2018: Jean’s overview

41.958 km ridden (27.078 km with my BMW F 800 GS, 14.880 km with test motorcycles)

159 days of moto-commuting

12 motorcycles tested: BMW F 850 GS, BMW K 1600 B, Ducati Scrambler 1100 Special, Harley-Davidson Street Rod, KTM 1290 Super Adventure S, Moto Guzzi V7 III Special, Suzuki GSX-R1000R, Triumph Street Cup, Triumph Tiger 800 XCa, Yamaha FJR1300AS, Yamaha Niken and Yamaha XT1200ZE Super Ténéré

3 motorcycle trainings attended (Backtrail Offroad Training, Stefenduro Enduro Introduction and Motokhana Allroad Course)

3 falls without harm (1 time with a pitbike, 2 times during an Allroad Training)

2 trips done (Luxembourg and the Vosges)

2 ride-outs done (The Dutch 1000 and Endurofun Midzomerrit)

2 maintenances done (70.000 and 80.000 km, both at Peter Motor Works)

2 tire changes done (from a Pirelli Michelin combo to Michelin Anakee Wild, and from the Anakee Wild back to the PiMi combo which wasn’t at its end yet)

1 afternoon on a pitbike

1 new Jean Le Motard team member found (glad to have you on board, Jan F!)

0 track days done (boo!)

0 accidents

Review: Aprilia Tuono V4 1100 Factory

The Aprilia Tuono has a lot in common with its donor bike, the RSV4. It still looks a lot like the hypersport, even if it’s a naked bike. It has more body panels than other fat naked bikes on the market. Especially the windscreen is taller than what we are used to. It seems to invite you to tug yourself behind it at higher speeds. A mere sign on the horizon?


The Tuono comes in two versions: the RR and the Factory. The Factory has everything what the RR has and adds a racy rear end, Öhlins everywhere and sportier shoes: Pirelli Diablo Supercorsa’s in a wider 200/55 rear tyre are standard on the Factory, while the RR gets 190/55 Diablo Rosso III’s. The Superpole Graphics are exclusive to the Factory. Besides that both models boast a very complete equipment level.

The electronics on this bike are impressive. Don’t say “traction control”, say “Aprilia Performance Ride Control”. It doesn’t just regulate a few thingies but computes real “assistance strategies”: ATC (traction control, adjustable in 8 positions on the go through flippers on the handlebars), AWC (wheelie control, adjustable during riding and softening contacts with the road), ALC (launch control, recommended only for the track), APL (pitlimiter, very practical in city traffic) and ACC (cruise control).

There is also Continue reading

Review: Yamaha FJR1300AS

FJR. What do these three letters stand for? Fast Joy Ride? Furiously Jumping Rhino? For Jackass Racers? Nope. The correct (and official) answer is Fast Journey & Ride.

Since many years the Yamaha FJR1300 has a permanent spot in the sports tourer segment. Yamaha introduced this model in 2001. Today it exists in three versions: the FJR1300A (the basic version), the FJR1300AE (with electronically adjustable suspension) and the FJR1300AS (everything from the AE plus a semi-automatic transmission). I had a date with the latter.

The AS, the most complete FJR model, costs £17,099. In return for that pile of pounds you receive a bulky package: generous fairing, electrically adjustable windscreen, two mappings, ABS, switchable traction control, height-adjustable seat, sidecases, electronically adjustable suspension, semi-automatic transmission, cruise control, heated grips, LED lights with front cornering lights, 12v socket, shaft drive. In other words, everything you need and more.

The FJR is perfect for long journeys. The sitting position on the wide seat is comfortable yet slightly bowed towards the handlebars. Yamaha sells the FJR1300 as a sports tourer and not as a pure touring machine, so that forward bend seems legit.

With the windscreen down, only your head’s in the wind. If you raise the screen, there’s minor turbulence around the helmet, depending notably on the traffic in front of you: behind a truck, your head will shudder more than when you’re flying down an empty highway. Also a minor (but subtle) Continue reading