Tag Archives: Motorcycle Reviews

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

Honda CB1000R engine — The Honda CB1000R’s in-line four is a street-tuned version of the engine that powered the pre-2008 CBR1000RR.

Honda CB1000R swingarm — Unique in this trio, the Honda has a trick-looking single-sided swingarm. Suspension front and rear is by Showa, with a top-spec Separate Function-Big Piston upside-down fork up front.

Honda CB1000R display dash — All-digital display with white graphics on a dark background is generally easy to read in bright sunlight. Red light on the right can be set to change colors with different gears, modes, etc.

Kawasaki Z900RS engine — The Kawasaki Z900RS’s 948cc in-line four is the smallest, least powerful engine here, but it has a strong midrange and its tuned exhaust sounds fantastic.

Kawasaki Z900RS seat tail — That bench seat, that sculpted tail with a small kick-up, that taillight and that Candytone Green paint take us right back to the original Z1.

Kawasaki Z900RS gauges — Those analog gauges, with their chrome bezels matching the handlebar, are stunning and easy to read in all conditions. The tasteful LCD display in the middle packs in useful info.

2020 Suzuki Katana engine — The Suzuki Katana’s 999cc in-line four is the beast of the bunch, cranking out 142.1 horsepower at the rear wheel.

2020 Suzuki Katana nose — A modern interpretation of a motorcycle design icon, the Katana is the only bike here with bodywork—a small fairing with a square headlight, a flyscreen and the Hans Muth-designed Katana logo. In addition to Glass Sparkle Black, it’s available in Metallic Mystic Silver like the original.

2020 Suzuki Katana display dash — Light-on-black digital display is busy and hard to read in bright sunlight.

Source: RiderMagazine.com

Motorcycle News, News

Harley-Davidson LiveWire Review | Motorcycle Test

April 9, 2020 mcnews Leave a comment

What is it like to ride?
By Adam Child

Harley-Davidson’s LiveWire

The LiveWire

I’ve been riding and racing electric bikes for a few years and I’m a convert. Yes, I’ll always adore petrol engines, the smell of two-stroke still gets me excited like a toddler after an energy drink, but electric bikes are coming, and Harley-Davidson’s LiveWire is one of the best of the current crop. Let me explain why.

Adam Child on the Harley-Davidson LiveWire

If you’ve never ridden an electric bike before, or even showed an interest, let me put forward some siple facts and benefits. There is no noise, there are no gears and therefore no clutch or gear lever. Electric power is immediate: twist and go with no lag.

Torque is instant, which results in fast acceleration. There’s no heat from the engine or exhaust because there isn’t one, no petrol and therefore no need for a petrol tank, (yes, that’s a dummy fuel tank on the LiveWire). And the bike performs the same no matter what the altitude, weather or conditions.

Charging opportunities will be a big aspect of LiveWire ownership for those pushing the range envelope

Riding an electric bike is very alien at first, especially for experienced riders. But you soon appreciate the technology and advantages, like going from a landline phone to a mobile. After a ride, my kids can’t burn their paws on the exhaust when the bike is in the garage and I don’t melt in traffic from the heat normally generated from an air-cooled V-twin.

So, what is a Harley-Davidson LiveWire?

There are several production electric bikes on the market, but the LiveWire is the first to come from a major motorcycle manufacturer. Remember it’s not just a case of producing the bike, you must have a dealer network that supports the new technology, in Harley’s case this is over 250 dealers worldwide. You can walk into your local Harley showroom tomorrow and order one in most large motorcycle markets around the world, but unfortunately not yet in Australia as LiveWire is not set to debut Down Under until late this year.

Harley-Davidson LiveWire

The LiveWire is Harley’s most powerful bike to date, a quoted 105 bhp with 116 Nm of torque and a 0-60 mph time of three seconds; 60-80 mph in two. This isn’t slow.

To control the power you have four rider modes, Sport, Road, Rain and Range. These modes change the power characteristics, regenerative braking and traction control. The regen’ braking is like engine braking, and like the TC can be changed on the move.

There are an additional three custom modes, which can be specified to your needs and how you ride, for example: full power, no traction control or regenerative braking if you are brave enough. There is a six-axis IMU and therefore the traction control is lean sensitive. There is a noticeable change in the bike’s performance and character between modes, the Sport mode is certainly sporty, you have been warned.

The Harley-Davidson LiveWire features a TFT touch screen

The range is the big question and Harley is quoting 235 kilometres on a full charge in the relative steady Range mode, and around 160 kilometres of slightly more spirited riding. On a household socket, one-hour of charge equals around 20 kilometres of range, but on a fast DC charge, that time comes down to an 80 per cent of full charge in 30 minutes, and 100 per cent in an hour.

It’s worth pointing out that you may never fully drain the battery. In the same way you don’t let your iPhone run out of charge, nor do you let your fuel level in your bike drop to zero. Typically, you re-charge or fuel up once you’re in the red with 20 per cent or so left, which in this case means a quick 30-minute charge. That’s enough time to de-kit, have a coffee, check your phone messages and continue with a full charge.

A full-colour TFT dash with touch-screen controls and connectivity comes as standard, as do high spec Brembo monobloc calipers and fully-adjustable Showa suspension at both ends, this is a quality motorcycle, make no mistake.

The Harley-Davidson LiveWire also features fully adjustable Showa forks and Brembo brakes

All the fittings and design touches are high-end, the lines around the dummy tank are perfect, the ‘on show’ electric motor even looks good and is boldly on display, not tucked away. I like the design and feel, but the elephant in the room is the price; with Australian pricing expected to be in the $44K region, but no official figure announced as yet.

Yes expensive, but also comparable to exclusive, ‘high-end’ bikes from Harley. And don’t forget, you’ll never have to pay for fuel.

How does the LiveWire perform?

The norm on most electric bikes is to become immediately aware of the lack of engine noise, which amplifies the road noise, the clatter of bodywork, the noise of the final drive on the swing-arm. It sounds mechanically incorrect. But there are no such disconcerting noises on the LiveWire, this is the Bentley of the electric motorcycle world.

On the LiveWire there’s no intrusive mechanical or drive related noises, just smooth power

It’s super smooth, fuss-free and almost silent. Harley must have spent a colossal amount of effort and money ensuring the quality of fixtures and fittings. Like closing the door on a Rolls Royce, you instantly detect the quality just by the sound. Impressive.

Stopping 250 kg is no easy task, especially when you reduce the regeneration engine braking, but the powerful 300 mm twin discs with Brembo stoppers are more than up for the challenge.

The LiveWire also takes the title as fastest stopping Harley, backed up by ABS

This is one of the fastest stopping Harleys I’ve ever ridden. Even under hard use, the stoppers don’t fade. The ABS is a little intrusive on the rear, as the rear Michelin struggles to find grip under extreme braking, but otherwise faultless.

Like the brakes, the handling is head-and-shoulders above any road-going Harley I’ve ridden previously. Ground clearance is ample, it’s easy to achieve levels of lean other Harley riders can only dream about. Due to the long wheelbase, the initial turn-in is a fraction slow, but after that it just keeps leaning and leaning.

The LiveWire would also be the leader in the Harley line up, as far as possible lean angles, and performance

Fast transitions, asking too much of the chassis, can lead to a little insecurity, but this only occurs when you’re pushing the chassis to perform to track day levels of speed. For 95 per cent of the time for 95 per cent of riders the LiveWire is planted, secure and stable.

Complementing the handling is a huge tidal wave of torque. Full power mode will take even experienced riders by surprise, despite its weight and silence it can certainly drive hard from a standstill, enough to take your breath away at first.

The LiveWire is twist and go, with no clutch and no gears to worry about

From a standstill, it’s so easy to launch, as there isn’t any clutch or gears. Simply lay over the dummy fuel tank, twist and go. Form the lights it will even give a full-blown road-legal superbike a run for its money.

You end up riding the electric Harley harder than you really should as the power is so much fun and the handling there to match.

Belt final drive is also found on the LiveWire, alongside the sporty swingarm

Should you get carried away you also have a raft of helpful rider aids to keep the wheels in line. The traction control and re-intervention are smooth and effortless, and should you be worried about losing your licence you can always opt for a softer power mode. The combination of instant power, fun handling and non-intrusive electronics makes the LiveWire a truly enjoyable package.

Back in the real world, most LiveWires are going to spend some if not the majority of their life around town, which is when most electric vehicles make perfect sense, dare I say more so than their petrol counterparts. The LiveWire is like a twist-and-go scooter but with more than double the power to embarrass unsuspecting road users from the lights.

There’s also no engine heat to worry about for commutes and hot weather

Unlike any other Harley, there’s no heat, so even in the middle of summer you won’t feel like your testicles are being barbecued. Harley has even added a ‘fake’ pulse, which gives the feeling the bike is alive and reminds you not to mistakenly twist the throttle hoping for a blip of engine noise.

The weight is more noticeable at slow speeds, but I’m only 5ft 6in and never had an issue at slow speeds. But just remember, there is no engine noise so everyone can hear you swearing at bad drivers.

Is the LiveWire touring-ready?

A cruise control comes as standard and is simple and easy to use on the Livewire, simply set to 110 km/h, and with few vibrations and negligible noise, it’s a surreal experience cruising. Stability is excellent, which allows you to play with the informative clocks or simply enjoy the view ahead.

In Australia you’ll need to plan your longer trips around charging

The ergonomics are a little aggressive, reminiscent of Ducati’s Monster from a few years ago, with wide bars and a prominent stance. The seat is relatively comfortable, the suspension on the sporty-firm side, but with just a 160 kilometres range, you’re going to be stopping to rest and charge every 1.5 to 2 hours.

On our test ride around Barcelona, I was a little heavy with the throttle and spent too much time enjoying the tyre ripping torque. With heavy use, you need to start thinking about plugging in after around 120 kilometres, depending on the road and the weight of the rider.

A fast DC charge station can get you back on the road in 30 minutes in many cases

But ridden normally I believe a 160 kilometre range is easily achievable, possibly more. Ride for 160 kilometres, stop for a coffee, plug in and repeat. Touring is an option, it just needs planning, 400 kilometres a day with two half hour stops, that’s easily achievable. Plug in overnight at your hotel and repeat the next day.

LiveWire Verdict

The LiveWire is a true game-changer, the first mass-produced electric bike from a global motorcycle manufacturer, and it’s good. Forget the fact it’s electric for the moment; as a bike it’s fun, handles, looks good, is desirable, even has some character, which is incredibly difficult to inject on a silent machine.

The LiveWire offers a glimpse into the future of motorcycling

Yes, it’s expensive, and covering big miles in a day won’t be possible unless you have a support crew. But for everyday riding, it’s an impressive bike. Considering this is Harley’s first road-legal electric bike, they’ve got off to a good start, in many ways one of the best Harley’s to date and already one step ahead of the competition.

Who, ten years back, would have predicted that Harley would lead the way in electric bikes? I didn’t see that one coming.

Interestingly, it’s Harley bringing the first electric bike to the market from a major motorcycle manufacturer, as they expand their offerings to a much wider rider-base

Harley Davidson LiveWire Specifications
Price:	$ TBA in Australia
Engine:	Electric
Power:	105 bhp / 78 kW
Torque:	78 ft-lb / 116 Nm
Frame:	Aluminium
Wheelbase:	1490mm
Brakes Front:	Dual 300mm discs, radial mounted 4-piston Brembo caliper
Brakes Rear:	260mm disc, two-piston caliper
Transmission:	Auto
Suspension:	43mm inverted fully-adjustable Showa forks; Single rear shock, fully adjustable
Wheels/tyres:	120/70×17; 180/55×17; Michelin
Seat height:	761mm
Fuel capacity:	er?
MPG:	It’s electric
Weight:	249 kg
Warranty:	TBA
Website:	https://www.harley-davidson.com/au/en/motorcycles/livewire.html

Source: MCNews.com.au

Motorcycle News, News

Shoei Glamster | A retro style ‘neo-classic’ helmet

April 9, 2020 mcnews Leave a comment

The all new Shoei Glamster joins the J.O and EX-ZERO in Shoei’s range of neo-classic models and offers genuine vintage style in an extremely compact and lightweight helmet.

Shoei Glamster

The Glamster provides all the features you would expect from a genuine Shoei without sacrificing Shoei’s renowned comfort and safety!

The solid colour helmets are available this month while the Glamster’s with graphics will not arrive until June.

RRP Solid colours $749.90

RRP RESURRECTION Graphic $849.90

Shoei Glamster Shoei Glamster Shoei Glamster Shoei Glamster
Source: MCNews.com.au

Motorcycle News, News

Honda Releases Info on CB-F Concept

April 7, 2020 mcnews Leave a comment

Honda CB-F Concept. Images courtesy Honda.

This darn coronavirus is just mucking everything up. Virtual unveilings and press releases just don’t have quite the same impact as dramatically pulling a sleek black sheet off a new model, bright lights and flashbulbs popping off the paint, at an international auto or motorcycle show. Honda had originally planned to unveil its CB-F Concept, a CB1000R-based homage to “Fast” Freddie Spencer’s ’80s superbike, at the 36th Osaka Motorcycle Show and 47th Tokyo Motorcycle Show, both of which have been canceled.

Don’t fret, Honda, we still think this is a gorgeous machine, and we hope it becomes more than just a concept bike. Continuing the CB’s 60th anniversary theme, the CB-F Concept hearkens back to the classic air-cooled inline four CB900F and CB750F (famously raced by Freddie Spencer), complete with a cool white, silver and blue livery that should look familiar to anyone who remembers Freddie’s Daytona race bike.

Of course, this isn’t an old-fashioned tubular steel-framed, carbureted, air-cooled machine; it’s based around the potent CB1000R, with its 998cc DOHC, 4-valve-per-cylinder inline-four, high-tensile steel mono-backbone frame, single-sided aluminum swingarm and inverted fork.

What do you think? Should Honda turn this CB-F Concept into a production bike? Let us know in the comments below.

Source: RiderMagazine.com

MotorCycle News

Tag Archives: Motorcycle Reviews

Yamaha Tenere 700 Review | New XTZ690 Tested

Yamaha XT690 test by Wayne Vickers

Images by Rob Mott

Why I like it

I’d like it even more if

2020 Yamaha Tenere 700 Specifications

Retrospective: 1999-2002 Buell X1 Lightning

Yamaha TMAX 560 Review | Scooter Tests

Yamaha TMAX 560 Test

Yamaha TMAX 560 Specifications

Yamaha TMAX 560 Images

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

Kawasaki Z H2 Review Specifications

2020 KTM 390 Adventure | Road Test Review

Riding the McAMS Yamaha YZF-R1 British Superbike contender

McAMS Yamaha British Superbike R1

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

Harley-Davidson LiveWire Review | Motorcycle Test

The LiveWire

So, what is a Harley-Davidson LiveWire?

How does the LiveWire perform?

Is the LiveWire touring-ready?

LiveWire Verdict

Shoei Glamster | A retro style ‘neo-classic’ helmet

Honda Releases Info on CB-F Concept

Bringing you the Best Motorcycle News from Around the Web!