Triumph has now done the same with the first spin-off of its 660 platform, “the new Tiger Sport 660 that is set to bring triple engine performance advantages to the middleweight adventure sports category.” In the photos, the bike’s bodywork is camouflaged with black-and-white Triumph stickers that hide its exact lines, but there’s still plenty to draw from.
With its fairing and windscreen, the new 2022 Triumph Tiger Sport 660 will be ready for sport-touring.
The Trident 660 is powered by a liquid-cooled, DOHC, 660cc inline Triple that makes 80 horsepower at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm (claimed), with 90% of peak torque on tap as low as 3,600 rpm. The engine in the Tiger Sport 660 looks exactly the same, down to the stubby exhaust exiting below the cast aluminum swingarm on the right side. Both share a tubular-steel frame.
The engine is derived from the 2013-2016 Triumph Street Triple 675, with a narrower 74mm bore and longer 51.1mm stroke yielding the lower displacement. It incorporates 67 new components, including a new crankshaft, piston design, and cam profiles.
If its inline Triple is unchanged from the Trident 660, then the Tiger Sport 660 will make 80 horsepower and 47 lb-ft of torque.
We can see that the Tiger Sport 660 has the same five-spoke, 17-inch cast aluminum wheels, Michelin Road 5 tires, Nissin triple-disc brakes with ABS, and Showa inverted fork as the Trident. On the Trident 660 the fork is non-adjustable, the Showa rear shock only offers preload adjustability, front/rear travel is 4.7/5.3 inches, and seat height is 31.7 inches. The Tiger Sport 660 doesn’t look appreciably taller, though it does have a different tailsection with integrated saddlebag mounts and a more deeply dished seat.
The most obvious difference between the Trident 660 and the Tiger Sport 660 is the latter’s front fairing and windscreen. The added wind protection, along with a possibly taller handlebar and optional hard luggage, will make the middleweight Tiger ready for sport-touring. Wet weight of the Trident is 417 pounds, and the Tiger’s fairing and windscreen are likely to add 20 pounds or so. Fuel capacity on the Trident 660 is 3.7 pounds; for sport-touring duty we expect to see a larger tank on the Tiger Sport, perhaps 4.5 gallons.
Saddlebag mounts are integrated into the Tiger Sport 660’s tailsection. Factory accessory hard luggage will make the bike more versatile for travel.
Priced at $8,195, the Triumph Trident 660 is within a few hundred dollars of its Japanese competitors and offers additional features like selectable ride modes, switchable traction control, and a TFT color display.
To cover the cost of the extra bodywork, the 2022 Triumph Tiger Sport 660 is likely to be priced around $8,500-$9,000. That’s on par with what would likely be its closest competitor, the Suzuki V-Strom 650, which has a base price of $8,849 and is equipped with standard ABS and traction control (neither are switchable) but not a TFT display. With its 19-inch front wheel, the V-Strom 650 offers more off-road capability than the Tiger Sport 660. Both can be outfitted with factory accessory saddlebags.
Triumph-badged King Dick Tools chest not included. Nor is spotted dick.
Interestingly, 660 is same displacement used on the Aprilia RS 660, Tuono 660, and soon-to-be-released Tuareg 660., though they have parallel-Twins and the Trident and Tiger Sport have inline Triples. Aprilia took a more high-performance approach, squeezing 100 horsepower out of its engine and equipping the RS and Tuono with higher-spec components and electronics. As a result, they are priced higher – the RS 660 starts at $11,299 and the Tuono 660 starts at $10,499. With its off-road-ready spoked wheels with a 21-inch front and nearly 10 inches of suspension travel, the Tuareg 660 will compete head-to-head with the Yamaha Ténéré 700 ($9,999).
So, about a month from now we should get full technical details about the new-for-2022 Triumph Tiger Sport 660. Stay tuned!
This 2021 motorcycle buyers guide includes new or significantly updated street-legal models available in the U.S. It includes bikes in many categories, including adventure, cafe racer, cruiser, sport, sport-touring, retro, touring, and others.
Organized in alphabetical order by manufacturer, it includes photos and links to details or, when available, first rides and road test reviews of each motorcycle. Due to the pandemic and supply chain disruptions, some manufacturers skipped the 2021 model year. Stay tuned for our 2022 Motorcycle Buyers Guide.
Aprilia‘s RS 660 is the first of three models — the RS 660 sportbike, the Tuono 660 naked bike (below), and the not-yet-released Tuareg 660 adventure bike — built on a new engine platform, a liquid-cooled 659cc parallel-Twin with a 270-degree firing order that makes a claimed 100 horsepower at 10,500 rpm and 49.4 lb-ft of torque at 8,500 rpm. The RS 660 is equipped with the IMU-enabled APRC (Aprilia Performance Ride Control) electronics package with five ride modes, 3-level cornering ABS, 3-level traction control, wheelie control, cruise control, and engine braking management. Pricing starts at $11,299.
2021 Aprilia RSV4 Factory (Photo by Larry Chen Photo)
Aprilia is an Italian brand known for performance, and the RSV4 and RSV4 Factory are at the pointy end of the company’s go-fast spear. Both are powered by a 1,099cc, 65-degree V-4 that Aprilia says cranks out an eye-watering 217 horsepower at 13,000 rpm and 92 lb-ft of torque at 10,500 rpm, even while meeting strict Euro 5 emissions regulations. And both are equipped with a 6-axis IMU and the APRC (Aprilia Performance Ride Control) suite of rider aids. Whereas the standard RSV4 features fully adjustable Sachs suspension, the RSV4 Factory is equipped with Öhlins Smart EC 2.0 semi-active suspension, with a 43mm NIX upside-down fork, a TTX rear shock, and an electronic steering damper. The RSV4 has cast wheels and the RSV4 Factory has lighter and stronger forged wheels. MSRP for the RSV4 is $18,999 and MSRP for the RSV4 Factory is $25,999.
2021 Aprilia Tuono 660 (Photo by Larry Chen Photo)
Based on the RS 660 (above), the Aprilia Tuono 660 is a semi-naked sportbike with a more upright seating position, and more street-oriented steering geometry. Its base price is $10,499.
The Tuono name has always been associated with top-of-the-line street performance, and the Aprilia Tuono V4 and Tuono V4 Factory carry the cred with a 1,077cc V-4 that produces 175 horsepower and 89 lb-ft of torque at the crank (claimed). The Tuono V4 is the more street-focused of the two, with a taller windscreen, a higher handlebar, and optional saddlebags (as shown above), and it is equipped with fully adjustable Sachs suspension. The Tuono V4 Factory is equipped with Öhlins Smart EC 2.0 semi-active suspension. Both models feature a six-axis IMU that supports the APRC electronics suite. MSRP for the Tuono V4 is $15,999 and MSRP for the Tuono V4 Factory is $19,499.
The Benelli Leoncino (“little lion”) is an Italian-designed, Chinese-manufactured roadster powered by a liquid-cooled 500cc parallel-Twin also found in the TRK502X adventure bike (below). In the U.S., the Leoncino is part of a two-bike lineup, which includes the standard street-biased roadster model (shown above) and the Leoncino Trail, a scrambler variant with more suspension travel and spoked wheels with a 19-inch front and 90/10 adventure tires. The Leoncino comes with standard ABS and is priced at $6,199, while the Leoncino Trail is $7,199.
Like the Leoncino above, the Benelli TRK502X is an Italian-designed, Chinese-manufactured adventure bike powered by a liquid-cooled 500cc parallel-Twin. It has a comfortable and upright seating position, a good windscreen, 90/10 adventure tires with a 19-inch front, spoked wheels, ABS, hand and engine guards, and enough luggage capacity to go the distance (aluminum panniers and top box are standard). MSRP is $7,398.
The BMW R 18 is a cruiser powered by a massive 1,802cc OHV air/oil-cooled 4-valve opposed Twin that’s the largest “boxer” engine the German company has ever produced. Part of BMW’s Heritage line, the R 18 has styling inspired by the 1930s-era R 5. Despite its classic looks, the long, low cruiser is equipped with fully modern electronics, brakes, suspension, and other features. Base price is $17,495. BMW recently announced two touring versions for the 2022 model year, the R 18 B and R 18 Transcontinental, both with a fairing, hard saddlebags, and an infotainment system; the Transcontinental adds a trunk with an integrated passenger backrest.
2021 Ducati Monster (Photo by Gregor Halenda and Mike Levin)
The Ducati Monster is one of the Italian manufacturer’s most iconic and best-selling models. Gone is the trademark tubular-steel trellis frame, replaced with a front-frame design that uses the engine as a structural member of the chassis, as on the Panigale and Streetfighter V4 models. Compared to the previous Monster 821, the new model weighs 40 pounds less and is equipped with a more powerful 937cc Testastretta 11-degree L-Twin engine and top-shelf electronics. New styling and more make this an all-new Monster. Pricing starts at $11,895 for the Monster and $12,195 for the Monster+, which adds a flyscreen and passenger seat cover.
Another top-selling Ducati is the Multistrada adventure bike. For 2021, it is now the Multistrada V4 and it is powered by the 1,158cc 90-degree V4 Grandturismo engine that makes 170 horsepower at 10,500 rpm and stomping 92 lb-ft torque at 8,750 rpm (claimed). Ducati Skyhook semi-active suspension and a full suite of IMU-supported electronics are standard, and S models are equipped with a radar system that enables Adaptive Cruise Control and Blind Spot Detection. New for 2021 is a 19-inch front wheel. Pricing starts at $19,995 for the Multistrada V4 and $24,095 for the Multistrada V4 S.
Updates to the Ducati SuperSport 950 include new styling inspired by the Panigale V4, an IMU-enabled electronics package, and improved comfort. The seat is flatter and has more padding, the handlebar is higher, and the footpegs are lower. The SuperSport 950 is powered by a 937cc Testastretta L-Twin that makes 110 horsepower at 9,000 rpm and 68.6 lb-ft of torque at 6,500 rpm (claimed, at the crank). The SuperSport 950 is available in Ducati Red for $13,995. The SuperSport 950 S, which is equipped with fully adjustable Öhlins suspension and a passenger seat cover, is available in Ducati Red and Arctic White Silk starting at $16,195.
2021 Harley-Davidson Electra Glide Revival
2021 Harley-Davidson Electra Glide Revival
Earlier this year Harley-Davidson announced its new Icons Collection. The first model in the collection is the stunning Electra Glide Revival, which is inspired by the 1969 Electra Glide, the first Harley-Davidson motorcycle available with an accessory “batwing” fairing. Though retro in style, the Electra Glide Revival is powered by a Milwaukee Eight 114 V-twin and is equipped with RDRS Safety Enhancements and a Boom! Box infotainment system. Global production of the Electra Glide Revival is limited to a one-time build of 1,500 serialized examples, with an MSRP of $29,199.
With its iconic solid aluminum 18-inch Lakester wheels, for 2021 Harley-Davidson gave the Fat Boy 114 a new look with lots of chrome and bright work. Powering the Fat Boy is none other than the torquey Milwaukee-Eight 114 V-twin engine, equipped with a 6-speed gearbox and putting down a claimed 119 ft-lb of torque at just 3,000 rpm. Pricing starts at $19,999.
2021 Harley-Davidson Pan America 1250 / Pan America 1250 Special
2021 Harley-Davidson Pan America 1250 (Photo by Kevin Wing)
A competitive, state-of-the-art, 150-horsepower adventure bike built by Harley-Davidson? Yea, right, when pigs fly! Well, the Motor Company came out swinging with its Pan America 1250 and Pan America 1250 Special. Powered by the all-new Revolution Max 1250, a liquid-cooled, 1,252cc, 60-degree V-Twin with DOHC, 4 valves per cylinder, and variable valve timing. The killer app is the optional Adaptive Ride Height, which lowers the higher-spec Pan America 1250 Special (which is equipped with semi-active Showa suspension) by 1 to 2 inches when the bike comes to a stop. Pricing starts at $17,319 for the Pan America 1250 and $19,999 for the Pan America 1250 Special.
For Harley-Davidson Touring models like the Road Glide, Road King, and Street Glide, there are Special models that offer a slammed look and 119 lb-ft of torque from the Milwaukee-Eight 114 V-Twin. The 2021 Harley-Davidson Road Glide Special is available with new two-tone paint options, and with a choice of a blacked-out or bright chrome styling treatments. All Special models are now equipped with the high-performance Ventilator air cleaner with a washable filter element, and a new low-profile engine guard. Pricing starts at $26,699.
2021 Harley-Davidson Sportster S
2021 Harley-Davidson Sportster S
The (air-cooled) Sportster is dead, long live the (liquid-cooled) Sportster! Visually similar to the 1250 Custom teased several years ago, the 2021 Harley-Davidson Sportster S represents a new era for the legendary Sportster line. Since the introduction of the XL model family in 1957, Sportsters have always been stripped-down motorcycles powered by air-cooled V-Twins. Harley calls the new Sportster S a “sport custom motorcycle,” and at the heart of the machine is a 121-horsepower Revolution Max 1250T V-Twin, a lightweight chassis, and premium suspension. Pricing starts at $14,999.
The Street Bob, with its mini-ape handlebar, mid-mount controls, and bobber-style fenders, has become a fan favorite among those looking for a minimalist American V-twin to customize. The 2021 Harley-Davidson Street Bob 114 packs more punch, thanks to the larger, torque-rich Milwaukee-Eight 114 engine. Pricing starts at $14,999.
With a slammed look and 119 lb-ft of torque from the Milwaukee-Eight 114 V-Twin, the 2021 Harley-Davidson Street Glide Special is available with new two-tone paint options, and with a choice of a blacked-out or bright chrome styling treatments. All Special models are now equipped with the high-performance Ventilator air cleaner with a washable filter element, and a new low-profile engine guard. Pricing starts at $27,099.
The 2021 Honda ADV150 is an ADV-styled scooter, essentially a Honda PCX150 with longer travel Showa suspension (5.1/4.7 inches front/rear) and a larger ABS-equipped 240mm disc brake at the bow and a drum brake without ABS in the stern. Its powered by a liquid-cooled 149cc Single and has an automatic V-matic transmission. Pricing starts at $4,199.
2021 Honda CBR1000RR-R Fireblade SP (Photo by Kevin Wing)
Well-mannered motorcycles seldom make racing history, and the 2021 Honda CBR1000RR-R Fireblade SP was developed with one uncompromising goal — win superbike races at all costs. It’s powered by an inline-Four that we dyno tested at 175 horsepower at the rear wheel, and it’s equipped with Öhlins semi-active suspension, IMU-enabled electronics, and top-shelf braking hardware. And it’s street legal and available for purchase from your local Honda dealer. MSRP is $28,500.
The 2021 Honda CRF300L (above) and CRF300L Rally (below) dual-sports share the same powerplant, a liquid-cooled 286cc Single which boasts 15% more displacement, power, and torque than its 250cc predecessor. They have a new slip/assist clutch, revised steering geometry, less weight, and a new LCD meter. The CRF300L has a base price of $5,249 (add $300 for ABS), weighs 309 pounds, has a 2.1-gallon tank, and has a 34.7-inch seat height.
The 2021 Honda CRF300L and CRF300L Rally (above) dual-sports share the same powerplant, a liquid-cooled 286cc Single which boasts 15% more displacement, power, and torque than its 250cc predecessor. They have a new slip/assist clutch, revised steering geometry, less weight, and a new LCD meter. The CRF300L Rally, which has a windscreen, handlebar weights, rubber footpeg inserts, a larger front brake rotor, more seat padding, and a larger fuel tank (3.4 gallons vs. 2.1) than the CRF300L, has a base price of $5,999 (add $300 for ABS), weighs 333 pounds, and has a 35.2-inch seat height.
The Honda CRF450L debuted for 2019, bringing CRF450R motocross performance to a street-legal dual-sport. Its lightweight, compact, liquid-cooled 449cc single has a 12:1 compression ratio and a Unicam SOHC valve train with titanium valves. For 2021, Honda added an “R” to the model name (CRF450RL), lowered the price to $9,999 (from $10,399), revised the ECU and fuel-injection settings for better throttle response, and added new hand guards and fresh graphics.
The Gold Wing has been Honda‘s flagship touring model for more than 40 years. It entered its sixth generation for the 2018 model year, with a complete overhaul to the GL1800 platform that made it lighter, sportier, and more technologically advanced. The standard Gold Wing (above) and trunk-equipped Gold Wing Tour (below) won Rider‘s 2018 Motorcycle of the Year award. Gold Wing updates for 2021 include a suede-like seat cover, colored seat piping, audio improvements, and red rear turnsignals. Pricing starts at $23,800 for the Gold Wing and $25,100 for the Gold Wing DCT (with 7-speed automatic Dual Clutch Transmission).
2021 Honda Gold Wing Tour DCT (Photo by Drew Ruiz)
Updates for the Honda Gold Wing Tour include the same ones listed above for the standard Gold Wing: a suede-like seat cover, colored seat piping, audio improvements, and red rear turnsignals. But the Tour also got a larger top trunk (61 liters, up from 50) that now easily accepts two full-face helmets; total storage capacity is now 121 liters. The passenger seat’s backrest features a more relaxed angle, thicker foam, and a taller profile. Pricing starts at $23,800 for the Gold Wing and $25,100 for the Gold Wing DCT (with 7-speed automatic Dual Clutch Transmission).
Joining the Rebel 300 and Rebel 500 in Honda‘s cruiser lineup for 2021 is the all-new Rebel 1100, which is powered by powered by a version of the liquid-cooled 1,084cc parallel-twin used in the 2020 Africa Twin, which uses a Unicam SOHC valve train and is available with either a 6-speed manual gearbox or a 6-speed automatic Dual Clutch Transmission. Standard equipment includes four ride modes (Standard, Sport, Rain and User, which is customizable), Honda Selectable Torque Control (aka traction control, which has integrated wheelie control), engine brake control, and cruise control. Pricing starts at $9,299 for the Rebel 1100 and $9,999 for the Rebel 1100 DCT.
The latest addition to Honda‘s miniMOTO lineup is the Trail 125 ABS, which is powered by the same air-cooled 125cc Single found in the Grom, Monkey, and Super Cub C125. Like the Monkey and Super Cub, the Trail plays the retro card, pulling at heartstrings for a bike beloved by many decades ago. Just like its forefathers, the 2021 Honda Trail 125 proudly carries on the tradition of being a quaint and understated dual-sport, with a steel backbone frame, upright handlebar, square turnsignals, upswept exhaust, high-mount snorkel, and luggage rack. MSRP is $3,899.
2021 Indian Roadmaster Limited (Photo by Kevin Wing)
For 2021, the Indian Roadmaster Limited gets the larger 116ci Thunder Stroke V-Twin versus the original 111, and it has a modern streamlined fairing, open front fender, and slammed saddlebags. As a premium touring model, the Roadmaster Limited also gets Indian’s heated and cooled ClimaCommand seats and other upgrades. Pricing starts at $30,749.
Like the Honda CRF300L above, Kawasaki‘s entry-level dual-sport got a displacement boost, which warranted a name change from KLX250 to KLX300. The 2021 KLX300 makes more thanks to a larger 292cc Single, which is liquid-cooled, fuel-injected, and has DOHC with four valves. It also uses more aggressive cam profiles, making it livelier than its predecessor. All of that is paired to a 6-speed gearbox and 14/40 final drive. Pricing starts at $5,599. And joining the KLX300 is a supermoto version, the KLX300SM (below).
Joining the KLX300 dual-sport (above) in Kawasaki‘s 2021 lineup is an all-new supermoto version, the KLX300SM. It has street-oriented 17-inch wire-spoke wheels and IRC Road Winner RX-01 rubber, and the suspension is stiffer with slightly abbreviated travel. The KLX300SM also has taller final-drive gearing and a larger front brake rotor. Pricing starts at $5,599.
Speaking of supermoto, KTM‘s track-only, race-ready 450 SMR is back for 2021. Using the 450 SX-F motocross racer as its foundation, the SMR shares its 63-horsepower 450cc single-cylinder SOHC engine, lightweight steel frame, and cast-aluminum swingarm. To suit its supermoto purpose, wider triple clamps with a 16mm offset accommodate tubeless Alpina wheels (16.5-inch front and 17-inch rear) fitted with ultra-sticky Bridgestone Battlax Supermoto slicks. The WP Xact suspension is updated, reducing suspension travel to an ample 11.2 inches in the front and 10.5 inches in the rear, lowering the bike’s center of gravity and improving handling. A radially mounted Brembo M50 front caliper squeezes a 310mm Galfer floating rotor to deliver all the braking power you’ll ever need on a bike that weighs just 232 pounds wet. MSRP is $11,299.
We selected the KTM 790 Adventure and 790 Adventure R as Rider‘s 2019 Motorcycle of the Year. Just two years later, KTM has updated the platform. Adapted from the 890 Duke R, the engine now has more displacement, a higher compression ratio, and other improvements. And like the 890 Duke R, the Adventure R has better throttle-by-wire response, a beefed-up clutch and a shortened shift lever stroke and lighter shift-detent spring for faster shifting. Chassis updates include an aluminum head tube, a lighter swingarm, revised suspension settings, and refinements to the braking system. Pricing starts at $14,199.
The limited-edition KTM 890 Adventure R Rally received the same updates as the 890 Adventure R (above), but is loaded with race-spec inspired components. Its development utilized feedback from Red Bull KTM Factory Racing team riders, Toby Price, and Sam Sunderland. Only 700 units of the 890 Adventure R Rally will be produced worldwide, with 200 slated for the North American market. Pricing starKTM 8ts at $19,999.
Powering the 2021 KTM 890 Duke is the same punchy, rip-roaring 889cc parallel-Twin producing a claimed 115 horsepower and 67.9 lb-ft of torque that’s also found in the 890 Duke R and 890 Adventure (above). Shared amongst the middleweight Duke family is a chromoly-steel frame, lightweight one-piece aluminum subframe and cast aluminum swingarm. By using the 889cc engine as a stressed member, the 890 Duke flaunts a mere 372-pound dry weight. We recently completed a comparison test of the 2021 KTM Duke lineup (200, 390, 890, and 1290), which will be posted soon.
2021 Moto Guzzi V7 Stone (Photo by Larry Chen Photo)
On March 15, 2021, Moto Guzzi celebrated its 100th anniversary of continuous production at its headquarters in Mandello del Lario, Italy. One of Moto Guzzi’s most iconic models, the V7, was updated for 2021, and is available in more modern V7 Stone and classic V7 Special versions. Both have a larger 853cc V-Twin derived from engine, variations of which are found in the V9 and V85 TT. They also get reduced effort from the single-disc dry clutch, a stiffer frame, a bigger swingarm with a new bevel gear for the cardan shaft drive, revised damping and a longer stroke for the preload-adjustable rear shocks, an updated ABS module, a wider rear tire, vibration-damping footpegs, and a thicker passenger seat. MSRP for the V7 Stone is $8,990, or $9,190 for the Centenario edition (shown above).
The 2021 Moto Guzzi V7 Special gets the same updates as the V7 Stone above. Whereas the V7 Stone has matte finishes, a single all-digital gauge, black exhausts, cast wheels, and an eagle-shaped LED set into the headlight, the V7 Special is classically styled, with spoked wheels, chrome finishes, dual analog gauges, and a traditional headlight. MSRP is $9,490.
For 2021, the Moto Guzzi V85 TT gets some updates to its air-cooled 853cc 90-degree V-Twin. The revised powerplant offers more torque at low to midrange rpm thanks to optimized lift of the pushrod-and-rockers timing cams and tweaks to the engine control electronics. New spoked rims now mount tubeless tires, reducing unsprung weight by 3.3 pounds for better handling and facilitating plug-and-go flat repairs. Two new riding modes—Sport and Custom—join the existing three (Street, Rain, Off-road) to provide more flexibility in managing throttle response, traction control and ABS to suit rider preferences. Cruise control and the color TFT instrument panel also come standard. The 2021 V85 TT Adventure ($12,990) has standard saddlebags. The 2021 V85 TT Travel ($13,390) includes a Touring windscreen, side panniers from the Urban series, auxiliary LED lights, heated hand grips, and the Moto Guzzi MIA multimedia platform.
For 2021, the Royal Enfield Himalayan adventure bike, which is powered by an air-cooled 411cc Single, get several updates, including switchable ABS to help riders when riding off-road, a revised rear brake that is said to improve braking performance, a redesigned sidestand, and a new hazard light switch. MSRP is $4,999.
2021 Royal Enfield Meteor 350 (Photo by Kevin Wing)
For 2021, the Royal Enfield family gets a new addition — the Meteor 350, a light, affordable cruiser powered by an all-new air-cooled 349cc single with SOHC actuating two valves. Available in three budget-friendly trim packages, variants include the base-model Fireball ($4,399) with a black exhaust system; the Stellar ($4,499), with a chrome exhaust and a passenger backrest; and the Supernova ($4,599), which adds a windshield and a two-tone paint scheme.
2021 Triumph Speed Triple 1200 RS (Photo by Kevin Wing)
Triumph‘s Speed Triple is one of the original hooligan bikes. It has evolved over the years since its introduction in 1994, and for 2021 the Speed Triple 1200 RS is the lightest, most powerful, highest-spec version yet. Its all-new 1,160cc Triple (up from 1,050cc) makes 165 horsepower at the rear wheel, and the RS is equipped with state-of-the-art electronics, fully adjustable Öhlins suspension, Brembo Stylema front calipers, and much more. Pricing starts at $18,300.
2021 Triumph Tiger 850 Sport (Photo by Kevin Wing)
The 2021 Triumph Tiger 850 Sport, a street-focused adventure bike powered by the same liquid-cooled 888cc in-line triple as the Tiger 900 models, but it has been detuned to 82 horsepower at 8,400 rpm and 58 lb-ft of torque at 6,700 rpm at the rear wheel, as measured on Jett Tuning‘s dyno, which is about 10 horsepower lower. To keep the price down, Triumph also reduced the number of ride modes to two (Road and Rain) and limited suspension adjustability to rear preload. But this is no bargain-bin special. It has Marzocchi suspension front and rear, and it has Brembo brakes, with Stylema front calipers and a radial front master cylinder. ABS is standard but not switchable, and traction control is also standard but is switchable.
The 2021 Triumph Trident 660 is a triple-cylinder-powered roadster in the the twin-cylinder-dominated middleweight class. It’s powered by a liquid-cooled, DOHC, 660cc inline-Triple making a claimed 79.9 horsepower at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm, and it is equipped with ABS, switchable traction control, and selectable ride modes. MSRP is $7,995.
Updates for 2021 to the Yamaha MT-07, its best-selling middleweight naked sportbike, include revisions to the 689cc liquid-cooled CP2 (Cross Plane 2-cylinder) parallel-Twin engine to meet Euro 5 regulations and to improve low-rpm throttle response. The MT-07 has a new 2-into-1 exhaust, revisions to the 6-speed gearbox to improve shifting feel, LED lighting all around, new instrumentation, revised ergonomics, and new styling that brings it closer in appearance to the larger MT-09 (below). Base price is $7,699, and three color choices are available: Storm Fluo, Matte Raven Black, and Team Yamaha Blue.
Now in its third generation, fully 90% of the Yamaha MT-09 naked sportbike is new for 2021. Its has an entirely new 890cc CP3 (Cross Plane 3-cylinder) inline-Triple engine, a thoroughly updated and significantly stiffer chassis, state-of-the-art electronics, and a fresh look that results in the most refined MT-09 yet. The base price increased by $400 to $9,399, but the four extra Benjamins are worth it. The MT-09 is available in Storm Fluo (shown above), Matte Raven Black, and Team Yamaha Blue. There’s also an MT-09 SP ($10,999) with exclusive special-edition coloring, premium KYB and Öhlins suspension, and cruise control.
After being teased for several years, Yamaha‘s highly anticipated Ténéré 700 adventure bike made its U.S. debut in the summer of 2021, bringing some excitement during a challenging pandemic year. It’s powered by the versatile 689cc liquid-cooled CP2 (Cross Plane 2-cylinder) parallel-Twin engine from the MT-07 (above), modified for adventure duty with a new airbox with a higher snorkel, a revised cooling system, an upswept exhaust, and a final gear ratio of 46/15 vs. 43/16. The rest of the bike is all-new, including the narrow double-cradle tubular-steel frame, triangulated (welded-on) subframe, double braced steering head and aluminum swingarm, adjustable long-travel suspension, switchable ABS, and more. Base price is $9,999 and its available in Ceramic Ice, Intensity White (shown above), and Matte Black.
Now in its third generation, Yamaha’s middleweight sport-tourer — now called the Tracer 9 GT — is new from the ground up for 2021. It has a larger, more powerful engine, a new frame, and a state-of-the-art electronics package that includes semi-active suspension. With these updates comes a higher price, and MSRP is now $14,899. It’s available in Liquid Metal (shown above) and Redline.
New for 2021, Zero has taken the existing frame from the FX and added a redesigned body. The starkly modern, supermoto styling is very similar in appearance to the FXS – tall, slim and sporting a raised front mudguard. However, the FXE is capable of a claimed 100-mile range on a full battery charge and costs $11,795, which can be bought down to around $10,000 depending upon available EV rebates and credits.
Compared to many of its heavier, more expensive competitors the FXE is a lightweight and thrilling runabout, and what it gives up in range it makes up for in accessibility and potential for fun. The FXE makes for a credible commuter bike, capable of taking to the highway but ideal to zip around town on.
The new Tuono V4 Factory is still an out-and-out hypernaked sport-bike, with upgraded suspension and new electronics. (Photos by Larry Chen Photo)
It was a glorious morning in Pasadena, California, and the huge windows overlooking historic Colorado Boulevard bathed Aprilia’s Advanced Design Center office in natural light. Miguel Galluzzi, whom many credit with saving Ducati when he designed the groundbreaking and immensely popular Monster, sat impassively as the room filled with journalists. Galluzzi is also the designer responsible for Aprilia’s RSV4 and Tuono V4 models, which take full advantage of the extremely compact and powerful 1,077cc V4 engine.
Galluzzi explained that the Advanced Design Center allows his team to sit at the heart of the North American market, where proximity to a diverse group of riders and their viewpoints can be fed directly into their design process, fresh and unfiltered. The latest CAD technology and 3D printing allow design ideas inspired by feedback, coupled with cutting-edge advances trickling down from Aprilia’s factory racing team, to be prototyped and tested more efficiently than ever.
The two models – Tuono V4 Factory on left, Tuono V4 on right – are almost identical on paper, but offer different experiences.
The result, we are told, are the most advanced Tuono models yet, a combination of incremental updates designed to improve handling and accommodate a broad spectrum of riders’ needs. The V4 engine is now Euro 5 compliant, and with some tweaking Aprilia has managed to match the outgoing model’s performance. Claimed peak horsepower is 175 at 11,350 rpm and maximum torque is 89 lb-ft at 9,000 rpm.
Influences from the racetrack include a redesigned fairing with integrated winglets and enhanced geometry to improve handling at the limits, as well as a new inverted swingarm designed to improve traction at the rear wheel. The updated seat is wider, longer, and surprisingly comfortable. A new sculpted fuel tank looks gorgeous and maintains the same 4.9-gallon capacity. The Tuono V4 gets an improved 5-inch TFT dash and new switchgear. The headlight array features the triple LED headlight and a DRL configuration common to the rest of the Tuono line, with the addition of cornering lights.
The Tuono V4 is designed to take you further, with all the thrills, added comfort, and even luggage, if required.
Despite being nearly identical on paper, the new Tuono V4 models are quite different in terms of experience. Track rats will be happy to hear that the V4 Factory model is still an out-and-out naked maniac, and is the more expensive, track-focused of the two. The street-focused Tuono V4 represents a new direction, designed to go places carrying more than just a rider and a bare minimum of gear.
The Factory version is now fitted with Öhlins Smart EC 2.0 semi-active suspension and a new Magneti Marelli ECU, controlling fueling and a full suite of electronics. Four times faster than the previous ECU and fully integrated via ride-by-wire throttle and a six-axis IMU, the new setup promises more precise and programable handling for road and track. There are three preset and three track-oriented, user-programmable riding modes, and a host of adjustable rider aids, including traction control, wheelie control, launch control, engine mapping, engine braking, cornering ABS, cruise control, and an up/down quickshifter.
The Tuono V4 is billed as a naked, but a minimalist fairing now incorporates racing inspired winglets.
Siting astride the Factory, it feels much more compact than might be expected from a liter bike. The body position is definitely sporty, but the wide bars and seat feel roomy, even for my 6-foot 2-inch stature. Setting off in Tour mode, within the first few miles the V4 Factory somehow feels familiar. Even on the highway leading us to the twisty mountain roads, it is impossible to completely open the throttle for more than a moment before running out of road, and any true test of the Factory model would require a racetrack.
Throttle response is immediate but initial ham-fistedness is miraculously smoothed out before I can get myself into trouble and I throw the Tuono into the turns with some confidence. Steering is light yet purposeful and exact, the front wheel holding its line despite less-than-perfect surface conditions. A single pop on the downshift raises a smile, and ballistic acceleration on corner exits, accompanied by one of the most fantastic, raspy exhaust notes ever to erupt from a stock can, leaves me grinning like an idiot.
The Tuono V4 Factory is nimble and precise, even on less than perfect roads.
The Factory is fitted with Brembo’s M50 monoblock front calipers, which offer progressive feel and no want of braking capability. With my knees firmly pocketed in the sculpted tank I can keep my weight off the bars, gripping the bike with less effort, and lean into corners with a connected conviction. The V4 Factory’s comfort and ergonomics compare quite well to rivals like the KTM 1290 Super Duke R and Triumph Speed Triple 1200 RS, yet its sportbike credentials remain intact.
The standard Tuono V4 feels similar. Slightly raised handlebars make for a less aggressive stance. Despite lower pillion pegs, the rider’s footpegs are identically placed on both models, providing plenty of clearance but also a potential source of fatigue over long distances. A slightly larger fly screen and upper fairing, a practical pillion seat, grab handles, and optional luggage all make for a hyper-naked sport-tourer, with a heavy emphasis on sport.
Performance is identical to the Factory model, and the standard model will make a capable track-day machine if required. Its taller top gear makes for comfortable, economical highway cruising, as you make your way to the next winding backroad. The standard comes equipped with fully adjustable Sachs suspension, front and rear, but on the road, its handling is fairly close to that of the Factory.
The new Tuono V4 and Tuono V4 Factory are intoxicating motorcycles. They offer astounding power in a compact, lightweight chassis that is exhilarating. And yet, thanks to its suite of adjustable electronics, they are both rewarding and manageable. And one can never forget – or grow tired of – the machine-gun salute connected to your right wrist. While the Factory will keep the Tuono faithful satisfied, the standard model will open up the Tuono range to a host of new riders, who, like me, actually want to go places and bring more than just our wallet and smartphone.
The new Tuono has a broader appeal. Track enthusiasts will love the factory for its suspension and formidable array of programable settings, while sports riders who like to cover miles can now add the Tuono V4 to their list of possibilities.
2021 Tuono V4 / Tuono V4 Factory Specs
Base Price: $15,999 / $19,499 Website:aprilia.com Engine Type: Liquid cooled, transverse 65-degree V-4, DOHC w/ 4 valves per cyl. Displacement: 1,077cc Bore x Stroke: 81.0 x 52.3mm Horsepower: 175 @ 11,000 rpm (claimed, at crank) Torque: 89 lb-ft @ 9,000 rpm (claimed, at crank) Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: X-ring chain Wheelbase: 57.1 in. Rake/Trail: 24.8 degrees/3.9 in. Seat Height: 32.5 in. Wet Weight: 461 lbs. Fuel Capacity: 4.9 gals.
The 2021 Yamaha Tracer 900 GT – Finished in Liquid Metal
Now in its third generation, Yamaha’s middleweight sport-tourer — now called the Tracer 9 GT — is new from the ground up. It has a larger, more powerful engine, a new frame, and a state-of-the-art electronics package that includes semi-active suspension. With these updates comes a higher price, with MSRP now $14,899.
The 2021 Yamaha Tracer 900 GT – Finished in Redline
As the platform has evolved so has its name, starting with the original FJ-09 in 2015 and continuing with the Tracer 900 GT in 2019. For the latest update, the Tracer 9 GT gets a lightweight aluminum frame made using the latest casting technology to strategically reduce bulk. Like its predecessors, the new Tracer uses the inline triple from the MT-09, which is lighter, more fuel-efficient, and complies with Euro 5 emissions standards. An increase in displacement (890cc, up from 847cc) should yield more power and torque, though Yamaha does not quote figures. D-Mode now offers four presets for varying throttle response and power. The 6-speed transmission has an assist-and-slipper clutch and a new quickshifter.
Yamaha Tracer 900 GT – Side cases come standard
The focus on weight reduction continues to the longer, lighter, and stiffer swingarm, resulting in a slightly increased wheelbase, which should improve stability and traction, and new forged aluminum wheels also reduce unsprung mass for improved handling. Curb weight has been reduced by 18 pounds to a very reasonable 485 pounds.
The Tracer 9 GT gets a new lightweight aluminum frame and a newly designed engine.
The use of new technology wasn’t limited to design and development. The new Tracer 9 GT is fitted with an integrated electronic control package, enabling Yamaha to incorporate a number of new features. This includes a 6-axis IMU that continually feeds data to the new KYB semi-active suspension, which electronically adjusts rebound and compression damping in the fork and rebound in the rear shock in real-time to suit the terrain and conditions. It also stabilizes the chassis under braking and acceleration and offers two modes (Sport and Comfort).
The new Tracer GT gets KYB semi-active suspension
The IMU also feeds data to the new rider aids which can be adjusted to preference or completely turned off, these include lean angle-sensitive traction control, slide control, wheelie control, and cornering lights. The ABS is newly equipped with a brake control system, and riders can choose between two levels of intervention. Yamaha’s YCC-T throttle-by-wire system now includes Accelerator Position Sensor Grip (ASPG), which uses a sensor and a magnet to detect throttle opening and send corresponding signals to the throttle valves. ASPG uses a spring, slider, and gear to produce variable resistance to the grip creating a natural throttle feel. An additional D-Mode has been added providing four preset running modes that adjust throttle response and power. Cruise control and heated grips are standard.
The tracer 900 GT is equipped with two 3.5-inch TFT displays
As with the previous model, dual 298 mm discs provide the bulk of the stopping power, now with the addition of a new radial Nissin master cylinder, which promises a more linear supply of hydraulic pressure for excellent controllability.
The 2021 Tracer 900 GT is fitted with full LED and cornering light system.
Riders of various sizes will appreciate the Tracer 9 GT’s new adjustable footpegs, which along with the dual-height seat and adjustable handlebar on the previous model allow ergonomics to be customized.
With cruise control, a large windscreen, and standard hard saddlebags, the 2021 Yamaha Tracer 9 GT is ready to hit the road. It’s available in Liquid Metal or Redline for $14,899, and it’s in dealerships now.
2021 Yamaha Tracer 9 GT Specs
Base Price: $14,899 Website: yamahamotorsports.com Engine Type: Liquid-cooled, DOHC, inline 3-cylinder w/ 4 valves per cyl. Displacement: 890cc Bore x Stroke: 78.0mm x 62.1mm Transmission: 6-speed; multiplate assist and slipper clutch Final Drive: Chain Wheelbase: 59.1 in. Rake/Trail: 25.0 degrees/4.3 in. Seat Height: 31.9/32.5 in. Wet Weight: 485 lbs. (claimed, does not include side cases) Fuel Capacity: 5.0 gals.
The Kawasaki 650 LT received its last major update in 2015 and with ample storage capacity, a friendly parallel-twin engine, as well as an agile chassis — this middleweight sport-touring machine still entices. Photos by Kevin Wing.
When the current generation of Kawasaki’s Versys 650 LT appeared on the scene in 2015, the motorcycle landscape was a different place. Things like full-color TFT instrument panels, ride-by-wire throttles, and electronic aid packages with IMUs were reserved for an elite class. Today, those features are all but ubiquitous among liter bikes in nearly every category. They have even begun trickling down to select middleweights. Heck, the latest Kawasaki Ninja 650 has a TFT display with Bluetooth connectivity.
In a rapidly advancing world, the Versys 650 LT has studiously marched on, gaining a devout following for its affordability and utility. Its basic analog and LCD dash works well enough — the first LT came out long before ride modes were a twinkle in an engineer’s eye for this segment. Modern LED headlights would be an improvement over its halogen bulbs. The 649cc parallel-twin engine is eager and astoundingly dependable while missing some of the excitement seen in competitors. All of that is mated to a compliant chassis that’s proven itself in commuting and touring roles.
A basic analog and LCD instrument panel is easy to read, including helpful features like a gear indicator. Simple and effective.
What I’m describing isn’t the flashiest model with the latest whiz-bang gadgetry; although ABS is standard, the 2020 Kawasaki Versys 650 LT is a blue-collar workhorse — a bike of the people.
Two essential features define the LT model: hand guards and key-matched, quick-release 28-liter hard saddlebags that will hold a full-face helmet in each side. That’s plenty of storage for trips, short and long.
With a wet weight of 501 pounds, the 650 LT is commendably agile, tipping into corners easily. A slightly stiffer suspension setup would boost chassis confidence.
Saddle up on the 650 LT, and you’re met with a bolt upright, neutral riding position, and riser handlebars that elevate your arms comfortably. Interestingly, the seat height is a somewhat lofty 33.1-inches, but the pleasantly plush saddle and compliant suspension squish down, allowing my 32-inch inseam to plant my feet on the deck. Also, Kawasaki has done a decent job of keeping the Versys 650 LT chassis at a trim width, further aiding the plight of shorter riders. Toss in the adjustable windscreen, standard hand guards and decently sized fairing, and the rider is adequately protected from the elements on long rides or short. From the handlebars to the footpegs, just about every touch point is rubber damped or counter-weighted, whittling the engine’s vibrations down to a tolerable minimum.
The Versys’ beating heart is a 649cc DOHC parallel-twin powerplant, which churned out a respectable 63.2 horsepower at 8,700 rpm and 43 lb-ft of torque at 7,300 rpm on the Jett Tuning dyno. There are more powerful machines out there, yet I’d wager that this level of performance is about what most riders need. It’s approachable, welcoming and never overwhelming, happy to chow-down miles at freeway speeds or plod along in traffic — made that much easier by the light slip-assist clutch.
The 649cc proven parallel-twin engine provides tractable, predictable power that’s approachable, along with stout reliability.
Tractability is the name of the game on the 650, building power predictably and progressively until plateauing in the upper rev-range. There is some low-end grunt to be had, while ample mid-range power steals the spotlight’s attention. The 180-degree crank layout and pitter-patter exhaust note don’t exude performance by any stretch of the imagination. Still, the engine has a pleasing personality, revving up quickly once you crack the whip, capable of eking out more than an approving smirk. The only hiccup in the works is abrupt initial throttle response.
The LT’s sporty 6-speed transmission certainly gets a workout in the twisties, and you’ll also have the assist and slip clutch to help prevent wheel hop, should you bang down through the gears with too much gusto.
The conventional headlight setup does its best, but riders would benefit from an LED upgrade.
I suspect that many find the Versys 650 LT’s cooperative handling to be a high point, and I count myself among that group. Tipping the 650 into corners requires little to no effort, and it does so nicely, which is impressive considering its sizeable 501 pound wet weight. In urban and canyon environments, its adept flickability is one of its outstanding characteristics, paying dividends for novice and intermediate riders alike.
The 41mm fork with adjustable spring-preload and rebound damping and the shock featuring a snazzy spring-preload adjuster hide all of the road’s maleficence quite well, thanks to a relatively soft setup, though it’s unusual for a rear shock on a sport-touring bike to lack rebound damping adjustment. Still, to the potholes in the urban sprawl, phooey, I say!
28-liter hard cases are standard and fit a full-face helmet. They’re also incredibly easy to install and remove.
Of course, that is a setup choice done in the name of comfort. There is a downside: when faced with rough tarmac while cornering or correcting lines at pace, some nervousness is felt through the front end, which could be quelled by beefing up the springs and damping circuits. Luckily, the rear doesn’t suffer from the same issues.
The positives and negatives of the chassis are underscored on the wonderfully diverse stretch of tarmac known as California Route 58. The 650 LT’s agility shines when whipping through the winding sections of road, while riders with sportier desires may want a tauter chassis, less prone to fidgeting when leaned over on the edge of the tire. On abused sections of highway, the cushy suspension setup pays off in outright comfort.
Between the adjustable windscreen, hand guards and ample fairing, the 650 LT offers good wind protection.
Dual 300mm discs and 2-piston calipers in the front handle braking duties, providing decent stopping power and adequate feel. In the rear, a basic 1-piston caliper and 250mm disc are useful for line correction or low-speed maneuvering.
After a respectable run, the 2020 Kawasaki Versys 650 LT still has a solid foothold in its segment — it isn’t long in the tooth quite yet, but it is on its way. There is some salt and pepper in its hair concerning its technological offerings, yet even now it remains a good platform. Priced affordably and capable of filling multiple roles, the Versys 650 LT checks quite a few boxes for riders, making it a commendable workhorse.
The Ninja 1000SX’s blade is sharper than ever in 2020, with several key refinements.
All right, so you want to go far but you also want go fast, and you need some carrying capacity and comfort while doing it. Asking the world, aren’t we? Maybe your supersport days are behind you, although not too far, and only street riding is on the menu now. Ah, friend, then you’re looking for a true sport-touring machine like the 2020 Kawasaki Ninja 1000SX.
Now, let’s complicate this further. You also want IMU-supported cornering ABS and traction control, ride modes, cruise control, an up/down quickshifter and a full-color TFT display. Those amenities are easy to come by on the upper end of the sport-touring segment, where MSRPs have risen without remorse. But you’re not like most customers; you want it all at a reasonable price.
Seating position is fairly relaxed and upright, and this year’s slightly taller seat creates less knee bend.
The Ninja 1000SX is a machine that’s received continual honing on the engineering whetstone with subtle but crucial updates, and now, it’s been refined to a sharp point. This year, engineers focused on improving throttle response, handling, suspension, and rider and passenger comfort, while also tossing in an up/down quickshifter, cruise control and a TFT display…with only a $200 increase in the list price.
Sitting at the heart of the Ninja 1000SX is a lovely, torque-rich 1,043cc in-line four-cylinder engine. Internally, this is the same powerplant in the previous model, but now it boasts new electronic throttle valves and a throttle sensor to make its throttle-by-wire virtually faultless in any mode.
Put the Ninja into one of four ride modes: Sport, Road, Rain (low power) or a customizable Rider mode, and the Kawi’s lump will eagerly grab you by the scruff with its notable low-end grunt. From there, the massive mid-range takes over and leads you into serious top-end power that will see you quickly hauling the mail in comfort. On the Jett Tuning dyno the 1000SX churned out 124.3 horsepower at 9,500 rpm and 75.4 lb-ft of torque at 8,000 rpm at the rear wheel. Therefore fret not, recently retired sportbike rider—you can still land yourself in front of a judge easily.
The Ninja 1000SX’s in-line-four is a smooth runner, too, thanks to twin counterbalancers, and now revised camshaft profiles have also reduced tappet noise. What truly hides engine buzz now are new dampers beneath the seat, turning the formerly buzzy SX into something quite serene.
New three-piece fairings take inspiration from the H2 and ZX-10 sportbikes, turning up the drama. Graphic decals help keep the MSRP low but paint quality is top-notch.
All of the aforementioned mid-range puff takes a load off the new up/down quickshifter, since you’re able to settle into a gear and simply work the grip. The quickshifter itself shifts commendably on the upshift, letting you bang through that slick six-speed gearbox, but can lurch a tad when auto-blipping at lower rpm. Clutch pull at the adjustable lever is nice and light thanks to the slip-assist clutch, which also helps make sure things don’t get squirrely during aggressive downshifts.
To help the bike meet Euro 5 emissions regulations the intake and exhaust have been updated, beginning with two shorter 45mm intake funnels on cylinders one and four. Coupled with that change is an all-new 4-2-1 exhaust system that has additional catalyzers to ensure emissions standards are met and ditches the dual muffler setup, saving a claimed 4.4 pounds.
Stable and planted —those are the hallmark traits of the 1000SX when on the edges of the new Bridgestone Battlax S22 rubber.
Kawasaki’s Bosch IMU-supported rider aid package is up to snuff with the best of them, featuring cornering ABS (KIBS) and lean-angle-sensitive traction control (KTRC). Save for a bit of overzealous ABS intervention while trail braking in corners, those systems work as intended. TC can be disabled in the Rider mode, but ABS cannot, per Euro 5 requirements.
I will gripe about the actual selection of ride modes, as it takes an inordinately long time to complete when riding. Press and hold the mode button for one-Mississippi and do be sure to annunciate. Touch the throttle in any way and the process is interrupted with no indication. On most bikes these days, the indicated ride mode blinks or the rider is instructed to close the throttle to confirm the selection.
Large, easy to use controls make navigating the menu simple, but the time it takes to switch ride modes need to be shortened.
While on the subject of electronic doodads, we can speak about the 4.3-inch full-color TFT display that indicates everything you could ever want, along with maximum lean angle and brake pressure, for a bit of extra fun. It also supports Bluetooth connectivity. Tech savvy riders will be interested in Kawasaki’s Rideology app, which once paired to your bike features a riding log complete with your route, trip and bike telemetry data. Owners can also customize motorcycle settings as well.
The Ninja 1000SX’s communicative aluminum parameter chassis and sporty 56.7-inch wheelbase are unchanged, but in order to improve the SX’s handling, rake and trail have been tightened up slightly to 24 degrees and 3.9 inches. The updated 1000SX tips in with more eagerness than before, especially at low speed, which it definitely needed. Tight, slow twisties don’t impede the 1000 like they used to and it still holds a line beautifully, with loads of front-end feel.
Bright LED headlights are now standard.
Low-speed bleed ports have been added to the damping circuits of the fully adjustable 41mm Showa fork, relieving negative pressure during an initial hit and making the ride that much more plush. In the rear, a Showa Horizontal Back-Link shock featuring a remote preload adjuster and rebound damping adjustment helps keep the bike in shape.
In practice, the Showa kit offers up a luxurious ride, hiding everything except the most egregious of compression bumps from your senses. It also does a good job of keeping the bike’s 512-pound wet weight in control while cranked over on its seriously grippy new Bridgestone Battlax S22 tires. The shock, in particular, might protest if you start reliving your superbike days—but you aren’t giving up much, and I bet you can guess who will fare better on the ride home.
Kawasaki ditched the petal-style rotors for 2020, improving braking performance.
Kicking the fit-and-finish up a notch is a freshly designed ZX-10R-inspired three-piece fairing set with integrated turn signals. This update paved the way for a new four-position windscreen that achieves a more vertical position. Just don’t try to adjust it while riding, as the release button is precariously placed between the upper triple clamp and instrument panel. In the uppermost position, it directs air toward the top of my helmet on my 5-foot, 10-inch frame—any position below that I felt a good amount of buffeting. Height-blessed riders may want to opt for the taller accessory-touring screen.
Those coming from touring machines with picnic table-sized fairings may feel somewhat exposed on the SX, but I actually enjoy feeling the breeze. The fairings also boast internal venting, redirecting hot air from the rider. It seems to work well on the left side of the bike. On the right side, the clutch cover obstructs airflow if you’re one to tuck your boot against the frame. At temperatures below 90, it wasn’t something I noticed and the bike does well in the heat.
The 1,043cc in-line four cylinder engine is punchy as ever, even with Euro 5 emissions standard compliance.
Of course, we’d be remiss to omit the new LED lighting that provides much more visibility at night. If that night is particularly chilly, the $298.95 accessory heated grips may be to your liking.
Riser handlebars offer a comfortable reach that doesn’t put excessive weight on your wrists and create a riding position residing on the sporting side of neutral. It’s appreciated in the twisty bits and comfortable for freeway mile munching. The comfort hits continue with rider and passenger seats that have been redesigned with denser foam and an improved shape. The seat height is raised marginally to 32.3 inches, which helps reduce knee-bend, making the rider triangle more agreeable on longer outings. There are also accessory low and high seats to help suit your needs.
Twenty-eight-liter saddlebags can stow away full size helmets with a little room to spare.
Long-distance riders will undoubtedly grumble about the lack of a centerstand. Currently, Kawasaki doesn’t offer one, but I say toss a jack stand in the bags and pack a plug kit.
Added to the scrap pile are the former petal-style rotors, which have been replaced with traditional 300mm discs and four-piston Tokico calipers. Feel at the adjustable lever is good, with plenty of power on tap, but could certainly be enhanced by upgrading to steel braided lines. In the rear, a single 250mm disc and single-piston Tokico caliper allow for decent modulation.
The 4.3-inch TFT instrument planel displays everything you need at a glance—in or out of direct sunlight.
The true advantage of a proper sport tourer is its luggage options, and the Ninja 1000SX is equipped with rails to accommodate 28-liter factory saddlebags. At $1,129.95, you’ll get color and ignition key-matched bags that’ll pack away a large size lid when it’s positioned just so. Interestingly, these bags are compatible with all bikes in the Ninja H2 SX and Versys lines. There is an accessory top box option as well, but it can’t be used simultaneously with the side bags due to weight concerns.
Where Kawasaki goes from here with the Ninja 1000SX is something of a conundrum. Save for remedying a few minor quirks, the evolution of the SX is complete. Totally reinventing the SX will undoubtedly drive the price higher, upsetting its appealing cost-to-benefit ratio. For 2020, Team Green has taken a good sport-touring machine and made it a great one, while also ensuring that it’s still one of the best overall values in the segment.
The Kawasaki Ninja 1000SX has been honed to a fine point in 2020 and there’s no better place to experience it than a choice set of twisties.
Nic’s Gear: Helmet: Arai Corsair-X Jacket: Alpinestars GP Plus R V3 Pants: Alpinestars Cooper gloves: Alpinestars GPX Boots: Alpinestars Jam Drystar
2020 Kawasaki Ninja 1000SX Specs:
Base Price: $12,399 Price as Tested: $13,529 (28-Liter Hard Saddlebags) Warranty: 1 yr., unltd. miles Website: Kawasaki Motors Corp., U.S.A.
Engine Type: Liquid-cooled, transverse in-line four Displacement: 1,043cc Bore x Stroke: 77.0 x 56.0mm Compression Ratio: 11.8:1 Valve Train: DOHC, 4 valves per cyl. Valve Insp. Interval: 15,000 miles Fuel Delivery: DFI with 38mm ETV throttle bodies x 4 Lubrication System: Wet sump, 3.2-qt. cap. Transmission: 6-speed, cable-actuated slip- and-assist clutch Final Drive: X-ring chain
Electrical Ignition: TCBI with digital advance Charging Output: 341 watts max. Battery: 12V 8Ah
Chassis Frame: Aluminum twin-spar perimeter w/ engine as stressed member, aluminum subframe & swingarm Wheelbase: 56.7 in. Rake/Trail: 24.0 degrees/3.9 in. Seat Height: 32.3 in. Suspension, Front: 41mm USD fork, fully adj., w/ 4.7-in. travel Rear: Horizontal back-link shock, adj. for spring preload (remote) & rebound damping w/ 5.4-in. travel Brakes, Front: Dual 300mm semi-floating discs w/ opposed 4-piston radial monoblock calipers & ABS Rear: Single 250mm disc w/ 1-piston pin-slide caliper & ABS Wheels, Front: Cast, 3.50 x 17 in. Rear: Cast, 6.0 x 17 in. Tires, Front: 120/70-ZR17 Rear: 190/50-ZR17 Wet Weight: 512 lbs. Load Capacity: 435 lbs. GVWR: 947 lbs.
Performance Horsepower: 124.25 horsepower @ 9,500 rpm (as tested) Torque: 75.40 ft-lbs of torque @ 8,000 rpm (as tested) Fuel Capacity: 5.0 gals., last 1.1-gal. warning light on MPG: 90 AKI min (low/avg/high) 39.6/37.6/33.9 Estimated Range: 185 miles Indicated RPM at 60 MPH: 4,000
BMW has managed to distill the RR’s agility into the XR. You’d be hard-pressed to find a bike in this class as eager to hit the canyons as this one.
California is one of those rare states where you can throw a dart at its map, and the needle’s point is very likely to land on something that two-wheeled enthusiasts will greedily rub their glove-covered hands together over. Luckily, I happen to have a few of those roads in my backyard, namely California State Routes 33 and 58, which will garner a nod of approval from any motorcycle enthusiast.
If you have the time and inclination, a rider can do a nice single-day loop covering roughly 400 miles on these roads. Beginning at the beaches of Ventura, heading through the harsh oil lands of Taft and up to the vast Carizzo Plain, you skirt along the Central California coast before arriving home.
Highway 58 is one of the most diverse stretches of road Central California has to offer and a perfect testing ground for the S 1000 XR.
I set off to take on these well-beaten paths aboard the new 2020 BMW S 1000 XR sport-adventure-tourer, which has a job description up to the day’s task.
This Beemer gets plenty of updates for model year 2020, with refinements aimed at making it lighter, faster, more agile and more user friendly. Although we couldn’t measure a base weight since our test bike was heavily accessorized, BMW claims wet weight is 498 pounds. Even with all of the bolt-ons our XR still tipped our scale at a commendable 511 pounds, giving it a light feeling when lifting it off the kickstand and setting off toward U.S. Route 101.
Preload and compression damping is automatically adjusted, based on your suspension mode.
Views of rolling waves while traveling on scenic 101 north through Ventura will get your neurons firing, especially on a chilly morning. Once in the saddle, I was able to get my first sampling of the 999cc in-line four-cylinder powerplant adapted from the S 1000 RR superbike.
For use in the XR, BMW wanted to make this engine more streetable, so the XR’s lump features a proprietary camshaft design and exhaust manifold aimed at providing more mid-range puff while sacrificing some top-end. To that end, the rev limit is lowered from 14,500 to a more sensible 12,000. BMW stated that its Shift-Cam variable valve timing technology was unnecessary in this application, as it feels that what it gives up in the top-end is made up in the middle.
Gears 3-6 have had their ratios lengthened as well to improve fuel economy, barely working the XR’s engine on the initial freeway drag up Highway 33 and into Ojai, even when you’re riding at a good clip.
This engine has a classic four-cylinder engine feel—a bit of low-end power and palpable mid-range strongly eclipsed by staggering top-end might, kicking off at 7,000 rpm and never relenting until you’re banging off the rev limiter. On the Jett Tuning dyno the XR laid down an eye-opening 158 horsepower at 11,300 rpm and 79 lb-ft of torque at 9,500 at the rear wheel.
An upright, neutral riding position with ample legroom punctuates the XR’s touring potential. This year the rider’s weight is biased more forward slightly, for additional front-end feedback. However, the seat becomes uncomfortable after a few hours.
The fun bits of Highway 33 are where this engine can come into its own, staying above 7,000 rpm to lunge out of corners while winding my way up the mountain. The power delivery is smooth, predictable and completely controllable. While I might appreciate a little more midrange for the sake of street riding, once you’ve cracked the whip and gotten into the thick of the powerband, it’s quite a hoot. I had numerous opportunities to stretch the bike’s legs as I passed the Rose Valley Recreation Area, and the 33 opened up.
You’d be wise to add the optional up/down quickshifter, which works excellently in either direction at anything above 3,000 rpm. A bike of this price really should come with this as a standard feature, though. The XR features the latest Bosch IMU supported rider aids, including cornering ABS, lean angle detecting traction control, wheelie control, and hill start assist. Thanks to the throttle-by-wire, that rider aid package is seamlessly tied to three selectable ride modes; Rain, Road, and Dynamic. If you spring for the optional Dynamic Pro mode, you’ll have the privilege of tailoring or, in some cases, disabling those aids.
With the windscreen in the low position shown here, I noticed some buffetting. Once popped up, the windscreen deflects air well.
Save for a bit of a dead-zone in the throttle when initially releasing the clutch (I even stalled it the first few times), and when rolling on the gas while using cruise control, the throttle connection is good. What is more impressive is that each riding mode represents the level of ABS and TC intrusion that you’d associate with it, making them well suited for their intended purpose.
Once off the mountain, we barreled through a sparse area known as Ventucopa, offering a perfect opportunity to assess the XR’s accommodations. The two-position windscreen creates some buffeting in the lower position, but my 5-foot 10-inch frame gets along with it when raised. The rider triangle is moved up slightly, moving the handlebar position forward 20mm and down another 10mm, along with a new mounting bracket that’s successfully quelled much of the XR’s vibratory tendencies. At high rpm, it’s still felt, but you’ll be entirely too focused on riding. That rider position update also distributes more weight over the front end for better feedback.
The 2020 BMW S 1000 XR has some serious sporting DNA baked in, although BMW hasn’t forgotten the XR’s touring purpose. Wise options such as hand guards, 3-level heated grips, and centerstand will benefit those racking up the miles.
With a lofty 33-inch seat height, a bike like the XR is welcoming to taller riders, and the narrowed chassis helps my 32-inch inseam get the balls of my feet on the ground a little more securely. However, the thinly padded seat is designed for the narrowest of derrieres. It always feels as if I’m sliding into the 5.3-gallon fuel tank, creating serious pressure points and making the first pit-stop at the Santa Barbara Pistachio Company a mandatory one.
Feeling refreshed and with a backpack full of pistachios, it’s time to connect to Highway 166 momentarily before rejoining the 33 and ripping through the sleepy western town of Maricopa and the oil-derrick spotted landscape of Taft. Be sure to top off in Taft, as the 58 has no service stations.
The Santa Barbara Pistachio Company is a staple stop on any ride along Highway 33.
The 58 is as equally diverse as the 33, with tight hairpin corners, fast sweepers and everything in-between. The same can be said of the road quality, which makes it a keen place to discuss the bike’s new chassis and semi-active suspension.
BMW redesigned the XR’s chassis and swingarm, not only lightening but also tightening up its geometry. The wheelbase is a stability enhancing 61 inches while the rake is steepened to 24.9 degrees, and the trail shortened to 4.5 inches, allowing the XR to showcase its impressive agility and greatest strength. It requires virtually no effort to get onto the edge of the tires, at any speed, and transitions just as effortlessly, making the first well-paved dozen miles of the 58 a treat.
With a 33.1-inch seat height, the XR is leggy. BMW does offer tall and low seat options at no additional cost. A suspension lowering kit is available, too.
Suspenders come in the form of an electronically adjustable 45mm Marzocchi fork and Marzocchi single shock. Our test unit boasts the Dynamic ESA Pro upgrade, which gives us the choice of two suspension modes, Road and Dynamic. It also automatically adjusts preload to compensate for the load on start up and can be set in a minimum preload mode as well.
Road mode is the softer damped of the two modes, and is particularly adept for casual riding or long slogs near the Carizzo Plain National Monument but can become bouncy once the pace picks up. Dynamic mode cranks the damping up high, turning the XR into a taught, pointed weapon—at the cost of outright comfort. The more abused sections of the 58 will become taxing.
Another gripe is that there isn’t a manual mode for the suspension. When compared to Ohlins or Showa semi-active systems, we’re often given a manual option that will let riders dial in settings as they see fit, which could have given me a happy medium between Road and Dynamic.
Of course, it’s important to remember that the spring rates are designed to compensate for luggage and passengers (which we didn’t have), and the uncomfortable seat is playing a role in my feelings toward the suspension.
New styling and a two-position windscreen have improved aerodynamics, as well as comfort of the XR. Taller riders may need to opt for the accessory touring windscreen.
After 71 miles on blissful Highway 58, it was time to roll through the quaint town of Santa Margarita and head south on 101 toward Santa Maria. Here you have the choice of slogging two hours down the freeway back to Ventura or breaking off and heading through some choice roads in Central California wine country. To do the latter, get off at Betteravia Road and split off to Foxen Canyon Road.
Darting through the farmland and abrupt 90-degree turns, I relied on the dual BMW-branded Hayes 4-piston calipers and 320mm rotors up front, as well as the matching single-piston caliper and 220mm rotor out back. Feel at the lever is superb, giving me the ability to trail brake deep into the tree-shaded corners of Foxen Canyon Road with confidence. This should come as no surprise, since the XR has always had commendable firepower at the brake lever.
A sportbike in adventure-touring clothing—the 2020 BMW S 1000 XR borrows from the popular RR superbike in more ways than one while retaining its touring chops.
I also made sure to check out the old Sisquoc Store, which is no longer open these days. A staple stop in Sisquoc, the 100-year-old building was long a convenience store, then converted into an antique shop before it closed its doors not long ago. From there, I hooked up with State Route 154 and railed past Lake Cachuma, a stone’s throw away from Santa Barbara and the 101, which would take me back to Ventura.
With the Pacific Ocean on my right, it was time to ponder pricing. At $17,645, the S 1000 XR plays in the luxury-end of the market. That point becomes underlined when we consider that our optioned test unit ballooned to $23,090. Costly, yes, but not out of the norm for bikes in this class. What we get is a sport-adventure-touring motorcycle that’s distilled the lightning-quick agility of the S 1000 RR and translated that to the XR, accompanied by an impressive electronics package, and an engine with silly amounts of top-end power (although, I would happily trade some of it for more midrange.) Seat comfort is the Achilles heel of this otherwise impressive bike.
The Sisquoc Store is more than a century old. Its doors are no longer open, but it’s always worth a look.
What was this Model X? Collier & Sons began building bicycles in the 1800s, and then moved on to the motorized version, first budying engines to put into homebuilt frames and then building their own V-twin in 1912. After father died in 1926 the sons decided to take the company public and changed the name to Matchless Motor Cycles (Colliers) Ltd. In 1929 the 982cc (actual size) sidevalve V-twin was designated as the Model X—which was the predecessor to the Model X Sports Tourist that we are covering here. This long-wheelbase bike with a heavy frame was mostly sold to the sidecar crowd—which was mainly families in that time of the Great Depression: mom on the back, two kids and the dog in the hack.
Move forward seven years, the Depression was easing, and in time the X became the X/2, followed by the X/3 and X/4, each with very minor changes. 1937 rolled in and Matchless decided to make major changes, lightening and shortening the chassis and calling it the Model X Sports Tourist, putting it more in line with the sporting desires of the solo rider. Maybe this was the first sport-touring bike on the market.
The new X had 57 inches between the axles. By comparison, two famous Brit V-twins of the era, like the Vincent, had 56.5, and Brough-Superior, 59. The frame was a full-cradle, with twin downtubes attached to a pair of arms that supported the engine and transmission, continuing on to be part of the rigid rear end—pretty much standard for the day. An excellent Brampton girder fork sat up front, with the links forged and not stamped. Two large rotary friction dampers were on the sides, focused on vertical movement—the 1930s equivalent of air-adjustable fork legs. A third very traditional damper, which many readers will have seen on telescopic forks, was above the steering head to control sideways movement.
All of this was done to improve handling, with the steering reputed to be light, precise and accurate. As one 1937 road test reported, the bike “…laid over in fast corners without any sign of snaking or wandering.”
Wheels were both 19 inches, with a 3.25 tire on the front, a 4.00 on the rear. Braking was effected by narrow eight-inch drums with single leading shoes, and while the tester called them good, that would hardly apply today. Back then traffic was light, and riders were taught to think far ahead.
Handling was one thing, power was another. The bore and stroke was perfectly square, at 85.5 mm, and the compression ratio was 5.5:1. The two cylinders had an included angle of 50 degrees, and were slightly offset to allow the two connecting rods to sit side by side on the crankshaft. The cylinder heads had been modified to improve combustion, and thus create a little more power. A single Amal carburetor, with remote float bowl, sat on the left side of the engine.
At the base of the cylinders, on the right side, two shiny aluminum rectangles provided access to the pushrods for adjustment purposes. It was a dry-sump engine, with the oil tank beneath the rider’s saddle having a piecrust filler cap, easy to grip. A rotating plunger pump made sure the oil went where it was supposed to go.
A Lucas magneto in front of the cylinders and a dynamo sitting above the gearbox provided electricity. The mag provided spark to the two plugs, while the dyno kept a six-volt battery charged, and a large headlight showed the way at night. The taillight was adequate, but apparently Matchless was not much interested in brake lights.
Some 25 horsepower (estimated) went out to the single-row primary chain, and back to a Burman clutch. The polished round panel on the primary case could be easily removed if any clutch adjustment was needed. It controlled access to the four-speed Burman transmission, with another chain going back to the rear wheel. Of course, adjusting the primary chain meant moving the gearbox and then adjusting the main chain as well. Bikes of yore were labor intensive.
Lots of painted metal, with the two fenders and toolbox, along with the gas tank. The sprung seat provided adequate comfort if the road was not too bumpy. In the center of the 3-gallon gas tank sat the ignition switch, a trouble light, ammeter and a chrome cover for the missing optional clock. In 1938 Matchless changed its name to Associated Motorcycles Ltd. after buying the Sunbeam motorcycle company, and the “M” badge sprouted wings.
Performance was acceptable, considering the old design. A reviewer wrote that as soon as the bike got under way “… the rider forgets that he is astride a heavyweight machine.” The X could reach 70 mph in the standing quarter-mile and had a top speed of about 80. Which brings to mind the fact that George Brough used a modified Matchless engine in his SS80 Brough-Superior. Brough sold his machines for 90 pounds, whereas the Matchless version was less than 70 quid.
However, the Triumph Speed Twin and BSA Gold Star single both appeared in the late 1930s, 500cc OHV bikes that weighed 100 pounds less than the X, put out roughly the same power, and consequently could dance around this flathead 990cc.
World War II began in 1939, and the factory turned to making 350 singles for the military. Leftover parts saw a few X models being built in early 1940, and the model was not resurrected after the war.
1937-1940 Matchless Model X Sports Tourist Photo Gallery:
Ready for some fun riding? The Yamaha Tracer 900 GT and BMW F 900 XR combine the useful power of table-flat torque curves with mostly upright, comfortable seating and good wind protection, suspension, brakes and handling. Photo Credit: Kevin Wing.
The 2020 BMW F 900 XR vs. Yamaha Tracer 900 GT Comparison Test was originally published in the June 2020 issue of Rider Magazine.
Motorcycles that start out as naked or standard models often inspire their manufacturers to build a complementary touring, sport-touring or sport-adventure version before very long. The Honda Gold Wing’s lineage is probably the most familiar example, but I could cite countless others from the mid-1970s to the present day. Attracting more and new customers is the objective of every motorcycle design, so whether going the touring route with a standard bike is to aim a not-so-successful model in a potentially better direction, or it’s to simply expand the fan base for a successful bike to include long-distance riders, the goal is the same.
Such is the case with the two motorcycles we’re comparing here, the new BMW F 900 XR and recently updated Yamaha Tracer 900 GT. Both are based on naked bikes, one also new—the BMW F 900 R—and one that has been a top seller in Yamaha’s lineup since 2013, the MT-09, formerly known as the FZ-09. Although BMW calls the F 900 XR a sport-adventure machine and Yamaha parks the Tracer 900 GT in its sport-touring category, their prices, displacements, semi-fairings, windscreens and mostly upright seating positions make these two bikes quite comparable. In fact, BMW considers the Tracer 900 base model a core competitor for its F 900 XR; we’re pitting it against the fully equipped 2020 Tracer 900 GT because the Tracer 900 hasn’t yet returned as a 2020 model.
Although the base model F 900 XR is priced well below the Tracer 900 GT, much of the Yamaha’s standard equipment—heated grips, centerstand, saddlebags and more—is optional on the BMW.
You can find in-depth tech details on both the BMW and Yamaha in their individual road tests—the Tracer 900 GT was revamped for 2019, and there’s a full review of it in the October 2019 issue and on our website. You can also find my review of the new F 900 R and XR online and in the May 2020 issue. Like their F 800 R predecessor, these new 900s fill the need for lower-cost twins in the BMW lineup, now with more power from a larger transverse, parallel cylinder 895cc engine and better feel and sound thanks to a new 90-degree offset crank, 270/450-degree firing interval and more effective counterbalancer. The $8,995 F 900 R is the naked/sport roadster, and for an additional $2,700 the F 900 XR adds a semi-fairing with a windscreen and lowers, a taller, wider handlebar, more suspension travel and ground clearance, and lower footpegs. It also has more fuel capacity than the R for sport-adventure riding. Traction control, ABS and two ride modes—Road and Rain—are standard, and you can plug in an optional Ride Modes Pro dongle that enables two more as well as cornering ABS, Dynamic Traction Control and more.
Introduced for 2015 as the FJ-09, the Yamaha Tracer brought sport-touring amenities to the bare-knuckled FZ-09, such as a more upright seating position, a more comfortable, adjustable seat, a semi-fairing with adjustable windscreen and hand guards. Its transverse, in-line 847cc Crossplane triple (CP3) has been a ripper from the start, with a 120-degree crank and counterbalancer that tames much of the vibes. As on the BMW, throttle-by-wire enables electronic features like three riding modes and dual-mode traction control, and the Yamaha’s TBW has been refined several times over the years to smoothen throttle response. For an extra $2,300 over the $10,699 (2019) Tracer 900, the 2020 Tracer 900 GT adds hard locking saddlebags, cruise control, a quickshifter for upshifts, heated grips and a full-color TFT display. The GT received an extensive makeover for 2019, including new bodywork, upgraded suspension, a taller windscreen, comfier seats and a longer swingarm.
Extra-long footpeg feelers on the Yamaha touch down in corners well before any hard parts like the centerstand or exhaust.
Aft of their functional semi-fairings and adjustable windscreens, the BMW twin and Yamaha triple also share 17-inch cast wheel and tire sizes, triple disc brakes with opposed 4-piston radial-mount calipers up front, chain final drive and 6-speed transmissions with slipper clutches (the Yamaha’s also has an assist function). Both have full-color TFT instrument displays, and even though navigating the BMW’s is harder to figure out, it’s much larger and is like watching 4K TV compared to the Yamaha’s small blocky screen. While the F 900 XR is priced substantially lower than the Tracer 900 GT, many of the Yamaha’s standard features like saddlebags, cruise control, heated grips, centerstand and more are optional on the BMW.
Although both bikes have relatively upright seating positions that are comfortable for extended hours in the saddle, the BMW’s wide handlebar is lower and its footpegs higher than the Yamaha’s, cramping the rider a bit more, particularly if you’re taller. The shape of the BMW’s non-adjustable seat also locks you into one position rather than letting you move around, and therefore feels higher than the Yamaha’s in its low position, despite their claimed seat heights. We installed the optional taller windscreen on the F 900 XR to even it up with the Tracer 900 GT, and as a result wind protection is pretty good on both due to their effective screens and fairing lowers. While the F 900 XR feels sportier and more aggressive, overall the Tracer 900 GT is the more comfortable of the two for sport touring, with roomier seating, a taller handlebar and more comfortable seat. Passengers also liked it better for two-up riding, since the seat is softer and roomier than the BMW’s and its grab rails are an easier reach.
Swooping bodywork and swingarm, longish suspension travel and 17-inch wheels give the Tracer 900 GT a beautifully aggressive look that belies its sport-touring comfort.
The BMW earns the adventure part of its sport-adventure description because it has nearly 7 inches of suspension travel front and rear and ample ground clearance, but with 17-inch wheels at each end I’d keep it well away from the dirt and just enjoy the extra travel on bumpy roads. Its additional ground clearance comes in handy when riding over ruts, low curbs and such, where we bashed the Yamaha’s low-slung underbelly more than once. Good suspension calibration on both bikes matches them up quite closely in corners. The BMW’s non-adjustable 43mm USD fork is stouter overall and more stiffly sprung compared to the Yamaha’s 41mm unit, though the latter is fully adjustable and can be stiffened up for sport riding quite well if that’s your preference. Remote spring preload and rebound damping adjustment are common to both in back, and aside from the BMW’s remote knob being difficult to use, rear suspension is comparably good. Although the Yamaha’s brakes are more than up to the task, its front brake lever needs more bite, while the BMW has good linear feel and a solid bite at the lever combined with an easily modulated pedal. Its stock Michelin Road 5 tires also offer better feel overall than the Dunlop Sportmax D222 OE rubber on the Tracer 900 GT, which we would replace right out of the gate with Dunlop’s premium Roadsmart IIIs.
Both bikes have top-notch suspension that helps them dance through bumpy corners, including USD forks and single shocks with adjustable rebound damping and remote preload adjusters.
On the dynamometer the Tracer 900 GT’s triple bests the F 900 XR’s twin in horsepower output, and the XR’s 20-pound weight advantage isn’t enough to give it an edge in a top-speed contest. But the two bikes are pretty closely matched in the torque department where it really matters for day-in, day-out sport touring and commuting. Both offer impressive grunt for slicing through corners without much shifting, accelerating hard from a stop or picking off a slow-moving car or truck with a quick pass. The BMW twin-cylinder’s rumble and the Yamaha triple’s velvet growl give each plenty of character and great sound, though neither has completely tamed some high-frequency vibration that buzzes through the grips enough to be noticeable much of the time, particularly on the Yamaha. Both require premium fuel and return similar fuel economy, though the Yamaha has more range thanks to its larger 4.8-gallon tank versus the BMW’s 4.1. Given their similarity elsewhere we’d pick the Yamaha’s engine simply for its extra power and longer valve inspection intervals.
Once you start bolting accessories onto the BMW that are standard on the Yamaha, the F 900 XR’s price and weight advantage quickly melts away, which leaves us with the Tracer 900 GT as the winner of this comparo. In addition to offering more power, comfort, fuel capacity and lower maintenance costs, with the exception of its tiny TFT display the Yamaha is the better bike and value for sport riding, touring and everything in between.
Both of these bikes are terrific sport-touring and sport-adventure machines. If you don’t need the additional touring amenities on the Tracer 900 GT, the F 900 XR is cheaper, lighter and handles well. If you do want bags, heated grips, a centerstand, etc., the Yamaha is a better value and handles just as well.
The BMW’s additional suspension travel contributes to its greater ground clearance, which helps prevent the undercarriage from scraping on low curbs, ruts, pavement edges, etc.
Mark’s Gear: Helmet: HJC i70 Jacket:Scorpion Yosemite Pants: Olympia X-Moto 2 Boots: Sidi Performer Gore
Extra-long footpeg feelers on the Yamaha touch down in corners well before any hard parts like the centerstand or exhaust.
2020 BMW F 900 XR Specs
Base Price: $11,695 Price as Tested: $11,945 (color) Warranty: 3 yrs., 36,000 miles Website:BMW Motorrad
Engine Type: Liquid-cooled, transverse parallel twin Displacement: 895cc Bore x Stroke: 86.0 x 77.0mm Compression Ratio: 13.1:1 Valve Train: DOHC, 4 valves per cyl. Valve Adj. Interval: 12,000 miles Fuel Delivery: BMS-M EFI Lubrication System: Dry sump, 3.2-qt. cap. Transmission: 6-speed, cable-actuated wet slipper clutch Final Drive: O-ring chain
Chassis Frame: Aluminum controlled-fill die-cast perimeter w/ tubular-steel subframe & cast aluminum swingarm Wheelbase: 59.1 in. Rake/Trail: 24 degrees/3.9 in. Seat Height: 33.5/34.1 in. Suspension, Front: 41mm USD fork, fully adj., 5.4-in. travel Rear: Linked shock, adj. for rebound damping & spring preload (remote), 5.6-in. travel Brakes, Front: Dual 298mm discs w/ opposed 4-piston radial calipers & ABS Rear: Single 245mm disc w/ 1-piston pin-slide 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: 506 lbs. Load Capacity: 363 lbs. GVWR: 869 lbs.
Performance Fuel Capacity: 4.8 gals., last 0.7 gal. warning light on MPG: 91 PON min. (low/avg/high) 41.8/44.0/46.3 Estimated Range: 211 miles Indicated RPM at 60 MPH: 4,000
2020 BMW F 900 XR vs. Yamaha Tracer 900 GT Comparison Test Gallery:
Ready for some fun riding? The Yamaha Tracer 900 GT and BMW F 900 XR combine the useful power of table-flat torque curves with mostly upright, comfortable seating and good wind protection, suspension, brakes and handling.LED headlights and taillights give both bikes excellent conspicuity and nighttime vision. Surmise all you want as to why the Yamaha’s low beam is on the left and the BMW’s is on the right….Both of these bikes are terrific sport-touring and sport-adventure machines. If you don’t need the additional touring amenities on the Tracer 900 GT, the F 900 XR is cheaper, lighter and handles well. If you do want bags, heated grips, a centerstand, etc., the Yamaha is a better value and handles just as well.Both bikes have top-notch suspension that helps them dance through bumpy corners, including USD forks and single shocks with adjustable rebound damping and remote preload adjusters.Extra-long footpeg feelers on the Yamaha touch down in corners well before any hard parts like the centerstand or exhaust.The BMW’s additional suspension travel contributes to its greater ground clearance, which helps prevent the undercarriage from scraping on low curbs, ruts, pavement edges, etc.Although the base model F 900 XR is priced well below the Tracer 900 GT, much of the Yamaha’s standard equipment—heated grips, centerstand, saddlebags and more—is optional on the BMW.Long-travel suspension and 17-inch wheels front and rear contribute to the BMW F 900 XR’s sport-adventure look, but we’d keep it firmly on the road.Swooping bodywork and swingarm, longish suspension travel and 17-inch wheels give the Tracer 900 GT a beautifully aggressive look that belies its sport-touring comfort.BMW’s large TFT display is clear and bright and is controlled with a menu button and Multi-Controller wheel by the left grip. Yamaha’s TFT display is smallish but still fairly easy to read. Yamaha’s CP3 Crossplane triple make more horsepower but roughly the same amount of torque as the BMWBased on the F 850 GS mill, the F 900 XR’s new twin has a lumpier firing interval and more functional counterbalancer. 2020 Yamaha Tracer 900 GT Dyno Run2020 BMW F 900 XR Dyno Run
BMW has upgraded its middleweight parallel twin-cylinder line with a larger version of the engine from the F 850 GS, which brings more character and smoothness to the new F 900 R (shown) and F 900 XR.
Since the launch of the BMW F 800 model family with the F 800 S and F 800 ST in 2006, these middleweight, parallel twin-powered motorcycles have been offered in a wide variety of models as lower-priced alternatives to BMW’s larger bikes. As with the R 1200 boxer twins, the most popular parallel twins have been the F 800 GS and GSA adventure bikes, with the more street-oriented F 650 GS/F 700 GS close behind. No surprise, really, since adventure and ADV-styled bikes have done well for some time now.
Conversely the F 800 ST and later GT sport-touring versions were short-lived, leaving the F 800 R streetfighter introduced in 2009 as the sole non-GS model in the lineup as of 2019. No doubt the bike’s entry-level price and the showmanship of four-time world-champion freestyle rider Christian Pfeiffer — who helped develop the naked bike he spun, slid and nose wheelied to victory — extended the F 800 R’s longevity.
The BMW-designed, DOHC, 4-valve-per-cylinder twin is made by Loncin in China, and bikes are assembled in Berlin, Germany. In addition to an unbalanced 270/450-degree firing order for a better sound and feel, it has new dual counterbalancers ffor smoothness.
We applauded BMW’s move toward a simpler, less expensive entry-level twin with the F 800s, which had telescopic forks in place of pricier Telelever or Duolever front ends and belt or chain final drive versus a shaft. But their BMW-designed, Austrian Rotax-built engine, even with its innovative counterbalancer, never really earned our admiration. It was buzzy and raspy sounding and just didn’t deliver the satisfying, torquey throb we expect from a twin.
The F 800s performed well, but it wasn’t until BMW redesigned the engine for the 2019 F 850 GS and F 750 GS (and engine production moved to Loncin in China) that the 853cc engine they share finally came to life. The larger displacement helped, but it was mostly the switch from a balanced 360-degree firing interval with 0-degree crankpin offset to an imbalanced 270/450-degree interval and 90-degree offset that woke the powerplant up, giving it an almost boxer-like twin-cylinder growl and feel. Swapping the central connecting rod-style balancer for dual balancer shafts also tamed the vibes.
Fast-forward one year and the new parallel twin has been enlarged once again and slapped into a pair of dynamic new middleweights, the F 900 R and F 900 XR, roadster and sport-adventure bikes again priced as alternatives to BMW’s larger machines. Updates to the shared DOHC, 4-valve per cylinder engine for more performance and torque from F 850 status include a bump to 895cc, a new cylinder head, forged pistons instead of cast and a higher 13.1:1 compression ratio.
On the Jett Tuning dyno our F 900 R test bike churned out 88.2 horsepower at 8,400 rpm and 58.1 lb-ft of torque at 6,400 rpm, an improvement of about 3 horsepower and 3 lb-ft of torque over our 2019 F 850 GS test bike. Compared curve to curve, more torque is available across more of the F 900’s powerband, too, especially between 4,000-7,000 rpm (redline is at 9,300). All of this grunt reaches the rear wheel via chain final drive through a slick-shifting 6-speed gearbox with a cable-actuated slipper clutch that has a light pull and broad engagement band (an up/down quickshifter is available as an option).
Our F 900 test bike made about 3 more horsepower and 3 more lb-ft of torque at the rear wheel than the F 850 GS.
In addition to their engines, both bikes share an aluminum bridge-type frame, aluminum double-sided cast swingarm and bolt-on steel subframe (presumably to provide enough strength for the optional soft side cases and a luggage rack/top trunk). There’s a 43mm USD fork with no adjustments up front, and a single shock with rebound damping and spring preload adjustment in back — I do wish the remote knob for the latter was easier to access.
Single rear shock on both bikes has adjustable rebound damping and spring preload, the latter with a remote knob that is hard to use.
Cast wheels are shod with high-performance sport- or sport-touring tires in the same sizes, and both shed velocity with triple disc brakes that include radial-mount opposed 4-piston calipers up front and ABS. LED headlights and taillights are standard, and front and center is a large, bright 6.5-inch TFT display with a wealth of ride and vehicle information accessible via the Multi-Controller wheel and menu button on the left bar.
Bright 6.5-inch TFT display offers a ton of vehicle and ride info, all controlled with the Multi-Wheel Controller and a menu button the left bar.
In typical BMW fashion, though the whole idea of the F 900s is a ton of fun at a lower cost, you can boost their prices considerably with a slew of nifty accessories like multiple seat options, Keyless Ride, heated grips, cruise control, a centerstand and more, as well as advanced optional electronic enhancements. These include Dynamic Electronic Suspension Adjustment (D-ESA) with Dynamic and softer Road modes and electronic preload; Ride Modes Pro, which adds Dynamic and Dynamic Pro modes to the standard Rain and Road engine modes, and enables cornering ABS, MSR and Dynamic Brake Control (DBC), which detects emergency braking and reduces torque output to counter unintentional opening of the throttle. The Ride Modes Pro plug-in dongle also upgrades the standard traction control to Dynamic, and of course all of this stuff is infinitely adjustable six ways from Sunday.
Decent wind protection (especially with the larger accessory windscreen we tried later) contributes to the XR’s sport-touring competence.
Fortunately both bikes work just fine without spending a moment playing with settings or one might never leave the garage. The F 900 R is the sportier of the two, with a light wet weight of 471 pounds, shorter suspension travel and steering geometry that make it quite a ripper in the corners. It also has a lower seat, higher footpegs and flatter bar for sport riding and to help it accommodate shorter riders, yet the seating position is still quite comfortable, and while the suspension is set firm for sport riding it still soaks up the bumps quite well. Overall it should appeal to a broad range of riders looking for great handling and some techy stuff at a lower price.
To justify its higher cost, the F 900 XR adds a substantial fairing and small adjustable windscreen that together provides a fair amount of wind protection (I do recommend the optional taller windscreen) and contributes to its higher wet weight of 486 pounds. It also has a taller handlebar, significantly more suspension travel, lower pegs and slightly higher seat in keeping with its adventure-influenced design, yet I could still support it adequately at stops with my 29-inch inseam. Add a pair of side cases and it would make a very nice light tourer with a good balance of handling and power.
The F 900 R has shorter suspension travel, a lower seat, flatter bar and higher pegs to give it a sportier feel and stance.
Although the light, plastic-welded fuel tanks on the R and XR have capacities of just 3.4 and 4.1 gallons respectively, I never saw fuel economy below 37 mpg from the required 91 octane, and that was after nearly 250 miles with a heavy throttle hand — they are capable of much better. Although the BMW R 1200 boxer engine makes more power and torque, in many ways the F 900 parallel twin’s character is equally satisfying, especially its growl and ripping-velvet feel that comes with a smooth rushing surge of torque in the midrange. Paired with either the R roadster or XR sport-adventure platforms, the combination creates a very fun and functional middleweight for whatever sort of ride you care to enjoy.
A nicely styled fairing and small adjustable windscreen, more suspension travel and upright seating are hallmarks of the F 900 XR.
2020 BMW F 800 R/XR Specs
Base Price: $8,995/$11,695 Warranty: 3 yrs., 36,000 miles Website:bmwmotorcycles.com
Engine
Type: Liquid-cooled, transverse parallel twin Displacement: 895cc Bore x Stroke: 86.0 x 77.0mm Compression Ratio: 13.1:1 Valve Train: DOHC, 4 valves per cyl. Valve Adj. Interval: 12,000 miles Fuel Delivery: BMS-M EFI Lubrication System: Dry sump, 3.2-qt. cap. Transmission: 6-spd, cable-actuated wet slipper clutch Final Drive: O-ring chain
