2019 Triumph Speed Twin in Korosi Red and Storm Grey
Triumph has resurrected a legendary name from its history with the announcement of an all-new model in its Modern Classics lineup: the 2019 Speed Twin. Introduced in 1938, the original Speed Twin set standards for power and handling, and it was produced until the mid 1960s.
2019 Triumph Speed Twin in Silver Ice and Storm Grey
Like its ancestor, the 2019 Triumph Speed Twin is powered by a parallel twin, though the modern version has liquid cooling, more than twice the displacement at 1,200cc and a “high power” Thruxton tune that’s good for 96 horsepower and 83 lb-ft of torque (claimed).
The newest member of the Bonneville family borrows its chassis from the Thruxton R, and Triumph says it weighs 432 pounds dry—22 pounds less than the Thruxton and 60 pounds less than the T120. A new magnesium cam cover, mass-optimized engine covers and a revised clutch assembly save 5.5 pounds versus the Thruxton’s engine.
The 2019 Triumph Speed Twin has unique analog gauges with inset digital displays.
The Speed Twin is equipped with dual Brembo disc brakes up front, a single Nissin disc brake out back, a nonadjustable cartridge fork, preload-adjustable twin shocks and 17-inch cast aluminum wheels shod with Pirelli Rosso Corsa 3 tires. Standard electronics include ABS, switchable traction control and throttle-by-wire with three riding modes (Sport, Road and Rain), and the headlight, taillight and turn signals are LED.
An upright, tapered aluminum handlebar, midmount footpegs and a bench seat with a 31.8-inch rider’s section should offer a neutral, comfortable riding position. The 6-speed transmission has a torque-assist clutch and final drive is via chain. Styling and details are top-notch, from the analog speedometer and tachometer with digital menus to the 3.8-gallon sculpted fuel tank with Monza-style filler cap.
The 2019 Triumph Speed Twin will be available in North America in February, with pricing announced in January. Available colors are: Silver Ice and Storm Grey, with hand-painted Graphite coach line and white stripe; Korosi Red and Storm Grey, with hand-painted Graphite coach line and white stripe; and Jet Black.
New for 2019, the Kawasaki Versys 1000 SE LT+ gets many upgrades over the previous model, including a full suite of electronic riding aids, cruise control, LED headlights and cornering lights, new bodywork with Highly Durable Paint, a new TFT display and Bluetooth connectivity.
Thanks to their comfortable, sit-up ergonomics, generous suspension travel and do-it-all versatility, adventure tourers have been one of motorcycling’s few growth segments in recent years. But most adventure tourers are designed to be at least moderately capable off-road, which means they typically have a 19-inch front wheel and 90/10 adventure tires.
Kawasaki’s Versys 1000 LT, which debuted for 2015, blends the virtues of an adventure tourer with those of a traditional sport tourer. It has an upright seating position and longish legs, but it has nimble 17-inch wheels shod with grippy sport touring tires.
We liked the Versys 1000 LT so much that we named it Motorcycle of the Year for 2015, and we kept one in our long-term fleet for an extended evaluation.
A new look for the 2019 Kawasaski 1000 SE LT+ includes a manually adjustable windscreen, more aggressive styling and body panels with Kawasaki’s exclusive self-healing Highly Durable Paint.
For 2019, Kawasaki replaced the Versys 1000 LT with a higher-spec model called the Versys 1000 SE LT+. The SE LT+ gets an updated engine, integrated riding modes, cruise control, an updated suite of electronic rider aids, a TFT instrument panel, updated styling, Bluetooth connectivity and more.
Powered by a liquid-cooled, 1,043cc in-line four-cylinder engine that is exceptionally smooth and delivers power and torque in a linear fashion, the Versys 1000 SE LT+ gets throttle-by-wire, new fuel injection mapping and updates to its exhaust and catalytic converter design. As on the previous model, the SE LT+ has two power modes: Full (100 percent) and Low (75 percent). The 6-speed transmission, which is mated to an assist-and-slipper clutch, gets a new up/down quickshifter.
New Showa suspension has electronically controlled, semi-active compression and rebound damping and rear preload.
Returning unchanged are the five-piece cast-aluminum main frame and tubular-steel trellis subframe. With 5.9 inches of front/rear travel, the Versys rides on a new Showa 43mm upside-down cartridge fork and Showa BFRC Lite shock, both of which have Kawasaki Electronically Controlled Suspension (KECS) for semi-active compression and rebound damping and rear preload (front preload is adjusted manually).
Braking is handled by dual 4-piston radial-mount monoblock front calipers with a radial-pump master cylinder squeezing 310mm petal discs and a 1-piston rear caliper squeezing a 250mm petal disc. As before, traction control and ABS are standard, but the SE LT+ has been upgraded to the supersport-spec Kawasaki’s Intelligent anti-lock Brake System (KIBS). Also new are a Bosch Inertial Measurement Unit (IMU) and Kawasaki Cornering Management Function (KCMF), which “monitors engine and chassis parameters throughout the corner to assist riders in tracing their intended line through the corner.”
A new instrument panel includes a full-color TFT display, and a rider’s smartphone can be connected to the bike via Bluetooth. Kawasaki’s Rideology the App provides access to vehicle and trip information and control over certain electronic parameters.
The Versys 1000 SE LT+ has integrated riding modes that adjust power delivery, traction control sensitivity and suspension damping. Four modes are available: Sport, Road, Rain and a customizable Rider mode. Also, to enhance long-range comfort, electronic cruise control is standard.
Styling has been freshened up with LED headlights and cornering lights (see illustration below), a manually adjustable windscreen, new bodywork and Kawasaki’s new Highly Durable Paint and Highly Durable Matte Paint for high-touch areas such as the fuel tank and fairing panels. These paint finishes feature “a special coat that allows certain types of scratches to repair themselves, enabling the paint to maintain its high-quality finish. Soft and hard segments in the coat work together like a chemical spring, creating a trampoline effect that absorbs impacts.” Color-matched, removable, 28-liter Kawasaki Quick Release saddlebags are standard equipment.
This illustration shows how the IMU-controlled, sequential LED cornering lights (as lean angle increases, more lights turn on) provide more illumination while turning.
The Versys 1000 SE LT+ also gets a new full-color TFT instrument panel that’s paired with an analog tachometer. Riders can also connect their smartphones to the bike via Bluetooth, and using Kawasaki’s Rideology The App, they can view vehicle information and a detailed riding log as well as make adjustments to certain electronics parameters.
The 2019 Kawasaki Versys 1000 SE LT+ is available in Metallic Flat Spark Black/Pearl Flat Stardust White, and MSRP is $17,999.
In three short years, the DirtDaze Adventure Bike Rally has become one of the largest adventure events in the U.S. In 2019, it will move to a new, larger venue and will take place later in the riding season.
For DirtDaze’s first three years it was held in Lake Lucerne, New York, during the first week of June–at the same time and just a few miles away from the Americade touring rally in Lake George.
The Northeast rally will continue to offer extensive guided and unguided rides, demo rides, rider training and camping/lodging.
“We’re very excited about this change,” said Christian Dutcher, the rally’s director. “We’ve narrowed the potential new location to two different regions, both of which offer incredible riding. And, the new dates will allow our staff to do even more with the event, which the attendees are going to love. We’re hoping to unveil the new location and dates by January 1st.”
The DirtDaze Adventure Bike Rally is a fun, adventurous and educational multi-day festival for dual-sport and adventure motorcycles. The event offers on-site demos and vendors, world-class rider training, dual-sport rides to far-off destinations with lunch, fun night time activities, riding games and contests.
The 2019 Zero DSR electric dual-sport gets more power and torque, increased range and useful features like a windscreen, grippy tank panels, hand guards and a 12V socket. (Photos by Aaron Brimhall)
Sometimes, I can be such a sucker. Apparently, the good folks at Zero Motorcycles know this and jumped on my weakness. While unveiling the 2019 DSR dual-sport electric motorcycle in Santa Cruz, California, the Zero reps set the hook and reeled me in. Following the tech presentation they explained, “…and after the street portion of the ride we’ll ride off-road at a private ranch that we’ll have all to ourselves—dirt roads, unimproved roads, water crossings, a beach-riding photo op and some single-track too.”
Riding an electric dual-sport on a private ranch with wooded trails and beach access? Sign me up!
What??? In my younger years I spent lots of time riding motorcycles around this very same area, decades ago before much of the land became fenced and gated. So I had a good idea about the mix of redwoods, bay laurel trees, ferns and banana slugs we’d see. Sold! I was all in and ready to roll.
Weighing a claimed 416 pounds, the Zero DSR carries its weight low since the “tank” is an empty storage compartment and the enormous battery occupies the space where an internal combustion engine would normally be.
Regarding electric vehicles, some cite concerns about limited range and hassles with recharging battery packs. That’s legit to a point, but the Zero engineers continue to notch advancements by tapping into new battery chemistry, advanced magnet composition, better firmware and redesign of the motor controller for more efficient yet more powerful motors, increased long-term charge storage and more. Claimed horsepower increases from 67 on the DSR we reviewed in 2016 to 70 on the new model, and torque jumps from 106 lb-ft to a whopping 116 lb-ft—that’s more grunt than the most powerful 1,000cc sportbike in production today, as the Zero reps love to explain, and the controller delivers it very smoothly and quickly.
The Zero DSR’s digital instrument panel shows speed, mode, remaining charge, remaining range, battery output/regen as well as a clock and tripmeter functions.
Given increased range claims of 163 miles in the city and 78 miles on the highway, even this new and improved iteration still offers a radically different performance envelope compared to internal-combustion machines. So the key is to clearly identify and stay within the working envelope. Specifically, Zeros can work very well for commuting (especially if you can recharge your bike while at work or school), and in the case of the DSR, it would be grand to have one on hand for riding out from a mountain cabin.
Although considered a dual-sport in Zero’s lineup, the DSR is a street-biased motorcycle that is heavy by dual-sport standards. But having direct drive with no clutch simplifies things when the going gets rough.
On pavement the street-biased DSR feels agile like a sporting 600cc bike in terms of weight and size—albeit one with monster torque. Much of its weight is carried low, which makes it feel even lighter and more nimble than its claimed 416-pound curb weight would suggest. Yet the instant-on torque rockets you out of corners, setting the front end to skipping over the pavement if you’re not careful. The wide handlebar lends leverage for steering input and you can slice and dice your favorite back road right into bite-sized pieces thanks to the stout aluminum frame and high-quality fully adjustable Showa suspension.
The Zero DSR has fully adjustable Showa suspension front and rear. Ahead of the rear shock is the air-cooled electric motor.
I got caught out on the fast-paced first corner; set on Sport mode, the Zero returns little regenerative “engine” braking when you roll off the throttle—surprise! Luckily, my old two-stroke reflexes kicked in and I just squeezed harder on the lever for the single-disc front brake. Off-road, braking power is less of an issue than tire traction; the hybrid Pirelli MT-60s strike a good compromise for street and dirt use, but of course they can’t match the grip of full-on knobby tires when riding on the loose stuff.
The DSR’s riding position feels open and comfortable, with a fairly broad and sufficiently padded seat, though the passenger step restricts rider movement a bit. The handlebar sits a tad too low for this six-footer while standing on the pegs, but the nice, wide footpegs are dual-sport comfortable.
The Zero DSR has an open, comfortable seating position, but for tall folks the bars are too low for stand-up riding.
In the dirt, managing the strong initial power onset can be a little tricky. But with practice it becomes simple to modulate power while negotiating tight spaces, especially if you ramp down to the Eco setting that restricts power delivery. (There’s also a Custom setting for adjusting power and regen to your liking.) Once you get the hang of it, negotiating tight quarters on heavily wooded trails becomes a joy since no clutch skills are needed—one less thing to distract you from the task of actually riding the bike.
In keeping with dual-sport and ADV bike trends, the DSR now comes equipped with a modestly sized windscreen, grippy tank panels for off-road, up-on-the-pegs riding, hand guards and a handy 12-volt accessory socket—all at no added cost over last year’s MSRP of $16,495. That adds measurably to the utility and versatility quotients. Also, the decent-sized “tank top” storage compartment is handy if you don’t install Zero’s accessory extra battery (Power Tank) or fast-charge (Charge Tank) setup.
The Zero DSR’s windscreen, formerly an accessory but now standard, adds wind protection and should improve aerodynamics for better range. The DSR has belt final drive, but a chain conversion kit is available.
Adapting to any vehicle takes some effort as you work to its strengths and cover its weak spots. We already do that when we jump back and forth from four wheels to two, so it’s just another parallel path when we jump from internal combustion to electric bikes. In summary, it’s not about the DSR’s limitations; it’s about how well it actually works as a motorcycle in a variety of settings. And as this short first ride proved, the 2019 Zero DSR can work very well indeed as a capable and versatile dual-sport machine.
2019 Zero DSR Specs Base Price: $16,495 Warranty: 2 yrs.; 5 yrs./unltd. miles for power pack Website:zeromotorcycles.com
Engine Type: Z-Force 75-7R passively air-cooled, high efficiency, radial flux, interior permanent high-temperature magnet, brushless motor Controller: High efficiency, 775-amp, 3-phase brushless controller w/ regenerative deceleration Battery: Z-Force Li-ion intelligent Max. Capacity: 14.4 kWh Nominal Capacity: 12.6 kWh Standard Charger Type: 1.3 kW, integrated Input: Standard 110V or 220V Transmission: Clutchless direct drive Final Drive: Belt
Chassis Frame: Aluminum twin-spar w/ aluminum swingarm Wheelbase: 56.2 in. Rake/Trail: 26.5 degrees/4.6 in. Seat Height: 33.2 in. Suspension, Front: 41mm USD fork, fully adj. w/ 7.0-in travel Rear: Single shock, fully adj. w/ 7.0-in travel Brakes, Front: Single 320mm disc w/ asymmetric 2-piston floating caliper & ABS Rear: Single 240mm disc w/ asymmetric 1-piston floating caliper & ABS Wheels, Front: Cast, 2.50 x 19 in. Rear: Cast, 3.50 x 17 in. Tires, Front: 100/90-19 Rear: 130/80-17 Claimed Wet Weight: 419 lbs. Claimed Load Capacity: 356 lbs. GVWR: 775 lbs.
Performance Claimed Peak Horsepower: 70 Claimed Peak Torque: 116 lb-ft Claimed Top Speed: 102 MPH Claimed Range: 163 miles city/78 miles highway Charging Time (110V): 9.8 hours
Although the 2019 Ural lineup appears almost identical to the previous models (as a matter of fact, one can say the same thing about all Urals manufactured in the last 30 years), the new model year brings a few big (in Ural terms) changes to the family of sidecar motorcycles. An all-new EFI system and a modernized top end make Ural’s 749cc “boxer” engine run cooler, smoother and work more efficiently.
The new system utilizes a single ECU located under the driver seat and two Keihin throttle bodies, one per cylinder. Electronic idle speed control provides for better startability and a more stable idle speed (both of which we noted on our LA-Barstow-Vegas adventure back in 2016).
A new self-priming, in-tank fuel pump is integrated with the fuel filter and pressure relief system. Overall fuel pressure has been increased for improved fuel atomization, and the fuel injector location is optimized for increased combustion efficiency.
2019 Ural Gear-Up. Images courtesy Ural.
The 2019 Ural engine also features redesigned cylinders, cylinders head, covers and pistons. The surface area of the cooling fins on the heads and cylinders is increased by 20 percent for better cooling. The geometry of both intake and exhaust ports of the cylinder head is optimized for improved flow of gasses, and the exhaust port is also shortened to reduce cylinder head temperature.
New pistons have a teflon-inlayed skirt and a hard anodized crown and top ring groove. The top compression ring face is inlayed with plasma-sprayed molybdenum, while oil pan capacity is increased by 25 percent without sacrificing ground clearance.
You’re still not likely to win any races on a Ural, but the updates for 2019 should make living with one a bit easier. The 2019 lineup consists of two basic models, the 2WD Gear-Up (starting at $16,999) and the 1WD cT (starting at $14,999).
The SoCal BDR (CABDR-South) route will be available January 1, 2019. Photo by Ely Woody.
Backcountry Discovery Routes (BDR), a non-profit adventure riding organization, has released the trailer for its upcoming Southern California Backcountry Discovery Route (CABDR-South) documentary film. The CABDR-South is the ninth route developed by the BDR for dual-sport and adventure motorcycle travel, and the first BDR designed to be ridden in the winter.
Free GPS tracks and travel resources, and a waterproof Butler map and feature-length documentary on DVD or video on-demand, will be available on January 1, 2019, on RideBDR.com.
The film features 4-time Baja 1000 Champion and Dakar Rally racer Quinn Cody of KTM, taking a first run on the new Southern California route. The spectacular, yet challenging, 820-mile ride across the southeastern region of California, starts in Yuma, Arizona, and ends in Benton, California.
The CABDR-South route takes riders across deserts and mountains, including the famous Joshua trees in the Mojave National Preserve. Photo by Ely Woody.
Primarily using rugged two-track and remote dirt roads, the route leads riders through the majestic canyons, rocky riverbeds and sandy washes of California’s famous deserts and national preserves. You’ll experience quirky desert enclaves and ghost towns, visit historic mines, see ancient petroglyphs and intaglios, dip in healing mineral hot springs and ride among the unique Joshua trees in the Mojave National Preserve.
A film tour presented by MotoDiscovery is being planned in more than 40 cities across the country. Dealerships and motorcycle clubs interested in hosting the film event locally are encouraged to contact BDR by January 1 to reserve their date on the tour.
The project is presented by KTM North America and BMW Motorcycles of Riverside, with additional support from Touratech, KLIM Technical Riding Gear, Rottweiler Performance, Wolfman Motorcycle Luggage, SENA, Arizona Motorcycle Adventures, Trailmaster Adventure Gear, PYI, CORVA and James Howard Creative Group.
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