Tag Archives: Top Stories

Suzuki Announces 2022 Returning Models

Last year, Suzuki announced several new or significantly updated motorcycles, including the third-generation Hayabusa hyper-sportbike, the revamped GSX-S1000 naked bike, and the all-new GSX-S1000GT sport-tourer. We’ve tested the Hayabusa, and we’ll get a chance to ride the GSXs soon.

Meantime, Suzuki has announced the return of several popular models for 2022, including the V-Strom 1050XT, V-Strom 1050XT Adventure, Boulevard C50, Boulevard C50T, and GSX250R ABS.

2022 Suzuki V-Strom 1050XT

2022 Suzuki V-Strom 1050XT
2022 Suzuki V-Strom 1050XT

The V-Strom 1050XT is a perennial favorite in the adventure-touring segment, powered by a 1,037cc 90-degree that sends 96 hp and 66 lb-ft of torque to the rear wheel, according to our 2020 tour test. It’s also equipped with the Suzuki Intelligent Ride System, which uses a 6-axis IMU to inform a full suite of electronics, including ride modes, cornering ABS and traction control, cruise control, and more. The V-Strom 1050XT also has an adjustable windscreen, handguards, a two-piece seat with height adjustability for the rider’s section, an accessory bar, a centerstand, and much more. It’s available in a cool Metallic Oort Gray with Glass Sparkle Black color scheme with blue-anodized tubeless spoked wheels. MSRP is $14,849.

2022 Suzuki V-Strom 1050XT Adventure

2022 Suzuki V-Strom 1050XT Adventure
2022 Suzuki V-Strom 1050XT Adventure

The V-Stroke 1050XT Adventure makes a statement with its Suzuki Champion Yellow and Glass Sparkle Black colorway with silver and blue accents as well as gold-anodized tubeless spoked wheels. Added to the 1050XT’s impressive standard equipment list is a set of Suzuki’s quick release 37-liter aluminum panniers, LED fog lights, and heated grips. MSRP is $17,049.

2022 Suzuki Boulevard C50

2022 Suzuki Boulevard C50
2022 Suzuki Boulevard C50

Suzuki’s Boulevard line of cruisers has delivered solid value, reliability, and style for years. The Boulevard C50 is powered by a liquid-cooled 805cc (49ci) 45-degree V-Twin that delivers plenty of low-end torque. The C50’s traditional styling includes a kicked-out fork, valance-style fenders, and a staggered, chromed, dual exhaust system. The Boulevard C50 is available in Candy Daring Red (shown) or Solid Iron Gray, and MSRP is $8,609.

2022 Suzuki Boulevard C50T

2022 Suzuki Boulevard C50T
2022 Suzuki Boulevard C50T

If you’re interested in a touring cruiser, the Boulevard C50T should be right up your alley. Travel-ready features include a spacious riding position, an aerodynamic windshield, and custom studded saddlebags that match the studded rider and passenger seats. The C50T is available in Pearl Brilliant White with classic whitewall tires. MSRP is $10,059.

2022 Suzuki GSX250R ABS

2022 Suzuki GSX250R ABS
2022 Suzuki GSX250R ABS

An entry-level sportbike doesn’t have to look like it. The GSX250R ABS has an aerodynamic full fairing that fits right in with full-sized sportbikes. It’s powered by an approachable but exciting 248cc liquid-cooled parallel-Twin, and it has ABS-equipped single-disc brakes front and rear. Riders of any age and experience level will appreciate the GSX250R’s fuel efficiency, nimble handling, and comfortable riding position. It’s available in Crystal Blue with Pearl Nebular Black. MSRP is $4,999.

For more information or to find a Suzuki dealer near you, visit suzukicycles.com.

The post Suzuki Announces 2022 Returning Models first appeared on Rider Magazine.
Source: RiderMagazine.com

2021 KTM 890 Adventure R | Long-Term Ride Review

2021 KTM 890 Adventure R
The 890 Adventure R has proven to be highly capable on- and off-road. Photo by Kevin Wing.

RELATED: 2021 KTM 890 Adventure R | (Off) Road Test Review

Mileage: 3,314
Base Price: $14,199 (2021); $14,599 (2022)
Price as Tested: $14,749 (Tech Pack)
Accessories: $114.95

After years of making primarily hard-edged, off-road-oriented adventure bikes, KTM balanced the on-/off-road scales when it introduced the 1190 Adventure for 2014. It had a more refined – and more powerful – V-Twin, and although its 19-inch front/17-inch rear wheels were spoked, they were shod with tubeless, touring-friendly 90/10 adventure tires.

2021 KTM 890 Adventure R
The KTM’s unique tank design keeps fuel weight down low. Photo by Kevin Wing.

The 1190 Adventure also fully embraced the then-nascent trend in electronic rider aids, becoming the first production motorcycle to offer lean-angle-sensitive ABS. It was also equipped with throttle-by-wire, ride modes, multi-stage traction control, an off-road ABS mode, electronically controlled suspension, and a tire-pressure monitoring system.

In the years that followed, KTM filled out its Adventure range with the 1290 Super Adventure (followed by R, S, and T variants), 1090 Adventure R, 790 Adventure (standard and R variants, which won Rider’s 2019 Motorcycle of the Year award), and 390 Adventure. In 2020, the 790 evolved into the 890, and we tested the 890 Adventure R you see here in 2021.

2021 KTM 890 Adventure R windshield
The short windscreen parts airflow smoothly but is not adjustable. Handguards are standard. Photo by Kevin Wing.

Collectively, Rider staffers and contributors have put tens of thousands of miles on all the various KTM Adventure models, and the 890 sits right in the sweet spot – not as big, heavy, powerful, or expensive as the 1290 Super Adventure, nor as small and touring-limited as the 390 Adventure. (The 1090 and 1190 were dropped as KTM dialed in its small/medium/large model offerings.) It also features the latest in electronics that allow riders to alter the bike’s performance and personality with the push of a few buttons.

Our 2021 890 Adventure R test bike arrived with just 15 miles on the odometer, and over the course of nine months we logged 3,300 miles. We burned 71 gallons of premium fuel, averaging 46.4 mpg and roughly 246 miles of range from the 5.3-gallon tank.

2021 KTM 890 Adventure R wheel
Spoked wheels are shod with tubeless Continental TKC80 knobbies. Photo by Kevin Wing.

The 890 has a horseshoe-shaped fuel tank, with a filler on top and two sections that run down either side of the engine and end in bulbous pods, as first seen on the 790 Adventure. The design, though not especially attractive, offers several advantages: The upper tank area is narrow between the knees during stand-up riding; fuel weight is mostly down low, which contributes to better handling; and the lower pods provide some lower-leg and crash protection. Because of the tank’s unusual shape, however, it’s difficult to get accurate readings of remaining fuel, and only the final 50% of tank capacity is shown on the fuel gauge. There’s a fuel range reading on the 890’s TFT display, but it wasn’t even remotely accurate during our test.

2021 KTM 890 Adventure R
This Range Rover’s owner should have bought a KTM.

With its short windscreen, high front fender, rally-style seat, and Continental TKC80 tires (rated for 40% road/60% off-road), the 890 Adventure R is clearly designed for heavy off-road use. On rough dirt roads and technical trails, the 890-R was well-balanced, forgiving, and exciting, especially in the optional Rally mode that’s part of the Tech Pack. Out of our testing miles, however, only about 10% were off-road. We spent most of our time flogging the 890-R on paved backroads, desolate highways, freeways, and city streets. While the standard 890 Adventure would have provided more comfort and wind protection, the 890-R never felt like a fish out of water. That sort of versatility is what makes ADV bikes such an attractive proposition.

2021 KTM 890 Adventure R
A Nelson-Rigg Sahara Dry Duffle Bag fits perfectly on the rear rack. Photo by the author.

We strapped on a Nelson-Rigg Sahara Dry Duffle ($114.95; nelsonrigg.com) for longer trips, but we didn’t add any other accessories. Other than a break-in service, maintenance consisted of checking the air in the tires and cleaning/lubing the chain, though the rear TKC80 was pretty well shagged by the time we handed back the keys.

KTM announced that the 890 Adventure ($13,399) and 890 Adventure R ($14,599) will return unchanged for 2022.

The post 2021 KTM 890 Adventure R | Long-Term Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2021 Yamaha Ténéré 700 | Long-Term Ride Review (Part 2)

RELATED: 2021 Yamaha Ténéré 700 | Long-Term Ride Review (Part 1)

Mileage: 9,035
MSRP: $9,999 (2021); $10,299 (2022)
Accessories: $1,015.86 (new); $4,350.78 (total)

2021 Yamaha Tenere 700
Contributor Arden Kysely liked the Ténéré 700 so much, he bought our test bike from Yamaha. (Photos by the author)

Our long-term Yamaha Ténéré 700, which I now own, has clocked over 9,000 miles. It would have more than 10,000 if heat, smoke, fires, and a toasted rear tire outside of Tonopah, Nevada, hadn’t conspired to shorten my summer ride. Mammoth Cycle Works (mammothcycleworks.com), the closest shop with a replacement tire, had me back on the road quickly after a slow ride from Tonopah on the compromised skin (pro tip: call ahead).

Otherwise, the bike has been ideal for my kind of riding – comfortable on the highway, a hoot in the twisties, and capable off the pavement, whether sitting or standing, and no matter the surface. Fully adjustable suspension and the CP2 motor’s steady power delivery facilitate riding slow, riding fast, or just cruising.

2021 Yamaha Tenere 700
The wide, well-padded Sargent seat has greatly improved riding comfort.

In an era of complex machines, the Ténéré’s single ride mode – manual – is the same one I grew up with. Traction control is throttle and clutch, the latter holding up to abuse on technical climbs and digging out after stalling in sand. The T7’s absence of electronic aids has led to comparisons with the KLR650 (a great bike of which I’ve owned two), but the Yamaha’s horsepower advantage takes ADV riding to a higher level.

All the upgrades I’ve reported previously in our tour test of the T7 and Part 1 of the long-term review are working as expected, though one crash bar moved an inch closer to the bodywork after I dropped the bike in my garage. The Barkbusters have already each saved a lever, and the Pivot Pegz delivered zero slip, even in the rare wet conditions I’ve encountered.

2021 Yamaha Tenere 700
The AltRider skid plate provides robust protection for the undercarriage.

In addition to the Touratech soft luggage on the back, I added a Nelson-Rigg Trails End Adventure Tank Bag ($119.95; nelsonrigg.com).

An AltRider Skid Plate with Linkage Guard ($405.97; altrider.com) replaced the lightweight OEM unit before my Nevada trip for better protection, and the Sargent World Performance Seat ($359.95; sargentcycle.com) I wish I’d had for that ride is now in place, making a huge comfort improvement over the stock unit. Ditto the Kaoko Throttle Lock ($129.99; kaoko.com); a cramped right hand is a thing of the past now that I can safely release my grip.

2021 Yamaha Tenere 700
Other than switchable ABS, the T7 is a mostly analog machine. In lieu of cruise control, we installed a Kaoko throttle lock.

My biggest gripe is range. In mixed riding, the T7 ekes out 200-plus miles per 4.2-gallon tankful, which is marginal when exploring the empty spaces of the West. On a recent 650-mile backroads ride to the Mojave Desert, it returned 52 mpg. I’m dithering between an auxiliary tank and Giant Loop’s much lighter Armadillo fuel bag to extend its range. The robust OEM kickstand is a blessing, but its foot lever sticks out dangerously far, something a welder will soon be addressing for me.

Maintenance has been routine and simple to perform: changing the oil and filter, checking the air filter, and caring for the chain. Moving parts and cables are lubed, fasteners, bearings, and fluid levels get checked. The valves won’t need attention for another 17,000 miles.

2021 Yamaha Tenere 700
We’ve transformed the T7 into a full-on, go-anywhere adventure-touring machine.

Looking ahead, I see more fuel capacity, a Scotts steering stabilizer, AltRider crash bars (battle proven on my former BMW F 800 GS), and an oiled-foam air filter. A tail tidy would help clean up the rear, and I may lower the bike a smidge, since my legs aren’t getting any longer. It’s a safe bet the T7 is a bike I’ll be enjoying for many years to come – likely with more improvements along the way.

The 2022 Yamaha Ténéré 700 began arriving in dealerships in January. Its MSRP has increased by $300 to $10,299, and there are two new color options: Team Yamaha Blue and Raven.

The post 2021 Yamaha Ténéré 700 | Long-Term Ride Review (Part 2) first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 Indian Pursuit Limited and Dark Horse | First Look Review

2022 Indian Pursuit

Indian Motorcycle defied the bagger status quo when it released the liquid-cooled Challenger in 2020. The firm wasted little time proving the PowerPlus V-Twin’s performance potential with a victory at the inaugural King of the Baggers Invitational. In 2022, Indian is back for a second helping, but this time, the company takes the Challenger’s winning formula and adds a dash of grand-touring pedigree with its new Indian Pursuit models for 2022.

Powered by the same 108 cubic-inch, liquid-cooled PowerPlus V-Twin found in the Challenger, the new Pursuit Limited and Pursuit Dark Horse pump out 122 horsepower and 128 lb-ft of torque (at the crank). While the Pursuit and Challenger share the same power figures, Indian engineers have refined the power delivery for improved low-speed drivability.

2022 Indian Pursuit

The similarities don’t end there though. The Pursuit’s frame-mounted fairing carries over the same blocky design language that made the Challenger such an eye-catcher. However, Indian’s design team adds extra wind protection to the new long-distance tourer in the form of lower leg fairings and a tall, adjustable windscreen. The team further enhances that cushy cockpit with a Touring Comfort seat and heated grips. Combined with the Pursuit’s new power-locking cargo trunk, total storage capacity (with saddlebags) increases to 35 gallons of capacity, enabling  long-haul travelers to embark on far-flung adventures.

Tech also improves cockpit accommodations, with a 7-inch TFT display and Indian’s Ride Command+ system putting Apple CarPlay and turn-by-turn GPS navigation at riders’ fingertips. Both the Pursuit Dark Horse and Pursuit Limited come with complimentary one-year Ride Command+ access, including live traffic and weather map overlays, and the brand’s new vehicle locator.

2022 Indian Pursuit

For customers fully committed to pounding the pavement, Indian also offers a Premium Package for both Pursuit variants. The top-of-the-line trim adds an electronically adjustable Fox rear shock, enabling riders to adapt the suspension to various loads directly from the infotainment control system. The electronic preload system is standard on all Premium-trim Pursuits, and the feature can be added as an upgrade to any Challenger from Indian’s parts and accessories catalog.

2022 Indian Pursuit
2022 Indian Pursuit Limited

Along with the up-spec Fox monoshock, the Premium Package includes a Bosch six-axis IMU that manages cornering traction control and lean-sensitive ABS, as well as a heated seat and integrated lower fairing driver lights.

With chrome finishes, the Pursuit Limited retails for $29,999, while the Pursuit Dark Horse’s satin black accents raise the MSRP to $30,999. In Premium Package form, the Pursuit Limited jumps to $32,999, while the Pursuit Dark Horse’s sticker price increases to $33,999.

2022 Indian Pursuit
2022 Indian Pursuit Dark Horse

Of course, Indian’s after-purchase catalog includes a wealth of Pursuit accessories such as storage and audio options for the lower fairings, various Spirit Lake Luggage pieces, LED lighting upgrades, and mid-rise handlebars.

The post 2022 Indian Pursuit Limited and Dark Horse | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com

KTM Announces the BRABUS 1300 R

BRABUS 1300 R

KTM has announced a new collaboration with world-renowned luxury mobility brand, BRABUS. As a first step into this exceptional venture, the launch of the all-new BRABUS 1300 R represents performance and refinement of the highest level, as well as BRABUS’ expansion into the world of premium motorcycling.

Based on the KTM 1290 Super Duke R Evo, only 154 BRABUS 1300Rs will be built, and they sold out in less than two minutes when pre-orders opened on February 14.

Since 1977, the BRABUS name has been synonymous with luxury, handcrafted exclusivity, and performance. Known globally among enthusiasts for the creation of high-performance supercars and as automotive individualization experts for over four decades, BRABUS has since also established itself in the marine sector through its series of exclusive day boats. Now, the company is expanding once again – broadening its focus towards high-end motorcycling in collaboration with KTM.

The BRABUS 1300 R

BRABUS 1300 R

The all-new BRABUS 1300 R boasts, exclusive, high-end elegance design, combined with brutal performance. It is the first ever BRABUS motorbike – an unmistakable Naked bike designed for enthusiasts with an eye for details. Developed to merge both BRABUS’ and KTM’s deeply rooted identities and design styles, the BRABUS 1300 R represents the best of both brands. Key ingredients of the BRABUS ‘Black and Bold’ design language including two signature paint schemes, forged BRABUS Monoblock Z wheels, high-end carbon body elements and a stylish custom-made seat, treated with expert attention to detail by the BRABUS interior specialists. This all defining the bike’s exceedingly unique and sporty character and ensuring an instant 1-second wow factor.

Making use of the astonishing 1,301cc V-Twin engine, which pumps out 180 hp at 9,500 rpm and 103 lb-ft of torque at 8,000 rpm: performance that you’d expect from the BRABUS brand. Designed to challenge the limits of forward thrust, it sets a new standard for exclusive high-performance desirability.

To add an extra touch of exclusivity, the BRABUS 1300 R is offered in just two distinct colors – Magma Red and Signature Black. Only 154 units – 77 of each color – will go into production, with 77 signifying the year in which the BRABUS company was formed.

From a technical standpoint, the BRABUS 1300 R makes use of the latest WP APEX semi-active suspension. This allows riders to select between 6 dedicated damping modes – Comfort, Street, Sport, Track, Advanced, and an Auto mode that automatically adapts to road and riding conditions.

BRABUS 1300 R
BRABUS 1300 R

Notable features and bespoke parts include:

● Sign of excellence with limited edition numbering
● WP APEX semi-active suspension
● WP APEX PRO 7117 steering damper
● 5 Ride modes (Street, Sport, Rain, Performance, Track)
● Quick turn throttle twist grip
● Various carbon fiber parts
● BRABUS Lightweight Monoblock Z 9 spoke forged wheels
● BRABUS Slip-on double-pipe exhaust
● BRABUS custom made heated seat
● BRABUS air ducts
● BRABUS headlight mask
● BRABUS CNC-machined triple clamps
● BRABUS CNC-machined adjustable front brake and clutch lever
● BRABUS CNC-machined adjustable footpegs
● BRABUS CNC-machined reservoirs and oil tank caps
● BRABUS carbon skid plate
● BRABUS carbon pillion seat cover

The BRABUS 1300 R is about so much more than just an extraordinary riding experience, it also makes an unapologetic statement about luxury, exclusivity, and sovereignty.

BRABUS 1300 R

The post KTM Announces the BRABUS 1300 R first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 Honda CB/R500 Lineup | First Look Review

Honda CB/R500 Lineup
The Honda CBR500R (upper left), CB500X (lower left), and CB500F (right) have been updated for 2022.

If you’re looking for a light, dependable, affordable middleweight motorcycle, then Honda has several options to choose from. In addition to its Rebel 500 cruiser, there are three models in the Honda CB/R500 lineup that have been updated for 2022. The CB500X ABS adventure bike, CB500F ABS naked bike, and CBR500R ABS sportbike offer improvements in suspension, braking, and handling.

“It’s hard to find more versatile motorcycles than Honda’s 500cc CB/R models, and if you factor in affordability and reliability, nothing else even compares,” said Brandon Wilson, American Honda Manager of Sports & Experiential. “Each of these machines has been successful at addressing riders’ wide-ranging practical and recreational needs and tastes, and we’re pleased to offer them to U.S. customers in 2022, with improved performance for the new model year.”

Honda also confirmed the 2022 return of two additional street models – the CB1000R ABS naked bike and the CBR300R sportbike. All models in this announcement are available now.

2022 Honda CB500X ABS

Honda CB/R500 Lineup
2022 Honda CB500X

Honda’s middleweight adventure bike is powered by a liquid-cooled 471cc parallel-Twin with PGM-FI and DOHC with 4 valves per cylinder. The CB500X ABS benefits from a 5-pound weight reduction thanks to a lighter front wheel and a lighter swingarm (curb weight is 439 pounds). Other upgrades for 2022 include a new inverted 41mm Showa SFF-BP (Separate Function Fork-Big Piston) fork and dual front disc brakes. The CB500X ABS has a 32.8-inch seat height and a 4.7-gallon fuel capacity. It’s available in Pearl Organic Green/Black with an MSRP of $7,199.

2022 Honda CB500F ABS

Honda CB/R500 Lineup
2022 Honda CB500F

For those who prefer the sporty look of a motorcycle with minimal bodywork, the CB500F ABS naked bike fits the bill. Like the CB500X, for 2022 it gets an inverted 41mm Showa SFF-BP fork. It also gets dual front disc brakes with radial-mounted Nissin 4-piston calipers and lighter wheels. Curb weight has been reduced by 4 pounds, to 416 pounds. The CB500F ABS has a 31.1-inch seat height and a 4.5-gallon fuel capacity. It’s available in Matte Gray Metallic with an MSRP of $6,699.

2022 Honda CBR500R ABS

Honda CB/R500 Lineup
2022 Honda CBR500R in Grand Prix Red

Honda’s CBR sportbikes have always offered a balance between performance and practicality. For 2022, the CBR500R gets an inverted 41mm Showa SFF-BP fork, dual front disc brakes with radial-mounted Nissin 4-piston calipers, and lighter wheels. Curb weight remains the same at 423 pounds. The CB500F ABS has a 31.1-inch seat height and a 4.5-gallon fuel capacity. It’s available in Grand Prix Red or Silver Sword Metallic with an MSRP of $7,199.

2022 Honda CB1000R ABS

Honda CB/R500 Lineup
2021 Honda CB1000R Black Edition

Honda’s CB1000R ABS is the flagship model in the Neo-Sports Café lineup, blending aggressive naked-bike style with apex-strafing performance. It’s powered by a 998cc inline-Four derived from Honda’s CBR100RR line and features fully adjustable Showa suspension. It returns for 2022 in a menacing Black Edition with Graphite Black bodywork. MSRP is $12,999.

2022 Honda CBR300R

Honda CB/R500 Lineup
2022 Honda CBR300R in Grand Prix Red

The CBR300R offers the look of a fully faired sportbike in an accessible package that’s perfect for new riders. It’s powered by a liquid-cooled 286cc single-cylinder engine with DOHC and four valves. There are single-disc brakes at both ends and compliant suspension with adjustable rear preload. Seat height is just 30.7 inches and curb weight is 354 pounds. Fuel capacity is 3.4 gallons, and the CBR300R gets an EPA-tested 71 mpg. It’s available without ABS for $4,899 or with ABS for $5,099, in Grand Prix Red or Matte Gray Metallic.

For more information or to find a Honda dealer near you, visit powersports.honda.com.

The post 2022 Honda CB/R500 Lineup | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 Indian Scout Rogue | First Look Review

Indian Scout Rogue

The new-for-2022 Indian Scout Rogue is the most aggressive iteration of the Scout platform yet, and it does look pretty cool. But rather than an all-new model, it’s basically a Scout Bobber with higher bars and a taller front wheel, plus the addition of a quarter-fairing and a few other bits and bobs.  

The mini-ape handlebar from the Bobber Twenty places a rider’s hands a few inches lower than shoulders, and footpegs are positioned moderately forward. The 19-inch aluminum front wheel contrasts with the 16-inchers on all other Scouts.  

Indian Scout Rogue

The most obvious distinction for the Rogue is its decently sized fairing that should take some sting out of highway travels. Also new for the Rogue is a sport-style solo seat with Indian embossed on the backrest portion, as well as blacked-out fenders and valve covers. 

As with previous Scouts, the Rogue uses Indian’s liquid-cooled V-Twin, available in two displacements. The Rogue Sixty comes with a 60 cubic-inch (999cc) motor producing a claimed 78 horsepower. The Black Metallic version retails for a reasonable $9,999, but ABS is a $900 option. Titanium Smoke and Bronze Smoke colorways retail for $11,399 and include ABS.  

Indian Scout Rogue

Riders who are hungry for power will want to upgrade to the non-Sixty Rogue, which is fitted with the 69 cubic-inch (1,133cc) motor that is said to produce 100 horsepower, rated at the crankshaft. When we recently tested the Scout Bobber with this engine, it spat out 85 horsepower to the rear wheel, arriving at 8,100 rpm. Torque peaked at 5,700 rpm with 64.5 lb-ft of twist.

Its MSRP starts at $11,499 for the Black Metallic base model, in which ABS is a $900 upgrade. ABS is factory-equipped on Storm Blue, Sagebrush Smoke, Black Smoke, Black Smoke Midnight and Stealth Gray versions, with MSRPs starting at $12,899.  

Indian Scout Rogue

“For so many motorcyclists, riding carries a rogue spirit – a bold statement of freedom and individuality that brings riders together – and Scout Rogue delivers that in spades,” said Aaron Jax, Indian Motorcycle Vice President.  

Indian also touts its line of accessories for the Scout range. Perhaps most intriguing is the Pathfinder adaptive LED headlight, which activates 15 individual beams inside the lamp’s 5.75-inch housing based on the bike’s lean angle. The $500 headlight utilizes patented technology that is claimed to project light farther and with an improved light spread.  

Indian Scout Rogue

Other accessories available include adjustable shocks ($800), a tachometer with shift light ($300), seats, luggage, and smoked turnsignal lenses.  The Rogue’s fairing can be fitted to other Scouts, retailing for $350 for an unpainted unit or $500 when painted.  

The 2022 Indian Scout Rogue and Scout Rogue Sixty will begin shipping to Indian Motorcycle dealers in early 2022. More info at IndianMotorcycle.com.

The post 2022 Indian Scout Rogue | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2021 BMW R 1250 GS | Road Test Review

2021 BMW R 1250 GS Road Test Review
For four decades, the BMW R-GS series — 80, 100, 1000, 1100, 1150, 1200, and 1250 — has been the standard bearer in the adventure bike market. The 2021 R 1250 GS 40 Years Edition celebrates this milestone. (Photos by Kevin Wing)

When I first laid eyes on our 2021 BMW R 1250 GS 40 Years of GS Edition test bike, I thought of my Uncle Clive. He had worked for the doomed British Leyland for years before accepting a role with BMW. His garage, once the perpetual home to a gleaming Rover, was now occupied by a stunning 5 Series sedan, but it was the new motorcycle, waiting in the shadows, which drew my attention. It was unlike any I had seen before.

The air-cooled cylinder heads of its opposed Twin jutted out brazenly from the sides of the engine cases, protected by crash bars. Though it wasn’t a dirtbike, it shared some of the same characteristics, like a long, single-piece seat and a high, fixed front mudguard. Most distinguishing of all, the rear wheel seemed to float in space. Uncle Clive, always ready to explain an engineering feature, eagerly directed me to view it from the other side and began a lengthy monologue on the benefits of a combined single-sided swingarm and driveshaft. The details were lost on me. I was only 12 at the time.

2021 BMW R 1250 GS Road Test Review
1980 BMW R 80 GS
2021 BMW R 1250 GS Road Test Review
1987 BMW R 100 GS

It was 1984. What I didn’t know back then was how bold the path was that BMW had blazed a few years earlier with the R 80 G/S, the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure. Between 1981 and 1985, the rugged G/S proved its mettle with four wins in the grueling Paris-Dakar Rally and three wins in the Baja 1000. And that single-sided swingarm – then called the Monolever – was lighter, stronger, and less expensive to manufacture than a two-sided swingarm with shaft drive, and it simplified repairs and maintenance.

2021 BMW R 1250 GS Road Test Review
1994 BMW R 1100 GS
2021 BMW R 1250 GS Road Test Review
1999 BMW R 1150 GS

What I also didn’t know back then was that those two letters – G for Gelande (“terrain” in German) and S for StraBe (“street”), the slash between them soon dropped – would evolve into an abbreviation for adventure long before ADV stickers found their way onto aluminum panniers. Or that, years later, I would watch Ewan McGregor and Charlie Boorman ride R 1150 GS Adventures – descendants of that original R 80 G/S – around the world and be inspired to embark on my own adventures.

2021 BMW R 1250 GS Road Test Review
2004 BMW R 1200 GS
2021 BMW R 1250 GS Road Test Review
2008 BMW R 1200 GS

I rode an R 1100 GS with the Dakar-style tank through the soggy mountains of Wales. My wife and I did two-up tours on R 1200 GSs through the canyons of Arizona and Utah, across Canada, and through the wilds of Chile and Argentina. I rode the first liquid-cooled 1200 down California’s fog-shrouded Highway 1 and around the Rockies of Colorado. I’ve ridden them in snow, rain, rubble, and the dreaded sand. Once, I somersaulted a GS down a hill at BMW’s off-road Rider Academy in South Carolina, picked it up, and rode it back to base.

2021 BMW R 1250 GS Road Test Review
2013 BMW R 1200 GS
2021 BMW R 1250 GS Road Test Review
2021 BMW R 1250 GS

The earlier models required close attention to the oil level, and although I’ve suffered the odd puncture, a torn tire, and a luggage rack that disintegrated after 11 hours on Chilean roads, I’ve never had one fail on me. Not once.

There’s an obvious through-line from Uncle Clive’s R 80 G/S to the 2021 R 1250 GS tested here, but BMW’s flagship adventure bike has come a long way over the past four decades. Over multiple generations, engine displacement grew from 798cc to 1,254cc and output increased from 50 horsepower to 136, measured at the crank. (On Jett Tuning’s dyno, our test bike grunted out 119 horsepower at 7,900 rpm and 91 lb-ft of torque at 6,500 rpm at the rear wheel.) Air cooling evolved into air/oil cooling and then air/liquid cooling. Cylinders had two valves, then four, and overhead valves evolved into dual overhead cams with variable valve timing. It had five speeds, then six, and a single-plate dry clutch evolved into a multi-plate wet clutch.

2021 BMW R 1250 GS Road Test Review
An R 100 GS flanked by the 40 Years of GS Edition R 1250 GS and R 1250 GS Adventure.

As the engine and drivetrain evolved, so did the chassis. The Monolever was replaced by the Paralever, solving the problem of shaft jacking. The telescopic fork was replaced by the Telelever, which moved suspension action from the fork tubes to a single shock attached to the front of the frame and an A-arm, reducing front-end dive under braking. A single-disc front brake and rear drum were replaced by dual discs up front and a single disc out back.

We recently tested the new Kawasaki KLR650, a dual-sport that was introduced in 1984 (as a 600), just a few years after the R 80 G/S. Resistance to change and dedication to simplicity (and affordability) have been points of pride for the KLR, so much so that adding electronic fuel injection and optional ABS on the 2022 model was a Big Deal.

2021 BMW R 1250 GS Road Test Review
Inspired by the “bumblebee” R 100 GS, the 40 Years of GS Edition Package also includes yellow handguards, special graphics, a gold handlebar, and a stainless-steel luggage carrier.

BMW, on the other hand, has taken an early-adopter approach to technology. Fuel injection and ABS were offered on the GS in the early ’90s. Traction control (known as ASC) and Enduro ESA (Electronic Suspension Adjustment) were offered in 2008. Five years later, the GS got throttle-by-wire, riding modes, a Multi-Controller wheel for navigating settings and menus, multiple ABS modes, and Dynamic ESA that adapted the suspension to riding conditions. In 2019, the GS got the ShiftCam variable-valve timing system, a 5.7-inch TFT color display, and infotainment via Bluetooth connectivity to a smartphone. And the latest GS has a 6-axis IMU, which provides input for cornering ABS, lean-angle-sensitive traction control, and semi-active suspension, all of which have different settings for each riding mode. A new option on the 2024 model will supposedly do your taxes, but don’t quote me on that.

2021 BMW R 1250 GS Road Test Review
Although many R 1250 GS owners stick to the pavement, in the right hands it’s a surprisingly capable off-roader.

The GS’s enduring and broad appeal stems from its excellent handling, versatile performance, comfortable ride, comprehensive features, and renowned durability and reliability. It’s a capable canyon carver as well as a comfortable highway cruiser, great for loading up with a passenger and gear, and is surprisingly capable off-road. Nearly every GS owner – and motojournalist – has, at one time or another, described the bike as the Swiss Army knife of motorcycles.

Riding through Chile and Argentina with my wife on an R 1200 GS is one of the highlights of my motorcycling experience. Patagonia’s vast mountain ranges are a delight, but finding fuel was sometimes a challenge, and on one desolate backroad, I gladly accepted a sheep farmer’s offer of some fuel he kept in an old watering can. It’s at times like these you will be grateful for the knock sensors, which allow the GS to run on low-octane gas.

2021 BMW R 1250 GS Road Test Review
Special engine guards and gold cross-spoked wheels are part of the 40 Years of GS Edition Package.

Riding the R 1250 GS, I recalled that first trip through the Welsh mountains on the ’90s-era 1100. The performance improvements are night and day, with a huge increase in power but only a few pounds of additional weight. While the difference in acceleration is notable, the most pleasing aspect of the 1250’s engine is the abundant torque across the rev range. It allows for lazy short-shifting when relaxed riding is called for, or rewarding grunt when you feel like pushing the envelope.

2021 BMW R 1250 GS Road Test Review
At the heart of the model’s enduring appeal is its exceptional versatility.

The most telling improvement is the difference in handling and suspension. While older GS models responded begrudgingly to spirited inputs, our 1250 test bike, which was equipped with the optional Premium Package ($3,925) that includes Dynamic ESA, Ride Modes Pro, and a whole lot more, rolls out the red carpet. The latest version of BMW’s semi-active suspension setup now takes input from the IMU and automatically adjusts for various loads. The Telelever front end has always dulled meaningful feedback, but you can push the GS close to its limits with relaxed confidence. Chassis pitch is minimal and suspension compliance is phenomenal. It’s like riding on air.

2021 BMW R 1250 GS Road Test Review
BMW’s Atacama soft luggage is designed for long-distance adventure.

BMW made a few updates for 2021, starting with standard Integral ABS Pro. As before, the system is linked front to rear, so the hand lever actuates both front and rear brakes, but the brake pedal only actuates the rear brake. The ABS software has been updated to improve braking stability, and it works in conjunction with the IMU for better control on inclines. ABS Pro adapts to different on-and off-road conditions based on riding mode, with special settings in Enduro Pro and Dynamic Pro modes, and a more compact ABS unit is one pound lighter. Overall braking performance was excellent, whether riding solo or with the GS fully loaded and my wife riding pillion.

2021 BMW R 1250 GS Road Test Review
Solo or with a passenger, with or without luggage, on the road or off of it, the BMW R 1250 GS is an excellent all-around touring bike.

A new Eco riding mode takes advantage of the ShiftCam system to maximize range from the 5.3-gallon tank. All-around LED lights are standard, and a new adaptive headlight is available as an option, adjusting the sideward angle of the beam up to 35 degrees relative to lean angle to light up curves. Hill Start Control also comes as standard and was a useful addition in the traffic of hilly San Francisco. Just apply sharp pressure to either the brake lever or pedal at a stop, and the rear brake stays locked until you pull away. With optional HSC Pro (part of the Premium Package), the function can be customized to automatically activate when coming to a standstill on a gradient, and there are special settings for use in Enduro and Enduro Pro off-road modes.

2021 BMW R 1250 GS Road Test Review

Our test bike featured the 40 Years of GS Edition Package ($1,750), which is inspired by the “bumblebee” black-and-yellow paint scheme of the R 100 GS. In addition to yellow accents and special graphics, it has a gold handlebar with yellow handguards, yellow cylinder head covers, gold anodized cross-spoke wheels, and a stainless-steel luggage rack. Our test bike was further equipped with BMW’s side case carriers and Atacama soft side cases and luggage roll ($2,352).

2021 BMW R 1250 GS Road Test Review
Throttle-by-wire works with an IMU to enable a full suite of rider aids, comfort features, and optional equipment. Ride modes, semi-active suspension, cornering ABS, and lean-angle-sensitive traction control are all customizable. They can be selected and adjusted using the Multi-Controller wheel and other switches, with info displayed on the color TFT screen.

There certainly is a lot of newness to this latest GS, with all its sensors and settings, with its customizability and high-tech sophistication. But for someone like me, who has put more miles on more GSs in more places than I have on any other motorcycle, there’s a lot of familiarity too. Like the distinctive sound of the boxer Twin when it fires up. Or the feel of the engine when hard on the gas. Or the sensation of leaning into a turn, aided by those horizontal cylinders keeping the weight down low.

2021 BMW R 1250 GS Road Test Review
Wherever you’re headed, the GS will take you there.

Experience can’t help but color our opinions, as unbiased as we may try to be. So, if I’m honest, I’m more than a little partial to the big GS. Uncle Clive certainly started the fire all those years ago, but the embers were stoked over the course of thousands of miles in all sorts of conditions on three different continents. The GS has proven itself to me time and again, and this latest model is the most impressive yet.

2021 BMW R 1250 GS Road Test Review
Our 2021 BMW R 1250 GS 40 Years of GS Edition is also equipped with the Premium package, Light package, side carriers, and Atacama soft luggage, for an as-tested price of $26,071.

2021 BMW R 1250 GS Specs

Base Price: $17,995
Price as Tested: $26,071 (Premium & Lights Packages, 40 Years of GS Edition, side case carriers & luggage)
Warranty: 3 yrs., 36,000 miles
Website: bmwmotorcycles.com

ENGINE
Type: Liquid-cooled, longitudinal opposed-Twin, DOHC w/ VVT, 4 valves per cyl.
Displacement: 1,254cc
Bore x Stroke: 102.5 x 76.0mm
Compression Ratio: 12.5:1
Valve Insp. Interval: 6,000 miles
Fuel Delivery: BMS-X EFI
Lubrication System: Wet sump, 4.2 qt. cap.
Transmission: 6-speed, hydraulically actuated wet clutch
Final Drive: Shaft, 2.91:1

CHASSIS
Frame: Tubular-steel bridge frame w/ engine as stressed member & Paralever cast aluminum single-sided swingarm
Wheelbase: 59.6 in.
Rake/Trail: 25.5 degrees/3.9 in.
Seat Height: 33.5/34.3 in.
Suspension, Front: Telelever w/ single shock, electronically adj. & 7.5 in. travel
Rear: Single shock, electronically adj. & 7.9 in. travel
Brakes, Front: Dual discs w/ 305mm floating rotors, opposed 4-piston calipers & linked ABS
Rear: Single disc w/ 276mm rotor, 2-piston floating caliper & linked ABS
Wheels, Front: Spoked tubeless, 3.0 x 19 in. (as tested)
Rear: Spoked tubeless, 4.5 x 17 in. (as tested)
Tires, Front: 120/70-R19
Rear: 170/60-R17
Wet Weight: 548 lbs.
Load Capacity: 455 lbs.
GVWR: 1,025 lbs.

PERFORMANCE
Horsepower: 119 @ 7,900 rpm (rear-wheel dyno)
Torque: Torque: 91 lb-ft @ 6,500 rpm (rear-wheel dyno)
Fuel Capacity: 5.3 gal.
Fuel Consumption: 47 mpg
Estimated Range: 248 miles

2021 BMW R 1250 GS Road Test Review

The post 2021 BMW R 1250 GS | Road Test Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2021 Yamaha Tracer 9 GT | Road Test Review

2021 Yamaha Tracer 9 GT
New styling on the Tracer 9 GT includes full LED lighting and extended fairing lowers that provide additional weather protection for the rider’s legs. (Photos by Kevin Wing)

Some motorcycles are fantastic right out of the gate. Others take a little time to find their way. They’re diamonds in the rough, requiring an update or two to chip away the rough edges and realize their full potential. The 2021 Yamaha Tracer 9 GT is one such bike.

Eight years ago, I traveled to San Francisco for the press launch of the all-new Yamaha FZ-09. It was a naked sportbike with an exciting, brash engine, an 847cc inline-Triple with a crossplane crankshaft that imbued it with gobs of character and torque. And at just $7,990, it was a steal. But there were downsides, like fueling issues, mediocre suspension and brakes, and a rock-hard seat.

2021 Yamaha Tracer 9 GT
The Tracer 9 GT is a fully equipped sport-tourer. For 2021 and 2022 model years, it’s available in Redline (shown above) and Liquid Metal.

A year after the FZ-09 debuted, Yamaha released a sport-touring version called the FJ-09, which was equipped with an upper fairing, a windscreen, upgraded rider and passenger seats, revised suspension, and optional saddlebags. At $10,490, it was a bargain too, and certainly more practical than the FZ, but the FJ-09 still suffered from a herky-jerky throttle and suspension and brakes that fell well short of the engine’s capabilities.

Nonetheless, both the FZ-09 and FJ-09 sold well. The FZ-09 was updated for 2017, and its major shortcomings were addressed. When Yamaha decided to standardize model names globally, it became the MT-09, and for 2021 it was updated again with a larger 890cc Triple, a revised chassis, and new electronics.

The FJ-09 got its first major update for 2019, and it was offered in two variants, also with new names: the standard Tracer 900 and the premium, touring-ready Tracer 900 GT. Both models featured new styling, smoother throttle response, a longer swingarm for more stability, and a larger, one-hand-adjustable windscreen. The GT also had upgraded suspension, a TFT color display, cruise control, heated grips, and a quickshifter. All that goodness ratcheted up the price to $12,999 for the GT, but it was still a good value.

2021 Yamaha Tracer 9 GT
Larger 890cc Triple makes more power.

We quickly grew fond of the Tracer 900 GT, which was agile, responsive, and well-suited for solo touring. Following the press launch, I spent a few days exploring backroads in Oregon and California. After I put nearly 2,000 miles on the bike, former Managing Editor Jenny Smith installed Yamaha’s accessory comfort seat and touring windscreen. Then she embarked on a 7-day, 5,000-mile endurance test that included the Three Flags Classic, a rally with stops in Mexico, Canada, and the U.S. We were reluctant to give back the keys.

2021 Yamaha Tracer 9 GT
Like an adventure bike, the Tracer 9 GT has an upright seating position with generous legroom.

But 2021 is when the Tracer 9 GT has come of age. With a new name and now offered only in the GT version, it’s more capable, more comfortable, and more fully featured. It got the larger 890cc Triple from the MT-09, which is more powerful, more fuel efficient, and saves nearly 4 pounds of weight. On Jett Tuning’s dyno, the Tracer 9 GT made 108 horsepower at10,000 rpm and 63 lb-ft of torque at 7,200 rpm at the rear wheel. That’s a gain of 5 horsepower and 6 lb-ft of torque over the Tracer 900 GT we tested last year. During this test, we averaged 48.7 mpg, up from 44 mpg on the Tracer 900 GT. Fuel capacity increased slightly to 5 gallons on the Tracer 9 GT, and our estimated range was 243 miles, up from 211 miles on the previous model.

2021 Yamaha Tracer 9 GT
One-hand-adjustable windscreen and larger handguards provide good wind protection, and heated grips are standard.

Although throttle response issues were resolved during the previous update, the Tracer 9 gets the latest version of Yamaha’s Y-CCT (Yamaha Chip Controlled Throttle) throttle-by-wire, which uses an APSG (Accelerator Position Sensor Grip) for a more refined feel. A 15% increase in crankshaft inertia further smooths out on/off throttle transitions. On the road, there is a direct connection between the right grip and the rear wheel without any harshness.

2021 Yamaha Tracer 9 GT
Both the windscreen and seat are adjustable for height, and the handlebar and footpegs are adjustable for reach.

Yamaha’s D-Mode, which adjusts power and throttle response, now has four preset modes: 1, 2, and 3 offer full power with progressively milder response, while 4 reduces power and has the softest response. Mode 1 corresponds to what would be called “sport” mode on many motorcycles, which is often overly abrupt, but not so on the Tracer 9 GT. Throttle response is immediate without being too aggressive. As the dyno chart shows, torque is consistent through the rev range, so there’s always grunt available when you need it.

2021 Yamaha Tracer 9 GT
The Tracer has always been an agile bike, but the upgraded suspension and lighter wheels make it even better.

Wrapped around the engine is a new aluminum frame made using a controlled-fill diecast process that reduces mass and increases lateral rigidity by 50%. A 1.2-inch lower headstock and mounting the engine more vertically helps centralize mass. A new aluminum swingarm is mounted within the frame for more rigidity, and a new steel subframe increases load capacity and allows an accessory top trunk to be mounted along with the larger 30-liter saddlebags.

2021 Yamaha Tracer 9 GT
Larger saddlebags will hold a full-face helmet in each side, and they can be left unlocked for easy access.

The saddlebags are large enough to hold a full-face helmet in each side. The bags can be left unlocked for convenient access, locked for security, or removed to carry into a hotel room or to lighten the load for apex strafing. The lock barrels can be a little fiddly (which has long been an issue with Yamaha luggage), but with practice they work just fine.

2021 Yamaha Tracer 9 GT
New KYB semi-active suspension electronically adjusts damping based on real-time conditions.

Another upgrade for the Tracer 9 GT is semi-active suspension. The KYB Actimatic Damping System (KADS) uses input from a 6-axis IMU, the ECU, a hydraulic control unit, a stroke sensor on the fork, and an angular position sensor on the rear shock to adjust damping based on real-time conditions. The system electronically adjusts compression and rebound damping in the fork and rebound damping in the rear shock, and there are two modes, A-1 (sport) and A-2 (comfort). Spring preload must be adjusted manually using a tool for the fork (it’s in the toolkit) and a remote knob for the shock.

2021 Yamaha Tracer 9 GT
The Tracer 9 GT is ideally suited for solo sport-touring, but it has a comfortable passenger seat and can be fitted with an accessory top trunk.

With 5.1/5.3 inches of front/rear suspension travel, the Tracer 9 GT has plenty of available stroke to absorb bumps, seams, potholes, and other pavement irregularities. By adapting to changing conditions, the KADS suspension delivers a supple, compliant ride and it quickly firms up as needed to prevent excessive chassis pitch under braking and acceleration. The Tracer 9 GT feels more sure-footed in corners than its predecessor, with excellent grip from its Bridgestone Battlax T32 GT sport-touring tires. Agility has gotten a boost from new 10-spoke aluminum wheels made using Yamaha’s new “spinforging” process, which saves 1.5 pounds of unsprung weight.

2021 Yamaha Tracer 9 GT
Full LED lighting includes headlights, position lights, and cornering lights.

In addition to its new semi-active suspension, the Tracer 9 GT has a more comprehensive suite of IMU-based electronic rider aids derived from the YZF-R1 sportbike, including traction control, slide control, lift control, and ABS, with intervention adapted to lean angle and other inputs. The electronics have multiple modes, and the only system that can’t be turned off is ABS. The IMU also provides input for new LED cornering lights, which illuminate the insides of cornering when lean angle exceeds 7 degrees.

The Tracer 9 GT has an upright seating position, more like an adventure bike than the more committed ergonomics on many sport-tourers. Being able to sit up straight with no weight on the rider’s wrists, relaxed shoulders, and ample legroom makes it enjoyable to pile on the miles, and that’s what a sport-tourer is all about. The one-hand-adjustable windscreen and handguards provide good wind protection too.

2021 Yamaha Tracer 9 GT
A new dual TFT display provides a wealth of info, and what is shown in the grid on the right side is customizable.

Comfort and convenience features include cruise control, heated grips, and a quickshifter. In addition to upshifts, the quickshifter now provides clutchless downshifts with an auto-blipper. And the heated grips now offer 10 levels of adjustment. The Tracer also has full LED lighting, a 12-volt outlet behind the instrument panel, and a centerstand.

Yamaha has given the Tracer a unique dual-panel TFT display, with each screen measuring 3.5 inches. The speedometer, tachometer, gear indicator, and other functions are on the left panel. The right panel has a grid of four smaller displays that can be customized to show the rider’s preferred info, even if the information is also shown on the left panel. The mostly white-on-black text is crisp and clear, but some of the text is small. The TFT panels have a glossy surface that reflects sunlight and can make the screens appear too dim (brightness is not adjustable). Depending on the position of the sun, sometimes all I could see was the reflection of my riding jacket.

2021 Yamaha Tracer 9 GT
The Tracer is equipped with a centerstand for easier chain maintenance and loading/unloading the saddlebags.

Yamaha upgraded the rider’s seat with higher-quality cover material and added color-matched stitching. The dual-height rider’s seat can be set at 31.9 or 32.5 inches. To suit riders of different body types or preferences, the bars and footpegs can be adjusted. Rotating the bar-riser clamps allows the handlebar to be moved up 4mm and forward 9mm, and the footpeg brackets can be moved up 14mm and back 4mm. The passenger seat is now thicker and wider, and there’s a new integrated, one-piece grab handle.

The Tracer 9 GT’s many upgrades have raised the price to $14,899, which is $1,900 more than last year’s Tracer 900 GT. For those who are cross-shopping, BMW’s F 900 XR (with Select and Premium Packages but no saddlebags) is $15,045 and Kawasaki’s Versys 1000 SE LT+ costs $18,199. Even though the Tracer is more expensive than its predecessor, it’s priced lower than its closest competitors and no important features were left off the spec sheet.

2021 Yamaha Tracer 9 GT
New “spinforged” wheels save 1.5 pounds of unsprung weight. They also have larger-diameter axles and are fitted with Bridgestone Battlax T32 GT sport-touring tires.

Over the past several years we’ve put thousands and thousands of miles on the FJ-09, the Tracer 900 GT, and now the Tracer 9 GT. We were immediately won over by its exciting Triple and its playful maneuverability. Yamaha kept at it with a steady regimen of improvements and refinement, and the platform got better and better.

This year Yamaha hit the bullseye, and the Tracer 9 GT earned Rider‘s 2021 Motorcycle of the Year award. We’re more reluctant than ever to give the keys back.

2021 Yamaha Tracer 9 GT
The Tracer’s new saddlebags feature a floating stay damper system to absorb mass transfer during cornering to keep the chassis stable.

2021 Yamaha Tracer 9 GT Specs

Base Price: $14,899
Warranty: 1 yr., unltd. miles
Website: yamahamotorsports.com

ENGINE
Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
Displacement: 890cc
Bore x Stroke: 78.0mm x 62.1mm
Compression Ratio: 11.5:1
Valve Insp. Interval: 26,600 miles
Fuel Delivery: EFI w/ YCC-T & 41mm throttle bodies x 3
Lubrication System: Wet sump, 3.4 qt. cap.
Transmission: 6-speed, cable-actuated wet slip/assist clutch
Final Drive: O-ring chain

CHASSIS
Frame: Cast aluminum w/ engine as stressed member & cast aluminum swingarm
Wheelbase: 59.1 in.
Rake/Trail: 25 degrees/4.3 in.
Seat Height: 31.9/32.5 in.
Suspension, Front: 41mm inverted fork, electronically adj. rebound & compression, manually adj. preload, 5.1 in. travel
Rear: Single shock, electronically adj. rebound, manually adj. preload (remote), 5.4 in. travel
Brakes, Front: Dual 298mm discs w/ 4-piston radial calipers & ABS
Rear: Single 245mm disc w/ 2-piston caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 5.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 180/55-ZR17
Wet Weight: 503 lbs. (including saddlebags)
Load Capacity: 407 lbs.
GVWR: 910 lbs.

PERFORMANCE
Horsepower: 108 @ 10,000 rpm (rear-wheel dyno)
Torque: 63 lb-ft @ 7,200 rpm (rear-wheel dyno)
Fuel Capacity: 5.0 gals.
Fuel Consumption: 48.7 mpg
Estimated Range: 243 miles

2021 Yamaha Tracer 9 GT Specs

The post 2021 Yamaha Tracer 9 GT | Road Test Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 BMW R 18 Transcontinental | Road Test Review

2022 BMW R 18 Transcontinental
The 2022 BMW R 18 B “Bagger” and R 18 Transcontinental (above) are BMW Motorrad’s first foray into the heavyweight traditional touring cruiser segment. (Photos by Kevin Wing)

BMW has long been committed to designing and building motorcycles for travel, and the all-new 2022 BMW R 18 Transcontinental continues that tradition in a new segment for the German brand. BMW’s current lineup is filled with sport-tourers, adventure tourers, luxury tourers, and even a bagger, but all occupy the modern, performance-oriented end of the spectrum. Many are popular and sell in respectable quantities each year, especially on a global scale.

But here in North America – the biggest market for large-displacement motorcycles – cruisers are king. And when it comes to heavyweight touring cruisers, Harley-Davidson is by far the dominant brand.

2022 BMW R 18 Transcontinental
With a batwing-style fairing, audio and infotainment system, hard saddlebags, a trunk, a passenger seat with a wrap-around backrest, and other amenities, the R 18 Transcontinental is fully equipped for two-up, long-haul touring.

According to data from Infobike, two Harley-Davidson model families – Street Glide and Road Glide – accounted for 65% of global sales for heavyweight cruisers last year. If you add in Harley’s Electra Glide, Sport Glide, and Road King models, that number jumps to 84%. Of 67,859 units sold worldwide, Harley-Davidson accounts for 57,178 of them, and 49,331 (73%) were sold in the U.S.

That’s a lot of iron.

Carving out even a small slice of the big cruiser pie can be profitable, which is why the Japanese brands entered the traditional cruiser segment years ago. Taking a bite out of Harley’s market share motivated Polaris to launch Victory in 1998 and buy Indian in 2011. BMW gave it a shot, too, when it launched the R 1200 C back in 1998, but its small engine, funky ergonomics, and out-of-touch styling failed to resonate with buyers.

A Bigger Boxer

For its traditional cruiser reboot, BMW focused on both style and substance. First, it needed an engine – a big one. Just as Harley-Davidson is known for V-Twins, BMW is known for its horizontally opposed “boxer” Twins. In the spring of 2019, BMW unveiled a prototype engine it called the Big Boxer, which was the centerpiece of The Revival Birdcage, a minimalist custom built by Revival Cycles and shown at the Handbuilt Show in Austin.

Later that year, BMW unveiled the Concept R18 /2 and revealed that the Big Boxer displaced 1,800cc, making it by far the largest boxer to come out of Germany. In early April 2020, just as the pandemic began to suck all the air out of the room, BMW announced a production-ready model called the R 18. Rather than the modern styling of the Concept R18 /2, the R 18 had traditional styling inspired by the 1930s-era BMW R 5.

2022 BMW R 18 Transcontinental
Aimed at solo riders, the R 18 B foregoes the trunk and has a slimmer seat and a shorter windscreen. It also weighs substantially less than the TC.

Greg’s Gear
Helmet: HJC RPHA 90S
Jacket: Vanson Stormer
Gloves: Highway 21 Trigger
Pants: Fly Racing Resistance Jeans
Boots: Sidi Gavia Gore-Tex

When we finally got a chance to test the R 18 late last year, former EIC Mark Tuttle wrote: “At 788 pounds fully fueled sitting on a long 68.1-inch wheelbase, the R 18 looks and feels overbuilt, like there’s a roomful of bagger and dresser bodywork tucked away somewhere just waiting to be hung on the sturdy platform.” The R 18 Classic, equipped with a windshield and semi-soft saddlebags, soon joined the lineup. But it wasn’t until this past summer that BMW announced the models that would compete with all those Road Glides and Street Glides.

Flight of the Hard Baggers

The R 18 B “Bagger” and R 18 Transcontinental fully realize the vision of what the Big Boxer platform was meant to be. Both have a handlebar-mounted batwing-style fairing, an infotainment system, hard saddlebags, and a comfy passenger seat. And the Transcontinental adds a top trunk with a wrap-around passenger backrest.

BMW invited Rider to test both models at their U.S. press launch in Denver, Colorado. After the one-day press ride, I spent four days riding an R 18 Transcontinental (TC) more than 1,500 miles through five states, with my wife, Carrie, as a passenger and the luggage packed full of gear.

PHOTO CAPTION: Carrie and I loaded up the R 18 TC and set off on a 1,500 mile journey. Starting in Denver, we rode west through the Rockies, crossing the Continental Divide several times (Loveland Pass, Hoosier Pass, and Monarch Pass) and visiting Black Canyon of the Gunnison National Park. We continued west through Utah and Arizona, riding through the red rocks of Monument Valley, crossing the Colorado River, and visiting the North Rim of the Grand Canyon. (Photos by the author)

Whereas the K 1600 B and K 1600 Grand America are high-performance, high-tech touring bikes powered by BMW’s inline-Six, the R 18 B and R 18 Transcontinental take a different approach. The K 1600 mill is ultra-smooth and makes 130 horsepower and 106 lb-ft of torque at the rear wheel. Traditional cruiser buyers aren’t concerned about horsepower. They want generous torque at low revs, and they want an engine with rumbling sound and feel. When we put the R 18 on Jett Tuning’s dyno, it made 109 lb-ft of rear-wheel torque at just 2,900 rpm, with more than 100 lb-ft of torque on tap from 2,000 to 3,600 rpm. Horsepower topped out at 80 at 4,500 rpm, and the rev limiter kicks in 6,000 rpm.

2022 BMW R 18 Transcontinental
BMW’s 1,802cc Big Boxer lives up to its name.

The R 18 B and R 18 TC are both equipped for long-haul touring, but they’ll appeal to different buyers. With its low windshield and slim seat, the R 18 B is suited for solo touring and boulevard cruising with the occasional passenger. Designed for two-up touring, the R 18 Transcontinental is equipped with a tall windshield, a wide seat, wind deflectors, driving lights, heated seats, highway bars, a trunk, and a passenger backrest. The saddlebags hold 27 liters each, and the TC’s trunk holds 48 liters. Fuel capacity is a generous 6.3 gallons (up from 4.2 on the R 18), and over the course of more than 1,500 miles on the TC, every one of them ridden two-up and fully loaded, we averaged 42.5 mpg, which translates to about 268 miles of range.

The Right Tool for the Job

The R 18 B and R 18 TC are not just the R 18 with a fairing and luggage tacked on. Their shared frame was beefed-up to carry more weight; even with their higher curb weights, load capacity meets or exceeds that of the standard R 18. Compared to the R 18, the B and TC have a shorter wheelbase (66.7 inches, down from 68.1), less rake (27.3 degrees, down from 32.7 degrees), and more trail (7.2 inches, up from 5.9). They also have more rear suspension travel (4.7 inches, up from 3.5), which translates to additional cornering clearance (35 degrees, up from 32), and the rear shock auto-levels to accommodate various loads. The B and TC are heavier, but they handle better, especially on twisty roads and during low-speed maneuvers.

2022 BMW R 18 Transcontinental
Compared to the standard R 18, a beefed-up frame increases load capacity, revised chassis geometry improves handling, and additional rear suspension travel increases cornering clearance.

The R 18 B and R 18 TC bikes we tested were equipped with optional packages that BMW believes most buyers will want. The Select Package adds a locking fuel filler cap, central luggage locks, a tire-pressure monitoring system, an anti-theft alarm, and heated seats on the B (they’re standard on the TC). The Premium Package adds the Adaptive Headlight with a mechanical cornering light function, which swivels +/-35 degrees to illuminate the inside of curves, as well as hill-hold control, reverse assist, Active Cruise Control, and Marshall Gold Series speakers in the saddlebag lids and, on the TC, in the passenger backrest.

In the Saddle

During the one-day press ride, I logged about 100 miles on the R 18 B. With its low, 28.3-inch seat and mid-mount footboards, my knees were level with my hips and my back was straight, which I preferred over the hip-rotating “clamshell” seating position that’s common on many cruisers. A comfortable reach to the pullback handlebar allowed me to maintain a relaxed bend in my elbows, and smooth airflow over the low windscreen hit right at helmet level with no buffeting.

BMW R 18 Transcontinental
Luxury touring amenities on the TC include plush heated seats, a passenger backrest, and surround-sound audio.

Because the Big Boxer’s cylinders jut far out to the sides, the rider’s legs are hemmed in place, limiting options to adjust knee and hip angle during long stints in the saddle. The engine is too wide to accommodate highway pegs, so BMW will offer (though we didn’t get a chance to test) accessory leg rests so riders can stretch out their legs on top of the cylinders without roasting their calves. The TC has highway bars in front of the cylinders, and my legs are long enough that I was able to put my heels on them and mostly straighten out my knees, though only briefly because it felt awkward.

Thicker foam in the TC’s seat adds nearly an inch of seat height, which resulted in more legroom and additional comfort during the 350- to 400-mile days in the saddle on our ride from Colorado to California. Carrie found the TC’s passenger seat and backrest to be all-day comfortable, and she liked the comfort and convenience of the footboards, especially when climbing on and off the bike.

2022 BMW R 18 Transcontinental
The BMW R 18 Transcontinental is designed for America’s wide-open spaces.

Airflow over the TC’s tall windscreen went above my helmet, and Carrie appreciated the calm pocket of air with no turbulence. The top edge of the non-adjustable screen was in my line of sight, which was sometimes distracting during back-and-forth cornering. At the bottom edge of the TC’s fairing are adjustable air flaps that can be closed or opened to direct air into the cockpit. It also has non-adjustable wind deflectors mounted atop the highway bars, which were helpful when temps dropped as low as 40 degrees on Colorado’s Million Dollar Highway, but less so when we encountered triple-digit highs in the deserts of Arizona and Nevada.

Large and In Charge

To assist riders while piloting these machines, the cockpit is packed with data, functions, switches, and buttons. Behind the fairing are four analog gauges (speedo, tach, fuel, and power reserve) and an enormous 10.25-inch TFT color display, with different screens for vehicle info as well as music, phone, and navigation functions via a smartphone and the BMW Motorrad Connected app. BMW’s Multi-Controller wheel on the left grip makes menu navigation, volume control, and other functions easy, but the TFT’s hardened, glare-resistant screen isn’t touch-enabled.

2022 BMW R 18 Transcontinental
Mission control includes analog gauges, a huge 10.25-inch TFT display, BMW’s proprietary Multi-Controller wheel on the left grip, and sensibly placed buttons.

BMW partnered with Marshall to create a premium audio system for the R 18 B and TC, and the standard setup includes two 25-watt speakers in the front fairing. The Premium Package adds two 90-watt subwoofers in the lids of the top-loading saddlebags and brings total output up to 230 watts on the B. The Premium-equipped TC gets another pair of 25-watt speakers in the passenger backrest, for a total of 280 watts. The surround-sound audio pumps out the jams, and the subwoofers add serious bass.

One downside of the extra speakers is that they reduce storage capacity by 0.5 liter in each of the saddlebags and 1 liter inthe trunk. The saddlebags seem large on the outside, but their narrow interiors present some challenges with packing (BMW offers accessory drop-in liner bags that should make the process easier). The trunk has a spacious, carpet-lined interior with a charging port. Pop-up metal levers with positive actuation make the luggage easy to open, close, and latch even when filled to the brim, and the central locks add convenient security.

On the Road

The R 18s have three ride modes – Rock, Roll, and Rain – that alter throttle response, idle character, engine-drag torque control, and traction-control intervention. In Rock mode, they feel lumpy and shake a lot at idle to add some visceral theater, and throttle response is direct. But in Roll and Rain mode, the response feels duller and slow to respond. The single-plate dry clutch requires some slip when pulling away from stops on hills and riding up steep hairpins, but the 6-speed transmission shifts smoothly and the heel-toe shifter comes in handy.

2022 BMW R 18 Transcontinental
The TC’s fixed-height windscreen was sometimes distracting while cornering. The LED Adaptive Headlight swivels up to 35 degrees in each direction.

Like most heavyweight cruisers, the R 18 B/TC work best when they are short-shifted and kept in their peak torque range. Riding the TC day after day, it cruised smoothly in top gear and when maintaining steady throttle on flat stretches of road. Rolling on and off the gas while accelerating or negotiating curves and grades, however, sent a fair amount of vibration through the seat and grips that became tiresome after a while.

Despite the weight of the fairing on the handlebar, the R 18 B/TC steer with stability and confidence, though some effort is required. The massive brakes with BMW’s linked Full Integral ABS slow down the heavy bikes with authority, and the large brake and clutch levers are adjustable for reach. The R 18 and R 18 Classic have spoked wheels with tube-type tires, but the R 18 B/TC roll on cast wheels with tubeless tires, which is a real boon for roadside flat repairs.

Dynamic Cruise Control is standard on the B and TC, and, if necessary, it applies the brakes to slow the bikes on steep descents to maintain the set speed. Active Cruise Control, which is part of the Premium Package, uses radar sensors embedded in the front fairing that scan the lane in front of the bike when cruise control is activated. If a vehicle is detected in front of the bike, the system will automatically reduce speed to maintain a fixed distance. Using inputs from the lean-angle sensors, ACC also adjusts speed to assist with safer cornering. The system works well and isn’t affected by vehicles in adjacent lanes.

2022 BMW R 18 Transcontinental
An early-morning exploration of roads near Golden, Colorado.

Toward the Horizon

Given BMW’s extensive experience in the touring segment, it’s no surprise that it built fully featured, highly functional heavyweight touring bikes right out of the gate. Traditional cruisers, though, are as much about style as they are about substance, and it’s tricky to strike the ideal balance. The R 18 B and R 18 Transcontinental are good-looking motorcycles that caught the attention of many people we encountered at gas stations, restaurants, hotels, and national parks.

Cruiser buyers tend to be conservative. They’re wary of unconventional styling and will embrace high-tech features only if they don’t alter the look and feel of the motorcycle. BMW’s Big Boxer is a large-displacement air-cooled Twin, but its configuration is very different from a traditional V-Twin.

Likewise, there was no small amount of skepticism from the ADV crowd about Harley-Davidson building an adventure bike, a segment long dominated by BMW. But the Pan America 1250 proved itself to be highly capable, and Harley says it has become the best-selling ADV in the U.S.

For those interested in a heavyweight bagger or full-dress tourer with traditional styling, the R 18 B and R 18 Transcontinental are worthy choices

2022 BMW R 18 Transcontinental
Our R 18 Transcontinental test bike was equipped with the Premium and Select Packages, First Edition Black Storm paint scheme, Vance & Hines exhaust, and select Roland Sands Design accessories, for an as-tested price of $35,244.

2022 BMW R 18 B / Transcontinental Specs

Base Price: $21,945 / $24,995
Price as Tested: $28,420 (Premium & Select Packages, Galaxy Dust metallic/Titanium Silver 2 metallic) / $35,244 (Premium & Select Packages, First Edition Black Storm, Vance & Hines exhaust, Roland Sands Design accessories)
Website: bmwmotorcycles.com

ENGINE
Engine Type: Air-/oil-cooled, longitudinal opposed flat-Twin, OHV w/ 4 valves per cyl.
Displacement: 1,802cc (110ci)
Bore x Stroke: 1 x 100.0mm
Compression Ratio: 9.6:1
Valve Insp. Interval: 6,000 miles
Fuel Delivery: BMS-O EFI w/ 48mm throttle body
Lubrication System: Wet sump, 4.2 qt cap.
Transmission: 6-speed, hydraulically actuated single-plate dry slipper clutch
Final Drive: Shaft

CHASSIS
Frame: Tubular-steel double cradle w/ tubular-steel double-sided swingarm
Wheelbase: 66.7 in.
Rake/Trail: 27.3 degrees/7.2 in.
Seat Height: 28.3 in. / 29.1 in.
Suspension, Front: 49mm telescopic fork, no adj., 4.7 in. travel
Rear: Single cantilever shock, adj. for spring preload, 4.7-in. travel
Brakes, Front: Dual 300mm discs w/ 4-piston opposed calipers & ABS
Rear: Single cantilever shock, adj. for spring preload, 4.7-in. travel
Wheels, Front: Cast, 3.5 x 19 in.
Rear: Cast, 5.0 x 16 in.
Tires, Front: 120/70-B19
Rear: 180/65-B16
Wet Weight: 877 lbs. / 941 lbs. (claimed, base models)
Load Capacity: 512 lbs. / 448 lbs. (claimed, base models)
GVWR: 1,389 lbs.

PERFORMANCE
Horsepower: 80 hp @ 4,500 rpm (2021 R 18, rear-wheel dyno)
Torque: 109 lb-ft @ 2,900 rpm (2021 R 18, rear-wheel dyno)
Fuel Capacity: 6.3 gals.
Fuel Consumption: 42.5 mpg
Estimated Range: 268 miles

The post 2022 BMW R 18 Transcontinental | Road Test Review first appeared on Rider Magazine.
Source: RiderMagazine.com