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2020 KTM 890 Duke R | Road Test Review

October 2, 2020 mcnews Leave a comment

One short year after the 790 Duke’s release, the 2020 KTM 890 Duke R took everyone by surprise when it was unveiled at the EICMA show. The Austrian firm promised that the 890 Duke R would remedy a few performance shortcomings in the original “Scalpel’s” non-adjustable WP suspension and J-Juan brakes. The verdict: it does, and it does so in spades.

Dubbed the “Super Scalpel” by KTM, the 890 Duke R is the sharpest tool in the middleweight naked sportbike shed, thanks to its impressive agility, raucously fun powerplant, quality components and top-spec electronics package.

2020 KTM 890 Duke R Review — Ergonomics edge toward a more sporting rider triangle on the 890 Duke R, and luckily, it hasn’t detracted from comfort.

Based on the 790 powerplant, the 889cc DOHC parallel-twin engine has gone under the knife and come out ready for the limelight. Bore and stroke grow to 90.7 x 68.8mm, creating a 91cc displacement increase along with a significantly higher 13.5:1 compression ratio. A new cylinder head accommodates one-millimeter larger intake and exhaust valves, paired with a more aggressive camshaft profile to increase lift. The 890’s mill also gets lightened forged pistons and connecting rods, which decrease rotating mass. In contrast, a 20-percent heavier crank is employed to improve low-rev manners. Of course, the redline is raised by 1,000 rpm for good measure.

All of these changes add up to more power at the rear wheel, and on the Jett Tuning dyno, the 890 Duke R put out 111.0 horsepower at 9,500 rpm and 67.0 lb-ft of torque at 7,000 rpm at the rear wheel. For those keeping score, that’s 13.1 more ponies and 9 lb-ft of torque over the 790, but the real takeaway is that the 890 makes more power across the entire rev range.

2020 KTM 890 Duke R Specs — The refined 889cc engine is more powerful, smoother, but also more fuel-efficient and sheds less heat.

From the moment you hit the starter and hear the 75-degree offset with a 475-degree firing interval’s bass-laden bark, you know you’re in for a good time. The 889cc engine spools up with more urgency than its predecessor, delivering stellar low-end grunt, which feeds directly into power-wheelie-inducing mid-range that kicks off at 6,200 rpm. And, it pulls hard to 9,500 rpm, where things trail off. All of that is delivered tractably, which will surely be appreciated by riders anywhere on the spectrum of skill. Thanks to the redesigned dual counterbalancers, the engine is noticeably smoother than before, too.

The Duke R hits the sweet spot in performance, offering an experience that seasoned pilots will revel in and something that newer riders can wrap their heads around — unlike many of the Super Naked bikes of today. Most importantly, it’s power that can be used on the street.

What is undeniably clear is the 20-percent heavier crank, which has removed some lugginess that the 790 expressed when cruising at low speed, also gives it a more brawny feel, making the 890 more adaptable to a casual urban riding or when opening it up in the canyons.

The sporty gearbox also received some TLC this year. It now features a shorter lever-throw and lighter detent spring, making shifting that much sportier. At lower revs and in the first three gears, specifically, shifting is a tad notchy. It’s all the more reason to pick up the optional up/down Quickshifter+ ($399.99), so you can blast through the gears on the gas. You’ll also have a high-quality PASC slipper clutch that alleviates wheel-hop when aggressively downshifting.

2020 KTM 890 Duke R Seat Height — The two-stroke-esque muffler design does conflict with the heel of your boot.

It’s tough to say whether the beefier crank and new ECU tuning is responsible for the linear throttle response; perhaps it’s both. The throttle-by-wire response is vastly improved in every ride mode, especially Track.

Helping you and the 890 perform your best is a top-shelf electronics package derived from the mighty 1290 Super Duke R. A 6-axis Bosch IMU supports cornering ABS, lean-angle-detecting traction control and wheelie control. Cruise control is a $249.99 option.

Three standard ride modes are available (Rain, Street and Sport), which have predetermined intervention settings and work well. However, to adjust your rider aids, you’ll need KTM’s optional Tech Pack ($739.99; includes Track Pack, Motor Slip Regulation, and up/down Quickshifter+). Everything in the Tech Pack is standard on the 790, but strangely not on the 890.

Track mode allows you to use any throttle map, dial in the nine-level traction control on the fly, disable wheelie control, enable launch control or go into Supermoto ABS (disabling ABS in the rear only). For spirited or track riding, Track mode is a must — choose your throttle map, turn off wheelie control, lower the TC a bit and put those sticky Michelin Power Cup 2 tires to work.

Despite its non-adjustable suspension, the 790 Duke’s chassis proved to be incredibly agile and communicative but showed signs of weakness when pushed hard. To help manage the 890’s higher horsepower, KTM upgraded the 43mm WP Apex fork with compression and rebound damping adjustment and a fully adjustable WP shock. Now the weak link is the monkey sitting behind the handlebars.

The uprated suspension only highlights the positive attributes of the chassis we noted on the previous model, as the 890 Duke R’s suspenders keep the bike planted in the corners, boasting loads of confidence-boosting chassis-generated grip when riding aggressively. Our 890 weighed in at mere 405 pounds wet, so the Duke R not only feels light and nimble when flicking side to side — it is. Sure, static rate springs and firmer damping trade off some comfort on harsh roads, but it’s a trade I’ll make all day in the name of handling prowess like this.

2020 KTM 890 Duke R Suspension — Adjustable WP suspension takes the Duke chassis from good to great. Although, the absence of spring preload adjustment up front is irksome.

The wide, adjustable handlebar is lowered and pushed forward to encourage more weight over the front end. At the same time, the rearsets are scooted rearward, giving this bike a marginally sportier rider triangle. One can sit bolt upright or throw their elbows out and get low. The narrow chassis helps my 32-inch inseam reach the ground, despite the bike’s slightly taller 32.8-inch seat height. Better yet, I have plenty of legroom, though the muffler still awkwardly kicks your heel out and takes up precious real estate on the right footpeg.

Superbike-spec dual Brembo Stylema calipers and larger 320mm rotors take care of braking duties up front, while a single Brembo caliper clamps onto a 240mm rotor in the rear. Stopping power and feel is impeccable, even when trailing into corners. The Brembo MCS lever is seriously trick. It features ratio adjustment settings, letting you dial in brake feel, not just distance from the grip; keep it sharp for the track or soften it up for the street.

2020 KTM 890 Duke R Brakes — Brembo Stylema calipers and larger 320mm rotors are world’s above the J-Juan setup on the 790.

The KTM 890 Duke R has set a new gold err…orange standard in the middleweight class, and mechanically, the list of complaints are virtually non-existent. My grumbling is squarely aimed at costly options that should be factored into the price and were once standard features. Otherwise KTM has delivered a true “R” model, with a stellar engine, brilliant handling, awesome brakes and an excellent electronics package, all of which add up to a serious all-around sport machine.

Nic’s Gear:
Helmet: HJC RPHA-11 Pro
Jacket: Spidi Super R
Pants: Spidi J & Dyneema
Gloves: Racer High Speed
Boots: XPD X-Two

2020 KTM 890 Duke R Specs:

Base Price: $11,699
Price as Tested: $12,439 (Tech Pack)
Warranty: 2 yrs., 24,000 mi.
Website: KTM

Engine
Type: Liquid-cooled, transverse parallel twin
Displacement: 889cc
Bore x Stroke: 90.7 x 68.8mm
Compression Ratio: 13.5:1
Valve Train: DOHC, 4 valves per cyl.
Valve Adj. Interval: 18,600 mi.
Fuel Delivery: EFI, DKK Dell’Orto 46mm
throttle body
Lubrication System: Pressure lubrication w/ 2 oil pumps, 3.0 qt. cap.
Transmission: 6-speed, cable-actuated PASCH assist-slipper clutch
Final Drive: X-ring chain

Electrical
Ignition: Bosch EMS w/ RBW
Charging Output: 400 watts max
Battery: 12V 10AH

Chassis
Frame: Tubular-steel dual backbone w/ engine as stressed member, cast aluminum subframe & swingarm
Wheelbase: 58.3 ± 0.6 in.
Rake/Trail: 24.3 degrees/3.9 in.
Seat Height: 32.8 in.
Suspension, Front: WP 43mm USD, adj. for rebound & compression damping, 5.5 in. travel
Rear: WP single shock, fully adj., 5.9 in. travel
Brakes, Front: Dual 320mm discs w/ radial-mount opposed 4-piston calipers, radial-pump master cylinder & Bosch 9.1MP 2-channel ABS
Rear: Single 240mm disc w/ 1-piston floating caliper & Bosch 9.1MP 2-channel 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: 405 lbs.
Load Capacity: 543 lbs.
GVWR: 948 lbs.

Performance
Fuel Capacity: 3.7 gals, last 0.9 gal. warning light on
MPG: 91 AKI Min (low/avg/high) 44.2/41.5/38.9
Estimated Range: 153 miles
Indicated RPM at 60 MPH: 3800

2020 KTM 890 Duke R Review Photo Gallery:

Source: RiderMagazine.com

Motorcycle News, News

2021 Triumph Trident Teased During Final Testing

September 29, 2020 mcnews Leave a comment

Hot on the heels of the 2021 Triumph Trident’s design prototype reveal at the London Design Museum, Triumph has released official images of the new Trident during its final testing stages at the brand’s headquarters in Hinckley, UK.

The Triumph Trident is a new middleweight roadster aimed at other affordably priced middleweight motorcycles, such as the Honda CB650R, Kawasaki Z650, Yamaha MT-07 / XSR 700 and Suzuki SV650. Although MSRP has not been confirmed, Triumph has stated that the Trident will be competitively priced within its category. Currently, the Trident is slated for a Spring 2021 release.

On paper, the Trident will separate itself from the rest of the field in a couple major ways. First, it is the only triple-cylinder powered motorcycle in a category dominated by parallel-twin and V-twin engines. Second, Triumph has stated that it will come equipped with “class-leading technology as standard.”

Today, Triumph is further teasing us with images of the Trident in working order, but camouflaged in stickers, during its final testing stages. Triumph is still being tight-lipped about pricing, specifications, and performance figures – we’ll have to wait for the official announcement soon.

Although Triumph has not confirmed displacement, the triple-cylinder engine appears to be the same sporting powerplant found in the original Street Triple 675 and Daytona 675, as evidenced by the nearly identical engine cases and bolt patterns. Triumph may have revived the engine, undoubtedly modifying it for the Trident’s purpose, as well as Euro 5 emissions standards.

These images also confirm the inclusion of a non-adjustable Showa inverted fork, which is a rarity in this class, and what we assume to be a Showa shock, featuring spring preload adjustment only. Also highlighted are the beefy, machined aluminum triple clamps.

Nissin dual floating calipers will handle braking duties in the front and are paired with a Nissin axial master cylinder. In the rear, a single radially mounted Nissin caliper is responsible for braking duties.

Now that the Trident is not obscured by white paint, we can also see the Triumph’s fit and finish on display, with the finely detailed headlight, hardware finishes and overall clean look. Also, Triumph has wisely gone with a svelte license plate, brake, and indicator hugger, which improve the bike’s styling.

We’ll have to sit tight for more information about the 2021 Triumph Trident – details will be announced shortly. Until then, feast your eyes on the images below.

2021 Triumph Trident Teased During Final Testing Photo Gallery:

Source: RiderMagazine.com

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2020 Honda Rebel 500 ABS | Road Test Review

September 18, 2020 mcnews Leave a comment

In The Beginning…There was the Rebel | 2020 Honda Rebel 500 ABS Review

The first motorcycle you own is the most important motorcycle you will ever own. On that bike you will earn key motorcycling merit badges — learning proper throttle and clutch control, shifting, cornering techniques and brake application, to name a few. Those foundational riding skills need to be cultivated somewhere and it helps if they’re acquired on a bike as welcoming as the 2020 Honda Rebel 500 ABS.

The Honda Rebel line is an unsung hero of the motorcycling world. Originally launched in 1985 with the Rebel 250, the spritely little cruiser was virtually unchanged over its 32-year run on the market and quickly became one of the quintessential beginner bikes due to its durability, unintimidating power, low seat height and user-friendliness. For those reasons, it was the bike of choice for numerous basic riding courses, allowing countless would-be motorcyclists to receive their motorcycle endorsements.

Above all, it was cheap and built to take the harsh punishment that new riders dish out. Yes, the Rebel also helped riders earn other notable merit badges, such as learning the importance of fully extending your kickstand, or not overfilling your fuel tank and spraying gas everywhere.

In 2017, the Rebel line was significantly updated with the introduction of the Rebel 300 and 500, continuing the tradition of approachability and dependability for a new generation of riders. For model year 2020, several helpful updates come in the form of an assist-and-slip clutch, retuned suspension, LED lighting, a new instrument panel layout and a beefed-up seat. In many ways, these updates have enhanced the Rebel’s quality fit-and-finish.

2020 Honda Rebel 500 ABS Price — The 2020 seat features additional and denser foam for comfort. We opted for the quilted custom seat at $64.95, which is functionally the same as the stock option.

Toss a leg over the Rebel 500 and you’re met with a comfortable, north-of-neutral riding position, narrow backswept handlebars and mid-mount footpegs. The ultra-low 27.2-inch seat height and lean chassis give the Rebel a petite stature, which has made it popular with shorter riders, since it allows them to firmly plant their feet on the ground. Honda also added more and denser foam to the saddle, improving comfort. Even at 5-foot 10-inches, I fit it comfortably. If you’re creeping into the 6-foot range, you may feel differently.

The round LCD instrument panel is updated with a gear position indicator, which is handy for riders of any skill level, though the LCD could be brighter as it’s difficult to read in direct sunlight. Those aren’t the only aesthetic changes — the Rebel line now features bright LED lighting from front to back and a smart-looking tail tidy. The headlight is also repositioned and our test unit is equipped with a snazzy accessory headlight cowl that’ll set you back $95.95.

2020 Honda Rebel 500 ABS Specs — Fit and finish is on point, especially when we consider the price.

Sitting at the heart of the Rebel 500 ABS is the playful 471cc liquid-cooled parallel-twin engine pilfered from Honda’s sporty CB500R. It offers performance that new or returning riders can sink their teeth into, without being overwhelmed or quickly tiring of it, thanks to its perfectly predictable torque curve and healthy pep. Aided by great throttle response, this plucky parallel twin will have you happily darting around surface streets and canyon roads, or twisting the grip on the freeway with the roll-on power left above 65 mph.

Some vibration can be felt if you wring the engine’s neck, but short shifting will hide all of it, and the rubber pads on the footpegs keep it from reaching your feet. Honda says the new assist-and-slip clutch reduces clutch pull by an impressive 30 percent, and its wide friction zone makes setting out from stops a snap. Combine that with the slick six-speed gearbox and shifting is effortless. Freshly minted riders will also appreciate the slipper function, which reduces wheel-hop should you downshift too aggressively.

Thanks to stiffer springs and a higher oil level in the non-adjustable fork, suspension dive under hard braking is a thing of the past and damping is much more controlled, allowing the 4.8-inches of travel to gobble up potholes nicely. The spring rate of the preload-adjustable twin shocks is also increased and nitrogen gas is used in the damper tubes to help with compliance. In practice, a minimal 3.8-inches of travel will keep the rear end of the bike composed over most road impurities, but hard-hits from expansion joints and sharp-edged potholes deliver a solid jolt.

At 418 pounds full of fluids, the Rebel 500 has a low center of gravity, making it feel light and nimble at any speed. It tips into corners with little input from the rider, and the mid-mount footpegs will accommodate a decent amount of lean angle before the peg-feelers touch down.

With its updated suspension, the Rebel can get sportier; push it too hard and you will introduce some instability, but it’s perfectly adequate for its intended audience. Toss in an extra $29.95 for the accessory fork boots to protect the exposed fork stanchions, which also kick it up a notch visually.

A single 296mm disc and two-piston floating Nissin caliper handle braking duties up front, accompanied by a single 240mm disc and single-piston Nissin caliper in the rear. There is plenty of braking power on tap and a linear pull up front, without an aggressive initial bite, which is great for new riders. However, feel is on the vague side. The rear brake has good feel and stopping power. A non-ABS model is available and will save you $400 at the till, but we strongly recommend anti-lock brakes, especially for anyone starting out.

Honda did a solid job of addressing some of the issues we had with the 2017 iteration of the Rebel 500, improving on a solid package for rider’s new to the saddle. The Rebel is undeniably friendly, fun, and will make a rider out of you yet. Here’s to another 32 rebellious years.

Nic’s Gear:
Helmet: Shoei RF-1200
Jacket: Pando Moto Capo Cor 01
Pants: Pando Moto Mark Kev 01
Boots: TCX X-Blend WP
Gloves: Racer Soul

2020 Honda Rebel 500 ABS Specs:

Website: powersports.honda.com
Base Price: $6,499
Price as Tested: $6,909.79 (accessories)
Engine Type: Liquid-cooled, transverse parallel twin, DOHC, 4 valves per cyl.
Bore x Stroke: 67.0 x 66.8mm
Displacement: 471cc
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: O-ring chain
Wheelbase: 58.7 in.
Rake/Trail: 28 degrees/4.3 in.
Seat Height: 27.2 in.
Wet Weight: 418 lbs. (as tested)
Fuel Capacity: 3.0 gals., last 0.58 gal. warning light on
MPG: 86 octane min (high/avg/low) 64.3/49.2/43.1

2020 Honda Rebel 500 ABS Photo Gallery:

Source: RiderMagazine.com

Motorcycle News, News

2021 Indian Motorcycle Model Lineup Announced

September 15, 2020 mcnews Leave a comment

Indian Motorcycle has just announced its complete 2021 model year lineup. The American V-twin manufacturer’s lineup remains relatively unchanged, save for the Vintage Dark Horse and Roadmaster Limited. New technology is also available on the touring line of motorcycles, as well as numerous new factory accessories.

From Press Release:

Indian Motorcycle, America’s First Motorcycle Company, today announced its 2021 model-year lineup. The new lineup, which includes new model iterations, next-level technology upgrades, and a robust offering of genuine Indian Motorcycle accessories, is made available following the brand’s strongest sales quarter ever.

“We’re extremely motivated by the significant brand momentum we’re experiencing, and we’re as focused as ever to provide our riders with best-in-class products and experiences,” said Reid Wilson, Vice President of Indian Motorcycle. “Our riders are extremely discerning, with high expectations across the board and it’s incumbent upon us to stay on the cutting edge in style, performance, and technology. Our 2021 lineup additions and upgraded features are a result of the hard work and dedication we pour into every bike in the lineup.”

Developed in direct response to rider feedback, Indian Motorcycle’s 2021 enhancements and new offerings span across its Thunderstroke, PowerPlus and Scout lineups.

Indian Thunderstroke and PowerPlus Models

Joining the Indian Motorcycle cruiser lineup is the new Indian Vintage Dark Horse. For riders who want timeless style with a mean attitude, the Indian Vintage Dark Horse comes with soft black leather bags and fully blacked-out styling.

Featuring significant upgrades in 2021, the Roadmaster lineup is better than ever. Apple CarPlay® is now standard across the lineup, while Roadmaster Limited and Roadmaster Dark Horse models feature Indian Motorcycle’s all-new ClimaCommand Rogue heated and cooled seat with Ride Command integration.

Joining the Roadmaster lineup is the Roadmaster Limited, which features gloss paint, chrome finishes, a modern fairing design, open front fender and slammed saddlebags. Meanwhile, the restyled Roadmaster Dark Horse includes fully blacked-out finishes for mean and modern attitude. Each model is powered by Indian Motorcycle’s powerful, air-cooled Thunderstroke 116 with premium features, including Metzeler Cruisetec® tires, lower fairings with adjustable airflow vents, heated grips and a push-button adjustable windshield. Standard amenities across the entire Roadmaster lineup include remote-locking saddlebags and trunk with over 37 gallons of combined storage, adjustable passenger floorboards, ABS, cruise control, keyless ignition, tire pressure monitoring and full LED lighting.

Furthermore, the power buttons on the Chieftain, Roadmaster, Indian Springfield, and Indian Challenger models have been relocated to the switch cube on the handlebars to accommodate a new 12-volt charge port on the dash. The charge port conveniently provides riders with an opportunity to plug in and connect to a wider range of electronics.

2021 Indian Roadmaster Limited infotainment system.

Innovative Technology

The 2021 lineup boasts new ride-enhancing technology, both as standard equipment and as an upgrade.

ClimaCommand Heated & Cooled Seat

Indian ClimaCommand heated and cooled seat.

In addition to being standard equipment on the Roadmaster Limited and Roadmaster Dark Horse, Indian Motorcycle’s new ClimaCommand heated and cooled seat is also available as an upgrade across all Thunderstroke models. New for 2021, the ClimaCommand seat is available in two style variations, Classic and Rogue, which has more modern, streamlined style. Additionally, the 2021 ClimaCommand seat now allows riders to adjust heating and cooling directly through the Ride Command infotainment system on select 2020 and 2021 models, offering riders a new, and easy way to manage comfort while on the road. With a low, medium, or high setting, the thermoelectric technology is used to independently cool or heat the rider and passenger seat, while a flexible graphene material allows the heating or cooling to disperse through the entire surface area of the seat. The non-perforated seat is 100% water resistant and highly durable. The ClimaCommand seat is available as an added accessory for all 2014 through 2021 Thunderstroke models, though 2020 and 2021 Chieftain and Roadmaster riders can integrate the seat within the bike’s Ride Command system.

Apple CarPlay®

Standard on all 2021 Roadmaster, Chieftain, and Indian Challenger models equipped with Ride Command with navigation. Apple CarPlay® delivers an easier, more customized level of control for music, navigation preferences, and mobile device information.

Pathfinder Adaptive LED Headlight & Pathfinder S LED Driving Lights

Pathfinder Adaptive LED Headlight and Pathfinder S LED Driving Lights.

Available as an accessory upgrade, Indian Motorcycle introduces the all-new Pathfinder Adaptive LED Headlight for most 2015-2021 Thunderstroke models, and Pathfinder S LED Driving lights for most Chieftain, Roadmaster, and Indian Challenger models. The all-new Pathfinder Adaptive LED Headlight senses the bike’s lean angle and activates individual LED projector beams to provide unprecedented visibility. With 15 individual beams, and featuring patented, cutting-edge technology that monitors the bike’s lean angle in real-time, the Adaptive Headlight delivers unmatched illumination of the road ahead – whether upright and traveling in a straight line or leaned over to carve a turn. In addition, the Pathfinder S LED Driving Lights can be added to complement the Pathfinder Adaptive LED Headlight. With the same superior LED illumination as the Pathfinder Adaptive LED Headlight, riders will benefit with even more nighttime visibility.

PowerBand Audio
New for 2021, riders can now upgrade the Indian Challenger’s audio experience with PowerBand Audio quick release trunk amplified speaker kit. When paired with PowerBand Audio Plus, this system delivers exceptional sound and clarity from high-output fairing and saddlebag speakers that are 50% louder than the Indian Challenger’s stock audio system.

Touring & Comfort Accessories

In 2021, Indian Challenger riders can pack for the long haul and enjoy new touring amenities. The Indian Challenger quick release trunk adds 17 gallons of additional storage. Similar to the Indian Roadmaster trunk, the Indian Challenger trunk is lockable via key fob and can fit two full-face helmets. When paired with the Slim Trunk Passenger Backrest Pad, passengers have up to 2 inches of additional room for comfort.

For both Indian Challenger and Thunderstroke models, a new low-profile quick release padded sissy bar with low-profile passenger pad, is available to those who want added passenger comfort without sacrificing the bike’s low-profile and sleek styling.

Additionally, Indian Challenger and Thunderstroke riders can add even more wind protection with taller accessory windshield options and added comfort with an extended reach seat, infinite highway pegs and a pinnacle heel shifter. For those riding two-up, a quick release passenger sissy bar, passenger backrest pad, and passenger floorboards add passenger comfort.

For Thunderstroke models, Indian Motorcycle offers a full package of comfort and passenger accommodations, including extended reach seat, mid-rise and 16-inch ape hanger handlebars, rider and passenger back rests, color matching quick release trunk, passenger arm rests and more. Indian Challenger riders can upgrade with mid-rise handlebars, a tinted curved windshield, and front highway bars.

Performance Upgrades

Indian Motorcycle’s lineup of Thunderstroke performance accessories significantly modify the overall look, sound, and performance of each engine. The stage 1 slip-on exhaust, available in black or chrome, improves sound for both the Thunderstroke 111 and Thunderstroke 116. Indian Motorcycle’s stage 1 oval slip-on muffler kit and stage 1 performance air intake together increase horsepower by 4% with the Thunderstroke 111 and 8% with the Thunderstroke 116. By adding the stage 2 performance cams, riders will gain 13% more horsepower when compared to a stock Thunderstroke 111. The Thunderstroke 116 stage 2 performance kit, which includes cams, higher flowing fuel injectors and throttle body, produce a 17% horsepower boost when paired with both Stage 1 accessories. Riders can also upgrade any Indian Motorcycle model packing the Thunderstroke 111 with its Thunderstroke 116 stage 3 big bore kit, which produces 20% more horsepower when compared to a stock Thunderstroke 111.

For Indian Challenger riders, the stage 1 slip-on muffler and PowerPlus stage 1 air intake improves sound and style.

Paint & Pricing

Indian Vintage Dark Horse: Starting at $19,499, available in Thunder Black Smoke.
Indian Vintage: Starting at $20,499, available in Crimson Metallic, and Deepwater Metallic over Dirt Track Tan
Indian Springfield: Starting at $21,999, available in Maroon Metallic over Crimson Metallic, and Thunder Black over Dirt Track Tan.
Indian Springfield Dark Horse: Starting at $22,499, available in Thunder Black Smoke, Sagebrush Smoke, and White Smoke.
Chieftain: Starting at $21,999, available in Thunder Black.
Chieftain Dark Horse: Starting at $27,999, available in Thunder Black Smoke, Ruby Smoke, and Titanium Smoke.
Chieftain Limited: Starting at $27,999, available in Thunder Black Pearl, and Radar Blue.
Indian Challenger: Starting at $22,999, available in Thunder Black, and Titanium Smoke.
Indian Challenger Dark Horse: Starting at $27,999, available in Thunder Black Smoke, White Smoke, and Bronze Smoke.
Indian Challenger Limited: Starting at $27,999, available in Thunder Black Pearl, Ruby Metallic, and Deepwater Metallic.
Roadmaster: Starting at $29,999, available in Thunder Black Pearl, Maroon Metallic over Crimson Metallic, and Alumina Jade over Thunder Black.
Roadmaster Dark Horse: Starting at $29,999, available in Thunder Black Smoke, White Smoke, and Bronze Smoke.
Roadmaster Limited: Starting at $30,749, available in Crimson Metallic and Thunder Black Azure Crystal.

Indian Scout Models

Indian Motorcycle’s robust Scout lineup offers both classically-styled and modernly-mean designs. With a 61 cubic-inch (1000 cc) motor, delivering 78 horsepower, the Scout Sixty and Scout Bobber Sixty are each approachable and attainable with an MSRP starting at $8,999. Riders looking for more punch can opt for the 69 cubic-inch (1133 cc), 100 horsepower, engine in the Scout and Scout Bobber.

This year’s 2021 Scout lineup receives a refresh with new paint colors – further enhancing the iconic style and lines of the bike. Colors like Stealth Gray on the Scout Bobber Twenty and Maroon Metallic Smoke on the Scout Bobber add to the aggressive, low profile look that riders love with Scout Bobber models.

Scout Accessories

2021 Indian Scout Bobber w/ accessories.

Already a robust line of genuine Scout accessories, Indian Motorcycle is adding even more in 2021. With all-new Scout touring parts, riders can turn their city cruiser into a capable long-haul touring machine. A Scout Bobber low or mid wind deflector protects riders from the elements, while heated grips for all 2017-2021 Scout models keep your hands warm in cold weather conditions. In addition, a new fairing bag and semi-rigid saddlebags add stylish storage options. Finally, a color-matched quick release fairing with a two-inch windshield is available for all Scout models in new 2021 colorways.

Indian Motorcycle’s Scout performance upgrades can seriously change the overall attitude of any Scout. Exhaust and muffler options change the aesthetic, while increasing horsepower by over 10% when paired with the performance air intake. Options include the stage 1 2-in-1 full exhaust system and the stage 1 shorty slip-on muffler kit – both available in chrome and matte black.

Paint & Pricing

Scout Sixty: Starting at $8,999, available in Thunder Black, and Ruby Metallic.
Scout Bobber Sixty: Starting at $8,999, available in Thunder Black, Thunder Black Smoke, Blue Slate Smoke, and Titanium Metallic.
Scout: Starting at $11,499, available in Thunder Black, Deepwater Metallic, White Smoke, and Maroon Metallic over Crimson Metallic.
Scout Bobber: Starting at $10,999, available in Thunder Black, Thunder Black Smoke, White Smoke, Alumina Jade Smoke, and Maroon Metallic Smoke.
Scout Bobber Twenty: Starting at $11,999, available in Thunder Black, Thunder Black Smoke, Stealth Gray, and Sagebrush Smoke.

Thunderstroke and Scout models are arriving at dealerships now, and 2021 Indian Challenger models will ship in October. Riders can learn more or test ride by visiting a local Indian Motorcycle dealership. For more information on the 2021 lineup, or to find the nearest dealer, visit IndianMotorcycle.com and follow along on Facebook, Twitter and Instagram

2021 Indian Motorcycle Model Lineup Photo Gallery:

Source: RiderMagazine.com

Motorcycle News, News

2020 Kawasaki Ninja 1000SX | Road Test Review

August 21, 2020 mcnews Leave a comment

2020 Kawasaki Ninja 1000SX Review — 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.

2020 Kawasaki Ninja 1000SX Review Seat Height — 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.

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.

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.

2020 Kawasaki Ninja 1000SX Review Controls — 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.

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.

2020 Kawasaki Ninja 1000SX Review Tire Size — 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.

2020 Kawasaki Ninja 1000SX Review Engine — 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.

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.

2020 Kawasaki Ninja 1000SX Review Dash — 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.

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

Photography by Kevin Wing

2020 Kawasaki Ninja 1000SX Photo Gallery:

Source: RiderMagazine.com

Motorcycle News, News

2020 BMW S 1000 XR | Tour Test Review

August 20, 2020 mcnews Leave a comment

2020 BMW S 1000 XR Review — 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.

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.

2020 BMW S 1000 XR Review Semi-active Suspension — 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.

2020 BMW S 1000 XR Review Seat Height — 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.

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.

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 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.

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.

2020 BMW S 1000 XR Review Two Position Windscreen — 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.

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.

Nic’s Gear:
Helmet: Fly Sentinel
Jacket: Fly Strata
Pants: Fly Terra Trek
Boots: TCX Roadster 2
Gloves: Racer mickey

2020 BMW S 1000 XR Specs:

Base Price: $17,645
Price as Tested: $23,090 (numerous accessories)
Warranty: 3 yrs., 36,000 miles
Website: BMW Motorrad USA

Engine
Type: Liquid-cooled, transverse in-line 4
Displacement: 999cc
Bore x Stroke: 80.0 x 49.7
Compression Ratio: 12.5:1
Valve Train: DOHC, 4 valves per cylinder
Valve Adj. Interval: 18,000 miles
Fuel Delivery: BMS-O EFI
Lubrication System: Wet sump, 4.2-qt. cap.
Transmission: 6-speed, cable-actuated multi-plate anti-hopping wet clutch
Final Drive: O-ring chain
Electrical
Ignition: BMS-O
Charging Output: 493 watts max
Battery: 12V 9AH

Chassis
Frame: Aluminum composite bridge frame, self-supporting engine, aluminum double-sided swingarm
Wheelbase: 61.0 in.
Rake/Trail: 24.9 degrees / 4.5 in.
Seat Height: 33.1 in.
Suspension, Front: USD 45mm telescopic fork, Dynamic ESA & electronically adjustable damping, 5.9 in. travel
Rear: Single shock w/ Dynamic ESA, electronically adjustable damping & 5.9 in. travel
Brakes, Front: Dual 320mm floating discs w/ opposed 4-piston radial calipers & ABS
Rear: Single 220mm disc w/ 1-piston floating caliper & ABS
Wheels, Front: Cast, 3.5 x 17 in.
Rear: Cast, 6.0 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 190/55-ZR17
Wet Weight: 511 lbs. (as tested)
Load Capacity: 481 lbs. (as tested)
GVWR: 992 lbs.

Performance
Horsepower: 158.63 horsepower @ 11,3000 rpm (as tested)
Torque: 79.68 ft-lbs @ 9,500 rpm (as tested)
Fuel Capacity: 5.3 gals, last 1.1 gal. warning light on
MPG: 91 PON Min (low/avg/high) 31.4/35.0/42.3
Estimated Range: 223 miles
Indicated RPM at 60 MPH: 4,000

Photography by Kevin Wing

2020 BMW S 1000 XR Photo Gallery:

Source: RiderMagazine.com

Motorcycle News, News

2020 Suzuki V-Strom 1050XT | Tour Test Review

August 12, 2020 mcnews Leave a comment

The venerable V-Strom hasn’t changed much in its nearly two-decade history, which is testament to the fact that Suzuki pretty much got it right back in 2002, when it became the first Japanese manufacturer to enter the large-displacement ADV market in the U.S. The 2002 DL1000 V-Strom was powered by a proven 90-degree twin with a superbike pedigree and had tallish suspension, a 19-inch front wheel and the user friendliness and reliability that might’ve been lacking in its contemporaries. This Goldilocks adventure tourer helped define the niche and quite possibly aided its explosion into mainstream popularity; almost 20 years later, the ADV segment is booming, with even Harley-Davidson acknowledging the fact with an adventure bike prototype of its own.

We’re big fans of the V-Stroms here at Rider, both the 650 and 1,000cc variations. The larger version especially checks all the ADV touring boxes—plenty of power, bulletproof reliability (and a large dealer network just in case), ample luggage-carrying capacity, tons of aftermarket farkles and the ability to comfortably carry a rider (and passenger) over vast distances and terrain ranging from smooth pavement to dirt or gravel forest roads. If you want something more off-road oriented there are better choices, but for the vast majority of adventure riders the V-Strom is an ideal mount.

Most of the model’s updates and changes over the last 18 years have focused on technology and performance, and this last one was a doozy. For 2020, the V-Strom 1050 gets a new throttle-by-wire system with three ride modes, updated traction control and—on the mid-level XT and top-of-the-line XT Adventure versions—the Suzuki Intelligent Ride System (SIRS), with a 6-axis IMU, cruise control, cornering/combined ABS, hill hold control and slope/load-dependent braking. Despite the nomenclature change, engine displacement is actually the same as before (1,037cc), though it is now Euro 5 compliant—quite an accomplishment considering it’s based on a design first used in 1990s-era TL1000S/R sportbikes. Peak horsepower is up, with the Jett Tuning dyno registering 96.3 at 8,500 rpm (compared to 91.8 at 9,100 on our 2018 test bike), and peak torque is unchanged with 66.1 lb-ft at 6,300 rpm (compared to 66.2 at 3,900). The fully adjustable 43mm inverted fork and rebound- and remote preload-adjustable rear shock, both with 6.3 inches of travel, are unchanged except for minor spring and damping rate adjustments. Rounding out the updates, of course, is the total styling redesign by Ichiro Miyata, the designer of the 1980s DR-Big dual-sport that was the inspiration for the new Strom’s throwback style. (You can get more details about the updates for the 2020 V-Strom 1050 in the April 2020 issue, or in our 2020 V-Strom 1050XT First Ride Review.)

We knew we wanted to snag a test bike and hit the road for some much-needed throttle therapy, and as we noted in the Ridden & Rated review referenced above, we knew we had to have one of the two awesome retro color schemes. This meant getting an XT—the base model only comes in Glass Sparkle Black/Solid Iron Gray. The XT Adventure, which is an XT with hard aluminum panniers and heated grips, only comes in Glass Sparkle Black. Being June, the heated grips weren’t a problem, but we definitely needed luggage. The Adventure’s panniers will bolt right onto the XT, but because of COVID-related delays we weren’t able to get a set in time, so we dropped on Suzuki’s standard plastic side cases, strapped a Nelson-Rigg waterproof duffel to the rear rack and called it good. Now…where to go?

Ever since a 2017 visit to Sequoia National Forest was squelched due to a wildfire, I’ve been dying to ride there and see the famous trees. A member of the redwood family, giant sequoias are the most massive individual trees on earth, and are among the oldest living organisms—the oldest giant sequoia is around 3,200 years old. They grow to an average height of 164 to 279 feet, with trunks that range from 20 to 26 feet in diameter. Unlike their coast redwood cousins, giant sequoias have a very limited natural range, a strip along California’s Western Sierra Nevada just 20 miles wide by about 270 miles long. To stand in their presence is to appreciate the power of nature, incapable of feeling anything other than awe and humility among the towering giants.

Campgrounds were just starting to reopen when I planned the trip, so I snapped up a reserved tent site in the Sequoia National Forest at Redwood Meadow Campground, which is adjacent to the Trail of a Hundred Giants. This paved walking path meanders through a grove of giant sequoias, with interpretive signs and several benches where you can sit and bask in the dappled sunlight beneath 2,000-year-old trees. A bit farther north are Sequoia and Kings Canyon National Parks, and past those lies Yosemite National Park, making this a good southern starting point for Sierra Nevada exploration. Unfortunately, my time was limited so I focused on achieving my objective—visiting the sequoias—and enjoying the ride there and back on the new V-Strom 1050XT.

The first couple of hours were spent just getting away from the Los Angeles metro sprawl and then across the hot, dusty Central Valley, giving me a great opportunity to assess the Strom’s comfort and wind protection. I left the seat in the higher position (34.3/33.5 inches) because my long legs appreciated the more relaxed knee bend (although it was still noticeably tighter than the Tiger 900 Rally Pro I’d just tour tested a few days prior). I started with the windscreen near the top of its adjustment range but was experiencing some buffeting; by the end of the trip I found that the middle was the sweet spot for me—fairly clean air, and just enough across the top of my helmet to keep it flowing through the vents. Unfortunately, adjustments are a bit of a pain because the lever locking the screen into place is located on the front, directly above the headlight. So not only must you stop the bike, you must also dismount and walk to the front in order to adjust the screen up and down. Despite the long bar end weights, I was feeling a considerable amount of vibration in the grips and was grateful for the new cruise control. However, the cruise control set/resume/speed up/down buttons on the left switchgear are the same ones used to scroll through some of the information available on the LCD instrument, so you won’t be able to view important info like fuel range unless you already have it on the screen when you turn on the cruise. Speaking of the LCD, it includes a lot of useful info but is dark, crowded with tiny letters and numbers, and susceptible to glare, all of which can make it tough to read at a glance. That said, I did find it easy to navigate through the various SDMS (throttle response) modes and ABS and traction control settings. The new, wider footpegs have thick rubber inserts that dampen vibes and are quite comfortable when standing up off-road, but it was a nagging annoyance that they tended to catch my riding pants whenever I’d put my feet down.

As nitpicks went, that was it. Turning onto twisty, bumpy, beautiful Caliente Bodfish Road, I knew I was in the Strom’s element. It’s long and low but tips into corners on its street-oriented Bridgestone Battlax Adventure A41 tires with ease, compliant suspension soaking up the many pavement irregularities on this barely two-lane mountain road. Suspension can be a sore point for me, with less-expensive non-adjustable setups almost always set too stiffly for a rider of my size, and even some adjustable units can be tough to properly dial in. But the V-Strom 1050XT was a pleasure, and on the occasions when I ventured off-pavement in search of a nice view it didn’t bounce me around and made it easy to maintain balance and throttle control.

The new ride modes are well-sorted, with three choices, A, B and C. I found A mode to be too abrupt for my personal taste, and C is rather mellow, best for rainy or slick conditions. Whether on-road or off, I preferred B mode and its natural feel, with no on/off hiccups and linear response. The engine has plenty of mid- and higher-range get-up-and-go and is geared rather tall, which put me in the unexpected (for a V-twin) position of having to shift a fair amount on tighter, more technical roads. Third gear, for example, will easily carry 50 mph, and I didn’t need sixth until well past 70. Even so, there’s enough torque on tap to pull you out of a tight corner if you’re feeling lazy—or don’t have a sporty friend you’re trying to keep up with. And if you’re feeling your oats and spur the big Strom to a faster pace, its user-friendly character really starts to shine. It’s stable and responsive, the throttle, chassis, engine and suspension working together to create a drama-free, just-enjoy-the-ride experience, and the radially mounted Tokico 4-piston front calipers and Nissin single-piston rear caliper provide plenty of peace of mind. As we noted in our initial review, the brakes have good initial bite and feel but then go a bit vague, though actual performance doesn’t fade. Befitting the V-Strom’s more street-oriented adventure personality, the cornering/combined ABS has two modes for more/less intervention, but it cannot be disabled.

Climbing out of the little town of Kernville, southern gateway to the Western Sierra, the temperature gauge on the LCD started dropping from its high of 102 to the mid-80s, and at a photo stop along the beautiful Kern River, famed for its rafting and fly fishing opportunities, I dropped the windscreen into its lowest position to best take advantage of the cooler mountain air. Mountain Highway 99 follows the river upstream before making a turn to the west and continuing to climb deeper into the Sequoia National Forest, past the granite dome of Capitol Rock and the tiny private community of Johnsondale. After Johnsondale, the road changes names to Mountain Highway 50 and continues climbing; my temperature gauge moved in direct opposition to the altitude, dropping into the 70s, and the air was now scented with cedar and pine. Roughly 10 miles later, a well-marked right turn at a four-way stop onto Mountain Highway 90, a.k.a. the Great Western Divide Highway, leads to the Redwood Meadow Campground, my stopping point for the night.

After setting up camp and emptying my side cases, I backtracked to the store in Johnsondale for provisions—water, snacks and a sandwich for dinner. I’d strapped my stretchy cargo net across the Strom’s pillion seat and rear rack—there are plenty of tie-down points and hooks—expecting to buy some firewood as well, but as it turned out the Forest Service was doing some dead fuel clearing so I relieved one pile of a few smaller, conveniently-cut logs and foraged around my campsite for starter wood. Provisions and firewood unloaded from my trusty steed, it was time to stretch my legs with a stroll on the Trail of a Hundred Giants, finally getting my chance to see these magnificent trees in person.

The next morning, after an a surprise delay caused by a cattle drive—complete with seven cowboys and four dogs helping the mooing bovines along—I backtracked down the mountain, now watching the temperature go up as the altitude dropped, and aimed my front wheel toward home. The V-Strom 1050XT had proven it’s still one of the best adventure touring values out there, with technological improvements that keep it on par with its competition, a retro-cool new look and the same mix of friendly personality and performance that’s made it a stalwart favorite for the last 20 years.

Jenny’s Gear:
Helmet: Scorpion EXO-ST1400
Jacket: Fly Butane
Pants: Rev’It Neptune GTX
Boots: Sidi Gavia Gore-Tex

2020 Suzuki V-Strom 1050XT Specs:

Base Price: $14,799
Price as Tested: $15,594.95 (side cases)
Warranty: 1 yr., unltd. miles
Website: suzukicycles.com

Engine
Type: Liquid-cooled, transverse 90-degree V-twin
Displacement: 1,037cc
Bore x Stroke: 100.0 x 66.0mm
Compression Ratio: 11.5:1
Valve Train: DOHC w/ 4 valves per cyl.
Valve Insp. Interval: 14,500 miles
Fuel Delivery: Fuel injection w/ throttle-by-wire & 49mm throttle bodies x 2
Lubrication System: Wet sump, 3.2-qt. cap.
Transmission: 6-speed, hydraulically-actuated wet assist-and-slipper clutch
Final Drive: O-ring chain

Electrical
Ignition: Electronic transistorized
Charging Output: 490 watts max.
Battery: 12V 11.2AH

Chassis
Frame: Twin-spar aluminum w/ tubular steel subframe & cast aluminum swingarm
Wheelbase: 61.2 in.
Rake/Trail: 25.3 degrees/4.3 in.
Seat Height: 33.5/34.3 in.
Suspension, Front: 43mm USD fork, fully adj.
w/ 6.3-in. travel
Rear: Linked shock, adj. for spring preload (remote) & rebound damping w/ 6.3-in. travel
Brakes, Front: Dual 310mm discs w/ opposed
4-piston radial calipers & ABS
Rear: Single 260mm disc w/ 1-piston pin-slide caliper & ABS
Wheels, Front: Tubeless spoked, 2.5 x 19-in.
Rear: Tubeless spoked, 4.0 x 17 in.
Wet Weight: 566 lbs. (as tested)
Load Capacity: 399 lbs. (as tested)
GVWR: 965 lbs.

Performance
Horsepower: 96.3 horsepower @ 8,500 rpm (as tested)
Torque: 66.1 lb-ft @ 6,300 rpm (as tested)
Fuel Capacity: 5.3 gals., last 1.2 gals. warning light on
MPG: 91 AKI min. (low/avg/high) 44.2/49.8/54.0
Estimated Range: 264 miles
Indicated RPM at 60 MPH: 3,500

Photography by Jenny Smith and Kevin Wing (Action)

2020 Suzuki V-Strom 1050XT Photo Gallery:

Source: RiderMagazine.com

Motorcycle News, News

2020 Honda Africa Twin CRF1100L Adventure Sports ES | Road Test Review

July 27, 2020 mcnews Leave a comment

2020 Honda Africa Twin CRF1100L Adventure Sports ES Review — For 2020 both the Africa Twin and Africa Twin Adventure Sports ES offer more power and better handling, with a larger parallel twin-cylinder engine carried in a lighter, stiffer chassis. The Adventure Sports ES adds a barrel-full of adventure-touring features such as electronic semi-dynamic suspension, spoked tubeless wheels and tires, cruise control, a larger 6.5-gallon tank and more.

Honda’s CRF1000L Africa Twin was a little late to the adventure-bike party when it was introduced for 2016, but the bike immediately established itself as a solid performing, less-expensive (and often lighter) alternative to the dominant European liter-class ADVs. Nine inches of suspension travel at each end, good ground clearance and 21-inch front and 18-inch rear wheels gave the bike notably good off-road handling for a 500-pound motorcycle, and it offered enough on-road manners for light sport-adventure riding and touring, too. The availability of a DCT version with automatic transmission expanded the bike’s customer base (about 37% are purchased with DCT), and some found DCT made the bike easier to ride off-road. For 2018 Honda added long-range “Adventure Sports” DCT and manual models with a larger fuel tank and more suspension travel, made minor engine changes to both to beef up midrange power and gave them throttle-by-wire. Today Honda says it has sold 87,000 units worldwide and that the Africa Twin is now the #2 best-selling liter-class adventure bike.

Despite its success, there was still room for improvement to the 2019 Africa Twin and Adventure Sports models in both directions—on-road and off. Off-road-oriented riders wanted less weight, and street and touring riders objected to the tall seat height, tube-type wheels and tires and lack of cruise control, particularly on the Sports. More power would be a plus for both camps. So for 2020 Honda has enhanced the sportiness and off-road performance of the Africa Twin, and increased the long-haul capability of the Sports, starting with a larger, more powerful engine.

Lengthening the stroke 6.5mm in the AT’s liquid-cooled parallel twin has brought displacement up to 1,084cc from 998cc, which contributes to a claimed 6% power increase along with revised valve timing and larger throttle bodies. On the Jett Tuning dyno the new mill pumped out 92 horsepower at 7,600 rpm (redline is 8,000) at the rear wheel and 69.5 lb-ft of torque at 6,300, an improvement that is quite noticeable throughout the powerband and really helps when you’re riding with a passenger and a full load. At the same time the engine is smoother now, and there’s less of the airbox noise that some found bothersome. Engine weight is down about 5 pounds thanks to new aluminum cylinder sleeves and revised counterbalancer gears, and both transmissions received numerous changes for more strength, a lighter clutch lever feel in the manual transmission and cornering detection via the new IMU in the DCT automatic.

2020 Honda Africa Twin CRF1100L Adventure Sports ES Review Dyno

In place of the former pressed-steel unit, a lighter new high-strength steel frame has been engineered for better front-end and rear tire feel and improved handling under braking. The CRF450R-inspired aluminum swingarm is stiffer and shaves weight, and the rear subframe has 40mm narrower seat rails (so the seat is narrower too) and is a lighter bolt-on aluminum piece now versus welded-on steel, which also makes it replaceable if it gets tweaked in an accident.

Since both AT models share the same engine and the unique changes to the Africa Twin mostly involved slimming the bodywork and removing the rear rack to save weight, here we’re focused on the new Africa Twin Adventure Sports ES, which has been given the full long-distance ADV bike treatment. Highlights include Showa Electronically Equipped Ride Adjustment (EERA) semi-dynamic suspension, new tubeless spoked wheels and tires, cruise control and a nearly 2-inch-lower adjustable seat (now comparable in height to the Africa Twin’s). Heated grips, a larger skid plate, aluminum rear rack and a 12-volt outlet are standard on the ES as well. With my 29-inch inseam I couldn’t even touch the ground on the previous Adventure Sports; now I can get the balls of both feet down and plant one foot solidly at stops. Cruise control and tubeless tires will be game changers for the Africa Twin line, too, since many riders consider them mandatory for any kind of touring machine.

The new Africa Twins share a vastly expanded electronics package with a new Bosch 6-axis IMU enabling all sorts of fun stuff. Engine braking control returns and the range of intervention for the 7-level HSTC, or traction control, has been expanded. New interventions include cornering and off-road ABS, rear lift control and 3-level wheelie control. The IMU also informs new cornering lights up front on the Sports ES, and can make changes to the damping in its new semi-dynamic electronic suspension. Four of the ride modes—Tour, Urban, Gravel and Off-Road—set the power output, engine braking and ABS to preset levels for those conditions, and two User ride modes allow the rider to create custom presets—you could create one for sport riding and one for off-road, for example, customized for your skill level or load. Wheelie and traction control and suspension preload are adjusted independently in all six modes, using either the button-heavy switch cluster on the left bar or the touchscreen at a stop.

Just to keep it interesting, three different display modes for the beautiful new 6.5-inch TFT touchscreen allow you to see varying amounts of information, from everything to just the basics. Smartphone and GPS connectivity is included, and it’s also Apple CarPlay compatible like the Honda Gold Wing—as long as you have a Bluetooth helmet headset and your iPhone is connected to the bike’s USB port, CarPlay allows you to do more on the fly rather than stopped since you can use Siri to get directions, play music, etc. Overall the media options are very comprehensive, and CarPlay puts it over the top.

As the owner of a 2018 Africa Twin, I’m not ready to kick sand on my bike just yet, but the new models have made a huge leap forward in just two years. Now that the seat on the Adventure Sports ES is low enough for me, its 6.5-gallon tank—good for more than 300 miles of range from regular gas—is a real attraction, and its tubeless tires mean not having to carry or deal with tube-type tire changing tools on a serious backroads ride. The ES has a larger fairing, tall adjustable windscreen and hand guards that provide substantial lower and upper body wind protection, and its load capacity is quite good at a measured 443 pounds as tested, or 466 after subtracting the weight of the Honda accessory aluminum panniers that we installed. These 37- and 33-liter quick-release bags are quite rugged, versatile and very easy to install, and with mounts the pair weighs 35 pounds total. They are on the pricy side and can’t be left unlocked, a minor inconvenience if you key them the same as the ignition. Now that it has tubeless tires, the accessory centerstand isn’t as vital, but I would still add it for chain maintenance at least.

Most riders will love the ES model’s Showa EERA suspension, which constantly adjusts for conditions in real time and offers 4-level preload adjustment at a stop and four overall damping modes, Hard, Middle, Soft and Off-Road. These can be changed on the fly by changing preset ride modes, and customized in the two user modes. Off-Road is intentionally on the soft side, but firms up quickly based on the suspension stroke speed over bumps and ruts. Since the bike’s fixed spring rates determine its suspension baseline, as is often the case among the larger ADVs, the EERA’s rates are on the soft side for comfort on-road and a moderate pace off-road. That’s a good thing for most solo riders, since you can just raise the spring preload and firm up the damping to compensate for a faster pace on some gnarly dirt. Two-up and fully loaded adventurers, on the other hand—depending upon how close to the load capacity they get—may find the bike needs more spring at both ends for sport and off-road riding. Overall, though, the system works impressively well.

With the suspension firmed up and a twisting road unfolding in front of you, the Africa Twin clearly handles more sharply than before, with less fork dive under braking, neutral, effortless steering and good grip from it stock 90/10 Bridgestone Battlax A41 tires. Braking up front has a soft initial bite—presumably for dirt riding—that gets stronger as you apply more effort, and the rear brake has a strong, linear feel. In Off-Road mode the ABS adjusts for loose surfaces front and rear, and it can also be turned off in back.

Passenger comfort is pretty good on the ES, with a wide flat seat and easy-to-reach grabrails on the large rear rack, which is ready for an accessory top case and backrest. For easier stand-up riding the Adventure Sports formerly came with a higher handlebar than the base Africa Twin, and now its bar is about an inch higher as well, so the bikes share both handlebar and seat heights. The overall position is pretty comfortable for long rides, particularly since taller riders can raise the seat, and the bar can still be rotated back for road riding. Serrated footpegs have rubber inserts for comfort on-road and I didn’t notice any vibration in the seat, grips or footpegs.

When you consider that this is only the Africa Twin line’s fifth model year, it’s pretty remarkable how much the base bike has been refined in such a short time, and that both actually weigh less and make more power than last year. With more separation between the versions—one for sport riding and ADV terrain and the Adventure Sports ES for long hauls and dirt roads—we really do get the best of both worlds.

Mark’s Gear:
Helmet: Arai XD-4
Jacket & Pants: Rev’It offtrack
Boots: Sidi Canyon Gore

2020 Honda Africa Twin CRF1100L Adventure Sports ES Specs:

Base Price: $17,199
Price as Tested: $18,315 (aluminum panniers)
Warranty: 1 yr., unltd. miles
Website: powersports.honda.com

Engine
Type: Liquid-cooled, transverse parallel twin
Displacement: 1,084cc
Bore x Stroke: 92.0mm x 81.5mm
Compression Ratio: 10.1:1
Valve Train: Unicam SOHC, 4 valves per cyl.
Valve Insp. Interval: 16,000 miles
Fuel Delivery: PGM-FI w/ 46mm throttle bodies x 2 & throttle by wire
Lubrication System: Semi-dry sump, 4.2-qt. cap.
Transmission: 6-speed, hydraulically actuated assist-and-slipper wet clutch
Final Drive: O-ring chain

Electrical
Ignition: Fully transistorized
Charging Output: 490 watts max
Battery: Lithium 12V 6AH

Chassis
Frame: Tubular steel semi-double-cradle w/ aluminum subframe & swingarm
Wheelbase: 62.0 in.
Rake/Trail: 27.5 degrees/4.4 in.
Seat Height: 33.7/34.3 in.
Suspension, Front: 45mm USD Showa fork w/ EERA & 9.1-in. travel
Rear: Pro-Link w/ single Showa shock w/ EERA & 9.4-in. travel
Brakes, Front: Dual 310mm discs w/ opposed 4-piston radial calipers & ABS
Rear: Single 256mm disc w/ 1-piston floating caliper & ABS
Wheels, Front: Spoked aluminum, 2.15 x 21 in.
Rear: Spoked aluminum, 4.0 x 18 in.
Tires, Front: 90/90-21 tubeless
Rear: 150/70-R18 tubeless
Wet Weight: 560 lbs. (as tested) 525, formerly 533
Load Capacity: 443 lbs. (as tested)
GVWR: 979 lbs.

Performance
Horsepower: 92.0 horsepower @ 7,600 rpm (as tested)
Torque: 69.5 lb-ft @ 6,300 rpm (as tested)
Fuel Capacity: 6.5 gals., last 1.1 gal. warning light on
MPG: 86 PON Min (low/avg/high) 44.0/47.8/50.8
Estimated Range: 310 miles
Indicated RPM at 60 MPH: 3,500

2020 Honda Africa Twin CRF1100L Adventure Sports ES Photo Gallery:

Source: RiderMagazine.com

Motorcycle News, News

2020 KTM 1290 Super Duke R | Road Test Review

July 23, 2020 mcnews Leave a comment

For 2020 KTM’s “Beast” offers more monster power but is actually less beastly in the handling department thanks to an all-new frame, wheels, tires and suspension upgrades.

Narrowly focused hyper-sportbikes just aren’t my thing anymore. Used to love ’em, but now the ol’ bod protests against low clip-on handlebars, high rearset footpegs and peaky powerbands that demand the motorcycle be ridden like you stole it, or it will buck and complain as if you’re lugging an old truck. Some V-twin sportbikes in particular don’t smooth out until you’re well north of legal speed in anything above second gear. That sort of unbroken-thoroughbred behavior is fine for track days, I suppose, but if it’s your only bike, most of us want something more versatile.

While the performance potential of such sportbikes is attractive, to get my full attention comfortable seating is mandatory, with a wide, tallish one-piece handlebar that adjusts, and further adjustability in reasonably located footpegs, levers and pedal is desirable as well. At its heart a V-twin would have to be a model of civility at lower engine speeds, whether by nature or electronic riding mode, so that it can be ridden around town or on a commute without feeling the need to wear racing leathers. And in addition to the expected screaming top-end, it would require a ton of midrange power to make it easy to ride briskly without a lot of shifting, with all of the braking and electronic rider aids aboard to rein the beast in from full throttle and protect me from myself.

Did someone say “beast”? Reread my description above—there is a V-twin sportbike that fits it, one not so ironically nicknamed The Beast by its creators at KTM. Since its introduction for 2014, the 1290 Super Duke R has mixed comfort with track-level handling, and strong, usable lowspeed and midrange power with explosive top end. For 2020 the 1290 SDR has become ever more the all-purpose sportbike—although so much has been changed that it’s essentially an all-new machine, Super Duke R fans will appreciate that the basic versatile formula is retained and improved.

Along with new top-feeder fuel injectors and 56mm throttle bodies, the 1290 SDR’s liquid-cooled, 1,301cc LC8 75-degree V-twin gets a new ram-air intake and larger exhaust headers, all of which contribute to its claimed 180 horsepower (up 3) at 9,500 rpm (redline is 10,100) at the crankshaft and 103 lb-ft of torque at 8,000. Engine cases are thinner to save weight, and new cast-in engine mounts allowed the pivot for the longer swingarm to be raised 5mm for improved stability. The bike has always shifted well, yet the Pankl gearbox has also been refined for quicker shifts and shorter action—shifting is racebike quality now, and the throw can be fine-tuned to two positions.

A new ram air intake, throttle bodies, fuel injectors and larger exhaust headers give the 1,301cc LC8 V-twin slightly more power and smoother performance.

The engine refinements are immediately noticeable from the moment you fire up the 1290. Power delivery is smoother throughout the powerband yet no less hell-for-strong, with an urge that builds without any bucking from low-speed to afterburners, and a ripping- velvet feel and throaty exhaust note. The most obvious improvement is to the bike’s handling and stability, which comes chiefly from the stiffer, lighter new chrome-moly steel frame and composite subframe in place of the former trellis. New lighter CAD-designed wheels mounted with specially designed Bridgestone Battlax Hypersport S22 tires increase stability and grip in corners, too, and together with a .5-gallon smaller fuel tank the bike has shaved about 15 pounds wet overall.

In the electronics department, as you might imagine on a bike that makes this much power, there is a setting for just about anything you can imagine, and a bushel-basket full of rider interventions that redline our acronym meter. MSC (Motorcycle Stability Control) with cornering and Supermoto mode ABS; Rain, Street and Sport ride modes and multi-stage, lean-angle sensitive Motorcycle Traction Control (MTC) are standard. The MTC uses a 6-axis lean angle sensor and two different controllers to keep things in check. A wheel-slip controller regulates the amount of spin at the rear wheel, and a pitch angle controller identifies and regulates abrupt changes in front wheel lift. For track days or racing, an optional Track Pack adds Track and Performance modes with launch control, a 9-level spin adjuster, a track ride mode and anti-wheelie off function. Performance mode has the basic settings of Track mode, but is for the street and allows Cruise Control and KTM My Ride (a Bluetooth connection with the rider’s smartphone) to function. A dealer-installed $750 Tech Pack includes the Track Pack, Motor Slip Regulation (MSR) and KTM’s excellent up/down Quickshifter+. I especially like the new rotatable 5-inch TFT display, updated display menu and paddle switches, and keyless ignition, steering lock and gas cap.

Throwing a leg over the 1290 SDR, it can’t be emphasized enough how friendly it is ergonomically compared to most sportbikes in this class, with the exception for shorter riders of the high seat. With my 29-inch inseam I can easily plant one foot on the ground at stops, but only the balls of both feet. Still, the bike is so light that it’s easily pushed and paddled around, and once underway offers a relaxed but sporty riding position that is comfortable enough for longer rides but allows the rider to attack corners aggressively.

Updated and lighter fully adjustable front and rear WP Apex suspension can be quickly changed from commuter comfortable and controlled to track-day ready thanks to damping thumbscrews atop the fork legs and a remote rear preload adjuster. Brakes with new Brembo Stylema radial-mount calipers and a radialpump lever up front inspire bags of confidence that you can rein in all of the bike’s power. Between the suspension and new frame the bike feels much more controlled and stable when it’s really pushed, particularly on a bumpy road.

Newly developed WP Apex rear shock absorber features separate gas and oil reservoirs, making it lighter and more compact than its predecessor.

As a rider who typically only sees racetracks on TV, the KTM 1290 Super Duke R makes way more power than I would ever need—were I to invest in one of its naked sport bikes, it would probably be a 790 or 890 Duke. But it’s hard to ignore the 1290’s combination of comfort, convenience and breathtaking performance, all of which there is more of for 2020.

Any motorcycle with this exceptional level of sportbike performance simply has no right to be this comfortable. And the handlebar, levers, footpegs and shift lever all offer some adjustability.

Mark’s Gear:
Helmet: HJC RPHA 90
Jacket: Scorpion Stealthpack
Pants: Olympia AirGlide
Boots: Sidi Performer Gore

2020 KTM 1290 SUPER DUKE R SPECS

Base Price: $18,699
Price as Tested: $19,449 (Tech Pack)
Warranty: 2 yrs., 24,000 miles
Website: ktmusa.com

ENGINE
Type: Liquid-cooled, 75-degree V-twin
Displacement: 1,301cc
Bore x Stroke: 108.0 x 71.0mm
Compression Ratio: 13.5:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 18,600 miles
Fuel Delivery: Keihin EFI, 56mm throttle body x 2
Lubrication System: Dry sump, 3.7-qt. cap.
Transmission: 6-speed, hydraulically actuated wet slipper clutch
Final Drive: X-ring chain

ELECTRICAL
Ignition: Keihin EMS w/ Ride-by-Wire, Dual Ignition
Charging Output: 450 watts max.
Battery: 12V 12AH

CHASSIS
Frame: Chrome-moly steel trellis & cast aluminum single-sided swingarm
Wheelbase: 58.9 in.
Rake/Trail: 25.2 degrees/NA
Seat Height: 32.8 in.
Suspension, Front: WP Apex USD 48mm fork, fully adj. w/ 4.9-in. travel
Rear: WP Apex reservoir single shock, fully adj. w/ 5.5- in. travel
Brakes, Front: Dual 320mm discs w/ opposed 4-piston radial monoblock calipers & ABS Rear: Single 240mm disc w/ opposed 2-piston caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 6.0 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 200/55-ZR17
Wet Weight: 463 lbs. (as tested)
Load Capacity: 474 lbs. (as tested)
GVWR: 937 lbs.

PERFORMANCE
Horsepower: 166.3 horsepower @ 10,100 rpm (as tested)
Torque: 94.1 lb-ft @ 8,300 rpm (as tested)
Fuel Capacity: 4.2 gals., last .9 gal. warning light on
MPG: 91 PON Min (avg) 38.0
Estimated Range: 160 miles
Indicated RPM at 60 MPH: 3,000

2020 KTM 1290 Super Duke R Photo Gallery

Source: RiderMagazine.com

Motorcycle News, News

2020 Yamaha WR250F vs WR250R | Comparison Test

June 23, 2020 mcnews Leave a comment

Dirt bikes like Yamaha’s 2020 WR250F (left) are light, fast and incredibly nimble off-road, but with no license plate to appease the authorities, first you have to get it there somehow. A good alternative is a lightweight dual-sport like the Yamaha WR250R (right), which harnesses much of the F’s ability in a less-expensive package…and it’s street legal.

Life is so simple when you’re young. As teens and 20-somethings we thought nothing of loading up our dirt bikes, gas cans, firewood, chili, beer, chips and more beer in the ol’ pickup truck and heading out to ride in the desert and OHV parks, sometimes for days. Sleep usually came in a camp chair by the dwindling fire, or in the back of the truck. It was all about the riding, and après riding, so all of the effort and time involved just getting there went unnoticed.

Dirt bike riding and ownership is definitely more complicated than living with a street-legal bike, however, and that complication creates inertia that can be hard to overcome when you get older and busier and are dealing with, say, kids, a job and a mortgage. Off-road riding is fun, exciting, challenging and helps build skills you can use on the street, but since the bike can only be ridden off-road in designated areas, first you have to get it there. That requires a truck or tow vehicle and trailer of some sort, ramps to load the bike in the truck, tie-downs to secure it and the skill and ability to do all of that in the first place. Add to that loading up all of your riding gear, water, food, sunblock and first aid kit and you’re good to go…after about an hour’s worth of effort.

The extra weight on the typical dual-sport versus a dirt bike comes from the addition of DOT-approved lighting, wheels, tires, emissions equipment and more, but the weight difference has been narrowing in recent years.

Once you arrive at the riding area—from my house the closest is about an hour’s drive—then it’s time to unload everything, gear up and go riding. Which is heaven! Once you acquire some basic off-road riding skills, either on your own, by riding with friends or at a training school, there’s nothing quite like the thrill of exploring single-track trails, conquering hill climbs, sand washes and desert moguls or dark forest paths between trees. Dirt bikes are light and have big power-to-weight ratios, so just twisting the throttle on one and shooting down a dirt road is a major rush. And once you learn how, many of the hooligan antics—wheelies, sliding, burnouts, etc.—that would land you in jail on the street are par for the course off-road.

Tired and had enough riding for the day? OK, load it all up once again, and unload one more time when you get home. Wash the bike, drain its carburetor if it has one (and the bike will sit for a while until the next ride), get cleaned up and collapse on the couch. Sound fun? It really is, particularly if the type of off-road riding you do and your skill level really warrant a non-street-legal dirt bike. The 2020 Yamaha WR250F we sampled for this story, for example, weighs just 255 pounds gassed up and has fully adjustable suspension with more than 12 inches of travel at each end. Its liquid-cooled, fuel-injected, DOHC 4-valve, 4-stroke single revs briskly and makes whopping torque and top end power, fed through a wide-ratio (hence the WR) transmission that’s good for slow technical trails, flat-out flying and everything in between. Lights and an electric starter round out a mission-critical package that can tackle just about anything off-road.

Dirt bikes can still eat a dual-sport for lunch off-road, except when it comes to the amount of time, effort and expense getting there.

But what if you just want to do some off-road exploring, perhaps at a mellower pace, and have no interest in all of the additional expense and logistical hassle of getting you and a dirt bike out to a riding area? Adventure bikes are all the rage these days and can handle some off-road riding, but they’re expensive and most of us don’t have the skills to pilot a 500-plus-pound behemoth down much more than a dirt fire road. Even the smaller KTM 390 Adventure tested in this issue weighs 387 pounds wet—that’s like adding a passenger to the weight of the typical dirt bike.

If your off-road forays are not too far away—or even if they are and you’re OK taking frequent breaks along the way—a good alternative to truck ownership or big ADV machines is a light single-cylinder dual-sport bike. For the least weight and most performance, the European makers like KTM and Husqvarna offer some very serious (and expensive) lightweight dual-sports. But all of the Japanese manufacturers also sell less expensive models in displacements from 200 to 650cc. The 250s run from just 296 to about 321 pounds and still make enough power for riders (who aren’t exceptionally large) to not only tackle a lot of the same terrain dirt bikes can—at a slower pace—but they can also be ridden to the trailhead from home, skipping the whole load/unload/repeat process. More dirt is open to a dual-sport as well, since unlike a dirt bike it has a license plate and is legal on the thousands of miles of unpaved public roads that connect, for example, ghost towns in Nevada and the national forests in Tennessee.

The uniform for dirt riding is generally a little lighter-weight and cooler on the outside due to the extra exertion involved, but I’m protected underneath with an armored shirt, shorts and Fly Racing Pivot knee guards. Goggles keep out dust better than a face shield.

The 2020 Yamaha WR250R we sampled for this story shares much of its WR250F sibling’s DNA, but has far fewer unobtanium bits for racing so it costs $1,900 less. Yet at 296 pounds gassed up, it’s still the lightest of the affordable Japanese 200/250 dual-sports. The WR250R’s liquid-cooled single is based on the F’s 250cc race-ready enduro motor and shares the same bore and stroke, but among other changes has lower compression and mellower cam profiles for more street tractability. Seat height is still quite tall at 36.6 inches, but that’s an inch lower than the F’s, and the R still soaks up the bumps with 10.6 inches of fully adjustable suspension travel at each end. And it averages 61 mpg!

The WR-R’s design can’t take the pounding that its tougher enduro-inspired sibling can, but unlike many dual-sports it was built more for off-road than road, so you can tackle some pretty gnarly single-track terrain, ruts, rocks and jumps if it’s not too heavily loaded. The trade-off, of course, is its lower level of on-road comfort. Though it’s surprisingly smooth at highway speed and cruises right along at 65-70 mph without the engine feeling like it’s going to blow up, the seat is tall, narrow and hard, and the bike can get blown around in high winds. I have no problem riding it on the highway for a couple hours at a stretch before I need a break, though, and the aftermarket offers more comfortable seats, soft luggage (see the review on page 62) and suspension lowering kits as well as lots of bolt-ons to upgrade its off-road chops. Gearing can be easily raised or lowered depending upon how much off-road riding you actually end up doing, and the suspension beefed up as needed.

Thirty years ago, I would have chosen a dirt bike every time for any kind of off-road riding. Today convenience and cost are more important than speed and ultimate capability, which makes a bike like the WR250R dual-sport the obvious choice.

From their appearances alone it’s easy to see why the WR250F (right) is the superior machine for off-road riding. But the WR250R can follow it nearly anywhere at a slower pace, and keep going when the road requires a license plate.

Mark’s Gear (WR250F):
Helmet: Fly Racing Formula Vector
Goggles: Fly Racing Zone Pro
Jersey: Fly Racing Kinetic K120
Pants: Fly Racing Evolution
Boots: Fly Racing FR5

Greg’s Gear (WR250R):
Helmet: Shoei Hornet x2
Jacket: Scorpion Yosemite
Pants: Scorpion Yosemite
Boots: Alpinestars Corozal

2020 Yamaha WR250R/WR250F Specs:

Website: Yamaha
Base Price: $6,699/$8,599
Engine Type: Liquid-cooled single, DOHC, 4 valves per cyl.
Bore x Stroke: 77.0 x 53.6mm
Displacement: 250cc
Fuel Delivery: EFI
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: O-ring chain
Wheelbase: 55.9/58.3 in.
Rake/Trail: 26.7/27.2 degrees; 4.4/4.6 in.
Seat Height: 36.6/37.6 in.
Wet Weight: 296/255 lbs.
Fuel Capacity: 2.0/2.2 gals
MPG: 91 AKI min (avg): 61.0/NA

Source: RiderMagazine.com

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