Inspired by the championship-winning FTR750 flat track racer, the Indian FTR 1200 S Race Replica is powered by a 123-horsepower V-twin and has a high-performance chassis. (Photos by Barry Hathaway)
“Win on Sunday, sell on Monday” has been an adage of the
motorcycle industry as long as there has been a motorcycle industry. By
investing in racing, manufacturers not only develop new technologies that
trickle down to their production models, they also elevate their brand in the
eyes of potential customers. After an absence of more than 60 years from flat
track racing, Indian created the FTR750 race bike, signed top-name racers to
recreate the legendary Wrecking Crew and won back-to-back American Flat Track
Twins titles in 2017 and 2018.
Top-spec Indian FTR 1200 S Race Replica model has fully adjustable suspension, riding modes, lean angle-sensitive ABS and other rider aids, a Ride Command LCD display and an Akrapovic exhaust.
Not only do those wins help Indian sell cruisers, baggers and tourers, they give it credibility when it comes to building a high-performance motorcycle. That’s where the new-for-2019 FTR 1200 comes in–a light, fast, agile street tracker inspired by Indian’s championship-winning race bike that breaks free of the cruiser orthodoxy that has dominated American-made motorcycles for decades.
Lean it like you mean it, the Indian FTR 1200 S is ready. A wide handlebar, moderate weight, a firm chassis, ample cornering clearance and cannonball low-end torque give the FTR serious chops in the twisties.
With a liquid-cooled, DOHC V-twin that makes 123 horsepower and 87 lb-ft of torque (claimed), a lightweight tubular-steel trellis frame, Brembo brakes, Sachs suspension, an aggressive riding position and a wet weight said to be 518 pounds, the FTR 1200 has more in common with European and Japanese naked sportbikes than it does with anything else in Indian’s or Harley’s lineups. The higher-spec FTR 1200 S further raises the bar, with fully adjustable suspension, a 4.3-inch Ride Command LCD touchscreen display with Bluetooth, a six-axis IMU and an electronics package that includes three riding modes and lean angle-sensitive ABS, traction control, stability control and wheelie mitigation control.
The Indian FTR 1200 S has an aggressive, hunched-forward riding position without being extreme or uncomfortable. Reach to the high, wide handlebar is just right, and the footpegs are well positioned. The 33.1-inch seat will be a challenge for some.
The FTR 1200 has been a long time coming. Teased with the high-piped FTR1200 Custom at the Milan show in 2017, the FTR 1200 and FTR 1200 S were finally shown to the public at the Cologne show last October. Perhaps, like us, you had a chance to throw a leg over an FTR at a motorcycle show and had visions of sugar-plum hooligans dancing in your head. Especially on the FTR 1200 S Race Replica, with its red-painted frame and swingarm, there’s no doubt that Indian nailed the styling.
The Indian FTR 1200 S Race Replica looks the business with its red trellis frame, compact V-twin, FTR750-inspired “tank” (fuel is carried under the seat), laydown shock and Akrapovic exhaust.
Like the FTR750 it’s based on, the FTR 1200 has a bulldog stance with a tank that flows smoothly into the seat (on the 1200, fuel is carried below the seat so the “tank” is primarily an airbox cover with a fuel filler and removable side panels), a sharply pointed tail section, cast wheels with dirt track-style tires and chain final drive. When the FTR 1200 was unveiled, some complained that it didn’t have the high pipes of the FTR750 or the FTR1200 Custom, but, according to Indian, for a street-legal motorcycle high pipes aren’t practical due to heat and the added width up high where the bike should be narrow. As it is the FTR 1200 has a 33.1-inch seat height, so a set of double pipes just below the rider’s right thigh would make it even harder to get both feet on the ground.
A hot bike in a cool location–Indian hosted its press launch in Baja California Sur, Mexico, where there is plenty of sand, sun and surf.
After months of anticipation, Indian hosted a press launch
for the FTR 1200 on the southern tip of Mexico’s Baja peninsula, where we got
two full days of riding not-quite-production-ready FTR 1200 S Race Replicas.
For those accustomed to the low-seat, feet-forward riding position on cruisers
like the Indian Scout, the FTR is very different. With its high seat located
close to the center of the bike and midmount footpegs, the rider sits on top of
the bike rather than down in it, leaned forward in an aggressive stance. The
seating position reminds me of a scrambler, where moving forward on the seat to
weight the front wheel makes it easier to hang the tail out in a slide. Since
the FTR 1200 is based on a race bike whose primary purpose is to slide around
corners, the seating position makes sense.
Doing our best Jared Mees impression on a sandy, rocky coast road near San José del Cabo. With the FTR 1200 S in softer-throttle-response/low-power Rain mode and ABS/TC turned off, it was easy to initiate a controllable power slide.
Early in our test ride, we rode 40 miles on a sandy, rocky road that wound its way along the coast, providing countless opportunities to power slide around corners. Although the folks at Indian strongly insist that the FTR is a street bike and not designed to be scrambled off-road, the low-traction conditions gave us a chance to evaluate the bike’s balance, maneuverability and power delivery. With the FTR in Rain mode (less horsepower with softer throttle response) and ABS and TC turned off, it proved to be imminently capable and easy to ride. I slid forward on the seat, kept a light grip on the wide ProTaper handlebar and used the throttle to help steer around corners, right-now torque breaking the rear tire loose with a flick of the wrist. The Dunlop DT3-R tires, which are modeled after flat track race tires and were developed for the FTR 1200, hooked up well and their 19-inch front, 18-inch rear diameters rolled over bumps and washboard with ease. Even though the Brembo M4.32 monoblock front calipers are superbike-strong, they offer precise modulation and even if I overcooked a corner I was able to rein in the FTR with control.
Don’t try this at home. Even though we had fun sliding and scrambling the FTR 1200 S for 40 miles on a sandy road, Indian strongly emphasized that the FTR is designed for the street, not off-road. When in Cabo….
Although the FTR shares a 60-degree Vee angle and 73.6mm
stroke with the Scout, its engine is all new. With a larger 102mm bore (the
Scout’s is 99mm), the FTR displaces 1,203cc (73ci) and it has a 12.5:1
compression ratio, high flow cylinder heads and dual throttle bodies. A
low-inertia crankshaft helps the FTR rev up fast to its 8,000-rpm redline, and
the Race Replica’s Akrapovic exhaust is assertive without being too loud.
Throttle-by-wire enables cruise control as well as riding modes that adjust horsepower,
throttle response and traction control (full 123 horsepower in Sport and
Standard; 97 horsepower in Rain). Being able to change displays or riding modes,
turn off ABS/TC and adjust settings using the LCD touchscreen was so intuitive
that I wonder why more motorcycles don’t offer such a familiar, smartphone-like
interface (there are also buttons on the switchgear so changes can be made
without taking a hand off the handlebar).
Among the things the $2,000 upgrade for the S model over the standard FTR 1200 pays for is the fantastic 4.3-inch Ride Command LCD touchscreen display, which can be operated like a smartphone.
Since most FTR 1200 owners will never take their bikes off-road, the 260 miles of pavement on our two-day route were ideal for testing the FTR in its intended environment, including mountain roads, straight-line highways and potholed city streets. Attacking curves at a fast pace, the FTR was in its element. Plenty of torque throughout the rev range launches the FTR like a cannonball off the line and out of corners, and its chassis is robust and responsive. Stock suspension settings are on the stiff side, good for spirited cornering but a tad firm for cruising around town; adjust as you see fit. An assist-and-slipper clutch makes it easy to change gears even when riding aggressively, but the lever has a very narrow friction zone. A quickshifter would be a great addition to Indian’s extensive list of accessories, which offers a wide range of customization options with Tracker, Rally, Sport and Tour collections.
Although the FTR 1200’s Dunlop DT3-R flat track-style radials squirm a bit when pushed because the tread blocks are small, they grip well and transition easily from side to side.
The Indian FTR 1200 S is the make-no-excuses, American-made
performance bike we’ve been waiting for. It’s not perfect—there’s too much
vibration in the grips, which repeatedly left my throttle hand numb and
tingling (cruise control to the rescue!), and the engine radiates a fair amount
of heat, which roasted my thighs during the hottest part of the day and when
riding at a slow pace. But a few rough edges hardly diminish what the FTR 1200
S represents—a cool-looking, hard-charging, corner-carving street tracker with
state-of-the-art technology that’s made right here in the good ‘ol U.S. of A.
We could do with less heat and vibration, but the Indian FTR 1200 S is a sexy, rowdy bike that’s a total blast to ride.
2019 Indian FTR 1200 S Specs Base Price: $13,499 (FTR 1200) Price As Tested: $16,999 (FTR 1200 S Race Replica) Website:indianmotorcycle.com Engine Type: Liquid-cooled, transverse 60-degree V-twin, DOHC, 4 valves per cyl. Displacement: 1,203cc Bore x Stroke: 102.0 x 73.6mm Transmission: 6-speed, cable-actuated assist-and-slipper clutch Final Drive: O-ring chain Wheelbase: 60.0 in. Rake/Trail: 26.3 degrees/5.1 in. Seat Height: 33.1 in. Claimed Wet Weight: 518 lbs. Fuel Capacity: 3.4 gals. MPG: NA
Sleek headlight cowl on the Indian FTR 1200 houses a distinctive looking LED headlight. Flat track-style aluminum handlebar is made by ProTaper.Cast aluminum wheels on the Indian FTR 1200 are in 19-inch front, 18-inch rear diameters. Superbike-spec Brembo M4.32 monoblock front calipers are strong and precise. ABS is standard, upgraded to cornering ABS on the S models.
Be still our beating hearts: the 2019 Triumph Rocket 3 TFC is a drastic departure from the previous Rocket 3. Images courtesy Triumph.
Since its launch in 2004, Triumph’s Rocket 3 has boasted a lot of “mosts”: most torque, most muscle, most…well…for lack of a better word, presence. With its signature three exhaust header pipes curving off the right side of the massive 2,294cc in-line triple, hulking 6.3-gallon gas tank and gaping twin megaphone silencers, nothing about the Rocket 3 has ever been subtle.
It was always essentially an overgrown cruiser, however, and the lone traditional cruiser in Triumph’s 2019 lineup. But now there’s a new Rocket 3 in town, badged as a limited edition Triumph Factory Custom, or TFC model, and rather than being just an accessorized version of the existing bike, the 2019 Rocket 3 TFC is an entirely new machine.
It boasts an all-new 2,458cc liquid-cooled in-line triple, the largest production motorcycle engine in the world, with the highest peak torque at a claimed 163 lb-ft and the most horsepower of any Triumph to date, a claimed 168. Details so far are scarce, but we do know that it features state-of-the-art components like titanium intake valves that allow for quicker, higher revving, and new Arrow silencers.
Lighting is all-LED, including the stubby tail. Single-sided swingarm and rear hugger license plate holder are new.
Final drive is via shaft, housed in a new single-sided aluminum swingarm that, combined with the all-new aluminum frame, engine refinements, carbon fiber bodywork and other lightweight bits, make the new Rocket 3 TFC a whopping 88 pounds lighter than the standard 2019 Rocket 3. If Triumph’s figures are correct, that would put its dry weight in the neighborhood of just 648 pounds.
Helping to make such a beast a bit more rideable, the Rocket 3 TFC includes some modern tech like cornering ABS and traction control, four ride modes (Road, Rain, Sport and Rider-Configurable)–notably these all appear to be full-power and only adjust throttle mapping and traction control settings–Triumph Shift Assist (clutchless up- and downshifting) and Hill Hold Control to prevent the bike from rolling backwards when stopped on an incline.
Other features include full LED lighting, electronic cruise control, keyless ignition, a tire pressure monitoring system (TPMS) and a USB charging socket. The display is a new TFT instrument that is rider-configurable and can be optionally set up with Bluetooth connectivity for GoPro integration, turn-by-turn navigation and music/phone operation.
TFT instrument is new and looks to be lifted from the new Speed Triple. Display is rider-configurable and can be upgraded with Bluetooth connectivity.
Suspension is by Showa front and rear, with an adjustable 47mm cartridge-style USD fork and adjustable single shock with piggyback reservoir. Brakes are high-spec Brembo M4.30 Stylema 4-piston radial-mount calipers gripping 320mm discs up front and a Brembo M4.32 4-piston caliper in back squeezing a 300mm disc, and new wheels are twenty-spoke cast aluminum with a beefy 240mm rear tire.
As a TFC model, premium details abound, including plenty of carbon fiber, a leather interchangeable solo and twin seat, and TFC badging with gold accents.
Only 750 Rocket 3 TFCs will be produced worldwide, with 225 slated for North America. Each will be individually numbered and will include a letter signed by Triumph CEO Nick Bloor, a personalized custom build book, a leather TFC rucksack and a Rocket 3 TFC branded indoor bike cover.
The 2019 Rocket 3 TFC won’t be available until December, but orders are being taken now at your nearest Triumph dealer. One can be yours for an MSRP of $29,000 ($33,000 in Canada).
Keep scrolling for more images:
Twin LED headlights with DRL are new, as is the carbon fiber flyscreen.The new Rocket 3 TFC is sleeker, meaner and sportier than before…and we like it!Left side of the massive engine has premium badging details.Every Rocket 3 TFC will come with a numbered plaque and gold detailing.New aluminum single-sided swingarm houses the driveshaft.
Is this the perfect commuter? The Honda NC750X has a lot going for it: upright, comfortable seating, decent elemental protection, a user-friendly personality and, of course, a locking “frunk!” Photos by Kevin Wing.
I’m just going to come right out and say it: Honda’s NC750X is the best commuter bike out there right now. Don’t worry, I’m wearing my flame-retardant suit and a fire extinguisher is standing by. But I can also back up my bold claim, if you’ll bear with me.
When the original NC700X debuted in 2012, we proclaimed it “the bike many of you have been asking for…and more” (Rider, November 2012 and here). Base price was just $6,999, with the (then) newfangled DCT automatic ABS version coming in at $8,999, and it checked all the boxes: excellent fuel economy, accessible size, appealing ADV styling, comfortable seating, surprisingly decent handling and a locking storage compartment large enough to hold a full-face helmet.
Smooth, liquid-cooled parallel twin is canted forward 55 degrees for a low center of gravity.
In 2014 the European market got a revised model, its 670cc parallel twin bored out to 745cc and dubbed the NC750X…but here in the States we were stuck with the 700 until last year, when Honda finally dropped it in favor of the 750.
So now we have the NC750X, which has matured into its role as a class-bending, do-it-all machine that hits the sweet spot in terms of price, functionality, style and fun. Base price is now $7,999 for the six-speed manual with LED head- and taillights and colorful LCD instrument, with the DCT ABS model, now featuring Honda Selectable Torque Control (HSTC, a.k.a. traction control), priced at $8,699.
Footpegs are positioned directly under the rider, making standing up easy. Reach to the bars is comfortable and natural. Rider shown is 5 feet 9 inches tall.
Honda has nearly perfected its three-mode (Drive, Sport and manual) DCT dual-clutch automatic transmission, and honestly for just $700 and roughly 30 extra pounds the DCT model is the way to go, especially since it’s the only way to get the HSTC and combined ABS, which applies front brake when the rear is applied as well as preventing lock-up. But EIC Tuttle must think I’m tough, so a base model, bone stock 2018 NC750X is what I tested, logging more than 1,400 commuting, canyon carving and errand-running miles.
It’s today’s everybike: an attractive, fuel-efficient, do-it-all commuter, canyon carver and even light tourer, at a great price.
On paper the NC750X is nearly identical to its predecessor, with the primary difference being the squarer bore and stroke (77 x 80mm vs. 73 x 80), which adds a few ponies and ups the rev ceiling to 7,500. The liquid-cooled, dual-counterbalanced, 270-degree, SOHC parallel twin cranks out power well into the midrange. Not to say it’ll ripple the blacktop on a holeshot, but it’s enough for a one-up rider to stay interested on a weekend fling through the twisties, and despite a surprisingly aggressive snarl it pulses pleasantly with no buzzy vibes. It’s also impressively fuel-efficient. On a mixture of high-speed (read: 75-80 mph) freeways and surface streets, I averaged nearly 69 mpg over 1,400 miles, meaning I was filling up the 3.7-gallon tank with regular every 250 miles or so.
Backlit LCD instrument includes bar tachometer, speedometer, fuel gauge, clock and switchable tripmeters/odometer and fuel consumption.
The other major upgrade is the two-level HSTC, available only on the DCT ABS model, that allows the rider to choose between low intervention that allows some rear wheel spin (on gravel or dirt, for example) or high intervention for slippery roads. On our test bike my hands and right foot substituted for traction control and ABS, and fortunately the NC750X is easy and forgiving to ride.
That “just enough” power (51 peak horsepower at 6,200 rpm and 48 lb-ft of torque at 4,700 per the Jett Tuning dyno) never feels out of control and throttle response is smooth. A single 320mm wave-style front brake disc necessitates “combined” braking during anything resembling sporty riding, but I’m in the habit of using both front and rear anyway and found brake performance to be more than adequate for my one-up riding habits. As an added bonus, the front brake lever is now adjustable!
Dyno results on the 2018 Honda NC750X, as tested on the Jett Tuning dyno.
Now take a few steps back; at 478 pounds ready to ride the NC750X is essentially a three-quarter-size ADV bike, and this is a major component of its class-bending capabilities. The rider is perched on a 32.7-inch seat, which is comfortable enough for long commutes or day rides, narrow enough for 29-inch-inseam legs to reach the ground and high enough to allow an excellent view of traffic. Reach to the handlebar is also comfortable, and it’s not so wide as to require a yoga pose for full-lock turns. The windscreen does a good job of deflecting air and the LCD instrument is easy to read even in direct sunlight.
Handling potholes, railroad tracks and other pavement irregularities are a 41mm non-adjustable fork with 5.4 inches of travel, and a Pro-Link rear shock with spanner-adjustable preload and 5.9 inches of travel. For just about any type of “normal” riding, including gravel roads and tackling the twisties, I found the suspension to be surprisingly good; it only felt out of sorts when hitting hard bumps while leaned over in a turn.
The trade-off for the convenient frunk is the not-so-convenient fuel filler under the rear seat. Hard saddlebags and a rear trunk are Honda accessories.
Lastly, while it’s easy for us grizzled gearheads to become jaded about styling, I must mention that my NC750X tester received numerous compliments from strangers, including one sportbike rider at my gym and a car full of young people who cruised slowly past and called out, “Rad bike!” I’ll admit, it felt good!
Speaking of styling, other testers have complained about having to remove luggage like a tail bag to use the NC’s unorthodox fuel filler under the passenger seat, but there’s an upside: a waterproof 22-liter locking front trunk (endearingly known as the “frunk”), so as a commuter/errand-runner I never found it to be an issue.
Not only does the frunk hold a full-face helmet, I managed to stuff all manner of–well, stuff–in there. Groceries, a gym bag, my 13-inch laptop in a protective sleeve, extra gloves and layers, a combination of the above…you’d be surprised at what you can shove inside. And if you really need more space or want to go touring, Honda sells accessory hard saddlebags and a rear trunk. I only wish my tester’s frunk was fitted with the optional 12V accessory outlet.
All hail the frunk! Locking, waterproof “frunk” easily held my full-face modular helmet when parked, and all manner of items in between.
Going back to our original 2012 review, I think we can amend our statement to say the updated NC750X is the motorcycle many riders–and soon-to-be riders—have been waiting for. It’s a bike built for today’s motorcyclist: affordable, fuel efficient, with integrated storage and available DCT, and ready to do it all, from commuting to canyon carving to touring. And it looks good doing it.
It took a while to overcome my instincts and APF (acute pucker factor) before I could pitch the 2019 Yamaha Niken GT into wet corners at dry-road speeds, but once there it does indeed stay stuck. (Photography by Joe Agustin)
Following our first ride on the 2018 Niken at the press introduction in Europe, Yamaha pre-sold every one of the relatively few examples it brought to the States, and test units of the world’s first production Leaning Multi-Wheeled motorcycle were tough to come by. Although I was able to write a fairly comprehensive review of the two-front-wheeled bike based on the 140-mile intro ride, questions still remained. Namely, how does the Niken work on the wet, dirty, snotty, bumpy roads it was designed to tame, rather than just licked-clean, dry and perfectly surfaced twisties in the Austrian alpine sunshine? Fortunately we were able to get back on the LMW’s saddle recently at the launch of the 2019 Niken GT on some wonderfully varied roads in Central California. And not only did it rain all freakin’ day, I was able to abscond with a test bike to put on our scale and into the curious hands of the entire Rider staff.
Wide handlebar provides ample leverage, and with the smooth action of the leaning mechanism and suspension makes the Niken steering effortless.
My riding impressions, the tech details and features of the Niken in my First Ride Review still hold true, but know this: Regardless of your feelings about its angry-robot looks, the 580-600-pound wet weight (depending on model) of the 3-cylinder, 847cc bike or insecurities about being seen on such a weird and groundbreaking motorcycle, I have never ridden faster around a corner in the rain on a machine that leans in my entire life. In the pouring rain on the tightest, slickest, bumpiest part of snaky Tepusquet Canyon Road, I repeatedly tried to break the Niken GT’s front end loose, and failed. There is so much grip front and rear that–while it takes some time to put your trust in the disconnected feeling common to alternative front ends–once you do the Niken will simply keep leaning farther and farther without a hint of looseness or instability, right up to the 43 degrees of lean when its footpeg feelers touch tarmac. With two tires up front, should one tire slip in some dirt or leaves the other takes over, during braking as well as cornering, and road irregularities like tar snakes and rain grooves simply disappear. The sense of effortless stability from the steering and suspension is unequaled by any normal motorcycle as well.
A hybrid frame with a cast steel headstock, tubular-steel main frame and cast aluminum swingarm pivot support and swingarm result in a much stronger arrangement than the all-aluminum frame of the Tracer 900 from which the Niken gets its engine.
Sure, a good sportbike can exceed 43 degrees of lean without trying hard, even the 45 degrees of which the Niken is capable before its parallel quadrilateral support arms bottom out. The Niken and Niken GT aren’t intended to push cornering extremes, but to add a level of confidence to everyday riding and safety to riding in poor road conditions. Since it’s a full-size motorcycle, not a scooter, doesn’t have a tilt lock and must be held up at stops and parked on its sidestand (or GT’s centerstand), the Nikens are intended for experienced riders, perhaps those looking for a little less worry or stress when riding in the rain or at a brisk pace. Most of all they’re a lot of fun to ride thanks to that riding-on-rails stability combined with sportbike-like agility–every time I ride one I’m reminded of the Speeder bikes in “Star Wars” zipping through the trees in the Endor forest. And yes, you can easily share or split lanes–the handlebar is the widest part of the bike, and it’s no wider than a typical adventure bike bar. I’d still like more bite from the front brakes–although there’s an opposed 4-piston caliper on each wheel, the discs are smallish at 266mm–and while the heated grips worked well on the low and medium settings, on our test bike they didn’t heat evenly on high.
Fifteen-inch front wheels provide agility with stability, and the stock Bridgestone Adventure A41 tires grip remarkably well.
The Niken is part of Yamaha’s sport-touring lineup, and well it should be, given its relaxed upright seating. Unlike the Tracer 900 it’s based upon, footpegs are underneath the rider rather than behind, and are low enough to allow plenty of legroom. There’s a natural reach to the high, wide handlebar, which doesn’t put any weight on your wrists, and comfortable weight distribution between your butt and feet. The Niken GT takes the touring equation several steps further by adding a wider, taller windscreen, heated grips, comfort rider and passenger seats, a passenger grab rail that is top-case ready, an additional 12-watt power outlet, a pair of quick-release 25-liter saddlebags and a centerstand. Although not quite big enough to hold a full-face helmet, the semi-soft, zippered clamshell saddlebags have a slick, lightweight design to help keep the GT’s load capacity above 400 pounds. Separate waterproof liners and small combination locks for the zippers keep you gear dry and secure, and both the bags and mounting racks lock to the bike but release easily so you can take just the bags with you or remove the entire setup, leaving just a small mounting stub on either side.
With bodywork removed and lifted with a floor jack, you can see the full range of motion of the parallel quadrilateral arms that allow the Niken to lean.
All told the GT package only adds 20 pounds, and all of its components work exceptionally well. The comfort seats are plush and cozy for long rides (though they do raise the rider’s seat height about an inch, which puts me on my tiptoes at stops), the windscreen provides good upper body coverage and the centerstand eases final drive-chain service (and lets you lift the front to show off the movement of the parallel fork support arms). For more wind protection a 2.4-inch-taller windscreen is available for the Niken GT, and Yamaha offers heated comfort seats as well.
With just 16.1 inches between tire centers, the Niken’s handlebar is the widest part of the bike, so sharing lanes is a snap.
As Yamaha’s and the world’s first production LMW motorcycle, given the small number of Nikens and Niken GTs the company is offering globally (and their premium pricing), I have to believe that it’s testing the waters in the real world not just to see how well its known performance parameters are accepted, but also its unknown ones–what sort of effect might the Niken have on a rider’s attitude about going back to a regular bike with “just” one wheel in front, for example? Given its testing of more extreme LMW variations and even self-balancing autonomous motorcycles, you have to believe that the Niken is just the first salvo in a separate line of LMWs if it shows promise. Imagine its front end on an FJR1300, for example, with tilt lock as an option. Sport touring would never be the same.
Niken GT adds a taller, wider windscreen, heated grips, comfort seats, 25-liter saddlebags, passenger grab rail that’s top-case ready and a centerstand.
Performance Fuel Capacity: 4.8 gals., last 1.06 gal. warning light on MPG: 91 AKI min. (low/avg/high) 36.0/41.4/45.8 Estimated Range: 199 miles Indicated RPM at 60 MPH: 4,000
Liquid-cooled, transverse 847cc in-line triple gets a number of minor changes for use in the Niken.LCD meter is clear, easy-to-read and provides heated grip, ride mode and traction control settings and trip computer data at a glance.Taller, wider windscreen on the GT provides ample upper body protection; a 2.4-inch taller one is available, too.Plusher GT seats add comfort for long rides (and rider’s is about one-inch taller).Lightweight, quick-release semi-soft saddlebags hold about 25 liters, or 11 pounds, and come with waterproof liner bags.Additional 12-watt (1 amp) power outlet on the Niken GT, and remote rear preload adjuster.If those two wheels don’t their attention, the twin LED headlights will.A break in the rain at beautiful Avila Bay, California, after lunch at the Olde Port Inn on the pier. With the addition of the GT equipment, the Niken is ready for some long and memorable rides.
According to KTM, the new-for-2019 790 Adventure was designed to be the most off-road capable touring bike and the 790 Adventure R (shown above) was designed to be the most touring capable off-road bike. (Photos by Sebas Romero & Marco Campelli)
We’re streaking across the northern edge of the Sahara Desert, following a meandering two-track road that’s a mix of sand, gravel and hardpack. The riders ahead are within sight, but I hang back to let the dust clear and keep an eye out for sudden drop-offs or sharp turns. The herd of camels we pass couldn’t care less about our noisy caravan of bright-orange KTMs. Again and again, as the road dips to cross sand washes, nearly 10 inches of well-calibrated suspension take the gravity drops in stride and a light tug on the handlebar lofts the front wheel over rises on the far side. By the end of the day, our route will have taken us more than a hundred miles across wide-open flats, over and around ancient limestone formations and into the golden sands of the Erg Chebbi dunes.
Erg Chebbi is one of several dune fields in Morocco formed by wind-blown sand. The KTM 790 Adventure R’s combination of (relatively) light weight and responsive power help it charge through the deep, soft sand.
With 18 consecutive Dakar victories, KTM has been stoking desert rally fantasies for years. So where better to showcase its new 790 Adventure and 790 Adventure R, which were developed alongside its 450cc rally racer, than Erfoud, Morocco, home of the Merzouga Rally and training grounds for KTM’s race team. For those who don’t want or need the size, weight and triple-digit horsepower of an open-class ADV bike, KTM’s 790 Adventures provide a smaller, lighter alternative, with both models designed to be highly capable off-road yet comfortable and versatile enough for long-distance touring. Built on a common platform, the 790 Adventure is aimed at general adventure-touring enthusiasts while the taller, higher-spec 790 Adventure R is geared towards more demanding off-road riders.
Compared to the R, the standard KTM 790 Adventure has less suspension travel and adjustability, a lower dual-height seat, a taller windscreen, more street-biased tires and no Rally mode.
Weighing just 417 pounds dry (claimed, probably 450 pounds wet), the 790s are much lighter than their 800cc counterparts from BMW and Triumph. Contributing to their low weight is the 799cc, liquid-cooled, DOHC LC8c parallel twin that also powers the 790 Duke sportbike. Its compact dimensions and vertically stacked gearbox allow for a short wheelbase, a traction-enhancing long swingarm and a moderate seat height. Dual counterbalancers keep vibration at bay while a 75-degree crankpin offset and 435-degree firing order produce the sound and feel of a V-twin. As a stressed member of the tubular chrome-moly steel frame, the LC8c saves weight and contributes to chassis stiffness. Further weight savings come from the engine’s high-pressure cast aluminum cases, lightweight camshaft, Nikasil-coated aluminum cylinders, forged pistons with DLC-coated pins and low-mass crankshaft.
KTM’s first parallel twin, the LC8c is light, compact and tuned for strong low to midrange torque.
A distinctive feature of the 790s is their horseshoe-shaped fuel tank, which runs from the central filler down both sides of the bike and expands into two large pods that protrude from either side of the engine. Adapted from the tank on KTM’s 450 Rally Replica, the design’s advantages include a lower center of gravity, protection for the engine, less bulk between the knees for stand-up riding, the largest in-class fuel capacity at 5.3 gallons and easier maintenance since the air filter, battery and fuses are accessible under the seat. An exhaust pre-chamber beneath the bike also keeps mass low and centralized, while a short, high-mount silencer allows plenty of ground clearance.
Inspired by KTM’s rally bike, the 790 Adventure’s horseshoe-shaped fuel tank offers many advantages. Not shown in the photo is a hose that connects the two lower parts of the tank to keep fuel levels balanced in both sides.
Given the off-road and touring missions of the 790 Adventures, the LC8c has been tuned accordingly. Compared to the 790 Duke, the Adventures make less peak horsepower (95 vs. 105) but slightly more torque (65.6 vs. 64.2 lb-ft) that’s delivered at 6,500 rpm instead of the Duke’s 8,000, with the entire torque curve shifted down in the rev range for stronger low to midrange grunt. Multiple riding modes (Street, Offroad and Rain) adjust throttle response and lean-angle sensitive Motorcycle Traction Control (MTC) settings, and power reaches the rear wheel by way of an assist-and-slipper clutch, a 6-speed transmission and chain final drive.
Gas on, brain off! Riding the KTM 790 Adventure R off-road, the limiting factor was not the bike, it was me. The 790-R did yeoman’s work to keep me out of trouble.
With spoked tubeless wheels in 21-inch front/18-inch rear sizes, both models are ready for any type of terrain, but the standard model gets more street-biased Avon Trailrider 90/10 tires while the R model gets Metzeler Karoo 3 70/30 tires. As the more touring-oriented of the two, the 790 Adventure has less suspension travel (7.9 inches front/rear), separate rider/passenger seats with a lower, adjustable rider seat height (32.7/33.5 inches), a tall windscreen (height adjustable over a 1.6-inch range using a hex key in the toolkit) and a low front fender. The only adjustability on the 790 Adventure’s WP Apex suspension, which includes a 43mm upside-down fork and a PDS (Progressive Damping System) shock, is rear preload.
Both KTM 790 Adventure models roll on tubeless spoked wheels in 21-/18-inch sizes. Radial-mount 4-piston front calipers and multi-mode ABS are standard, as is the aluminum engine guard.
Since the 790 Adventure R is likely to spend more time in a wider variety of off-road conditions, it’s equipped with a Rally mode that allows on-the-fly changes to traction control over nine levels as well as a separate, more aggressive Rally throttle map. The 790-R’s WP Xplor suspension, with a 48mm upside-down fork and a PDS remote-reservoir shock, is fully adjustable (including high and low speed compression on the shock) and provides 9.4 inches of travel. It also has more ground clearance, a 34.6-inch rally-style seat, a short adjustable windscreen and a high front fender.
The KTM 790 Adventure has a moderate seat height, a wide handlebar and a comfortable, upright seating position. The R is very similar but with a taller seat and a shorter windscreen.
A half-day of street and light off-road riding on the 790 Adventure gave me an appreciation for how much more accessible it is than other models in KTM’s lineup, such as the 690 Enduro R (35.8-inch seat) and the 1090 Adventure R (35-inch seat). Not only is the 790 Adventure’s seat much lower, it’s flat, spacious and comfortable. On both 790 models, arms reach out to a wide handlebar that’s six-position adjustable over a 1.2-inch range and fitted with wind- and brush-blocking hand guards, and feet rest on large cleated pegs with removable, vibration-absorbing rubber inserts.
With fuel carried low, curb weight around 450 pounds and a high-performance chassis, the 790 Adventures have very confidence-inspiring handling on- and off-road.
Our street route was on flat, mostly straight roads sandblasted by crosswinds, so conditions were not ideal for testing cornering performance. Nonetheless, the LC8c engine felt lively and responsive and the 790 Adventure’s long-travel suspension has the stroke and tuning to absorb bumps and dips gracefully at high and low speeds. Even riding across tire ruts and down a rough dirt road, the 790 Adventure maintained its composure, aided by a steering damper that’s standard on both models. Hard braking–such as when a stray dog ran across the road in front of me–was made easy with dual 4-piston radial-mount front calipers squeezing 320mm discs and a 2-piston rear caliper squeezing a 260mm disc, backed up by Bosch 9.1 MP cornering ABS. A full-color, 5-inch TFT display and intuitive buttons on the left bar make it easy to select among the various modes and settings, though a larger font would make the information easier to read at a glance.
The KTM 790 Adventure R is well-suited for stand-up riding, with an upright handlebar, a slender feel between the knees and weight that responds well to footpeg pressure.
The 790 Adventure R was clearly the main focus of the launch, with KTM devoting a full day of testing to the bike, spooning on Continental TKC80 50/50 on/off-road tires for better traction and installing the optional Akrapovič titanium slip-on exhaust for more bark and bite. KTM even enlisted some of its former Dakar racers as ride leaders; fortunately, I was assigned to the group led by Jordi Viladoms, a 10-time Dakar competitor and KTM’s Rally Sport Manager, who set a spirited but reasonable pace. Going from the 790 to the 790-R isn’t a transition from soft to hard. The R is taller, but it’s seat is still comfortable and the rest of the ergonomics are just as agreeable. The big step up with the 790-R is it’s Xplor suspension, which offers an incredible degree of damping control and consistency over everything we encountered—rough pavement, soft sand, loose gravel, hardpack dirt and embedded rock. With ABS in Offroad mode (which disables the cornering function and ABS at the rear wheel) and MTC in Rally mode, I was able to back the rear wheel into and out of corners with control. Standing up or sitting down, the 790-R delivered the engine response, maneuverability, well-balanced weight and electronic assistance to help an intermediate rider like me push my limits with confidence.
With its standard Rally mode, the KTM 790 Adventure R offers a more aggressive throttle map and on-the-fly changes to traction control.
At $12,499 for the 790 Adventure and $13,499 for the 790 Adventure R, these bikes deliver serious performance and wide-ranging capability for the money. Many useful features are standard (such as an aluminum engine guard, LED lighting, a luggage rack, a 12V dash socket, an underseat USB port and water-resistant smartphone pocket, storage compartments behind side panels and Bluetooth connectivity using the KTM My Ride app), while others cost extra (such as a centerstand, a quickshifter, cruise control, heated grips and TPMS). Accessories for both models include a low seat (35.2 inches), various types of luggage, additional crash protection and more.
The KTM 790 Adventure R stands taller than the standard model thanks to its 9.4 inches of suspension travel. This bike has several accessories mounted as well as non-OEM Continental TKC80 tires.
If most of your time will be spent on the road or if seat height is a concern, then the standard 790 Adventure is the obvious choice. But if you enjoy exploring backcountry roads and trails, the extra $1,000 for the fully adjustable Xplor suspension and standard Rally mode is money well spent. Since seats, windscreens and accessories are interchangeable between the two and Rally mode is available as an option on the standard model, there’s plenty of room to tailor either 790 to your liking. Either way, you’ll be a lot closer to turning your adventure fantasies into reality.
The standard KTM 790 Adventure is available in orange (left) or white (right) with black hand guards, and the 790 Adventure R is available in a racier orange/black/white color scheme with orange hand guards.
The 2019 Moto Guzzi V85 TT (shown here in “Adventure” red/yellow livery) is as fresh to look at as it is fun to ride. Powered by a new 853cc that’s smooth and delivers plenty of punch above 3,500 rpm, the new V85 TT should make a great commuter or light adventure tourer. Photo by Marco Zamponi.
Moto Guzzi’s new retro-themed V85 TT–as in Tutto Terreno, or all-terrain–is part adventure tourer, part streetfighter and part street scrambler. It’s the opening shot in a barrage of forthcoming new midsize models using its all-new air-cooled, 853cc, 90-degree longitudinal V-twin pushrod engine. There’s nothing else quite like the V85 TT in the marketplace, and designer Mirko Zocco deserves praise for producing a bike with unique styling that’s as fresh to look at as it’s fun to ride. The chance to spend a 120-mile day in sunny Sardinia riding it on the hilly, switchback roads of Italy’s second largest island, underlined what a significant model this is for Italy’s oldest motorcycle manufacturer.
Available in three different color schemes for the U.S., with the gray tint/black frame, the bike costs $11,990 fitted with tarmac-friendly Metzeler Tourance Next tires. You’ll need $1,000 more for the red/yellow or red/white versions, each with red-painted frame, carrying more off-road-focused Michelin Anakee Adventure rubber. Both variants come with a 19-inch front wire wheel with aluminum rim and 17-inch rear.
New engine is smoother and quieter than before, thanks to titanium intake and aluminum exhaust valves, operated by aluminum pushrods with roller tappets. Photo by Alberto Cervetti.
With a bore and stroke of 84 x 77mm, the V85 TT’s motor produces a claimed 80 horsepower at 7,750 rpm, alongside 59 lb-ft of torque at 5,000 rpm, claims Guzzi, with 90-percent of that torque available at just 3,750 rpm. At the other end of the rev scale is a 7,800-rpm limiter, making this the most high-revving Guzzi OHV motor, despite being a two-valve design (rather than a four-valver) in keeping with the model’s traditional focus and retro-inspired styling.
Guzzi engineers have delivered an ultra-flexible power unit that’s more responsive than previous such engines, with reduced inertia. It has achieved this via a semi-dry sump design with the oil tank positioned in the lower crankcase half with twin oil pumps. This reduces oil drag on the crankshaft assembly which, with lighter conrods and pistons, weighs 30-percent less than previous Guzzi small-block motors, resulting in more zestful pickup from lower revs.
Generous 6.7-inch suspension travel front and rear help to make the V85 TT a comfortable ride even over rough tarmac. Photo by Marco Zamponi.
That’s aided by using titanium for the large 42.5mm intake valve while retaining a 35.5mm steel exhaust valve in each cylinder head, operated by aluminum pushrods with roller tappets, resulting in a lighter and also quieter operation of the valve gear–there’s none of the top-end rattles of previous Guzzi OHV motors. Partially aimed at decreasing fuel consumption–Guzzi claims a frugal 48 mpg, which with a six-gallon fuel tank delivers a 250-plus mile range–there’s just a single 52mm throttle body controlled by a Magneti Marelli ECU, with RBW digital throttle offering three different riding modes–Road, Rain and Off Road. Each delivers full engine power but with a different throttle response via altered engine mapping, plus variable engine braking settings, and diverse calibration for the Continental ABS and switchable MGCT traction control. Power is transmitted via an all-new six-speed gearbox coupled to a revised single-plate clutch in a redesigned housing, giving increased ground clearance.
Single rear Kayaba shock is adjustable for preload and rebound damping. Right side of the aluminum swingarm houses the driveshaft. Photo by Alberto Cervetti.
Guzzi’s new small-block motor is wrapped in a tubular steel chassis using the engine as a fully stressed component. This removes the need for a lower frame cradle, thus reducing weight while also increasing engine ground clearance to a useful 8.3 inches for off-road riding, with the engine protected by an aluminum sump guard. The more compact new engine’s shorter length permits a long asymmetric cast aluminum swingarm delivering a rangy 60.2-inch wheelbase, the curved left arm of which permits the 2-1 exhaust’s oval-section silencer to be tucked in tight, with the V85 TT’s shaft final drive housed in the right arm.
Suspension is by Kayaba, with the 41mm fork set at a relaxed 28 degrees of rake with 5.0 inches of trail matched to a cantilever rear single shock offset to the right with a dual-rate spring. Suspension stroke front and rear is a generous 6.7 inches, and both fork and shock are adjustable for spring preload and rebound damping. Braking comes from Brembo via twin 320mm front discs with radial four-piston calipers, and a 260mm rear disc with two-pot caliper. Dry weight is quoted as 459 pounds. Zocco’s distinctive neo-Classic enduro styling sets this all off, complete with a short screen that isn’t adjustable for height. The 1980s-style twin round LED headlamps are ingeniously bisected by a bright DRL depicting the Guzzi eagle motif. An upsized 430-watt flywheel generator provides the current to power these, as well as any of the wide range of accessories like heated grips, which Guzzi offers in the bike’s dedicated accessory catalog.
The more off-road-oriented V85 TT Adventure is shod with Michelin Anakee Adventure tires and comes with hard luggage as standard (not shown). Photo by Alberto Cervetti.
The TFT dash is well designed and legible, with a variable color background depending on light conditions. Aside from the speedo, tach, odometer/twin tripmeters, clock, gear selected, ambient temperature, fuel level, average and current consumption, DTE and selected Riding Mode displays, you can even adjust when the shifter lights flash to remind you to change gear.
Full-color TFT display is ambient light-sensitive and includes speedo, tach, odometer/twin tripmeters, clock, gear indicator, ambient temperature, fuel level, fuel consumption data, DTE and riding mode. Photo by Alberto Cervetti.
The V85 TT has real visual presence, and build quality seems high, with excellent paint finish. Hop aboard its 32.7-inch-high seat (there’s 31.9/33.5 options), and you’ll find a quite upright but very comfortable riding stance via the taper-section alloy handlebar and relatively low footrests, which only drag in turns at quite extreme lean angles. The Kayaba suspension is really outstanding, especially the well-damped 41mm fork which gives good feedback so you can use heaps of turn speed despite the skinny 19-inch front.
The TC lets you get on the throttle hard and early exiting the switchback turns along Sardinia’s southwestern coast, where my only criticism was that the rear suspension is a little “dry” in low-speed damping over ripples and ridges, with initial compression of the twin-rate spring not as smooth as I’d like. But medium and high-speed damping is excellent, even without a rear link–I could feel the shock compressing and releasing smoothly beneath me through faster turns, or over a series of high speed bumps. And the generous wheel travel front and rear, coupled with the wide handlebar and tucked-in silencer, makes this a comfortable and capable ride off-road.
The V85 TT handles almost delicately, making twisty roads a low-effort delight. Photo by Alberto Cervetti.
Guzzi has got it just right, and the same goes for how the V85 TT steers. It holds a line well but changes direction easily–it’s almost delicate in the way it steers. The radial brakes also performed well, with a strong but not aggressive initial bite. You can even finger the front brake lever to throw off a little excess speed once committed to a turn, and this Guzzi won’t sit up on you and head for the hills like some other motorcycles with this much trail dialed into the steering geometry. Job well done, amici.
However, my real plaudits are reserved for the V85 TT’s outstanding new engine, which feels more “modern” and sophisticated than any Moto Guzzi OHV/pushrod engine I’ve yet sampled. Work the light-action clutch lever–this’ll be an excellent commuter bike, thanks to that and the upright riding stance–to insert bottom gear, and not only does this go in with no sign of the clunk previously ubiquitous on Moto Guzzi engines, but as you drive forward practically off idle with minimal use of the clutch, the V85 TT motor gives a good imitation of a turbine. It’s unbelievably smooth not only by the standards of the past, but also compared to rival middleweight twins.
Left side of the asymmetric swingarm allows the high silencer to be tucked in tightly for ideal weight distribution and to allow the luggage, optional on this gray model, to be mounted as close to the subframe as possible. Photo by Marco Zamponi.
However, while Guzzi’s new 853cc engine drives very well from as low as 1,500 rpm, you need 3,500 revs or more to get the strong pickup it’s capable of delivering. Top gear roll-on below that mark is a little sluggish, so you’re encouraged to use the very sweet-shifting gearbox–I can’t remember ever using that term to describe a Moto Guzzi transmission!–to keep the revs up on the open road. If you do that you’ll get excellent response from the motor from 4,000 revs upward, meaning I spent a lot of time in fourth gear. But there’s vibration through the footrests from 5,000 rpm upward, equating to 80 mph in top gear. The engine is otherwise very smooth with just a few tingles through the seat as you near the 7,800-rpm limiter. Instead, you’ll want to surf the V92TT’s ultra-flat torque curve and hit a higher gear at around 6,800 rpm, which’ll put you back in the fat part of the powerband each time.
A relaxing and enjoyable everyday ride, with the debut of the V85 TT the wings of the Moto Guzzi eagle have started flapping a lot harder.
Keep scrolling for more pictures below the spec chart.
2019 Moto Guzzi V85 TT Adventure in red/yellow. Photo by Alberto Cervetti.
2019 Moto Guzzi V85 TT Specs Website:motoguzzi.com Base Price: $11,990 Price as Tested: $12,990 (V85 TT Adventure w/ luggage, multi-color & Michelin Anakee Adventure tires) Engine Type: Air-cooled, longitudinal 90-degree V-twin, OHV, 2 valves per cyl. Bore x Stroke: 84.0 x 77.0mm Displacement: 853cc Transmission: 6-speed, cable-actuated dry clutch Final Drive: Shaft Wheelbase: 60.2 in. Rake/Trail: 28.0 degrees/5.0 in. Seat Height: 32.7 in. Claimed Wet Weight: 505 lbs. Fuel Capacity: 6.1 gals., last 1.3 gals. warning light on MPG: NA
Hard luggage is optional on the base model (shown here), but comes standard on the Adventure models. Photo by Alberto Cervetti.Radial front brakes are by Brembo, with strong but not aggressive initial bite. Photo by Alberto Cervetti.Standard seat is perched 32.7 inches off the ground, rather accessible for an adventure tourer. A low 31.9 and high 33.5-inch option are also available. Photo by Alberto Cervetti.2019 Moto Guzzi V85 TT in gray. Photo by Alberto Cervetti.
BMW’s best-selling touring bike becomes the R 1250 RT for 2019, with more engine displacement and ShiftCam variable valve timing. (Photos by Kevin Wing)
The time for big changes to your best-selling motorcycle models is generally not when their sales are on the upswing, and BMW knows this as well as anyone else. It moved about 3 percent more bikes in the U.S. last year in a mostly flat market than in 2017, with just three twin-cylinder models responsible for 37 percent of the total: the R 1200 GS, R 1200 GS Adventure (GSA) and R 1200 RT. As anyone who owns one can attest, these bikes have become very, very good at their missions, whether it’s knocking out 300 miles of Backcountry Discovery Route on a GS or GSA adventure bike or reaching the end of a 3,000-mile sport-touring ride on an RT ready for 3,000 more.
All five oil/liquid-cooled BMW boxers get the 1250 twin for 2019, including the R 1250 GS adventure bike, which also has an updated rider interface and electronics.
So, if it ain’t broke…you only mess with it if necessary. More powerful competition like the KTM 1290s certainly qualify as a motivator for change to the R 1200s, but not a “have to” when sales are good. On the other hand, tougher Euro 5 emissions standards that take effect January 1, 2020, are definitely a have to. BMW has decided to tick both boxes early, by adding 84cc more engine displacement for more power overall and ShiftCam technology to the new 2019 R 1250 engine’s valve train, a form of variable valve timing that broadens the powerband, increases fuel efficiency and decreases emissions. All five larger oil/liquid-cooled R 1250 boxer models (GS, GSA, RT, R and RS) get ShiftCam for 2019, in fact, and related changes such as toothed silent cam chains (previously roller chains), an optimized oil supply, twin-jet injection valves and a new exhaust system. To sweeten the deal there are some nice styling, suspension and electronic upgrades to the bikes as well.
It’s hard to imagine the R 1250 twin’s intake cams sliding back and forth unnoticed by the rider, but they do, in 2-5 milliseconds and at 5,000 rpm or less depending on load.
Common in the automotive world where economies of scale and more engine elbow room make it easier to implement, variable valve timing is still pretty rare in motorcycles, but as emissions regs tighten we’re likely to see it more often. Honda’s VTEC was first—on the Japanese market 1983 CB400F—followed by the 2002 VFR800 VTEC, and lately Suzuki, Ducati and Kawasaki have all used a form of VVT in a single model. BMW’s system is unique in that—rather than only opening two of four valves at lower rpm, or partly rotating the intake cam independently of the crankshaft to advance or retard the valve timing—ShiftCam slides or “shifts” the boxer engine’s intake cams sideways at midrange rpm, engaging side-by-side partial- or full-load cam lobes as needed. Electronic actuators in the cylinder heads shoot a pin into one of a pair of curved ramps on the cams, shifting it to full load mode at 5,000 rpm no matter what, or at lower engine speeds based on load. The shift happens in 2-5 milliseconds and is undetectable, other than a useful extra gob of smooth grunt at low rpm, noticeably more power on top and a tiny bit more mechanical noise. BMW claims the jump from 1,170cc to 1,254cc and ShiftCam raise output over the entire R 1250 powerband, with 9-percent more horsepower peak (136 at 7,750 rpm) and 14-percent more torque (105 lb-ft at 6,250 rpm). At the same time fuel economy is said to be 6-percent better, the minimum fuel octane requirement has been lowered to 87 AKI and the bikes all meet Euro 5.
New cylinder head covers and exhaust manifold routing are a giveaway that this is an R 1250. Time for a new nickname–pointy head, perhaps?
Since they’re its best sellers here, BMW launched the R 1250 GS, GSA and RT at a single event in Palm Springs, California, where we could take advantage of some sandy and challenging desert dirt roads on the GS models, and lightly trafficked mountain and desert highways for some RT peg scraping. I also rode an RT away from the event, and we picked up an R 1250 GS Exclusive for some further testing, so we’ll update this story with dyno and fuel economy numbers soon. In addition to ShiftCam 1,254cc engines, all three bikes enjoy some other new features I’ll address here, but for greater technical detail on each model refer to the following:
The GS models at the launch were shod with Continental TKC 80 DOT knobbies, a no-cost option we genuinely appreciated in the sandy bits.
The R 1200 GS series is popular because of its Swiss Army knife-like versatility—it’s not just a big dual-sport capable of tackling some pretty gnarly dirt in the right hands, or even just easy dirt roads connecting pavement—it’s also a great sport-touring bike, commuter and corner carver. For many it’s the one bike that does it all…unless of course it’s too tall for you and you don’t ride off-road, in which case the R RT is a better choice. With its lower seat height, excellent wind protection, comfort and handling, the dream of many a BMW enthusiast is to have both it and a GS in the garage.
Little has changed in the RT’s cockpit for 2019, yet it’s still among the most functional in its class.
For 2019 the R 1250 GS and RT add Hill Start Control (HSC) to the list of standard electronic features that includes two riding modes—Road and Rain—and Automatic Stability Control (ASC), or basic traction control. HSC holds the bike in place on hills when you release the brakes, making it easier to start out.
We had a fair amount of rain on the second riding day of the launch, a good time to be on an RT with its highly effective electric windscreen, protective fairing and heated grips and seats.
The RT also benefits from standard ABS Pro for 2019, essentially cornering ABS, which is still part of the optional Ride Modes Pro package for the GS. Other Ride Modes Pro functions for both bikes include an additional Dynamic ride mode, Dynamic Traction Control (DTC), and new Dynamic Brake Control (DBC), which prevents throttle application under hard rear-wheel braking. The GS also gets Dynamic Pro, Enduro and Enduro Pro riding modes and HSC Pro. DTC works in corners, and the “Pro” suffix basically allows more user control over the brakes and suspension. And if you’re not confused by all of that, you’re better off than most of us.
Large, bright 6.5-inch TFT display is new to the GS and GSA. It’s many functions and information include media, smartphone and navigation connectivity, and it’s all controlled with your thumb on the left grip.
All of this is displayed on a bright and easy-to-use 5.7-inch TFT display on the RT that returns unchanged for 2019, but the GS and GSA get new tablet-sized 6.5-inch TFTs with Navigation, Media and Smartphone app Bluetooth connectivity and enough menu options and information to launch the space shuttle. Once you figure it all out, zipping through all of the selections is quick and easy with the Multi-Controller wheel on the left bar.
Tubeless cross-spoke wheels are standard on the GS Adventure, or a $500 option on the GS. BMW’s excellent front clampers are partially integrated with the rear brake.
As before changes to the riding modes make complementary changes to the optional Dynamic Electronic Suspension Adjustment (D-ESA), which can be customized, and the Auto Leveling preload function introduced on the GS for 2017 has been added to the RT. This eliminates the need to make preload changes, say, when a passenger climbs on, and can be overridden with MIN and MAX preload settings on both bikes.
GS models come with drop-on top case and saddlebag mounts for its Vario hard plastic luggage line, which expands with a lever to hold more gear.
BMW is fond of equipment “packages” that tend to find their way onto most of the bikes sold in the U.S., such as Select, Premium, Exclusive and HP Motorsport packages that include things like Keyless Locking, no-cost high or low seats, special wheels, GPS, TPMS, billet items and more. It’s not easy to find “base” models of the typical BMW motorcycle in the U.S. in fact, but most of the options are pretty desirable even if they tack on cost.
Chief advantages of the GSA include a larger 7.9-gallon fuel tank, more suspension travel, a larger windscreen, protection bars and luggage racks. It’s ready for a long ride, but tips the scales at nearly 600 pounds fully gassed.
Forgetting about all of the bells and whistles, though, just how well do the new 2019 R 1250 GS, GSA and RT work? I started out in Palm Springs on a GSA, and was immediately pleased to find a new low adjustment position for its rider’s seat, letting me at least get the balls of my feet on the ground now, and I have a 29-inch inseam. Once I got the “dongle” installed under the seat that enables all of the “Pro” functions of the ride modes, I fiddled with the larger new display for a while but decided it could wait until lunch and kept my eye on the traffic and our group leader, who was in a serious hurry to get to the dirt section. The increased power, acceleration, smoother power delivery and throaty exhaust bark of the new engine is quite welcome, and on the road the Dynamic ESA works really well with the longer-travel suspension of the GSA to provide a soft but well-controlled ride.
A skilled rider can ride the big GS and GSA like a dirt bike off-road, but mere mortals are advised to pilot one more like a Jeep–slow and steady wins the race.
Stopping just long enough to make sure we had switched to Enduro Pro ride mode, which allows locking the real wheel, we blasted down an old two-track dirt road which became sandier and rockier as we went, until I was all eyeballs and sweat maneuvering the big GSA with its 7.9-gallon gas tank. Fortunately BMW had equipped all of the GS models with Continental TKC 80 50/50 dirt/street tires that provided good grip, especially in corners, and the additional low-end power of the new engine really helps in the tight stuff. Later on I got some seat time on a regular GS and found that both it and the GSA comport themselves very well on-road, too, with the standard model getting the nod on the street for its lower weight and seat heights. Mission creep has affected their wet weights over the years, however, and our R 1250 GS Exclusive tipped the scales at 570 pounds, a 31-pound gain over our 2013 R 1200 GS test bike. At a claimed 591 pounds the GSA is up by at least 10 pounds for ShiftCam, probably more, but we don’t have an apples-to-apples comparison.
R 1250 RTs can come with Bridgestone, Metzeler or Michelin rubber from the factory. We’ve experienced the most stability with the Michelin Pilot Road 4s.
The R 1250 RT has received fewer changes for 2019 than BMW’s best-selling GS models, but it’s become so refined that every time I ride one I start counting my pennies. The bike benefits nicely from the new ShiftCam engine, too, especially in low-speed maneuvers with its smoother power delivery, and when you’re really caning it, as we did on the winding Pines-to-Palms Highway and the racetrack-like twisting descent to Borrego Springs on Montezuma Valley Road. I left the bike’s ESA settings on Road and Auto Level most of the time, except in the fastest corners where Dynamic damping cleared up a tendency for the bike to wallow a bit. Otherwise the RT retains its former prowess in all sport-touring matters, and has only gained about 10 pounds. BMW should update the RT’s Bluetooth and audio connectivity from the 2014 spec to something like the new GS models, and work on making upshifting smoother with its Quickshifter, but beyond that I had difficulty finding fault with this marvelous sport-touring machine.
With a few exceptions the 2019 R 1250s are changed where it’s needed, and the same where it’s not, maintaining a high level of performance in a shifting world. We’ll append fuel economy and dyno figures to this post ASAP.
2019 BMW R 1250 RT
2019 BMW R 1250 RT Specs Base Price: $18,645 Price as Tested: $25,445 (Mars Red Metallic/Dark Slate Metallic Matte w/ Sport & Select Packages) Warranty: 3 yrs., 36,000 miles Website:bmwmotorcycles.com
The new Anakee Adventure from Michelin is an 80/20 on-/off-road ADV tire, and we put it to the test in both scenarios. Photo by Drew Martin.
Adventure bikes have been gaining traction in recent years, with numerous offerings from BMW, KTM, Ducati, Triumph, Honda and Yamaha, to name a few. Tire manufactures have responded. Michelin’s new Anakee Adventure 80/20 ADV tire now gives riders with off-road aspirations a third option, joining the heavily street-biased Anakee III and the 50/50 on-/off-road Anakee Wild tires.
The Anakee Adventure features a new profile, tread pattern and silica compounds, and it includes a Two Compound Technology 2CT front and 2CT+ rear. Four separate compounds are used in a set, with the softest residing on the sides of the front tire for grip and the hardest being used in the center of the rear for optimal tread life.
Michelin hosted a weekend riding and camping event in Death Valley to celebrate the new Anakee Adventure. Photo by Drew Martin.
To celebrate the launch of the new tires, Michelin held a weekend riding/camping event near Death Valley. With a fresh set of Anakee Adventures mounted on a Suzuki V-Strom 650, I was looking forward to seeing how these 80/20 tires would perform in a typical 700-mile ADV weekend ride.
Most adventures, sadly, start with freeways. The Anakees exhibited great high-speed stability, tracked well though a variety of man-made rain grooves and seams, were compliant over square-edged transitions and, most importantly, were not noisy.
After a few hours’ slog, finally: Nevada back roads. The Anakee Adventure’s tread pattern resembles a dry lakebed, with grooves that gradually open toward the sides for shedding water and dirt. They worked well and were predictable, admittedly at a restrained pace on one road in need of maintenance, with sand, rock slides and running water that covered the entire aging road surface.
On hard-packed dirt, the Anakee Adventures shone, offering this experienced off-road rider plenty of grip and feedback. Photo by SixSpeed/Michelin.
With an experienced off-road rider on packed dirt, these tires punch above their weight. Throttle control and momentum are key, particularly in steep terrain whether descending or climbing. We sampled steep rock-embedded trails, jeep trails and high-speed desert roads. I did hit one well-disguised patch of deep sand at speed, causing the old “sand wash swap.” Thankfully, I rode it out.
Back in the twisting canyons near my home, it’s all grins, with the Anakee Adventures offering excellent turn-in, grip and feedback at a peg scraping pace. Both tires felt planted and stable under spirited corner braking and acceleration, thanks to bridge blocks that stabilize the tread where the grooves are at their widest points. Things went from dry to wet with a well-timed rain shower, providing the opportunity for repeated panic stops. The Adventures proved to offer impressive wet grip, and the V-Strom’s ABS kicked in much later than I expected. I wasn’t willing to push it to peg scraping pace, but at sane speeds cornering grip in the wet was more than competent.
The group cruises along a graded gravel road near Death Valley. Photo by Drew Martin.
The Michelin Anakee Adventures are a solid 80/20 ADV tire option for those looking for impressive wet and dry pavement performance, along with the confidence to tackle some surprisingly rugged terrain, and they paired nicely with the V-Strom 650. We’ll check back in with an update on tread life once we’ve had a chance to put some more miles on them.
It’s not a knobby, but with throttle control and some momentum, an experienced off-road rider can tackle some surprisingly technical terrain with the Anakee Adventure. Photo by Drew Martin.
It’s not quite a power cruiser, nor is it exactly a naked bike, and it certainly isn’t a full-on sport bike. What the 2019 Ducati Diavel 1260 S is, however, is a whole lot of fun. Photos by Milagro.
It’s big, muscular, powerful and aggressive, a styling mish-mash of crouching naked bike, sleek superbike and long, low cruiser, nicknamed–and then officially dubbed–by its creators: Diavel (“devil” in the local Bolognese dialect, where the Ducati factory is located).
Loathe to classify it with the c-word (cruiser), Ducati calls it a “disruptor,” which sounds plausible enough despite a bit of uncertainty as to exactly what market segment the Diavel is disrupting. Based on buyer demographics, that segment could be called “early-middle-aged guys who like to go fast on curvy roads but don’t want to fold themselves onto a superbike anymore.” I’m not a middle-aged man but the rest sounds good to me, and disrupting others’ expectations is kinda my hobby so…hello, dark prince.
For 2019, the Diavel gets the Testastretta 1262 DVT L-twin from the XDiavel and Multistrada 1260/1260 Enduro.
The original Diavel, launched in 2011 and powered by the 1,198cc Testastretta L-twin borrowed from the Multistrada 1200, left us “with more questions than answers” but delivered a “mind-bending,” superbike-inspired riding experience (read the full review here). With chain final drive, mid-mount controls, a 28-degree rake, a 30.3-inch seat, a massive 240mm Pirelli Diablo Rosso II rear tire, headers that swooped and curled from the cylinders and a full suite of electronics, the Diavel was tough to define.
It took a decidedly power cruiser turn when the XDiavel variation was added to the lineup in 2016, raked out to 30 degrees and with a belt final drive, forward controls, a slightly lower seat and relocated front-mount radiator, the better to show off the new 1,262cc DVT L-twin that would make its way into the Multistrada 1260 and 1260 Enduro in 2018.
New parts on the 2019 Diavel include the frame, subframe, swingarm, wheels and exhaust. (New parts shown in red.)
For 2019, Ducati has redressed the original sin(ner), giving the Diavel a complete redesign that includes the larger engine and a more streamlined, yet still muscular look. Nearly everything on the Diavel 1260 is new, including the frame, subframe, swingarm, wheels, fuel tank, silencers, suspension, tail section, engine covers and bodywork. Even that massive rear tire is the new Pirelli Diablo Rosso III, which has a new profile said to aid turn-in. Rake has been tightened to 27 degrees and the wheelbase stretches 63 inches, midway between the previous Diavel and the XDiavel (which returns unchanged for 2019).
I could never quite wrap my heart around the look of the original, but what at first glance appear to be minor styling changes add up to a much more attractive bike, at least in my eyes. New stubby silencers don’t interfere with the rear wheel, whether you’re servicing it or simply admiring it. Front-mounted radiator shrouds and belly pan hug the front wheel like a superbike, and the tail has been streamlined with flush-mounted LED lights and a new, wider rider and passenger seat; the clever retracting grab rail returns, although passenger pegs are now in a more conventional, fixed position.
Flush-mount LED lights under the tail look much better than the original, but we still aren’t a bug fan of all that black plastic. Note the retractable passenger grab handle at the back.
Up front is a headlight with LED daytime running light (S model only) and full-color 3.5-inch TFT display as seen on the XDiavel, plus very cool (and bright!) integrated LED turn indicators with the “light blade” technology used on Audi automobiles (the Volkswagen group, you may recall, owns Ducati).
Suspension on the $19,995 standard model includes a fully adjustable 50mm USD fork and preload/rebound adjustable rear shock, while brakes are radially mounted Brembo monobloc 4-piston M4.32 calipers squeezing two 320mm discs, and a 2-piston Brembo floating caliper with 265mm disc at the rear; Bosch Cornering ABS Evo is standard. On the $22,995 S model we tested, suspension is upgraded to a 48mm Öhlins fork and Öhlins monoshock, both fully adjustable, and the front calipers are top-of-the-line Brembo M50s that stop the bike pronto.
Powerful Brembo M50 monobloc calipers grip twin 320mm front discs. Bosch Cornering ABS Evo is standard on both the regular and S models.
Both models include a full suite of electronics: three rider-customizable riding modes (Sport, Touring and Urban), the Ducati Safety Pack (Bosch Cornering ABS Evo and Ducati Traction Control Evo), Ducati Wheelie Control, Ducati Power Launch Evo, cruise control, backlit switchgear and self-cancelling indicators. The S adds Ducati Quick Shift Up/Down Evo and compatibility with the Ducati Multimedia System and Ducati Link App (all of which is available optionally on the base model).
Let’s face it though, on a bike named “devil,” the engine is king, and you can do a whole lotta sinnin’ with this one. The Testrastretta DVT 1262 L-twin doles out 145 smooth rear-wheel horsepower and 85.3 lb-ft of torque per the Jett Tuning dyno when we tested the XDiavel back in May 2016. Full power is available in both Sport and Touring modes, although I found throttle response to be a bit too abrupt in Sport, and used Touring mode everywhere except on bumpy, tight city streets where Urban worked best. It cuts max power to 98 and torque to 64 per our test, but all three modes can be customized with power, ABS, traction control and wheelie control settings.
Lean forward, pin the throttle and feel yourself being pushed into the seat scoop. The Diavel 1260 S is a bike that wants to be ridden hard and fast.
I didn’t mess with the standard Touring mode settings, simply enjoying the sinful rush of acceleration and howling roar as we tore through the rocky, hilly countryside at the press launch in Southern Spain. The 538-pound (claimed) Diavel was relatively easy to handle on the endless curves, although in parking lots the long wheelbase, limited turning radius and wide handlebar necessitated some effort and concentration. The long, bulging 4.5-gallon fuel tank gives the impression of a superhero’s flying reach to the grips, but in reality the ergos put the rider into just a slight forward lean that’s quite comfortable, with feet solidly on the mid-mount pegs and butt planted in the scooped-out, 30.7-inch seat.
LED daytime running light (DRL) is standard on the S model.
On most bikes with a fat rear tire and even a whiff of cruiser-ness, handling is secondary to looks, but this is a Ducati. Flickable it isn’t, but in the hands of an experienced rider the Diavel will give most sportbikes a run for their money, and the upshot of the solid chassis, low center of gravity, long wheelbase and thick rubber is stability that encourages the rider to drink deeply of the Testastretta’s intoxicating power. This is a bike that likes to be ridden hard and fast; let the revs drop below 3,000 rpm and the engine lugs in protest. Keep that throttle open and the revs spinning, and you’ll be rewarded with worldly pleasures. As Ducati says, it’s so good to be bad.
At 8 years old, the Diavel is still genre defying and, honestly, very much a niche motorcycle. But this latest iteration is, in my opinion, the best one yet, so if you’re the type who likes to march to your own beat and forge your own identity, this disruptor might be exactly what you’re looking for.
2019 Ducati Diavel 1260 S in Sandstone Gray.
Keep scrolling for more images…
2019 Ducati Diavel 1260 S
Base Price: $22,995 Website:ducati.com Engine Type: Liquid-cooled, desmodromic DOHC, transverse 90-degree L-twin, 4 valves per cyl. Bore x Stroke: 106.0 x 71.5mm Displacement: 1,262cc Transmission: 6-speed, hydraulically actuated wet slipper clutch Final Drive: O-ring chain Wheelbase: 63.0 in. Rake/Trail: 27.0 degrees/4.7 in. Seat Height: 30.7 in. Claimed Wet Weight: 538 lbs. Fuel Capacity: 4.5 gals. Average mpg: NA
Two-level display has indicator lights across the top, with a 3.5-inch TFT screen below. Controls are are on the left switchgear and are backlit.Fully adjustable Ohlins monoshock has remote reservoir and preload adjustment knob.
With its countless hairpins, riding in the Dolomites will put any rider’s skills to the test. Photo taken on Ayres Adventures’ Dramatic Dolomites Tour, by Greg Drevenstedt.
Have you ever read one of our international tour stories and thought, “Wow, I’d love to do that…but I don’t know where to start!” Well, we’ve got you covered! For our 2019 International Tour Company Guide, we’ve compiled this handy list of tour operators that will help you find your perfect two-wheeled trip abroad. All of the operators listed here offer multi-day, fully guided street and/or adventure bike tours on their own rental motorcycles, employ English-speaking guides, and include accommodations while on tour. What’s not included in this list? Single-day tours, self-guided tours, chartered group tours and tours that require you to use your own bike.
Keep in mind that prices may not be directly comparable. Some companies include things like the motorcycle rental, meals, tolls, fuel, excursions and even drinks with dinner, others don’t. There may be a surcharge for a single rider in his or her own hotel room (as opposed to sharing a room), and the charge for a passenger can vary from company to company. Also pay attention to the currency in which a tour is priced. Exchange rates can fluctuate, so your final cost can depend on when you pay for the tour.
Before you book, make sure you know how much insurance coverage you’re required to have or pay for. Some operators will put a multi-thousand dollar charge on your credit card to cover possible damage, which is refunded after the tour. Make sure your personal travel insurance covers motorcycle riding, and it’s a good idea to have supplemental insurance that covers repatriation, medical costs, trip cancellation and personal liability. Medjetassist.com, medexassist.com, travelguard.com and geobluetravelinsurance.com are great places to start.
Finally, make sure your passport has at least six months left on it–from the date of travel, not when you book! Check with the tour operator to see if you need a visa or an international driver’s license (available at your local AAA). Oh, one more thing–have fun!
Adriatic Moto Tours
Base: Slovenia
Tours Include: NEW Europe Royale, NEW Bonjour Provence, Romania to Istanbul Adventure, Greece Tour, Alps Adriatic Adventure, Czech Hungary Tour, and more
Accommodations: Comfortable hotels, usually 4-star
Length of Tours: 9-18 days
Rental Options: BMW, Ducati Multistrada, Suzuki V-Strom, Honda Africa Twin, Harley-Davidson Road King and Superlow
Adriatic Moto Tours has been in business for fifteen years in the heart of southeastern Europe, and from its base in Slovenia has tours that fan out over Europe and now Thailand and Laos, offering new experiences for even the most jaded moto-traveler.
Adriatic Moto Tours’ Adriatic Riviera Tour takes you from Ljubljana, the capital of Slovenia, through Bosnia and Croatia on “roads less travelled.” This village is typical of what you’ll encounter riding in the region. Photo by Primoz Brec.
Asia Bike Tours started in 1997, and has a team of locally based guides that provide plenty of local knowledge for its tours. Motorcycles available for rent vary based on location, and riding difficulty also varies with the tour.
Ayres Adventures
Base: Plano, Texas
Tours Include: NEW Cape Town to Victoria Falls, NEW Berlin to Budapest, Japan, Russia, Iceland Adventure, Dramatic Dolomites, Australia, Empire of the Incas and more
Accommodations: Comfortable middle-class hotels on Club Class tours, 4- and 5-star hotels on Premium Class tours
Length of Tours: 7-69 days
Rental Options: BMW motorcycles
Equipment: Support vehicle and trailer
Dates: Year-round
Typical Cost: 15-day Berlin to Budapest, $9,500
Age/Experience Limits: Motorcycle license & touring experience required; for off-road adventures, off-road training or experience required
Tel: (877) 275-8238 or (972) 635-5210
Web: ayresadventures.com
Ayres Adventures offers tours on every continent, with something for every budget and imagination. From a weeklong Club tour to the 69-day, transcontinental Riga to Hong Kong Epic Journey, Ayres will take you on an unforgettable trip.
Age/Experience Limits: Motorcycle license required, minimum age on Alpine tours is 18.
Tel: (716) 773-4960
Web: bmca.com
The Beach team offers European, New Zealand and South African motorcycle and sports car tours. Beach’s slogan: We don’t go everywhere, but everywhere we go we travel in style.
An impromptu cruise on Lake Lucerne revealed views of gorgeous homes, hotels and mountains during Beach’s Alpine Adventure West tour. Photo by Bill Stermer.
Compass Expeditions
Base: Victoria, Australia
Tours Include: Mongolian Magic, Wild Patagonia, Sydney to the Outback, Complete Cambodia, Tasmania and the High Country With Charley Boorman and more
Accommodations: Hotels when possible, some yurts and in-home stays in remote regions
Length of Tours: 5-108 days
Rental Options: BMW motorcycles, Suzuki DR650 (Australia)
The secret of enjoying yourself on tour, according to Compass Expeditions, is this: “A flexible attitude is required, as service may not be what you are accustomed to.” Stay flexible and have fun! Each tour is graded for degree of difficulty, from 1 to 5.
EagleRider
Base: Los Angeles, California
Tours Include: South Africa Tour, Canada to Yellowstone, Baja California, The Italian Job
Typical Cost: 13-day South Africa Tour starting at $3,850
Age/Experience Limits: Motorcycle license required, minimum age of 21.
Tel: (888) 900-9901 or (310) 536-6777
Web: eaglerider.com
EagleRider is one of the biggest names in the bike rental business, and the company expanded into tours years ago. Its international tour list is growing, with new tours in Africa and Europe.
Edelweiss Bike Travel
Base: Meiming, Austria
Tours Include: NEW Balkan Adventure, NEW Captivating Cuba, NEW Andalusia Unpaved, Mysterious Asia, Colorful Morocco and more
Accommodations: Varies by tour; usually carefully selected middle-class hotels
Length of Tours: 7-80 days
Rental Options: Varies with tour; may include BMW, Ducati, Harley-Davidson, Triumph, Vespa or Honda
Equipment: Support vehicle
Dates: Year-round
Typical Cost: 14-day Balkan Adventure, $5,300
Age/Experience Limits: Minimum of 5,000 miles of riding experience, minimum passenger age 12
Tel: 011 43 5264 5690
Web: edelweissbike.com
Thirty-eight years in business, 2,350 tours in over 180 destinations—no questioning those numbers. The most experienced motorcycle tour company on the planet offers tours all over the planet.
This was our view of Mount Etna as we emerged from the forest near the village of Cesarò on Edelweiss Bike Tours’ Around Mount Etna tour. The statue atop the rocky hill, which from a distance looks like a zombie, is actually Jesus Christ with outstretched arms. Photo by Greg Drevenstedt.
Ecuador Freedom
Base: Quito, Ecuador
Tours Include: Off-Road Ecuador, Special Women’s Tour: Andean Roads, Inca Royal Roads, Cloudforest Coast and Craters and more
Accommodations: 3-4 star hotels, B&Bs, bungalows and cabins
Length of Tours: 4-12 days
Rental Options: A variety of modern ADV motorcycles
Equipment: Support vehicle
Dates: Year-round
Typical Cost: 10-day Inca Royal Roads starting at $4,150
Age/Experience Limits: Riding experience required, varies with tour
Tel: (603) 617-2499
Web: freedombikerental.com
Ecuador Freedom would love to show you why some of the best riding is in Ecuador. From its base in Quito, at any time of year, Ecuador Freedom can show you newly paved roads, beautiful scenery and the diverse cultures and altitudes that make Ecuador a motorcyclists’ paradise.
Age/Experience Limits: Recommend experienced, “confident” riders with at 3,000 miles of riding experience.
Web: motorcycletoursitaly.com
Discover the lightly traveled roads of rural Italy or experience the rush of the racetrack, all in the company of Italian guides who know the best roads, the best places to stay and most important, the best places to eat!
Hispania Tours
Base: Málaga, Spain
Tours Include: Morocco, Andalusia Touring Center, Pyrenees, Culture and Curves, BMW Motorrad Days, Portugal: Castles and History and more
Accommodations: 3-5 star hotels
Length of Tours: 6-15 days
Rental Options: BMW motorcycles
Equipment: Support vehicle
Dates: Year-round
Typical Cost: 15-day Morocco tour on BMW F 700 GS, 4,095 Euros
Age/Experience Limits: Varies based on tour
Tel: 011 34 952 172 172
Web: Hispania-tours.com
Experience the wonderful roads, scenery and weather of Portugal, Spain and Morocco with Hispania Tours. Tour on marvelous roads, watching history unfold under your wheels.
IMTBike
Base: Madrid, Spain
Tours Include: Southern Spain & Andalucia, Central Spain, Northern Spain & the Pyrenees, Best of Portugal, Morocco, Italy, France & Alps and more
Accommodations: Hotels, converted castles and paradors
Length of Tours: 8-17 days
Rental Options: BMW motorcycles
Equipment: Support vehicle
Dates: February-December
Typical Cost: 12-Day Best of Portugal, 4,100 Euros
Age/Experience Limits: 25 years old, 2 years and 3,000 miles of experience
Tel: (412) 468-2453
Web: imtbike.com
IMTBike was established in 1997, and now has more than 100 late-model BMW motorcycles in its fleet, including R 1200 GS and GS Adventure models, in eight separate locations. IMTBike boasts an 80-percent repeat rider rate.
It’s one thing to read about the history and beauty of Spain and Portugal—such as the pueblo blanco of Arcos de la Frontera—but riding through these countries is another thing altogether, providing an intimate connection that touches your heart and lifts your soul. Photo by Ken Lee.
Leod Motorcycle Escapes
Base: San Francisco, California
Tours Include: Italian Dream to Mugello, Sachsenring & Italian Alps, Australia Curves to Phillip Island, Spanish Pyrenees to Aragon and more
Accommodations: 3-4 star hotels
Length of Tours: 9-10 days
Rental Options: BMW, Ducati and Moto-Guzzi
Equipment: Support vehicle
Dates: June-December
Typical Cost: 10-day Sachsenring & Italian Alps, $6,300
Age/Experience Limits: Tours include track time; contact Leod for experience recommendations
Tel: (866) 562-6126
Web: leodescapes.com
Leod Escapes offers getaways that combine a week of twisty road riding with track time on some of the world’s best racetracks. Not for the faint of heart, Leod’s tours will provide a unique and unforgettable experience.
MotoDiscovery offers motorcycle tours around the world, including such unexpected destinations as Cuba and Iran. Previously known as Pancho Villa Moto Tours, the company has been riding off the beaten path since 1981.
MotoGreece was founded in 2015 with one goal: to highlight Greece as a motorcycle destination and show riders what a fantastic time they’ll have while touring Greece. Come see what it’s all about!
MotoQuest
Base: Long Beach, California, and Anchorage, Alaska
Tours Include: Best of Baja, Peru Machu Picchu Adventure, Romaniacs Experience, India Touch the Sky, Japan Three Island and more
Accommodations: From rustic to elegant, depending on the tour
Length of Tours: 9-16 days
Rental Options: BMW, Suzuki, Royal Enfield, Harley-Davidson, Kawasaki
Equipment: Support vehicle
Dates: Year-round
Typical Cost: 12-day Japan Three Island, $8,450
Age/Experience Limits: Not specified, contact MotoQuest for details
Tel: (800) 756-1990 or (562) 997-7368
Web: motoquest.com
From its base in Long Beach, California, MotoQuest conducts tours around the globe, offering something for everyone on two wheels, from the bucolic roads of Wales to the top of the world in India—and many more!
A pause to admire the cherry blossoms on the last riding day of the MotoQuest Japan Three Islands tour. Photo by Mark Tuttle.
Mototouring
Base: Milan, Italy
Tours Include: Dolomites Riding Center, Sardinia, Tuscany, Italian Factories, Benelli Vintage Tour and more
Accommodations: Comfortable hotels
Length of Tours: 6-18 days
Rental Options: BMW, Honda, Ducati and Suzuki Bandits
Equipment: Support vehicle
Dates: Year-round
Typical Cost: 9-day Dolomites Riding Center, 2,950 Euros
Age/Experience Limits: Motorcycle license required, average experience
Tel: 011 39 02 2720 1556
Web: mototouring.com
Mototouring has been organizing tours since 1990, and is located in Milan, in the heart of Italy’s motorcycle production area. Hence the factories tour, which visits factories and private museums dedicated to Italian machinery.
Peru Motors
Base: Aerequipa, Peru
Tours Include: Classic Inca Peru, Maya Adventure, South Pan-American, Touch the Equator, Trans Andes and more
Accommodations: Tourist-class hotels
Length of Tours: 9-38 days
Rental Options: BMW GS models, Suzuki DR650, Honda Africa Twin
You’ll find a great diversity of roads, scenery and culture in Peru, and how better to experience it than on two wheels?
Reuthers
Base: Germany, USA and New Zealand
Tours Include: New Zealand Paradise, Europe Berlin-Moscow, Europe Ireland, South Africa Wild Garden, South America Patagonia and more
Accommodations: Midrange to top-class hotels
Length of Tours: 7-22 days
Rental Options: Harley-Davidson, limited availability on BMW, Triumph, Indian and others
Equipment: Support vehicle
Dates: Year-round
Typical Cost: 8-day Europe Ireland Tour, GBP 3,495
Age/Experience Limits: Minimum age 21, motorcycle license required
Tel: (800) 838-3162
Web: reuthers.com
Reuthers is a global entertainment, travel and leisure company, which began offering guided motorcycle tours in 1997. It partnered with Harley-Davidson in 2006, and now provides tours in North America, Africa and Europe.
RIDE Adventures
Base: Bend, Oregon
Tours Include: Patagonia Experience, Essential Colombia Adventure, Thai-Laos Experience, Top 7 Highlights of Bolivia and more
Accommodations: Hotels and cabanas
Length of Tours: 9-20 days
Rental Options: A variety of appropriate ADV models
RIDE Adventures wants to make motorcycle travel in South America as easy and accessible as possible. Tours range in difficulty from Level 1 (all paved) to Level 5 (single track, extreme terrain).
Ride High
Base: Kathmandu, Nepal; Chiang Mai, Thailand; and Vershire, Vermont
Tours Include: Nepal to Bhutan, Mustang Nepal, High Roads of the Himalaya, Thailand to Laos, Northern Thailand and more
Accommodations: Hotels, guesthouses, lodges
Length of Tours: 11-16 days
Rental Options: Modern and classic Royal Enfield models
Equipment: Support vehicle
Dates: Year-round
Typical Cost: 14-day Mustang Nepal, $4,895
Age/Experience Limits: Internationalmotorcycle license required, comfortable on 500cc and larger bikes, under age 21 requires accompanying parent or guardian
Tel: (802) 738-6500
Web: ridehigh.com
Ride High says it was the first registered touring company in the Kingdom of Nepal, and for 30 years has provided travelers the chance to experience some of the highest roads in the world on classic British motorcycles.
Rental Options: BMW F 650 GS, F 700 GS and R 1200 GS
Equipment: Support vehicle
Dates: October-March
Typical Cost: 5-day Hub & Spoke, $2,297
Age/Experience Limits: Contact Riders of the Sierra Madre for details
Tel: 011 52 1 376 766 0160
Web: ridethesierra.com
This Mexican company was built and is run by Canadian and American riders who settled in Mexico (for the warm weather of course!). It will make riding in Mexico a friendly and approachable experience.
Ridden Earth Tours
Base: Tuscany, Italy
Tours Include: NEW 6-Country Alpine Tour, Turkey Sea to Sky, Rome to Prague and more
Accommodations: High quality, family or boutique 4-5 star hotels
Length of Tours: 9-21 days
Rental Options: Suzuki V-Strom, BMW, Ducati and KTM 1190 Adventure
Equipment: Support vehicle
Dates: Year-round
Typical Cost: 9-day Rome to Prague, 4,080 Euros
Age/Experience Limits: Minimum age 21, intermediate to advanced riding skills
Tel: 011 447973 315679
Web: riddenearth.com
Two legs move the body, two wheels move the soul. Tours cover much of Europe, Eastern Europe and Turkey; guides are qualified motorcycle safety instructors.
Age/Experience Limits: “Competent motorcyclist,” minimum age 21 with motorcycle license
Tel: 011 64 3 312 0066
Web: motorbiketours.co.nz
With a fleet of government-inspected rental bikes, and some of the best roads in the world to ride, South Pacific Motorcycle Tours prides itself on excellent customer service and professionalism.
Te Waipounamu Motorcycle Tours Ltd.
Base: Christchurch, New Zealand
Tours Include: Golden Week, Tour of the Mountain Kings, Streetmasters
Accommodations: Pleasant hotels and lodges
Length of Tours: 1-2 weeks
Rental Options: Various BMW, Honda, Harley-Davidson, Suzuki and Triumph models
Equipment: Support vehicle
Dates: February-May
Typical Cost: 2-week Tour of the Mountain Kings, NZD$11,035
Age/Experience Limits: Minimum age 21, ages 21-25 restricted to 650cc or less
Tel: 011 64 3 372 3537
Web: motorcycle-hire.co.nz
Te Waipounamu Motorcycle Tours started in 1987, making them one of the most experienced companies around with many hundreds of satisfied tourists.
The French Ride
Base: Aix-les-Bains, France
Tours Include: Alps & Jura: The Lakes, Northern Alps Wonders, French Riviera & Provence and more
Accommodations: Hand-picked hotels and B&Bs
Length of Tours: 6-16 days
Rental Options: Suzuki V-Strom 650 and 1000
Equipment: None
Dates: April-October
Typical Cost: 10-day French Riviera & Provence, 2,790 Euros
Age/Experience Limits: Motorcycle license required, minimum age 23
Tel: 011 33 6 77 77 54 28
Web: thefrenchride.com
Make your dream a reality by exploring the best scenic roads of France, Switzerland, Italy or Spain, all from Aix-les-Bains, located in the heart of the French Alps.
World on Wheels
Base: New South Wales, Australia
Tours Include: Royal Rajasthan, Inspiring Iceland, Spectacular South Africa, Tacos ’n’ Tequila, Dalmatian Delights and more
Accommodations: Midrange or better, cheerful hotels
Mike and Denise Ferris have been running their motorcycle tour business out of Australia for 24 years now, and are proud to say that they still lead each and every tour themselves. In fact, they’ve never hired a guide to take their place.
