Category Archives: Reviews

Review: BMW R 1200 GS Rallye

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Since many years the BMW R 1200 GS is a best-seller in a lot of a markets. But you’ll have to admit it doesn’t score much eye candy points. So what did the Germans do to make the 1200 GS such a success? Time to find out, because – to the surprise of the peeps at BMW HQ – I had never ridden this chart-buster.

The GS story started in 1980 with the R 80 G/S. More than 35 years of development and improvement later I have a date with the 2017 BMW R 1200 GS. Compared to the 2016 model, there are no huge changes. A minor Euro4 update of the boxer engine, minimal stylistic modifications, some new electronics. The biggest news: there are two versions of the GS. The Exclusive version for those who fancy a classy appearance, the Rallye version for those with off-road dreams. I rode the Rallye for a week.

A beast with an image (problem)

The BMW R 1200 GS Rallye stands out with its blue paint job. If you ask me it’s one of the best-looking color schemes in 1200 GS history. Lupin blue metallic it’s called. The Rallye version underlines the off-road character of this GS with cross-spoke wheels, large Adventure footpegs without rubber inserts, a flat Rallye seat, a stainless steel radiator guard, a low windshield and no centerstand. Just add a decent set of allroad tires, a skid plate and engine protection bars and you’re good to go on that all-road adventure.

Unfortunately, I didn’t get BMW’s permission to test the GS off-road. Too bad. On the other hand: only a minority of all GS’s sold will ever leave the paved roads. So chances are that if you read this you’ll never even plan to ride off-road.

My first motorcycle was a BMW F 650 GS and when I just started riding that motorbike, I couldn’t imagine ever riding a 1200 GS. Such a big and heavy looking bike. How can you master such a behemoth? Who would even consider riding that thing off-road?! And then there’s Continue reading →

Review: Yamaha Tracer 900

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In 2013 Yamaha released the MT-09 (then called FZ-09 in North America). A brutal naked with a widely praised three-cylinder engine, although comfort and versatility aren’t its strenghts. Which sparked an idea: in 2015 the Japanese manufacturer revealed the MT-09 Tracer (then called FJ-09 in North America): a sporty motorcycle with clear touring features and the same MT-09 engine. Since this year it’s called Tracer 900 but otherwise the bike remains unchanged.

So how do you transform a naked into a sports tourer? Yamaha did the trick with a few additions and changes. A more upright sitting position, some fairing, a bigger tank, an adjustable windscreen, wider handlebars, a higher, adjustable seat, a centerstand, a 12V socket and handguards. Only cruise control and heated grips are missing, even though the latter’s on the option list.

But before we go into detail, first let’s have an overall look. The Tracer 900 appears a lot less aggressive than the MT-09 but it does have personality. Okay, maybe a bit of a “Transformers” personality but other than that there’s hardly anything to complain about. The finishing is good, with a nice looking, powerful LED headlight.

Touring additions

Let’s go a little deeper into the touring additions. The seat is quite spacious and offers two heights (check the video to learn how to change the seat height). It’s pretty firm so your butt might start complaining after an hour’s ride. The optional comfort seat could counter those complaints.

In contrast to your butt, your legs can easily cope with longer rides: they’re not forced into a too sharp angle. The seating position is straight and relaxed, with the windshield leading most of the wind away from your torso. You can adjust that windshield in height but not while riding. Continue reading →

Review: Honda CRF1000L Africa Twin DCT

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Very few motorcycles have such a legendary ring to them as the Honda Africa Twin. The first model dates from 1988 and was derived from the NXR-750 which took eight Dakar Rally podiums in the 80’s. In 2003 the Africa Twin story came to an end, but on the second-hand market the model remained popular.

In 2014 rumors said the Africa Twin legend would be revived, and the expectations were set high. Maybe too high? Time to find out. Here’s our review of the Honda CRF1000L Africa Twin.

The Africa Twin’s slender built and high nose refer to its famed predecessors. If you pick the tricolor paintjob, the reference is even more highlighted. The classic double round headlights had to make room for a more aggressive design though, quite a bummer.

With its 1000 cc 95 hp engine, it’s clear the Africa Twin doesn’t want to compete against stronger and heavier adventure bikes like the BMW 1200 GS or the KTM 1190 Adventure. The electronics package is also on the light side: as a standard the 2017 model has ABS which can be switched off on the rear wheel. A three-level, disengageable traction control is also standard. And that’s it.

For a bike that appears to be designed as a world traveller, you would at least expect a centerstand and 12v socket. Yet you have to go to the option list for those. Ditto for heated grips. Cruise control is even missing on the option list.

Its manoeuvrability is something that stands out as soon as you start riding the CRF1000L. Honda’s clever placement of the heavier parts enhances the weight distribution, making it simple to get the Africa Twin in the desired lean angle and facilitating difficult off-road sections.

The long saddle offers two heights (33.5 and 34.3 inches) and plenty of room to move around during long journeys. Combined with the well-placed handlebars, this ensures good ergonomics. The standard setting of the suspension is comfortable, although you’ll lack some feedback and stability when riding faster. Luckily it’s fully adjustable.

The high front gives a good protection against wind and weather. Which was much needed during my week’s test in early November: I barely saw a mile of dry asphalt. Too bad that the windshield isn’t adjustable.

The finishing lacks some refinement although the design is well taken care of. Just have a look at the LED direction indicators that also act as daytime running lights, or the anchor points for the optional panniers that are nicely integrated.

Automatic

My testbike was equipped with the (optional) Dual Clutch Transmission, or “automatic” as most humans call it. The Africa Twin is not the first model Honda equips with a DCT. You won’t find a clutch lever nor will your left foot find a gear shift lever. Yet I got used to this very quickly. Only in more difficult situations, for example when emergency braking, my reflexes Continue reading →

Review: Yamaha MT-10

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It’s always a matter of putting things into perspective. In my previous review I wrote the Triumph Tiger 800 XCa demanded more input to enter a corner than my own BMW F 800 GS. And then you get a Yamaha MT-10 for a week’s test after which you hop back on your GS and can’t help but notice how much effort cornering takes on your Beemer. And how terribly slow it is!

Okay, comparing a 800 GS with a MT-10 isn’t fair but there’s one BMW model that has a lot in common with the Yamaha: the BMW S 1000 R. Both are based on a 200 hp inline-four racer that lost its fairing and exchanged a fair bit of horsepower for more mid-range torque.

Still, the MT-10 isn’t just a naked R1. The frame, swingarm and suspension may be identical but on the other hand there’s a tweaked engine, a chassis that’s modified for more comfort and the aggressive headlight section, which I happen to like. Especially in Night Fluo finish the MT-10 is very expressive. The other colors (blue or black) are just plain boring.

Master of Torque

MT stands for Master of Torque and good heavens, there is no lack of torque indeed. The MT-10 is a wild beast with a very exciting power source. It accelerates like crazy: from 5000 rpm you better make sure you hold those handlebars tight. At 9000 rpm this torquey master reaches its maximum of 111 Nm.

Riding peacefully is no problem either. The 160 horses were very easy to handle during the rush hour in the centre of Brussels. Of course the Master prefers to be somewhere else, where it can dive into corners and exit them like a bat out of hell.

The frame likes that dynamic riding style. It remains stable and firm, with predictable and light steering behaviour. Correcting your riding line in a corner is easy to do. The suspension in standard setting is sporty without being stingy and is fully adjustable, front and rear.

The soundtrack is just Continue reading →

Review: BMW R nineT

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The sexiest bike of the entire BMW Motorrad range is the BMW R nineT. That’s my conclusion after testing one for a week. Praising words from (mostly non-motorcycling) colleagues, a big thumbs up from a car driver at a traffic light, a spontaneous chat at the gas station. I got more feedback with the R nineT than with any test bike I ever rode.

The R nineT was launched in 2014 on the occasion of 90th anniversary of BMW Motorrad. So it comes as no surprise the nineT has classic looks. Though not as classic as, say, a Triumph Bonneville T100 Black. The Beemer has a modern twist to it and tries to charm café racer and custom fans with its extensive personalization possibilities.

Back to the basics

The essence of riding is what the R9T is all about. Everything that’s not essential went overboard. No frills. While other BMW models are crammed with traction control, mappings, tire pressure control, electronically adjustable suspension and other techno shizzle, the nineT only got a non-switchable ABS. On the other hand it has a stylish design, finished with sweet details such as the BMW logo in the headlight or the embossed nineT logo on the air intake.

The 1,170 cc boxer comes from the previous R 1200 generation, and is the last of the Beemers with this type of engine. It’s not the newest of the newest but has proven its qualities with a long track record. Air-cooled, in contrast to the liquid-cooled flat twins that BMW currently assembles. The gears are a little shorter than on the previous RT and GS, for a more lively riding behavior.

A flat twin also means you’ll experience Continue reading →

Review: BMW R 1200 RT

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Of all current BMW motorcycles, the R 1200 RT probably has the most “midlife crisis” reputation. When I see it in the showroom, I soon imagine a settled fifty-year-old in the saddle, ready for a tour with the missus on a sunny Sunday afternoon.

But despite that reputation, the 1200 RT does extremely well in sales charts, and if you’re looking for a touring bike, this boxer so often seems the logical go-to answer. Is its stuffy image only a first impression? Could it change my mind in a week?

A trip to Austria, together with colleague Luc on his Triumph Tiger Sport, would be the ideal opportunity for an extensive RT test. 2200 km should be enough to form an opinion.

Personally I find the BMW R 1200 RT’s look quite a turn off. With its gigantic front you’d almost offer it a gym membership. The 17” front wheel even seems disproportionate. Fortunately the two round LED daytime running lights are pretty. A nice (but optional) wink to its four-wheeled family.

The finishing is also excellent. Meticulously and with an eye for detail. The dashboard is clear and informative. Two round analog meters (speed and rpm) with in between a beautiful TFT color display that informs you about autonomy, mileage, temperature and so on. Above the display there’s a bar with warning lights, and above that a mount for an (optional) GPS. Which is not very readable in direct sunlight. Some additional shielding from the sun wouldn’t be a bad idea for the next RT. Also: too bad the GPS can’t be locked so you have to take it with you every time you have to make a sanitary stop or enter a gas station shop.

You can easily control many settings from the handlebar. Most of them with your left thumb: scrolling through the extensive menu is peanuts with the multi-controller ring. Also handy: you can assign menu items as favorites. After selecting these you can go directly to, for example, the settings of heated grips or the GPS, instead of having to dive into the menu.

Broad beaked Beemer

I’ll admit it: I didn’t want to return the BMW R 1200 RT after my week’s test. What a splendid bike for endless days in the saddle. The windshield is Continue reading →

Review: Suzuki GSX1250FA Touring

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Suzuki’s GSX models all have four-cylinder engines, with the GSX1250FA having the largest lung capacity: 1255 cc. On some markets (Australia and Belgium for example), it’s available in a tourer trim, challenging other big tour bikes like the Triumph Trophy, BMW R 1200 RT and Yamaha FJR1300.

The Touring suffix doesn’t mean the GSX1250FA obtained lots of extra equipment: a vario windshield, a topcase and side panniers, that’s it. Fortunately, the model already had a nicely streamlined fairing so that suffix is justified.

Tough competition

The first question that raises is whether this Suzuki is up to the rather tough competition. If you compare the price tags, the GSX stands out: it’s a lot cheaper than its three competing colleagues. But while these offer technology like cruise control, heated grips, an electrically adjustable windshield, traction control and different riding modes, the Suz does without. Back to basics. And if you think the option list might have something to offer, well, you’ll only find a tank pad or wheel striping.

Still, the GSX1250FA Touring has ABS, a height-adjustable seat and a centerstand. The latter comes in handy because the GSX uses a chain to transfer the engine power to the rear wheel. You might expect a shaft drive on a touring oriented bike, but a chain of course lowers the price.

Some mistakes

The competitive price of the Suzuki GSX1250FA Touring doesn’t only imply a pretty basic standard equipment, the bike also makes some mistakes. For example, it has three keys. One to start the bike, one for the topcase, one for the panniers. Continue reading →