Ups

• $1,807 MSRP
• 15-liter key-locked water-resistant storage space
• Larger engine than most scooters

Downs

• Drum brakes
• Price-point suspension
• Better act fast if you want one

Verdict

Intended as an urban/suburban mobility alternative, the Navi offers up a larger 109cc engine and large storage bin over other scooters, but it’s biggest selling point is its $1,807 price tag. That not only significantly undercuts the $2K price barrier, it’s also cheaper than the sea of scooter competition out there. Any scooters that can compete with the Navi’s price can’t come anywhere near the build quality and established dealer/parts network of a Honda.

Overview

The Navi has been available in India and Mexico for several years already, and 2022 marks the first year Honda has decided to bring it to the USA. The scooter utilizes the 109cc four-stroke OHC air-cooled single-cylinder engine and CVT transmission from the popular Activa scooter, but from that point on it blurs the distinctions between motorcycle and scooter. Outside of a clutch and shift lever, all the other controls are basically the same as a motorcycle, meaning new riders will already have a basic sense of the controls if they decide to progress up from the Navi. Honda hopes that besides attracting people who have never ridden before, the Navi will also generate a cult following similar to the popular Grom and Ruckus miniMOTO models.

Updates for 2022

There are no updates, as the 2022 Navi is a brand-new model for the US market. Available colorways are red, Nut Brown, Ranger Green, and Grasshopper Green.

Pricing and Variants

The 2022 Navi will retail for $1,807.

Competition

Competitors for the Navi include Yamaha’s Zuma 125, the Suzuki Burgman 200, Piaggio’s Liberty 50 and Liberty 150 series, Vespa Primavera 50 and 150 and Sprint 50 and 150, and Kymco’s Spade 150 and Like 150i ABS. Honda’s own catalog has competitors as well, including the Grom, Ruckus, Monkey ABS, Super Cub C125 ABS, Trail 125, ADV 150, PCX, and Metropolitan.

Powertrain: Engine, Transmission, and Performance

Using the 109cc four-stroke OHC air-cooled single-cylinder engine from the popular Activa scooter sold in India and other markets, Honda is claiming 7.83 hp at 7,500 rpm and 6.6 pound-feet of torque at 5,500 rpm. This is significantly more than any 50cc-engined scooter, and “…gives a lot more acceleration…allowing easy holeshots and effortlessly keeping up with city traffic,” said Kent Kunitsugu in his First Ride Review of the Navi. And with the CVT automatic transmission, there’s no gear shifts to worry about, plus it allows the Navi to accelerate up to 45 mph pretty quickly, and 55 mph is possible.

Handling

With a 10-inch rear wheel and 12-inch front wheel, the Navi obviously is quick to turn and very agile, “permitting you to easily dart and navigate through tight traffic situations without any flightiness or instability,” states Kunitsugu in his Navi First Ride Review. He adds, “The telescopic fork and single rear shock provide a decently smooth ride over most imperfect urban pavement, although big or sharp bumps and potholes expectedly overwhelm the suspension and are definitely felt through the chassis.”

Brakes

Cable-actuated 130mm drum brakes are used at both ends to help keep the price down, and while they’re not as flashy as disc brakes, in the Navi’s case they get the job done. The front and rear brakes are linked with the rear brake pedal; pushing on the rear brake pedal also actuates the front brake to a certain extent, helping to settle the chassis under braking.

Fuel Economy and Real-World MPG

Honda is claiming 110 mpg with the Navi.

Ergonomics: Comfort and Utility

The Navi’s ergos are reasonably comfy by scooter standards, with a standard handlebar that rises up to put your torso in a mostly upright position, well-padded and supportive seat, and decent legroom. The Navi also has passenger pegs and room for a passenger on the single seat.

Electronics

The Navi has no electronics to speak of. Even the fueling is by a single carburetor, not fuel injection.

Warranty and Maintenance Coverage

The Navi comes with Honda’s standard one-year, unlimited-mileage limited warranty. Additional coverage is available through the HondaCare Protection Plan.

Quality

Honda hasn’t become a household name by producing inferior quality products. While some of the Navi’s componentry isn’t top-shelf due to its price-point intentions, the fit and finish is typical Honda: Excellent.

2022 Honda Navi Claimed Specifications

Source: MotorCyclistOnline.com

Ups

• New Euro 5 cylinder heads produce better low-midrange torque
• Upgraded electronics suite, rear shock
• Lots of customization options

Downs

• Not very capable riding off-road
• Sluggish steering and handling on road
• Lots of style, not very much substance

Verdict

Another one of the more successful offshoots of the R nineT, the R nineT Scrambler has its own little boxer-shaped niche in the varied world of OEM scrambler bikes. In a market where style plays an outsized role in the purchasing decision, the Scrambler certainly has the goods, especially with the numerous customizing options available from BMW. Just don’t ask it to do anything more than light work on the performance side of motorcycling (both on and off-road), otherwise you will likely be disappointed.

Overview

Based on the successful back-to-basics R nineT platform that proved to be a hit with the burgeoning retro-classic heritage bike movement, the R nineT Scrambler made its debut in 2017, and it has continued to be one of the more popular versions of the R nineT. Utilizing the same previous-gen “oilhead” boxer engine platform, the Scrambler gets slightly longer-travel suspension, different chassis geometry, and a 19-inch front wheel to give it some off-road capability and bolster the adventure bike look. Check out CW’s First Ride Review of the BMW R nineT Scrambler here.

Updates for 2021

The entire R nineT lineup received numerous subtle upgrades for 2021. In order to comply with stricter Euro 5 emissions regs, new cylinder heads with improved combustion not only run cleaner, but also boost low-midrange power. The cylinder head covers and round analog speedometer have been restyled, a USB charging port for your phone is now standard, and all lighting is now handled by LED units. A new rear shock with travel-dependent damping is also equipped with a handwheel spring preload adjuster. Electronics have been upgraded, with Road and Rain ride modes now standard equipment, in addition to ABS Pro (cornering ABS) and Dynamic Brake Control (DBC, adjustable engine-braking). With the optional Ride Modes Pro, you can access Dirt ride mode, which optimizes throttle response, traction control, and ABS to better suit off-road conditions.

For 2021 (being sold as an early release 2022 model), the Scrambler is available in the Granite Gray Metallic Matte  or Kalamata Metallic (an additional $200), and two Option 719 motifs: Black Storm Metallic/Racing Red, and Cosmic Blue Metallic/Light White. Either of the Option 719 colorways cost an additional $590.

Pricing and Variants

The base-model R nineT Scrambler starts at $13,495, but most owners will likely opt for the $1,000 Select Package, which includes Dynamic Traction Control, adaptive headlight, Dynamic Engine Brake Control, heated grips, cruise control, and Ride Modes Pro. From that point though, the options abound, with four different Option 719 Billet Pack CNC-machined aluminum component packages ranging from $1,000–$1,200, various wire-spoked wheels for tubed and tubeless tires running between $500–$950, nice-looking aluminum fuel tanks (one with visible welds for $1,000 and the other with sanded welds for $1,200), chrome exhaust ($150), or off-road tires (Metzeler Karoo 3 rubber that works adequately on-road, $75). Of special note is a suspension lowering kit including a lower seat that drops seat height an inch to 31.5 inches ($250), as well as a taller seat option that raises seat height to 33.5 inches (no cost).

Competition

Competitors for the R nineT Scrambler include its own sister model R nineT Urban G/S, as well as several editions of the Ducati Scrambler: Urban Motard, Desert Sled, and Fasthouse. Triumph’s Street Scrambler and Scrambler 1200 XC are also competitors.

Powertrain: Engine, Transmission, and Performance

Utilizing the previous-generation air/oil-cooled 1,170cc opposed-twin boxer engine with updated cylinder heads for improved combustion in order to pass stricter Euro 5 emissions regs, BMW is claiming 109 hp at 7,250 rpm with 85 pound-feet of torque at 6,000 rpm for the newest R nineT. This is 1 hp down on the prior version, but BMW is claiming a marked increase in midrange power with peak power occurring 500 rpm sooner than the old version.

Handling

The Scrambler has some major differences from the standard R nineT or Pure models, starting with the larger 19-inch front wheel, more than two degrees increase in rake angle (28.5 degrees versus 26.8 degrees on the standard R nineT and 26.6 degrees on the Pure) for better stability off-road, and a wheelbase that’s more than an inch longer. This results in steering that’s noticeably heavier and more sluggish than the standard R nineT on the street, and if you choose the off-road Metzeler Karoo 3 rubber, even more so. Softer spring and damping rates in the suspension are quickly overwhelmed over sharp potholes and washouts if you try to push the pace in any way, either on or off-road. Keep the speed down and the route not too bumpy, and alle ist gut. Read CW’s First Ride Review of the 2017 R nineT Scrambler here.

Brakes

The R nineT Scrambler utilizes the same dual four-piston Brembo caliper and 320mm front disc combination up front as all the other R nineT models, providing excellent stopping power (if you’re running off-road tires, as much as their grip on the pavement will allow). A two-piston sliding-pin caliper and 264mm disc handle rear brake duties.

Fuel Economy and Real-World MPG

There are no fuel economy figures for the 2022 R nineT Scrambler.

Ergonomics: Comfort and Utility

In typical scrambler fashion, the R nineT Scrambler has a standard-style upright riding position, with a short reach to the tubular handlebar, decent legroom, and a firmly padded one-piece seat. Standing on the footpegs for off-road obstacles isn’t very comfortable because the bars don’t rise high enough, forcing your torso over the front end more than usual. Because of the one-piece seat, passenger accommodations are adequate as well.

Electronics

Part of the upgrades in 2021 included rider aid electronics, in the form of the making Road and Rain ride modes, ABS and ABS Pro (cornering ABS), and Dynamic Engine Braking Control all installed as standard equipment. The Ride Modes Pro option is also now available, which allows access to Dirt ride mode; this mode delays the intervention parameters for the traction control, ABS/ABS Pro, and Dynamic Engine Brake Control to allow the rider more leeway when riding off-road. The headlight, taillight, and turn signals are all LED units, and a USB charging port for your smartphone or other personal electronics is included.

Warranty and Maintenance Coverage

The R nineT Scrambler comes with BMW’s excellent three-year, 36,000-mile warranty, as well as its three-year, unlimited-mile roadside assistance.

Quality

The R nineT Scrambler has the typical quality BMW feel throughout, and all the available options and parts are just as top shelf. The company prides itself on the quality of its motorcycles, and the three-year, 36,000-mile warranty shows how confident it is of those products.

2022 BMW R nineT Scrambler Claimed Specifications

Source: MotorCyclistOnline.com

Ups

• New Euro 5 cylinder heads produce better low-midrange torque
• Electronic rider aids standard across all models
• Updated rear shock

Downs

• No tachometer or gear indicator on Pure model
• Seat uncomfortable on longer rides
• Front suspension a bit soft

Verdict

Subtle engine updates and LED lighting, coupled with stylish Option 719 packages, make the original BMW Heritage model and its Pure version offshoot more desirable than ever.

Overview

When it debuted in 2014, the R nineT was the right model at the right time for BMW. Leveraging the brand’s long history steeped in tradition and racing, the back-to-basics boxer proved to be a hit with the burgeoning cafe racer/retro-classic bike market. Instead of the newest “wethead” (liquid-cooled) boxer engine, the R nineT uses the previous-gen air/oil-cooled unit that has a more traditional look, along with a fuel tank shaped similarly to the original sporty R90 boxers of ‘70s, and classic round headlight/taillight. The R nineT has become popular enough that it has since been spun off into three other models, the Pure, Urban G/S, and Scrambler. The Pure model is a bare-bones, less expensive version of the R nineT, with a conventional 43mm fork and axial-mount Brembo front brake calipers (versus the standard R nineT’s inverted 46mm fork and radial-mount Brembo calipers), and a conventional 2-into-2 exhaust replacing the standard R nineT’s stylish twin stainless steel muffler.

Updates for 2022

The entire R nineT lineup received numerous subtle upgrades for 2021, but remains the same for 2022. In order to comply with stricter Euro 5 emissions regs, new cylinder heads with improved combustion not only run cleaner, but also boost low-midrange power. The cylinder head covers and round analog speedometer have been restyled, a USB charging port for your phone is now standard, and all lighting is handled by LED units. A new rear shock with travel-dependent damping is also equipped with a handwheel spring preload adjuster. Electronics have been upgraded, with Road and Rain ride modes now available, in addition to ABS Pro (cornering ABS) and Dynamic Brake Control (DBC, adjustable engine-braking). Available colorways for the R nineT are Black Storm Metallic, Option 719 Night Matte Black/Aluminum Matte, Option 719 Mineral White Metallic/Aurum, and Option 719 Aluminum. The R nineT Pure is available in Teal Blue Metallic Matte, Mineral Gray Metallic, Option 719 Black Storm Metallic/Racing Red, and Option 719 Cosmic Blue Metallic/Light White.

Pricing and Variants

The base-model R nineT retails for $15,995, with the Option 719 Aluminum Matte paint running an additional $1,000, the Option 719 Mineral White Metallic/Aurum motif costing $1,100, and the Option 719 Night Matte Black/Aluminum Matte colorway adding $1,100 to the base cost. The $1,000 Select Package includes Dynamic Traction Control, adaptive headlight, Dynamic Engine Brake Control, heated grips, cruise control, and Ride Modes Pro. Then there are four different Option 719 Billet Packs (ranging in price from $1,000–$1,200) with various CNC-machined billet aluminum styling components, plus a Classic Spoked Wheel (tubeless design) or Sport cast aluminum wheel option for $450.

The R nineT Pure base model has an MSRP of $10,995, with the Teal Blue Metallic Matte paint running you an extra $250, with three Option 719 liveries available: the Black Storm Metallic/Racing Red or Cosmic Blue Metallic/Light White will add $590, while the Aluminum Matte (all aluminum parts are hand-brushed with a matte clear coat finish) costs $1,550 extra. The same Option 719 Billet Packs are available ($1,000-$1,200), as is the Select Package ($1,000). The Classic Spoked Wheel ($950) or Sport cast aluminum wheel ($500) options are available, plus a standard Spoked Wheel that must use tubed tires ($500). There are also a couple of brushed aluminum fuel tank design options, one with sanded welds ($1,300) or one with visible welds ($1,000).

Competition

Competitors for the R nineT and R nineT Pure model include the myriad editions of the Ducati Scrambler: 1100, 1100 Tribute Pro, 1100 Pro/Sport Pro, Icon/Icon Dark, Café Racer, Nightshift, and Full Throttle. Triumph’s Street Scrambler, Scrambler 1200 XC, Bonneville T100/T120, Speed Twin, and Thruxton RS are also competitors, as are Moto Guzzi’s V9 Roamer and V9 Bobber

Powertrain: Engine, Transmission, and Performance

Utilizing the previous-generation air/oil-cooled 1,170cc opposed-twin boxer engine with updated cylinder heads for improved combustion in order to pass stricter Euro 5 emissions regs, BMW is claiming 109 hp at 7,250 rpm with 85 pound-feet of torque at 6,000 rpm for the newest R nineT. This is 1 hp down on the prior version, but BMW is claiming a marked increase in midrange power with peak power occurring 500 rpm sooner than the old version. You can check out a comparison of the previous R nineT model with the Honda CB1100, Indian Scout, and Moto Guzzi Griso here.

Handling

Both the R nineT and R nineT Pure perform well once the pavement turns twisty. “The suspension [is] a nice balance between supportive and stiff, and the chassis feels better the harder you push it,” Bradley Adams said about the R nineT’s handling in the aforementioned comparison test. Despite its more budget-conscious conventional 43mm fork (versus the R nineT’s beefier inverted 46mm fork), the R nineT Pure was surprisingly competent in the turns, with Kent Kunitsugu stating in his First Ride Review story, “…the nonadjustable 43mm conventional fork and single shock with rebound damping and spring preload adjustability do a good job of soaking up nasty urban pavement while keeping the chassis under control. Granted, we didn’t exactly run through any canyon roads at a heated pace during our half-day ride, but the few twisty portions of road we did encounter were attacked with zeal, and we met with no issues.”

Brakes

Both the R nineT and R nineT Pure feature a pair of four-piston Brembo calipers biting on 320mm discs, with the R nineT’s calipers using a radial-mount setup. A two-piston sliding-pin caliper and 264mm disc handle rear brake duties. Both bikes demonstrate excellent braking capabilities.

Fuel Economy and Real-World MPG

There are no mile-per-gallon figures for the 2021-22 R nineT or R nineT Pure.

Ergonomics: Comfort and Utility

Both the R nineT and R nineT Pure have riding positions that function well for everyday riding. The conventional tubular handlebar has a nice rise and rearward bend that puts your torso in a standard upright position, and the footpegs are set low enough for plenty of legroom. While the seat offers plenty of fore/aft room for both rider and passenger, padding is firm enough that longer rides will be a bit of a chore.

Electronics

Part of the upgrades in 2021 to the R nineT and R nineT Pure include rider aid electronics, in the form of the making Road and Rain ride modes, ABS and ABS Pro (cornering ABS), and Dynamic Engine Braking Control all installed as standard equipment. The Ride Modes Pro option is also now available, which opens up Dynamic ride mode; this mode delays the intervention parameters for the traction control, ABS/ABS Pro, and Dynamic Engine Brake Control to allow the rider to explore his or her riding skills even further on dry tarmac. The headlight, taillight, and turn signals are all LED units, and a USB charging port for your smartphone or other personal electronics is included.

Warranty and Maintenance Coverage

The R nineT and R nineT Pure both come with BMW’s excellent three-year, 36,000-mile warranty, as well as its three-year, unlimited-mile roadside assistance.

Quality

Both the R nineT and its bare-bones partner R nineT Pure have excellent build quality, and all the available options and parts are just as top-shelf. BMW prides itself on the quality of its motorcycles, and the three-year, 36,000-mile warranty shows how confident it is of those products.

2022 BMW R nineT/Pure Claimed Specifications

Source: MotorCyclistOnline.com

Ups

• Larger trunk, improved passenger accommodations
• Android Auto/Apple CarPlay compatible, better speakers
• New-gen engine and suspension
• More than four decades of refinement

Downs

• Higher price tag
• Less luggage space than previous generations
• Smaller fuel tank
• Dashboard info panel interface could be better

Verdict

Honda’s luxury touring flagship returns with some minor updates that include more top trunk capacity, plus improved passenger accommodations and Android Auto BT compatibility (in addition to Apple CarPlay) as well as XM radio and 55-watt speakers to the entertainment system. Although the Gold Wing’s competitors have arguably surpassed it in some respects, the big Honda still remains a favorite to many, and continues to be one of the company’s strongest sellers in the US.

Overview

Probably the most iconic luxury tourer in motorcycling, Honda’s Gold Wing has been the category benchmark for nearly five decades. Anytime the subject of traveling long distances in comfort on a motorcycle comes up, Honda’s venerable grand tourer always deserves a mention. The Gold Wing’s extensive history has been the result of continual refinement over those 47 years, with the engine going through six generations of development from a 999cc eight-valve flat four-cylinder in 1974 to a 1,832cc 24-valve flat six-cylinder powerplant in 2018. Ironically, the original Gold Wing didn’t come with a fairing or hard luggage until 1980 with the introduction of the Gold Wing Interstate model. But sales of the Interstate (and the even more accessorized and expensive Aspencade model) soon dwarfed the standard Gold Wing, and the non-faired model was quietly dropped from the lineup several years later.

The Gold Wing continued to get new features and accessories over the years, which also added bulk and weight; while the original 1974 model scaled in at 584 pounds dry, by 1987 the first flat-six-engined Gold Wing weighed just short of 800 pounds dry. But the Gold Wing has always remained very nimble for its hefty dimensions, due to the transmission being located underneath the crankshaft and the fuel tank situated underneath the rider’s seat, keeping the center of mass as low as possible. Many firsts for Honda made their debut on the Gold Wing, such as shaft drive, hydraulic valve tappets, hydraulic clutch actuation, cruise control, “reverse gear,” the first motorcycle airbag, and more.

The fifth-generation 2001 GL1800 not only increased overall power, it also dropped weight as well, with its extruded aluminum frame contributing to the weight loss. But the sixth-generation 2018 GL1800 underwent a complete redesign (see our in-depth story here), with the new engine getting completely reworked with four valves per cylinder, and the entire bike made more compact. Weight dropped an amazing 90 pounds from the fifth-gen Gold Wing, and power/torque increased. A new die-cast twin-spar aluminum frame sports a double-wishbone Hossack-type front suspension that is similar in concept to BMW’s Duolever setup, along with electronically adjustable suspension on the deluxe Tour model. Throttle is ride-by-wire with four ride modes, HSTC (Honda Selectable Torque Control, aka traction control), Hill Start Assist, along with optional DCT seven-speed transmission and numerous other available extras.

Updates for 2022

Some minor updates were made in 2021, but remain identical this year. The most important being a trunk capacity enlargement to 61 liters (from 50 liters) that is spacious enough to easily fit two full-face helmets and was a previous weak point with some Gold Wing owners. The passenger backrest angle was relaxed, height added, and padding increased for additional comfort (given full passenger approval by Justin Dawes’ better half in his 2021 Gold Wing Tour DCT Review here). An XM radio antenna is now standard, and the entertainment speakers have been upgraded to 55-watt units with optimized automatic volume adjustment; all Gold Wings are now Android Auto compatible (in addition to Apple CarPlay) for easy integration with your chosen smartphone.

As far as color options, the trunkless Gold Wing model is only available in Matte Nightshade Blue as an Automatic DCT model, while the Gold Wing Tour model is available in Metallic Black or Ultra Blue Metallic in both standard transmission and DCT models. The Gold Wing Tour Airbag Automatic DCT (no standard transmission or non-Tour model offered) is only available in Ultra Blue Metallic.

Pricing and Variants

There are three models of the Gold Wing. The top-trunkless Gold Wing is available only with a Automatic DCT transmission (base MSRP $25,300). The fully loaded Gold Wing Tour similarly comes in two versions: manual six-speed transmission (base MSRP $28,500) and the Automatic DCT transmission model ($29,500). And finally, the Gold Wing Tour Airbag Automatic DCT transmission model starts at $32,800 base MSRP.

Competition

With its domination of the luxury tourer market, all of the former Japanese competition to the Gold Wing has long since disappeared. The most obvious challenger today is BMW’s K 1600 GTL (or the bagger-influenced K 1600 B or K 1600 GTL Grand America). You can check out CW’s comparison of the 2018 Gold Wing and BMW’s K 1600 GTL Grand America here. There are plenty of V-twin-based touring bikes, such as Indian’s Roadmaster or Harley-Davidson’s Road Glide Limited, although they don’t quite pack the performance or features of the Honda or BMW.

Powertrain: Engine, Transmission, and Performance

Undergoing an extensive revision in 2018, the Gold Wing is powered by a SOHC 1,833cc horizontally opposed flat six-cylinder 24-valve engine that pumps out 97.9 hp at 5,500 rpm, but more importantly, 108.4 pound-feet of torque at an amazingly low 1,250 rpm on the CW dyno (these figures are for the manual six-speed transmission model; the DCT Automatic transmission model recorded figures of 90.0 hp at 5,420 rpm and 102.5 pound-feet of torque at 1,370 rpm). The Gold Wing’s flat-six is tuned for instant low-rpm thrust and smoothness, and it delivers in spades as shown by its torque peak at just above idle, with our testers stating, “That kind of grunt means you can slot the transmission in a high gear and pretty much leave it there.” But the Honda revs quickly enough that it can propel the 800-plus-pound tourer with surprising haste if you so desire.

Speaking of transmission, two-thirds of Gold Wing buyers are now opting for the Automatic DCT gearbox (check out Kevin Cameron’s story on the details here), and for good reason. “Tour was the mode of choice here about 96 percent of the time because it matched almost every riding condition with appropriate and expected shift points with just-right ride-by-wire throttle response,” CW Editor-in-Chief Mark Hoyer said in his review of the 2020 Gold Wing Tour DCT model. “DCT is a remarkably great motorcycle automatic transmission system. The mapping is exceptionally thorough and takes into account many elements as it decides when to shift and how to control the engagement of its two clutches (one for odd gears and one for even).”

Handling

Despite its 800-plus-pound weight and comparatively large size to average motorcycles, the Gold Wing carries itself extremely well. “The chassis and brakes are fully game for all the speed you want,” Hoyer explained in his 2020 Gold Wing Tour DCT review. “Cornering clearance is solid for a full-dress tourer. Steering is light and neutral at all speeds.” The double-wishbone front suspension means that braking into a turn has absolutely no effect on steering effort. The 2018 redesign that made the Gold Wing slimmer, smaller, sportier, and faster was Honda’s way of making its touring flagship more appealing to the younger generation who previously wouldn’t give the bike a second glance.

Brakes

Big 320mm discs and six-piston brake calipers up front and a single 316mm rear disc/single-piston caliper work with Honda’s Combined ABS that features automatic front/rear bias alteration based on chassis pitch and vehicle speed. This means no matter if you use just the front brake lever or rear brake pedal, the braking is always blended to provide secure, excellent braking performance every time. Case in point: The 2020 Gold Wing Tour’s 126.6-foot stopping distance from 60 mph is among the best of any bike CW has tested. “Overall braking performance of the combined ABS is some of the most sure-feeling and confidence-inspiring we have tried,” Hoyer raved in his 2020 Gold Wing Tour DCT review.

Fuel Economy and Real-World MPG

The 2019 Gold Wing Tour with standard six-speed transmission achieved 37.1 mpg during a CW comparison test.

Ergonomics: Comfort and Utility

The Gold Wing has always been the benchmark for touring comfort, and the latest model is no exception. The seat/handlebar/footpeg relationship has been crafted for ease of racking up 1,000-mile days, and the fairing coddles the rider in a cocoon of still air (although there are vents to direct airflow on hotter days). In 2021, the passenger accommodations were upgraded, with the backrest angle relaxed slightly with padding and height added to provide even more comfort.

Electronics

Standard features on both the Gold Wing Tour and Gold Wing include Honda’s Combined ABS setup that is equipped with an additional automatic bias system that changes front/rear brake pressure according to chassis pitch and vehicle speed. Throttle actuation is ride-by-wire, with four ride modes (Tour, Sport, Eco, Rain) with individually tailored throttle response, traction control, and power delivery; cruise control and smart key fobs are also standard on all Gold Wing models. Suspension spring preload can be electronically set to four different settings (single rider, rider with luggage, rider with passenger, and rider/passenger with luggage). Hill start assist momentarily holds the bike in place on an incline if you’ve released the brakes prior to applying throttle. All Gold Wing models come with heated grips and seats (both rider and passenger).

Maneuvering the big Gold Wing into a parking space is aided by the reverse “gear” on the standard transmission models, and “Walking Mode” on the DCT Automatic transmission models that slowly rolls the bike forward or backward. The windscreen is electrically adjustable, with the Tour versions moving through a 4.9-inch range, and the Gold Wings through a 4.1-inch range. And the world’s only production motorcycle equipped with an airbag (the Gold Wing Tour Airbag DCT model) helps prevent rider injuries in the event of a frontal collision.

A full-color 7-inch TFT infotainment display allows you to view your control settings on numerous aspects of the Gold Wing, which now includes Apple CarPlay and Android Auto compatibility for seamless integration with your smartphone, permitting usage of navigational, music, phone, and other apps via any Bluetooth motorcycle headset. A small, locking compartment just in front of the rider allows storage for your smartphone, along with a USB port for charging. If you prefer to hear your music from the bike’s audio speakers, the Gold Wing’s speakers were upgraded to 55-watt units for even better sound quality. All Gold Wings are equipped with a stand-alone navigation program on the TFT display that will work with or without your smartphone.

Warranty and Maintenance Coverage

All Honda Gold Wings come with a three-year, transferable, unlimited-mileage warranty. Additional extended coverage up to eight years is available through Honda’s HondaCare Protection Plan.

Quality

It’s a Honda. Meaning that fit and finish are top-shelf, and a company that backs its long-distance touring product with a three-year/unlimited mileage warranty obviously has confidence in the Gold Wing’s build quality.

2022 Honda Gold Wing/Tour/DCT Claimed Specifications

Cycle World Tested Specifications (Gold Wing Tour Automatic DCT)

Source: MotorCyclistOnline.com

Ups

• New Euro 5 cylinder heads produce better low-midrange torque
• Updated electronics suite, rear shock
• Commemorative paint stands out

Downs

• Don’t get too carried away riding off-road
• Sluggish steering and handling on road
• Only 40th anniversary paint scheme available

Verdict

As a throwback model, the R nineT Urban does a great job of representing the bike that started the adventure bike segment, the 1980 R80G/S. And true to its R nineT bloodline, it’s simpler and more accessible than the current BMW GS models; no huge fuel tank or equally huge price tag, no dizzying array of electronics. Just don’t try to emulate the off-road (and actually, even on-road) capabilities of a modern GS; stick to easier routes and keep your speed in check, and you’ll have a blast.

Overview

Just like the original R80G/S, BMW likely had no idea that the original 2014 R nineT was going to be such a successful model for the company. The back-to-basics R nineT proved to be a hit with the burgeoning retro-classic heritage bike movement, and swiftly spawned numerous offshoot models. The Urban G/S is one of them, debuting in 2017, and it has continued to be one of the more popular versions of the R nineT. Utilizing the same “oilhead” boxer engine platform, the Urban G/S gets slightly longer-travel suspension and different chassis geometry to give it some off-road capability, and wire spoke wheels (including a larger 19-inch wheel up front) to bolster the adventure bike look. Check out CW’s First Ride Review of the 2018 R nineT Urban G/S here.

Updates for 2021

The entire R nineT lineup received numerous subtle upgrades for 2021. In order to comply with stricter Euro 5 emissions regs, new cylinder heads with improved combustion not only run cleaner, but also boost low-midrange power. The cylinder head covers and round analog speedometer have been restyled, a USB charging port for your phone is now standard, and all lighting is now handled by LED units. A new rear shock with travel-dependent damping is also equipped with a handwheel spring preload adjuster. Electronics have been upgraded, with Road and Rain Ride Modes now available, in addition to ABS Pro (cornering ABS) and Dynamic Brake Control (DBC, adjustable engine braking). With the optional Ride Modes Pro, you can access Dirt Ride Mode, which optimizes throttle response, traction control, and ABS to better suit off-road conditions. For 2022, the Urban G/S is only available in Imperial Blue Metallic and the “40 Years of G/S Edition” has been eliminated.

Pricing And Variants

The base model R nineT Urban starts at $13,995, but there likely won’t be any available without the $1,000 Select Package option, which includes Dynamic Traction Control, Adaptive Headlight, Dynamic Engine Brake Control, heated grips, cruise control, and Ride Modes Pro. Other options such as off-road tires, black or gold rims on the wire-spoke wheels, or the Scrambler-type dual-muffler high-mount exhaust are available at no extra cost.

Competition

Competitors for the R nineT Urban G/S \ include its own sister model R nineT Scrambler, as well as several editions of the Ducati Scrambler: Urban Motard, Desert Sled, and Fasthouse. Triumph’s Street Scrambler and Scrambler 1200XC are also competitors.

Powertrain: Engine, Transmission, and Performance

Utilizing the previous-generation air/oil-cooled 1,170cc opposed-twin “boxer” engine with updated cylinder heads for improved combustion in order to pass stricter Euro 5 emissions regs, BMW is claiming 109 horsepower at 7,250 rpm with 85 lb/ft of torque at 6,000 rpm for the newest R nineT. This is one horsepower down on the prior version, but BMW is claiming a marked increase in midrange power with peak power occurring 500 rpm sooner than the old version.

Handling

The Urban G/S has some major differences from the standard R nineT or Pure models, starting with the larger 19-inch front wheel, more than two degrees increase in rake angle (28.5° versus 26.8° on the standard R nineT and 26.6° on the Pure) for better stability off-road, and a wheelbase that’s more than an inch longer. This results in steering that’s noticeably heavier and more sluggish than the standard R nineT on the street, and if you choose the off-road Conti TKC80 rubber, even more so. Softer spring and damping rates in the suspension jar your wrists over sharp potholes and washouts if you try to push the pace in any way, either on or off-road. Keep the speed down and the route not too bumpy, and alle ist gut. Read Zach Courts’ take on the Urban G/S in this Motorcyclist review.

Brakes

The Urban G/S utilizes the same dual four-piston Brembo caliper/320mm front disc combination up front as all the other R nineT models, providing excellent stopping power. A two-piston sliding-pin caliper and 264mm disc handle rear brake duties.

Fuel Economy and Real-World MPG

There are no fuel economy figures for the 2021 R nineT Urban G/S Edition 40 Years GS.

Ergonomics: Comfort and Utility

The R nineT Urban G/S has your typical standard-style upright riding position, with a short reach to the tubular handlebar, decent legroom, and a firmly padded one-piece seat. Speaking of the seat, it’s noticeably higher than the other R nineT models at 33.5 inches, so those short of inseam might be tip-toeing at stoplights. Because of the one-piece seat, passenger accommodations are adequate as well.

Electronics

Part of the upgrades in 2021 included rider aid electronics, in the form of the making Road and Rain Ride Modes, ABS and ABS Pro (cornering ABS), and Dynamic Engine Braking Control all installed as standard equipment. The Ride Modes Pro option is also now available, which allows access to Dirt Ride Mode; this mode delays the intervention parameters for the traction control, ABS/ABS Pro, and Dynamic Engine Brake Control to allow the rider more leeway when riding off-road. The headlight, taillight, and turn signals are all LED units, and a USB charging port for your smartphone or other personal electronics is included.

Warranty and Maintenance Coverage

The R nineT Urban G/S comes with BMW’s excellent 3-year/36,000-mile warranty, as well as its 3-year/unlimited-mile Roadside Assistance.

Quality

The R nineT Urban G/S has the typical quality BMW feel throughout, and all the available options and parts are just as top shelf. The company prides itself on the quality of its motorcycles, and the 3-year/36,000-mile warranty shows how confident it is of those products.

2021 BMW R nineT Urban G/S  Claimed Specifications

Source: MotorCyclistOnline.com