3.5 in.
Seat Height: 31.5 in.
Suspension, Front: 41mm USD fork, fully adj., 4.7-in. travel
Rear: Single shock, adj. for spring preload & rebound damping, 5.5-in. travel
Brakes, Front: Dual 300mm discs w/ opposed 4-piston monoblock calipers & ABS
Rear: Single 250mm disc w/ 1-piston caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 5.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 180/55-ZR17
Wet Weight: 472 lbs.
Load Capacity: 398 lbs.
GVWR: 870 lbs.

Performance

Fuel Capacity: 4.5 gals., last 1.0 gal. warning light on
MPG: 90 AKI min. (low/avg/high) 34.5/38.5/45.4
Estimated Range: 173 miles
Indicated RPM at 60 MPH: 3,750

2020 Suzuki Katana Specs

Base Price: $13,499
Warranty: 1 yr., unltd. miles
Website: suzukicycles.com

Engine

Type: Liquid-cooled, transverse in-line four
Displacement: 999cc
Bore x Stroke: 73.4 x 59.0mm
Compression Ratio: 12.2:1
Valve Train: DOHC w/ 4 valves per cyl.
Valve Insp. Interval: 15,000 miles
Fuel Delivery: EFI w/ SDTV & 44mm throttle bodies x 4
Lubrication System: Wet sump, 3.4-qt. cap.
Transmission: 6-speed, cable-actuated assist-and-slipper clutch
Final Drive: O-ring chain

Electrical

Ignition: Transistorized, digital electronic
Charging Output: 385 watts max.
Battery: 12V 8.6AH

Chassis

Frame: Cast aluminum twin-spar w/ cast aluminum swingarm
Wheelbase: 57.5 in.
Rake/Trail: 25 degrees/3.9 in.
Seat Height: 32.5 in.
Suspension, Front: 43mm USD fork, fully adj., 4.7-in. travel
Rear: Single link-type shock, adj. for spring preload & rebound, 5.1-in. travel
Brakes, Front: Dual 310mm discs w/ radial-mount monoblock 4-piston opposed calipers & ABS
Rear: Single 220mm disc w/ 1-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 6.00 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 190/50-ZR17
Wet Weight: 473 lbs.
Load Capacity: 407 lbs.
GVWR: 880 lbs.

Performance

Fuel Capacity: 3.2 gals., last 1.0 gal. warning light on
MPG: 90 AKI min. (low/avg/high) 36.2/40.6/46.5
Estimated Range: 130 miles
Indicated RPM at 60 MPH: 4,000