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 →
“Ah, there you’ll have it.” That’s what crossed my mind when Triumph announced the new Trident. Because isn’t it logical that Triumph, with its rich triple history, also offers a more “classic” three-cylinder naked in the current range?
The new Triumph Trident 660 is the third Trident generation. From 1968 to the mid-1970s and well into the 1990s, Triumph built its first two generations. The new one received a 660 cc engine, as its name suggests.
That engine is very different from the one in the Street Triple S, which also has a 660 cc heart. Of course the Trident takes over some parts from the Street, but just under 70 new components provide a different engine character. While the Street’s three-cylinder mainly emphasizes sporty top end power, the Trident aims at the lower and middle revs. You can also see it in the Continue reading →
When BMW traded in its 1200 RT for the 1250 RT in 2019, the main change was the renewed engine. ShiftCam technology, more horses and Newton meters, remember? But no design update at all, and the dashboard with the two analogue counters and the small digital display also remained unchanged (while that combo had already been replaced by a full-color TFT display on other models). I thought it was a missed opportunity. Now we are two years further down the road. Enough time for BMW to overhaul its touring bike for model year 2021.
The first thing you notice is of course the new muzzle of the R 1250 RT. The two round headlights have given way to a more angular design, with the fairing around the LEDs now painted in body color. It gives the RT a more refined look. Too bad that the rear end remained untouched. Another missed opportunity. Or a reason for an update in two years?
The fairing has been made more aerodynamic, which doesn’t detract from the still overwhelming width of this beast. 985mm to be exact. Certainly in front view, the RT looks like a mastodon. You would almost be afraid to jump on it, because “Can I handle such a big bike?!”
However, I already experienced the opposite during previous RT encounters. Maneuvering at walking pace or pushing the bike out of the garage … it required some effort. But once Continue reading →
For years, KTM has been building the most offroad-worthy bikes. They make use of the knowledge they’ve gained in the rally world to build a production bike with – just like any brand nowadays – the pieces they have in stock.
This way they’ve constructed a full 1290 line-up: from The Beast all the way up to the Super Adventure. The engine of the 790 Duke was the base for one of the most praised adventure bikes of recent years, the KTM 790 Adventure. Recently they repeated the trick with the 890 Duke.
Downsizing is a popular trend in the motorcycling world as well, because not everyone can afford an expensive motorcycle. Especially European constructors want to get a piece of the cake that we know as ‘growth markets’. When you’re present in one of those BRIC-countries, you’ll want to have the bike built over there to reduce costs. So KTM took the engine and the frame of the Duke 390 platform to India where the Bajaj factories gave birth to the KTM 390 Adventure.
For the last test ride of this year, I went out for a ride on this smallest adventurer from Mattighofen. During a staycation I travelled from the Ardennes to the coast, wondering how much of an adventure one could experience on this Indian Austrian. After all it’s “but a four hundred”.
I’m pretty confused when I stand next to it for the first time: is this the 390 or the 790? The 390 isn’t at all as small as I expected. The standard seat height measures 855 mm, half a centimeter higher than the 790 Adventure. The bodywork looks just as Continue reading →
Last year we said farewell to the Triumph Tiger 800 because Triumph unveiled a completely new Tiger 900. Completely new indeed, because there’s a new engine, a new frame, new brakes and suspension, and a new dashboard …
When the press release came in I must say it wasn’t love at first sight. The 800 looked good with its double headlights but the 900 tried something else which I didn’t fancy right away. But hey, a test could maybe change my mind. So I decided to head out on the Tiger 900 Rally Pro, five days in the Moselle region (of which you can find the travel report right here).
Love at second sight?
Pictures don’t always tell the whole story so I was curious to see if sparks would fly on our first real life meeting. Unfortunately, they didn’t. Something about the proportions. The headlight seems a little small and looks less ballsy than the previous model. The rear light is okay, but is mounted into a plump construction. And even though the fuel tank with its sloping frontside doesn’t deviate that much from its predecessor’s looks and the finish is right up to Triumph’s standards (read: very high), the 900 just doesn’t do the trick for me design-wise. A shame, because the 800 was one of the best looking adventure bikes if you ask me.
In our last Tiger 800 review (the XCa in 2018) we suggested a few improvements. We missed a quick shifter in the options list, the tire choice was dated, it was impossible to mount tubeless tires and wasn’t it time for lean-angle technology to make its way onto this bike? Triumph went to work and added all of it to the new Tiger, or at least Continue reading →
KTM has been producing one of the most radical supernakeds on the market for a couple of years now. The 1290 Super Duke R, nicknamed The Beast, received a complete make-over for 2020. A few years earlier though, someone at KTM must have seen some touring potential in the Super Duke: mount a windscreen, add a larger fuel tank, stick on some panniers and there you have it: the KTM 1290 Super Duke GT was born. At any other manufacturer you would be fired on the spot, but not at KTM. Over there even the touring machines are Ready to Race.
The GT’s 2020 model is still based on the previous generation Super Duke. The engineers merely pinched off some top-end power of the original beastly engine: it still delivers 175 bhp and 141 Newton meters of torque. More than enough to turn the GT into a proper rocket. One that is fit to travel in style. Even though the Kiska design is not everybody’s cup of tea, the GT stands out with its aggressive headlights that are flanked by LED cornering lights and blinkers that are integrated into the fuel tank. The wide shoulders and narrow hips are Continue reading →
Photographer Michele Micoli (who rides a Kawasaki Versys 650 himself ) already treated us to photo galleries a coupleoftimes. A while ago he surprised me with a text message: “Hi Jean, I’ve tested the CB500X and made a review.” As it turns out, he’s not only in his comfort zone behind the lens or handlebars, but also behind a writing desk. Check out his write-up:
The CB500X is Honda’s most unpretentious offering in the adventure category. Will 500cc do the trick to get some kicks? I took it out for a day of riding.
Real adventure bike, or just long-legged?
The offering in the lightweight and middleweight adventure class has grown immensely over the last few years. Honda’s CB500X is a prime example of this segment. Not only does it provide us with a complete package and all necessary features, but the front and back LED-lighting give it a very modern look while retaining the typical ‘trail bike’ appearance. Clever design by the Hamamatsu company, and with 47 hp, a 19-inch front wheel and longer suspension travel in the front, it’s set to go off on an adventure.
I’ve always had a thing for lightweight two-cilinder engines, mainly due to the fact that I can push them to the edge without scaring myself senseless in the process. They offer tons of fun without breaking any speed limits, even when you’re on a sporty ride with the tach needle bouncing off the rev limiter. The CB500X is no exception to that, even though my first impressions focused more on the riding comfort.
The seat height is much lower than expected. Standing 173 cm tall, I can easily touch the ground with both feet due to the very narrow seat and the neutral riding position. The wide handlebars offer plenty of leverage and within the first few wheelspins I’m already Continue reading →