Since its launch in 2014, the Yamaha MT-07 has been quite the crowd-pleaser in the naked middleweight class, thanks to its wonderfully tractable yet wickedly fun parallel-twin engine, sporty handling and affordable pricing. This year, the 2021 Yamaha MT-07 is set to receive a styling and ergonomic update, larger front brake discs and a few Euro 5 spurred tweaks to the peppy parallel-twin engine. Note that the MSRP is still an approachable $7,699, too — a $100 increase above last year’s price tag.
The news of the 2021 Yamaha MT-07 comes shortly after the tuning-fork-brand announced a nearly complete overhaul to the popular Yamaha MT-09.
For the model year 2021, the 689cc liquid-cooled CP2 parallel-twin engine returns with some massaging, undoubtedly done to meet Euro 5 emissions standards. Mechanically, the engine is virtually identical to prior generations with its fun-loving 270-degree Crossplane Concept crankshaft design and 80mm bore and 68.6mm stroke. However, there are some notable upgrades.
New to the party is a redesigned air intake, partially brought on by the aesthetic refresh and a new 2-into-1-exhaust system. Going hand-in-hand with those changes are updates to the ECU specifications and fuel injection settings, which Yamaha says have improved low-rpm throttle response. Hopefully, the FI updates have cured the throttle abruptness that we have noticed on past MT-07 generations. Also, new exhaust valve seats are introduced. Lastly, the six-speed gearbox is said to boast improved shifting feel due to the new cut angles in the dog gears.
The Master of Torque styling is in its third-generation, and the MT-07 borrows heavily from its big brother, the 2021 Yamaha MT-09. Notable styling changes include revised bodywork throughout, with the most noticeable update to the all-new LED headlight. Importantly, LED turn signals are featured, ridding the MT-07 of its polarizing pumpkin-esque indicators. Three color choices are available for no additional charge; Storm Fluo Yellow, Matte Raven Black and Team Yamaha Blue.
Other aesthetic changes come in the form of its updated negative LCD instrument panel. While still an LCD readout, the 2021 MT-07’s dash appears to be far easier to read, benefitting from larger displays of the clock, gear indicator, trip/odometers and tachometer. Also, 10,000-12,000 rpm is indicated in red, which is shown in white on prior models.
Ergonomically, the 2021 Yamaha MT-07 will encourage a more neutral, upright riding position with a new tapered handlebar that is 32mm wider and 19mm taller than before. For taller riders, this will surely open the cockpit up and increase comfort. Meanwhile, the approachable 31.7-inch seat height remains the same.
What has not changed is the steel-trellis chassis and non-adjustable 41mm KYB fork with 5.1-inches of travel. In the rear, the single KYB shock featuring spring-preload and rebound damping adjustment and 5.1-inches of travel returns as well. With its 406-pound claimed wet weight, the MT-07 has always been nimble and accommodating for a variety of riders.
Braking performance is not ignored either, as the front discs grow in size from 282mm to 298mm. ABS is still standard.
Lastly, high-quality Michelin Road 5 120/70 and 180/55 tires will be part of the package in 2021.
We’re quite excited about the 2021 Yamaha MT-07, which is expected to hit dealers in January 2021 and can’t wait to put these changes to the test. Until then, feast your eyes on Yamaha’s updated MT-07.
2021 Yamaha MT-07 First Look Review Photo Gallery:
2021 Yamaha MT-07 Specs:
Base Price: $7,699 Website:yamahamotorsports.com Engine Type: Liquid-cooled, parallel twin, DOHC, 4 valves per cyl. Bore x Stroke: 80.0 x 68.6mm Displacement: 689cc Transmission: 6-speed, cable-actuated wet clutch Final Drive: Chain Wheelbase: 55.1 in. Rake/Trail: 24.8 degrees/3.5 in. Seat Height: 31.7 in. Wet Weight: 406 lbs. (claimed) Fuel Capacity: 3.7 gals. MPG: 86 PON min. (avg) NA
The Road Glide Limited replaces the Ultra and adds premium finishes, optional technology and 18-inch Slicer II wheels. Paint quality and fit and finish are stellar.
American V-twin motorcycles are big, boisterous, and have an unmistakable rowdy personality. Love ’em or hate ’em, they immediately assert their presence in the parking lot of any roadside haunt. The thrum of a massive, torque-rich engine and a booming exhaust note have almost become synonymous with Harley-Davidson — best exemplified in its touring machines.
Receiving a spit-shine from the Bar and Shield marque, the 2020 Harley-Davidson Road Glide Limited replaces the Ultra in H-D’s touring bike lineup and adds premium finishes, along with high-tech options, to an already bright feather in the brand’s cap.
The Tour-Pak trunk and saddlebags offer 133 liters of storage capacity. Two full-sized helmets will fit in the trunk, with plenty of space for wine country souvenirs. The one-touch latches are locked manually.
Subtle updates to the luxury long-hauler come in the form of a gloss-finished inner fairing, painted pinstriping, new badges on the 6.0-gallon fuel tank and fenders, as well as heated grips. A dizzying array of paint options are available this year, along with a Black Finish package ($1,900) that bestows an ebony touch to nearly every piece of hardware. New premium 18-inch Slicer II wheels are the soul mechanical changes, up from 17- and 16-inch wheels on the Ultra.
At its core, it’s still the same shark-nosed Road Glide with the bright LED Daymaker headlights, Boom! GTS infotainment, a massive top-case, premium Showa Dual Bending Valve suspension, linked braking by Brembo, a potent Twin-Cooled Milwaukee-Eight 114 powerplant, palatial seating and fit-and-finish fit for kings. This is a machine for the American V-twin touring faithful, dressed in full regalia.
New for this year is a gloss painted finish on the fairing’s interior, raising the bar for fit-and-finish. Sound clarity is pitch perfect from the Boom! Box GTS infotainment system.
The big news this year is optional tech. For $995, any H-D touring bike (save for the Electra Glide Standard) can be equipped with H-D’s Reflex Defensive Rider System, which includes linked-braking cornering ABS, lean-sensitive traction control, hill-start control, tire pressure monitoring and an engine braking management system to reduce rear-wheel lock when decelerating. We’ll dive into its functionality later.
What the Road Glide Limited yearns for is exploring the highways and hidden gems of your state. So, I did just that on this Tour Test, taking the RGL on a two-wheeled pilgrimage through Central California amidst a record-breaking heat wave and wildfires. Both made planning a route with reasonable temperatures and smoke-free scenery for photos a challenge, but it was a mere inconvenience compared to the challenge portions of the Western U.S. face, battling unprecedented drought and wildfires. The loss of life and property has been staggering, and our hearts go out to those who have had their lives upended.
With the Tour-Pak and saddlebags filled to the brim, I set off in search of more temperate weather. The fog-blanketed beach cities of California’s coast were more than tempting.
Santa Paula, California, is an unassuming agriculture town nestled in the nook of the Santa Clara River Valley. It’s quaint, quiet, and has loads of quality places to nab a breakfast burrito. It’s also where you can pick up California State Route 150 and venture into the Transverse Ranges, home to numerous legendary motorcycling roads.
The Twin-cooled M8 powerplant has loads of torque and manages heat much better than its predecessor.
Action is relatively light on SR 150; it mostly saunters up the hills and allows me to take in the RGL’s lavish accommodations for the first time. At 5-feet, 10-inches, the Limited’s cockpit has everything I can ask for on a long ride. Its plush, supportive leather-bound seat is 27.2-inches high (laden), and the mini-ape handlebar provides all the leverage I could want while keeping me in a neutral position. Floorboards allow plenty of movement during droning freeway rides, although the brake pedal angle is a tad acute. Meanwhile, the triple Splitstream frame-mounted fairing with a tall touring windscreen offers excellent wind protection and airflow.
The Boom! Box GTS infotainment unit’s full-color TFT touchscreen has useful features like navigation, phone connectivity and vehicle data. Audio is clear, even when riding at freeway speeds, and the radio signal is downright impressive. Apple CarPlay and Android Auto are supported. However, you’ll need to have your device connected to the USB port in the fairing cubby, and also be wired in directly with a helmet headset to use them.
New to the Limited platform are 6-level heated grips for those colder rides.
Branching off SR 150 is the legendary State Route 33, a road that any motorcyclist in California worth their salt has traversed. With more views and winding corners than you can shake a stick at, some might even be interested in calling it a day after taking it in. I’d recommend a quick break at one of the many overlooks on Pine Mountain.
Dropping into the flatlands, temperatures spike into the triple digits during the summer in the San Joaquin Valley, making the ride through oil towns such as Maricopa, Derby Acres (population 322!), and Taft a drag if it weren’t for the standard cruise control. Once in Taft, it’s time to top off the RGL because my next stop won’t be until Morro Bay, about 116-miles away and well within the bike’s 217.5-mile fuel range.
State Route 58 is a gem of a road with variety that’s rarely matched. Epic curves lead into long slogs through majestic wheat fields, and if the time of year and conditions are right, you might catch a California poppy super-bloom.
Roads like the 58 are where the Road Glide Limited shines. Our last 114 M8 engine produced a healthy 78 horsepower at 4,800 rpm and a stomping 104 lb-ft of torque at 2,900 rpm at the rear wheel on the Jett Tuning dyno. If you had doubts about the fully loaded RGL’s ability to get-up-and-go, put them to rest now, because she’ll compress you into the seat lickety-split. The 114ci M8 hums a nice, bassy tune with just enough visceral vibration coming through to let you know that it’s alive.
The 114’s chunky gearbox makes sturdy, positive shifts befitting of the RGL’s size. However, clutch pull is quite heavy, making clutch modulation during low-speed maneuvers tricky and taxing when in traffic. Luckily, all that luscious torque and well-spaced gear ratios will almost allow you to leave it in 6th gear, settling into a rhythm on a road like 58.
The 922-pound Road Glide takes some effort to lift off the sidestand and is cumbersome at low speeds, like many touring bikes of this size — plan your route carefully in tight spaces. Once you’re rolling, its low center of gravity and gentle handling perform well, and thanks to the Road Glide Limited’s frame-mounted fairing, steering is noticeably lighter than its Electra Glide brethren with fork mounted fairings. A bit of input on the mini-ape hanger bar and the RGL will tip in as quickly and as controlled as you’d like, holding a steady line.
Spacious and comfortable accommodations are long-haul ready.
The non-adjustable 49mm Showa Dual Bending Valve fork with 4.6-inches of travel does a commendable job of hiding road impurities. The spring preload adjustable rear shock with 3-inches of travel can struggle to deal with hard-edged potholes but does soak up rough roads well, in general.
I did notice that when the pace picks up, the RGL’s plush setup, abbreviated suspension travel and older dual-shock chassis design show their limitations. Over long, fast sweepers, wallowing can be felt that serves as a warning to cool your jets. It never truly gets out of shape, but it’s as if the Road Glide is tapping you on the shoulder, saying, “More Grand Tour, less Gran Tourismo, kid.”
Branching off 58 is the short, but very sweet SR 229 — colloquially known as “Rossi’s Driveway.” This single-lane, undulating road sweeps through loads of twisting, blind corners in a roughly 8-mile stretch of tarmac and seems like something only a motorcyclist could dream up — hence the reference to Italian MotoGP star, Valentino Rossi. It’s still fun to hustle the big RDL on a road seemingly built for Supermotos.
With the sun setting behind the hills, I connected to State Route 41, making my way to Morro Bay. Even at dusk, inland temperatures this time of year are high. As you drop down toward the coast, the reprieve comes with each mile, eventually leading to a cool, socked-in beach city.
Morro Bay’s natural harbor attracts all sorts of sea life, from sea lions and seals, to cuddly-looking sea otters, and countless birds.
Morro Bay is a kitschy spot with beautiful views and seafood along the boardwalk, which isn’t a bad place to stretch your legs after a good ride. It’s a surf town with a vibe to match; things happen at their own pace here, unless you’re working the bustling docks or fishing boats. There’s plenty of affordable lodging, as well as more ritzy accommodations and even camping options nearby.
In the morning, we headed south on U.S. 101 in search of winding roads, jumping on SR 166 to Tepusquet Road in the Santa Maria Valley. Much like Rossi’s Driveway, Tepusquet sachets through the mountain range, diving in and out of the valley, with plenty of action to perk you up in the morning. There is something fun about wrangling a bike of this size through narrow, single-lane roads.
A frame-mounted fairing helps reduce the amount of effort needed to steer, while also improving the Road Glide’s behavior in cross winds.
Brembo provides the braking hardware, with 300mm rotors all around. Feel at the lever is progressive and does require a generous pull if you need to stop in a hurry — like when wild turkeys run out in your path.
In those moments, H-D’s RDRS rider aid package goes from optional to mandatory. On compact, often dirty mountain roads, I’ll ride with more confidence when faced with corners filled with debris or obstacles.
Larger 18-inch Slicer II wheels are the soul mechanical changes from the Ultra to the Limited model.
Tepusquet Road spits you out into wine country, with grapevines as far as the eye can see, and onto Foxen Canyon Road. One can saunter along the Foxen Canyon Wine Trail or make the foliage blur along the respectably winding road. Asphalt here is something of a mixed bag due to all the agriculture vehicles, and again, highlights the need for a decent electronics package.
When I hit SR 154, I know that my ride is coming to a close. In a short time, I’ll be winding down the mountain in Santa Barbara, California, and reconnecting with U.S. 101 for the slog back into SoCal. The Road Glide Limited has been a fixture in American V-twin touring due to opulent rider and passenger comfort and massive storage capacity. In 2020, its chassis is beginning to show its age, but when it comes to luxury touring, the feature-loaded Road Glide Limited offers everything else one could want.
Morro Bay Rock is a 576-foot tall volcanic plug that sits at the harbor’s entrance and is one of the most iconic landmarks in the region, easily visible from the 101 freeway.
The 2021 Triumph Trident 660 shown in “Silver Ice & Diablo Red” (left) and “Crystal White” (right).
The 2021 Triumph Trident 660 has finally been unveiled, and Triumph hopes that its triple-cylinder-powered roadster has what it takes to shake up the twin-cylinder dominated middleweight class. Aggressively priced at $7,995 and equipped with ABS, switchable traction control and selectable ride modes, the British marque is bringing the fight to its competition.
Pitted against the likes of the Suzuki SV650, Yamaha MT-07 / XSR 700, Kawasaki Z650 and Honda CBR650R, the Trident 660 has its work cut out for it. However, the Triumph offers plenty of up-spec componentry and features for a few hundred dollars above most of its competition — and significantly less than the Honda.
The Trident moniker is an essential piece of history for Triumph, as it was the brand’s first triple-cylinder powered machine, launched in 1968. A full-factory racing Trident known as “Slipper Sam” also claimed five consecutive Isle of Mann Production TT wins from 1972 to 1975. In the early 1990s, the Trident name was revisited with the Trident 750 and 900 roadsters.
Triumph began teasing the 2021 Trident 660 earlier this year when it revealed a design prototype at the London Design Museum, which displayed the new roadster’s rough concept. Shortly after, Triumph broke tradition and officially released images of the new Trident during its final testing stages. Details have been scarce until now.
2021 Triumph Trident 660 shown in “Matt Jet Black & Silver Ice”
Beginning with its Euro 5 compliant powerplant, the 2021 Trident is powered by a liquid-cooled, DOHC, 660cc inline-triple cylinder engine making a claimed 79.9 horsepower at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm. Notably, the Trident’s engine is said to provide 90-percent of its peak torque at an impressively low 3,600 rpm. Triumph engineers stated that low end and midrange power is prioritized in its design and it will also offer top-end power that middleweight parallel and V-twin engines are not known for. A sleek underslung 3-into-1-exhaust system is almost surely going to produce the triple-cylinder howl that Triumph fans adore.
If the engine cases and bolt patterns look familiar, that’s because the engine is an evolution of what was used in the 2013-2016 Triumph Street Triple 675. This refined engine features 67 new components and significant design changes. Engineers narrowed the 74mm bore and lengthened the 51.1mm stroke, resulting in decreased displacement and paving the way for a new crankshaft, piston design and cam profiles. Additionally, an all-new intake and exhaust system was needed for the Trident’s application.
The 6-speed gearbox is updated with new internal gear and final drive ratios and a redesigned slip-assist clutch that is said to offer a light clutch pull for urban riding. The lever itself is non-adjustable. The Trident can be fitted with an optional factory up/down quickshifter, which isn’t offered by its direct competition.
Thanks to the modern throttle-by-wire, the Trident 660 boasts two preset ride modes, Road and Rain, which alter throttle response and rider aid intervention. Traction control can be disabled, while ABS cannot, per Euro 5 standards. To help keep the MSRP down, the Trident does not use an IMU, but Triumph staff says that its rider aids are tested at full-lean, suggesting that its system may not be as heavy-handed with intervention.
A round TFT/LCD instrument panel offers an uncluttered design. The optional Bluetooth module provides modern amenities such as turn-by-turn navigation, GoPro control, phone, and music control, all accessed from the switchgear.
Stylistically, the Trident strikes a careful balance between its heritage and modern lineups. Triumph is flexing its fit-and-finish prowess with numerous embossed components and LED lighting all around. Four liveries are available: Crystal White, Matt Jet Black & Matt Silver Ice, Sapphire Black and Silver Ice & Diablo Red.
An all-new tubular steel chassis and cast aluminum swingarm have typical roadster figures, with a 55.2-inch wheelbase and 24.6-degree rake. The standout number is the accommodating 31.7-inch seat height, which should appeal to a broad range of rider sizes. The 3.7-gallon fuel tank features knee cutouts, which are a classic styling cue from the Triumph playbook but also help keep the overall package slim. The claimed weight is listed as 417 pounds, which is noticeably heavier than the MT-07 and Z650.
Suspension duties are handled by a non-adjustable 41mm inverted Showa fork and Showa shock featuring spring-preload adjustment only. Compared to the traditional fork found on most bikes in this class, the inverted fork is a step up, although costs were still saved with the lack of adjustment.
Class-appropriate 2-piston floating Nissin calipers work with 310mm floating rotors, and a single-piston Nissin caliper grabs onto a 255mm disc.
High-quality Michelin Road 5 120/70 and 180/55 rubber is mounted on cast aluminum 17-inch wheels. Michelin Road 5 tires are a significant improvement when compared to the OEM rubber available in this class.
We can’t wait to throw a leg over the 2021 Triumph Trident, but until we do, feast your eyes on the images below.
2021 Triumph Trident 660 Specs
Base Price: $7,995 Website:triumphmotorcycles.com Engine Type: Liquid-cooled, transverse in-line triple, DOHC w/ 4 valves per cyl. Displacement: 660cc Bore x Stroke: 74.0 x 51.1mm Transmission: 6-speed, cable-actuated assist-and-slipper wet clutch Final Drive: O-ring chain Wheelbase: 55.2 in. Rake/Trail: 24.6 degrees/4.2 in. Seat Height: 32.5 in. Claimed Wet Weight: 417 lbs. Fuel Capacity: 3.7 gals., last 1.0 gal. warning light on
The Yamaha MT-09 has been a naked-bike segment favorite ever since it first came on the scene in 2014. With its affordable MSRP and nothing-short-of-brilliant CP3 triple-cylinder engine, it quickly received well-deserved attention. This year, the virtually all-new 2021 Yamaha MT-09 comes out swinging with a heavily updated engine, an all-new chassis, less weight, state of the art electronics and an aesthetic overhaul. Best yet, all of those features will only cost us $400 above last year’s price, with the new bike’s MSRP at $9,399.
Kicking up the power quotient is the revised 890cc CP3 triple-cylinder engine (growing from 847cc) featuring a claimed 117 horsepower and 69 lb-ft of torque. For those keeping score, that’s five extra ponies and two more lb-ft of torque, and this new engine is Euro 5 compliant — kudos, Yamaha. Interestingly, the 78mm bore remains, while the stroke has increased to 62.1mm from 59.1mm. Also, the engine is reported to have shed four pounds despite its displacement bump.
To that end, the 890cc engine now boasts new pistons, connecting rods, camshafts and crankcases. Notably, the MT-09 now has a ride-by-wire throttle, which has opened many technological doors and, hopefully, improved the snatchy throttle response that existed in prior generations. Also, a new slip-assist clutch is included that is said to reduce effort at the lever. Lastly, an up/down quickshifter is standard.
An up/down quickshifter is standard.
One of the biggest highlights this year is a rider aid package derived from the Yamaha YZF-R1 superbike. The MT-09 now features a 6-axis IMU providing adjustable cornering ABS, lean-angle-detecting traction control, slide control and wheelie control.
In addition, a 3.5-inch full-color TFT display will allow riders to choose between three riding modes, 1, 2 and M (customizable). That’s a notable improvement over the LCD instrument panel.
The all-new Deltabox frame, subframe and swingarm are all made out of cast aluminum and feature slightly altered geometry. According to Yamaha, longitudinal and lateral rigidity in the frame is increased by a whopping 50 percent to improve handling characteristics. Claimed curb weight is a nod-worthy 417 pounds, down eight pounds compared to the outgoing model.
The suspension is still handled by a fully adjustable 41mm KYB fork and an updated KYB shock with spring preload and rebound damping adjustment only. While plush and comfortable for street use, the MT-09’s suspension could become bouncy when pushed. Yamaha acknowledges this in the announcement, stating that the bike’s new suspension setup matches the more rigid frame and reduces the suspension’s tendency to pitch.
Also encouraging improved handling are lighter 10-spoke spin-forged aluminum wheels, with a claimed 11-percent weight decrease in the rear wheel. Less rotating mass always translates to quicker steering.
Braking duties are taken up by the same setup as last year, with radially mounted Nissin 4-piston calipers and dual 298mm floating discs up front.
Visually, the MT-09 received quite an overhaul, with all-new bodywork and a redesigned single LED headlight being the most apparent changes.
There are plenty of other changes that we’re excited about, and can’t wait to put the new Yamaha MT-09 through its paces before it arrives in dealers in January 2021.
With its competition hard on the gas and more stringent Euro 5 emissions, noise and durability regulations looming on the 2020 horizon, for the 2019 model year BMW revamped all five of its boxer motorcycle models powered by the liquid-cooled flat-opposed twin. Bumped from 1,170cc to 1,254cc with a larger bore and longer stroke, the DOHC, 4-valve-per-cylinder boxers also received a form of variable valve timing (VVT) that increases power, broadens the powerband, improves fuel economy and lowers emissions and the required fuel AKI from 89 to 87.
Though all five liquid-cooled boxers were revamped for 2019, the R 1250 R and R 1250 RS have only recently arrived as 2020 models.
Cost and limited space on motorcycles make VVT more common in the automotive world, and to date it’s only been used in a few Japanese and Italian motorcycle models to open additional intake valves or increase intake valve lift and duration at higher engine speeds. BMW’s Shift Cam VVT is unique in that it slides or “shifts” the boxer engine’s intake cams left or right, engaging either a partial or full-load cam lobe under certain loads at low speeds, or at 5,000 rpm regardless. The shift happens in milliseconds so it’s undetectable, but the result is a noticeable improvement in smooth grunt at low rpm and more power on top. The last Shift Cam R 1250 we tested in 2019 — which has an identical engine to the R 1250 R reviewed here — made 121.5 horsepower at 7,800 rpm and 92.5 lb-ft of torque at 6,600 at the rear wheel, a significant improvement of about 14% on both counts over the last R 1200 engine we ran on the Jett Tuning dyno.
Relaxed seating with a moderate seat height make the R 1250 R a comfortable long-distance companion, though a windscreen would help at higher sustained speeds.
The R 1250 R is the lightest of the five R 1250 models (a claimed 527 pounds wet for the base model, or 545 pounds gussied up with $4,645 worth of optional equipment like our test bike), so the additional power and broader powerband of the Shift Cam engine make a noticeable difference in the bike’s fun factor. Acceleration is crisp right off idle, and power builds gradually and is easily modulated at low speeds in any gear or riding mode. Once the revs break about 5,250 rpm the urge comes on urgently, until the engine is ripping hard near its 9,000-rpm redline. Whether two-up touring or solo sport riding, solid, usable midrange or screaming top-end power is never more than a downshift away. There’s no detectable flat spot or surge from the Shift Cam doing its thing at 5,000 rpm or anywhere else, just loads of smooth drive and great sound from the single muffler that ranges from purring kitten to racing twin. Some vibration creeps into the grips at higher engine speeds, but it’s of the low-frequency, twin-cylinder variety that isn’t intrusive, especially since you’ll need to be shifting quite soon at that point.
Shift Cam VVT tech in the 1,254cc opposed twin reduces emissions, increases fuel economy, broadens the powerband and bakes cookies. Hah, just seeing if you’re paying attention….
In addition to a special Option 719 seat and paint, our R 1250 R tester came equipped with the $2,950 Select package, which bundles hardware options like a centerstand, heated grips, TPMS, Keyless Ride, cruise control, saddlebag mounts, GPS prep and a chrome muffler. It also includes Gear Shift Assist Pro, an up/down quickshifter that works smoothly and easily between most gears except 1st and 2nd, where shifts are too abrupt to go without using the clutch lever. Power gets to the back via BMW’s Paralever shaft final drive, which reduces maintenance chores and keeps throttle changes from affecting the rear suspension.
With my bulk aboard finding the footpeg feelers isn’t too difficult, but the R 1250 R handles the curves exceptionally well.
We like BMW’s largest Roadster model primarily for its simple versatility. The R 1250 R’s seat height is moderate and can be dropped further with a low seat option; the seating position is slightly sporty but comfortable for long rides, with just enough forward lean to fight the wind; and its somewhat wide handlebar and sport-standard running gear lend it to just about every type of riding, from sport-touring (perhaps adding a windscreen and saddlebags) to commuting to sport riding. Our test bike was shod with premium Metzeler Roadtec Z8 17-inch radial tires that grip well and enhance agility, and the bike returns quick, neutral handling to any sort of steering inputs. It helps a lot that the super strong triple disc brakes, USD front and single shock rear suspension are up to any task (in our experience even on the base bike, which has the same fork and adjustable spring preload and rebound damping in the rear only).
Option 719 Black/Dark Brown Seat is a $250 option.
Standard equipment also includes two ride modes, Rain and Road; ASC or basic traction control, Integral ABS (linked ABS brakes) and Hill Start Control, which holds the bike at a stop for you on inclines to ease starting out. Software upgrades in the Select package add ABS Pro and Dynamic Traction Control, which enable both at lean angles as well as straight up. Select also adds Ride Modes Pro, which brings Dynamic and Dynamic Pro riding modes (essentially sportier and customizable braking and traction intervention settings), Dynamic Brake Control, which prevents throttle application when the rear brake is applied, and automatic Hill Start Control Pro.
The R 1250 R’s styling is an attractive blend of classic BMW and modern naked sport-touring machine, and it goes as good as it looks.
Suffice to say that I sampled most of this stuff and it all works quite well, especially ABS Pro, which keeps the bike from standing up while braking hard in corners. Perhaps the best aspect of the Select package is Dynamic ESA, or electronic suspension adjustment, which BMW has simplified on the 2020 boxer models to the choice of Road or Dynamic damping settings switchable on the fly, and Auto, Maximum or Minimum rear preload, which must be changed at a stop. Auto keeps the ride height correct in back regardless of the load and does its job well but firmly — when I wanted a softer ride and the lowest seat height I switched to Minimum. Dynamic damping mode keeps the bike well controlled in the corners with my 200 pounds and some gear aboard, but was too stiff for commuting, where I found Road mode was more comfortable. The damping changes accordingly when the riding mode is changed, but can be easily overridden with a switch on the left bar.
Dual halogen headlight is bright and functional, and is flanked by LED daytime running lights.
This is also home to BMW’s slick Multi Controller wheel for the menus and selections on the R 1250 R’s large 6.5-inch TFT display, the optional GPS unit and the BMW Motorrad Connected navigation app. In addition to vehicle and maintenance monitoring and a robust trip computer, the multifunction display offers Bluetooth smartphone, headset and media connectivity. There’s definitely a learning curve involved, but the display is super bright and easy to read, and once you figure out the basic controls and selections the rest is pretty intuitive.
Premium Metzeler Roadtec Z8 radial sport-touring tires were standard on our test bike, and they complement it well with smooth, predictable handling and grip.
Thoughtful details on the R 1250 R are easy to take for granted, but I came to appreciate them a lot living with the bike. Convenient right-angle metal valve stems are threaded into a spoke on each cast wheel, for example, where they’re easier to access. Both the clutch and brake lever are adjustable, and despite having halogen bulbs, the standard dual headlight is excellent night and day (as is, I presume, the LED taillight). I like having actual buttons versus electronic menu selections for the heated grips and riding modes, and the optional Keyless Ride system and its fob greatly simplify starting the bike, getting gas and locking the steering. Fuel economy is way up with the Shift Cam engine, too — though our average mpg is only 42.0 thanks to some spirited riding and lost receipts, we regularly saw upwards of 50 mpg on the trip computer, which would give the 4.8-gallon tank terrific range on regular gas.
No doubt many riders overlook the BMW R 1250 R roadster for its sexier, broader-based GS, RS and RT siblings, but even without all of the bells and whistles in the Select package (if you can find a bike without it), the R 1250 R is quite possibly the simpler, better choice for a lot of riders who don’t need more weight and complication in their lives. Isn’t that most of us?
Electrical Ignition: Digital electronic Charging Output: 508 watts max Battery: 12V 12AH
Chassis Frame: Tubular-steel bridge frame w/ engine as stressed member & Paralever cast aluminum single-sided swingarm Wheelbase: 59.6 in. Rake/Trail: 27.7 degrees/4.9 in. Seat Height: 32.3 in. Suspension, Front: USD 45mm fork w/ Dynamic ESA & 5.5-in. travel (as tested) Rear: Single shock w/ Dynamic ESA & 5.5-in. travel (as tested) Brakes, Front: Dual discs w/ 320mm floating rotors, opposed 4-piston calipers & Integral ABS Rear: Single disc w/ 276mm rotor, 2-piston floating caliper & ABS Wheels, Front: Cast, 3.5 x 17 in. Rear: Cast, 5.5 x 17 in. Tires, Front: 120/70-ZR17 Rear: 180/55-ZR17 Wet Weight: 545 lbs. (as tested) Load Capacity: 469 lbs. (as tested) GVWR: 1,014 lbs.
Performance Fuel Capacity: 4.8 gals., last 1.0 gal. warning light on MPG: 87 AKI Min (avg) 42.0 Estimated Range: 202 miles Indicated RPM at 60 MPH: 3,250
I find motorcycles are akin to the culinary world in that there is a cornucopia of flavors to analyze and ponder while parked on the couch. We all have our preferences, but some flavors are more pronounced and distinctive than others — low-fat plain yogurt just doesn’t have the complexity of a Pepperoncino pepper. When it comes to unique motorcycles, the 2020 Moto Guzzi V85 TT Travel leaves a lasting impression on the palate.
The V85 TT line rolls out of Moto Guzzi’s Mandello del Lario factory, on the shore of Italy’s swanky-villa spackled Lake Como, and offers an unexpected proposition: a vintage-styled ADV-Tourer from a heritage brand. With the Stelvio 1200 put out to pasture, a new ADV machine was needed in Guzzi’s ranks, and much like the combination of fried foods and ice cream, the V85 TT was something I needed in life.
Rugged new panniers, a taller windscreen, LED fog lights, heated grips, and the Moto Guzzi MIA multimedia pack round out the changes for the V85 TT Travel.
Introduced for 2020, the Travel is the third member of the V85 TT lineup and mechanically identical to its brothers. With a few tweaks to the recipe, the Travel is aimed at those looking to rack up mileage faster than a millennial’s college loan debt. Those tweaks include a windscreen with 60-percent more surface area, heated grips, LED fog lights, the Moto Guzzi MIA multimedia package, key-matched panniers and an exclusive rugged-looking colorway called Sabbia Namib. Best yet, you get all that for a $400 upcharge above the V85 TT Adventure.
Out on the road, the larger windscreen deflects much more air and reduces buffeting noticeably when behind the Guzzi’s wide handlebar. The comfy 32.7-inch saddle remains the same, and its lower height is an advantage when you need to get your boots on the ground — something that taller, more off-road focused ADV bikes don’t accommodate as easily.
The Travel’s tall windscreen displaces a serious amount of air, providing lots of wind protection, and bright LED fog lamps help illuminate your path when the sun goes down.
Powering the Goose is the 853cc transverse V-twin with all the Guzzi flavor fans adore, sans the gamey, unrefined top-end juddering of the past. In keeping with tradition, a pushrod valve train is used, while modern engine building influences are reflected in the lighter and stronger titanium intake valves, aluminum rods, updated roller tappet design, a new low-profile piston and a redesigned crankshaft. It’s a far cry from the V7 III powerplant that shares similar architecture — all the soul and none of the funk.
On the Jett Tuning Dyno, our 2020 V85 TT Adventure test bike (January 2020 and on ridermagazine.com) put out a modest 66.3 horsepower at 7,900 rpm and 48.6 lb-ft of torque at 5,300 rpm of supremely tractable power, with buttery low and mid-range grunt that gleefully spools up on a whim. In truth, you’re best served short shifting and exploiting the punchy mid-range power.
853ccs of Guzzi flavor that offers smooth, predictable power delivery right off the line.
Between the well-spaced 6-speed gearbox’s ratios and tractability, it’s easy to put power down when exiting corners in the streets. This middleweight engine hits the sweet spot of useable grunt off-road, too, forgoing the wheel-spinning madness of larger displacement competitors.
A long 60.2-inch wheelbase and relaxed 28-degree rake make the Travel surefooted on tarmac, tipping in without effort and showing nod-worthy sport-touring prowess when the pace picks up. Suspenders are in the form of a 41mm KYB fork and cantilever shock, featuring spring preload and rebound damping adjustment. Initial settings are a bit soft and cranking them up will pay off, especially if you’re feeling invigorated. Once dialed in, the V85 TT can do some quickstepping in the canyons. Off-road, the 557-pound Guzzi asks big questions of the suspension — stick to groomed fire-roads or trails on the way to your campsite, and hopefully, a cast iron pan-fried dinner.
Comfortable ergonomics are perfect for touring and the lower seat height will help riders with shorter inseams.
On those longer rides, the robust key-matched panniers are built to take a hit and also stow away your goods. It’s far more convenient than the V85 TT Adventure, which had individual keys for each piece of luggage. At night, I was certainly glad to have the three-level heated grips to stay toasty, and the LED fog lights are a noticeable help.
The 19- and 17-inch wheels laced up with beefy Michelin Anakee Adventure tires are a good pairing, allowing you to hit groomed fire roads and rocky sections with confidence, without sacrificing on-road manners the way a 21-inch front wheel would. Though the wide front tire isn’t particularly adept in sand.
Key-matched panniers can hold a full-sized ADV lid with a little room to spare.
Radial-mount four-piston brake calipers up front grab on 320mm rotors and provide good stopping power, but require a little extra effort at the lever to get the job done quickly. A single two-piston caliper works in junction with a 260mm disc in back, with a fairly relaxed bite that prevents you from prematurely locking the rear in dirt.
A massive 6.1-gallon fuel tank gives the bike an estimated 256-mile range.
Moto Guzzi has done something special with the V85 TT line, creating a distinguished motorcycle that can do a bit of it all; commute, tour, sow wild oats in the canyons and head off for a weekend in the backcountry. The styling and experience give it an unforgettable charm and with the V85 TT Travel’s smart accessories, this model becomes the pinch of salt in the chocolate milk, elevating the whole affair.
The V85 TT platform doesn’t miss a beat when in the canyons and flexes sporting potential.
Chassis Frame: Tubular steel w/ engine as stressed member, cast aluminum swingarm Wheelbase: 60.2 in. Rake/Trail: 26 degrees/5.1 in. Seat Height: 32.7 in. Suspension, Front: 41mm USD fork, adj. for spring preload & rebound damping, 6.6-in. travel Rear: Single shock, adj. for spring preload & rebound damping, 4.0-in. travel Brakes, Front: Dual 320mm floating discs w/ radial 4-piston calipers & ABS Rear: Single 260mm disc w/ 2-piston floating caliper & ABS Wheels, Front: Spoked tube-type, 2.50 x 19 in. Rear: Spoked tube-type, 4.25 x 17 in. Tires, Front: 110/80-VR19 Rear: 150/70-VR17 Wet Weight: 557 lbs. Load Capacity: 431 lbs. GVWR: 988 lbs.
Performance Fuel Capacity: 6.1 gals., last 1.3 gals. warning light on MPG: 90 AKI min. (low/avg/high) 36.5/46.3/42.1 Estimated Range: 256 miles Indicated RPM at 60 MPH: 3,600
Those with a finger on the sportbike category’s pulse have had their gaze fixated on the Aprilia RS 660 ever since a concept of it was displayed at EICMA 2018. Rightfully so, as the RS 660 fills a vital role for the Italian manufacturer. It is its first fully faired middleweight offering, providing a street friendly but racetrack-capable alternative to the legendary RSV4 superbike. In a broader sense, the RS 660 also brings a level of sophistication and technology utterly unheard of in the class.
For decades, adding a 600cc inline-four cylinder or equivalently powered supersport model to its sportbike lineup has been the modus operandi of many a bike maker. The average 600 with their stratospheric redlines, peaky powerbands, taut chassis and racy riding positions are an absolute blast on the circuit — where they can be wrung out as intended.
2021 Aprilia RS 660 in Lava Red
On the street, few of those characteristics translate positively, unless you happen to reside at the base of an unpopulated mountain road. In traffic, the committed riding position weights the wrists something fierce, compounded only by the pain of stiff suspension and anemic engine feel, unless it’s spooled up to the heavens.
Instead, Aprilia carved out a niche within the still flourishing middleweight class, rubbing elbows with the likes of the iconic Suzuki SV650, Kawasaki Ninja 650, Yamaha MT-07 and Honda CBR650R, albeit with a raised pinky due to the $11,299 price tag. While all admirable motorcycles in their own right, their performance, power to weight ratios, equipment and electronics can’t match what the Aprilia RS 660 offers. This thing is entirely different, as I discovered on our first ride, beginning in Santa Barbara, California.
The Acid Gold colorway costs an additional $200.
The RS 660’s story begins with its all-new 659cc parallel-twin engine, producing a claimed 100 horsepower at 10,500 rpm and a peak 49.4 lb-ft of torque at 8,500 rpm. Equipped with a 270-degree firing order that’s become fashionable in European parallel-twin engine design, the 660’s engine is a spunky little firecracker and belts out a downright mean exhaust note, reminiscent of the RSV4.
With smooth bottom end and roughly 80 percent of its max torque coming online at a low 4,000 rpm, the 660 has plenty of gumption right out of the gate, delivering loads of mid-range power. Oh, what a peach this engine is, pulling with authority up to roughly 9,500 rpm, where things start to trail off.
There’s a lot of punch in that small package. Look close at the head tube and you’ll be able to see the seam right down the center.
Best yet, all of that power is delivered in a tractable, exciting and approachable way — intermediate riders will appreciate the inviting, rousing performance, while experienced riders are going to relish every ounce of power. Whether you’re in the city or hitting your favorite twisty road, you will always have punchy acceleration at your beck and call, unlike typical inline-four supersports.
The RS 660 is tame at lower rpm, and the engine decidedly difficult to lug when trawling traffic. On the opposite end of the rpm spectrum, the single counterbalancer does well to hide vibrations below 6k, but above that, buzz is felt through the footpegs. I wouldn’t consider it a deal-breaker, though.
The sporty 6-speed gearbox offers precision shifts and is equipped with a slip-assist clutch that results in an impressively light clutch pull. Separating itself from the pack further, the RS 660 is the only middleweight bike fitted with an up/down quickshifter and it is a treat to use in the canyons, allowing you to blast through the gearbox with glee. The quickshifter works well most of the time, but occasionally, you will be met with longer kill times on the upshift and slight hesitation on the downshift.
From the beginning, the tagline for Aprilia’s new P-twin was that it’s the RSV4’s powerplant with the rear cylinder bank lopped off. While Aprilia engineers took inspiration from the 999cc and 1,077cc V4 engines, the 660 is its own entity. Evidence of its RSV4 lineage is best expressed in the intake design and varied length intake funnels, 48mm electronically operated throttle bodies, high 13.5:1 compression ratio and cylinder head design, all taking more than a few pages from the RSV4 playbook. It even shares the superbike’s 81mm stroke.
The RS 660 comes with a quickshifter and autoblipper standard and work well, save for a few occasional hiccups.
Helping you control everything is a Continental 6-axis IMU supported, class-leading APRC (Aprilia Performance Ride Control) rider aid package, lifted directly from the RSV4 and Tuono motorcycles. It includes 3-level cornering ABS, 3-level traction control, wheelie control, 3 throttle maps, cruise control and even engine braking management, which isn’t featured on the big bikes. In ABS level 3, the cornering function is enabled, while level 2 removes the cornering function for more aggressive riding, and in level 1, ABS is disabled in the rear only.
A total of five ride modes are standard: Commute (high intervention), Dynamic (sport riding) and Individual (customizable). Diving into the dash and switching from Road to Race will reveal the preset Challenge and custom Time Attack ride modes, that replaces your speedometer with a lap timer on the instrument panel.
All of those parameters can be quickly adjusted from the full-color TFT display found on several Piaggio models, but its easily navigable interface is updated for this application.
The street isn’t a place to test traction control or ABS limits, but I sure am glad to have those aids watching over my shoulder, especially when rolling through dusty apexes in the canyons. I stuck with Dynamic mode and enjoyed the crisp throttle connection, as well as the long leash for spirited riding.
What was crucial for the RS 660 platform is that the engine be as compact as possible to aid in a narrow and physically smaller chassis. A uniquely designed, lightweight aluminum twin-spar frame uses the 659cc engine as a stressed member to help save weight. Interestingly, each spar has one half of the head-tube cast into it and it’s completed when the two frame halves bolt together. Also, the cast aluminum swingarm connects directly to the engine, again saving weight.
With a leg thrown over the RS 660, it becomes apparent just how much emphasis was put on making the bike as sleek and svelte as can be. The footpeg distance is 0.72-inches narrower than the RSV4, and the subframe is 0.63-inches slimmer. Together, those dimensions make the relatively tall yet plush 32.3-inch seat height completely accessible for shorter riders. Additionally, the narrow subframe allows me to drive my weight through the footpegs, increasing control and feedback. For my 5-foot, 10-inch frame, the cockpit is spacious enough, although taller riders may disagree.
Faux riser clip-on handlebars integrated into the upper triple-clamp create a sporty yet sustainable riding position. Things can get wristy if you’re complacent on a longer ride, but it’s nowhere near as taxing as a supersport or superbike. Meanwhile, the 3.96-gallon fuel tank makes for a great anchoring point when braking or cornering. Aprilia representatives stated that they aimed for a riding position between the upright Kawasaki Ninja 650 and the racetrack-ready Yamaha YZF-R6.
Stylistically, the RS 660 references the RSV4 heavily and is equipped with LED lighting all around. Designers did add a bit of flair to the three-headlight RSV4 design by giving the RS 660 a daytime running light that extends upward on the front fairing in a “furrowed eyebrow” manner. The bike also features a functional passenger seat in standard trim, and when removed, luggage can be strapped to the bracket beneath.
The RSV4 superbike’s design has stood the test of the time and the RS 660’s lineage is more than clear.
A sportbike wouldn’t be a sportbike in 2020 without MotoGP-inspired aerodynamic winglets, and while the dual-layered plastics aren’t necessarily about creating down force, they are about encouraging rider comfort. The winglets are said to draw hot air away from the engine. In practice, it seems to work, as the engine’s radiant heat was rarely noticeable.
The supersport windscreen also provides a decent amount of wind protection when riding at freeway speeds, directing air toward the top of my helmet, and I can get into full-tuck comfortably.
A glance at the spec sheet reveals appropriately sporty numbers. Its short 53.9-inch wheelbase, steep 24.1-degree rake and 4.1-inches of trail pull no punches. However, this is where the Aprilia engineers have flexed their chassis knowledge against the competition — this bike is absolutely planted, translating tons of feel to the rider.
With a claimed wet weight of 403 pounds, the RS 660 tips into corners confidently and has a front end that encourages zealot-like faith. It’s light, nimble, and begs to be whipped into corners, remaining incredibly steady in every phase of the turn. Of course, Pirelli Diablo Rosso Corso II 120/70 and 180/55 rubber certainly contribute to the positive feelings. Thankfully, due to its reasonable power, the RS 660 won’t shred tires to the same degree its larger siblings will.
Handling suspension duties is a 41mm KYB fork featuring spring preload and rebound damping adjustment, accompanied by a non-linkage type KYB shock with the same adjustment abilities. The suspenders are tuned for street riding, soaking up bumps and bruises of the road nicely while still maintaining a composed and pleasurable ride. When the pace heats up, I would prefer a bit more compression damping, as sizable g-outs can unsettle things a bit. However, the all but officially confirmed up-spec Factory model will take care of that and appeal to those with a calendar full of track days.
In the front, radially mounted Brembo 4-piston calipers clamp onto 320mm floating rotors with good feel and stopping power — a noticeable improvement above the Japanese competition. In the rear, a dual-piston Brembo caliper grabs onto a 220mm disc and works well for line correction.
In stock trim, the RS 660 features a relatively comfortable pillion seat. Once removed, the bracket beneath can be used to secure luggage.
To call the 2021 Aprilia RS 660 anything but a game changer is an understatement, even with a couple minor teething issues. In a traditionally budget-minded class, reflected in paired-down components, technology and performance compromises, the RS 660 is trailblazing its own path. In essence, it’s the sportbike we always needed — real-world ergonomics, an energetic parallel-twin producing useable power, a stellar chassis and a swath of top-shelf electronics. Enough faffing around, let’s get it to the track.
Nic’s Gear: Helmet:Arai Corsair-X Gloves:Alpinestars GPX Jacket: Alpinestars T-GP PLUS R V3 Pants: Alpinestars Crank Boots: Alpinestars Faster-3
2021 Aprilia RS 660 Specs:
Website:Aprilia.com Base Price: $11,299 Price as Tested: $11,499 (Acid Gold Color) Horsepower: 100 horsepower @ 10,500 rpm (claimed) Torque: 49.4 lb-ft @ 8,500 rpm (claimed) Engine Type: Liquid-cooled, transverse parallel-twin, DOHC, 4 valves per cyl. Bore x Stroke: 81.0 x 63.9 mm Displacement: 659cc Transmission: 6-speed, cable-actuated wet clutch Final Drive: O-ring chain Wheelbase: 53.9 in. Rake/Trail: 24.1 degrees/4.1 in Seat Height: 32.3 in. Claimed Wet Weight: 403 lbs. Fuel Capacity: 3.96 gals., last TK gal. warning light on
The morning sun paints the Sierra Nevada, a snowcapped pink backdrop to the Alabama Hills. Action Photography by Kevin Wing. Static photography by Jenny Smith.
On the eastern edge of California’s Sierra Nevada, tucked away beneath Mount Whitney, the tallest mountain in the continental U.S., is a tiny little town called Lone Pine. Lone Pine is best known as the jumping-off point for mountaineers seeking to summit Whitney, a convenient place to freshen up and grab a hot meal for hungry Pacific Coast Trail through-hikers and a playground of outstanding bouldering for rock climbers. If you’re a film buff, you might also appreciate the area’s history as a backdrop for Hollywood movies since the 1920s, especially the Westerns of the 1950s and ’60s like “How The West Was Won,” “The Lone Ranger” and “Hell Bent For Leather.” It’s not the town of Lone Pine itself that features on the big screen, however, but rather a uniquely beautiful and photogenic geological formation that lies on the western edge of town, in the shadow of the snowcapped Sierra peaks: the Alabama Hills.
A fine way to get to Alabama Hills and enjoy them? The new 2020 Triumph Tiger 900 Rally Pro.
Named for, of all things, a Confederate battleship, the CSS Alabama, the Alabama Hills aren’t really hills but a series of rock outcroppings and formations that jut from the scrubby desert floor. With a little imagination, you might pick shapes like an eagle’s head or a human face out of the hoodoos. And of course, for 100 years Hollywood directors have used the Alabama Hills to stand in for locations from the Wild West to the Arabian Desert to the Himalayas. Located on U.S. Route 395, the Alabama Hills and Lone Pine are a fabulous diversion on a loop through Death Valley. Riding the short, paved loop through the area is rewarding on its own, but to fully appreciate the Hills — and to see the actual filming locations — a detour onto graded dirt is required, which made the new Triumph Tiger 900 Rally Pro a perfect choice for this road trip.
Despite its tall 21-inch front wheel and long-travel suspension, the Rally Pro is nimble and easy to handle in the twisties.
I was smitten with the new Tiger, especially in its off-road oriented Rally Pro guise, since my initial ride in Morocco (Rider April 2020 and on ridermagazine.com), so when our tester arrived I snatched up the keys and wouldn’t let go. I’d traveled through Lone Pine once before, but had never stopped and only had a glimpse of the Hills from a distance; this time, I was looking forward to spending more time exploring and catching a famous Alabama Hills sunrise. Unfortunately, my timing wasn’t great; temperatures were in the low 100s, and I had a lot of flat, featureless desert to cross before reaching my destination. To make things more interesting, I diverted through a giant wind farm along curving, undulating Tehachapi Willow Springs Road — it was out of my way, but broke up the otherwise straight, flat, hot ride across the Antelope Valley and Mojave Desert. One word of caution: mind your p’s and q’s on this road, as the Highway Patrol seems to keep a cruiser or two on it, trolling it for speeders.
This plaque at the entrance to Movie Flat Road gives a brief overview of the area’s history.
The Tiger 900 was just as pleasant as I remembered, its revamped in-line triple with T-plane crank and new firing order generating plenty of power with a new V-twin-like character. Fortunately, that character was limited to sound and feel; the enlarged 888cc engine has been fitted with a new balancer shaft and is just as smooth as the previous Tiger 800. At 476 pounds wet, it’s lighter than before (our 2018 Tiger 800 XCA weighed in at 505 pounds) and makes a bit more power and torque. On the Jett Tuning dyno, our 2020 Tiger 900 Rally Pro spun out 89.7 peak horsepower at 8,800 rpm and 59.4 lb-ft of torque at 7,300, compared to 84 horsepower at 9,900 rpm and 51.2 lb-ft of torque at 7,700 on our most recent Tiger 800 tester. For some riders, a liter-class or larger ADV tourer is the only way to go, but the Tiger 900 Rally Pro makes plenty of power for my needs and offers all the creature comforts a girl could want — including a heated seat (not that I needed it on this ride).
The Alabama Hills are a geographical wonder, but they’re also famous as a Hollywood filming location.
Speaking of which, though it’s clearly the more off-road worthy of the new Tiger 900 family, the Rally Pro handled the several-hours long slog through the desert heat like a champ. A new split radiator meant my left leg wasn’t roasted, a common complaint on the previous Tiger 800 models, and the windscreen — adjustable with one hand from the saddle — did a nice job of deflecting the worst of the blast-furnace air without buffeting. Slowing through small towns along the way, I dropped it to its lowest position to allow maximum flow through the vented panels in my Spidi riding suit. Sometimes even hot air feels good, as long as it’s moving.
Overnight duffel strapped to the rear rack, Tiger and I paused at the Tehachapi wind farm for a photo op and a cool drink.
Another key improvement over the previous off-road Tiger 800s are the new tubeless spoked rims — still a ready-for-anything 21-incher up front (the base model Tiger 900 and the Tiger 900 GT and GT Pro have tubeless cast wheels with a 19-inch front). While it’s taller and longer (thanks to longer-travel suspension and the larger front wheel) and has plush suspension well suited for gnarly terrain, the Rally Pro is easy to handle and flicks through corners with ease and very little drama.
With a table-flat torque curve and a larger, more powerful engine, the new Tiger 900 is more fun than ever.
I tackled some legitimately “adventurous” sections on my first ride in Morocco, but this trip was more about the scenery and history, accessed via graded, occasionally sandy and often washboard dirt roads. After a pause at the (temporarily closed, thanks to the pandemic) Museum of Western Film History in Lone Pine, where I had to settle for a selfie outside the locked, theater-marquee style front doors, I checked into my hotel room, dropped off some stuff to lighten my load and headed for the Hills.
The Rally Pro is ready and willing to explore dirt roads, with an Off-Road Pro riding mode that’s nicely dialed-in for maximum confidence and control.
In “normal” times, riders will want to grab a free map from the museum before exploring. The map highlights some of the more famous filming locations, everything from old Westerns to modern movies like “Gladiator” and “Iron Man,” along with how to access them. Since these are not normal times (or maybe it’s just the new normal), I had to do my own research on the Internet before leaving home. After a leisurely putt around the paved loop road, I returned to the turnoff for the dirt Movie Flat Road, also known simply as Movie Road, along which are the Alabama Hills’ famous arches, eerie formations and hoodoos—and, of course, Hollywood movie locations. A street bike, ridden carefully and with an eye out for surprise sand drifts and washboard, can easily handle the early section of Movie Flat Road, where almost all of the interesting waypoints are located. On the Rally Pro, it was child’s play. Standing on the pegs, right hand lightly gripping the throttle, the Tiger and I floated over the washboard and tracked confidently through the shallow sandy areas. The traction control wasn’t intrusive, but I still toggled through the various settings, including Off-Road Pro, which disables ABS and traction control entirely and uses a dedicated off-road throttle map. Not surprisingly, I was happiest with this mode on Movie Flat Road, feeling the most direct connection with the bike and any tiny wiggles it passed up to me.
The hoodoos of the Alabama Hills peer down at the resting Tiger.
I put the seat into its taller 34.2-inch position to achieve the most open knee bend for the four-plus hour highway ride, despite the fact that it put me on my toes at a stop. But another tradeoff for choosing my parking spots carefully (mind the slope!) was an ability to transition easily from sitting to standing as I meandered through the hoodoos, occasionally turning off onto a rockier, rutted jeep trail to get to a particularly interesting formation. I also appreciated the new, larger 7-inch full-color TFT display, which includes Bluetooth connectivity to your phone, GPS and/or GoPro on the GT Pro and Rally Pro. My only complaint is that the tachometer is difficult to read, but otherwise all pertinent information, including range to empty (we averaged 50.3 miles from the 5.3-gallon tank) and the tire pressure monitoring system, are easy to find and see.
South of Lone Pine, along U.S. Route 395, is a fossilized waterfall. Tens of thousands of years of rushing water wore this volcanic rock smooth; when the Owens Valley was drained to divert water to Los Angeles, this “fossil” is all that remained.
The next morning, after enjoying a beautiful pink sunrise, snapping a few photos and recording some brief riding impressions on video, it was time to point my front wheel south and toward home—but not before stopping at the Alabama Hills Café and Bakery for one of their massive omelets (did I mention the hordes of hungry through-hikers that pass through town?). Feeling at least several pounds heavier than when I woke up that morning, I wondered if the Tiger would notice my big breakfast. Probably not; its preload- and rebound-damping adjustable Showa rear shock sports 9.1 inches of plush, compliant travel, and its 45mm fully adjustable Showa fork a frost-heave eating 9.4 inches. It functioned just as well as I remembered from our rollicking ride in Morocco, tuned just how I like it: on the softer side for low-speed damping and quick to respond when the pace picks up. It still feels distinctly like an ADV bike, especially when ridden back-to-back with a more street-oriented machine, but the tradeoff is not so great that I felt robbed of my ability to enjoy a twisty road.
You remember that tacos are a favorite road food of the Rider staff, right?
At any rate, I suspect that a rider looking for something to challenge sportbike riders in the canyons might pass up the Tiger 900, even in GT/GT Pro form, for something sportier. But if your ideal adventure tourer can carry you and your gear comfortably through hours and hours of monotony in inclement weather, then handle the tough stuff with enough competency to allow you to enjoy the ride — and the scenery — then you would be doing yourself a disservice if you didn’t at least consider the Rally Pro.
A mere two years after the 790 Adventure platform was launched, KTM has announced an update to its middleweight adventure motorcycle lineup, with the 2021 KTM 890 Adventure R and limited edition 890 Adventure R Rally.
2021 KTM 890 Adventure R
The 2021 KTM 890 Adventure R is positioned as KTM’s new off-road-ready mass-production ADV offering. However, the limited edition 890 Adventure R Rally 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. At their core, the two models share all critical componentry.
2021 KTM 890 Adventure R Rally
The standout upgrade for both the 890 Adventure R and Rally variants is the revised 890 powerplant, first featured in the 2020 KTM 890 Duke R, boasting a claimed 105 horsepower @ 8,000 rpm and 73.8 lb-ft of torque @ 6,500 rpm — netting a 10 horsepower and 8-9 lb-ft increase above the 790.
2021 KTM 890 Adventure R Rally
Improvements to the 889cc DOHC parallel-twin engine are in the form of a larger 90.7 x 68.8mm bore and stroke, leading to a 91cc displacement increase and notably higher 13.5: compression ratio. A redesigned cylinder head uses one-millimeter larger intake and exhaust valves, working in conjunction with a more aggressive camshaft profile to increase lift. Lightened forged pistons and connecting rods are used to decrease rotating mass. In contrast, a 20-percent heavier crank is used to improve low-rev behavior — surely, something that will come in handy when dealing with tight, technical off-road terrain, and improve chassis response when riding at pace.
2021 KTM 890 Adventure R Rally
The 890 Adventure motorcycles will enjoy all of the upgrades seen on the 890 Duke R, with the revised clutch, sportier shifting thanks to a shortened shift lever stroke, and lighter shift-detent spring, and improved throttle-by-wire response.
The new 890 models feature a fuel map tuned for adventure riding and an exhaust system specific to the ADV models. Lastly, the Adventure R Rally sports titanium Akrapovič slip-on exhaust muffler that is 35% lighter than the standard muffler.
2021 KTM 890 Adventure R and 2021 KTM 890 Adventure R Rally
There is a chassis update for the 890 Adventure R and Rally, which now uses an aluminum head-tube and lighter subframe for 2021. KTM has not stated a weight difference between the 890 and 790 Adventure motorcycles, and geometry remains the same, as does the 5.3-gallon fuel tank.
When it comes to suspension, the 2021 890 Adventure R uses the same fully-adjustable 48mm WP XPLOR fork and WP XPLOR PDS shock as before, with updated suspension settings. In contrast, the 890 Adventure R Rally is equipped with WP Pro components, a WP XPLOR Pro 7548 fork, featuring cone valve technology, and a WP EXPLOR PRO 6746 shock with 270mm of travel, 30mm more than the 890 Adventure R.
2021 KTM 890 Adventure R
Braking hardware did not go unaltered with the update for both models. The dual 320mm floating rotors and 4-piston calipers return, while the front master cylinder has been replaced and is said to offer improved feedback at the lever. In the rear, the 2-piston caliper now uses isolated pistons, and isolation plates between the brake pads and pistons said to increase heat stability, control, and feel during long descents. Also, the rear brake system now uses a steel-braided brake line, again, to manage heat and improve braking performance.
KTM’s Bosch IMU-supported rider aids continue to be developed, such as the cornering ABS and lean-angle-detecting traction control (Motorcycle Traction Control). KTM says that these aids have been improved for 2021. Meanwhile, the bevy of rider modes return, with Street, Off-road, Rain and optional Rally. Motor Slip Regulation is still optional, as is KTM’s Quickshifter+, heated grips and cruise control.
2021 KTM 890 Adventure R Rally
Spoked 21- and 18-inch wheels return on both Adventure R and Rally models, and this year they get anodized hubs. Also, Continental TKC 80 tires are featured on both models instead of the off-road biased Metzeler Karoo rubber. However, the Adventure R Rally makes its dirt-focused intentions clear with narrower, 21 x 2.15-inch front and 18 x 4.00-inch rear, DID DirtStar rims.
2021 KTM 890 Adventure R Rally — Model Highlights: Limited-edition, 700 units (500 Int’l and 200 U.S.) Updated engine and electronics WP XPLOR Pro Components Suspension Akrapovič exhaust (35% lighter than standard) Flat racing seat (with 35.8-inch height) RALLY mode and Quickshifter+ included Narrow anodized wheel rims with tubes Clear screen winglets and racing graphics and colors Carbon fiber tank protectors and Rally footrests
2021 KTM 890 Adventure R — Model Highlights: New 889 cc engine with an added 90 cc of displacement Engine featuring 20% more rotating masses More power and torque Reinforced clutch Improved ABS and Traction Control Reworked shifting for faster gear changes Updated Quickshifter+ (optional) New handlebar switch for Cruise Control function Chassis upgrades with aluminum steering head tube and lighter subframe Reworked front and rear brakes New suspension settings
2021 KTM 890 Adventure R and 890 Adventure R Rally Photo Gallery:
2021 KTM 890 Adventure R
2021 KTM 890 Adventure R
2021 KTM 890 Adventure R
2021 KTM 890 Adventure R
2021 KTM 890 Adventure R and 2021 KTM 890 Adventure R Rally
Now on its 45th model year, the Gold Wing is looking a lot more sporty these days thanks to a major weight loss program for 2018. That Pearl Glare White paint and blacked-out engine, wheels and frame on the Tour and Tour DCT models is new for 2020.
As Honda’s flagship model and a luxury touring bike that is near and dear to the hearts of many a Rider reader, we have written quite a lot about the Honda Gold Wing over its 45 model-year lifespan. The latest 2018-and-newer generation, in particular, has received more than its share of our scrutiny, in part because it is so radically different than the previous gen, but also because our coverage began way back in September 2017 with leaked images of the all-new bike. Then we flew to Japan the next month with just three other journalists for a (6 hour!) tech briefing and first ride on camouflaged prototype Gold Wings around Honda’s Twin Ring Motegi racetrack. In January 2018 my wife Genie and I traveled to Austin, Texas, for the bike’s U.S. introduction and two-day first ride in some wonderfully chilly weather, and not long after that we put the new Gold Wing head-to-head with the BMW K 1600 GTL in a comparison test here in balmy Southern California.
All of those reviews, stories and more on the GL1800 can be found on our website and in 2017-2018 issues of Rider. In revisiting them for this story and after putting about 600 miles on the 2020 Tour model featured here, I found that our assessments of the bike and most of the technical information still hold true. Some small but effective changes have been made for 2020 that we’ll touch on, but for the most part Honda’s concentrated approach to getting it right the first time with each new generation of Gold Wing gives them amazing longevity — prior to 2018, the last major model change was for 2001. Thus far the Gold Wing’s 2018 engine design hasn’t required any changes to meet later emissions regulations, so our dyno run of a 2018 model should still be representative. Despite being significantly lighter and more compact, the thoroughly revised 1,833cc opposed flat-six engine made peak numbers (101 horsepower and 106 lb-ft of torque) that were virtually identical to our 2015 test bike, but the new engine started making more than 100 lb-ft about 800 rpm lower, at 2,300 rpm, and didn’t fall below 100 lb-ft until 5,100 rpm as before. So despite taking a lighter, sportier approach with the rest of the bike, the engine is even more of a stump pulling, touring capable unit than it was before.
Before we get to the new stuff and how it works, here’s a brief written refresher to complement the walk-around video in our digital magazine version: Honda took a “light is right” approach with the new GL1800 that knocked off almost 90 pounds, shortened its overall length by 2.2 inches and further centralized mass for better handling, while maintaining its signature roomy rider and passenger accommodations. The 1,833cc flat six is also lighter and more compact, and the bike’s all-new bodywork is sleeker, lighter and has taut new styling. The Gold Wing’s electronics are also state-of-the-art, with throttle-by-wire, four riding modes, C-ABS braking and switchable traction control, an electronically adjustable windscreen and suspension, Bluetooth and a fully featured infotainment and navigation system that includes Apple CarPlay and Android Auto integration. For 2020 five models round out the lineup, including two base models (no top trunks) with either 6-speed manual or 7-speed DCT automatic transmissions, and three Tour models with 50-liter top trunks, one with a manual transmission, one with DCT and the top-line Airbag DCT model. For 2020 pricing ranges from $23,800 all the way up to $32,300 for the Airbag version. All feature an electric windscreen, cruise control and keyless central locking. The Tour models add electronically adjustable suspension preload, and the DCT Tours have Walking Mode/Reverse (the manual Tour model gets regular Reverse).
That Pearl Glare White paint treatment with blacked-out engine, frame and wheels on our Tour test bike and the Tour DCT model is new for 2020, and it really turns heads. We’ve tested the new Wing’s DCT automatic transmission extensively and found that it works very well, shifting smoothly and quietly, and that its Sport, Drive and manual modes (plus manual override in either auto mode) can really make the bike a joy and easier to ride underway. For precise low-speed maneuvers and starting out, however (particularly two-up and/or with a heavy load), and riding on dirt and gravel roads, we prefer to have the extra power modulation a manual clutch provides. The Gold Wing’s new dual-wishbone spring-strut front end soaks up the bumps incredibly well and makes the bike rock stable at anything above a walking pace, but something about it also causes the steering to hunt a little at very low speeds. Combine that with the possibility of abrupt throttle application with the DCT, and the bike can feel a bit unruly, particularly when starting out or on a loose surface. Being able to slip a manual clutch eliminates the problem for the most part — think of it as a throttle modulator.
Relaxed rider ergonomics and substantial passenger space make the Wing supremely comfortable for one or two.
Aside from some steering heaviness in tight corners, everywhere else both the manual and DCT models behave more like sport-touring machines than luxury-touring bikes. Changes are inevitable in any machine this complex — fortunately Honda kept them minimal for 2020 and the bike is only seven pounds heavier at 838 pounds wet (and still 78 pounds lighter than the previous gen). Most noticeable are taller new passenger grab handles, which are easier to reach from the pillion yet don’t interfere with comfort or mounting/dismounting the bike. There’s a USB charging port in the left saddlebag now in addition to the one in the front center storage pocket (which itself gets a new button latch that works much better). At first blush it seems strange that neither USB charging port is accessible from outside its pocket/saddlebag, but they’re primarily intended for smartphones that can be stashed away when used in conjunction with Apple CarPlay or Android Auto and Bluetooth headsets. By the way, Android Auto integration was just added in July 2020 as a DIY software update that is compatible with 2018 and later models and also includes new audio equalizer adjustments, a navi automatic volume adjustment, four color map selection and an ETA function.
Besides new colors for some of the other models as well, that’s it for significant changes for 2020. And it wouldn’t surprise me if the bike is left alone for another decade, since overall it’s such a well put together, versatile luxury-touring machine that can cross the country or cross into sport-touring territory. After just one ride its enormous power spread leaves no doubt the Wing is capable of burning up a twisting mountain pass or squirting around slower vehicles in a flash, even two-up and fully loaded, usually with just a single downshift. The C-ABS braking is strong, confidence inspiring and easily modulated at the lever and pedal, and the bike’s smoothness, comfort and wind protection make the miles disappear on the Interstate, back roads and lonely highways. Seating comfort for rider and passenger is exceptional, the heated grips and seats work very well (and have separate button controls instead of being buried in the electronic menu), and the audio/infotainment system is powerful, intuitive and comprehensive.
Although it steers more heavily than the previous generation, the new Wing still carves up a twisting road like a Thanksgiving turkey.
Wish list? Of course, most of which carries over from our tests of the 2018 model. The new passenger grab handles for 2020 address that complaint, and making the fog lights standard creates a highly visible triangle of bright LED light up front that greatly increases conspicuity. But the Wing’s luggage capacity shrunk with the introduction of the 2001 model, and shrunk even more in the new model, to the point that now even a solo rider can have trouble packing everything in the saddlebags and top trunk for a multi-day trip. Less convoluted saddlebag interior shapes would be a good start, but the top trunk should also be capable of holding two full-face helmets of any size with Bluetooth communicators attached. Adding a small luggage rack to the top trunk helps, as do the two small storage pockets up front, but even then two-up camping is a real challenge. Fortunately the aftermarket offers larger luggage lids, trailer hitches and hitch racks.
Many thought the reduction in fuel capacity from 6.6 to 5.5 gallons on the new Gold Wing would be a deal breaker on such a long-haul bike, but it turned out to be a non-issue, since the 2018 and later models get significantly better fuel economy. I would still like to see Honda make the suspension damping separately adjustable — currently you can electronically adjust the suspension preload separately to four settings (solo rider, rider with luggage, two up and two up with luggage), but the damping settings are tied to the selected ride mode (Sport, Tour, Eco and Rain). Overall the suspension works brilliantly in most situations, especially with two riders and a full load, but there are times riding solo when I would like to set a softer ride in Tour mode with its smooth throttle response, or dial-in more damping without engaging the abrupt throttle of Sport mode.
Morro Rock, a California State Historic Landmark in Morro Bay, is a volcanic plug that formed about 23 million years ago. At nearly 600 feet tall it was an important navigational aid for mariners — for us it’s simply a good place to grab lunch and an on-the-road photo.
How important these criticisms are will vary with every rider. The Gold Wing’s longevity is also its curse — Honda needed to carve off some weight and give the bike a leaner, sportier profile to shed its “couch on wheels” image and attract new owners and younger riders, since everyone who wants something like the former bike already has one. The overall result is incredibly functional, fun and stylish, even if you have to leave the blow dryer at home. Oh, and your spare shoes, the laptop, bottle of wine….
Overall there’s more to like about the Gold Wing now than in 2017 and earlier models, particularly if your rides tend to be shorter and sportier. Two-up riders who spend lots of time on the road will wish for more luggage capacity.
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