After the release of the new BMW S 1000 RR in 2019, we were looking forward to the launch of the updated BMW S 1000 R. Its predecessor already had some years on the clock: in 2014 it appeared in showrooms for the first time, as a direct descendant of the then RR.
Of course the design of the new S 1000 R is the first thing that catches the eye. The rather classic headlight makes you frown less than the one on the previous generation. The bike looks shorter and more muscular (although it’s actually three centimeters longer). Just one glimpse is enough to know that this bike goes hard.
BMW logically started off from the all new RR when developing their supernaked. The 1000 cc engine has been revamped to broaden the torque band, just like its predecessor. The RR’s ShiftCam technology was thrown overboard too. The philosophy behind these adjustments is that the RR must excel on the track, while the R has to show its best performances on the street – and therefore the highest revs are visited less often than with the RR.
You don’t need a thermometer to see that the adventure segment is still the hottest around. Not because everyone has to plow through deserts or wants to ride from the North to the South Cape, but simply because these bikes are so comfortable. And because they look nice and cool of course. And at the same time they give you the feeling that you can just pack your bags and go on an adventure.
So it’s quite logical that Husqvarna came up with an adventure bike too. After all, they have plenty of experience in motocross and enduro, and since they’ve been partnering up with KTM, they don’t have to beg hard to borrow some parts.
Fans of triples who were looking for a mid-class sports tourer in recent years, didn’t have much choice. In 2007, the Triumph Tiger 1050 Sport was launched, and that was really your only option until two new models hit the scene in 2015: the Yamaha MT-09 Tracer (renamed Tracer 900 in 2017) and the MV Agusta Turismo Veloce. That list of three was short-lived, because production of the Tiger Sport stopped in 2016.
In 2020 Yamaha unveiled the successor to the Tracer 900. In addition to a welcome facelift and two zeros less on its identity card, the new Yamaha Tracer 9 was also thoroughly overhauled underneath its fairings. Just in time, because in 2021 a third mid-class triple sports tourer suddenly showed up: the Triumph Tiger 850 Sport.
We haven’t ridden either competitor, and to be honest another model is a lot higher on our wishlist: after a very convincing week with the Triumph Trident 660, we are very curious about its sports tourer brother, the Tiger Sport 660.
But back to the order of the day: the Yamaha Tracer 9. After our test with its predecessor, I was completely convinced with what the Japanese had presented me – except for some detail criticism. Also the looks were actually already passé two years after its introduction.
Fortunately, the new looks of the Tracer 9 improved a lot. Fresh, sharp and sporty, perfectly translating the character of the bike. The Tracer 900’s bombastic handguards have been traded for less over the top ones, and the slim LED turn signals add refinement. As far as I’m concerned, only the Continue reading →
In 2018, Jan F went on a trip to the Sierra Nevada with Clubmot, a Belgian organizer of motorcycle trips and trainings, and he really liked it. When he suggested the idea of starting our motorcycle season early and with a lot of miles on a new Clubmot trip to southern Spain, I was sold immediately. Our biker bud Shih as well. Vamos a Andalucia!
The formula for this trip was the same as the trip to the Sierra Nevada: Fly & ride. Clubmot books the flights and the hotel, and provides you with routes. Your bike travels there and back via truck transport. Nicely arranged.
We left early on Saturday March 19th (so that we could already start riding on Saturday afternoon) and Continue reading →
When I first rode the T7 in 2020 I asked myself if it would become the successor to my 800 GS. After writing that review, I couldn’t get the bike out of my head. And if you follow Jean Le Motard on Instagram, you know what happened eventually.
Last October I visited my local Yamaha dealer who needed a bit of luck to find one of the last 2021 Rally Editions for me. Two weeks later I said goodbye to my 800 GS. 110,000 km on the counter, 12 years old. Thanks for the good times!
In the meantime I have equipped the T7 with a few extras: a centerstand and a shorter Yamaha license plate holder, a Donner-Tech GPS holder and connections for a trickle charger and my heated jacket. I also hopped by at Allroadmoto for Bumot Defender panniers, Barkbusters handguards, Double Take mirrors and Outback Motortek crash bars. Coming soon: an Altrider clutch arm.
Still on my wishlist: heated grips and a small (but hard to find) rear luggage rack.
That experience made me very curious about the new 1290 Super Adventure S, which got a big make-over for model year 2021. Even though an untrained eye perhaps wouldn’t notice much of that update.
The headlight is probably the biggest eye-catcher. It now contains the sensor for the (standard) adaptive cruisecontrol. Quite easy to spot as well: the new 23-litre tank hangs like two large cheeks along both sides of the also renewed frame. Furthermore, the LC8 V-twin has been thoroughly revised: it weighs 1.6 kg less now, received a Euro5 diploma and spits out 160 hp/138 Nm. The steering head was moved 15 mm rearwards for sharper handling, while the swingarm was extended by 15 mm for more stability and grip. And there’s more, but we’ll discuss that later.
When I hop on the bike, I immediately notice that the adjustable seat (849 / 869 mm) is lower and narrower at the front than on the previous model. At the same time, Continue reading →
The story of Harley-Davidson has been a soap opera in recent years. The fully electric Livewire that was revealed in 2014? Quite the plot twist for a brand that’s usually linked to classic choppers and rumbling exhausts. And if that wasn’t already hard enough to swallow for the average Harley rider, they had to stomach an adventure bike and a streetfighter a couple of years later. Or at least the announcement. Preproduction models of both bikes (the Pan America and the Bronx) were shown at the 2020 Brussels Motor Show. Shortly afterwards the storyline spiraled even further with a new CEO who immediately decided to ditch the Bronx. Just to quickly give you an idea of a few plot lines.
The Special version of the Pan America differs from the standard version with a range of extras: semi-active suspension, tire pressure monitoring, crashbars, handguards, heated grips, steering damper, centerstand, bash plate, radiator guard, cornering lights and a brake pedal that can be easily adjusted to two different heights. Starting prices: $17,319 for the standard Pan, $19,999 for the Special. My version also had the optional spoked wheels and the adaptive seat height.
If you don’t like the design of the Pan America: it looks a lot better in real life than it does in the pictures. The striking front will probably be the pitfall for this model even though owners will think of it as ‘different’ or ‘original’. After one week, Continue reading →