Accessible, inexpensive, cool looking and, of course, fun, the littlest member of Yamaha’s MT lineup of “hyper naked” sport bikes has a lot going for it. Photos by Joseph Agustin.
“Though she be but little, she be fierce!” — William Shakespeare
Consider for a moment that the best-selling Yamaha motorcycles for the past several years — across all categories — are the 321cc YZF-R3 sport bike and the 689cc MT-07 “hyper naked” sport standard, and you can understand why Yamaha is launching the newest (and smallest) member of the MT family with hopes for an army of future Yama-loyalists pinned to the MT-03’s pointy nose. The 2020 MT-03, essentially a YZF-R3 given the streetfighter treatment — no fairings, a flat handlebar and slightly revised front suspension — is an unapologetic gateway drug to the larger MT-07, MT-09 and beyond, a bike that will draw young, female and/or first-time buyers into dealerships, attracted to its aggressive styling, accessible size and $4,599 price tag.
At night, the MT-03’s LED turn signal/marker lights, headlight and position markers look like nothing else on the road.
Unlike some other naked sport bikes, there’s nothing dumbed-down about the MT-03. Its 321cc offset parallel-twin, DOHC engine with 180-degree crank and single counterbalance shaft, 6-speed gearbox, steel frame and swingarm, cast aluminum wheels, LCD display and single-disc front and rear brakes are all identical to the R3 (read the review here). Even its throttle mapping and gear ratios, with 5th and 6th both functioning as overdrives for comfortable freeway cruising, are unchanged. Apart from the flatter handlebar vs. the R3’s clip-ons and the lack of fairings, the biggest change to the MT-03 is its revised front suspension. Inside the 37mm inverted KYB fork is a slightly longer, softer spring with 6mm more preload and reduced compression damping (rebound is unchanged) that better suits the MT’s more upright riding position. The rear KYB shock is identical to the R3’s, with 7-step preload adjustment. Seat height remains a low 30.7 inches and wet weight is a claimed 373 pounds (our R3 tester weighed in at 379 pounds). Unlike the R3, all 2020 MT-03s have ABS as standard, making it $700 less expensive than the ABS-equipped YZF-R3.
Many MT-03s will see urban action, where their upright riding position and light weight make them easy to handle, maneuver and park.
Our first ride on the littlest MT took place at the press launch in Austin, Texas, which — despite the cancellation of the SXSW tech conference scheduled to take place concurrent to our event — was still choked with local commuter traffic as we made our way out of the city in search of curvy delights in the nearby Hill Country. The MT-03 lacks a slip and/or assist clutch, but lever pull is still fairly easy (though neither the clutch nor brake levers are adjustable) and the low first gear makes starting out a cinch. Around town the parallel twin, which generated 35 peak horsepower at 10,600 rpm and 19 lb-ft of torque at 9,200 when we last tested it in 2017, is pretty tame and drama-free, but those Jett Tuning dyno figures hint at the rest of the story: when the roads open up, spinning the little MT’s mill past 6,000 rpm rewards the rider with a noticeable boost. This equates to a need to maintain higher rpm through twisty, technical terrain, otherwise even a generous handful of throttle is only just enough to pull you out of the corner.
A compact wheelbase, low 30.7-inch seat and narrow waist make the MT-03 feel nimble and confidence inspiring.
The upshot of course is that the MT-03 is extremely forgiving, ideal for first-time riders. It also reduces the risk of overcooking it into a turn, where I found the 289mm/2-piston front disc and 220mm/1-piston rear disc brakes to be a bit on the vague side, requiring a solid pull on the lever and offering little feedback. This may have been by design, again aimed at a newer rider’s potential tendency to panic and squeeze/stomp a bit too hard; Yamaha says the MT-03’s brakes were tuned to feel “controllable,” but as an experienced rider I wished for a more aggressive bite. A pair of aftermarket sintered pads would likely solve the problem.
ABS comes standard on all 2020 MT-03 models. Two-piston front brake requires a solid pull on the lever, with little feedback; upgrading to sintered pads might
be recommended as riders gain experience and confidence.
Other than the brakes, I found little else to complain about as we transitioned from city to twisties and back to the city, now in the throes of the evening rush hour. Despite a low seat that folded my 34-inch-inseam legs into a sporty bend, I never felt cramped, although there were some grumbles from other, taller testers (I am 5 feet, 9 inches). The flat handlebar, which is some 1 ½ inches higher and ¾-inch farther back than the R3’s clip-ons, created a comfortable riding position, though the deeply-dished seat kept me feeling somewhat locked in place. And the slightly softer fork suited my size and riding style quite well, compliant enough to not jar my fillings loose over bumps but stiff enough to hold up to aggressive cornering.
Of course, for an entry-price-point machine like the MT-03, specs and performance are often not the primary focus for potential buyers — it’s important the bike looks the part, and the MT-03 delivers. Unlike its R3 cousin, the MT gets full LED lighting, including newly sleek turn signals and a futuristic-looking headlight with slanted position markers. When lit, the effect is something like an angry robotic Cyclops. Perhaps not everyone’s cup of tea, but I actually think it’s pretty cool. Whether in sinister Midnight Black or eye-catching Ice Fluo, the 2020 MT-03 is a shining example of how far today’s “entry level” bikes have come, proving once again that even little bikes can be big fun.
2020 Yamaha MT-03 in Midnight Black and Ice Fluo.
2020 Yamaha MT-03
Base Price: $4,599 Website:yamahamotorsports.com Engine Type: Liquid-cooled, transverse parallel twin, DOHC, 4 valves per cyl. Displacement: 321cc Bore x Stroke: 68.0mm x 44.1mm Transmission: 6-speed, cable-actuated wet clutch Final Drive: O-ring chain Wheelbase: 54.3 in. Rake/Trail: 25 degrees/3.74 in. Seat Height: 30.7 in. Claimed Wet Weight: 373 lbs. Fuel Capacity: 3.7 gals., last 0.8 gal. warning light on MPG: 86 AKI min, NA
This comparo is a fixed-fairing fistfight between an icon — Harley-Davidson’s Road Glide Special — and an upstart — Indian’s all-new Challenger Limited. These are premium V-twin touring cruisers that deliver big-time torque, style and functionality. We put them to the test to find out which is the better bagger. Photos by Kevin Wing.
V-twin baggers are as American as baseball and apple pie. Big, stylish and built for our wide-open highways, they embody the self-expression and freedom that make motorcycles objects of obsession rather than just vehicles. America’s two major bagger manufacturers — Harley-Davidson and Indian — are well-known brands from coast to coast, even among folks who’ve never ridden one, and their histories and rivalries stretch back more than a century. Being so steeped in tradition, Harley and Indian take great pains to satisfy their base, building motorcycles that conform to the expectations of loyal cruiser riders.
Modern baggers must strike a delicate balance. On the outside they need to look a certain way — a big V-twin front and center, a long, low profile and muscular styling with bodywork covered in rich paint. But on the inside they need to meet increasingly stringent emissions, sound and safety standards, provide modern levels of comfort and reliability and deliver an engaging riding experience in terms of performance, technology and features.
Both of these American-made baggers carry the nameplates of legendary brands, and are similar in many ways. But there are key differences between them—the Indian (left) is powered by a liquid-cooled, SOHC V-twin and has a modular cast aluminum frame, while the Harley-Davidson has an air-cooled, OHV V-twin and a tubular-steel double-cradle frame.
These two 2020 baggers, Harley-Davidson’s Road Glide Special and Indian’s Challenger Limited, strike that balance remarkably well. Being the latest incarnation of a model family that’s been in Harley’s lineup for 40 years — starting with the 1980 FLT, then known as the Tour Glide — the Road Glide is the seasoned veteran in this comparison, and its signature feature is a frame-mounted sharknose fairing with dual headlights. Powering the Road Glide Special is the air-cooled, 114ci (1,868cc) version of Harley’s Milwaukee-Eight 45-degree V-twin with pushrod-actuated overhead valves. The Challenger is Indian’s newest model platform and the first to be powered by the PowerPlus 108 (1,768cc), a liquid-cooled, 60-degree V-twin with valves actuated by single overhead cams. Like the Road Glide, the Challenger has a frame-mounted fairing, a first for Indian.
Compared to motorcycles with handlebar-mounted fairings, those with frame-mounted fairings like the Road Glide and Challenger have lighter steering.
As head-to-head competitors, the Road Glide Special and Challenger Limited are similar in many ways. Their fixed fairings have bright LED headlights and large vents that bring fresh air into the cockpit, and both have long floorboards and protective highway bars. Their rumbling V-twins have hydraulic valve adjusters, throttle-by-wire and rear-cylinder deactivation, and both send power to their rear wheels through 6-speed transmissions with assist clutches and belt final drive. Both have cruise control, electronic rider aids (cornering ABS, cornering traction control and drag torque slip control — standard on the Indian, optional on the Harley), keyless ignition and touchscreen infotainment systems with audio, navigation, Bluetooth and USB ports. They have low seat heights, 6-gallon fuel tanks, cast wheels with tire pressure monitoring, top-loading lockable saddlebags and a pair of non-locking fairing pockets. Even their as-tested prices are separated by just $45 and their curb weights differ by a single pound—the Road Glide Special costs $28,794 and weighs 847 pounds; the Challenger Limited costs $28,749 and weighs 848 pounds.
With about 31 degrees of cornering clearance on each side, both baggers can be leaned over quite a ways before their floorboards start to drag.
Despite so many similarities, these bikes are anything but clones. Specs and features are one thing, style and personality are quite another. With nearly every component bathed in black, a tinted shorty windscreen, minimal badging and foregoing traditional metal flake and gloss in favor of matte Barracuda Silver Denim paint, the Road Glide Special is dark and brooding. (The FLTRXS is available in five other colors, all with gloss finishes.) The Challenger Limited, on the other hand, grabs your attention with Ruby Metallic paint, plenty of chrome and multiple Indian logos visible from every angle. (It’s also available in two other gloss colors, while the Challenger Dark Horse comes in three matte colors.)
More differences between the Harley and Indian emerged after logging hundreds of miles in their saddles. Cruisers are tuned for low-end torque, helping heavy bikes — especially those loaded two-up with full saddlebags — pull away quickly from stops and make brisk passes. These baggers deliver ample torque, sending more than 100 lb-ft to the rear wheel, but they go about it in different ways. The Road Glide has great engine feel, with crisp throttle response, right-now thrust and a deeply satisfying V-twin pulse. The impressive refinement that went into the Milwaukee-Eight V-twin — more power and torque, less heat, less vibration at idle and smoother operation — is why we selected the entire M8-equipped Touring family as our 2017 Motorcycle of the Year. On Jett Tuning’s dyno, the Harley generated smooth power curves with nary a dip or blip, torque rising to 104.5 lb-ft at 2,900 rpm and dropping off thereafter while horsepower increases linearly to 78.5 at 4,800 rpm. Due to its low rev ceiling (5,100 rpm) and narrow torque spread, short shifting the Harley helps it stay in its meaty midrange.
With its liquid cooling, oversquare bore/stroke and SOHC valve layout, Indian’s PowerPlus generates more output with less displacement and revs higher than the M8. Starting at 2,400 rpm, the Indian’s advantage over the Harley increases steadily, the gap widening to 28 lb-ft of torque and 27 horsepower by the time the Harley’s rev limiter kicks in. The Indian keeps going, hitting a peak of 108 horsepower at 5,600 rpm before finally signing off at 6,300 rpm. With a broader spread of torque — more than 100 lb-ft are on tap from 2,400-5,600 rpm, reaching 113.3 lb-ft at 3,300 rpm — and much higher peak power than the Harley, the Indian likes to be revved. The Challenger has three ride modes that adjust throttle response, with Standard mode being fairly soft (Rain mode is even softer) and Sport mode delivering the goods immediately without abruptness.
These heavy machines can be a handful when pushing them around the garage or negotiating parking lots, but they feel well balanced and easy to maneuver at speed. With much of their weight carried low they roll in and out of curves gracefully, and their generous torque propels them out of corners with authority. About 31 degrees of cornering clearance on either side means they can be heeled way over before anything starts to scrape, especially with some extra preload dialed into the rear suspension. Despite having “race-spec” radial-mount Brembo calipers up front, the Indian’s front brake lever feels vague and requires a firm pull to generate full stopping power. In contrast, the Harley’s front brakes have the perfect amount of initial bite and better response at the lever.
If you’re ready to lay down some serious miles, these baggers have nearly everything you need (except heated grips — a curious omission for premium models costing nearly $29,000). But they’re not created equal when it comes to touring comfort. With a lower laden seat height (25.9 inches vs. 26.5 inches on the Indian), you sit deeper in the Harley’s cockpit, with hips rolled back in the dished seat. Because the seat is U-shaped front to back and has a slick finish, it’s difficult to sit farther back; hit one bump and you slide back down.
The Harley has an upright riding position with a comfortable reach to the handlebar. The seat locks the rider into place, and those with long legs will ride with their knees above their hips.
And bumps can be a problem on the Harley. Most of the time the Road Glide Special provides a comfortable, compliant ride, but its rear shock, which is firmly damped and allows only 2.1 inches of travel, responds harshly to pavement ripples, cracks and seams. Big bumps and potholes send shock waves right up the spine and can bounce a rider out of the seat. Also, the Harley’s fairing sits much farther forward (it’s a long reach to the infotainment screen), its windscreen offers no adjustment and the two large vents flanking the headlights cannot be closed so a high volume of air always flows into the cockpit. This comparison took place in December, and testers always felt colder and more buffeted by the wind on the Harley than on the Indian.
The Challenger Limited provides a more comfortable and enjoyable riding experience. Its seat is flatter and has more grip and support, its long tank is narrower between the knees and its fairing provides more wind protection. The Indian’s fairing is closer to the rider and its windscreen is electrically adjustable over a 3-inch range — raising the screen all the way up and closing the fairing vents creates a calm, quiet space for the rider. With 5.1 inches of suspension travel in the front and 4.5 inches in the rear — 0.5 inch and 2.4 inches more than the Harley, respectively — and more compliant damping, the Indian is much better at insulating the rider and passenger from rough roads. Even at a sporting pace with riders well over 200 pounds in the saddle, the Indian never bottomed out nor reacted harshly.
The Challenger’s fairing is closer to the rider and has an electric windscreen. Its seat also locks the rider in place but is flatter, more supportive and has a taller rear bolster.
The Road Glide Special was clearly Indian’s benchmark for the Challenger Limited. At the press launch last October, Indian provided a side-by-side comparison of their performance and features as well as a Road Glide Special for us to ride. With Indian’s sales being about one-tenth of Harley’s, one way to improve its market share is to offer more bang for the buck on competing models. Indian has done so in terms of performance with an all-new, liquid-cooled engine that makes more power and torque and offers the flexibility of throttle-response modes. It has done so in terms of convenience with a more modern and user-friendly infotainment system with higher audio output (100W vs. 50W on the Harley) as well as extra features like central saddlebag locks and a keyless locking fuel cap. And it has done so in terms of comfort with a more supportive seat, better wind protection and superior ride quality, all in a package that costs and weighs nearly the same.
Healthy competition is good for the industry and good for riders because it provides us with better motorcycles. Since the launch of Project Rushmore for 2014, Harley-Davidson has continuously raised the bar with improvements to its engines, chassis, comfort, convenience and other features. The 2014 model year also happens to be when Indian launched its all-new Thunder Stroke V-twin and Chief lineup, reigniting an old rivalry and spurring a feverish pace of innovation from both companies. The 2020 Road Glide Special is better than ever, but the Challenger Limited surpasses it.
The Harley-Davidson vs. Indian wars are alive and well, and both make gorgeous motorcycles that are desired the world over. Brand preference is the lens through which many will view these bikes, but the Indian wins this battle.
Keep scrolling for more detailed photos after the spec charts….
2020 Harley-Davidson Road Glide Special Specs
Base Price: $27,299 Price as Tested: $28,794 (RDRS, color) Warranty: 2 yrs., unltd. miles Website: harley-davidson.com
Engine
Type: Air-cooled, transverse 45-degree V-twin Displacement: 1,868cc (114ci) Bore x Stroke: 102.0 x 114.0mm Compression Ratio: 10.5:1 Valve Train: OHV, 4 valves per cyl. Valve Insp. Interval: NA (self-adjusting) Fuel Delivery: Electronic Sequential Port Fuel Injection Lubrication System: Dry sump, 5.2-qt. cap. Transmission: 6-speed, hydraulically actuated wet assist-and-slipper clutch Final Drive: Belt
Fuel Capacity: 6.0 gals., last 1.0 gal. warning light on MPG: 91 AKI min. (low/avg/high) 39.3/40.4/42.3 Estimated Range: 242 miles Indicated RPM at 60 MPH: 2,200
2020 Indian Challenger Limited Specs
Base Price: $27,999 Price as Tested: $28,749 (color) Warranty: 2 yrs., unltd. miles Website: indianmotorcycle.com
Engine
Type: Liquid-cooled, transverse 60-degree V-twin Displacement: 1,768cc (108ci) Bore x Stroke: 108.0 x 96.5mm Compression Ratio: 11.0:1 Valve Train: SOHC, 4 valves per cyl. Valve Insp. Interval: NA (self-adjusting) Fuel Delivery: EFI, 52mm dual bore throttle body x 2 Lubrication System: Semi-wet sump, 5-qt. cap. Transmission: 6-speed, cable-actuated wet assist clutch Final Drive: Belt
Frame: Modular cast aluminum w/ engine as stressed member & cast aluminum swingarm Wheelbase: 65.7 in. Rake/Trail: 25 degrees/5.9 in. Seat Height: 26.5 in. (laden) Suspension, Front: 43mm USD fork, no adj., 5.1-in. travel Rear: Single shock, remote adj. for spring preload, 4.5-in. travel Brakes, Front: Dual 320mm floating discs w/ opposed 4-piston radial calipers & ABS Rear: Single 298mm floating disc w/ 2-piston pin-slide caliper & ABS Wheels, Front: Cast, 3.50 x 19 in. Rear: Cast, 5.00 x 16 in. Tires, Front: 130/60-B19 Rear: 180/60-R16 Wet Weight: 848 lbs. Load Capacity: 537 lbs. GVWR: 1,385 lbs.
Performance
Fuel Capacity: 6.0 gals., last 1.0 gal. warning light on MPG: 91 AKI min. (low/avg/high) 37.7/38.1/38.6 Estimated Range: 228 miles Indicated RPM at 60 MPH: 2,500
Harley’s optional Reflex Defensive Rider Systems (RDRS) include cornering ABS, cornering traction control and drag torque control.An American classic, finished in black.The Harley’s Boom! Box 6.5GT touchscreen infotainment system includes audio and GPS.Smart Lean Technology (cornering ABS and TC and drag torque control) is standard on the Challenger Limited. Indian’s all-new PowerPlus 108 belts out serious horsepower and torque. Indian’s Ride Command is a comprehensive, customizable infotainment system.
2020 Indian Scout Bobber Sixty ABS in Thunder Black Smoke. Images courtesy of Indian Motorcycle.
After announcing two new Scouts in its 2020 lineup back in September, Indian Motorcycle has dropped yet another new model, the 2020 Scout Bobber Sixty. Powered by the same 78 horsepower, 999cc, liquid cooled twin as that used in the Scout Sixty, but with the Scout Bobber’s stripped-down, blacked-out stying, the new Scout Bobber Sixty is a claimed 24 pounds lighter than the regular Scout Bobber and is priced starting at just $8,999.
The Scout Bobber Sixty maintains the stripped-down styling of the Scout Bobber, including chopped fenders and a confident riding position, while adding several cues that give the model a look of its own.
2020 Indian Scout Bobber Sixty ABS in Thunder Black.
It features a blacked-out engine, a modern tank badge, perch mount mirrors, a stripped down headlight, an all-black seat and all new five-spoke all black wheels. Riders looking to customize their Scout Bobber Sixty can do so by selecting from more than 140 authentic Indian Motorcycle accessories.
The 2020 Indian Scout Bobber Sixty is available in glossy Thunder Black and matte Thunder Black Smoke, in both ABS and non-ABS versions, starting at $8,999.
The desert can be an unforgiving place, with miles of lonely highways and even more unpaved roads and trails. The KTM 790 Adventure is an ideal choice for venturing into the great wide open, with a 280-plus-mile range, off-road bona fides and creature comforts for the long haul. Photos by the author.
KTM has garnered a reputation (deservedly) for building high-performance, hard-edged machines that cater to what we might call the “one percent” of adventure riders. Let’s just say, you don’t hear jokes about KTMs and Starbucks parking lots. Its highly anticipated, new-for-2019 790 Adventure exemplifies that philosophy (read our comprehensive on- and off-road review here): an eminently capable lightweight ADV tourer that was designed for excursions into some pretty gnarly territory, especially in the off-road oriented R variation.
But what if you aren’t necessarily a “one percenter?” You like the idea of an adventure bike that isn’t gargantuan (a seat height of less than 35 inches would be great, thanks), but is comfortable, with adequate power for touring and high-speed passing and ample luggage capacity. Yet it can still tackle whatever “shortcut” your GPS throws at you — or worse — without breaking a sweat.
The 790 cuts a unique front profile in the Arizona desert.
That pretty much describes me, so when our KTM 790 Adventure test bike showed up I snagged the keys and have clung to them stubbornly ever since, logging more than 3,000 miles commuting, canyon carving and road tripping, including a weekend ride up the coast for Babes Ride Out and this weeklong road trip to New Mexico to visit my mom and stepdad. They live on 80 acres of desert about 10 miles southeast of Deming, and getting there involves considerable highway slabbing along with a home stretch of a few miles of sandy dirt road, plus a quarter-mile of washed-out dirt driveway. In between are numerous opportunities to scrub the edges of the tires on pavement as well as non-paved detours to mines and other points of interest. Adventure bike territory.
Escaping Southern California took the better part of a day, heavy Orange County traffic giving way to sweeping low mountain vistas and finally, in Borrego Springs, at the bottom of a long, winding descent, the low, sprawling Colorado Desert, part of the 100,000-square-mile Sonoran Desert that covers much of southwestern Arizona and spreads southward into Baja California Sur and Sonora, Mexico. It is home to several unique species, including the iconic symbol of the American Southwest, the saguaro (“sah-WAH-roh”) cactus.
The tiny town of Ajo, Arizona, sports some seriously cool street art.
I’d timed my trip well; a week later, heavy rain poured for days, part of the massive winter storm that would wreak havoc on Thanksgiving holiday travel for much of the U.S. But on this ride, the skies were sunny and dry, and with lightly insulated gloves I only needed my heated liners in the early morning (our test bike was not equipped with the optional heated grips). The 790 has a comprehensive electronics package that includes three ride modes, Street, Rain and Offroad, that alter throttle response and IMU-based MTC (traction control), plus separately switchable Bosch 9.1 MP cornering ABS.
With its firm, flat, adjustable two-piece seat in the lower (32.7-inch) position, the 790 Adventure put me, at 5 feet, 9 inches, into a comfortably compact riding position while nearly allowing me to get both feet flat on the ground. Footpegs, which have rubber inserts to muffle any vibration, are high enough to allow ample off-road ground clearance and the handlebar, which is adjustable in six positions over a 1.2-inch range, is not as wide as some other larger ADV bikes. I put the windscreen into the higher of its two positions and found it deflected air around my helmet with very little buffeting.
La Misión San José de Tumacácori was built by Spanish missionaries in the late 1700s to early 1800s south of what is now Tucson.
Therefore I was comfortable and smiling the next day as I rolled into the town of Ajo (“AH-ho”), Arizona, some 38 miles from the U.S./Mexico border. This old mining town is experiencing a revival of sorts, with its gleaming whitewashed Spanish-style buildings lining the central plaza, a beautiful old school that’s been renovated into apartments for artists-in-residence and a hotel and conference center, as well as new coffee shops, cafés and artisans’ markets. It’s the kind of place that gives you hope for the future, with residents representing what they call the Three Nations: Caucasian American, Mexican-American and native Tohono O’odham.
Friendly locals at the Ajo Farmers Market & Café served me a stellar cup of coffee and a delicious breakfast bowl made from locally sourced ingredients.
Part of the appeal of an adventure tourer is the ability to explore at will, so when a local told me about a gravel road that looped around the old pit mine I was keen to check it out. The 790 Adventure’s 21-inch spoked front wheel, shod with tubeless Avon Trailrider 90/10 tires, rolled easily over the low rocky shelves and washouts, its 7.9 inches of suspension travel front and rear (non-adjustable except for rear preload) taking everything in stride, if a bit stiffly at the lower speeds at which I was traveling. It’s not just on dirt and gravel that a bike like the 790 Adventure shines, however. Keen to avoid the traffic in Tucson, later that day I found myself on narrow, bumpy, twisty Arivaca Sasabe Road, connecting State Route 286 with Interstate 19 through a lonely landscape where the only other vehicles I saw were U.S. Customs & Border Patrol units.
Another highlight was Apache Trail, a.k.a. Arizona State Route 88, a perfect ribbon of sinuous asphalt rippling into the Superstition Mountains east of Phoenix. I’d intended to go all the way to Roosevelt, with the asphalt giving way to dirt less than halfway up, but the road was inexplicably closed at Tortilla Flat. Too bad. I just had to turn around and retrace my corner-carving steps — carefully, as this was clearly a popular road for local riders as well as sports car-driving racer wannabes and pickups trundling along with boats in tow, headed to and from Canyon Lake.
The paved section of Apache Trail (Arizona State Route 88) heading northeast out of Phoenix is a street motorcyclist’s playground, a perfect ribbon of tarmac snaking through the Sonoran Desert.
Not all roads on this trip were so fun, however, with several hours-long 75-to-80-mph slogs on Interstates 8 and 10. The 790 Adventure’s 799cc liquid-cooled LC8c parallel twin has dual counterbalancers for smoothness, with a 75-degree crankpin offset and 435-degree firing order for V-twin-like character, and with 88.4 peak horsepower and 59.4 lb-ft of torque on tap (per the Jett Tuning dyno), it’s got enough spunk to hang at those speeds with room to spare, though sometimes at the expense of fuel economy. In a stiff headwind and at freeway speeds my mileage dipped as low as 34 mpg, but favorable conditions brought a high of 63 on this trip, averaging somewhere in the 50s, which meant my 5.3-gallon tank was good for close to 300 miles between fill-ups. The one caveat is that the 790 requires premium, which can be tough to find in the loneliest desert areas.
After following signs for the “Hi Jolly Monument” in Quartzsite, Arizona, I found this memorial to a Syrian-Greek man brought to the U.S. to tend a herd of experimental government camels, a project of Jefferson Davis (future President of the Confederate States). A story worth looking up.
Apart from that minor detail, though, the KTM 790 Adventure is the rare lightweight adventure tourer that, depending on whether you choose the R version and how you equip it, works for the “100 percent”: it’s supremely capable off-road yet a pleasure to ride on long highways, and it’s downright fun in the twisties. Perfecting it for me would mean adding the optional centerstand, heated grips and cruise control, and maybe even some hard luggage, but even without all that I enjoyed all 1,787 (give or take) miles of my trip—and will continue to enjoy more until it’s time to give it back. With the 790 Adventure, the only question becomes: where do you want to go?
I discovered a lot of amazing street art on this trip, including this incredible 40-by-12-foot mural in Deming, New Mexico, depicting traditional native Mimbres pottery and motifs, by local high school art teacher Jesse Kriegel.
2019 KTM 790 Adventure Specs
Base Price: $12,699 Price as Tested: $13,059 (Quickshifter+) Warranty: 2 yrs., 24,000 miles Website: ktm.com
Engine
Type: Liquid-cooled, transverse parallel twin Displacement: 799cc Bore x Stroke: 88.0 x 65.7mm Compression Ratio: 12.7:1 Valve Train: DOHC, 4 valves per cyl. Valve Insp. Interval: 18,600 miles Fuel Delivery: EFI w/ 42mm throttle bodies x 2 Lubrication System: Semi-dry sump, 3.1-qt. cap. Transmission: 6-speed, cable-actuated assist-and-slipper clutch Final Drive: X-ring chain
Frame: Chromium-molybdenum tubular steel w/ engine as stressed member, cast aluminum subframe & swingarm Wheelbase: 59.4 in. Rake/Trail: 25.9 degrees/4.2 in. Seat Height: 32.7/33.5 in. Suspension, Front: 43mm USD fork, non-adj., 7.9-in. travel Rear: Single PDS shock, adj. for spring preload, 7.9-in. travel Brakes, Front: Dual 320mm floating discs w/ radial opposed 4-piston calipers & ABS Rear: Single 260mm disc w/ 2-piston floating pin-slide caliper & ABS Wheels, Front: Spoked tubeless, 2.50 x 21 in. Rear: Spoked tubeless, 4.50 x 18 in. Tires, Front: 90/90-21 Rear: 150/70-18 Wet Weight: 469 lbs. (as tested) Load Capacity: 523 lbs. (as tested) GVWR: 992 lbs.
Performance
Fuel Capacity: 5.3 gals., last 0.75 gal. warning light on MPG: 91 AKI min. (low/avg/high) 34.0/54.2/62.6 Estimated Range: 286 miles Indicated RPM at 60 MPH: 4,100
Earlier this month Harley-Davidson announced two mid-year additions to its 2020 lineup — the CVO Road Glide and Fat Boy 30th Anniversary. Now they’ll be joined by a third new model, the Softail Standard.
Like the stripped-down Electra Glide Standard introduced for 2019, the Softail Standard was designed to deliver an essential, no-frills cruiser experience. With a lean bobber profile, a Softail chassis and a Milwaukee-Eight V-twin, the Softail Standard is a back-to-basics Big Twin.
2020 Harley-Davidson Softail Standard
Offered only in Vivid Black, it has a solo seat that exposes
the chopped rear fender and a smooth, 3.5-gallon fuel tank that shows off the
frame and engine. The all-black Milwaukee-Eight 107 V-twin engine is
highlighted with polished rocker, primary and timer covers and a center-bolt,
round air cleaner. With chrome shields and mufflers, the 2-into-2 offset
shotgun exhaust enhances the Softail Standard’s long, low profile.
Classic laced wheels (19-inch front, 16-inch rear) with
steel rims are finished in brilliant chrome, and the front end features
clear-coated fork sliders, polished triple-clamps, polished top clamp and
riser, and chromed headlamp bezel and turn signals. A mini-ape handlebar adds a
touch of attitude.
2020 Harley-Davidson Softail Standard
With the look of a classic hardtail frame, the Softail swingarm is stout for dynamic handling and the rear coil-over shock is hidden under the seat. Removing the seat allows access to the shock for easy preload adjustments. The Softail Standard has a Showa dual bending valve fork, front and rear disc brakes, and standard ABS.
Priced at $13,599, the 2020 Softail Standard is affordable and provides a solid foundation for customization. Harley-Davidson has created four Genuine Motor Parts & Accessories packages for the Softail Standard model, and they’re offered at a discounted price when ordered as a package (price does not include labor for installation by an authorized Harley-Davidson dealer):
Day Tripper Custom Package ($1,409.95): Combine classic bobber style with next-level versatility by adding a pillion and a 21-inch detachable sissy bar with pad so a passenger can come along for the ride. This package also includes passenger footpegs and mounts, forward foot controls, and a black leather Single-Sided Swingarm Bag designed to hold essentials.
Coastal Custom Package ($1,599.95): Capture the elements of the performance-oriented, West Coast style. Components include a Softail Quarter Fairing, black anodized aluminum Moto Bar handlebar and matching 5.5-inch tall riser, a Bevel two-up seat and passenger footpegs, and BMX-style foot pegs from the rugged 80GRIT Collection.
Touring Custom Package ($1,699.95): This package outfits the Softail Standard model for the long haul, with a comfortable Sundowner two-up seat and passenger footpegs, a 14-inch-high light smoke quick-release windshield, classic black Detachables saddlebags, and a 14.5-inch detachable sissy bar and backrest pad.
Performance Custom Package ($1,299.95): Amplify throttle response and mid-range acceleration with a Screamin’ Eagle Stage II Torque kit for the Milwaukee-Eight 107 engine and a Screamin’ Eagle Pro Street Tuner to dial it in. Complete the package with a free-flowing Screamin’ Eagle Heavy Breather Performance Air Cleaner and Screamin’ Eagle Street Cannon mufflers for a deep-bass exhaust note. It’s a 50-state street legal, factory-engineered performance upgrade that retains the original equipment factory warranty when installed by an authorized Harley-Davidson dealer.
The 2020 Triumph Tiger 900 is not just an updated model, it’s an entirely new machine. The engine, suspension, chassis, brakes and electronics are all new, with a re-style to boot. Photos by Kingdom Creative.
There was a lot to like about Triumph’s Tiger 800 when it was first released in 2011 in two variations, a standard street-oriented model and an off-road XC variant. As a road-going middleweight ADV tourer the Tiger 800 was formidable and competent, but its rev-happy 799cc triple and tall gearing, especially in first, hobbled its off-road capability, despite numerous changes and adjustments made over the next eight model years. The nomenclature of the ever-expanding lineup got confusing as well — what’s the difference between the XRx and XRT again?
Thankfully, in addition to a complete overhaul (including a bump in displacement to 888cc — hence the new 900 designation), Triumph has simplified the model names of its five-member 2020 Tiger 900 family. There’s the street-oriented, cast-wheeled base model, plus GT and GT Pro variations of it, and the dirt-oriented, tubeless spoke-wheeled Rally and Rally Pro. After spending two and a half days riding the GT Pro and Rally Pro at the press launch in Morocco, it’s clear that these littermates are actually two very different animals, indicative of each one’s improvement in specializing in its unique mission.
The 2020 Tiger 900 lineup, but especially the off-road-oriented Rally and Rally Pro, are set to make quite a splash (get it?) in the middleweight ADV touring market.
All five models share the core changes for 2020, encompassing the engine, chassis, suspension, brakes and electronics. First up is the DOHC, 4-valve-per-cylinder, Euro 5-spec in-line triple, bored out from 74 to 78.0 x 61.9mm and featuring a new “T-plane” triple crankshaft (a first in the motorcycling world, near as we can tell) and a new firing order that bestows the triple with V-twin-like character down low while maintaining its top-end power.
Starting and revving the two engines (in a 2019 Tiger 800 and 2020 Tiger 900 GT Pro) back-to-back, the difference in sound is undeniable, and from the saddle the new 900 has low-end grunt it previously lacked; Triumph claims a 10% increase in peak torque and up to 12% more midrange horsepower.
The new triple has a larger displacement than before, but is physically smaller thanks in large part to a redesigned oil sump that increases ground clearance. Previous-gen Tiger 800 engine shown at left, new Tiger 900 engine at right.The new T-plane crank has a unique firing order (1,3,2 at 180/270/270 degrees) that creates a V-twin-like rumble. While it primarily bestows the Tiger 900 with an awesome soundtrack, it’s also said to provide a small bump in low-end power and thanks to a new balance shaft it’s just as smooth as the previous 800.
Other engine changes include new Nikasil-plated Siamese aluminum cylinder liners, new camshafts, a new balancer shaft for the new firing order, new pistons and con rods, reduced oil volume and lightweight magnesium engine covers. Overall Triumph says the powertrain is 5.5 pounds lighter than before, and thanks to a new split radiator that reduces heat blown onto the rider’s leg (a common complaint with previous-gen Tiger 800s) and improvements to the sump design, the engine sits 1.7 inches lower in the frame and is tilted 6.8 degrees farther forward than before, for a lower center of gravity and increased ground clearance.
Contributing to the new Tiger’s overall weight loss is a new, lighter tubular steel chassis that includes a bolt-on aluminum subframe and pillion footpeg brackets. Triumph’s claimed dry weight figure for the 2020 Tiger Rally Pro is 443 pounds…add about 32 pounds for a full 5.3-gallon gas tank plus other fluids and the new model is considerably lighter than the 505-pound Tiger 800 XCA we tested in 2018.
The Tiger 900 GT Pro is the sports car of the lineup, carving corners and chewing up gnarly pavement with equal aplomb.
Apart from the engine, the other major updates are to the suspension and brakes across all five Tiger 900 models. The street-oriented variants (base model, GT and GT Pro) get a 45mm USD Marzocchi cartridge fork with 7.1 inches of travel, non-adjustable on the base model and adjustable for compression and rebound damping on the GT and GT Pro, and a rear 7-inch-travel Marzocchi shock with manual preload adjustment on the base model, full manual adjustment on the GT and electronic preload and rebound damping adjustment on the GT Pro. Four preload settings are available for the GT Pro’s electronic rear shock — rider, rider + luggage, rider + pillion and rider + pillion + luggage — and damping adjusts based on the selected riding mode. More on those below.
The Rally and Rally Pro models get a fully adjustable 45mm USD Showa fork with 9.4 inches of travel and a Showa rear shock adjustable for preload and rebound damping, with 9.1 inches of travel. Swapping back and forth between the GT Pro and Rally Pro during our on-road photo stop, where we rode the same set of corners multiple times, was like riding two completely different motorcycles. The GT Pro, with its 19-inch front wheel and shorter suspension, is lower and sportier, while the Rally Pro, rolling on a 21-inch front wheel, feels like the taller adventure bike that it is — not difficult to handle, but softer and more plush when pushed hard in the turns.
The Tiger 900 Rally Pro is no slouch in the corners, but it’s off-road where its updates truly shine. Apart from a clutch lever that engages at the far end of its throw, requiring some acclimation in technical terrain, this new Tiger is a newly potent ADV machine straight off the showroom floor.
Notably, all five models, including the base model, get top-of-the-line Brembo Stylema front calipers, normally only found on flagship-level superbikes, with larger 320mm front discs and a new radial front master cylinder. The base model includes ABS, while the other four have cornering ABS with three settings: Road, Off-Road and Off.
The cornering ABS, as well as the rest of the Tiger 900’s electronics, is based around a Continental 5-axis IMU that offers up to six riding modes, each with full power and various throttle response maps and ABS and traction control settings. The base model Tiger 900 gets Rain and Road modes only; the GT and Rally add on Sport and Off-Road. The GT Pro also adds a rider-configurable mode, and the Rally Pro adds Off-Road Pro, which shuts off ABS and traction control entirely and uses a dedicated off-road throttle map. By contrast, the regular Off-Road mode available on the GT, GT Pro and Rally maintains light ABS intervention on the front wheel and controls rear wheel spin, fine for basic dirt or gravel roads but a liability in sand or when climbing steep, loose hills.
“Unobtanium” Brembo Stylema brakes are standard on all Tiger 900 models, including the base model–definitely a category-leading specification.
We rode the Rally Pro on our full day of off-road testing in Morocco, and after briefly experimenting with Off-Road mode, I spent the rest of the day in Off-Road Pro, enjoying the more direct connection I felt with the bike. The new Showa suspension was a revelation: plush and responsive, and it seemed to get better the faster we pushed. Even for this novice-to-low-intermediate ADV rider, the new Tiger 900 Rally Pro was confidence inspiring and remarkably easy to handle on the rough, loose, often-sandy Moroccan trails.
Throttle response was linear and not at all snatchy, and I even felt comfortable enough to purposely break the rear end loose at times in a power slide — something I’ve never wanted to attempt on a big adventure bike in the past. Triumph had spooned a set of chunky Pirelli Scorpion Rally tires onto the tubeless spoked rims, which certainly contributed to my confidence; street-oriented Pirelli Scorpion Trail IIs are equipped as standard.
This loose dirt road was among the smoothest we encountered on our Moroccoan adventure ride. I put my Rally Pro into Off-Road Pro mode, disabling ABS and traction control, for optimum feel and hill-climbing ability.
I also found the Rally Pro to be surprisingly comfy for stand-up riding. I’m 5 feet, 9 inches, and its low, forward footpegs (they’re a tad farther back on the base model, GT and GT Pro), new narrower waist and handlebar that’s now nearly half an inch closer to the rider balanced me in a natural standing position that kept my arms relaxed and torso upright. Dropping the seat into the lower of its two positions (33.5/34.2 inches) and dialing some sag into the suspension also let me get the toes of both feet on the ground, or one whole foot with a minor weight shift.
Getting to the off-road riding required 200 miles of on-road adventure though, and in Morocco the emphasis is on “adventure.” Triumph figures most buyers will aim to take these bikes onto the less-beaten path, and the street-oriented GT Pro we rode was up to the challenge. With its seat in the higher of two positions (31.9/32.7 inches — a low ride height variant of the GT is available with a 29.9/30.7-inch seat) and the windscreen, easily adjustable with one hand, in the highest of its five settings, I sat in a buffet-less pocket of air, feeling just a bit of flow on my shoulders and arms.
With its seat in the higher of two positions and the windscreen at the top of its five-position range, I found the Tiger 900 GT Pro to be comfortable enough for an all-day ride, and the tall handlebar meant standing to stretch my legs on occasion was easy.
The Marzocchi suspension soaked up the many pavement irregularities, including one stretch of packed gravel topped with a light coating of mud, yet was confidently sporty when we hit the twisty foothills of the lower Atlas Mountains. Thanks to its new balance shaft, the T-plane crank 900 proved to be just as smooth as I remember the old 800 to be, with no buzziness in the pegs, grips or seat, and only a pleasant growl at idle.
Apart from the minimally-equipped base model, all Tiger 900 models include a wealth of touring creature comforts: a 7-inch full-color TFT display (with Bluetooth connectivity on the GT Pro/Rally Pro), heated grips, cruise control, hand guards and a 12V charging plug. The GT Pro and Rally Pro add a quickshifter, LED fog lights, a centerstand, a tire pressure monitoring system and heated rider and pillion seats. The Rally Pro also includes engine protection bars and an aluminum skid plate. Pricing starts at $12,500 for the base model Tiger 900, with the GT Pro coming in at $15,000 and the top-line Rally Pro at $16,700.
The Tiger 900 GT, GT Pro, Rally and Rally Pro get a new 7-inch TFT with four different display styles and Bluetooth connectivity to your phone, GPS and GoPro. It also uses the My Triumph app on your phone to offer turn-by-turn navigation using the innovative new What3Words app.
So just like back in 2011, there’s a lot to like about the new litter of Tiger 900s — more than ever, if you ask us. They’re more capable and mission-specific, and ready to throw down the gauntlet in the popular middleweight ADV ring. As soon as we get our hands on a tester here in the U.S. you can look forward to a more in-depth exploration of these new Tigers’ capabilities.
2020 Triumph Tiger 900 GT Pro (left) and Rally Pro (right).
2020 Triumph Tiger 900 Specs
Base Price: $12,500 Price as Tested: $15,000 (GT Pro)/$16,700 (Rally Pro) Website:triumphmotorcycles.com Engine Type: Liquid-cooled, transverse in-line triple, DOHC w/ 4 valves per cyl. Displacement: 888cc Bore x Stroke: 78.0 x 61.9mm Transmission: 6-speed, hydraulically-actuated wet assist-and-slipper clutch Final Drive: O-ring chain Wheelbase: 61.3 in. (GT Pro)/61.1 in. (Rally Pro) Rake/Trail: 24.6 degrees/5.25 in. (GT Pro)/24.4 degrees/5.74 in. (Rally Pro) Seat Height: 31.9/32.7 in. (GT Pro)/33.5/34.2 in. (Rally Pro) Claimed Dry Weight: 437 lbs. (GT Pro)/443 lbs. (Rally Pro) Fuel Capacity: 5.3 gals. MPG: NA
The 2020 Suzuki V-Strom 1050XT offers more power, more sophisticated electronics, more touring features and cool retro styling. (Photography courtesy Suzuki)
The Suzuki V-Strom 1000 is an old lion of the adventure-touring
world. When it debuted for 2002, there weren’t many liter-class adventure bikes
to choose from, and the few you could buy were European. There was the standard-bearer
BMW R 1150 GS plus a handful of others like the Aprilia ETV1000 CapoNord, Cagiva
Gran Canyon, Moto Guzzi Quota and Triumph Tiger 955i. Back then adventure
touring was still a niche segment, and most of these models faded away after a
few years.
The 2020 V-Strom 1050XT is equipped with the Suzuki Intelligent Ride System, which includes cruise control, cornering/combined ABS, traction control, hill hold control, slope dependent control and load dependent control and uses a six-axis Interial Measurement Unit (IMU).
When it launched the DL1000 V-Strom, Suzuki became the first
Japanese manufacturer to offer a big adventure bike in the U.S., and its domestic
competitors stayed on the sidelines until Yamaha introduced the Super Ténéré
for 2012. The V-Strom had a 996cc liquid-cooled, 90-degree V-twin derived from
the TL1000S/R sportbikes and a twin-spar aluminum frame, and it delivered
impressive horsepower, torque and handling. Although it had a 19-inch front
wheel and tallish suspension, the DL1000 was best suited to the paved roads where
most adventure bike owners spend most of their time.
The 2020 Suzuki V-Strom 1050, V-Strom 1050XT and V-Strom 1050XT Adventure have a new LCD display that provides a wealth of info and makes it easy to navigate between throttle response (SDMS), ABS and TC modes.
The DL1000 underwent few changes until 2014, when it got a
larger, more powerful engine, Suzuki’s first-ever traction control system and
updates to its chassis, styling and ergonomics. Four years later, Suzuki gave
the V-Strom 1000 another refresh, bringing its appearance in line with the
V-Strom 650 and adding IMU-based cornering ABS, which Suzuki calls the Motion
Track Anti-lock and Combined Brake System. Here we are just two years later
with yet another update, and the big V-Strom looks and performs better than
ever.
Based on the 90-degree V-twin from the ’90s-era TL1000S/R sportbikes, the V-Strom 1050’s 1,037cc V-twin has been improved and refined over time. It is now Euro 5 compliant and makes more power and torque at higher revs.
Although engine displacement remains the same at 1,037cc, for
2020 Suzuki decided to change the name to V-Strom 1050 and offer three versions—a
standard model, the V-Strom 1050XT and the V-Strom 1050XT Adventure. All have a
revised engine that’s Euro 5 compliant and produces more horsepower and torque
at higher revs thanks to larger throttle bodies, new fuel mapping and cam
timing, higher-compression pistons and a revised exhaust. Claimed output has
increased from 99 horsepower at 8,000 rpm to 106 at 8,500 rpm, whereas peak
torque is down a bit, from 75 lb-ft at 4,000 rpm to 74 lb-ft at 6,000 rpm, though
there’s more grunt at high rpm. New throttle-by-wire has enabled the Suzuki
Drive Mode Selector, which offers three throttle response modes (A, B and C). Other
changes include an updated traction control system with three levels of
intervention, new instrumentation and LED lighting, a lighter, reshaped tapered
aluminum handlebar, wider footpegs and new Bridgestone Battlax Adventure A41
tires.
The 2020 Suzuki V-Strom 1050XT in Pearl Brilliant White/Glass Blaze Orange. New styling is courtesy of Ichiro Miyata, who designed the ’80s-era DR-Big dual-sport below.The Suzuki DR-Big was a 797cc single-cylinder dual-sport that was introduced in 1988 but never came to the U.S. Its styling and color scheme provided inspiration for the new V-Strom 1050XT.
Ichiro Miyata, who designed Suzuki’s DR-Z Paris-Dakar racer
and DR-Big dual-sport in the 1980s, also designed the V-Strom 1050, and its
sharp beak and geometric lines are very similar to those found on the old DRs.
The cool retro styling, unfortunately, gets lost on the standard V-Strom 1050 ($13,399)
because it’s only available in Glass Sparkle Black/Solid Iron Gray. The V-Strom
1050XT ($14,799), on the other hand, looks fantastic in either throwback color
combos—Champion Yellow No. 2 with a blue seat and blue accents or Pearl
Brilliant White/Glass Blaze Orange. Spending the extra $1,400 for the XT replaces
the base model’s cast wheels with tubeless spoked wheels and adds the Suzuki
Intelligent Ride System, a different windscreen with toolless height adjustment,
more stylish hand guards and mirrors, a height-adjustable seat, a centerstand,
engine guards and a lower engine cowl. The V-Strom 1050XT Adventure ($16,999)
adds quick-release aluminum panniers and heated grips, but it’s only available
in Glass Sparkle Black; for my money, I’d buy a colorful XT and buy the
panniers and heated grips separately (there are nearly 60 items on the
accessory list).
The 2020 Suzuki V-Strom 1050 is only available in Glass Sparkle Black/Solid Iron Gray, a color scheme that does little to show off the cool retro styling.Likewise, the 2020 Suzuki V-Strom 1050XT Adventure, which adds aluminum panniers and heated grips, only comes in Glass Sparkle Black.
The big upgrade for 2020 is the Suzuki Intelligent Ride
System, a comprehensive electronics package that uses a new six-axis (up from
five) IMU and includes cruise control, cornering/combined ABS, hill hold
control, slope dependent control (which mitigates rear wheel lift when braking
downhill) and load dependent control (which adjusts brake pressure based on rider/passenger/luggage
weight). Connecting all of the control units and sensors is a new Controller
Area Network (CAN), which simplifies the wiring harness and offers faster data
transmission.
Although it has a 19-inch front wheel, 90/10 adventure tires and 6.3 inches of suspension travel, like all V-Stroms the new 1050XT is best suited to pavement. It has plenty of low to midrange grunt and handles well.
What has made the V-Strom 1000 a perennial favorite over the
years is its user-friendliness. It has always been an approachable, versatile,
dependable motorcycle that’s blessedly free of quirks. With its new
electronics, the V-Strom 1050XT is the most technologically advanced V-Strom to
date but it retains its welcoming disposition. During the press launch we rode
the XT on some of southern Spain’s best paved roads, with a few miles of dirt
thrown in for good measure. From seating comfort and wind protection to
throttle response, engine performance and handling, the V-Strom 1050XT felt well
rounded and satisfying to ride. About the only thing missing on that cool
January day were the accessory heated grips.
The 2020 Suzuki V-Strom 1050XT in Champion Yellow No. 2 with a blue seat and blue accents, a color scheme inspired by Suzuki’s DR-Z rally racer below.The 1991 Suzuki DR-Z Type 2 was raced in the Paris-Tripoli Dakar Rally. Like the new V-Strom 1050, it was designed by Ichiro Miyata.
As we left the coastal town of Marbella on our test ride and
ascended into the Sierra Nevada range on the fast, winding and damp A-366, I
started out in mode A, which offers direct throttle response and was just on
the cusp of being too abrupt for my taste. The mode button and large rocker
switch next to the left grip make it easy to navigate through the various modes
for throttle response, traction control and ABS, as well as operate cruise
control (which only works in gears 4-6 from 31-99 mph). Mode B felt just right,
and the fueling was consistent and never stumbled in on/off transitions. The
V-Strom still pulls strongly in the low- to midrange, while the revised engine’s
newfound liveliness at high revs rewards exuberant grip twisting. And thanks to
the assist-and-slipper hydraulic clutch, even aggressive shifting of the
6-speed transmission was drama-free.
Standard equipment on the 2020 Suzuki V-Strom 1050XT includes an accessory/engine protection bar and lower engine cowl. The cylinder head, clutch covers, magneto cover and water pump case have a bronze finish to provide contrast with the black engine.
The new V-Strom uses the same fully adjustable 43mm upside-down
fork and rebound- and (remote) preload-adjustable link-type rear shock, both with
6.3 inches of travel, as before, though damping is softer in the front and
stiffer in the rear. Those changes weren’t readily apparent from the saddle,
and the 1050XT was pleasantly compliant on fast, smooth pavement and bumpy,
rocky dirt. Also unchanged are the Tokico monoblock 4-piston front calipers and
Nissin 2-piston rear caliper, which exhibited good initial bite but felt rather
vague otherwise even though there was plenty of stopping power. The
cornering/combined ABS now has two modes, offering more or less intervention,
but it cannot be turned off.
The V-Strom 1050XT’s new windscreen can be adjusted through 11 positions over a 2-inch range, but the quick-release lever is not accessible on the fly. It’s the silver part just above the new LED headlight, which looks a lot like the squarish one on the new Suzuki Katana.
The XT’s new windscreen deflects air well and is height
adjustable over a two-inch range, but because the quick-release lever is on the
lower front of the windscreen, just above the headlight, adjustments must be
made while the bike is parked. Behind the windscreen is an accessory bar that’s
ideal for mounting a smartphone or GPS, and there’s a new USB outlet on the
left side of the dash (there’s also an SAE 12V socket under the seat). The new
seat is comfortable and height adjustable (33.5/34.3 inches), but the
adjustment process requires swapping out bolts under the seat using the wrench
in the toolkit. The brake lever, clutch lever, shifter and rear brake pedal are
all adjustable, so riders should have little difficulty dialing in the V-Strom
to suit their preferences.
Like its predecessors, the 2020 Suzuki V-Strom 1050XT is suitable for light off-roading. The oil filter and undercarriage are vulnerable, so installing the accessory skid plate is recommended before you go boony bashing.
With three major updates in the past six years, the V-Strom
1000/1050 has evolved quickly. What was once a fun and competent but rather
basic adventure touring motorcycle has become sophisticated and refined. The
V-Strom 1050XT offers a higher margin of safety, more versatility and more
touring features while retaining the fun, go-anywhere spirit of the original.
Built on the FTR 1200 platform, the 2020 Indian FTR Rally is a scrambler-inspired street tracker.
Unveiled at the EICMA show in Milan last November, Indian
has announced that the FTR Rally, a scrambler-inspired version of the FTR 1200
street tracker that was introduced last year, is now available.
The Indian FTR Rally’s 1,203cc, liquid-cooled, 60-degree V-twin has DOHC with 4 valves per cylinder. Claimed output is 123 horsepower and 87 lb-ft of torque.
Like the rest of the FTR lineup, the Rally is powered by a 1,203cc, liquid-cooled, DOHC V-twin that makes 123 horsepower and 87 lb-ft of torque (claimed) and is held within a lightweight tubular-steel trellis frame. The chassis is equipped with Brembo brakes (including M4.32 monoblock front calipers), a fully adjustable upside down fork, a preload- and rebound-adjustable rear shock and spoked wheels shod with Pirelli Scorpion Rally STR tires (19-inch front, 18-inch rear, tubes required).
Brembo M4.32 4-piston radial calipers squeeze 320mm discs. ABS is not available. Spoked wheels require tubes and are fitted with Pirelli Scorpion Rally STR knobbies.
“We’re excited to offer North American riders a new take on
the FTR 1200 that combines the unmistakable look and stance of the FTR with the
more classic, rugged elements that have made scramblers so beloved to city
riders,” said Reid Wilson, Vice President of Indian Motorcycle. “The FTR 1200
is as much about style and self-expression as it is about street-oriented
performance, and the FTR Rally delivers that combination in a totally unique
way.”
The FTR Rally has a ProTaper handlebar that’s 2 inches taller than the one on the standard FTR 1200. It also gets a stylish flyscreen.
The FTR Rally features Titanium Smoke paint with the Indian Motorcycle headdress graphic, a brown aviator seat and a rally flyscreen. It’s also equipped with cruise control, a USB fast charge port and a new ProTaper handlebar that is 2 inches higher than that of the standard FTR 1200. The FTR Rally has a 3.4-gallon fuel tank, a 33.6-inch seat height and a 511-pound dry weight (claimed).
Brown aviator seat adds to the FTR Rally’s old-school scrambler look.
Pricing for the 2020 Indian FTR Rally starts at $13,499, and it’s compatible with the entire range of 40+ accessories specifically developed for the FTR platform.
The 2020 Kawasaki Ninja 650 has finally come into its own, with a light restyle and TFT display capping off needed improvements introduced back in 2017. Photos by Kevin Wing.
What a difference a few years make. When we pitted the Ninja 650 against two rivals back in November 2016, we came away unimpressed — Kawasaki’s street-oriented sportbike felt overweight and uninspiring compared to its lithe sparring partners. But then Team Green put the Ninja on a diet and training regimen for 2017, shedding 43 pounds thanks to a new steel trellis frame, hollow-press aluminum swingarm, wheel assemblies and engine changes. The offset lay-down shock was replaced with a Ninja ZX-10R-derived horizontal back-link shock, and the new package was wrapped in sharper, sportier bodywork.
In addition to the significant weight loss, the Ninja’s 2017 training regimen included improvements to its engine, brakes and ergonomics. The liquid-cooled, DOHC, 4-valve-per-cylinder, 649cc parallel twin was retuned for better performance in the low- to midrange, where most street riders spend the majority of their time, and it got new injectors for more precise fueling, a mechanical gear position indicator, a revised airbox, a redesigned exhaust and smaller throttle bodies. A new 2-piston Nissin front brake caliper provided noticeably better performance and feel, and optional Bosch 9.1M ABS was said to be lighter and more responsive. (Read the complete details in our First Ride Review of the 2017 Ninja 650 here.) Suddenly this was a fighter to be reckoned with.
Included in the restyle are twin LED headlights that proved to be extremely bright for both daytime visibility and nighttime usefulness. Wide mirrors offer a good view of more than just the rider’s elbows. Photo by Kevin Wing.
For 2020, the Ninja 650 seems to have reached a milestone in its development, with refined styling that brings it inline with its ZX-6R and ZX-10R siblings, a new 4.3-inch full-color TFT display with switchable background color and ambient light sensor, connectivity to Kawasaki’s Rideology app and the latest Dunlop Sportmax Roadsport 2 tires. Specs and features only tell half the story of course; like a martial artist, mastering the movements is one thing — putting them to use is another. Since it was Senior Editor Drevenstedt who rode the revamped 2017 model, I haven’t been on a Ninja 650 since the 2016 comparo, and after spending five hundred or so miles on this newest version it’s clear this is a much improved motorcycle.
New for 2020 is a 4.3-inch TFT display, with an easy-to-read design and ambient light sensor that automatically adjusts brightness. It also allows the rider to connect the Ninja to their smartphone via Bluetooth and Kawasaki’s Rideology app. Photo by Kevin Wing.The display has two different background color options; I found the black background to be the easiest to read, even in direct sunlight. Photo by Kevin Wing.
Overall performance figures haven’t changed that much — peak horsepower is slightly down, mid-range power and torque are slightly up and peak torque is about the same — but with 43 fewer pounds to lug around, the 2020 Ninja 650 is now responsive, quick on its feet and quite fun to ride, emitting a rewarding intake howl as the rpms spin past 5,500. Its steering geometry has been sharpened, with the rake tightened up by a degree and the trail reduced by 0.4 inch, and ergonomics are small-frame-friendly — seat height is down more than half an inch to 31.1 inches, clip-ons are perched well above the triple clamp and the 4.0-gallon gas tank is narrow between the knees. So while my 34-inch-inseam legs got a bit cramped on longer rides and I found myself wishing for thicker seat padding (Kawasaki’s one-inch taller “extended reach” seat might solve both issues), I found the Ninja 650 to be comfortable enough for a 2½-hour-long freeway slog to Palm Springs or an afternoon ride on some favorite canyon roads.
The Ninja 650’s riding position is comfortably sporty, with tall, wide clip-ons, a low seat and reasonably placed footpegs. Photo by Kevin Wing.
Kawasaki says that about 60% of Ninja 650 owners primarily use it to commute and ride recreationally, but it’s on those sporty canyon roads that the Ninja’s newfound fighting spirit truly shines. It’s quick and flickable, with enough power to remain entertaining without demanding too much of its rider, nor requiring license-risking levels of speed. As is common in this category and price range, suspension is still rather basic, a bit underdamped and non-adjustable except for spring preload on the rear shock — the 41mm KYB fork has 4.9 inches of travel and the KYB shock 5.1 inches. Subsequently the bike can get pretty nervous when riding aggressively in rough corners, but on smoother roads the Ninja tracks through corners with confident stability, and the new Dunlop rubber offers predictable grip and feedback. An assist-and-slipper clutch mated to the six-speed gearbox also makes easy work of quick downshifts and commuter traffic alike.
Assist-and-slipper clutch makes easy work of stop-and-go traffic and quick downshifts. Both the brake and clutch levers are adjustable. Photo by Kevin Wing.
The 2020 updates are admittedly mostly cosmetic, but they’re like an outward representation of the Ninja 650’s forward progress — a black belt, to continue our martial arts analogy. The TFT display includes a slew of useful information, all easy to read even in direct sunlight, and new twin LED headlights not only look the business but also function extremely well, throwing bright white light far down the road as well as to each side. Overall this new Ninja 650 is at peak form, representing the new heights of performance and style we can now expect from today’s middleweight motorcycles.
Performance Fuel Capacity: 4.0 gals., last 1.0 gal. warning light on MPG: 87 AKI min. (low/avg/high) 59.9/60.9/62.0 Estimated Range: 244 miles Indicated RPM at 60 MPH: 4,400
With a limited production run of just 225 motorcycles, Indian’s
Roadmaster Elite returns for 2020 with a larger Thunder Stroke 116 air-cooled
V-twin, a full list of touring amenities and an all-new custom paint scheme.
The 2020 Indian Roadmaster Elite is powered by the larger Thunder Stroke 116 V-twin that debuted last fall on many of Indian’s heavyweight models.
Each Roadmaster Elite undergoes a meticulous paint process
that takes more than 30 hours to complete and is finished by hand. The new
Thunder Black Vivid Crystal over Gunmetal Flake paint with off-set red
pinstripes and exclusive red Elite badging with matching push-rod tubes
delivers a new, meaner and sportier look. The 19-inch precision machined wheel
under the valanced front fender adds to this look, while still maintaining a
classic aesthetic.
2020 Indian Roadmaster Elite
New for 2020 is an upgraded 600-watt PowerBand Audio Plus
system that is said to deliver exceptional sound and clarity from high-output
fairing, trunk, and saddlebag speakers. The PowerBand Audio Plus system
features an enhanced nine-band dynamic equalizer that auto-adjusts specific
frequencies to the optimal level at different vehicle speeds to compensate for
road, wind and engine noise.
The 2020 Indian Roadmaster Elite has a 600-watt PowerBand Audio Plus sound system.
“The Roadmaster itself delivers the ultimate touring
experience, but the Roadmaster Elite takes that experience to an even higher
level, designed specifically for riders who pay attention to each and every
detail,” said Reid Wilson, Vice President for Indian Motorcycle. “Whether
riding around town or across the country, the Roadmaster Elite is a statement
maker – packed with all the modern touring amenities riders would ever need or
want, with an aesthetic that is captivating.”
As Indian Motorcycle’s most powerful air-cooled engine, the
Thunder Stroke 116 features a new high-flow cylinder head that makes a claimed 126
lb-ft of torque. Three selectable ride modes (Tour, Standard and Sport) allow
riders to adjust the bike’s throttle response to fit their riding preferences.
The 2020 Indian Roadmaster Elite features Indian’s Ride Command infotainment system.
The Roadmaster Elite also features Indian’s Ride Command
system, said to be the largest, fastest, most customizable infotainment system
on two wheels. The seven-inch, glove-compatible touchscreen features
turn-by-turn navigation, customizable rider information screens, Bluetooth
compatibility, and pairs with the Ride Command mobile app for remote
accessibility to key vehicle information. New 2020 connected features include
traffic and weather overlays, so riders can plan their ride to avoid traffic
and poor weather conditions. Riders can also plan a ride route with up to 100
points on the Ride Command website and wirelessly transfer it to the bike via
Bluetooth.
Premium touring amenities include tank-mounted analog fuel
and volt meters, rear cylinder deactivation and full Pathfinder LED lighting
with driving lights. Comfort is enhanced by a genuine leather two-up touring
seat with individual heating for both the rider and passenger, passenger
armrests, heated handgrips, backlit switchgear and a power-adjustable flare
windscreen. Also standard are ABS, keyless ignition, weatherproof and
remote-locking saddlebags, a spacious trunk that fits two full face helmets and
more than 37 gallons of storage space.
Pricing for the 2020 Indian Roadmaster Elite starts at
$38,999.
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