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2020 BMW F 900 XR vs. Yamaha Tracer 900 GT Comparison Test

June 19, 2020 mcnews Leave a comment

Ready for some fun riding? The Yamaha Tracer 900 GT and BMW F 900 XR combine the useful power of table-flat torque curves with mostly upright, comfortable seating and good wind protection, suspension, brakes and handling. Photo Credit: Kevin Wing.

The 2020 BMW F 900 XR vs. Yamaha Tracer 900 GT Comparison Test was originally published in the June 2020 issue of Rider Magazine.

Motorcycles that start out as naked or standard models often inspire their manufacturers to build a complementary touring, sport-touring or sport-adventure version before very long. The Honda Gold Wing’s lineage is probably the most familiar example, but I could cite countless others from the mid-1970s to the present day. Attracting more and new customers is the objective of every motorcycle design, so whether going the touring route with a standard bike is to aim a not-so-successful model in a potentially better direction, or it’s to simply expand the fan base for a successful bike to include long-distance riders, the goal is the same.

Such is the case with the two motorcycles we’re comparing here, the new BMW F 900 XR and recently updated Yamaha Tracer 900 GT. Both are based on naked bikes, one also new—the BMW F 900 R—and one that has been a top seller in Yamaha’s lineup since 2013, the MT-09, formerly known as the FZ-09. Although BMW calls the F 900 XR a sport-adventure machine and Yamaha parks the Tracer 900 GT in its sport-touring category, their prices, displacements, semi-fairings, windscreens and mostly upright seating positions make these two bikes quite comparable. In fact, BMW considers the Tracer 900 base model a core competitor for its F 900 XR; we’re pitting it against the fully equipped 2020 Tracer 900 GT because the Tracer 900 hasn’t yet returned as a 2020 model.

Although the base model F 900 XR is priced well below the Tracer 900 GT, much of the Yamaha’s standard equipment—heated grips, centerstand, saddlebags and more—is optional on the BMW.

You can find in-depth tech details on both the BMW and Yamaha in their individual road tests—the Tracer 900 GT was revamped for 2019, and there’s a full review of it in the October 2019 issue and on our website. You can also find my review of the new F 900 R and XR online and in the May 2020 issue. Like their F 800 R predecessor, these new 900s fill the need for lower-cost twins in the BMW lineup, now with more power from a larger transverse, parallel cylinder 895cc engine and better feel and sound thanks to a new 90-degree offset crank, 270/450-degree firing interval and more effective counterbalancer. The $8,995 F 900 R is the naked/sport roadster, and for an additional $2,700 the F 900 XR adds a semi-fairing with a windscreen and lowers, a taller, wider handlebar, more suspension travel and ground clearance, and lower footpegs. It also has more fuel capacity than the R for sport-adventure riding. Traction control, ABS and two ride modes—Road and Rain—are standard, and you can plug in an optional Ride Modes Pro dongle that enables two more as well as cornering ABS, Dynamic Traction Control and more.

Introduced for 2015 as the FJ-09, the Yamaha Tracer brought sport-touring amenities to the bare-knuckled FZ-09, such as a more upright seating position, a more comfortable, adjustable seat, a semi-fairing with adjustable windscreen and hand guards. Its transverse, in-line 847cc Crossplane triple (CP3) has been a ripper from the start, with a 120-degree crank and counterbalancer that tames much of the vibes. As on the BMW, throttle-by-wire enables electronic features like three riding modes and dual-mode traction control, and the Yamaha’s TBW has been refined several times over the years to smoothen throttle response. For an extra $2,300 over the $10,699 (2019) Tracer 900, the 2020 Tracer 900 GT adds hard locking saddlebags, cruise control, a quickshifter for upshifts, heated grips and a full-color TFT display. The GT received an extensive makeover for 2019, including new bodywork, upgraded suspension, a taller windscreen, comfier seats and a longer swingarm.

Extra-long footpeg feelers on the Yamaha touch down in corners well before any hard parts like the centerstand or exhaust.

Aft of their functional semi-fairings and adjustable windscreens, the BMW twin and Yamaha triple also share 17-inch cast wheel and tire sizes, triple disc brakes with opposed 4-piston radial-mount calipers up front, chain final drive and 6-speed transmissions with slipper clutches (the Yamaha’s also has an assist function). Both have full-color TFT instrument displays, and even though navigating the BMW’s is harder to figure out, it’s much larger and is like watching 4K TV compared to the Yamaha’s small blocky screen. While the F 900 XR is priced substantially lower than the Tracer 900 GT, many of the Yamaha’s standard features like saddlebags, cruise control, heated grips, centerstand and more are optional on the BMW.

Although both bikes have relatively upright seating positions that are comfortable for extended hours in the saddle, the BMW’s wide handlebar is lower and its footpegs higher than the Yamaha’s, cramping the rider a bit more, particularly if you’re taller. The shape of the BMW’s non-adjustable seat also locks you into one position rather than letting you move around, and therefore feels higher than the Yamaha’s in its low position, despite their claimed seat heights. We installed the optional taller windscreen on the F 900 XR to even it up with the Tracer 900 GT, and as a result wind protection is pretty good on both due to their effective screens and fairing lowers. While the F 900 XR feels sportier and more aggressive, overall the Tracer 900 GT is the more comfortable of the two for sport touring, with roomier seating, a taller handlebar and more comfortable seat. Passengers also liked it better for two-up riding, since the seat is softer and roomier than the BMW’s and its grab rails are an easier reach.

Swooping bodywork and swingarm, longish suspension travel and 17-inch wheels give the Tracer 900 GT a beautifully aggressive look that belies its sport-touring comfort.

The BMW earns the adventure part of its sport-adventure description because it has nearly 7 inches of suspension travel front and rear and ample ground clearance, but with 17-inch wheels at each end I’d keep it well away from the dirt and just enjoy the extra travel on bumpy roads. Its additional ground clearance comes in handy when riding over ruts, low curbs and such, where we bashed the Yamaha’s low-slung underbelly more than once. Good suspension calibration on both bikes matches them up quite closely in corners. The BMW’s non-adjustable 43mm USD fork is stouter overall and more stiffly sprung compared to the Yamaha’s 41mm unit, though the latter is fully adjustable and can be stiffened up for sport riding quite well if that’s your preference. Remote spring preload and rebound damping adjustment are common to both in back, and aside from the BMW’s remote knob being difficult to use, rear suspension is comparably good. Although the Yamaha’s brakes are more than up to the task, its front brake lever needs more bite, while the BMW has good linear feel and a solid bite at the lever combined with an easily modulated pedal. Its stock Michelin Road 5 tires also offer better feel overall than the Dunlop Sportmax D222 OE
rubber on the Tracer 900 GT, which we would replace right out of the gate with Dunlop’s premium Roadsmart IIIs.

Both bikes have top-notch suspension that helps them dance through bumpy corners, including USD forks and single shocks with adjustable rebound damping and remote preload adjusters.

On the dynamometer the Tracer 900 GT’s triple bests the F 900 XR’s twin in horsepower output, and the XR’s 20-pound weight advantage isn’t enough to give it an edge in a top-speed contest. But the two bikes are pretty closely matched in the torque department where it really matters for day-in, day-out sport touring and commuting. Both offer impressive grunt for slicing through corners without much shifting, accelerating hard from a stop or picking off a slow-moving car or truck with a quick pass. The BMW twin-cylinder’s rumble and the Yamaha triple’s velvet growl give each plenty of character and great sound, though neither has completely tamed some high-frequency vibration that buzzes through the grips enough to be noticeable much of the time, particularly on the Yamaha. Both require premium fuel and return similar fuel economy, though the Yamaha has more range thanks to its larger 4.8-gallon tank versus the BMW’s 4.1. Given their similarity elsewhere we’d pick the Yamaha’s engine simply for its extra power and longer valve inspection intervals.

Once you start bolting accessories onto the BMW that are standard on the Yamaha, the F 900 XR’s price and weight advantage quickly melts away, which leaves us with the Tracer 900 GT as the winner of this comparo. In addition to offering more power, comfort, fuel capacity and lower maintenance costs, with the exception of its tiny TFT display the Yamaha is the better bike and value for sport riding, touring and everything in between.

Both of these bikes are terrific sport-touring and sport-adventure machines. If you don’t need the additional touring amenities on the Tracer 900 GT, the F 900 XR is cheaper, lighter and handles well. If you do want bags, heated grips, a centerstand, etc., the Yamaha is a better value and handles just as well.

Jenny’s Gear:
Helmet: Xlite X-803 Ultra Carbon
Jacket: AGV Sport Helen
Pants: Joe Rocket Alter Ego 2.0
Boots: Sidi Gavia Gore-Tex

The BMW’s additional suspension travel contributes to its greater ground clearance, which helps prevent the undercarriage from scraping on low curbs, ruts, pavement edges, etc.

Mark’s Gear:
Helmet: HJC i70
Jacket: Scorpion Yosemite
Pants: Olympia X-Moto 2
Boots: Sidi Performer Gore

Extra-long footpeg feelers on the Yamaha touch down in corners well before any hard parts like the centerstand or exhaust.

2020 BMW F 900 XR Specs

Base Price: $11,695
Price as Tested: $11,945 (color)
Warranty: 3 yrs., 36,000 miles
Website: BMW Motorrad

Engine
Type: Liquid-cooled, transverse parallel twin
Displacement: 895cc
Bore x Stroke: 86.0 x 77.0mm
Compression Ratio: 13.1:1
Valve Train: DOHC, 4 valves per cyl.
Valve Adj. Interval: 12,000 miles
Fuel Delivery: BMS-M EFI
Lubrication System: Dry sump, 3.2-qt. cap.
Transmission: 6-speed, cable-actuated wet slipper clutch
Final Drive: O-ring chain

Electrical
Ignition: BMS-M
Charging Output: 416 watts max.
Battery: 12V 12AH

Chassis
Frame: Steel bridge monocoque, load-bearing engine, cast-aluminum swingarm
Wheelbase: 59.9
Rake/Trail: 29.5 degrees/4.1 in.
Seat Height: 32.5 in.
Suspension, Front: 43mm USD telescopic, no adj.,
6.7-in. travel
Rear: Single shock w/ adj. spring preload (remote) & rebound damping, 6.8-in. travel
Brakes, Front: Dual 320mm floating discs w/ opposed 4-piston radial calipers & ABS
Rear: Single 264mm disc w/ 1-piston floating caliper
& ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 5.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 180/55-ZR17
Wet Weight: 486 lbs.
Load Capacity: 479 lbs.
GVWR: 965 lbs.

Performance
Fuel Capacity: 4.1 gals, last 1.0 gal. warning light on
MPG: 91 PON Min (low/avg/high) 43.1/45.2/48.7
Estimated Range: 185 miles
Indicated RPM at 60 MPH: 3,500

2020 Yamaha Tracer 900 GT Specs

Base Price: $12,999
Warranty: 1 yr., unltd. miles
Website: Yamaha Motorsports

Engine
Type: Liquid-cooled, transverse in-line triple
Displacement: 847cc
Bore x Stroke: 78.0 x 59.1mm
Compression Ratio: 11.5:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 26,600 miles
Fuel Delivery: EFI w/ YCC-T & 41mm throttle bodies x 3
Lubrication System: Wet sump, 2.85-qt. cap.
Transmission: 6-speed, cable-actuated wet assist-and-slipper clutch
Final Drive: O-ring chain

Electrical
Ignition: TCI/32-bit ECU
Charging Output: 415 watts max.
Battery: 12V 8.6AH

Chassis
Frame: Aluminum controlled-fill die-cast perimeter w/ tubular-steel subframe & cast aluminum swingarm
Wheelbase: 59.1 in.
Rake/Trail: 24 degrees/3.9 in.
Seat Height: 33.5/34.1 in.
Suspension, Front: 41mm USD fork, fully adj., 5.4-in. travel
Rear: Linked shock, adj. for rebound damping & spring preload (remote), 5.6-in. travel
Brakes, Front: Dual 298mm discs w/ opposed 4-piston radial calipers & ABS
Rear: Single 245mm disc w/ 1-piston pin-slide
caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 5.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 180/55-ZR17
Wet Weight: 506 lbs.
Load Capacity: 363 lbs.
GVWR: 869 lbs.

Performance
Fuel Capacity: 4.8 gals., last 0.7 gal. warning light on
MPG: 91 PON min. (low/avg/high) 41.8/44.0/46.3
Estimated Range: 211 miles
Indicated RPM at 60 MPH: 4,000

2020 BMW F 900 XR vs. Yamaha Tracer 900 GT Comparison Test Gallery:

LED headlights and taillights give both bikes excellent conspicuity and nighttime vision. Surmise all you want as to why the Yamaha’s low beam is on the left and the BMW’s is on the right….

Both bikes have top-notch suspension that helps them dance through bumpy corners, including USD forks and single shocks with adjustable rebound damping and remote preload adjusters.

Extra-long footpeg feelers on the Yamaha touch down in corners well before any hard parts like the centerstand or exhaust.

The BMW’s additional suspension travel contributes to its greater ground clearance, which helps prevent the undercarriage from scraping on low curbs, ruts, pavement edges, etc.

Although the base model F 900 XR is priced well below the Tracer 900 GT, much of the Yamaha’s standard equipment—heated grips, centerstand, saddlebags and more—is optional on the BMW.

Long-travel suspension and 17-inch wheels front and rear contribute to the BMW F 900 XR’s sport-adventure look, but we’d keep it firmly on the road.

Swooping bodywork and swingarm, longish suspension travel and 17-inch wheels give the Tracer 900 GT a beautifully aggressive look that belies its sport-touring comfort.

BMW’s large TFT display is clear and bright and is controlled with a menu button and Multi-Controller wheel by the left grip.

Yamaha’s TFT display is smallish but still fairly easy to read.

Yamaha’s CP3 Crossplane triple make more horsepower but roughly the same amount of torque as the BMW

Based on the F 850 GS mill, the F 900 XR’s new twin has a lumpier firing interval and more functional counterbalancer.

2020 Yamaha Tracer 900 GT Dyno Run

2020 BMW F 900 XR Dyno Run

Source: RiderMagazine.com

Motorcycle News, News

2021 Yamaha Ténéré 700 | First Ride Review

June 9, 2020 mcnews Leave a comment

Yamaha Tenere 700 — The last MT-07 we tested delivered 57.6 average mpg, which would make the T7’s 4.2-gallon tank good for more than 240 miles. If you can tame your right wrist, that is. Photos by Brian J. Nelson.

As the ADV market has been trending toward middleweight machines, perhaps the most anticipated new bike after KTM’s 790 Adventure is Yamaha’s 2021 Ténéré 700, based on the compact and torque-rich Crossplane parallel twin from the MT-07. After being teased since late 2016 with action-packed videos featuring aggressive Dakar-style riding sequences, the Ténéré 700, or T7, is finally here and it’s not nearly as hardcore as the prototype. But that’s OK, because most of us can’t ride like 6-time Yamaha Dakar Champion Stephane Peterhansel through the dunes of Africa.

A quick glance at Yamaha’s lineup reveals a gap in its street-legal but dirt-worthy lineup between the WR250R and the Super Ténéré T12, and there is plenty of room for another player in the middleweight ADV segment currently occupied by BMW, KTM and Triumph. Most manufacturers have fully embraced the electronic aids arms race, with riding modes, IMU’s, ride-by-wire throttle, traction control, wheelie control, lean angle specific ABS, electronic suspension, color TFT dashes and more, which begs the question: how many rider aids do you need or are you willing to pay for? The T7 is a dramatic departure — its sole rider aid is ABS that is switchable when stopped, which works well. As someone who spends most of his time on lightweight dirt bikes without any electronic interventions, I felt immediately comfortable on the Ténéré 700 with its light clutch, smooth shifting and excellent fueling.

Swinging my MX boot over the 34.6-inch-high narrow YZ-style seat (there is also a lower seat, and rear linkage available that lowers the seat by 1.5 inches) reveals a relatively narrow tank and comfortably wide tapered handlebar with half waffle grips protected with plastic hand guards. The foldable serrated footpegs have removable rubber inserts for road riding, and both brake and shift lever have foldable tips like a dirt bike. An aluminum skid plate protects from rock hits (and doubles as a gong at times) and the front fender adjusts 8mm to allow for taller full knobby tires and room for mudpack.

The high vertically shaped LCD display is easy to read with tach, gear display, speed and clock. Using the right grip switchgear, you can toggle through other modes including air temp, two tripmeters, current and average fuel consumption, and disengage the ABS directly on the display. Unfortunately, bombing down a dusty road in a group renders the display almost useless. Bring a soft cloth. And rough roads vibrated the display fairly hard, making us wonder about its longevity. The sturdy crossbar above the LCD should be great for mounting a GPS, GoPro, phone, etc. One 12V outlet is standard and there’s room for another.

The T7 shares Yamaha’s CP2 689cc parallel-twin with its naked sport-standard street bike, the MT-07, which made 68.6 horsepower at 8,800 rpm and 47.6 lb-ft of torque at 6,400 rpm at the rear wheel on the Jett Tuning dyno the last time we tested a 2016 model. This overachieving motor is impressive and has a wide sweet spot throughout the well-spaced gearing. In addition to updates to the ECU, the T7 twin gets a new airbox with a higher snorkel, revised cooling system and upswept exhaust and a final gear ratio of 46/15 vs. 43/16. The rest of bike is all-new, including the narrow double-cradle tubular-steel frame, triangulated (welded-on) subframe, double braced steering head and aluminum swingarm.

I’m a big fan of the T7’s narrow and tall Dakar styling that begs you to go stand-up dirt riding. Its flat YZ-style seat and upswept muffler, slim tail section with side panels that look like number plates complete the look and complement the riding experience. Sitting down at higher speeds the tall windscreen produced more coverage than expected and kept the majority of the wind blast off my chest at highway speeds. I experienced no buffeting wearing an MX helmet and there weren’t any noticeable engine vibes to complain about.

Kevin’s Gear
Helmet: Fly Racing Formula Vector
Goggles: Fly Racing Zone
Jersey and Pants: Fly Racing Kinetic Mesh
Boots: Fly Racing FR5
Gloves: Fly Racing Pro Lite

The T7’s sturdy 36-spoke 21-inch front and 18-inch rear wheels shod with Pirelli Scorpion Rally STR tube-type tires that worked reasonably well in the dirt didn’t turn out to be a major compromise on the street. The bike steers quickly and accurately, without the usual vagueness from a 21-inch front, perhaps due to the 48% front and 52% rear weight bias, and felt like a supermoto bike on the twisty paved back roads. In the dirt the lighter front bias helps unweight the front under power.

Our dirt-heavy 140-mile loop at the T7’s introduction in Tennessee was a dirt tracker’s dream, winding through gorgeous sun-filtered forest canopies on forest roads with varying amounts of gravel on top to keep you on your toes. The Crossplane 270-degree crankshaft motor is super torquey and won me over in no time. It’s the hands-down star of the show and provided heaps of confidence in hard pack conditions with a loose top layer whether seated or comfortably standing. Keep the Pirelli Scorpion Rally STR tires in line or let the rear slide, the choice is yours.

The best dirt section was a Jeep trail that was embedded with rocks and other obstacles like ruts, numerous water bars, sand, broken tree branches, loose rocks and even a rogue black bear. Knowing what we were about to encounter, the sneaky Yamaha staff changed the bikes’ suspension settings before you could say, “Where’s the mosquito repellent?”

The stiffer setup showcased the available adjustment within the stock KYB suspension. The 43mm fork has 8.3 inches of travel and is adjustable for compression and rebound damping, while the rear piggyback shock with progressive linkage has 7.9 inches of travel with adjustable compression and rebound damping and a remote knob for adjusting the spring preload.

Although there’s a decent 9.4 inches of ground clearance to work with and the T7 is lighter than most of the competition at a claimed 452 pounds wet, add another 200 pounds of fully geared rider and you’ll want to reserve the biggest launches for your dirt bike. Even when bottoming out, however, there wasn’t any nervous feedback. We even limboed under a downed tree only to find a larger tree around the corner forcing us to turn around.

No doubt the T7 is a solid package off road at spirited speeds, with one exception, the brakes. As a seasoned dirt rider, I found the both front and rear required higher effort than expected, had vague feedback and required too much attention, particularly in loose dirt combined with the 50/50 tires versus full knobs, and I began using the transmission for help slowing down. The softness might be built-in by design for entry-level riders. Brembo brakes have front twin-piston 28mm floating calipers with 282mm dual discs and the rear relies on a single-piston 34mm floating caliper with a 245mm disc.

Fuel capacity is 4.2 gallons, and at the end of our aggressive ride the last bar on the fuel gauge was blinking after just 130 miles. Past experience with this engine has shown that you can expect more than 200 miles from a tankful with a tamer right wrist. While dual sports connect trails, the T7 will allow you to connect states.

At just $9,999 for the Ténéré 700, the Yamaha is now the low-cost, low-weight leader of the middleweight ADV class if its claimed wet weight holds true on the Rider scale in a week or two. Yamaha also offers a lot of accessories for the T7, including two bundle packs that are a good value. The $1,549.43 Rally Pack includes an engine guard, radiator protector, oversize aluminum skid plate, tank pad, mono-seat rack, chain guide and centerstand, and the $2,264.94 Tour Pack includes an engine guard, centerstand, aluminum side cases and side case mounts and lock set.

After a day on the T7 I was still eager to keep riding. It’s not a hair-on-fire ADV race bike, purpose-built to explode sand dunes. It’s simply a fun on- and off-road motorcycle that also happens to be affordable and could pull light commuter duty as well. With all the craziness in the world today, disappearing into the woods or any other isolated location sounds like a good plan, and that’s not the moonshine talking.

2021 Yamaha Ténéré 700
Website: yamahamotorsports.com
Base Price: $9,999
Engine Type: Liguid-cooled, transverse parallel twin, DOHC, 4 valves per cyl.
Bore x Stroke: 80.0mm x 68.6mm
Displacement: 689cc
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: O-ring chain
Wheelbase: 62.8 in.
Rake/Trail: 27.0 degrees/4.1 in.
Seat Height: 34.6 in.
Claimed Wet Weight: 452 lbs.
Fuel Capacity: 4.2 gals., last 1.1-gal. warning light on
MPG: 86 octane min (high/avg/low) NA

Keep scrolling for more photos…

Source: RiderMagazine.com

Motorcycle News, News

2020 Husqvarna Vitpilen 701 | Road Test Review

June 5, 2020 mcnews Leave a comment

Some bikes prize form over function, and that’s OK. I mean, come on, the star-spangled chopper ridden by Peter Fonda in “Easy Rider” was pretty far from perfectly functional — it looked cool and that was that. It’s no chopper, but Husqvarna’s Vitpilen 701 lies at a similar place on the form/function spectrum, and if you’re a fan of Scandinavian style it’s quite appealing to the eye.

Not to say it isn’t fun to ride, as long as those rides are primarily on tight, technical, twisty roads, where the Vitpilen’s taut chassis and suspension and feisty, liquid-cooled 693cc single are allowed to shine. With 73 peak horsepower and almost 51 lb-ft of torque per the Jett Tuning dyno, the 365-pound Vitpilen 701 is highly entertaining and an ideal mount for a weekend warrior looking to own his or her local run of twisties, unencumbered by a passenger (there are no rear footpegs) and without straying too far from a gas station (though if you can tame your throttle hand the 3.2-gallon tank is good for about 160 miles).

Jenny’s Gear
Helmet: Vemar Zephir
Jacket: Fly Racing Butane
Pants: MotoGirl
Boots: Sidi Performer Lei

My main beef with the bike is its seat, which is tall, hard and angular. With toes on the ground, the edges cut painfully into my thighs and once underway its sticky material locked me into place, making it hard to shift around when doing my best Valentino Rossi impression in the canyons. Coupled with the reach to the wide clip-ons, the Vitpilen is decidedly sporty — which isn’t necessarily a bad thing. It was made, after all, to “rip it,” as they say here in SoCal. And when ripping it, you’ll forget about how hard the seat is.

Rolling on tubeless spoked 17-inch wheels for a supermoto look, shod with sticky Bridgestone Battlax Hypersport S21 tires, and with adjustable WP Apex suspension with 5.3 inches of travel front and rear, the Vitpilen feels stable and planted despite its extremely light weight. Its engine is tuned for ripping as well, rewarding a heavy hand (there goes the 160-mile range…) and protesting with fits and jerks if you’re too lenient. Don’t worry about diving in too hot, the 4-piston front and single-piston rear brakes, both Brembo and fitted with switchable Bosch 9M+ ABS, are strong and offer good feedback.

Arrive at the top, drop the kickstand and admire the way the light plays off the gorgeous blue paint; bask in your status as King (or Queen) of the Mountain. Are there better all-around bikes? Sure, but the Vitpilen 701 knows what it is and makes no apologies for it.

Keep scrolling for more photos.

Source: RiderMagazine.com

Motorcycle News, News

2020 KTM 390 Adventure | Road Test Review

April 15, 2020 mcnews Leave a comment

“Who woulda thunk it,” as my dad would say. A KTM adventure bike that costs less and makes more power than a Kawasaki KLR650, has fuel injection, electronic rider aids and weighs nearly 50 fewer pounds to boot? What mythical beast is this? It’s the 2020 KTM 390 Adventure, and it’s no myth. In fact I’ve spent the last few days on one, cruising the urban streets, farm roads and mountain highways near my home (taking a rain check on the hard core off-road stuff in these unusual times — see our “To Ride, or Not to Ride…?” editorial here).

With a base price of just $6,199, the new 390 Adventure is a lot of bike for the money, with an impressive list of standard features that make it a serious threat to value-oriented Japanese competitors like the Honda CB500X and Kawasaki Versys-X 300, as well as BMW’s G 310 GS. Adjustable front and rear WP suspension, a full-color TFT display, lean-angle sensitive traction control and Bosch 2-channel cornering ABS are all standard, with a quickshifter offered as an option.

Read our Tour Test Review of the KTM 790 Adventure here.

Powering the 390 Adventure is the same 373cc, 4-valve, DOHC, liquid-cooled single used in the popular RC 390 and 390 Duke sport bikes, which generated 44 horsepower at 8,800 rpm and 27 lb-ft of torque at 7,000 rpm when we last put it on the Jett Tuning dyno — that’s nearly as much as the Honda CB500X’s larger parallel twin. It’s fitted with a gear-driven counterbalancer to tame the worst of the vibes, although we noticed a fair amount in the grips and the cleated footpegs (rubber inserts are included but were removed from our test bike). Passing at freeway speeds, especially on hills, requires either a little patience or a downshift, but the 390 cruises at the SoCal traffic standard of 75 mph without complaint. The feisty single is mated to a 6-speed gearbox fitted with a slipper clutch and, in the case of our test bike, KTM’s excellent up/down Quickshifter+.

Up front is a 43mm WP Apex USD fork with 6.7 inches of travel and adjustable compression and rebound damping; in the back is a WP Apex shock with 7 inches of travel and adjustable spring preload and rebound damping. Brakes are BYBRE, Brembo’s Indian subsidiary, with a 4-piston radial caliper gripping a single 320mm disc up front and a single-piston floating caliper/230mm disc combo in the rear.

Jenny’s Gear
Helmet: Arai XD4
Jacket: Klim Artemis
Pants: Klim Altitude
Boots: Sidi Adventure Gore-Tex

Bosch 9.1MP cornering ABS has two settings: on and off-road, which disables it in back (it cannot be completely disabled). Lean-angle sensitive MTC (traction control), on the other hand, is either on or off (there are no special modes) and can be changed on the fly, although you’ll have to hold a button on the left switchgear and release the throttle for several seconds to do so. Off-road enthusiasts take note: the MTC will revert to the on position when you shut the bike off using the ignition key, but as far as we can tell it stays off if you only use the kill switch. Like its larger siblings, the 390 Adventure includes a 12V power socket as standard, located front and center underneath the TFT display, so mounting a phone for use as a GPS or just keeping it charged in a strap-on tank bag atop the plastic fuel tank is easy.

With its 19-inch front/17-inch rear cast wheels, 70/30 Continental TKC 70 tires, plastic skid plate (augmented with metal in front of and below the exhaust pipe), and modest suspension travel and ground clearance (we measured seven inches), straight off the showroom floor the 390 Adventure is best suited to gravel and fire roads. While the WP suspension is stiff enough to perform well on smooth, sporty rides and soaks up gnarly pavement and rough dirt roads, I would want to keep extended rocky encounters to a minimum. On the plus side, bikes for the U.S. market come standard with tipover bars that protect the sides of the engine and radiator. Spoon on some knobbier tires, bolt on KTM’s accessory aluminum skid plate and you’re ready for some hard-core adventure.

For a bike of such modest size, power and entry-level pretensions, we were somewhat surprised by the height of the 390 Adventure’s seat. On paper it’s not so bad, listed at 33.6 inches, but the seat is hard and fairly flat, with sharp edges that make it difficult to get your feet on the ground. It narrows a bit toward the front, but at that point it also slopes up and gets even taller. Even with my 34-inch inseam, if I’m wearing stiff ADV-style boots I’m on my tiptoes at a stop, and forget about backing up even the slightest of inclines while seated on the bike. Fortunately the 390 is a featherweight, tipping the scales at just 387 pounds fully fueled, adding confidence to one-footed stops and making it easy to push around. And there’s another upshot: the long reach from seat to footpegs leads to a relaxed bend in the knees and makes standing up for off-road riding a cinch.

Elemental protection from the short, non-adjustable windscreen isn’t bad, although I definitely experienced some windblast, especially at freeway speeds, on my upper chest, shoulders and helmet. Ergonomics are smaller-frame-friendly (well, apart from that tall seat), with a short reach across the 3.8-gallon tank to the handlebar and its backlit switchgear. At 5 feet, 9 inches, I found the handlebar to be too low for stand-up riding, requiring a pronounced forward lean; a bar riser would be on my must-have list.

Romping through a set of corners is a joy, with the 390 exhibiting a taut, stable character that might surprise those who expect less from a small, “entry level” motorcycle. Brakes are above average for a bike in this price range, with solid bite and good feedback in front, though the back feels a bit wooden initially. Combined with a stiff chassis and firm but compliant suspension, this is a truly fun to ride machine, and those riders who pick up a 390 Adventure with no aspirations of ever touching dirt, perhaps drawn primarily to the upright, commanding “ADV” riding position, can look forward to miles of curvy smiles. The bike responds best to a firm hand, especially off idle; too gentle with the throttle and the fueling cuts out, threatening a stall — possibly the price paid for Euro 5 certification on such a high-strung motor. Once underway it still prefers to be wrung out a bit, and doesn’t respond with much below about 4,000 rpm; keep it north of that and you’ll have a ball. It’s also worth noting that even with a heavy throttle hand, fuel economy averaged 53 mpg, for an estimated range of 202 miles.

KTM already has a laundry list of accessories for its 390 Adventure, including a slip-on Akrapovič silencer that shaves off another 2.2 pounds, Ergo rider and passenger seats, hard and soft side bags and more. A centerstand, unfortunately, is not on the list. Other than that, though, it wouldn’t take much to turn the 390 Adventure into a capable on- or off-road adventurer, and even in stock form it’s a fantastic commuter that’s ready for just about anything.

2020 KTM 390 Adventure Specs

Base Price: $6,199
Price as Tested: $6,559 (Quickshifter+)
Warranty: 2 yrs., 24,000 Miles
Website: ktm.com

Engine

Type: Liquid-cooled single
Displacement: 373cc
Bore x Stroke: 89.0 x 60.0mm
Compression Ratio: 12.6:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 9,300 miles
Fuel Delivery: Bosch EFI w/ 46mm throttle body
Lubrication System: Wet sump, 1.8-qt. cap.
Transmission: 6-speed, cable-actuated wet slipper clutch
Final Drive: X-ring chain

Electrical

Ignition: Bosch EMS
Charging Output: 230 watts max.
Battery: 12V 11.2Ah

Chassis

Frame: Steel trellis, cast aluminum swingarm
Wheelbase: 56.3 in.
Rake/Trail: 26.5 degrees/3.9 in.
Seat Height: 33.6 in.
Suspension, Front: 43mm USD fork, adj. for compression & rebound damping, 6.7-in. travel
Rear: Single shock, adj. for spring preload & rebound damping, 7.0-in. travel
Brakes, Front: Single 320mm disc w/ 4-piston radial-mount caliper & ABS
Rear: Single 230mm disc w/ 1-piston floating caliper & ABS
Wheels, Front: Cast, 2.50 x 19 in.
Rear: Cast, 3.50 x 17 in.
Tires, Front: 100/90-19
Rear: 130/80-17
Wet Weight: 387 lbs. (as tested)
Load Capacity: 440 lbs. (as tested)
GVWR: 827 lbs.

Performance

Fuel Capacity: 3.8 gals., last 0.4-gal. warning light on
MPG: 91 AKI min. 53 mpg avg.
Estimated Range: 202 miles
Indicated RPM at 60 MPH: 5,200

Source: RiderMagazine.com

Motorcycle News, News

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

April 9, 2020 mcnews Leave a comment

2020 Suzuki Katana Honda CB1000R Kawasaki Z900RS — Distinctive styling sets these modern-day UJMs apart from each other, but they’re very similar otherwise. Their nearly 1,000cc engines are liquid-cooled, transverse in-line fours with DOHC and four valves per cylinder. They roll on 17-inch cast wheels with tubeless radials, and have standard ABS and traction control, adjustable suspension and radial-mount monoblock front calipers. They have upright riding positions with minimal wind protection. And they all look good parked in front of Morro Rock. Photos by Kevin Wing.

Remember UJMs? If you were a motorcyclist in the ’70s, or have a soft spot for bikes from that era, then you remember them well. Honda kicked it off in 1969 with its groundbreaking CB750, the first mass-produced motorcycle with a transverse in-line four-cylinder engine and an overhead camshaft. It was an air-cooled four-stroke with a five-speed transmission, a front disc brake, an electric starter and an upright seating position.

Honda created the formula and other Japanese manufacturers followed it. Kawasaki launched the mighty 903cc Z1 for 1973, Suzuki introduced the GS750 for 1976 and, late to the party but the biggest reveler in the room, Yamaha brought out the XS1100 for 1978. Similarities among these and other Japanese models of varying displacements led “Cycle” magazine, in its November 1976 test of the Kawasaki KZ650, to coin what became a widely used term: “In the hard world of commerce, achievers get imitated and the imitators get imitated. There is developing, after all, a kind of Universal Japanese Motorcycle…conceived in sameness, executed with precision, and produced by the thousands.”

Those UJMs, and the standards of performance and reliability they established, revolutionized the world of motorcycling. Decades later, descendants of those progenitors carry their DNA into the modern era. To see how well the formula holds up in the 21st century, we gathered examples from Honda, Kawasaki and Suzuki for a neo-retro comparo. (As much as we would have loved to include Yamaha for a proper battle of the Big Four, its contemporary XSR900 is powered by an in-line triple that colors too far outside the lines of the UJM formula.)

Honda CB1000R — Like all three bikes in this comparison, the Honda has an upright seating position that puts no strain on the rider’s wrists, shoulders or back, but its footpegs are the highest.

Greg’s Gear
Helmet: Arai Corsair-X
Jacket: Scorpion Birmingham
Pants: Joe Rocket Ballistic
Boots: Sidi Gavia Gore-Tex
Tail Bag: Nelson-Rigg

Honda’s CB1000R, like its granddaddy, has a transverse in-line four, but it’s a more highly evolved one featuring liquid cooling and dual overhead cams with four valves per cylinder — a configuration shared by all three bikes in this comparison. Derived from the pre-2008 CBR1000RR sportbike, the CB’s 998cc engine has been tuned for low- to midrange power and its 6-speed transmission has an assist-and-slipper clutch. Like the others, the CB1000R’s standard equipment includes ABS and traction control, but it’s the only one here with throttle-by-wire and riding modes (Sport, Street, Rain and customizable User), which adjust throttle response, engine braking and traction control.

Read our Road Test Review of the Honda CB1000R here.

Kawasaki Z900RS — With the lowest seat height, lowest footpegs and most room for a rider, passenger and luggage (as well as a magnet-friendly steel tank), the Kawasaki is the natural choice for longer rides.

Mark’s Gear
Helmet: Bell SRT Modular
Jacket: Rev’It
Pants: Rev’It
Boots: Sidi Performer Gore-Tex
Tank/Tail Bags: Chase Harper

A round headlight and an exposed engine are about the only styling traits shared by the “Neo-Sports Café” CB1000R and the CB750. Kawasaki’s Z900RS, on the other hand, is a spitting image of its forebear. Round mirrors on long stalks, bullet-shaped analog gauges, a teardrop tank, a bench seat, a sculpted tail and gorgeous Candytone Green paint with yellow stripes are all inspired by the original Z1. Even the flat spokes of its cast wheels are designed to look like spoked wheels of yore. Derived from the Z900 streetfighter, the Kawasaki’s 948cc DOHC in-line four has revised cam profiles, lower compression, a heavier flywheel, a second gear-driven balancer and narrower exhaust headers for a mellower feel, and its stainless steel 4-into-1 exhaust has been tuned to deliver an old-school four-banger growl.

Read our First Ride Review of the Kawasaki Z900RS here.

2020 Suzuki Katana — Rodolfo Franscoli’s redesigned Katana brings the distinctive elements of the original into the 21st century, though the fairing and flyscreen offer more style than wind protection.

Jenny’s Gear
Helmet: Shoei RF-1200
Jacket: AGV Sport Helen
Pants: Joe Rocket Alter Ego
Boots: Sidi Gavia Gore-Tex
Tail Bag: Nelson-Rigg

Suzuki’s entry in this contest is the new-for-2020 Katana, a modern interpretation of the iconic 1981 GSX1100S Katana, which revolutionized motorcycle design by treating the bike as a whole rather than a collection of parts. Originally conceived by Hans Muth and reimagined by Rodolfo Frascoli, the Katana has a small fairing and windscreen, and, like the CB1000R, a stubby tail section. Based on the GSX-S1000 naked sportbike, the Katana is powered by a 999cc DOHC in-line four derived from the 2005-2008 GSX-R1000, tuned for street duty with milder cam profiles and valve timing, steel rather than titanium valves, lighter pistons, a stainless steel exhaust and a 6-speed transmission with an assist-and-slipper clutch.

Read our First Ride Review of the 2020 Suzuki Katana here.

Three bikes, three editors, two days. Before hitting the road, we strapped on soft luggage. None have centerstands, and only the Kawasaki has a steel gas tank that accommodates a magnetic tank bag, which carried our tools, flat repair kit and air pump. Its long, wide bench seat also has room for a good-sized tail bag. With their short tails and small pillions, the Honda and Suzuki only have space for small tail bags. Because the Suzuki’s bodywork is more stylish than functional, the Honda and Kawasaki are completely nude and none have hand guards or heated grips, we were exposed to the elements. We bundled up in layers for our mid-January test and pointed our wheels north, taking freeways and back roads up California’s Central Coast.

With their refined, Swiss watch-like in-line fours, these modern-day UJMs are impeccably smooth. Snicking their transmissions into sixth gear and cruising at a steady speed is a sublime experience, with minimal vibration or unwanted perturbations. None have cruise control, but with fuel capacities ranging from 3.2 gallons on the Suzuki to 4.5 gallons on the Kawasaki and as-tested fuel ranges between 130 and 173 miles, the need for gas will likely precede the need for wrist relief. Upright seating positions and windblast on the chest keep weight off the wrists on all three, but there are notable differences in legroom. The Honda and Suzuki have the tallest seat heights (32.7 and 32.5 inches, respectively) as well as the highest footpegs, putting much more bend in the knees — especially on the Honda — than the comparatively spacious Kawasaki. Even though the Kawi has the lowest seat height (31.5 inches) and lowest pegs, on none of these bikes did we find ourselves dragging pegs in tight corners.

It’s in those tight corners that these bikes further distinguish themselves. With only 10 pounds separating their curb weights and modest differences in chassis geometry, their engine performance, brakes and suspension are what set these bikes apart. In terms of outright horsepower and torque, the Honda and Suzuki, both of which have sportbike-derived engines, come out on top. The Suzuki is the strongest, churning out 142.1 rear-wheel horsepower at 10,300 rpm and 75.9 lb-ft of torque at 9,200 rpm on Jett Tuning’s dyno, though its advantage over the others is mostly above 8,500 rpm. The Honda peaks at 125.5 horsepower at 9,800 rpm and 70.6 lb-ft at 8,300 rpm, but it’s much weaker than the Suzuki and Kawasaki below 7,500 rpm, a deficiency that’s obvious on corner exits and roll-on passes. Although the Kawasaki generates only 100.1 horsepower at 8,500 rpm and 67.5 lb-ft at 8,500 rpm, in the midrange it gives the Suzuki a run for its money and leaves the Honda in the dust.

With their more compact cockpits and high-revving power, the Honda and Suzuki lean more toward the sport end of the sport standard spectrum. Their smoothness makes them sneaky fast, and their stock suspension settings are firmer than the Kawasaki’s. All of these bikes have fully adjustable upside-down forks and preload- and rebound-adjustable single rear shocks (KYB on the Kawasaki and Suzuki, Showa on the Honda), but the Honda’s suspension, especially its Separate Function-Big Piston fork, is the most compliant. Sportbike-caliber front brakes, with pairs of radial-mount monoblock 4-piston opposed calipers clamping large discs, deliver serious stopping power across the board, but the Honda has a slight edge in feel. Adding to a sense of confidence on the Honda are its Bridgestone Battlax Hypersport S21 radials, which have noticeably more grip (but likely less mileage in the long run) than the Dunlop radials on the Kawasaki and Suzuki.

Despite being down on peak power and more softly sprung, the Kawasaki is by no means a boat anchor or a couch on wheels. It’s plenty fast, but its mission is clearly different than that of the Honda and Suzuki. The Z900RS stokes the flames of nostalgia while providing a more spacious, relaxed and comfortable riding experience, with every potentially rough edge sanded smooth. The Katana, on the other hand, is essentially a GSX-S1000 with plastic bodywork and a more upright riding position. In isolation there’s little to complain about when riding the Suzuki, but compared to the Honda and Kawasaki, it feels less refined, with more driveline lash and less precision during gear changes.

UJMs were the first motorcycles to be called “superbikes,” a name that came to be more appropriately applied to the racer replicas that proliferated in the late ’80s. These modern-day UJMs fall into the more mundane-sounding “sport standard” category, but there’s nothing mundane about 100-plus rear-wheel horsepower, high-spec brakes and suspension, standard ABS and TC, and a level of capability that’s truly impressive. For sheer power and sporting prowess, the Suzuki gets top marks, but its small 3.2-gallon gas tank and high price ($13,499) make it a tough sell. Priced a bit lower at $12,999, the ultra-smooth Honda has a strong top end as well as throttle-by-wire, riding modes and the best suspension and tires, but its weak midrange and high footpegs limit its overall appeal. A relative bargain at $11,199, the Kawasaki won us over with its throwback styling, spacious and comfortable seating, strong midrange, seductive sound and decent fuel range. If you do what we did — strap on some luggage and explore some of your favorite roads for a couple of days — you’re guaranteed to have a good time. Isn’t that why we ride?

Keep scrolling past spec charts for more photos….

2019 Honda CB1000R ABS Specs

Base Price: $12,999
Warranty: 1 yr., unltd. miles
Website: powersports.honda.com

Engine

Type: Liquid-cooled, transverse in-line four
Displacement: 998cc
Bore x Stroke: 75.0 x 56.5mm
Compression Ratio: 11.6:1
Valve Train: DOHC w/ 4 valves per cyl.
Valve Insp. Interval: 16,000 miles
Fuel Delivery: PGM-FI w/ throttle-by-wire & 44mm throttle bodies x 4
Lubrication System: Wet sump, 3.2-qt. cap.
Transmission: 6-speed, hydraulically actuated wet assist-and-slipper clutch
Final Drive: O-ring chain

Electrical

Ignition: Fully transistorized
Charging Output: 350 watts max.
Battery: 12V 8.6AH

Chassis

Frame: Mono-backbone steel frame, single-sided cast aluminum swingarm
Wheelbase: 57.3 in.
Rake/Trail: 24.7 degrees/3.8 in.
Seat Height: 32.7 in.
Suspension, Front: 43mm USD fork, fully adj., 4.3-in. travel
Rear: Single shock, adj. for spring preload & rebound damping, 5.2-in. travel
Brakes, Front: Dual 310mm floating discs w/ 4-piston monoblock radial opposed calipers & ABS
Rear: Single 256mm disc w/ 2-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.5 x 17 in.
Rear: Cast, 6.0 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 190/55-ZR17
Wet Weight: 463 lbs.
Load Capacity: 390 lbs.
GVWR: 853 lbs.

Performance

Fuel Capacity: 4.3 gals., last 1.0 gal. warning light on
MPG: 91 AKI min. (low/avg/high) 30.7/35.8/39.9
Estimated Range: 154 miles
Indicated RPM at 60 MPH: 4,250

2020 Kawasaki Z900RS ABS Specs

Base Price: $11,199
Warranty: 1 yr., unltd. miles
Website: kawasaki.com

Engine

Engine Type: Liquid-cooled, transverse in-line four
Displacement: 948cc
Bore x Stroke: 73.4 x 56.0mm
Compression Ratio: 10.8:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 15,000 miles
Fuel Delivery: DFI w/ 36mm throttle bodies x 4
Lubrication System: Wet sump, 4.2-qt. cap.
Transmission: 6-speed, wet assist-and-slipper clutch
Final Drive: O-ring chain

Electrical

Ignition: TCBI w/ digital advance
Charging Output: 336 watts max.
Battery: 12V 8AH

Chassis

Frame: High-tensile steel trellis w/engine as stressed member, cast aluminum swingarm
Wheelbase: 58.1 in.
Rake/Trail: 25.4 degrees/3.5 in.
Seat Height: 31.5 in.
Suspension, Front: 41mm USD fork, fully adj., 4.7-in. travel
Rear: Single shock, adj. for spring preload & rebound damping, 5.5-in. travel
Brakes, Front: Dual 300mm discs w/ opposed 4-piston monoblock calipers & ABS
Rear: Single 250mm disc w/ 1-piston caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 5.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 180/55-ZR17
Wet Weight: 472 lbs.
Load Capacity: 398 lbs.
GVWR: 870 lbs.

Performance

Fuel Capacity: 4.5 gals., last 1.0 gal. warning light on
MPG: 90 AKI min. (low/avg/high) 34.5/38.5/45.4
Estimated Range: 173 miles
Indicated RPM at 60 MPH: 3,750

2020 Suzuki Katana Specs

Base Price: $13,499
Warranty: 1 yr., unltd. miles
Website: suzukicycles.com

Engine

Type: Liquid-cooled, transverse in-line four
Displacement: 999cc
Bore x Stroke: 73.4 x 59.0mm
Compression Ratio: 12.2:1
Valve Train: DOHC w/ 4 valves per cyl.
Valve Insp. Interval: 15,000 miles
Fuel Delivery: EFI w/ SDTV & 44mm throttle bodies x 4
Lubrication System: Wet sump, 3.4-qt. cap.
Transmission: 6-speed, cable-actuated assist-and-slipper clutch
Final Drive: O-ring chain

Electrical

Ignition: Transistorized, digital electronic
Charging Output: 385 watts max.
Battery: 12V 8.6AH

Chassis

Frame: Cast aluminum twin-spar w/ cast aluminum swingarm
Wheelbase: 57.5 in.
Rake/Trail: 25 degrees/3.9 in.
Seat Height: 32.5 in.
Suspension, Front: 43mm USD fork, fully adj., 4.7-in. travel
Rear: Single link-type shock, adj. for spring preload & rebound, 5.1-in. travel
Brakes, Front: Dual 310mm discs w/ radial-mount monoblock 4-piston opposed calipers & ABS
Rear: Single 220mm disc w/ 1-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 6.00 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 190/50-ZR17
Wet Weight: 473 lbs.
Load Capacity: 407 lbs.
GVWR: 880 lbs.

Performance

Fuel Capacity: 3.2 gals., last 1.0 gal. warning light on
MPG: 90 AKI min. (low/avg/high) 36.2/40.6/46.5
Estimated Range: 130 miles
Indicated RPM at 60 MPH: 4,000

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

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

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

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

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

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

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

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

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

Source: RiderMagazine.com

Motorcycle News, News

2021 BMW R 18 | First Look Review

April 3, 2020 mcnews Leave a comment

2021 BMW R 18 First Edition Big Boxer — 2021 BMW R 18 First Edition. Images courtesy BMW Motorrad.

It’s here, and for the most part it looks exactly how we hoped it would: like a classic BMW. The 2021 BMW R 18 “Big Boxer” cruiser has finally been unveiled in complete production form, with a look reminiscent of the R 5 model of the 1930s.

Powered by a massive 1,802cc OHV air/oil-cooled 4-valve opposed twin, the largest “boxer” engine BMW has ever produced for a motorcycle, that generates a claimed 91 horsepower at 4,750 rpm and 116 lb-ft of torque at 3,000, the new R 18 certainly seems to talk the talk, ready to go toe to toe with the established cruiser brands. It sports modern rider aids like partially integrated braking (the hand lever activates both front and rear brakes, the foot pedal only the rear) with ABS, a six-speed transmission with anti-hop (slipper) dry clutch, standard ASC (stability control) and MSR (engine drag torque control), and three ride modes: Rain, Roll (for regular riding) and Rock (for sportier riding). Hill Hold Control and Reverse Assist are optional.

2020 BMW R 18 First Edition Big Boxer — The 2021 R 18 with its styling inspiration, the classic R 5.

The R 18’s classic lines come courtesy of a double loop tubular steel frame with easily removable rear subframe for easy customization, a double-sided swingarm with exposed driveshaft on the right side, a telescopic 49mm fork with 4.7 inches of travel and a hidden, preload-adjustable cantilever rear shock with 3.5 inches of travel for a hardtail look. Three brake discs, two up front and one in the rear, are 300mm in diameter and are squeezed by 4-piston calipers.

Spoked wheels are 19 inches up front, 16 at the rear, and appear to be tube-type, although that is not specified in the information we’ve received. Lighting is all-LED, and the R 18 can be fitted with an optional Adaptive Headlight (lean-angle sensitive cornering lights). Keyless Ride is standard.

The 2021 R 18 will be available worldwide in a special First Edition model, which includes the signature black paint with white pin striping, chrome details, “First Edition” badging and more. A base model will also be available in the U.S. and other select markets. Pricing starts at $17,495 for the base model and $19,870 for the First Edition.

This is, after all, a cruiser, and so BMW will also be offering two customization packages from Roland Sands Design, the “Machined” and the “Two-Tone Black.” BMW will also offer an extensive list of customization parts and accessories so buyers can make their R 18 uniquely their own.

Keep scrolling for more photos….

Source: RiderMagazine.com

Motorcycle News, News

Behind the Scenes at Gore, the Maker of Gore-Tex

April 2, 2020 mcnews Leave a comment

Gore-Tex testing Klim — Gore’s quality control testing includes six different “rain rooms,” where finished Gore-Tex apparel like this suit from Klim is tested in real-world conditions. This room includes a nozzle simulating riding at speed in a downpour as well a steady shower from the ceiling. The dummy is wearing a heather gray base layer that will show dark spots where any water gets in.

A behind-the-scenes look at how Gore-Tex apparel is made and tested.

W.L. Gore & Associates is one of those success stories of American ingenuity and innovation. Founded in 1958 by the husband-and-wife team of Wilbert (Bill) Lee — who had spent 16 years with DuPont — and Genevieve Walton Gore, the company got its start making wire and cable insulation before the couple’s son, Bob, made an accidental and extremely fortuitous discovery. In 1969, he was trying to stretch extruded polytetraflouroethylene (PTFE, otherwise known as Teflon) for use in plumbers’ tape, but no matter how gently he pulled it always broke. Frustrated and down to his last few samples of test material, he grabbed one of the heated rods and gave it a hard yank — and to his astonishment it didn’t snap, it expanded. The company called it “expanded PTFE,” or ePTFE.

Today ePTFE is at the heart of Gore’s $3.7 billion-per-year business, with uses in everything from laptop computers to prosthetic arteries to astronaut suits…and, of course, waterproof motorcycle gear. We were invited to tour several of Gore’s facilities near its headquarters in Newark, Delaware, as guests of Idaho-based Klim, a Gore-Tex partner that’s been making motorcycle gear since 2004, and it was a unique opportunity to get a behind-the-scenes look at everything that goes into creating a piece of Gore-Tex apparel.

Read our review of the Klim Artemis Gore-Tex jacket here.

Gore astronaut suit — Gore-Tex is only a part of what Gore does; its products are used in the medical, automotive, consumer electronics and aerospace industries, among others.

Because Gore manufactures technical fabrics for the U.S. military and first responders, security was tight and we were limited as to when and where we could take photos, but in many places Klim gear had been set up so we could witness firsthand the testing and quality control that goes into every piece that carries the Gore or Gore-Tex name.

Gore makes more than 300 different membrane types, and each finished product goes through more than 600 quality control tests — that’s before it goes to the manufacturer, which in the case of Klim means motorcycle-specific testing, including CE certification.

washing machine test Gore-Tex — Banks of washing machines agitate continuously for days, testing the durability of Gore-Tex apparel.

Martindale machines Gore-Tex — Rotating Martindale machines subject fabric samples to abrasion and pilling resistance tests.

Gore-Tex environmental room testing — Breathability is an important aspect of Gore-Tex apparel, and the environmental “comfort room” lets actual humans test products while moving and exercising in a range of temperatures—vitally important for athletic apparel as well as fire protection and military gear.

There’s a biophysics lab that tests for comfort and acoustics (important for hunting and military gear), six rain rooms for waterproofness and an environmental room that goes from -50 to 50 degrees C (-58 to 122 F), 5% to 98% humidity and zero to 22 mph wind speed. Upstairs is a huge room full of washing machines that are used for wet flex and abrasion testing; they are stopped and the material tested every eight hours until it fails. (The washing machine brand of choice for durability: Kenmore.)

At the Elk Creek facility we got a look at the glove and boot test labs, where Gore-Tex membrane booties are tested for leaks. A big machine in the corner subjects finished boots to a submerged wet flex test; Klim boots must pass at least 200,000 flexes without a leak before hitting the market.

Gloves are probably the toughest item to waterproof, and every Gore-approved factory (which apparel partners must use) has a whole glove leak test machine. Klim uses a special Gore-Tex membrane insert with glue on one side that bonds it directly to the outer shell, and a soft Trica liner bonded to the other side for optimum control feel. Still, gloves are where most riders will say they’ve experienced waterproofing failure (I’m no different).

The folks at Gore suggested that what we often think is a leak is actually either a lack of breathability causing moisture buildup or the waterlogged outer shell feeling cold against our skin, which our brain interprets as “wet.” (Our sensory system has no “wet” register, only temperature, and if the water is cooler or warmer than our skin we perceive it as “wet.” This is how sensory deprivation chambers work: by floating in saline water that’s exactly our body temperature, our brain registers no contact at all.)

Gore-Tex glove membrane — Gloves are a tough item to waterproof. Gore offers several levels of waterproof protection, but all include a full Gore-Tex membrane liner. Maintaining a good DWR coating on gloves is the best way to stay dry and comfortable.

To be comfortable, a piece of waterproof apparel needs to breathe and shed water. “Breathability” doesn’t mean airflow, however; it means the removal of warm, moist air from the body. This is what makes Gore-Tex apparel more comfortable than, say, wearing a plastic bag — it “breathes” while keeping you dry. As our Gore guide put it, “it’s not magic, it’s physics.” But as we noted above, if the fabric outside the Gore-Tex membrane is waterlogged your skin thinks it’s wet, so a DWR (durable water-repellant) coating is important.

Every Gore-Tex-branded item comes from the factory with a DWR coating, and the instructions for keeping it in good shape might surprise you: throw it in the dryer. Yep, you should be washing and tumble-drying your Gore-Tex. The heat reactivates the DWR, so water will bead rather than soaking in. You’ll still need to reapply a new coating every few years, just make sure it’s silicone-free.

Gore-Tex DWR — All Gore-Tex apparel includes a DWR (durable water-repellant) coating that sheds water from the outer fabric.

When properly cared for — and assuming they don’t have an unfortunate meeting with the pavement — Gore-Tex products should remain waterproof for life, and Gore will replace, repair or refund any of its products that fail. It’s that commitment to quality that’s given Gore its well-earned reputation and made Gore-Tex the gold standard of apparel waterproofing.

And if your Gore-Tex gear is Klim, you can send it back to them after an accident for free replacement (see website for details). Now that’s what we call a commitment to performance.

Gore-te x .com
Klim.com

Source: RiderMagazine.com

Motorcycle News, News

2021 Honda ADV150 ‘Adventure Scooter’ | First Look Review

April 1, 2020 mcnews Leave a comment

This is not an April Fools joke…. American Honda has announced that the ADV150 “adventure scooter” will be coming to the U.S. market as early as June 2020, as a 2021 model year machine. The unique scooter has a rugged look, with Showa suspension, aggressive tires, an adjustable windscreen, under-seat storage and a Smart-Key system with built-in theft deterrents. U.S. retail pricing is $4,299.

To quote Chris Cox, American Honda’s Manager of Experiential Marketing/Public Relations, “What do you get when you combine an Africa Twin and a PCX150? We weren’t sure, but we knew it sounded like fun!”

We agree, Chris. We could use a little fun right now, and we can’t wait to get a ride on one.

More info can be found on Honda’s website here.

Keep scrolling for more photos….

Source: RiderMagazine.com

Motorcycle News, News

2020 KTM 890 Duke R | First Look Review

March 27, 2020 mcnews Leave a comment

We needed some good news, and KTM North America has delivered, announcing the early availability of the brand new 890 Duke R, unveiled in Milan last November and originally intended to launch in late 2020 as a MY2021 machine. Instead, KTM will be bringing in a “very limited number” of 890 Duke R models this spring as 2020 models.

Read our First Ride Review of the 2019 KTM 1290 Super Duke GT here.

Basically a more powerful and aggressive version of the impressive-in-its-own-right 790 Duke, the 2020 890 Duke R features a new 890cc parallel twin with an increased bore and stroke, higher compression ratio and redline, larger valves, a new piston design with new connecting rods and a new crankshaft, new individual mapping adjustment on each cylinder, a knock sensor and new engine cases. The new mill churns out more horsepower and torque, and KTM also says it provides better rideability due to increased rotating mass.

Brakes are by Brembo, with larger discs and Bosch ABS that includes a Supermoto setting, suspension is fully-adjustable WP Apex front and rear, and electronic rider aids include new-generation traction control and ride modes with optional Track mode and Quickshifter+, all aided by a new 6D lean angle sensor.

Befitting its “super scalpel” mission, the 890 Duke R has a lower, flatter handlebar and footpegs that are higher and more rear-set for a sportier riding position and greater lean angle. It makes no pretensions at being anything other than a twisty-munching or track-attacking machine, with a solo seat and no pillion footpegs. It’s you and Mr. Duke, that’s it.

Pricing has yet to be announced, but barring any supply chain disruptions we should see the bike in dealerships sometime this spring.

Source: RiderMagazine.com

Motorcycle News, News

2020 BMW F 900 R and F 900 XR | Road Test Review

March 19, 2020 mcnews Leave a comment

Since the launch of the BMW F 800 model family with the F 800 S and F 800 ST in 2006, these middleweight, parallel twin-powered motorcycles have been offered in a wide variety of models as lower-priced alternatives to BMW’s larger bikes. As with the R 1200 boxer twins, the most popular parallel twins have been the F 800 GS and GSA adventure bikes, with the more street-oriented F 650 GS/F 700 GS close behind. No surprise, really, since adventure and ADV-styled bikes have done well for some time now.

Conversely the F 800 ST and later GT sport-touring versions were short-lived, leaving the F 800 R streetfighter introduced in 2009 as the sole non-GS model in the lineup as of 2019. No doubt the bike’s entry-level price and the showmanship of four-time world-champion freestyle rider Christian Pfeiffer — who helped develop the naked bike he spun, slid and nose wheelied to victory — extended the F 800 R’s longevity.

2019 BMW F 850 GS vs. 2009 F 800 GS: Time to Upgrade?

We applauded BMW’s move toward a simpler, less expensive entry-level twin with the F 800s, which had telescopic forks in place of pricier Telelever or Duolever front ends and belt or chain final drive versus a shaft. But their BMW-designed, Austrian Rotax-built engine, even with its innovative counterbalancer, never really earned our admiration. It was buzzy and raspy sounding and just didn’t deliver the satisfying, torquey throb we expect from a twin.

The F 800s performed well, but it wasn’t until BMW redesigned the engine for the 2019 F 850 GS and F 750 GS (and engine production moved to Loncin in China) that the 853cc engine they share finally came to life. The larger displacement helped, but it was mostly the switch from a balanced 360-degree firing interval with 0-degree crankpin offset to an imbalanced 270/450-degree interval and 90-degree offset that woke the powerplant up, giving it an almost boxer-like twin-cylinder growl and feel. Swapping the central connecting rod-style balancer for dual balancer shafts also tamed the vibes.

Read our 2020 Guide to New Street Motorcycles here.

2020 BMW F 900 XR — The F 900 XR offers a nice balance between cornering ability and bump absorption with its longer travel suspension.

Mark’s Gear
Helmet: Arai Regent-X
Jacket: Spidi All-Season H2Out
Pants: Rev’It
Boots: Sidi Performer Gore-Tex

Fast-forward one year and the new parallel twin has been enlarged once again and slapped into a pair of dynamic new middleweights, the F 900 R and F 900 XR, roadster and sport-adventure bikes again priced as alternatives to BMW’s larger machines. Updates to the shared DOHC, 4-valve per cylinder engine for more performance and torque from F 850 status include a bump to 895cc, a new cylinder head, forged pistons instead of cast and a higher 13.1:1 compression ratio.

On the Jett Tuning dyno our F 900 R test bike churned out 88.2 horsepower at 8,400 rpm and 58.1 lb-ft of torque at 6,400 rpm, an improvement of about 3 horsepower and 3 lb-ft of torque over our 2019 F 850 GS test bike. Compared curve to curve, more torque is available across more of the F 900’s powerband, too, especially between 4,000-7,000 rpm (redline is at 9,300). All of this grunt reaches the rear wheel via chain final drive through a slick-shifting 6-speed gearbox with a cable-actuated slipper clutch that has a light pull and broad engagement band (an up/down quickshifter is available as an option).

Read our Road Test Review of the 2019 BMW F 850 GS and F 750 GS here.

2020 BMW F 900 XR F 900 R dyno chart — Our F 900 test bike made about 3 more horsepower and 3 more lb-ft of torque at the rear wheel than the F 850 GS.

In addition to their engines, both bikes share an aluminum bridge-type frame, aluminum double-sided cast swingarm and bolt-on steel subframe (presumably to provide enough strength for the optional soft side cases and a luggage rack/top trunk). There’s a 43mm USD fork with no adjustments up front, and a single shock with rebound damping and spring preload adjustment in back — I do wish the remote knob for the latter was easier to access.

Cast wheels are shod with high-performance sport- or sport-touring tires in the same sizes, and both shed velocity with triple disc brakes that include radial-mount opposed 4-piston calipers up front and ABS. LED headlights and taillights are standard, and front and center is a large, bright 6.5-inch TFT display with a wealth of ride and vehicle information accessible via the Multi-Controller wheel and menu button on the left bar.

In typical BMW fashion, though the whole idea of the F 900s is a ton of fun at a lower cost, you can boost their prices considerably with a slew of nifty accessories like multiple seat options, Keyless Ride, heated grips, cruise control, a centerstand and more, as well as advanced optional electronic enhancements. These include Dynamic Electronic Suspension Adjustment (D-ESA) with Dynamic and softer Road modes and electronic preload; Ride Modes Pro, which adds Dynamic and Dynamic Pro modes to the standard Rain and Road engine modes, and enables cornering ABS, MSR and Dynamic Brake Control (DBC), which detects emergency braking and reduces torque output to counter unintentional opening of the throttle. The Ride Modes Pro plug-in dongle also upgrades the standard traction control to Dynamic, and of course all of this stuff is infinitely adjustable six ways from Sunday.

Fortunately both bikes work just fine without spending a moment playing with settings or one might never leave the garage. The F 900 R is the sportier of the two, with a light wet weight of 471 pounds, shorter suspension travel and steering geometry that make it quite a ripper in the corners. It also has a lower seat, higher footpegs and flatter bar for sport riding and to help it accommodate shorter riders, yet the seating position is still quite comfortable, and while the suspension is set firm for sport riding it still soaks up the bumps quite well. Overall it should appeal to a broad range of riders looking for great handling and some techy stuff at a lower price.

To justify its higher cost, the F 900 XR adds a substantial fairing and small adjustable windscreen that together provides a fair amount of wind protection (I do recommend the optional taller windscreen) and contributes to its higher wet weight of 486 pounds. It also has a taller handlebar, significantly more suspension travel, lower pegs and slightly higher seat in keeping with its adventure-influenced design, yet I could still support it adequately at stops with my 29-inch inseam. Add a pair of side cases and it would make a very nice light tourer with a good balance of handling and power.

Although the light, plastic-welded fuel tanks on the R and XR have capacities of just 3.4 and 4.1 gallons respectively, I never saw fuel economy below 37 mpg from the required 91 octane, and that was after nearly 250 miles with a heavy throttle hand — they are capable of much better. Although the BMW R 1200 boxer engine makes more power and torque, in many ways the F 900 parallel twin’s character is equally satisfying, especially its growl and ripping-velvet feel that comes with a smooth rushing surge of torque in the midrange. Paired with either the R roadster or XR sport-adventure platforms, the combination creates a very fun and functional middleweight for whatever sort of ride you care to enjoy.

2020 BMW F 800 R/XR Specs

Base Price: $8,995/$11,695
Warranty: 3 yrs., 36,000 miles
Website: bmwmotorcycles.com

Engine

Type: Liquid-cooled, transverse parallel twin
Displacement: 895cc
Bore x Stroke: 86.0 x 77.0mm
Compression Ratio: 13.1:1
Valve Train: DOHC, 4 valves per cyl.
Valve Adj. Interval: 12,000 miles
Fuel Delivery: BMS-M EFI
Lubrication System: Dry sump, 3.2-qt. cap.
Transmission: 6-spd, cable-actuated wet slipper clutch
Final Drive: O-ring chain

Electrical

Ignition: BMS-M
Charging Output: 416 watts max.
Battery: 12V 12AH

Chassis

Frame: Steel bridge monocoque, load-bearing engine, cast-aluminum swingarm
Wheelbase: 59.8/59.9
Rake/Trail: 29.5 degrees / 4.5/4.1 in.
Seat Height: 32.1/32.5 in.
Suspension, Front: 43mm USD telescopic, no adj., 5.3/6.7 in. travel
Rear: Single shock w/ adj. spring preload (remote) & rebound damping, 5.6/6.8 in. travel
Brakes, Front: Dual 320mm floating discs w/ opposed 4-piston radial calipers & ABS
Rear: Single 264mm disc w/ 1-piston floating caliper & ABS
Wheels, Front: Cast, 3.5 x 17 in.
Rear: Cast, 5.5 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 180/55-ZR17
Wet Weight: 471/486 lbs.
Load Capacity: 477/479 lbs.
GVWR: 948/965 lbs.

Performance

Fuel Capacity: 3.4/4.1 gals, last 1.0 gal. warning light on
MPG: 91 PON Min
Indicated RPM at 60 MPH: 3,500

Source: RiderMagazine.com

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