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2020 Harley-Davidson Road Glide Limited | Tour Test Review

November 2, 2020 mcnews Leave a comment

American V-twin motorcycles are big, boisterous, and have an unmistakable rowdy personality. Love ’em or hate ’em, they immediately assert their presence in the parking lot of any roadside haunt. The thrum of a massive, torque-rich engine and a booming exhaust note have almost become synonymous with Harley-Davidson — best exemplified in its touring machines.

Receiving a spit-shine from the Bar and Shield marque, the 2020 Harley-Davidson Road Glide Limited replaces the Ultra in H-D’s touring bike lineup and adds premium finishes, along with high-tech options, to an already bright feather in the brand’s cap.

Subtle updates to the luxury long-hauler come in the form of a gloss-finished inner fairing, painted pinstriping, new badges on the 6.0-gallon fuel tank and fenders, as well as heated grips. A dizzying array of paint options are available this year, along with a Black Finish package ($1,900) that bestows an ebony touch to nearly every piece of hardware. New premium 18-inch Slicer II wheels are the soul mechanical changes, up from 17- and 16-inch wheels on the Ultra.

At its core, it’s still the same shark-nosed Road Glide with the bright LED Daymaker headlights, Boom! GTS infotainment, a massive top-case, premium Showa Dual Bending Valve suspension, linked braking by Brembo, a potent Twin-Cooled Milwaukee-Eight 114 powerplant, palatial seating and fit-and-finish fit for kings. This is a machine for the American V-twin touring faithful, dressed in full regalia.

The big news this year is optional tech. For $995, any H-D touring bike (save for the Electra Glide Standard) can be equipped with H-D’s Reflex Defensive Rider System, which includes linked-braking cornering ABS, lean-sensitive traction control, hill-start control, tire pressure monitoring and an engine braking management system to reduce rear-wheel lock when decelerating. We’ll dive into its functionality later.

What the Road Glide Limited yearns for is exploring the highways and hidden gems of your state. So, I did just that on this Tour Test, taking the RGL on a two-wheeled pilgrimage through Central California amidst a record-breaking heat wave and wildfires. Both made planning a route with reasonable temperatures and smoke-free scenery for photos a challenge, but it was a mere inconvenience compared to the challenge portions of the Western U.S. face, battling unprecedented drought and wildfires. The loss of life and property has been staggering, and our hearts go out to those who have had their lives upended.

With the Tour-Pak and saddlebags filled to the brim, I set off in search of more temperate weather. The fog-blanketed beach cities of California’s coast were more than tempting.

Santa Paula, California, is an unassuming agriculture town nestled in the nook of the Santa Clara River Valley. It’s quaint, quiet, and has loads of quality places to nab a breakfast burrito. It’s also where you can pick up California State Route 150 and venture into the Transverse Ranges, home to numerous legendary motorcycling roads.

2020 Harley-Davidson Road Glide Limited Horsepower — The Twin-cooled M8 powerplant has loads of torque and manages heat much better than its predecessor.

Action is relatively light on SR 150; it mostly saunters up the hills and allows me to take in the RGL’s lavish accommodations for the first time. At 5-feet, 10-inches, the Limited’s cockpit has everything I can ask for on a long ride. Its plush, supportive leather-bound seat is 27.2-inches high (laden), and the mini-ape handlebar provides all the leverage I could want while keeping me in a neutral position. Floorboards allow plenty of movement during droning freeway rides, although the brake pedal angle is a tad acute. Meanwhile, the triple Splitstream frame-mounted fairing with a tall touring windscreen offers excellent wind protection and airflow.

The Boom! Box GTS infotainment unit’s full-color TFT touchscreen has useful features like navigation, phone connectivity and vehicle data. Audio is clear, even when riding at freeway speeds, and the radio signal is downright impressive. Apple CarPlay and Android Auto are supported. However, you’ll need to have your device connected to the USB port in the fairing cubby, and also be wired in directly with a helmet headset to use them.

Branching off SR 150 is the legendary State Route 33, a road that any motorcyclist in California worth their salt has traversed. With more views and winding corners than you can shake a stick at, some might even be interested in calling it a day after taking it in. I’d recommend a quick break at one of the many overlooks on Pine Mountain.

Dropping into the flatlands, temperatures spike into the triple digits during the summer in the San Joaquin Valley, making the ride through oil towns such as Maricopa, Derby Acres (population 322!), and Taft a drag if it weren’t for the standard cruise control. Once in Taft, it’s time to top off the RGL because my next stop won’t be until Morro Bay, about 116-miles away and well within the bike’s 217.5-mile fuel range.

State Route 58 is a gem of a road with variety that’s rarely matched. Epic curves lead into long slogs through majestic wheat fields, and if the time of year and conditions are right, you might catch a California poppy super-bloom.

Roads like the 58 are where the Road Glide Limited shines. Our last 114 M8 engine produced a healthy 78 horsepower at 4,800 rpm and a stomping 104 lb-ft of torque at 2,900 rpm at the rear wheel on the Jett Tuning dyno. If you had doubts about the fully loaded RGL’s ability to get-up-and-go, put them to rest now, because she’ll compress you into the seat lickety-split. The 114ci M8 hums a nice, bassy tune with just enough visceral vibration coming through to let you know that it’s alive.

2020 Harley-Davidson Road Glide Limited MSRP

The 114’s chunky gearbox makes sturdy, positive shifts befitting of the RGL’s size. However, clutch pull is quite heavy, making clutch modulation during low-speed maneuvers tricky and taxing when in traffic. Luckily, all that luscious torque and well-spaced gear ratios will almost allow you to leave it in 6th gear, settling into a rhythm on a road like 58.

The 922-pound Road Glide takes some effort to lift off the sidestand and is cumbersome at low speeds, like many touring bikes of this size — plan your route carefully in tight spaces. Once you’re rolling, its low center of gravity and gentle handling perform well, and thanks to the Road Glide Limited’s frame-mounted fairing, steering is noticeably lighter than its Electra Glide brethren with fork mounted fairings. A bit of input on the mini-ape hanger bar and the RGL will tip in as quickly and as controlled as you’d like, holding a steady line.

2020 Harley-Davidson Road Glide Limited Seat Height — Spacious and comfortable accommodations are long-haul ready.

The non-adjustable 49mm Showa Dual Bending Valve fork with 4.6-inches of travel does a commendable job of hiding road impurities. The spring preload adjustable rear shock with 3-inches of travel can struggle to deal with hard-edged potholes but does soak up rough roads well, in general.

I did notice that when the pace picks up, the RGL’s plush setup, abbreviated suspension travel and older dual-shock chassis design show their limitations. Over long, fast sweepers, wallowing can be felt that serves as a warning to cool your jets. It never truly gets out of shape, but it’s as if the Road Glide is tapping you on the shoulder, saying, “More Grand Tour, less Gran Tourismo, kid.”

Branching off 58 is the short, but very sweet SR 229 — colloquially known as “Rossi’s Driveway.” This single-lane, undulating road sweeps through loads of twisting, blind corners in a roughly 8-mile stretch of tarmac and seems like something only a motorcyclist could dream up — hence the reference to Italian MotoGP star, Valentino Rossi. It’s still fun to hustle the big RDL on a road seemingly built for Supermotos.

With the sun setting behind the hills, I connected to State Route 41, making my way to Morro Bay. Even at dusk, inland temperatures this time of year are high. As you drop down toward the coast, the reprieve comes with each mile, eventually leading to a cool, socked-in beach city.

Morro Bay is a kitschy spot with beautiful views and seafood along the boardwalk, which isn’t a bad place to stretch your legs after a good ride. It’s a surf town with a vibe to match; things happen at their own pace here, unless you’re working the bustling docks or fishing boats. There’s plenty of affordable lodging, as well as more ritzy accommodations and even camping options nearby.

In the morning, we headed south on U.S. 101 in search of winding roads, jumping on SR 166 to Tepusquet Road in the Santa Maria Valley. Much like Rossi’s Driveway, Tepusquet sachets through the mountain range, diving in and out of the valley, with plenty of action to perk you up in the morning. There is something fun about wrangling a bike of this size through narrow, single-lane roads.

Brembo provides the braking hardware, with 300mm rotors all around. Feel at the lever is progressive and does require a generous pull if you need to stop in a hurry — like when wild turkeys run out in your path.

In those moments, H-D’s RDRS rider aid package goes from optional to mandatory. On compact, often dirty mountain roads, I’ll ride with more confidence when faced with corners filled with debris or obstacles.

Tepusquet Road spits you out into wine country, with grapevines as far as the eye can see, and onto Foxen Canyon Road. One can saunter along the Foxen Canyon Wine Trail or make the foliage blur along the respectably winding road. Asphalt here is something of a mixed bag due to all the agriculture vehicles, and again, highlights the need for a decent electronics package.

When I hit SR 154, I know that my ride is coming to a close. In a short time, I’ll be winding down the mountain in Santa Barbara, California, and reconnecting with U.S. 101 for the slog back into SoCal. The Road Glide Limited has been a fixture in American V-twin touring due to opulent rider and passenger comfort and massive storage capacity. In 2020, its chassis is beginning to show its age, but when it comes to luxury touring, the feature-loaded Road Glide Limited offers everything else one could want.

Nic’s Gear:
Helmet: Bell SRT-Modular
Jacket: Scorpion Phalanx
Pants: Scorpion Covert Ultra
Gloves: Racer Soul
Boots: Stylmartin jack

2020 Harley-Davidson Road Glide Limited

Base Price: $28,299
Price as Tested: $33,394 (RDRS, color)
Warranty: 2 yrs., unltd. miles
Website: harley-davidson.com

Engine
Type: Precision liquid-cooled, transverse 45-degree V-twin
Displacement: 1,868cc (114ci)
Bore x Stroke: 102.0 x 114.0 mm
Compression Ratio: 10.5:1
Valve Train: OHV, 4 valves per cyl.
Valve Adj. Interval: NA (self-adjusting)
Fuel Delivery: Electronic Sequential Port Fuel Injection
Lubrication System: Dry sump, 5-qt. cap.
Transmission: 6-speed, hydraulically actuated wet assist-and-slipper clutch
Final Drive: Belt

Electrical
Ignition: Electronic
Charging Output: 625 watts max.
Battery: 12V 28AH

Chassis
Frame: Tubular-steel double cradle w/ two-piece backbone & steel swingarm
Wheelbase: 64.0 in.
Rake/Trail: 26 degrees/6.7 in.
Seat Height: 27.2 in. (laden)
Suspension, Front: 49mm stanchions, no adj., 4.6-in. travel
Rear: Dual shocks, adj. preload w/ remote knob, 3-in. travel
Brakes, Front: Dual 300mm floating discs w/ opposed 4-piston calipers, fully linked & ABS
Rear: Single 300mm fixed disc w/ opposed 4-piston caliper, fully linked & ABS
Wheels, Front: Cast, 3.5 in. x 18 in.
Rear: Cast, 5.0 x 18 in.
Tires, Front: 130/70-BH18
Rear: 180/55-BH18
Wet Weight: 922 lbs. (as tested)
Load Capacity: 438 lbs. (as tested)
GVWR: 1,360 lbs.

Performance
Fuel Capacity: 6 gals., last 1.0 warning light on
MPG: 91 PON Min (low/avg/high) 33.0/36.3/43.1
Estimated Range: 217.5 miles
Indicated RPM at 60 MPH: 2,200

2020 Harley-Davidson Road Glide Limited Tour Test Review Photo Gallery:

The post 2020 Harley-Davidson Road Glide Limited | Tour Test Review first appeared on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

Rider Magazine’s 2020 Motorcycle of the Year

October 6, 2020 mcnews Leave a comment

No doubt the year 2020 is primarily going to be remembered for a nasty pandemic, civil unrest and a tumultuous election (and to think it’s only August!). With all of that on our minds, finding a silver lining to fall back on can be tough, but there are actually several in motorcycle land this year. No one expected, for example, that the need for social distancing would inspire people to buy dirt bikes — as I write this, 50% more new off-highway bikes were sold in the first half of 2020 than in the same time period last year. New on-highway motorcycle sales are still in the doldrums, but many dealers can’t keep entry-level dual-sports and used road bikes in stock. Turns out motorcycles can satisfy the need to distance ourselves in a fun and thrilling way, yet another silver lining in a year a lot of us would like to see in the rearview mirror.

Before 2020 enters the history books, there’s the important and exciting matter of selecting Rider’s Motorcycle of the Year. Despite temporary factory shutdowns and press introductions going virtual, the manufacturers still found a way to bring more than 75 all-new or significantly changed motorcycles to their lineups, and the preponderance of great bikes made our decision pretty difficult. Turns out our winner was actually introduced in 2019 as a 2020 model and was among the first 2020s we tested last year. Other notable contenders for the title are on the facing page, and that list could go on and on, what with machines like Harley’s new electric LiveWire, the Suzuki Katana and Moto Guzzi V85TT Travel also in dealerships as 2020 models. Manufacturer production timing varying as it often does, we didn’t get the opportunity to ride every 2020 model before we had to settle in and pick one as the MOTY in time for this issue. And though we may have actually ridden several early release 2021 models that might be available at your dealer before it was time to select the MOTY—the Yamaha Ténéré 700, for example—since they’re not 2020 models they’re not eligible for this year’s award, though we will include them in next year’s considerations.

So it’s never easy, but one machine did stand out above the rest as our pick for the 2020 Motorcycle of the Year, because it’s capable of so much and represents a solid improvement in a very popular category. Our choice, as always, goes to a machine that succeeds best at its intent and could be considered a game-changer. We celebrate all new motorcycles, as they each represent the opportunity to get more people on two wheels, experiencing this great adventure we know and love…even while staying 6 feet apart. Congratulations to all of the manufacturers, and thank you for keeping our passion alive in a year in which it might be tempting to run away and hide….

The contenders…

BMW F 900 R

BMW F 900 R/XR | Road Test Review

The successor to BMW’s popular F 800 R naked bike gets a smoother, larger and more powerful parallel twin with great character thanks to a new imbalanced firing interval. An all-new chassis and suspension and relaxed seating help it carve corners in comfort, and you can pay just $8,995 or boost the price with a slew of the latest electronic enhancements as accessories.

Harley-Davidson Road Glide Limited

2020 Harley-Davidson Road Glide Limited | First Ride Review

Powered by the Twin-Cooled Milwaukee-Eight 114, the Road Glide Limited has premium suspension, linked Brembo brakes with ABS and a Boom! Box GTS infotainment system with color touchscreen. Premium features such as painted pinstriping, a gloss-finish inner fairing and Slicer II Contrast Bright wheels are icing on the cake.

Honda Africa Twin CRF1100L Adventure Sports ES

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

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

KTM 390 Adventure

2020 KTM 390 Adventure | Road Test Review

With a base price of just $6,199, the new single-cylinder 390 Adventure is a lot of KTM for the money, with adjustable front and rear WP suspension, a full-color TFT display, lean-angle sensitive traction control and Bosch 2-channel cornering ABS, with a quickshifter offered as an option. A smaller bike for big adventures on or off the road.

Suzuki V-Strom 1050XT

2020 Suzuki V-Strom 1050XT | Tour Test Review

When it launched the DL1000 V-Strom, Suzuki became the first Japanese manufacturer to offer a big adventure bike in the U.S. For 2020 engine displacement is unchanged but its 1,037cc V-twin makes more power, and the bike gets throttle-by-wire, an updated traction control system, new instrumentation and LED lighting, all wrapped in attractive new retro styling.

Triumph Tiger 900 Rally Pro

2020 Triumph Tiger 900 GT and Rally Pro | First Ride Review

Triumph has updated its middleweight ADV platform with a larger engine, a new chassis, technology, styling and more. The engine gets a unique firing interval for great sound, and a lighter new tubular-steel chassis give both the street-oriented GT and more dirt-worthy Rally great handling. Pro versions of each add creature comforts and high-end electronics.

Yamaha MT-03

2020 Yamaha MT-03 | First Ride Review

Essentially a naked version of the YZF-R3 sportbike, the MT-03 shares the aggressive, mass-forward styling of the larger MTs in Yamaha’s Hyper Naked family, but powered by the same smooth, 321cc parallel twin with 180-degree firing order as the YZF-R3. Priced at just $4,599 and weighing less than 375 pounds, the MT-03 is a scrappy little bike with a big heart.

And the winner is…

Indian Challenger

Rider Magazine's 2020 Motorcycle of the Year Award — 2020 Indian Challenger (Photo by Barry Hathaway)

2020 Indian Challenger | Road Test Review

In just a few short years Indian has forged a complete lineup of American V-twin cruisers, baggers, touring bikes and street trackers that have both taken on the competition and established Indian as a well-rounded manufacturer of both contemporary and traditional motorcycles. The name of one of its new motorcycles for 2020 makes its intentions very clear: Challenger. Aimed squarely at Harley-Davidson’s popular Road Glide line, at the heart of the daringly styled Challenger with its frame-mounted fairing is Indian’s new liquid-cooled Powerplus 108 V-twin. Though its 1,768cc displacement is 122cc smaller than that of the 1,890cc Thunder Stroke 116 found in most of Indian’s heavyweight lineup, the PowerPlus revs higher and makes more torque. On the Jett Tuning dyno it also out-pulled all of the competition by cranking out an impressive 113.3 lb-ft of torque and 107.6 horsepower when we ran it for the December 2019 issue. So the bike not only delivers right-now power for rapid acceleration, its liquid-cooled design also means much less heat radiates into the cockpit, eliminating our biggest complaint about the air-cooled Thunder Stroke.

Rather than implement partial liquid-cooling, Indian gave the Challenger full conventional liquid cooling, wrapping the front frame downtubes around the blacked-out radiator to help downplay its presence. Throttle-by-wire enables three riding modes and cruise control, and hydraulic valves and cam chain tensioners reduce maintenance for a thoroughly modern engine with classic style.

Outside of the engine bay, the Challenger is designed not only for style and performance but also touring, with a fairing and electric windscreen that provide good wind protection, a seat and riding position that are all-day comfortable and generous luggage capacity of 68 liters. The Ride Command infotainment system with its large 7-inch touchscreen and 100-watt audio keeps the riders informed and entertained, and even the base Challenger model has conveniences such as keyless ignition. The Challenger Dark Horse adds navigation, a customizable route builder, connected weather and traffic services and contrast-cut wheels with tire-pressure monitoring. The Challenger Limited comes in several metallic colors and adds color-matched fender closeouts and highway bars.

Even at 848 pounds wet for the Limited version, the Challenger’s frame-mounted fairing, strong aluminum chassis, compliant suspension and decent cornering clearance help it hustle through corners with ease. On the Dark Horse, Indian’s Smart Lean Technology uses a Bosch IMU to enable cornering ABS, traction control and Drag Torque Control.

The PowerPlus 108 is most likely the engine that will take Indian’s heavyweight models into the future, so its debut in the Challenger is only the beginning. It offers the performance, comfort and lower emissions that only liquid cooling can provide, and delivers impressive grunt and smoothness with the rumbling character that makes V-twins so popular. That plus muscular, modern style, an excellent chassis, a full range of available technology, generous wind protection and luggage capacity and plenty of long-haul comfort make the Challenger a really great bagger.

Congratulations to Indian for the Challenger, Rider’s 2020 Motorcycle of the Year!

Rider Magazine’s 2020 Motorcycle of the Year Photo Gallery:

Source: RiderMagazine.com

Motorcycle News, News

2020 Honda Gold Wing Tour | Tour Test Review

October 5, 2020 mcnews Leave a comment

2020 Honda Gold Wing Tour Review — Now on its 45th model year, the Gold Wing is looking a lot more sporty these days thanks to a major weight loss program for 2018. That Pearl Glare White paint and blacked-out engine, wheels and frame on the Tour and Tour DCT models is new for 2020.

As Honda’s flagship model and a luxury touring bike that is near and dear to the hearts of many a Rider reader, we have written quite a lot about the Honda Gold Wing over its 45 model-year lifespan. The latest 2018-and-newer generation, in particular, has received more than its share of our scrutiny, in part because it is so radically different than the previous gen, but also because our coverage began way back in September 2017 with leaked images of the all-new bike. Then we flew to Japan the next month with just three other journalists for a (6 hour!) tech briefing and first ride on camouflaged prototype Gold Wings around Honda’s Twin Ring Motegi racetrack. In January 2018 my wife Genie and I traveled to Austin, Texas, for the bike’s U.S. introduction and two-day first ride in some wonderfully chilly weather, and not long after that we put the new Gold Wing head-to-head with the BMW K 1600 GTL in a comparison test here in balmy Southern California.

All of those reviews, stories and more on the GL1800 can be found on our website and in 2017-2018 issues of Rider. In revisiting them for this story and after putting about 600 miles on the 2020 Tour model featured here, I found that our assessments of the bike and most of the technical information still hold true. Some small but effective changes have been made for 2020 that we’ll touch on, but for the most part Honda’s concentrated approach to getting it right the first time with each new generation of Gold Wing gives them amazing longevity — prior to 2018, the last major model change was for 2001. Thus far the Gold Wing’s 2018 engine design hasn’t required any changes to meet later emissions regulations, so our dyno run of a 2018 model should still be representative. Despite being significantly lighter and more compact, the thoroughly revised 1,833cc opposed flat-six engine made peak numbers (101 horsepower and 106 lb-ft of torque) that were virtually identical to our 2015 test bike, but the new engine started making more than 100 lb-ft about 800 rpm lower, at 2,300 rpm, and didn’t fall below 100 lb-ft until 5,100 rpm as before. So despite taking a lighter, sportier approach with the rest of the bike, the engine is even more of a stump pulling, touring capable unit than it was before.

Before we get to the new stuff and how it works, here’s a brief written refresher to complement the walk-around video in our digital magazine version: Honda took a “light is right” approach with the new GL1800 that knocked off almost 90 pounds, shortened its overall length by 2.2 inches and further centralized mass for better handling, while maintaining its signature roomy rider and passenger accommodations. The 1,833cc flat six is also lighter and more compact, and the bike’s all-new bodywork is sleeker, lighter and has taut new styling. The Gold Wing’s electronics are also state-of-the-art, with throttle-by-wire, four riding modes, C-ABS braking and switchable traction control, an electronically adjustable windscreen and suspension, Bluetooth and a fully featured infotainment and navigation system that includes Apple CarPlay and Android Auto integration. For 2020 five models round out the lineup, including two base models (no top trunks) with either 6-speed manual or 7-speed DCT automatic transmissions, and three Tour models with 50-liter top trunks, one with a manual transmission, one with DCT and the top-line Airbag DCT model. For 2020 pricing ranges from $23,800 all the way up to $32,300 for the Airbag version. All feature an electric windscreen, cruise control and keyless central locking. The Tour models add electronically adjustable suspension preload, and the DCT Tours have Walking Mode/Reverse (the manual Tour model gets regular Reverse).

That Pearl Glare White paint treatment with blacked-out engine, frame and wheels on our Tour test bike and the Tour DCT model is new for 2020, and it really turns heads. We’ve tested the new Wing’s DCT automatic transmission extensively and found that it works very well, shifting smoothly and quietly, and that its Sport, Drive and manual modes (plus manual override in either auto mode) can really make the bike a joy and easier to ride underway. For precise low-speed maneuvers and starting out, however (particularly two-up and/or with a heavy load), and riding on dirt and gravel roads, we prefer to have the extra power modulation a manual clutch provides. The Gold Wing’s new dual-wishbone spring-strut front end soaks up the bumps incredibly well and makes the bike rock stable at anything above a walking pace, but something about it also causes the steering to hunt a little at very low speeds. Combine that with the possibility of abrupt throttle application with the DCT, and the bike can feel a bit unruly, particularly when starting out or on a loose surface. Being able to slip a manual clutch eliminates the problem for the most part — think of it as a throttle modulator.

Aside from some steering heaviness in tight corners, everywhere else both the manual and DCT models behave more like sport-touring machines than luxury-touring bikes. Changes are inevitable in any machine this complex — fortunately Honda kept them minimal for 2020 and the bike is only seven pounds heavier at 838 pounds wet (and still 78 pounds lighter than the previous gen). Most noticeable are taller new passenger grab handles, which are easier to reach from the pillion yet don’t interfere with comfort or mounting/dismounting the bike. There’s a USB charging port in the left saddlebag now in addition to the one in the front center storage pocket (which itself gets a new button latch that works much better). At first blush it seems strange that neither USB charging port is accessible from outside its pocket/saddlebag, but they’re primarily intended for smartphones that can be stashed away when used in conjunction with Apple CarPlay or Android Auto and Bluetooth headsets. By the way, Android Auto integration was just added in July 2020 as a DIY software update that is compatible with 2018 and later models and also includes new audio equalizer adjustments, a navi automatic volume adjustment, four color map selection and an ETA function.

Besides new colors for some of the other models as well, that’s it for significant changes for 2020. And it wouldn’t surprise me if the bike is left alone for another decade, since overall it’s such a well put together, versatile luxury-touring machine that can cross the country or cross into sport-touring territory. After just one ride its enormous power spread leaves no doubt the Wing is capable of burning up a twisting mountain pass or squirting around slower vehicles in a flash, even two-up and fully loaded, usually with just a single downshift. The C-ABS braking is strong, confidence inspiring and easily modulated at the lever and pedal, and the bike’s smoothness, comfort and wind protection make the miles disappear on the Interstate, back roads and lonely highways. Seating comfort for rider and passenger is exceptional, the heated grips and seats work very well (and have separate button controls instead of being buried in the electronic menu), and the audio/infotainment system is powerful, intuitive and comprehensive.

Wish list? Of course, most of which carries over from our tests of the 2018 model. The new passenger grab handles for 2020 address that complaint, and making the fog lights standard creates a highly visible triangle of bright LED light up front that greatly increases conspicuity. But the Wing’s luggage capacity shrunk with the introduction of the 2001 model, and shrunk even more in the new model, to the point that now even a solo rider can have trouble packing everything in the saddlebags and top trunk for a multi-day trip. Less convoluted saddlebag interior shapes would be a good start, but the top trunk should also be capable of holding two full-face helmets of any size with Bluetooth communicators attached. Adding a small luggage rack to the top trunk helps, as do the two small storage pockets up front, but even then two-up camping is a real challenge. Fortunately the aftermarket offers larger luggage lids, trailer hitches and hitch racks.

Many thought the reduction in fuel capacity from 6.6 to 5.5 gallons on the new Gold Wing would be a deal breaker on such a long-haul bike, but it turned out to be a non-issue, since the 2018 and later models get significantly better fuel economy. I would still like to see Honda make the suspension damping separately adjustable — currently you can electronically adjust the suspension preload separately to four settings (solo rider, rider with luggage, two up and two up with luggage), but the damping settings are tied to the selected ride mode (Sport, Tour, Eco and Rain). Overall the suspension works brilliantly in most situations, especially with two riders and a full load, but there are times riding solo when I would like to set a softer ride in Tour mode with its smooth throttle response, or dial-in more damping without engaging the abrupt throttle of Sport mode.

How important these criticisms are will vary with every rider. The Gold Wing’s longevity is also its curse — Honda needed to carve off some weight and give the bike a leaner, sportier profile to shed its “couch on wheels” image and attract new owners and younger riders, since everyone who wants something like the former bike already has one. The overall result is incredibly functional, fun and stylish, even if you have to leave the blow dryer at home. Oh, and your spare shoes, the laptop, bottle of wine….

Mark’s Gear:
Helmet: Arai DT-X
Jacket: Scorpion Optima
Pants: Olympia Airglide
Boots: Dainese Long Range

2020 Honda Gold Wing Tour Specs:

Base Price: $23,800
Price as Tested: $27,500 (Pearl Glare White Tour model)
Warranty: 3 yrs., unltd. miles, transferable
Website: powersports.honda.com

Engine
Type: Liquid-cooled, longitudinal opposed flat six
Displacement: 1,833cc
Bore x Stroke: 73.0 x 73.0mm
Compression Ratio: 10.5:1
Valve Train: Unicam SOHC, 4 valves per cyl.
Valve Adj. Interval: 24,000 miles
Fuel Delivery: EFI w/ 50mm throttle body
Lubrication System: Wet sump, 3.9 qt. cap
Transmission: 6-speed, hydraulically actuated wet assist & slipper clutch
Final Drive: Shaft, 1.795:1

Electrical
Ignition: Fully transistorized
Charging Output: 1,560 watts @ 5,000 rpm
Battery: 12V 20AH

Chassis
Frame: Aluminum tubular & box-section double cradle w/ single-sided cast aluminum swingarm
Wheelbase: 66.7 in.
Rake/Trail: 30.5 degrees / 4.3 in.
Seat Height: 29.3 in.
Suspension, Front: Double-wishbone w/ Showa shock, electronically adj. (as tested), 4.3 in. travel
Rear: Pro-Link w/ Showa shock, electronically adj. (as tested), 4.1 in. travel
Brakes, Front: Dual 320mm discs w/ 6-piston opposed Nissin calipers & C-ABS
Rear: Single 316mm disc w/ 3-piston floating caliper & C-ABS
Wheels, Front: Cast, 3.50 x 18 in.
Rear: Cast, 5.00 x 16 in.
Tires, Front: 130/70-R18
Rear: 200/55-R16
Wet Weight: 838 lbs. (as tested)
Load Capacity: 421 lbs. (as tested)
GVWR: 1,259 lbs.

Performance
Fuel Capacity: 5.5 gals., last 1.0 gal. warning light on
MPG: 86 PON Min (low/avg/high) 36.3/40.5/44.7
Estimated Range: 223 miles
Indicated RPM at 60 MPH: 2,050

2020 Honda Gold Wing Tour Photo Gallery:

Source: RiderMagazine.com

Motorcycle News, News

2020 Harley-Davidson Road Glide Special vs. Indian Challenger Limited | Comparison Test Review

March 13, 2020 mcnews Leave a comment

Road Glide vs Challenger — This comparo is a fixed-fairing fistfight between an icon — Harley-Davidson’s Road Glide Special — and an upstart — Indian’s all-new Challenger Limited. These are premium V-twin touring cruisers that deliver big-time torque, style and functionality. We put them to the test to find out which is the better bagger. Photos by Kevin Wing.

V-twin baggers are as American as baseball and apple pie. Big, stylish and built for our wide-open highways, they embody the self-expression and freedom that make motorcycles objects of obsession rather than just vehicles. America’s two major bagger manufacturers — Harley-Davidson and Indian — are well-known brands from coast to coast, even among folks who’ve never ridden one, and their histories and rivalries stretch back more than a century. Being so steeped in tradition, Harley and Indian take great pains to satisfy their base, building motorcycles that conform to the expectations of loyal cruiser riders.

Read our First Look Review of the 2020 Harley-Davidson Softail Standard here.

Modern baggers must strike a delicate balance. On the outside they need to look a certain way — a big V-twin front and center, a long, low profile and muscular styling with bodywork covered in rich paint. But on the inside they need to meet increasingly stringent emissions, sound and safety standards, provide modern levels of comfort and reliability and deliver an engaging riding experience in terms of performance, technology and features.

These two 2020 baggers, Harley-Davidson’s Road Glide Special and Indian’s Challenger Limited, strike that balance remarkably well. Being the latest incarnation of a model family that’s been in Harley’s lineup for 40 years — starting with the 1980 FLT, then known as the Tour Glide — the Road Glide is the seasoned veteran in this comparison, and its signature feature is a frame-mounted sharknose fairing with dual headlights. Powering the Road Glide Special is the air-cooled, 114ci (1,868cc) version of Harley’s Milwaukee-Eight 45-degree V-twin with pushrod-actuated overhead valves. The Challenger is Indian’s newest model platform and the first to be powered by the PowerPlus 108 (1,768cc), a liquid-cooled, 60-degree V-twin with valves actuated by single overhead cams. Like the Road Glide, the Challenger has a frame-mounted fairing, a first for Indian.

Check out our 2020 Guide to New Street Motorcycles here.

Harley-Davidson Road Glide Special — Compared to motorcycles with handlebar-mounted fairings, those with frame-mounted fairings like the Road Glide and Challenger have lighter steering.

As head-to-head competitors, the Road Glide Special and Challenger Limited are similar in many ways. Their fixed fairings have bright LED headlights and large vents that bring fresh air into the cockpit, and both have long floorboards and protective highway bars. Their rumbling V-twins have hydraulic valve adjusters, throttle-by-wire and rear-cylinder deactivation, and both send power to their rear wheels through 6-speed transmissions with assist clutches and belt final drive. Both have cruise control, electronic rider aids (cornering ABS, cornering traction control and drag torque slip control — standard on the Indian, optional on the Harley), keyless ignition and touchscreen infotainment systems with audio, navigation, Bluetooth and USB ports. They have low seat heights, 6-gallon fuel tanks, cast wheels with tire pressure monitoring, top-loading lockable saddlebags and a pair of non-locking fairing pockets. Even their as-tested prices are separated by just $45 and their curb weights differ by a single pound—the Road Glide Special costs $28,794 and weighs 847 pounds; the Challenger Limited costs $28,749 and weighs 848 pounds.

Indian Challenger Limited — With about 31 degrees of cornering clearance on each side, both baggers can be leaned over quite a ways before their floorboards start to drag.

Despite so many similarities, these bikes are anything but clones. Specs and features are one thing, style and personality are quite another. With nearly every component bathed in black, a tinted shorty windscreen, minimal badging and foregoing traditional metal flake and gloss in favor of matte Barracuda Silver Denim paint, the Road Glide Special is dark and brooding. (The FLTRXS is available in five other colors, all with gloss finishes.) The Challenger Limited, on the other hand, grabs your attention with Ruby Metallic paint, plenty of chrome and multiple Indian logos visible from every angle. (It’s also available in two other gloss colors, while the Challenger Dark Horse comes in three matte colors.)

More differences between the Harley and Indian emerged after logging hundreds of miles in their saddles. Cruisers are tuned for low-end torque, helping heavy bikes — especially those loaded two-up with full saddlebags — pull away quickly from stops and make brisk passes. These baggers deliver ample torque, sending more than 100 lb-ft to the rear wheel, but they go about it in different ways. The Road Glide has great engine feel, with crisp throttle response, right-now thrust and a deeply satisfying V-twin pulse. The impressive refinement that went into the Milwaukee-Eight V-twin — more power and torque, less heat, less vibration at idle and smoother operation — is why we selected the entire M8-equipped Touring family as our 2017 Motorcycle of the Year. On Jett Tuning’s dyno, the Harley generated smooth power curves with nary a dip or blip, torque rising to 104.5 lb-ft at 2,900 rpm and dropping off thereafter while horsepower increases linearly to 78.5 at 4,800 rpm. Due to its low rev ceiling (5,100 rpm) and narrow torque spread, short shifting the Harley helps it stay in its meaty midrange.

With its liquid cooling, oversquare bore/stroke and SOHC valve layout, Indian’s PowerPlus generates more output with less displacement and revs higher than the M8. Starting at 2,400 rpm, the Indian’s advantage over the Harley increases steadily, the gap widening to 28 lb-ft of torque and 27 horsepower by the time the Harley’s rev limiter kicks in. The Indian keeps going, hitting a peak of 108 horsepower at 5,600 rpm before finally signing off at 6,300 rpm. With a broader spread of torque — more than 100 lb-ft are on tap from 2,400-5,600 rpm, reaching 113.3 lb-ft at 3,300 rpm — and much higher peak power than the Harley, the Indian likes to be revved. The Challenger has three ride modes that adjust throttle response, with Standard mode being fairly soft (Rain mode is even softer) and Sport mode delivering the goods immediately without abruptness.

These heavy machines can be a handful when pushing them around the garage or negotiating parking lots, but they feel well balanced and easy to maneuver at speed. With much of their weight carried low they roll in and out of curves gracefully, and their generous torque propels them out of corners with authority. About 31 degrees of cornering clearance on either side means they can be heeled way over before anything starts to scrape, especially with some extra preload dialed into the rear suspension. Despite having “race-spec” radial-mount Brembo calipers up front, the Indian’s front brake lever feels vague and requires a firm pull to generate full stopping power. In contrast, the Harley’s front brakes have the perfect amount of initial bite and better response at the lever.

If you’re ready to lay down some serious miles, these baggers have nearly everything you need (except heated grips — a curious omission for premium models costing nearly $29,000). But they’re not created equal when it comes to touring comfort. With a lower laden seat height (25.9 inches vs. 26.5 inches on the Indian), you sit deeper in the Harley’s cockpit, with hips rolled back in the dished seat. Because the seat is U-shaped front to back and has a slick finish, it’s difficult to sit farther back; hit one bump and you slide back down.

Greg’s Gear
Helmet: HJC RPHA 90
Jacket: Aether Divide
Pants: Aether Divide
Boots: Sidi Gavia

And bumps can be a problem on the Harley. Most of the time the Road Glide Special provides a comfortable, compliant ride, but its rear shock, which is firmly damped and allows only 2.1 inches of travel, responds harshly to pavement ripples, cracks and seams. Big bumps and potholes send shock waves right up the spine and can bounce a rider out of the seat. Also, the Harley’s fairing sits much farther forward (it’s a long reach to the infotainment screen), its windscreen offers no adjustment and the two large vents flanking the headlights cannot be closed so a high volume of air always flows into the cockpit. This comparison took place in December, and testers always felt colder and more buffeted by the wind on the Harley than on the Indian.

The Challenger Limited provides a more comfortable and enjoyable riding experience. Its seat is flatter and has more grip and support, its long tank is narrower between the knees and its fairing provides more wind protection. The Indian’s fairing is closer to the rider and its windscreen is electrically adjustable over a 3-inch range — raising the screen all the way up and closing the fairing vents creates a calm, quiet space for the rider. With 5.1 inches of suspension travel in the front and 4.5 inches in the rear — 0.5 inch and 2.4 inches more than the Harley, respectively — and more compliant damping, the Indian is much better at insulating the rider and passenger from rough roads. Even at a sporting pace with riders well over 200 pounds in the saddle, the Indian never bottomed out nor reacted harshly.

Ken’s Gear
Helmet: Shoei RF-1200
Jacket: Tourmaster Transition
Pants: Aerostich Darien
Boots: TCX Evo

The Road Glide Special was clearly Indian’s benchmark for the Challenger Limited. At the press launch last October, Indian provided a side-by-side comparison of their performance and features as well as a Road Glide Special for us to ride. With Indian’s sales being about one-tenth of Harley’s, one way to improve its market share is to offer more bang for the buck on competing models. Indian has done so in terms of performance with an all-new, liquid-cooled engine that makes more power and torque and offers the flexibility of throttle-response modes. It has done so in terms of convenience with a more modern and user-friendly infotainment system with higher audio output (100W vs. 50W on the Harley) as well as extra features like central saddlebag locks and a keyless locking fuel cap. And it has done so in terms of comfort with a more supportive seat, better wind protection and superior ride quality, all in a package that costs and weighs nearly the same.

Healthy competition is good for the industry and good for riders because it provides us with better motorcycles. Since the launch of Project Rushmore for 2014, Harley-Davidson has continuously raised the bar with improvements to its engines, chassis, comfort, convenience and other features. The 2014 model year also happens to be when Indian launched its all-new Thunder Stroke V-twin and Chief lineup, reigniting an old rivalry and spurring a feverish pace of innovation from both companies. The 2020 Road Glide Special is better than ever, but the Challenger Limited surpasses it.

Keep scrolling for more detailed photos after the spec charts….

2020 Harley-Davidson Road Glide Special Specs

Base Price: $27,299
Price as Tested: $28,794 (RDRS, color)
Warranty: 2 yrs., unltd. miles
Website: harley-davidson.com

Engine

Type: Air-cooled, transverse 45-degree V-twin
Displacement: 1,868cc (114ci)
Bore x Stroke: 102.0 x 114.0mm
Compression Ratio: 10.5:1
Valve Train: OHV, 4 valves per cyl.
Valve Insp. Interval: NA (self-adjusting)
Fuel Delivery: Electronic Sequential Port Fuel Injection
Lubrication System: Dry sump, 5.2-qt. cap.
Transmission: 6-speed, hydraulically actuated wet assist-and-slipper clutch
Final Drive: Belt

Electrical

Ignition: Electronic
Charging Output: 625 watts max.
Battery: 12V 28AH

Chassis

Frame: Tubular-steel double cradle w/ two-piece backbone & steel swingarm
Wheelbase: 64.0 in.
Rake/Trail: 26 degrees/6.8 in.
Seat Height: 25.9 in. (laden)
Suspension, Front: 49mm stanchions, no adj., 4.6-in. travel
Rear: Dual shocks, adj. preload w/ remote knob, 2.1-in. travel
Brakes, Front: Dual 300mm floating discs w/ opposed 4-piston calipers, fully linked & ABS
Rear: Single 300mm fixed disc w/ opposed 4-piston caliper, fully linked & ABS
Wheels, Front: Cast, 3.50 x 19 in.
Rear: Cast, 5.00 x 18 in.
Tires, Front: 130/60-B19
Rear: 180/55-B18
Wet Weight: 847 lbs. (as tested)
Load Capacity: 513 lbs. (as tested)
GVWR: 1,360 lbs.

Performance

Fuel Capacity: 6.0 gals., last 1.0 gal. warning light on
MPG: 91 AKI min. (low/avg/high) 39.3/40.4/42.3
Estimated Range: 242 miles
Indicated RPM at 60 MPH: 2,200

2020 Indian Challenger Limited Specs

Base Price: $27,999
Price as Tested: $28,749 (color)
Warranty: 2 yrs., unltd. miles
Website: indianmotorcycle.com

Engine

Type: Liquid-cooled, transverse 60-degree V-twin
Displacement: 1,768cc (108ci)
Bore x Stroke: 108.0 x 96.5mm
Compression Ratio: 11.0:1
Valve Train: SOHC, 4 valves per cyl.
Valve Insp. Interval: NA (self-adjusting)
Fuel Delivery: EFI, 52mm dual bore throttle body x 2
Lubrication System: Semi-wet sump, 5-qt. cap.
Transmission: 6-speed, cable-actuated wet assist clutch
Final Drive: Belt

Electrical

Ignition: Electronic
Charging Output: 803 watts max.
Battery: 12V 18AH

Chassis

Frame: Modular cast aluminum w/ engine as stressed member & cast aluminum swingarm
Wheelbase: 65.7 in.
Rake/Trail: 25 degrees/5.9 in.
Seat Height: 26.5 in. (laden)
Suspension, Front: 43mm USD fork, no adj., 5.1-in. travel
Rear: Single shock, remote adj. for spring preload, 4.5-in. travel
Brakes, Front: Dual 320mm floating discs w/ opposed 4-piston radial calipers & ABS
Rear: Single 298mm floating disc w/ 2-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.50 x 19 in.
Rear: Cast, 5.00 x 16 in.
Tires, Front: 130/60-B19
Rear: 180/60-R16
Wet Weight: 848 lbs.
Load Capacity: 537 lbs.
GVWR: 1,385 lbs.

Performance

Fuel Capacity: 6.0 gals., last 1.0 gal. warning light on
MPG: 91 AKI min. (low/avg/high) 37.7/38.1/38.6
Estimated Range: 228 miles
Indicated RPM at 60 MPH: 2,500

Source: RiderMagazine.com

Motorcycle News, News

Harley-Davidson Road Glide Special with Eagle Eye Custom Paint

February 10, 2020 mcnews Leave a comment

2020 Harley-Davidson Road Glide Special Eagle Eye Paint — 2020 Harley-Davidson Road Glide Special with the Eagle Eye Special Edition Paint Option

The new Eagle Eye Special Edition Paint Option is a custom
paint scheme only available as installed at the Harley-Davidson factory on the
Road Glide Special model.

New Harley-Davidson Models for 2020

Factory installation offers the customer an attainable
custom paint option that eliminates the need to either re-paint the original
components or install an accessory paint set that leaves take-off painted parts
on the shop floor. The Eagle Eye Special Edition Paint Option finish meets
demanding Harley-Davidson standards for quality and durability, and is backed
by the Harley-Davidson limited warranty.

Harley-Davidson CVO Road Glide and Fat Boy 30th Anniversary Join 2020 Lineup

The Eagle Eye paint option is executed on a brilliant yellow
base color with a glossy clear coat finish. A design highlight is a black eagle
graphic with spread wings that flows from the right side of the fuel tank to
the right side of the fairing. A simple Bar & Shield logo is on the left
side of the tank. Harley-Davidson script is aligned on the outside edge of each
saddlebag lid, and the saddlebag latches are color-matched. The special edition
paint is applied to the fairing, fuel tank, front and rear fenders, saddlebags and
sidecovers.

Check out Rider’s 2020 Guide to New Street Motorcycles

MSRP for the 2020 Road Glide Special with the Eagle Eye Special Edition Paint Option is $29,294, a $1,495 premium over the base price with a standard solid color.

Source: RiderMagazine.com

Motorcycle News, News

2020 Indian Roadmaster Elite | First Look Review

February 4, 2020 mcnews Leave a comment

With a limited production run of just 225 motorcycles, Indian’s
Roadmaster Elite returns for 2020 with a larger Thunder Stroke 116 air-cooled
V-twin, a full list of touring amenities and an all-new custom paint scheme.

Each Roadmaster Elite undergoes a meticulous paint process
that takes more than 30 hours to complete and is finished by hand. The new
Thunder Black Vivid Crystal over Gunmetal Flake paint with off-set red
pinstripes and exclusive red Elite badging with matching push-rod tubes
delivers a new, meaner and sportier look. The 19-inch precision machined wheel
under the valanced front fender adds to this look, while still maintaining a
classic aesthetic.

New for 2020 is an upgraded 600-watt PowerBand Audio Plus
system that is said to deliver exceptional sound and clarity from high-output
fairing, trunk, and saddlebag speakers. The PowerBand Audio Plus system
features an enhanced nine-band dynamic equalizer that auto-adjusts specific
frequencies to the optimal level at different vehicle speeds to compensate for
road, wind and engine noise.

“The Roadmaster itself delivers the ultimate touring
experience, but the Roadmaster Elite takes that experience to an even higher
level, designed specifically for riders who pay attention to each and every
detail,” said Reid Wilson, Vice President for Indian Motorcycle. “Whether
riding around town or across the country, the Roadmaster Elite is a statement
maker – packed with all the modern touring amenities riders would ever need or
want, with an aesthetic that is captivating.”

As Indian Motorcycle’s most powerful air-cooled engine, the
Thunder Stroke 116 features a new high-flow cylinder head that makes a claimed 126
lb-ft of torque. Three selectable ride modes (Tour, Standard and Sport) allow
riders to adjust the bike’s throttle response to fit their riding preferences.

The Roadmaster Elite also features Indian’s Ride Command
system, said to be the largest, fastest, most customizable infotainment system
on two wheels. The seven-inch, glove-compatible touchscreen features
turn-by-turn navigation, customizable rider information screens, Bluetooth
compatibility, and pairs with the Ride Command mobile app for remote
accessibility to key vehicle information. New 2020 connected features include
traffic and weather overlays, so riders can plan their ride to avoid traffic
and poor weather conditions. Riders can also plan a ride route with up to 100
points on the Ride Command website and wirelessly transfer it to the bike via
Bluetooth.

Premium touring amenities include tank-mounted analog fuel
and volt meters, rear cylinder deactivation and full Pathfinder LED lighting
with driving lights. Comfort is enhanced by a genuine leather two-up touring
seat with individual heating for both the rider and passenger, passenger
armrests, heated handgrips, backlit switchgear and a power-adjustable flare
windscreen. Also standard are ABS, keyless ignition, weatherproof and
remote-locking saddlebags, a spacious trunk that fits two full face helmets and
more than 37 gallons of storage space.

Pricing for the 2020 Indian Roadmaster Elite starts at
$38,999.

Check out Rider’s Guide to New 2020 Street Motorcycles

Source: RiderMagazine.com

Motorcycle News, News

Harley-Davidson CVO Road Glide and Fat Boy 30th Anniversary Join 2020 Lineup

February 3, 2020 mcnews Leave a comment

Harley-Davidson has announced two mid-year additions to its
2020 lineup: the return of the CVO Road Glide and a limited-edition Fat Boy 30th
Anniversary model.

2020 Harley-Davidson CVO Road Glide

Joining the CVO Limited, CVO Street Glide and CVO Tri Glide
in Harley-Davidson’s ultra-premium Custom Vehicle Operations lineup is the CVO
Road Glide, with its distinctive frame-mounted sharknose fairing. Like other
CVO models, it’s powered by the Milwaukee-Eight 117 V-twin, which makes a
claimed 125 lb-ft of torque.

Standard features on the 2020 CVO Road Glide include H-D
Connect, the Reflex Defensive Rider Systems electronics package, Kahuna
Collection components, Boom! Box GTS with Premium Boom! Audio, a Boom! Audio
30K Bluetooth Helmet Headset, a low-profile two-piece fuel tank console with
lighted CVO logo, a Fang Front Spoiler, a Screamin’ Eagle Heavy Breather
intake, Knockout 21-inch front and 18-inch rear wheels and more.

For 2020 there is a single color choice: Premium Sand Dune
with pearl topcoat and subtle graphics highlighted by Smoked Satin Chrome,
Gloss Black and Black Onyx finishes. Front and rear wheels are finished in
Gloss Black/Smoked Satin, and the Heavy Breather air cleaner is finished in
Gloss Black.

Pricing for the 2020 CVO Road Glide starts at $40,999.

Check out Rider’s Guide to New 2020 Street Motorcycles

2020 Harley-Davidson Fat Boy 30th Anniversary

Harley-Davidson is celebrating three decades of the iconic
Fat Boy with a limited-edition 30th Anniversary model—only 2,500 will be built,
each serialized with a number plate on the fuel tank console.

Introduced for the 1990 model year, the “Fat Boy took the
look, proportions and silhouette of a 1949 Hydra-Glide motorcycle and
completely modernized it for a new generation of riders,” explains Brad
Richards, Harley-Davidson Vice President of Styling and Design. “Those riders
appreciated our post-war design DNA but also found themselves drawn to the
clean simplicity of contemporary industrial design. Each of these elements was captured
in the new 2018 version of the Fat Boy model. For this 30th Anniversary model
we wanted to create something very special, so we leaned into the popularity of
darker finishes and a limited run/serialized strategy to make the bike truly
unique and exclusive.”

The Fat Boy 30th Anniversary offers a bold reinterpretation of the original with dark finishes and a single color option, Vivid Black. The cast-aluminum Lakester disc wheels are finished in Satin Black with machined highlights. The blacked-out Milwaukee-Eight 114 powertrain is finished with engine covers in gloss black and subtle bronze-tone lower rocker covers and timer cover script. The exhaust finished in a Black Onyx, a durable physical vapor deposition paint finish that reveals the underlying chrome in bright light. A Vivid Black headlamp nacelle, handlebar and controls as well as a new bronze-tone waterslide Fat Boy tank logo complete the dark look that is distinctive from the regular production model.

Based on the Harley-Davidson Softail platform launched in 2018, the Fat Boy redefines an icon with power and presence. The entire Fat Boy front end is massive and topped with an LED headlamp in a newly shaped nacelle. The Lakester disc aluminum wheels update one of the Fat Boy’s defining styling features, with a 160mm front and a 240mm rear tire that deliver a factory custom look.

Pricing for the 2020 Fat Boy 30th Anniversary starts at $21,949.

Source: RiderMagazine.com

Motorcycle News, News

2019 Honda Gold Wing DCT | Road Test Review

December 20, 2019 mcnews Leave a comment

When Honda introduced a pair of radically new Gold Wings for 2018, its strategy was quite clear. After 17 model years, everyone who wanted a luxotourer like the previous GL1800 model already had one, and at 900-plus pounds, it was hardly a good starting point for adding modern features like an electric windscreen, computer-controlled adjustable suspension or an automatic dual-clutch transmission (DCT). No, to get the attention of riders across the board (not just younger ones), the new Wing had to start from a lighter, more compact place with a clean sheet of paper, and then add the latest electronic and digital features that contemporary riders expect. The result is a pair of bikes so evolved from their predecessor that some marketing types at Honda didn’t even want to call them Gold Wings.

Mark’s Gear
Helmet: Arai Regent-X
Jacket: Olympia Motosports Switchback 2
Pants: Olympia Motosports Airglide
Boots: Dainese Long Range

Job one was to put the bike on a serious diet with a new lighter aluminum frame and single-sided swingarm, shrink-wrapped, flat opposed 6-cylinder engine and sculpted, more aerodynamic bodywork, seats and luggage, all of which and more shaved off about 79 pounds and four inches of overall length from the Navi/ABS top-trunk equipped model. Now called the Gold Wing Tour, it weighs just 831 pounds wet with a manual transmission, and the new standard Gold Wing sans top trunk is even lighter at a claimed 787 pounds, or 808 pounds for the automatic DCT version tested here. Rider was among the first to ride the new Wings, from camouflaged pre-production units at Honda’s Twin Ring Motegi racetrack in Japan to a full two-up test and big-mile shootout with a BMW K 1600 GTL in the U.S. You can find our numerous ride reports and scads of technical details on the bikes in Rider’s 2018 issues and in our First U.S. Ride Review here.

AWOL in all of that coverage is a test of the new lighter, less expensive standard Gold Wing, in some ways the successor to Honda’s first flat-six Gold Wing bagger, the 2013 F6B. Like the new standard, the F6B had a shorty windscreen and a smooth cowl between the saddlebags instead of a top trunk, and styling changes like a gunfighter seat gave it some bagger influence. In retrospect Honda went a bit too far by stripping the F6B of cruise control, ABS, reverse, windscreen adjusters and more, which brought the weight and price down significantly but turned off touring riders who otherwise liked the idea of lighter Gold Wing. Cruise control was added two years later, but then it was only a short time before the new 2018 Wings sent the F6B packing.

In addition to offering more performance overall, the new standard rectifies every F6B slipup and then some by retaining the Tour model’s cruise control, powerful linked brakes with C-ABS, electric windscreen, four riding modes (Sport, Tour, Eco and Rain), complete infotainment system with Apple CarPlay, GPS navigation, heated grips and more. Yet our 2019 Gold Wing test bike — even with its optional automatic DCT gearbox — is still a few pounds lighter than the F6B. At 30 liters each versus the F6B’s 22, the standard’s saddlebags are slightly larger, too, though they are inefficient side loaders and the interiors are quite small and convoluted — plan on getting the optional rear carrier or even the Tour’s 50-liter top trunk (it can be retrofitted) for two-up tours.

Besides the shorter electric windscreen and absent top trunk on the standard, some important differences between it and the Tour jump out on the first ride, most notably in the suspension. Although the standard has remotely adjustable rear spring preload, neither the spring strut in the dual-wishbone front end nor the rear shock offer adjustable damping, and both the spring and damping rates are quite stiff. While this helps the lighter, more responsive bike hustle down a twisty, bumpy road like a sport tourer, it beats up the rider around town and commuting in a very un-Gold-Wing-like way, enough to make me seriously miss the front/rear Electric Damping Adjust keyed to the riding modes on the Tour. Changing riding modes still affects throttle response, ABS and the shift points of the DCT (if equipped), but there’s no softening or stiffening of the suspension when going from Sport to Tour/Eco/Rain mode or vice versa. Moreover, the location of the remote knob makes it very difficult to change the preload setting.

DCT is a handy feature at times since there’s no clutch lever or foot shifter to deal with (although you can have the latter if desired), and the latest version in the Wings upshifts automatically or manually quite smoothly and has seven speeds. I can’t say I’m a big fan though, because I frequently use a manual clutch lever during low-speed maneuvers (particularly when riding two-up) to feather the power delivery and match revs when downshifting. Regardless of riding mode, with DCT the power “tip-in” starting out from a stop is too abrupt, especially when you have to turn tightly as well, and downshifting automatically the DCT doesn’t fully match revs — it feels a bit like a novice rider just learning how to change down. It would seem an easy choice to save the $1,200 and get the base bike with 6-speed manual transmission, but then you also lose the DCT’s reverse and forward “Walking” modes, which are game changers on a bike that weighs around 800 pounds. Both are activated with the up/down DCT thumb shifters on the left handlebar and help greatly with parking maneuvers.

Several nice-to-have features found on the Tour are optional on the standard, like a centerstand, rear speakers, top box and taller windscreen. Other Tour goodies aren’t available for it, like Honda Selectable Torque Control (HSTC, or traction control), and Honda’s factory heated seats. A CB radio is not on the standard’s accessory list either (partly because the antenna installs in the Tour’s top trunk). With Eco and Rain modes available to soften the power delivery, however, I can’t say I missed HSTC, and the aftermarket can provide that other stuff.

Riding the standard Gold Wing feels a lot like taking off a heavy backpack after a hike. With 44 pounds less weight than a Tour to schlep around (and more than 100 pounds less than a 2017 Navi/ABS model!), the standard Wing accelerates more briskly with a deep growl from its smoother, broader powerband, and there’s no tail trunk wagging the dog in corners, so it handles more fluidly as well. I still find the new front end heavy and vague at low speeds, particularly on loose surfaces, but the bike’s stability on the highway and in corners fast and slow is unparalleled. Braking is linear and impressively forceful, the engine is silky smooth at all times and seating comfort and wind protection are excellent, even with the shorter windscreen. It’s easiest to hear the infotainment system with the screen in the highest position, and easier still with a Bluetooth wireless headset, which is required to enable Apple CarPlay along with an iPhone.

Although the Wing’s basic phone, GPS and music setup is comprehensive, easy to use and compatible with Android or Apple phones, the large TFT display is not a touchscreen, and much of the system is frustratingly locked-out when the bike is in motion. If you have an iPhone, Apple CarPlay fixes all of that by bringing a headset(s) and Siri voice commands to bear, and though the handlebar controls have a bit of a learning curve, once you figure them out there’s very little you can’t do with the phone, GPS or audio, even in motion. CarPlay also seems to have better fidelity than the base system, too.

Honda didn’t call the new standard Gold Wing the “Sport” because it might alienate the bagger crowd, but that’s the nickname it has earned around here. If you regularly ride two-up, think twice, as the hard-to-adjust stiff suspension and lack of luggage capacity are issues. But a solo rider who likes the sheer presence of the Wing and the standard’s sleek looks can rack up the miles and have a lot of fun on this bike.

2019 Honda Gold Wing DCT Specs

Base Price: $23,800
Price As Tested: $25,000 (DCT model)
Warranty: 3 yrs., unltd. miles, transferable
Website: powersports.honda.com

Engine

Type: Liquid-cooled, longitudinal opposed flat six
Displacement: 1,833cc
Bore x Stroke: 73.0 x 73.0mm
Compression Ratio: 10.5:1
Valve Train: SOHC, 4 valves per cyl.
Valve Adj. Interval: 24,000 miles
Fuel Delivery: EFI w/ 50mm throttle body
Lubrication System: Wet sump, 3.9-qt. cap.
Transmission: 7-speed automatic/manual DCT w/ Walking mode & reverse (as tested)
Final Drive: Shaft, 1.795:1

Electrical

Ignition: Full transistorized
Charging Output: 1,560 watts @ 5,000 rpm
Battery: 12V 20AH

Chassis

Frame: Aluminum tubular & box-section double cradle w/ single-sided cast aluminum swingarm
Wheelbase: 66.7 in.
Rake/Trail: 30.5 degrees/4.3 in.
Seat Height: 29.3 in.
Suspension, Front: Dual-wishbone w/ Showa shock, no adj., 4.3-in. travel
Rear: Pro-Link w/ Showa shock, remote adj. spring preload, 4.1-in. travel
Brakes, Front: Dual 320mm discs w/ 6-piston opposed Nissin calipers & C-ABS
Rear: Single 316mm disc w/ 3-piston floating caliper & C-ABS
Wheels, Front: Cast, 3.50 x 18 in.
Rear: Cast, 5.00 x 16 in.
Tires, Front: 130/70-R18
Rear: 200/55-R16
Wet Weight: 808 lbs. (as tested)
Load Capacity: 451 lbs. (as tested)
GVWR: 1,259 lbs.

Performance

Fuel Capacity: 5.5 gals., last 1.0 gal. warning light on
MPG: 86 AKI min. (low/avg/high) 38.8/39.7/41.8
Estimated Range: 219 miles
Indicated RPM at 60 MPH: 2,000

Source: RiderMagazine.com

Motorcycle News, News

2020 Indian Challenger Limited | Road Test Review

October 29, 2019 mcnews Leave a comment

Since its relaunch for 2014, Indian has struck a balance between honoring the past and looking to the future. Its first few models — the Chief Classic, Chief Vintage and Chieftain — had skirted fenders and an air-cooled V-twin with downward-firing exhausts that evoked nostalgia for Indians your father or grandfather used to ride. But when it brought back the Scout for 2015, it broke from cruiser tradition and gave it a high-revving, liquid-cooled V-twin. And last year Indian introduced the FTR 1200 street tracker with a high-performance engine and optional rider-assistance electronics.

Indian has also renewed its head-to-head competition with Harley-Davidson,
reigniting a fierce rivalry waged on racetracks, at factories and in
dealerships during the first half of the 20th century. Indian ended Harley’s
decades-long dominance of flat track with consecutive AFT Twins championships
in 2017-2019, and no doubt a sizable portion of Indian’s sales over the past
few years have come at Harley’s expense.

Indian PowerPlus 108 V-twin — Although the PowerPlus 108 V-twin is thoroughly modern with liquid cooling, single overhead camshafts and four hydraulically adjusted valves per cylinder, it takes its name from an engine Indian introduced in 1916. The name was also used by the Gilroy and Kings Mountain revivals of Indian.

Now Indian has introduced a new model for 2020 whose name
makes its intentions clear: Challenger. Its big, beating heart is the all-new
liquid-cooled PowerPlus 108, a 1,768cc (108ci) V-twin that makes a claimed 128
lb-ft of torque and 122 horsepower. Indian’s air-cooled Thunder Stroke 111/116
V-twin has powered all of its heavyweight baggers and tourers. Rather than
implement partial liquid cooling like Harley-Davidson did with its Twin-Cooled
Milwaukee-Eight V-twin and BMW did with its R-series boxer twin, Indian decided
to go all-in with liquid cooling for the PowerPlus. It didn’t have to go far
for inspiration. Indian’s middleweight Scouts are powered by a liquid-cooled,
60-degree V-twin with DOHC and 4 valves per cylinder, and the PowerPlus has the
same engine configuration and number of valves but uses a SOHC head.

Indian says the PowerPlus “was developed with a big-piston, big-torque mindset with an end game of maximum power delivery across the entire curve.” When we put the Challenger on Jett Tuning’s dyno, its belt-driven rear wheel cranked out 113.3 lb-ft of torque at 3,500 rpm and 107.6 horsepower at 5,600 rpm, with redline at 6,500 rpm (see chart below). That unseats the previous king of torque among V-twin tourers we’ve tested, the Yamaha Star Venture (110.9 lb-ft of torque, 75.9 horsepower), as well as the top-of-the-line Harley-Davidson CVO Limited (110.0 lb-ft of torque, 96.0 horsepower). The Challenger’s broad mountain of rear-wheel torque tops 100 lb-ft from 2,400 to 5,600 rpm, and its horsepower curve increases steadily from 2,000 rpm to its peak.

2020 Indian Challenger Limited Dyno Chart (tested at Jett Tuning in Camarillo, California)

The PowerPlus 108 gets the job done with an oversquare bore
and stroke of 108.0 x 96.5mm, an 11.0:1 compression ratio and dual-bore 52mm
throttle bodies that take big gulps of fuel and air. It has a unit crankcase with
a semi-dry oil sump, overhead camshafts with hydraulic chain tensioners and
valves with hydraulic lash adjusters. Power is sent to the rear wheel through a
6-speed constant-mesh transmission with an overdrive top gear and a
cable-actuated wet assist clutch.

In the world of baggers and
tourers, there are two distinct camps: those with fork-mounted fairings, like
Indian’s Chieftain and Harley-Davidson’s Street Glide, and those with fixed or
frame-mounted fairings, like Indian’s Challenger and Harley-Davidson’s Road
Glide. By taking weight off the handlebar and fork, motorcycles with
frame-mounted fairings require less steering effort than those with fork-mounted
fairings. Our road test of the Challenger, which included hundreds of miles and
countless tight, technical corners along California’s Big Sur coast,
demonstrated just how agile and well balanced an 848-pound bagger can be.

Hidden beneath the Challenger’s 6-gallon tank is a modular aluminum backbone frame similar to the one on the Chieftain (they share the same wheelbase and rake/trail figures), but rather than straight downtubes the Challenger’s flare out and are sculpted to wrap around the radiator like they are on the Scout’s frame. Indian’s stout aluminum chassis, which share a significant amount of DNA with the frames that contributed to the impressive handling of Victory’s big touring models, feel rock solid.

Pushing hard on Nacimiento-Fergusson Road, a 25-mile twisting goat path that climbs over the Santa Lucia Range and puts any motorcycle’s handling to the test, the Challenger never lost its cool. With a non-adjustable 43mm upside-down fork with 5.1 inches of travel, a preload-adjustable hydraulic Fox rear shock with 4.5 inches of travel and 31 degrees of cornering clearance, the footboards rarely touched down and the ride was responsive, taut and comfortable. The Challenger rolls on 19-/16-inch cast wheels shod with Metzeler Cruisetec tires, and a pair of big 320mm front rotors clamped by 4-piston Brembo monoblock radial provide ample stopping power, though they could use more initial bite. New for 2020 is what Indian calls Smart Lean Technology, which uses a Bosch IMU to enable cornering ABS and traction control (TC can be turned off but ABS cannot) as well as Drag Torque Control.

2020 Indian Challenger Limited seat — The supportive seat has a height of just 26.5 inches, yet the Challenger still provides 4.5 inches of rear suspension travel. A wrench in the toolkit makes it easy to adjust preload on the hydraulic Fox rear shock.

A big bagger like the Challenger
will spend most of its time cruising at a more modest pace on less taxing
roads, and it excels in such an environment. The PowerPlus 108 not only
delivers right-now torque for rapid acceleration, its liquid-cooled design also
means much less heat radiates into the cockpit, eliminating our biggest
complaint about the air-cooled Thunder Stroke. Even with liquid cooling, though,
the PowerPlus offers rear cylinder deactivation at stops to further reduce heat
from the exhaust header beneath the rider’s right thigh. Throttle-by-wire
enables electronic cruise control as well as three riding modes—Sport, Standard
and Rain—that adjust throttle response.

As much as we appreciate the Challenger’s performance and handling, what delivers the mail in this segment is style, sound and comfort. The Challenger’s snout-forward, wide-mouth fairing was clearly inspired by the Road Glide’s sharknose fairing — both even have closable vents on either side of the headlight that bring fresh air into the cockpit — but the Indian sets itself apart with LED running lights/turn signals that bracket the headlight, an electrically adjustable windscreen with a 3-inch range and a dashboard that’s much closer to the rider. The Challenger offers good wind protection, a supportive seat with a high rear bolster, rubber-mounted footboards and enormous top-loading saddlebags with remote locking (total storage capacity, including two small fairing pockets, is 18 gallons, or 68 liters).

There are three versions of the
Challenger. Standard equipment on the base model ($21,999), which is available in
Titanium Metallic only, includes ABS, keyless ignition with remote saddlebag
locks and the Ride Command infotainment system with a 7-inch customizable color
touchscreen and a 100-watt audio system. The Challenger Dark Horse ($27,499-$28,249),
which is available in several matte colors with blacked-out finishes, adds
Smart Lean Technology, navigation, a customizable route builder, connected weather
and traffic services and contrast-cut wheels with tire-pressure monitoring. The
Challenger Limited ($27,999-$28,749) we tested is available in several metallic
colors and adds color-matched fender closeouts and highway bars.

Even though the larger air-cooled Thunder
Stroke 116 was also introduced for 2020, satisfying customer demands for more
torque while also edging out Harley’s Milwaukee-Eight 114 by a couple of cubic
inches, the PowerPlus 108 is the engine that will take Indian’s heavyweight
models into the future. It offers the performance, comfort and lower emissions
that only liquid cooling can provide, and in the Challenger it delivers impressive
grunt and smoothness without giving up the rumbling character that makes a
V-twin the most popular type of engine among American motorcyclists. That plus
muscular, modern style, an excellent chassis, a full range of available
technology, generous wind protection and luggage capacity and plenty of
long-haul comfort make the Challenger one heckuva bagger. We look forward to
seeing how it stacks up against the competition.

2020 Indian Challenger Limited Specs

Base Price: $27,999
Price as Tested: $28,749 (Ruby Metallic color)
Warranty: 1 yr., unltd. miles
Website: indianmotorcycle.com

Engine

Type: Liquid-cooled, transverse 60-degree V-twin
Displacement: 1,768cc (108ci)
Bore x Stroke: 108.0 x 96.5mm
Compression Ratio: 11.0:1
Valve Train: SOHC, 4 valves per cyl.
Valve Insp. Interval: NA (self-adjusting)
Fuel Delivery: EFI, 52mm dual bore throttle body x 2
Lubrication System: Semi-wet sump, 5-qt. cap.
Transmission: 6-speed, cable-actuated wet assist clutch
Final Drive: Belt

Electrical

Ignition: Electronic
Charging Output: 803 watts max.
Battery: 12V 18AH

Chassis

Frame: Modular cast aluminum w/ engine as stressed member & cast aluminum swingarm
Wheelbase: 65.7 in.
Rake/Trail: 25 degrees/5.9 in.
Seat Height: 26.5 in.
Suspension, Front: 43mm USD fork, no adj., 5.1-in. travel
Rear: Single shock, remote adj. for spring preload, 4.5-in. travel
Brakes, Front: Dual 320mm floating discs w/ opposed 4-piston radial monoblock calipers & ABS
Rear: Single 298mm floating disc w/ 2-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.50 x 19 in.
Rear: Cast, 5.00 x 16 in.
Tires, Front: 130/60-B19
Rear: 180/60-R16
Wet Weight: 848 lbs.
Load Capacity: 537 lbs.
GVWR: 1,385 lbs.

Performance

Fuel Capacity: 6 gals., last 1.0 gal. warning light on
MPG: 91 AKI min. (low/avg/high) 35.7/37.8/39.7
Estimated Range: 227 miles
Indicated RPM at 60 MPH: 2,500

Source: RiderMagazine.com

Motorcycle News, News

Honda Announces Updates, Pricing and Colors for 2020 Gold Wing Family

October 23, 2019 mcnews Leave a comment

Honda has announced the colors and pricing of the 2020 Gold Wing family, which will be available in January. In addition to the new colors, some new features and refinements have been added to the 2020 models:

Fog lights standard on Tour models, for improved visibility in varying conditions
On Tour models, reshaped rear-seat grab handles provide improved ergonomics for passengers of all body types
Saddlebag-mounted USB charger on all models (previously standard only on Airbag model) joins dash-mounted charger for increased charging options
Updated front and rear suspension settings
Revised button on center storage pocket features improved action
Minor software updates on navigation system
Blacked-out engine, frame and wheels now available on Pearl Glare White Tour and Tour DCT
All-new black with anodized surfaces available on Gold Wing and Gold Wing DCT

Read our First U.S. Ride Review of the 2018 Honda Gold Wing DCT here!

Colors and pricing for the 2020 Gold Wings are as follows:

Gold Wing Tour

Colors: Pearl Glare White, Candy Ardent Red/Black
MSRP
- Pearl Glare White: $27,500
- Candy Ardent Red/Black: $28,000

Gold Wing Tour DCT

Colors: Pearl Glare White, Candy Ardent Red/Black
MSRP
- Pearl Glare White: $28,500
- Candy Ardent Red/Black: $29,000

Gold Wing Tour DCT Air Bag

Color: Darkness Black Metallic/Gray
MSRP: $32,300

Gold Wing

Color: Matte Black Metallic
MSRP: $23,800

Gold Wing DCT

Color: Matte Black Metallic
MSRP: $25,000

Keep scrolling for more photos….

Fog lights now come standard on the 2020 Honda Gold Wing Tour models.

Passenger grab handles have been redesigned for easier use.

All 2020 Gold Wing models now include an additional USB charging port in the saddlebag.

Anodized red accents on the 2020 Gold Wing.

Source: RiderMagazine.com

MotorCycle News

Tag Archives: Touring Motorcycle Reviews

2020 Harley-Davidson Road Glide Limited | Tour Test Review

2020 Harley-Davidson Road Glide Limited

2020 Harley-Davidson Road Glide Limited Tour Test Review Photo Gallery:

Rider Magazine’s 2020 Motorcycle of the Year

The contenders…

BMW F 900 R

Harley-Davidson Road Glide Limited

Honda Africa Twin CRF1100L Adventure Sports ES

KTM 390 Adventure

Suzuki V-Strom 1050XT

Triumph Tiger 900 Rally Pro

Yamaha MT-03

And the winner is…

Indian Challenger

Rider Magazine’s 2020 Motorcycle of the Year Photo Gallery:

2020 Honda Gold Wing Tour | Tour Test Review

2020 Honda Gold Wing Tour Specs:

2020 Honda Gold Wing Tour Photo Gallery:

2020 Harley-Davidson Road Glide Special vs. Indian Challenger Limited | Comparison Test Review

2020 Harley-Davidson Road Glide Special Specs

2020 Indian Challenger Limited Specs

Harley-Davidson Road Glide Special with Eagle Eye Custom Paint

2020 Indian Roadmaster Elite | First Look Review

Harley-Davidson CVO Road Glide and Fat Boy 30th Anniversary Join 2020 Lineup

2020 Harley-Davidson CVO Road Glide

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2019 Honda Gold Wing DCT | Road Test Review

2020 Indian Challenger Limited | Road Test Review

2020 Indian Challenger Limited Specs

Engine

Electrical

Chassis

Performance

Honda Announces Updates, Pricing and Colors for 2020 Gold Wing Family

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