Tag Archives: two cylinder

Review: KTM 1290 Super Duke GT

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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 →

Quick test: Honda CB500X

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Photographer Michele Micoli (who rides a Kawasaki Versys 650 himself ) already treated us to photo galleries a couple of times. 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 →

Travel test: BMW F 900 XR

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When BMW announced the brand-new F 900 XR at the end of last year – at the same time as the updated S 1000 XR – several questions immediately popped up for me. Will the 900 be an adrenaline bomb like the 1000? Or will it be a kind of entry-level variant? Or a watered-down version?

The previous S 1000 XR was my favourite test motorcycle of the year in 2015. I loved that combination of performance and comfort. I have not tried the new 1000 yet and it is still at the top of my test wish list, but I did get the opportunity to try out the 900 in the meantime.

The original plan was to take it on a road trip to the Alps, but corona forced us to change our plans. We stayed home and toured around Belgium for a week, with little outings to the Eifel and northern France. Not always, but often with luggage on the back. We clocked some 2,500 km; that should suffice for an informed opinion.

Visually, the BMW F 900 XR has a lot in common with its big brother. The close family ties are clearly recognisable, so much so that the untrained eye might even mistake them for two identical bikes. The biggest give-away is possibly the rear end, which is cut off kind of clumsily right behind the seat. On the 1000 XR, the rear end has a more solid look, which is more pleasing to the eye. My test motorcycle, however, was equipped with a luggage rack, which turned out to be Continue reading →

Review: Ducati Diavel 1260

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Without a doubt, the Ducati Diavel 1260 is the most polarizing motorcycle that I ever rode. Never before I got so many reactions to the design of a test bike. “Ugliest Ducati ever,” I heard. But the haters were easily outnumbered by the fans. I saw a lot of love for the Diavel. One driver even payed more attention to my bike than to the road.

The Diavel’s distinct design is a real eye-catcher. A long and low body, with a muscular front and a striking rear: no fender, just a license plate holder which fortunately prevents a wet back during rain rides. Thanks to the single-sided swing arm on the left and the short exhaust, you have a good view of the impressive rear wheel.

On photo the Diavel couldn’t really convince me, but in real life its design won my heart easily. The finish is outstanding. Even if its looks aren’t for you, you can’t deny that the designers from Bologna put a lot of love into them. Just look at fine details such as the panels in brushed steel, the beautiful indicator lights on the front or the backlit buttons on the handlebars (just a pity that Continue reading →

Review: Triumph Speed Twin

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In 1937, Triumph launched the Speed Twin 5T, the first series-produced 500 cc parallel twin. It would become an example for many other twins that followed. And now Triumph reintroduces one of the most glorious names of its history, with the 2019 Speed Twin.

On Triumph’s list of modern classics, the “new” Speed Twin sits nicely between the Street Twin and the Thruxton. Its looks are clearly copied from the Street Twin while the Thruxton set the standard for its performance level. The result of this combination had to be a retro-styled motorcycle with modern technology and the handling qualities of a naked. So did Triumph achieve this?

The design is more than good. What a beauty! The Speed Twin looks as classic as the Street Twin but can’t hide its sporty ambitions: weight on the nose, the tank tilted slightly forward, the rear set high. I hope you don’t mind I’m drooling a bit.

The beautiful engine, with the cylinders nicely visible from all sides, the uninterrupted exhausts, the brushed aluminum parts, and that paint job! Continue reading →

Review: Benelli TRK 502

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The history of Benelli is an eventful one. In 1911, Mamma Benelli opened a workshop for her six sons in Pesaro, Italy, so they could earn a living doing car and motorbike repairs. They often made parts themselves, so in 1921 they took it a step further and built the first Benelli motorcycle from the ground up.

The factory was bombed during WWII but the brothers didn’t give up. In the 1950s Benelli gained a name thanks to several racing successes, highlighted by winning the 250 cc world championship with pilot Dario Ambrosini.

In the 60s and 70s, Benelli did well, but the strong Japanese competition brought the brand to its knees in 1988. In the 90s, Benelli came into the hands of the Merloni group and released legendary bikes such as the Tornado and the TnT 1130. But again the success didn’t last.

The Chinese group Qianjiang took over Benelli in 2005 and the brand disappeared off the radar. At least, in Europe. Benelli focused on growth markets such as India and even Iran. At EICMA 2015, Benelli unveiled the Leoncini and the TRK 502. The beginning of Continue reading →

Review: Honda CRF1000L Africa Twin Adventure Sports

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In 2016 I tested the Africa Twin and I wasn’t exactly wild about it. Three years later I have to revise my opinion. But first, let’s look at the bigger picture.

In the late 1980s the Honda XRV650 started the Africa Twin story. The discontinuation of the XRV750 production in 2003 interrupted that story, but Honda breathed new life into the Africa Twin: in 2016 the CRF1000L saw the light of day, after a few years of rumors and speculation.

First update

In 2018, the CRF1000L Africa Twin got its first update and an adventure-oriented variant was revealed: the CRF1000L Africa Twin Adventure Sports.

That update made the Africa Twin 2 kg lighter. It got a ride-by-wire throttle and a new, more extensive LCD display. The engine gained mid-range torque thanks to a lighter balance shaft and a revised inlet and exhaust system. The DCT (automatic gearbox in normal human language) also got an update.

Even more than the Africa Twin, the Adventure Sports is built for long, adventurous journeys. It has a larger tank (24.2 liters compared to 18.8 on the Africa Twin), a higher windshield, a taller fairing, tough-looking crash bars, slightly higher positioned handlebars and 2 cm more ground clearance than the Africa Twin. The adjustable seat can be set at 900 or 920 mm (on the Africa Twin: 850 or 870 mm). There’s also a lower seat available (60 mm lower).

Oh no, DCT!

I spent a few days with the Africa Twin Adventure Sports in Germany’s Black Forest to find out if Honda’s big adventure bike really improved. I hoped to get one with a manual gearbox, because in 2016 my first experience with Honda’s DCT absolutely hadn’t convinced me. So I was slightly disappointed when I discovered that the Adventure Sports I got to test was one with automatic transmission.

I knew that I had to skip the D-mode of the gearbox (due to its sleep-inducing slow shift pattern) and immediately chose the S3 mode, the most extreme of the three sportive shift modes. Very quickly my initial disappointment Continue reading →