New to the press is a test from motorcycle magazine Motorrad, who has decided to pit cars against motorcycles to see if improved technology has closed the gap between the two.
The report from RideApart states that, for this fuel efficiency test, the following machines were placed into three categories for the upcoming shenanigans:
SPORT
Yamaha YZF-R1 VS. Porsche 718 Cayman
ECONOMY
Honda NC 750 VS. Ford Focus
UTILITY
BMW R 1250 GS VS. Audi Q5 Sport Back 45 TFSI Quattro
Yamaha’s R1 pitted against a Porsche 718 Cayman. Media courtesy of Crossroads Yamaha and Top Gear.
For the Sport category, the R1’s claimed 33mpg was under-exaggerated; Motorrad’s team were able to get 41mpgg out of the bike, while the Cayman under-performed, shrinking the auto’s claimed mpg from 27 to 24.
Honda’s NC 750 against a Ford Focus. Media courtesy of Top Gear and MCN.
The Economy category was even more telling; between the NC 750’s claimed 80.5mpg shrinking to a wilting performance of 67mpg and the Ford Focus’s claimed 40 hitting the back of the neck at 31mph, numbers just weren’t adding up.
(Keep in mind, this particular test had everybody restricted to a fixed speed, so the rules may have slightly affected the potential of the results.)
BMW’s R 1250 GS pitted against an Audi Q5 Sport Back 45 TFSI Quattro. Media courtesy of Edmunds and BMW.
As for the Utility category, numbers were more well-behaved; our favorite Bavarian R 1250 GS actually got the most bang for buck out of everybody, bumping up the claimed mpg from 50 to 52.
Audi underperformed by a measly three mpg (25 to 22) – nothing crazy, but enough to finalize the results of this test as being slotted firmly in the rider’s favor.
What do you think? Do you have any similar fuel efficiency tests you’ve undergone? Be sure to drop us a comment, let us know below what you think, and as ever – stay safe on the twisties.
This week we’re looking at the smaller of the two from Yamaha’s retro ‘Sport Heritage’ range. For the unfamiliar, the XSR lineup consists of the bigger brother XRS900 which runs the impressive 847cc triple shared with the MT-09 (which probably gets the most attention) – and the XSR700 as reviewed here which runs the equally impressive 655 cc parallel-twin also shared with the MT-07LA.
Learner legal but with great performance and style the XSR700 is a great package
And yep, it’s learner legal, but try not to think of it as just a ‘first bike’ to just ride for a bit and then trade in for something bigger and better like some of the other entry level offerings. There’s plenty to like about the smaller XSR and I could not only see it being a long term prospect kept well beyond the learning period for a lot of riders, its a quality bike in its own right. So, we’ll cover the obvious stuff first.
The whole driveline is shared with the MT-07LA which you can read more about here – and it’s terrific. Smooth delivery from idle with a generous helping of character from the 270-degree crank, its essentially vibe free, torquey and incredibly easy to use. As they say – if it ain’t broke – don’t fix it. And this definitely ain’t broke. Throttle feel and fueling are both spot on, the box is great, quick-shift isn’t needed here. Get it past 3 and a half grand and it pulls solidly. Highway cruising sits you at around 4 and a half which is right in the meat and potatoes for plenty of overtaking poke.
The engine was changed to suit Australian LAMS regulations with capacity reduced from 689 to 655ccTrev demonstrates the wheelie prowess of an XSR700
It’ll lift the front happily from lower speeds when asked to and keep it up right through to fourth – it’s actually a surprisingly well balanced wheelie bike! And it’s a very proven package with truck loads of them on the roads all over the world. Today’s learners don’t know how good they’ve got it!Switchgear is all excellent Yamaha fare and both the clutch and brake operation is light and easily controlled. The brakes are well specced too for the package. Twin 282 mm wave discs up front and a 245 mm in the rear, both ends get ABS. Plenty of power without being intimidating on initial bite.
On top of that familiar driveline, they’ve added some really nice styling. Starting from the back for a change, the circular LED tail light is uniquely executed and really stands out – a stylish blend of old meets new. I like it. It’s quite different – and that in itself is no bad thing.
Yamaha XSR700
Moving forward from there, the seat has a nice old school shape with two different leather finishes and has the XSR700 ‘logo’ (which is featured in a few places) embossed into the back. The seat height is slightly higher than the MT-07LA by the way at 835 mm compared to 805 mm, but doesn’t feel tall at all.
2020 Yamaha XSR700
It has a 14-litre aluminium tank – the same capacity as the MT-07LA, which will see you comfortably past the 300 km range, with a red plastic strip bolted on top. I’m torn as to whether I like the exposed bolts if I’m honest. One minute I’m liking the bit of edginess it adds, the next minute I think it’s a bit of an afterthought. It doesn’t seem to look out of place though. This new for 2020 colour scheme is called ‘dynamic white’ by the way. A tasty nod to some of the old schemes from years gone by and to my eyes is a much nicer look than the outgoing scheme. The gold cast alloy wheels complete the vibe.
2020 Yamaha XSR700
Up onto the dash and I really, really like what they’ve done here. It’s as simple and nice a dash as I’ve seen for a retro styled bike. A round shape reflecting an old analogue dial, tacho around the outside, gear shift indicator on top, large speedo in the middle and fuel at the bottom. I’d personally like to see the rev numbers a little larger so you can pick them out more easily at speed, and a temp gauge using half of the fuel meter space, but it’s nicely done. I dig it – it completes the picture and helps to give the bike a real identity when riding.
2020 Yamaha XSR700
Moving further forward and there’s more nice touches of brushed aluminium around the classic shaped headlight. All in all I think the designers have done a nice job. The more I looked at it, the more there was to like. Same goes for the XSR900 for that matter. It’ll be interesting to see how the sales go this year compared to the MT-09.
2020 Yamaha XSR700
On the road it’s always going to be a very similar thing to the MT-07LA which again is no bad thing. Seating position is quite comfortable – reach to the bars is easy and relaxed. The seat is nice and narrow and leg over is easy. Lots of room to move your body around – slipping from urban cruiser mode to a more sporty ride position to carve some corners is a doddle. It feels light (186kg wet) and quite agile with its short wheelbase of 1405 mm. That translates to a nimble, easily maneuverable ride in traffic and perfect for both someone learning their way around riding, and someone more experienced who can take a little more advantage of it.
2020 Yamaha XSR700
Suspension-wise I found nothing to complain about with the front, but I did feel the rear pogo-ing probably more on this than the MT-07LA. Could do with some more damping for mine, but unfortunately unlike the MT-07LA it’s not adjustable. It’s most noticeable on repeated bumps – especially mid corner where it upsets things a little if you’re pressing on and the bike will sit up more than I’d like. But I’m probably a fussy bastard who’s been spoilt. A learner will probably not find this a limitation and an experienced rider who wants to push harder will probably be looking at the bigger XSR anyway.
I didn’t find myself pushing it hard that often though to be honest, possibly because I wasn’t 100 per cent happy with the handling. Instead I found more its its sweet spot as somewhat more of a little retro hooligan tool. Maybe that was just the mood I’m in at the moment… It’s perfectly happy to cruise about and would make a fine commuter. It’s an absolutely ripping low speed wheelie bike..
Where does that leave us then? Well, it’s a competitive little segment now I guess, the naked learner approved light-middleweights. I’m not convinced there’s much out there that’ll top this. I’d probably buy the XSR over the MT-07LA just for the styling. And then maybe look to get the shock modified or bung in an aftermarket unit as you started to push the limits a bit harder if you were that way inclined.
Yamaha XSR700 Summary
Why I like it
Lovely silky smooth proven drivetrain
Learner legal! But definitely not just for learners.
Motorcycle test by Adam Child ‘Chad’ Photography Fabio Grasso & MV
Where do I start with the dramatic MV Agusta Brutale 1000 RR? It looks like it’s doing a million miles an hour stood still. I can’t remember a recent bike that is so dramatic, individual and, perhaps because it says MV Agusta on the fuel tank, exclusive. I spent nearly a week with the MV yet was still admiring it and finding new parts to fall in love with when I gave it back. From the front, the distinctive Porsche-like headlights make it immediately identifiable as a Brutale. The cut-away rear seat section featuring four-protruding silencers and a sculpted singled-sided swing-arm combine to make one of the best rear ends on the market… But, like everything exclusive and Italian, the MV comes at a price – an eye-watering $52,190.
MV Agusta Brutale 1000 RR
It’s not just about the looks, though. The new MV Brutale 1000 RR is the most advanced MV to date, and its titanium rodded engine now wants to rev higher and create even more power: a quoted 208 Italian horses. I couldn’t wait to find out if the 2020 Brutale went as fast as it looks, which is why we headed to Italy to find out both on road and track, flicking between Pirelli Rosso Corsa 2 rubber and Pirelli SC3 Slicks to get a real flavour for this Italian beauty. Yes it’s a tough job but someone has to do it.
MV Agusta Brutale 1000 RR
Even if you say it quickly, $52,190 is a lot of money, making the Brutale 1000 RR the most expensive naked bike on the market. Ducati’s Streetfighter V4 S, arguably MV’s closest competition, also comes with semi-active Öhlins suspension and 208 hp but is almost 20k less at $33,900 ride away. Aprilia’s factory Tuono, also with semi-active suspension, is even cheaper at $29,890 ride away.
MV Agusta Brutale 1000 RR
Yes, you could argue the MV has more exclusivity and that with all its carbon and other goodies, and is the most eye-catching. MV though will say, ‘you’re buying into the image, brand and exclusivity. If you want a Rolex, you must pay Rolex money.’
MV Agusta Brutale 1000 RR is available in two different colour schemes
Power and torque
It’s crazy to think that if you don’t’ have over 200 hp in the super naked class then you’re turning up to a gun-fight with a knife. MV has really pushed the boundaries with the 998cc Brutale which now produces a quoted 208 hp at 13,000 rpm. To put that in perspective, the new MV is on par with Ducati’s Streetfighter, which, remember, has a much larger capacity (1103cc), and is way ahead of Aprilia’s Tuono, which produces ‘just’ 173 hp.
MV Agusta Brutale 1000 RR
That relatively small 998 cc capacity and the inherent engine characteristics of an in-line four-cylinder mean that maximum torque – 116.5 Nm at 11,000rpm – is reasonably high in the rev range, and only bettered by larger capacity bikes in this category. In comparison to other 1000 cc naked machines, it’s way ahead.
MV has achieved this impressive output through a series of engine improvements, the main and the most expensive being the introduction of titanium conrods, allowing the engine to spin faster and higher. There are also new valve guides and camshafts with altered timing on both the exhaust and intake valves. Lubrication has been improved while the amount of oil needed for the engine has been reduced.
Four-into-one-into-four exhaust system which is made in partnership with Arrow
The screaming in-line-four now breathes via a new air-box which is fed via longer air-intakes. The tuned engine now releases its gases via a stunning four-into-one-into-four exhaust system which is made in partnership with Arrow. There’s new Mikuni ride-by-wire fuelling with eight injectors and four rider modes (Sport, Race, Rain, and a Custom mode).
Time to ride
Thankfully the four-into-one then back-into-four exhaust sounds as good as it looks. MV doesn’t know how to make a bike sound dull. It’s passed Euro-4 homologation yet sounds fantastic. At low rpm there is a distinctive burble, it sounds mechanical, soulful and very Italian, not bland or near-silent like some Japanese bikes. On large throttle openings, from low in the revs you can hear the air-box breathe, you can feel it gasp for air, ready to fire you forward. Dance on the fluid and fast up-and-down quick-shifter, get the revs building, and boy does the RR let out a scream. The MV loves to rev, maximum power is at 13,000 rpm, but it will continue revving a little more. I’d forgotten how much in-line four-cylinder machines enjoy revs and, now with lighter internals like titanium rods and less friction from new pistons, this one is more than willing to sing a high-revving chorus.
MV Agusta Brutale 1000 RR
However, there is a flip side to all this, and that is the lack of drive and torque lower down in the rev range. Below 6000 rpm there isn’t a lot going on and the party doesn’t really get started to 8000 rpm. Yes, it will pull away cleanly from low in the rpm, but not with any real urgency and it feels laboured. For rapid acceleration from low speed, exiting a low corner, or for a quick overtake past slow-moving vehicles, you need to flick back a gear or two.
Thankfully the gearbox in partnership with the up-and-down quick-shifter is effortless and smooth, but on a few road occasions I felt short-changed and wished I’d flicked back another gear or maybe two. Not ideal for the road. While I’m knocking myself off the MV Christmas party list, the fuelling is okay but not perfect, which is not what you’d expect for a 52-grand bike. Race mode is too way too sharp and aggressive for the road, and Rain feels like you’re towing a caravan. MV has historically had niggles with fuelling and this has improved hugely over the years, their fuel injection has improved on every model I’ve ridden, but so has the competition, for whom fuelling isn’t even an issue. The Brutale RR has four Mikuni injectors supplemented by another four larger Magneti Marelli injectors for higher throttle openings.
MV Agusta Brutale 1000 RR
Arguably, this F4 Superbike-based café racer, complete with bar-end mirrors, was never intended to for meandering about on or even for commuting into town. Instead, tuck in, lie on the tank and make it scream. On track, you shouldn’t really let the revs drop below 8000 rpm. Simply keep it pinned and ride it like a 600, only changing gear when you venture near the rev-limiter.
When the revs are in the top third of the range, this is one fast naked. 200 hp was enough to win in British Superbike a few seasons ago, now it’s driving an unfaired road bike. When you ride it hard acceleration doesn’t seem to tail off, it just keeps revving and accelerating. Even when you tap into top it shows no sign of tailing off. Occasionally I was seeing 165-170 mph on the full-colour digital speed and still accelerating, revs still rising.
MV Agusta Brutale 1000 RR
Mind you, it’s not easy to see the updated TFT dash because it is too close to the fuel cap, angled up and hard to read. The dropped bars, however, work perfectly at high speeds, and you can get really tucked in, arse up against the sculpted pillion seat, toes on pegs. Even at 150 mph it was bearable, you can’t say that about most hyper-naked bikes.
Handling
Like the engine, there are two stories to the chassis and handling. Historically MV has always scored highly in the handling stakes, especially on the track, but have been let down in real world performance on the road. It’s a similar story for the new 2020 Brutale RR, despite being more user friendly than ever (if you can call a naked 208 hp superbike ‘friendly’).
MV Agusta Brutale 1000 RR
It’s still harsh on the road. Even in the softest mapping Sport mode, the Öhlins semi-active suspension can be a little brutal, especially the rear. The front isn’t too bad – there is the odd jolt over large imperfections – but the rear I would struggle to live with on the road. This may be exacerbated by the narrow seat, or the lack of travel/sag in the rear shock – either way it causes uncomfortable jolting over bumps. I opted to soften the settings via the custom mode, which can be done on the dash, or via your phone using the MV Ride App. But again, even with the suspension softened, the rear was improved but still occasionally harsh and firm. On billiard table-smooth surfaces, up in the mountains on stunning roads which surround Mount Etna, it is not a problem. But in town, on poorly surfaced roads, it became a painful issue. Even on the motorway, I had to occasionally lift my bum off the seat to ease the pain whilst crossing poor over-banding on bridges.
MV Agusta Brutale 1000 RR
Again, you could reason that few owners will be riding a new 52-grand MV around town, and that it belongs on mountain passes and fast smooth roads. And yes, the front-end feeling is good, there’s a nice connection and feel as you roll into a corner. The racy, dropped bar position feels more natural at speed, and encourages you to hang off the inside. But then you hit a series of bumps and the rear jolts and you lose the confidence to push on, despite the excellent rider aids keeping you safe.
On the track, where the surface is consistent and bumps are kept to a minimum, the MV comes together. It works. You can even flick into Race mode, which gives even more suspension support. Here the new Brutale is in its element and feels like a race bike with the bodywork removed. Ground clearance is huge, the dropped bars allow you to hang off naturally, knee brushing every apex. That huge power combined with taught suspension means the bike feels alive, though never unstable, even at very high speeds. There is a little movement in the bars, but nothing alarming which is impressive for a bike with a short wheelbase and so much drive.
MV Agusta Brutale 1000 RR
You sit more in the bike, out of the wind, and it’s less physical than most naked bikes – the best compliment I can bestow is that it feels and handles like a race bike with the bodywork removed. Everything works: peg position, rear seat hump… you can really tuck in and carry enormous corner speed with no fear of understeer like some naked bikes which push the front. Excellent.
Time to stop
All the ingredients are there: huge grip generated by sticky Pirelli rubber, high quality Öhlins 43mm semi-active forks, and the very latest Brembo Stylema Monobloc four-piston calipers grabbing 320 mm discs, all backed up with cornering ABS. On the road, just a brush of the span adjustable lever is enough to haul it up with precision and feel, but on the track the ABS is too intrusive and the ABS cycling is too slow. On the road, in protective jacket and jeans, I never really pushed on hard enough to test the stoppers, and I had no complaints. But on track, the ABS didn’t quite match the ‘high-tech’ feel exuded by the rest of the bike.
MV Agusta Brutale 1000 RR
On the track, braking from 160 mph plus down to 50 mph or less had the ABS behaving a little more intrusive than I would like. Sometimes there was a faint judder or pulsing in the lever occasionally when a few bumps were thrown in to really test the set-up. I wanted to brake deep into the apex, trailing the brakes but the ABS, with this inconsistency, wouldn’t allow me to do this.
MV Agusta Brutale 1000 RR
Rider aids keeping the wheels in-line
As expected and in line with the competition, a six-axis IMU now sits at the heart of operations, and communicates with the traction control and ABS braking. There are eight-levels of TC, which can also be de-activated, again via the dash or your phone on the MV app. MV now call their anti-wheelie ‘front lift control’, rather than dramatically cutting the power when the front wheel lifts from the bitumen or the forks extend dramatically, it will now hover slightly as power is reduced to ‘hold’ the wheelie, rather than dramatically cutting the power. Launch control is also standard plus that up-and-down quick-shifter and cruise control.
MV Agusta Brutale 1000 RR
The rider aids, particularly the traction control, are excellent. On track, you don’t ‘feel’ them working, which is usually an indication of a smooth system. It’s worth noting that on track we ran Pirelli slicks and, on the road, conditions were perfect, grippy Pirelli Diablo Rosso tyres were doing the work. It will be interesting to see how the rider aids perform in less than favourable conditions in winter. And as mentioned before, the full-colour TFT dash is lovely to look at and reasonably easy to navigate, but on the move is too close to the rider, and reflects the sunlight badly. This also makes it hard to see which mode you’re in and how much TC you’ve added or removed.
Verdict
There is so much to love and appreciate about MV Agusta’s new Brutale 1000RR. The styling, for starters, is unique, it’s sculpted like a work of art. It’s exotic, and owners will be buying into a unique brand.
MV Agusta Brutale 1000 RR
It is certainly the best MV Brutale to date with huge power and is thrilling engine performance towards the last third of the rev range. It handles like a race bike without bodywork, and the rider aids are the finest to grace an MV to date. On track it is wonderful to ride – exciting and involving – but there are drawbacks. On the road the rear is too harsh, even when you soften the electronic Öhlins suspension, the fuelling is far from perfect and the TFT dash, though attractive, is too close to the rider. And we’ve not mentioned the price. Yes, we always expect an MV to be slightly more than the competition, but 22k more than an Aprilia Factory Tuono is a big pill to swallow.
So yes, there is a lot to applaud. MV have clearly done their homework and have made a stunning-looking naked that works superbly on the track. Would I love to own one? Yes, but only for long enough to make my friends envious and for some fast blasts on smooth roads or track-days. Personally though, would I purchase one over the cheaper, more road oriented competition? Sorry, no. But then again perhaps the key is in the name, ‘Brutale’, as in English that translates best to Brutal and it certainly lives up to its name.
MV Agusta Brutale 1000 RR
MV Agusta Brutale 1000 RR Specifications
MV Agusta Brutale 1000 RR Specifications
Engine
998cc four-cylinder, DOHC radial valve
Bore x Stroke
79 x 50.9 mm
Compression Ratio
13.4:1
Claimed Power
208 hp at 13,000 rpm
Claimed Torque
116.5 Nm at 11,000 rpm
Induction
Eldor EM2.10, MVICS, 8-injector
Gears
Cassette six-speed,MV EAS 2.1 two-way quick-shift
Clutch
Wet
Frame
CrMo steel tubular trellis
Forks
Ohlins Nix EC hydraulic, fuly adj. 43 mm, 120 mm travel
Shock
Progressive Ohlins EC TTX, fully adj. 120 mm travel
Tyres
120/70-17 (F); 200/55-17 (R)
Front Brakes
2 x 320 mm discs, radially mounted Brembo Stylema Monobloc 4-piston calipers with Cornering ABS
Rear Brake
220 mm single disc, two-piston caliper with Cornering ABS
Electronics
Cornering ABS, traction control, four rider modes, wheelie control, and launch control, cruise control, bluetooth.
Motorcycle Test by Adam Child ‘Chad’; Photography by Joe Dick
$17,495 is the price of admission for the KTM 890 Duke R
Some bikes are outstanding on tight back-roads – in their element between 50 km/h and 160 km/h, dancing from apex to apex, and far away from the boredom of the highway. Over the years I’ve been lucky enough to have ridden some of the best, going back to Aprilia’s two-stroke RS250, Yamaha’s early FZR600 and more recently MV’s F3 675 FC. And now, despite a lack of racy bodywork, the KTM 890 Duke R makes it onto this dream list.
This parallel-twin is a most singular and focused machine even by KTM standards. Clearly, no one at the original design meeting raised their hand to ask about pillion comfort, tank range, or about adding luggage or touring ability. The brief was simple: design a bike to be great through the twisties – and that’s what KTM have done.
Lithe Kiska designed profile with 834 mm seat height
As you’d expect, KTM have not scrimped on the suspension components. Quality WP APEX forks are easy to access and adjust and the WP on the rear is fully adjustable, including high and low-speed compression damping. The ride height has been increased by 15 mm compared to the Duke 790, which the new 890 is based on, giving greater ground clearance and, in theory, sharper handing with a steeper swing-arm angle to reduce rear squat.
Weight has been significantly reduced – just removing the pillion seat and pegs throws 3.3 kg in the bin (the pegs and seat come in a box with the bike should you want to ruin the handing with a pillion). The result is one of the best handling production bikes currently available.
121 horsepower, 99 Nm of torque and 166kg is a fun recipe
Combine a lightweight chassis (166 kg dry), that quality suspension, Brembo radial Stylema brakes normally only associated with ‘top-end’ superbikes, Michelin Power Cup 2 track rubber, then add development rider and former MotoGP star Jerry McWilliams into the mixture, and it’s the perfect storm for an apex eating, lean-happy bike.
On the road you immediately feel this. The set-up is sporty and light yet the 890 is not jarring over bumps and imperfections. Suspension travel is the same as the 790, so this isn’t a solid race bike for the road, instead it has a split personality and is actually quite plush… almost comfortable.
Fully adjustable WP Apex suspension has 140 mm travel up front and 150 m at rear
Yet, when you ride a bumpy section of road at speed, it’s unflappable, unfazed and remains planted. Often a road bike that works on bumpy roads can turn into a wallowing blancmange on a racetrack and, conversely, a firmly sprung track bike with limited travel can become a frightening, tank-slapping mess on really bumpy lanes – but the KTM does it all. From perfectly smooth roads to unnamed motocross-inspired back roads, the KTM is unfazed. Hugely impressive.
KTM could possibly have saved some money on the brakes because the Brembo radial stoppers are incredibly strong, and the faintest of one-finger pressure on the span adjustable lever is enough to bring a halt to proceedings (disc size is up from 300 to 320mm compared to the 790). Pull with any force and the 890 Duke R stops quicker than a cocky flying into your window.
Brembo Stylema four piston, radially mounted calipers, brake disc Ø 320 mm
This is due to a combination of factors: its high quality brakes, excellent forks and incredibly light weight. For extra fun you’ve also got the option to switch into Supermoto mode, which retains ABS at the front but allows the rear to lock up for slides.
Mid-corner the Duke is as festive as an alcoholic in happy hour. The impeccable front end feeling and grip as well as feedback from the great rubber encourage you to lean that little bit more, release the brake earlier and carry the corner speed. Again, the suspension copes with everything you can throw it despite being laid on its side. The handing limitation is your bravery, not the bike, whatever the road.
KTM 890 Duke R
On the exits pick up the throttle early and drive towards another bend. It’s so much fun. It will change direction without effort, the wide bars and almost supermoto stance allow you to attack unfamiliar roads without breaking into a sweat. All my journeys on the KTM took longer than expected as I always took a B-road long cut, then sometimes did a U-turn and had another go.
The 890 Duke R could arguably be a little racy and quick-steering for some, especially new riders. It’s not as soft and user-friendly as, say, a standard Yamaha MT-09, but it would run absolute rings around a stock MT-09. In this class of middleweight nakeds, the KTM is top dog in the handling stakes.
Powering the fun (and endless, immature giggles) is that usable, versatile and smooth 890cc parallel twin. The engine started life in the 790, but was bored and stoked, which now means power is up 16 hp to 119 hp, and torque is up about ten per cent.
890 cc four-stroke, DOHC parallel twin
119 hp may not sound much, but it’s around the same as a 600 supersport machine and, because I’m old, similar to a Suzuki TL1000S, which at the time was an ‘animal’ (and heavier than the KTM). The engine feels very V-twin like. It’s not as vibey as parallel-twins usually are, and there is a charismatic bark to the exhaust.
The fuelling is generally excellent, perhaps a little too snatchy in the optional Track mode, which we had fitted to our test bike. Our test bike was also blessed with the optional Quickshifter+ (an up and down quickshifter, $415.95), which syncs and matches the revs perfectly, feeding through effortlessly smooth, clutchless gear changes.
KTM 890 Duke R
There is more than enough usable torque from low down and through the mid-range, and you certainly don’t need to play with the gearbox in search of power. That said, I couldn’t help myself as the clutchless shifts are so sweet and that exhaust such an Austrian chorus.
The 890 Duke R is deceptively quick on the road, and accelerates rapidly without any hesitation, the rider aids doing there upmost to prevent the light front end from lifting. Yet despite having fun, dancing on the gear lever and enjoying the torque, it’s not intimidating.
When you look down at the speedo you’re not doubling the speed limit and facing jail if you get caught. Unlike larger, more aggressive supernakeds which are ripping your arms out their sockets when the fun kicks in, it’s fun below 160 km/h.
Generous 206 mm of ground clearance is more than some ‘adventure’ bikes yet seat height still reasonable 834 mm
There are a plethora of rider aids keeping both wheels on the road, plus an optional ‘Tech Pack’ for $895.95. The Tech Pack includes a software upgrade which adds a nine-stage spin adjuster for adjustment, ‘Track’ riding mode, the ability to disable the anti-wheelie, launch control, the Quickshifter+ and MSR, a Motor Slip Regulation that prevents rear wheel lock-up on downshifts. Essentially the Tech Pack gives you greater control and finer adjustments over the throttle, slip control, and anti-wheelie, and also, obviously adds the auto-blip down quick-shifter capability.
In standard trim you get cornering ABS and lean sensitive traction control (MTC) that is more advanced than previously. In stock form you are down to a choice of three rider modes: Rain, Street and Sport. I’m in two minds; do you really need the ‘Track Pack’ with advanced riders aids and the ability to be more precise with the rider aids? Probably not.
Adam looks longingly at the 890 Duke R
The KTM’s excellent chassis and natural mechanical grip means any rider aids are questionable in perfect conditions. In the wet I’m sure the sporty Michelin tyres are possibly not the best, but you can simply flick into rain mode provided by the standard package. It all depends on how and where you ride. The Quickshifter+ would be on the shopping list, but if you don’t intend to ride on track or pull wheelies, you don’t need to turn off the anti-wheelie nor refine the slip control. Intriguingly, cruise control is also listed in the accessories for $260.95 although you will also need the switchblock to match which sets you back a further $150.95, showing there is a practical side to the KTM after all.
Ok, it may not be as rounded as the Triumph Street Triple perhaps, but it’s ability to cut it on track or on bumpy back roads translates around town. Again the fuelling is excellent, the gearbox is smooth, and if you want to show off at the traffic lights, you can flick into Supermoto braking. The KTM tears up city traffic like an angry dog with a newspaper, the mirrors are not bad, the ergonomics friendly enough, levers span adjustable, and the clocks are clear.
KTM 890 Duke R
In comparison to the 790, you sit higher up with a seat height of 835 mm and more forward, the lower bars are slightly further away. The pegs are also set back slightly but it’s still comfortable and not too racy. For reference, I’m only 170cm (5ft 7in) and ‘fit’ the KTM; taller and larger riders over six-feet may want a test ride before purchasing.
It’s a shame the 890 doesn’t have the full-colour TFT clocks. In today’s world they’re a little dull, and I’ve never been a fan of the ‘four-block’ KTM switchgear. The more time you spend with the KTM, the more you get accustomed to the switchgear, but it’s not intuitive, still not on par with the competition. On several occasions after stopping, I’d forgotten to deactivate the TC or forgotten which mode I was in. I know from past KTM experience that once you’ve had a few days in the saddle it becomes second nature, but it should be easy straight out of the showroom.
KTM 890 Duke R
I love the look of the KTM 890 Duke R. It’s bold, racy and most definitely a KTM. When you turn up to a bike meeting on a Japanese bike, it can sometimes get lost in the crowd, but not the KTM.
It’s very bold, I can see it appealing to a young ‘Ready to Race’ audience, but does the average naked middle-weight bike owner want something so dramatic. Also, due to its lightness, and like many European bikes, it doesn’t feel quite as solid and robust as a big Japanese bike, even though the components used are the very best.
Instrumentation is legible enough but not the full-colour TFT found on some KTM models
890 Duke R Verdict & Track Impression
Like almost every KTM I’ve ridden in recent years, I’ve come with away with a few niggles, but they are completely overshadowed by the fun factor, handling and how the bike makes you feel. The handing is class leading; on the road a well ridden KTM could give just about any sportsbike a run for its money. It’s like a modern day Aprilia RS250, it’s that good. Yes, it may not be for everyone, but in terms of fun road bikes, it scores 10 out of 10. Any bike that can turn a crap day into one of the best with a twist of the throttle is a winner for me.
What works on the road is amplified on the track, what a brilliant, well balanced controllable track bike. The KTM 890 proves you don’t need 150-200 hp to have fun, I loved every lap. The steering is accurate, pinpoint, you’ll never miss an apex again. There’s a huge amount of ground clearance and feedback mid-corner.
KTM 890 Duke R
On the exit the power is usable, you don’t have to wait to get on the power or rely on the electronics, just drive forward to the next corner. On the brakes it’s superb, you can brake so deep and just allow the forks/tyre to find grip. Yes, on long straights you’ll get smoked by 1000cc Superbikes, but when they are all tired and going home before the last session you’ll still be riding and having fun.
I didn’t want to come back into the pits, it’s not hard work, the 890 Duke R is one of the easiest bikes I’ve ever ridden on track and the lap times weren’t bad. I can’t praise this bike enough – well done KTM.
Only a limited number of KTM 890 Duke Rs initially landed in Australia and the next shipment is landing on our shores about now with dealers already taking pre-orders. If you’re keen to get your hands on one, you might need to talk to your local KTM dealer a little sooner rather than later. The price of admission is $17,495 + ORC.
CrMo-steel frame using the engine as stressed element, powder coated
Subframe
Aluminium, powder coated
Handlebar
Aluminium, tapered, Ø 28/22 mm
Front Suspension
WP APEX, Ø 43 mm
Rear Suspension
WP APEX shock absorber
Suspension Travel Front / Rear
140 / 150mm
Front Brake
2 × Brembo Stylema four piston, radially mounted calipers, brake disc Ø 320 mm
Rear Brake
Brembo single piston floating caliper, brake disc Ø 240 mm
Abs
Bosch 9.1 MP (incl. Cornering-ABS and super moto mode)
Wheels Front / Rear
Cast aluminium wheels 3.50 × 17″; 5.50 × 17″
Tyres Front / Rear
120/70 ZR 17, 180/55 ZR 17
Chain
X-Ring 520
Silencer
Stainless steel primary and secondary silencer
Steering Head Angle
65.7°
Trail
99.7 mm
Wheel Base
1,482 mm ± 15 mm
Ground Clearance
206 mm
Seat Height
834 mm
Fuel Tank Capacity
Approx. 14 liters / 3.5 liters reserve
Dry Weight
Approx. 166 kg
Available
May 2020
RRP
$17,495 +ORC
KTM 890 Duke RBrembo single-piston caliper and 240 mm rotor at the end of that long swingarmSeat height is a quite low 834 mm43 mm WP Apex forks work well and are adjustableAvailable now
Ducati Superleggera V4 Test by Adam Child ‘Chad’ Images Milagro and Ducati
Dry weight is 159 kg, a colossal 16 kg weight saving over the standard V4 Panigale. Peak power is 224 hp in standard road trim, or 234 hp with the supplied race exhaust/kit. The race kit removes road mirrors, number plate etc and drops the weight further to 152.2 kg. Despite its V4 Stradale motor revving to 16,500rpm, and capable of lapping just over two-seconds slower than an Italian Superbike around Mugello, service intervals are at a perfectly normal 12,000 kilometres and it’s a normal homologated road bike.
Desmosedici Stradale 90° V4, lightened, counter-rotating crankshaft. 81 x 48.4 mm bore. 14.0:1 compression
Don’t be misled into thinking this is ‘just’ a Panigale with a race pipe and big wings. No, this is an entirely new bike from the ground up. It is, for starters, the world’s only homologated bike with a carbon chassis (which saves 1.2 kg over the standard bike). Carbon wheels account for another 3.4 kg saving. Even with its homologated power output of 224 hp, that’s enough to give the it record-breaking power to weight ratio of 1.41 hp/kg.
5 split-spoke carbon fibre rear rim 6.00″ x 17″
Let’s chat about the huge bi-plane wings. The exclusive and, I would say, attractive wings are fascinating and directly derived from MotoGP. Back in 2016, there weren’t any restrictions in the size and shape of the wings, which means the GP16, Ducati’s last MotoGP bike before downforce-curbing regs were introduced, had the most effective wings of all time. In fact, the downforce created by the Superleggera is higher than the GP20, a bike that must conform to strict regulations on wing size.
The wings are larger than the current MotoGP bike due to restrictions on their size in MotoGP
At 167 mph the wings are claimed to produce 50 kg of downforce, 20 kg more than the current Panigale with its single wing. At 186 mph that’s up to 61 kg, more weight than Dani Pedrosa in race leather – enough to improve stability and reduce wheelies, therefore allowing better acceleration, braking and corner entry.
At 167mph the wings produce 50kg of downforce, 20kg more than the current Panigale with its single wing
The electronics package is brand-new since simply transferring the electronics from the current Panigale R to the lighter, more powerful, extra downforce Superlegerra wouldn’t work. As you’d expect, it gets the full range of goodies: cornering ABS, slide control, traction control, anti-wheelie, launch control, an up and down quick-shifter, and changeable engine braking strategies. Rider aids can be trimmed and changed to meet personal demands while Ducati has also added three additional new rider modes, simply A, B, and Sport – two are track specific, the third for the road. There’s also a new RaceGP dash mode, for track use only, which shows your lap times, splits, and riders aids. Pre-programmed tracks are already saved, like Mugello, so you can simply work on improving your lap time and splits.
Riding the Superleggera V4
Fully adjustable Ohlins TTX36 unit with GP valve and titanium spring. Carbon fiber single-sided swingarm
Once out of pit lane the clutch is now needless as I fire in a few quick gear-changes towards turn one. The bark between fast gear changes sounds like a gun going off and echoes around the historic grandstand.
It’s over 30-degrees out here and the Pirelli slicks have been scrubbed and then cooking on warmers, so there’s no need to take it steady. Immediately the carbon-chassis of the Superleggera wants to turn, feeling light, accurate, and fast steering. Out of turn five, I’m recalibrating to sheer intensity of the V4’s power and torque, yet only tickling the throttle.
Fully adjustable 43 mm Öhlins NPX25/30 pressurized fork with TiN treatment, billet fork bottoms
This Ducati might have the power of the factory’s WSBK contender, or near as damn it, but it’s usable and smooth. I’m a little rusty from the enforced lay-off due to the plague and braking and accelerating at the wrong points, but the bike is allowing me to do so without a hint of complaint.
165 kW (224 hp) @ 15,250 rpm – 174 kW (234 hp) @ 15.500 rpm with full racing exhaust
On the long straight I tuck in behind the sizable screen, tap the gears, push my arse up against the bump stop and revel in the ride. The liquid smooth Stradale motor loves to rev, while upshifts are almost seamless and incredibly quick. Each flick of the left foot slaps me in the head with another tidal wave of power. Yes, Mugello is over five-kilometres long but has never felt so short or so fast.
116 Nm (85.6 lb-ft) @ 11,750 rpm – 119 Nm (87.7 lb-ft) @ 11.750 rpm with full racing exhaust
I start to gel with bike and circuit but despite getting into the flow and really starting to make the engine shout, the front end remains planted. In my chosen race B riding mode there’s no hint of a wheelie or instability and it feels more like playing an Xbox game.
Mugello is wide and open but still the Superleggera shrinks it to the size of a car park. Now I’m only changing gear when the shift lights illuminate, but in no time at all I’m in fifth gear and tap into top before that notorious blind rise of Mugello. Fast bikes get notably flighty over the crest, some even weave as the suspension extends, but the winged Superleggera is rock-solid and clearly loving those 60-odd kilos of winged downforce.
Ducati Superleggera V4 Review
Then hard on the brakes into turn one and back down the gears. The Brembo Stylema R calipers grab the 330mm discs like a dog holding onto his favourite stick, yet the forks take the strain, and again the stability is faultless. The limiting factor isn’t the brakes but the rider. I don’t know of any other bike that can brake this late and remain so planted.
Hydraulically controlled slipper dry clutch
The wings are clearly adding to this stability, but so is the carbon fire chassis, which now has more flex and feel than before. Everyone knew this Superleggera was going to be fast, after all the figures stand out for themselves, but like the braking, I didn’t expect the handling to be so far ahead of the game.
Carbon-fibre frame and swing-arm
I’ve ridden offensively powerful WSBK Ducatis before and even congratulated Chaz Davies on the size of his testicles after sampling his animal Superbike at Imola a few years ago. This Superleggera, however, is incredibly forgiving and easy to ride considering its jaw-dropping power.
As my bravery and confidence improves, I opt to flick to A mode, which delivers full power and torque in the lower gears. To be fair, Mugello isn’t a wheelie-happy track (I only used first gear to leave pit-lane), but in this sharper mode there’s certainly more kick lower down. But again, the front is unflustered, only lifting slightly on the first application of throttle when the wings aren’t really working at low speeds.
330 mm semi-floating discs, radial Brembo Monobloc Stylema R 4-piston calipers with Cornering ABS EVO
Verdict
Yes, it’s priced at $150,000 and Ducati are only making 500 of them. And, regrettably, some will never be ridden, on the road or track. But beyond these negatives I can’t find any faults. This is a genuine superbike for the road, a machine capable of lapping within a few seconds of a top-flight factory race bike and, incredibly, can be ridden on the road. However, I doubt we will ever see one on the road, as it will likely be the poster bike for the next generation, in the same way I had a poster of a Honda NR 750, next to Pamela Anderson.
What number might you end up with…?
So you want to buy one?
I want one, where do a sign? For your $150,000 you don’t just get a motorbike. Oh no, new owners will have access to the ‘SBK Experience’ which allows them to ride the World Superbike Ducati around Mugello. Yes, included in the price, is a few laps of Mugello on Chaz or Scott’s work bike.
And yes the WSBK experience is of course available to Australian owners as well however due to the current COVID environment this experience has been postponed until 2021. The custom made leather suit and helmet are also available to Superleggera V4 owners in Australia.
Furthermore, if you want to splash out further, you can splash out another 50k and get to ride the actual Ducati Desmosedici GP20 MotoGP race machines as used by Petrucci and Dovizioso.
However, this is limited to just 30 applicants and you must be the ‘correct’ size. And if you really, really, really want to spend some money, Ducati is offering colour matching Dainese air-bag leathers, and a carbon-fibre helmet from Arai. If you’re going to cash in your pension, you might as well spend it all. ScoMo is going to have to up the limit for early superannuation withdrawals somewhat!
165 kW (224 hp) @ 15,250 rpm – 174 kW (234 hp) @ 15.500 rpm with full racing exhaust
Torque (EU homologation)
116 Nm (85.6 lb-ft) @ 11,750 rpm – 119 Nm (87.7 lb-ft) @ 11.750 rpm with full racing exhaust
Fuel injection
Electronic fuel injection system. Twin injectors per cylinder. Full ride-by-wire elliptical throttle bodies with aerodynamic valves. Variable length intake system
Exhaust
4-2-1-2 system, with 2 catalytic converters and 2 lambda probes
Transmission
Gearbox
6 speed with Ducati Quick Shift (DQS) up/down EVO 2
Primary drive
Straight cut gears; Ratio 1.80:1
Ratio
1=38/14 2=36/17 3=33/19 4=32/21 5=30/22 6=30/24
Final drive
Regina ORAW2 chain ; Front sprocket 15; Rear sprocket in Ergal 42
Clutch
Hydraulically controlled slipper dry clutch
Chassis
Frame
Carbon fibre “Front Frame”
Front suspension
Fully adjustable 43 mm Öhlins NPX25/30 pressurized fork with TiN treatment, billet fork bottoms, lightweight springs, fully adjustable.
Front wheel
5 split-spoke carbon fibre 3.50″ x 17″
Front tyre
Pirelli Diablo Supercorsa SP 120/70 ZR17
Rear Suspension
Fully adjustable Ohlins TTX36 unit with GP valve and titanium spring. Carbon fiber single-sided swingarm.
Rear Wheel
5 split-spoke carbon fibre 6.00″ x 17″
Rear tyre
Pirelli Diablo Supercorsa SP 200/60 ZR17
Wheel travel (front/rear)
120 mm (4.7 in) – 130 mm (5.1 in)
Front brake
2 x 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema R 4-piston callipers with Cornering ABS EVO
Rear brake
245 mm disc, 2-piston calliper with Cornering ABS EVO
Instrumentation
Last generation digital unit with 5″ TFT colour display
Dimensions/Weights
Dry weight
159 kg (350 lb) – 152.2 kg (335.5 lb) with racing kit
Seat height
835 mm (32.9 in)
Wheelbase
1.480 mm (58,3 in)
Rake
24,5°
Front wheel trail
100 mm (3,94 in)
Fuel tank capacity
16 l
Number of seats
Single seat
Safety equipment
Riding Modes, Power Modes, Cornering ABS EVO, Ducati Traction Control (DTC) EVO 2, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO, Auto tyre calibration.
Standard equipment
Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO 2, Full LED lighting with Daytime Running Light (DRL), GPS module, Lap Timer EVO 2, PIT limiter, Ohlins steering damper, Quick adjustment buttons, Lithium-ion battery, Auto-off indicators, Chassis in carbon fiber, Carbon fiber fairings, Carbon fiber wheels, Carbon fiber mudguardsÙ Biplane wings in carbon fiberÙ High-flow air filterÙ Type approved Akrapovič silencer in titanium.
Additional equipment
Front and rear paddock stands, Battery maintainer, Racing Kit: Akrapovič Titanium racing exhaust. Machined mirror block-off plates, License plate mount removal plug, Swing arm guard, Carbon fibre clutch cover,Ducati Data Analyzer+ (DDA+) with GPS module, Side stand removal kit, Front and rear lights removal kit, Racing fuel tank cap, Brake level protection, Bike cover.
Ready For
Ducati Multimedia System (DMS), Anti-theft
Warranty
Warranty (months)
24 months unlimited mileage
Maintenance (km/months)
12,000 km (7,500 mi) / 12 months
Valve clearance adjustment (km)
24,000 km (15,000 mi)
Standard
Euro 4
Fuel Consumption
8 l/100km – 185 g/km Consumption and Emissions (only for countries where Euro 4 standard applies)
Motorcycle Review by Adam Child ‘Chad’ – Images by Joe Dick
Triumph Daytona 765 Moto2 Limited Edition
To revel in Triumph’s return to MotoGP as the engine supplier to Moto2, Triumph have produced a limited edition road-going version of their race bike. Ok, sort of, if you you’re not too critical – let me explain.
Its engine proudly carries the same logo and is the same capacity as the Moto2 bikes, but in fact the bike has more in common with Triumph’s super-popular Street Triple RS naked. Top power is 130 PS at 12,250 rpm up from the Street’s 123 PS at 11,700 rpm, thanks to a host of engine tweaks the team has carried over from the Moto2 engine.
Triumph Daytona 765 Moto2 Limited Edition
These include titanium inlet valves, stronger pistons, MotoGP-spec’ DLC coated gudgeon pins, new cam profiles, new intake trumpets, plus modified con rods, intake port, crank and barrels, and an increased compression ratio. Simply put, they have improved the flow, increased compression, and made the engine internals lighter to move faster, which is what they’ve done with the Moto2 engine, all be it more advanced.
All of these improvements allows the triple to sing, revving higher than the Street Triple RS engine by 600 rpm, with the redline now at 13,250 rpm. Peak torque is also up slightly, to 80 Nm from 77 Nm.
Triumph Daytona 765 Moto2 Limited Edition
The chassis isn’t a Moto2 replica because that would be too rigid for the road, and also terrifyingly expensive. Instead, Triumph has fallen back on what they know by adopting the highly-acclaimed 675R Daytona chassis. The ‘R’ chassis was and arguably still is class-leading. In the UK, the chassis has proven its worth, taking three national championships and winning the 2019 Supersport TT with Peter Hickman at the helm.
To bring the chassis package up to date for 2020, Triumph have chosen the very latest Öhlins suspension – NIX30 forks and a TTX36 rear shock – plus the hottest Stylema Brembo radial bakes. Tyres are sticky, track-focused Pirelli Supercorsa SP too.
Latest Öhlins suspension – NIX30 forks and a TTX36 rear shock
So while the Limited Edition may not be an actual Moto2 bike for the road, it has a similar racing DNA and is built by the same team that developed the Moto2 engines. So it is similar-ish.
Riding Triumph’s Daytona 765 Moto2
Shimmering in the English mid-day sun, this bike is number 75 out of the small production run of 765 (plus another 765 for the US and Canada market), identifiable by the meticulously finished top yoke. The ‘official’ Moto2 logo to the right of the ignition is a nice touch, too, while the carbon fibre bodywork grabs your eye as the weave catches the sunlight.
Triumph Daytona 765 Moto2 Limited Edition
The Union Jack livery gets a thumbs up from me, and gold Öhlins fork tops give a racy feel from the cockpit. I like the stealth finish but, if I were to find fault, the switchgear is merely stolen from other Triumph models, and the number plate holder needs to be carbon, and not look like an afterthought.
Turn the key and the new colour instrument console comes alive with a pleasing graphical ‘Moto2’ start-up screen, before leading you into a familiar Triumph dash, now with five rider-mode options – Rain, Road, Rider Configurable, Sport and Track – all of which adjust the throttle map, traction control settings and ABS settings to the conditions and the way you ride. There’s also an up-and-down quick-shifter with auto-blipper.
Triumph Daytona 765 Moto2 Limited Edition
The rider modes are not lean-sensitive, as there is no IMU, which means standard ABS braking and not corning ABS. Same with the traction control, which is not lean-sensitive, but can be switched off.
Mode selected, a quick dab of the starter button and the British triple barks to life through its titanium Arrow end can. I adore the roar and bark of a Triumph triple, and the new Daytona is one of the best sounding bikes in the Hinckley factory’s fleet. It sounds so sweet and charismatic, but not annoyingly loud, so sneaking out for an early morning ride without waking up the family shouldn’t be a problem.
Triumph Daytona 765 Moto2 Limited Edition
Within just a few miles, I feel at home. I rated the old Daytona, and thankfully Triumph hasn’t moved too far away from a proven formula. The fuelling at low speed is near-on flawless, the gears shift effortlessly, the quick-shifter and auto-blipper work perfectly. Around town, at slow engine speeds, the power is slick and there’s enough torque to let it burble along a gear too high. I don’t even need to slip the clutch away from the lights… Yes, for a Moto2-inspired rocket, it works in the real world too.
The chassis and Öhlins set up is, unexpectedly, soft and plush, with speed humps and road imperfections easy on spine and wrists. Yes, the physical dimensions are on the small side; I’m only 5ft 7in (170 cm) and I make the bike appear ‘normal’. If you’re over six feet tall or opposed to exercise, then you might find the Daytona too cramped.
Triumph Daytona 765 Moto2 Limited Edition
But let’s forget about practicalities. Let’s tuck in behind that bubble and make this triple rev! Now we’re talking, this is what the bike was designed to do. Out in the lanes, dancing up and down on the quick-shifter, tucked in behind the screen, knee slider occasionally touching down on sun-drenched British roads… Hell yeah, this is brilliant. I’m in motorcycle paradise and this is why mid-size sportsbikes are so good.
Triumph Daytona 765 Moto2 Limited Edition
The triple delivers more than enough mid-range torque to swiftly accelerate past slow-moving traffic; you only need to tap back one gear for a sharp overtake. But who wants brisk? That is like going to the pub and drinking tea. I want fun, which is why I opt to make the engine scream for sheer enjoyment.
Revving hard, into second gear, third and fourth – getting close to the redline, having ridiculous fun while still feeling in control. You’d never ride an unfamiliar B-road hard on a 1000cc production bike unless your name was Michael Dunlop, but you can on the Moto2 Daytona.
Triumph Daytona 765 Moto2 Limited Edition
Make no mistake, it’s a super-quick bike but anything but terrifying, and a quick brush of the radial Brembo stoppers quickly brings the pace down to legal speeds should you spot the boys in blue in those small mirrors.
The lightweight chassis handles with everything I throw at it, from painfully bumpy unclassified roads taken at speed to humpbacked bridges that launch the Daytona into the unknown. Again, like the engine, the suspension is there to be used and conveys perfectly to the rider what’s happening.
Triumph Daytona 765 Moto2 Limited Edition
The feel is excellent, the ride is plush, bordering on soft when pushed hard, but that might be down to my weight and aggressive riding. The rear sits down more than expected when exiting slow corners hard on the power, and the manually adjustable suspension will need a tweak to reduce the laden sag a little before a trackday.
Generally, the set-up is forgiving and extremely stable for a short-wheelbase bike that allows you to ride with such certainty on unseen roads. The Daytona is accurate and easy to steer, lets you attack corners with confidence, and gives immense grip from its sticky Pirelli rubber. It flicks between turns with simplicity, lets you carve up the lanes like an expert, and rolls over its 180 section rear effortlessly. The chassis flatters the rider, it’s that simple.
Triumph Daytona 765 Moto2 Limited Edition
The Stylema Brembo stoppers are powerful, it only takes one or two fingers on the span and ratio-adjustable lever to bring the dangerous-riding competition to a close. The ABS is a little intrusive when you brake hard over imperfections. The lack of cornering ABS was never an issue, in fact, I spent most of the ride with the traction control deactivated to make the most of the Dayton’s other trick – wheelies – which it does with blasé ease.
Triumph Daytona 765 Moto2 Limited Edition
The old 675 Daytona loved a long and precise wheelie and, now with more torque, the new Daytona is more willing to loft the front wheel in the first few gears than ever.
Triumph Daytona 765 Moto2 Limited Edition
Our test was conducted in the perfect weather and dry, warm roads. In fact, it was almost too hot at times, which is why the traction control was deactivated for most of the ride. With a manageable 130 PS, perfect fuelling and feel from the sticky 180 rear Pirelli, I’d argue whether TC is even needed. However, in the colder, darker months I’ll certainly flick into rain mode, which reduces the power and adds more TC.
The Daytona isn’t going to be for everyone, and as a supersport fan I might be a tad influenced. Yes, it is on the small side, while around town it will become a pain to live with. The mirrors aren’t the best, the switchgear is like jumping into a Ferrari and finding it has Fiat switchgear. There’s no room for a pillion, and we’ve not even mentioned the price.
Triumph Daytona 765 Moto2 Limited Edition
Australians will pay $26,990 plus on-road costs (in the UK for comparison it’s nearly £16,000), which is a lot to ask when compared to Triumph’s own Street Triple RS from $19,800 ride-away – and that is a bloody good bike. With the initial 25 models selling out almost instantly, Triumph Motorcycles Australia also secured a further 25 of the US/Canada Moto2 Daytonas, meaning there are a couple of these bikes still left to be snapped up and in stock at specific dealers ready to roll.
If we look across the market Kawasaki’s ZX-10R is cheaper, as is Ducati’s stunning Panigale V2, with both available for around $23k ride-away. Ouch. But, in the Daytona’s defence, it is a very tasty limited edition model, it’s good on fuel, has a decent tank range and is comfortable at speed while the ride is plush enough to commute on the motorway. And who wants to take a pillion, anyway? They only upset the handling; get them to take the bus (and blame it on social distancing).
Triumph Daytona 765 Moto2 Limited Edition
Daytona Moto2 Verdict
This is a special motorcycle, one dripping in carbon fibre and quality components with the cache of being a road-legal, limited edition Moto2 replica. I enjoyed thrashing Triumph’s Daytona, almost the perfect summer sportsbike for the road, and in that context it’s hard to fault.
How do you put a value on amusement? It does feel unique and it is fun to ride. On some trackdays you might crave for more power, but everywhere else in the world, this beautifully built bike is more than enough. But please Triumph, can we have a non-carbon version with a slightly lower spec that brings it in at just a few bucks more than the Street RS?
Motorcycle Test by Wayne Vickers – Images by Rob Mott
Eh? Why are we looking at these two at the same time? Sure they share a 150cc sized stump puller within, but other than that they couldn’t be much more different. The short answer is that we thought it might be interesting. They are two very different approaches to the entry level market after all. So let’s see what we’ve got.
Honda ADV 150 versus Yamaha YZF-R15 head to head
In the red corner, weighing in at 133 kilograms and setting you back around six-grand, we have the new Honda ADV150 ‘adventure scooter’. No, I didn’t know that was a thing either, but apparently it is. And in the blue corner, weighing in at 138 kilograms dripping wet and full of fuel we have Yamaha’s updated YZF-R15. Team blue’s littlest brother to the R1. From another mother.
Let’s start with the ADV scooter. Honda describes it as being ‘Adventure Ready’ but I think the marketing team might have gotten a little carried away (they also describe it as having tough, muscular styling.. just saying). For a scooter – which I tend to associate with quick, convenient shorter trips, it has a rather complicated and confusing key fob system with three buttons and a start-up process that involves a push-and-turn dial on the bike as well as requiring the side stand be up and the brakes on to start it. A simple key would have probably been more convenient… but once you figure it out and get used to it, it’s quick enough.
Wayne found the Honda ADV150 annoying with many needless steps required before you get on the move
Anyway. On the go it’s a nice thing actually. Quite refined, auto clutch take-up is seamless, engine is smooth and quiet, ABS stoppers feel up to the task. It has quite a nice, nimble lightness to it that I think a lot of folks would find appealing. In traffic it’s able to hold its own against most cars from the front of the lights.
Honda ADV150
Out on the highway? Well after only 40 kilometres of boring highway work I was already feeling it in my lower back and hips. I got used to it with some more time aboard, but its worth noting that the seat is quite firm and there’s not a lot of soaking up of serious bumps going on for longer trips. It was fine on another full day of riding that was more dynamic. Stop starts, corners etc. But boring highway work is not really it’s forte.
Highway work is not the natural environment for the ADV150 scooter
So, fine for around town and shorter jaunts, and certainly the slightly bigger than average sized wheels (for a scooter) help navigate rougher urban roads, potholes and tram tracks etc. But I wouldn’t want to spend extended hours touring on one out in the countryside.
Honda ADV150
An eight-litre fuel tank is going to force you to stop fairly regularly anyway I guess. I was averaging around 3.5L per hundred kays overall, but was seeing 4.5 – 5L/100ks on the dash while holding it pegged at 110 down the freeway (tucked in behind the slightly adjustable screen), so don’t expect to be getting any more than 200ks per tank. I’d suggest it’d get better mileage than that on full time urban work. Especially with the auto start enabled via the simple switch on the RHS.
Honda ADV150 instrumentation
And speaking of dash.. It has a display that shows you the day and month once you figure it out (and it also shows you ambient temp’).. But doesnt show you engine temp. I can’t explain it either. And where I was expecting a tacho is instead replaced with an ‘Inst. Fuel Cons’ readout.
Honda ADV150 cuts a fairly nice pose
Styling wise it seems nicely executed if a little busy, with lots of intricate surface details. That said, they’re all quite nicely finished with good quality materials. Plenty to look at while you’re sipping your latte. I did seem to have to keep wiping the bike down in that colour scheme, the footrest areas in particular just kept showing up dirt.
Fairing pocket with power outlet
Although there’s plenty of useful storage space, note that the underseat storage didn’t fit either of the two full faced helmets I tried which I thought was weird. It was about an inch short of closing. Probably would have if I forced it, but I’m not going to do that to a helmet with venting on it… I’d expect its made for open faced helmets.
Honda ADV150 underseat storage
The centre-stand is easy to use on such a light weight bike for even the most physically challenged amongst us. Super easy to put on and off the stand. It also has a great price tag at a bit over 6k ride away with a 24-month warranty. And for that sort of money you can ignore some quirks in the dash etc. I actually think it’s a pretty solid offering. Plenty to like.
Honda ADV150
Now on to the Yamaha YZF-R15
The ‘R-15’ that Yamaha are dubbing version ‘3.0’ (yes I can’t help but think of the vegemite thing either), is quite a different pot of seafood. It certainly looks the biz. Clearly some resemblances to its bigger brothers for those more sportily inclined amongst us. Controls are all quite simple and traditional. Clutch and brake feel is good, seating position pretty comfortable too (I was more comfortable after the initial 45mins on this than I was on the scooter). It does a decent job of soaking up bumps and it actually steers surprisingly well for a bike that’s sub 5 grand new.
Yamaha YZF-R15
The achilles heel with this one though is the engine. While it’s new variable valve actuation might have seen a 20 per cent increase in power over the previous model with it now churning out 18 horsepower (incidentally that compares to the scooter’s 14 ponies), its character is.. well.. let’s just call it a little agricultural due to mechanical engine noise that’s not especially pleasant in the upper revs.
Yamaha YZF-R15
A vibe sets in as the variable time thing gets all variable to the point that it almost sounds as though it’s pinging and generally not having a good time. Character perhaps? You do sort of get used to it… The younguns might love that little reminder that they have it pegged and are in boy-racer mode. And the bike does look the biz for your social media selfies and the like…
Wayne is not a big fan of the engine in the YZF-R15
Fuelling is fairly abrupt in the transition from off to on and back again, and it’ll have the occasional hesitation here and there as well. It doesn’t really like going up hills at speed very much though. And you’ll see the shift-light come on in top gear at about 135 km/h if you have a long enough straight. And some assistance from a downhill.
Yamaha YZF-R15
On the road it’s a fun enough little thing to punt along though once you start to ignore the engine noise. Everything else works pretty well. The little R15 teaches you to maintain momentum. You can certainly hold some corner speed on a bike that weighs around 130 kilos… It’s actually good fun and a bit of a giggle. Suspension and brakes seem up to it with no obvious weaknesses there.
Yamaha YZF-R15
Single front disc only, but it does the job. Nice dash too. Simple. Easy to read. But again – no engine temp? Is that a thing now? Apparently you can customise the ‘Hi Buddy’ greeting so it says your name on start up too…
Yamaha YZF-R15
Turns out this is the number one selling sports bike on the planet. Sure – mostly in markets where they aren’t competing against bigger sportsbikes, but it’s worth taking that into context. Should it have a better engine in the Aussie/Euro/US market? Yes it probably should. Especially if it wants to have the YZF-R name on the side, but it’s built to a price point and I dare say it’ll sell here too. It looks as though it is doing 100 mph standing still and that certainly adds a lot to the appeal.
Yamaha YZF-R15
Although if Yamaha wanted to really have something for the lower end entry level market I do wonder why they haven’t brought in the MT15 yet – or even instead of. It’d be cheaper again and probably take the expected drops from beginners a lot more robustly without as many fragile plastics on it. But again, I guess it is all about the look. It’ll be interesting to see how the new R15 sells compared to its slightly bigger R3 brother that sports a much nicer engine. That price though… less than 5 grand. For a new Yamaha road bike with a factory warranty? Albeit only 12 months due to its small capacity compared to the 24 months warranty on a larger Yamaha motorcycle but still, hard to argue against. Amazing value.
Yamaha YZF-R15
Summaries…
Yamaha YZF-R15
Consider the YZF-R15 if..
You see yourself getting out on the open road and finding some corners to explore
You want to learn to ride with a clutch and gearbox
You aren’t going to have anyone on the back
You see yourself maybe getting a bigger sportbike one day
Honda ADV 150 and Yamaha YZF-R15 compared
Consider the ADV150 if..
You’re all about buzzing around town
Twist the throttle and go is your thing
You don’t see yourself doing big kilometres on the open road
You fancy something with a bit of in-built storage
Honda ADV150
Yamaha YZF-R15 and Honda ADV150 spec’ sheets compared
2020 Honda CRF1100L Africa Twin Adventure Sports Review
When Honda first released the Africa Twin in 2016 it dropped into the market at an absolute bargain price point and, save for the optional DCT system, the CRF1000L was one of the simpler and more low-tech options in what is an increasingly crowded adventure bike market-place.
The relatively basic but very affordable $15,499 package was an instant hit and globally Honda have shifted almost 100,000 Africa Twins since the model was introduced.
Honda staged the launch of the much anticipated new Africa Twin with an adventure through the NT in conjunction with Daryl Beattie Tours.
More recently a higher-spec Adventure Sports model was added, with a bigger tank along with a few more bells and whistles, and now for 2020 we have an all-new second generation Africa Twin range.
Lighter, nimbler, more powerful and with an extensive suite of top shelf electronic smarts to go with its boost from 998cc to 1084cc, the latest Africa Twin certainly pushes Honda’s adventure option to a higher level of sophistication.
The range topping CRF1100L Adventure Sports ES with DCT and electronic suspension retails for $26,499 +ORC
The price has also risen with the entry point now starting at $19,999. The larger Adventure Sports model retails at $23,499 with DCT adding another $1000. The range topping Adventure Sports ES, complete with excellent Showa electronic suspension, wears a $26,499 sticker price.
Honda Australia launched the much anticipated new Africa Twin with a major adventure ride through the Northern Territory staged by Daryl Beattie Adventure Tours.
First night set-up near Uluru – Accommodation was not five star but instead five million stars as we swagged it after Daryl’s truck driver / head chef / Scooter prepped dinner out of the truck which saw us feast on steak along with potato bake and mushroom sauce.
I chose the top of the range machine complete with DCT, just as I did during the New Zealand launch of the first model a few short years ago. On that launch of the original I also chose to ride a bike on the standard tyres complete with luggage, despite the vast majority of the riding being off-road. I wanted the worse case scenario, so to speak.
Trev rode the original Africa Twin around the South Island of New Zealand when the model was first launched in 2016 – Link to original review
My Adventure Sports mount for the vast majority of this 2020 dalliance in the desert rode on the new Showa EERA electronic suspension. With the amount of sand work we were in for, the standard rubber had been replaced by more serious Michelin Anakee Wild. I ended up sticking to this machine for 95 per cent of the trip, only switching to the manual base model machine on the final afternoon. I also repeated the testing approach I used on the original bike, that is, let the bike’s electronics do their magic, while I just ride the thing.
The new 2020 CRF1100L Adventure Sports model alongside the base machine (red)
Through soft sand to mud and rock strewn floodways, I just let the DCT shift when it wanted and the other electronic smarts to do what they were designed to do. You can’t test this stuff by turning it all off once you hit the tough stuff! I put my trust in the bike and was handsomely rewarded.
Trust and confidence is never more needed than when faced with negotiating sand on a large motorcycle. Keeping the throttle on and speeds up, while atop a writhing beast pretty much wandering where it wants, is some real teeth/butt clenching stuff when you are not accustomed to riding sand all that often. Button off and you are in the shit. It really is a case of gripping the bike with your knees, leaning back and trying to sail across the sand, keeping the front light and the rear wheel driving, and the poo inside your bottom.
Sand is always a challenge on a big adventure bike when you don’t ride on it all the time
I am not one to make sort of blanket statements without rigorous back-to-back comparison testing, but in this case I am going to make an exception. The Africa Twin is simply the most confidence inspiring big adventure bike on the market. It’s stability and ability to keep tracking true, even when the rider had started to lose his composure, simply amazed me time and time again.
That big 21-inch front combined with some fairly lazy geometry sees the Africa Twin pull you safely out the other side of some seriously shitty situations. On more than a few occasions I was almost resigned to an inevitable upcoming face-plant, only for the bike to carry me through. I didn’t come out the other side of these scrapes with fist pumping jubilance, just a sigh of relief that I had made it. Time and time again that was thanks to the unflappable stability of the bike.
Some of the easier open dirt roads also kept you on your toes as they constantly changed with softer sections and bull-dust – Click for a short onboard video
I remained steadfastly committed throughout the, at times very challenging, almost 2000 kilometre test route to evaluating the bikes smarts. The DCT was left to make the shifting decisions itself, the traction control and ABS in their most minimal intervention off-road settings, the electronic suspension set to off-road mode with no extra tweaking of the parameters, using all of Honda’s latest systems to their fullest and coming out the other side very bloody impressed.
Honda Africa Twin
For sure, all these challenges could have been overcome on other options in the marketplace, but I feel 100 per cent confident in stating that this latest Africa Twin is the easiest to ride big adventure bike there is on sale today. If your off-road skills and confidence are not up to scratch, but you want the comforts and luggage capacity afforded by a large adventure machine, while still getting out and amongst serious terrain that will challenge your mettle, then you won’t do it easier on anything else.
A bit of a rest and re-group while trying to find some shade in the 40-degree days. Most tourists don’t head up this way until May in cooler temps
It is fair to say that Honda have, in recent times, been more than a little behind the pace of electronic smarts seen on European machinery. No more.
The new Fireblade is now at the absolute extreme upper echelon of current motorcycle electrickery, and the Africa Twin now shares almost all the smarts that are seen on the $49,999 CBR1000RR-R SP. Including the top shelf Bosch six-axis IMU that equips the electronic systems with all the sensory inputs required in order to deliver one of motorcycling’s most sophisticated suite of rider aids.
A horde of Hondas
Even the DCT shift response now takes some of its cues from the angles the bike is transitioning through, which has helped to raise the self-shifter experience further. There are up-down paddles on the left bar, and you can even option up a conventional foot shifter if you must, but I never felt that need and instead let the ECU pick the gears throughout the whole adventure.
If trying a DCT out for yourself be sure to select one of the more sporting shift programs. If left in D for dumb then the machine shifts really early on the up-shifts, and is very slow to down-shift. Tweak the response up to Sport, which has three further sub-levels of aggression, of which I preferred the middle setting, and the down-shifts are much more urgent, the more brake pressure you use the quicker the system will shuffle down the gears. Most riders on the launch were from more of a dirt background, and thus generally use less front brake than I, and it was these guys that preferred to manually down-shift the bike when setting up for some corners as without those front brake inputs the automatic system is not quite as responsive.
Camping at Devils Marbles for the night – Honda CRF1100L Adventure Sports ES / DCT
Once you have tuned your own ECU, read brain, to how the system works, then it never catches you out by doing anything unexpected. It generally knows when you want to be feathering the throttle through a corner, and will then hold that gear until you return to a more upright and less aggressive stance on the bike, where it will then up-shift and resume normal operation.
The DCT pretty much does what it says on the box and does it very well. Around 25 per cent of the previous model in Australia were optioned with DCT and Honda have sold more than 100,000 DCT motorcycles globally. The technology is well proven and in this latest generation is excellent. The G mode for a more direct throttle feel via a quicker lock-up on the clutch packs is retained from the previous model and holds the lower gears much longer again.
The sunsets were pretty epic in the desert
Despite the significant ten-kilogram weight penalty, you can probably tell I am a bit of a fan of the DCT, so is Daryl Beattie. Daryl has used previous generations of the DCT Africa Twin exclusively for many desert crossings in sand that most of us would struggle to ride a proper dirt-bike in, and he and his crew are now converts to the DCT bikes. More than once both himself and his Daryl Beattie Adventure Tours lead rider, Peter ‘Budda’ Luczkowski, have forgot to pull in the clutch when rolling to a stop on a conventional bike and almost gone down at walking pace as they spend so much time on the DCT bikes.
Daryl Beattie
“I’m really happy on both the Manual and DCT. The gearbox on the manual CRF1100 is really nice and a quick-shifter would compliment that even more. But if it’s down to a final decision then I really enjoy the DCT for all round commuting and adventure riding on weekends… make sure you select the correct DCT mode that best compliments the scenario you are in.”
The Africa Twin has now also gained the excellent Apple CarPlay integration first introduced with the latest Gold Wing model (link). I have used this system on the Gold Wing and for general road touring found it absolutely brilliant.
Apple Car Play is standard across all models on the 2020 Honda CRF1100L – Click for Honda video that showcases the screen functionality
Unfortunately though, in order for the CarPlay functionality to be activated, a bluetooth headset must be paired to the system. I had no bluetooth system fitted to my Shoei adventure helmet so never got to use the CarPlay system during my time with the Africa Twin. Even when using a bluetooth equipped helmet, should your batteries in the bluetooth unit go flat, you then lose all the CarPlay functionality, including navigation. This shitted me no end on the Gold Wing, and frustrated me that I was not able to use the CarPlay system on the Africa Twin. Somebody come up with a hack for this stupid nanny state induced stumbling block please. Thanks.
The 6.5-inch touch screen display though is brilliant, and its functionality closely resembles that of the 5-inch screen seen on the latest Fireblade SP, just on a slightly bigger scale.
2020 Honda CRF1100L Dash offers a wide variety of lay-outs – Click for video that walks you through the basics of customisation
There are a myriad of screen lay-outs on offer and engine response (four levels), engine braking (three levels), shift programs, traction control (seven levels plus off), ABS (with on and off-road modes but only the rear can be switched off) and three-level wheelie control are all able to be separately tailored. It is the most comprehensive and customisable system of controls I have sampled and is navigated via a large switch-block on the left bar.
Customisable user modes offer a massive amount of individual tailoring
If anything it is perhaps a little too complex, but you can still just use the variety of pre-set modes if you don’t want to bother with delving too deep into the individual functions. It is simple enough if you want it to be.
There is a narrow greyscale LCD below the main screen that provides the most basic of information. While that quickly dusts up, the main colour screen is seemingly impervious to dust due to some sorcery in its chemical composition that somehow repels airborne particles. While the big screen can take a few seconds to get its shit together on start-up, the small screen is instantaneously awake and ready for action. I guess the small screen might stay functional too in the case of a big off where you smash the big unit.
2020 Honda Africa Twin instrumentation is comprehensive – All models get the trick new dash with Apple CarPlay functionality and the second smaller LCD
A well protected USB port is provided on both models with the Adventure Sports also scoring a merit style cigarette power adaptor on the opposite side.
The electronic suspension system does not automatically sense load and adjust pre-load to suit, but instead gives the rider the freedom to choose how much pre-load they want set on the rear suspension via the touch-screen menu and the bike then takes care of it. The electronic suspension adds two-kilograms to the weight of the bike in comparison to the also quite high-spec’ fully-adjustable conventional Showa kit.
Takes a little while to master the switchgear and unfortunately it is not back-lit
There are four default modes for the suspension damping response, Soft, Mid, Hard and Off-Road. These settings are for both ends of the bike and are further customisable through 24-steps in each mode. As we were predominantly off-road throughout the 1750 kilometre adventure I left the system in the off-road setting at medium, but after eating too many pies I did set the pre-load to rider and luggage to allow for said pie weight.
This graphic shows the additional configurable suspension options on an EERA equipped machine on right
The damping response is controlled on the fly every 15 milliseconds (0.015s) on information derived from suspension stroke sensors along with vehicle speed and a myriad of other information such as throttle position and brake pressure etc. It even detects when a jump is being made and firms up both ends ready for the landing. I didn’t do any jumps as I fear that no system can cope with landings as ungraceful as mine, this white boy can’t jump and all that.
I have a fair bit of experience with most electronic suspension systems on the market and have ridden on pretty much all the progressive generations of Sachs and Marzocchi ESA systems used across BMW models, and also the WP systems used by KTM and Triumph. I reckon that while the Showa set-up on the Africa Twin feels stiffer in response than most, it also perhaps feels the most natural and linear in its damping response.
The Africa Twin boasts a huge 250 mm of ground clearance and the suspension strokes through a generous 204mm at the front and 220 mm at the rear. They’re pukka off-road specs.
A lunch stop served from the support truck and Chef Scooter
A major benefit with all electronic suspenders is the aforementioned ease of tuning that really comes into its own when touring. As you take luggage on and off the bike or leave your pillion at the motel room while you head off for a fang your preferred set-up is only a couple of button presses away. The manually suspended bikes do offer a hand-wheel for rear pre-load though that does add a little user friendliness to the conventional suspension experience.
I must quantify my experience here though by saying that I am yet to ride the Africa Twin in anger on tarmac. I will arrange to remedy this in the near future by getting my hands on an EERA equipped CRF1100L shod with decent road rubber to see how it performs under duress along the rigours of something like the tortuous series of turns that make up the fabled Eildon-Jamieson Road. I will report back after I have, but I think this is where perhaps the electronic suspension will really earn its $2000 price premium and prove worthwhile for those that really like to have a decent crack on the black-top.
The Iytwelepenty / Davenport Ranges National Park is a wonderfully remote visitor experience for adventurous four-wheel drivers wanting to see the real Territory. A great place for swimming is Old Police Station Waterhole where we stopped for lunch on the second day of your Daryl Beattie Adventure Tour
It will also be interesting to see how much agility Honda have traded to gain the amazing levels of stability that the bike enjoys off-road. I did play around with some tight low-speed manoeuvres with the steering on full lock, in which the machine did well, but am keen to see how well the machine holds a line on the tarmac. The frame is completely new and the chassis design is much more off-road focussed than before, right down to a swing-arm that is modelled from Honda’s CRF450R motocross machine.
2020 Honda CRF1100L Africa Twin
Likewise, while the braking performance and response was great off-road, I am yet to see how the stoppers cope with a full load of luggage heading into downhill tarmac bends. Its pretty safe to say though that Honda has that base well covered with radial four-piston Nissin calipers clamping 310 mm disc rotors.
Radial mount Nissin four-piston calipers
What some people might see as a distinct disadvantage for long-distance touring is the lack of shaft-drive. It must be said though, that riding the Africa Twin reminded me of how much nicer chain-driven bikes ride corrugations and rough terrain.
Good chains have long service lives these days and after initial break-in are very unlikely to require adjustments between rear tyre replacements. There is also no need to clean and lubricate modern chains all the time with most research suggesting that leaving them be, within reason, returns better results than covering them in lube that just picks up more dirt.
We ran on Michelin Anakee Wild rubber. You can tell this machine is a DCT bike as it has an extra caliper under the swingarm for the parking brake
The Adventure Sports model rides on tubeless tyres while the more minimalist model has tubes. Most adventure bikes tread the middle ground and ride on a 19-inch front to retain their sporting potential on sealed surfaces but with all Africa Twin models riding on a 21-inch front, and similarly off-road specific 18-inch rear, it is clear as to where the design priorities of the engineering teams were focussed, they’ve got dirty minds…
When the going gets really rough that 21″ front is a god-send
This is also no doubt why Honda has not endowed the bike with the massive power numbers boasted by the European opposition. Those figures are definitely up in the new model though, with power increased by seven per cent and torque up six per cent. Combined with a four-kilogram weight saving over the previous model, that adds up to an overall ten per cent better power-to-weight ratio.
CRF1000L versus CRF1100L
The boost from 998 cc to 1084 cc is achieved via a lengthened stroke from 75.1 mm out to 81.5 mm. Claimed power is an even 100 horses in the old scale with 105 Nm of torque peaking at 6250 rpm. The new engine is Euro5 certified and has been comprehensively redesigned while the larger 46 mm throttle bodies are actually much more compact than before and deliver their mix through larger valves that are lifted higher.
2020 Honda Africa Twin Adventure Sports with DCT and Showa EERA
The difference is appreciated throughout the rpm range and the response from a closed throttle to pick-up is markedly improved. This is particularly noticeable on a DCT bike where you can’t ride a clutch against the rear brake for feet-up full-lock turns, in these scenarios the new model is far easier to control.
While the bike sounds great as you ride by onlookers, unfortunately that aural pleasure is never really appreciated from the cockpit. That’s a bit of a pity as it would certainly add a little more to the riding enjoyment if you could hear that really nice exhaust note while you ride.
The Africa Twin purrs along at around 3300 rpm when cruising at 100 km/h and the NT speed limit of 130 km/h sees the parallel twin turning over at 4200 rpm. The bike gets to 200 km/h quick enough.
I forgot I had the bike in its lowest power setting when doing this for the camera but it still got it up easily enough for a few gears
Despite being generally somewhat of a horsepower fiend (what me…), I never once wanted for more power during this particular adventure. That’s obviously because it was predominantly off-road and all three days were fairly taxing, thus energy conservation was key. I am generally a poor adherent to the needs for hydration but with temperatures nudging 40-degrees even I was needing to replenish my drained camelbak halfway through the day.
We were out in the desert good and proper with no phone reception, no shops and no real creature comforts. It was a swag come night time which coincided with the shift change as the flys handed over their duties to the mosquitoes who pulled the night-shift.
The fly on my swag certainly lived up to its name on this trip
I lost count of how many flies I either swallowed or inhaled through my nostrils. Along with the whole Coronavirus thing going around I thought for sure we had also walked into some biblical pestilence that signalled pending armageddon.
The most comfortable place to be was actually astride the Africa Twin. I did have some reservations at first as the thinned down seat started to bite a little when halfway into the opening 920 kilometre day.
2020 Honda CRF1100L adventure in the NT
It never got any worse though and in fact I was so busy trying not to die on the following two days that it was not butt comfort that was front of mind, but instead more the integrity of my pooper valve, less I shit myself from yet another challenging rock and gravel strewn floodway interspersed with sandy drops in and out of said floodways. The area had recently recorded record unseasonal rains and some of the tracks were in pretty unusual shapes after big movements of subsoil and detritus.
Was a very early start on day one of the adventure
Getting on and off the bike is also much easier than before, something that is particularly welcome in the Adventure Sports. Honda spent a lot of time trimming where they could to make climbing aboard the bike a less dramatic experience for most folk.
Our lead rider Budda is only 164cm, that’s five-feet four-inches in the old scale, and struggled to get on and off the previous model but can now mount the new model much more comfortably. At 850 mm the seat of the Adventure Sports is a massive 50 mm lower than before, while retaining that huge 250 mm of ground clearance and generous suspension travel. The seat is also 40 mm narrower and that adds to yet more amenity that can be appreciated by all.
Getting on and off the bike is so much easier than before – A great boon for 5’4″ lead rider Budda
The standard seat can also be set in the 870 mm position for those a little more generously endowed of leg, while an optional high seat pushes the perch further up to 895 mm. An optional low-seat pushes the perch down to only 825 mm, without losing any of that ground clearance or suspension travel.
Overall the cockpit is a pleasant place to spend time. That gorgeous colour display is standard across all models and while the Adventure Sports scores a much taller five-stage adjustable windscreen, opinion was split as to whether that was actually an advantage. I spent 95 per cent of my time on the Adventure Sports and only the last 100 km or so on the smaller bike thus don’t feel qualified to make a convincing call either way.
Opinion was divided over whether the larger screen was the go over the smaller item
If in your mind light is always right then the more minimalist base model with its slimmer 18.8-litre fuel cell has a 14-kilogram advantage over the Adventure Sports ES. In Australia the base bike can only be had with conventional suspension.
The base model CRF1100L can’t be had with DCT or electronic suspension in Australia
The Adventure Sports boasts a 24.8-litre fuel cell that promises realistic touring ranges in excess of 400 kilometres, even if up it for the rent. It also has more expansive body-work that provides better protection from the elements along with integrated pannier mounts in the rear sub-frame.
I can’t stress enough how important that last feature is for those that like running hard luggage such as the optional aluminium panniers. The difference that having the luggage mounted in tight towards the centre-line can’t be overstated when it comes to the overall dynamics of a machine when fully loaded.
The Adventure Sports comes with pannier mounts tightly integrated into the sub-frame
If opting for base model I would consider soft luggage rather than having pannier racks moving all that weight so far out from the bike which, in my experience, turns many bikes into turgid turds. You can fit the integrated mount system from the Adventure Sports though, with the optional rear carrier accessory kit (08L88-MKS-E00) to get the same luggage amenity that is standard on the Adventure Sports.
2020 Honda Africa Twin
Cruise control is standard on all models but only the Adventure Sports scores factory heated grips and three-stage cornering lights. Tyre pressure monitoring is not available on either model, even as an option, which is a bit of a drawback compared to what is otherwise an impeccable specification list.
2020 Honda Africa Twin Adventure Sports
Both bikes have hand-guards as standard with the Adventure Sports guards much larger and offering more wind protection. Neither though are particularly strong and off-road oriented guys would be better off replacing them with proper alloy-bar backed Barkbusters.
The Africa Twin feels very well built and engineered. The bikes never got hot, nothing flapped about or worked loose and I never heard any rattles or squeaks at any point in time. Thus it does exude a certain sense of quality that can be appreciated, and despite the price rises the Africa Twin still offers great value for money and seems pretty damn bullet-proof.
The Africa Twin still makes a convincing argument on the basis of value despite the price rise
When jumping on the base model manual bike for the last stretch into Alice Springs it definitely felt more lively thanks to its more compact size and reduced weight. That the base bike also has good quality conventional Showa suspension and that brilliant screen, complete with Apple CarPlay as standard, makes its $19,999 price point really look attractive. In Australia this variant of the Africa Twin is not available with the DCT transmission.
The new 2020 CRF1100L Adventure Sports model alongside the base machine (red)
As good as the base bike is, for me I reckon it would be the burger with the lot Adventure Sports that would get my money, if I could stretch the budget that far. The DCT really is a great thing, and is going to make even more sense for open road touring or city commuting. I figure you might as well have the electronic suspenders too while you are at it.
In summary, the 2020 Africa Twin is the most dirt-capable large capacity adventure bike you can buy. Both expert off-road riders or relative novices will really appreciate the off-road chops of the new model, which is now more dirt ready than it ever was, and sets a new standard in regards to off-road performance in this 1000cc+ segment.
In MotoGP, if you didn’t have wings last season you were on the outer and Ducati’s ‘winged’ Panigale V4 R dominated the British Superbike series last year and in World Superbike Ducati looked unstoppable, at one stage… Downforce-generating wings are now everywhere in motorcycle racing and now the technology is filtering down to the end-user on the road, which is great news for me and you. And yeah, they look pretty cool.
Ducati Panigale V4 S aero wings
For 2020 Ducati has added its distinctive wings to the Panigale V4 S along with other improvements such as updated Evo 2 electronics, revised handling, and easier-to-use power characteristics with lower torque in the first three gears.
Ducati Panigale V4 S
We sent international journalist, and former road racer, Adam Child, to Bahrain to test out the new $40,490, V4 S around the very fast 5.4 km F1 track. And yes, it rained, in the desert, where it never rains. But luckily the Brit is use to racing the rain, and if Ducati are claiming their new V4 S is easier to ride, then what better way to find out than in the wet at 180 mph?
Ducati Panigale V4 S
The 2020 V4S’s new wings are the same shape and dimensions as those seen on the WSBK and British Superbike machines that were so dominant last year. Aside from looking good and instantly shouting ‘I’ve bought a new Ducati’, they exist to create downforce and are now standard fitment.
Ducati Panigale V4 S
Like an aeroplane wing (in reverse) they only make a difference at high speed. At 100 km/h they create 4 kg of downforce; at 200 km/h, 16 kg; and at 1300 km/h, 37kg. This downforce has numerous benefits, chief among them a reduction in power wheelies as all that weight is pushed down onto the front end, meaning less electronic intervention by traction control and, for the rider, less rolling off of the throttle.
Ducati Panigale V4 S
Often at high speeds, a conventional front end can get flighty as the rushing airflow lifts the front, and the rider, holding on for dear life, accentuates the effect by pulling on the bars. As speed raises, the forks extend and in extreme situations the shock sits. But wings add downforce, forcing more weight onto the front wheel contact patch, giving a more planted feeling while allowing the bike to steer better and hold a tighter line.
Ducati Panigale V4 S
At Bahrain’s 5.4 km F1 race track, the wings were inspiring, while stability, even in the wet nudging 300 km/h, was excellent. There was a minor weave from the bars, but this was due more to the movement of the wet tyre at speed than aero. In 160 km/h-plus, third-gear corners the Ducati held its line impeccably, understeer lacking as the front tyre was squashed into the track.
Ducati Panigale V4 S
The only downside to aerodynamic downforce is that they create drag, which reduces top speed and will increase fuel consumption. However, Ducati has re-thought the bodywork for 2020, making the bike more aerodynamic to offset this, meaning top speed hasn’t been significantly affected. And hey if you’re worried about fuel economy, then perhaps don’t buy a Ducati Superbike.
Ducati Panigale V4 S
The front fairing is 15 mm wider per side, the screen 34 mm taller and the sides extend outwards 38 mm more than before. The larger fairing gives the rider an easier time; you can tuck out of the wind. And again, the added bodywork aids the stability as the rider, now cocooned behind a larger screen, isn’t holding on as hard and pulling on the bars as they fight the wind-blast.
Ducati Panigale V4 S
Ducati has even improved the air-flow around the bike, which should mean the Panigale might now be cooler in traffic, the now old bike did it’s best to BBQ your inner legs in summer.
Despite the V4S’s huge output, wheelies were never a problem on track in Bahrain, albeit on what is a super-flat F1 surface – though some of this progress could be down to the new V4’s reduced torque and superior electronic riding aids. Ducati has reduced the Desmosedici’s Stradale’s arm-ripping torque in the first three gears to make the bike more rideable before full torque is unleashed in the higher gears.
The four-cylinder Panigale is still rapid – the 1103 cc 90° V4’s peak power remains at 214 hp – but by allowing the rider to get on the power more smoothly and safely in those lower gears, it is markedly easier to use. This doesn’t mean slower – you can get on the power sooner, and without traction control intervention it ultimately means your top speed is higher on the straight and your lap-time is reduced with less effort from the rider.
Ducati have developed the front alloy frame from the V4 R WSBK bike, which reduces torsional and braking stiffness. Optimising chassis stiffness is like wearing race gloves, rather than over gloves: you have more feel, there is a closer connection between the front tyre and the rider. The damp conditions during our test amplified this, you could feel the accessible grip through the front Pirelli. Some sections of the F1 track had marginally more grip than others, a fact translated to my brain by subtle but distinct signals.
Ducati Panigale V4 S Ohlins electronic shock
Although the suspension seems visually the same as before, it’s very different. The bike’s centre of gravity has been raised 5 mm by raising the front by 4 mm while the rear shock is 2 mm longer with a 5 mm longer shock linkage. The rear spring rate is lower and pre-load is set higher.
Lifting a bike and raising the centre of gravity allows it to turn easier, like how tall people fall over easier than short people when drunk. The plusher rear adds grip and feel in the same way the chassis, mentioned above, has improved the front-end feel.
Ducati Panigale V4 S Ohlins electronic forks
The disadvantage of raising the C of G is that it tends to reduce the tyres’ edge grip at high angles of lean. To offset this Ducati has softened the rear suspension to aid grip and feel. The rear shock is a little softer and has more ride height, which has subsequently raised the seat height my 5 mm.
The bike undoubtedly turns with ease, and again wet conditions highlighted the improvements in front-end feel. You can feel the front tyre squirming and discovering grip, both on and off the brakes. The cornering ABS isn’t too intrusive and allows you to manipulate and feel that grip. Those Brembo radial M4.30 brakes are outstanding, the ABS EVO cornering system developed in partnership with Bosch is almost mind-blowingly effective. End of the straight, just shy of 185 mph, in torrential rain, and it’s time to jump on the stoppers for turn one – a first gear crawl of around 40 mph. The only bit we couldn’t test was edge grip at extreme lean. In the wet I wasn’t that brave. We will have to wait for a dry track day back home.
Ducati Panigale V4 S
For any rider to be fast they must have confidence in their bike, know where the limit is, and understand the feeling and level of grip from the tyres – and Ducati has significantly improved this feeling with the new V4S, the test’s wet conditions a great proving ground.
This isn’t just a bike for former racers anymore, a lightweight 214 hp superbike shouldn’t be so forgiving and, dare I say, so easy to ride in the wet. In back-to-back testing with the now old model, Ducati found that ultra-quick test rider, Michele Pirro, was 0.4s quicker on the new bike, while a more average fast track rider was over a second faster, highlighting how much easier the new bike is to ride.
Ducati Panigale V4 S
Some features of the bike have remained untouched. Ducati has kept the same engine spec’ and lay-out. The massive Brembo monobloc brakes remain, as does the cast aluminium single-sided swingarm. Other items carried over include the Marchesini aluminium wheels, magnesium head-lamp and mirror support and cast aluminium sub-frame. Pirelli Diablo Supercorsa SP rubber comes as standard with a 200/60 section rear but during our test we ran full race wets.
Ducati Panigale V4 S
The new EVO 2 system, which is similar to that used on the R model, is faster and smoother than before. Again, in the damp, you can feel the TC working overtime, but it’s only allowing a fraction less power than you’re asking for to control the slide and spin. In one very wet session it even coped with standing water without too many complaints. And remember, these rider aids can be changed on the move, via the three rider modes: race, sport, and street. Each mode adjusts the power, traction, wheelie and slide control, plus the cornering ABS, engine braking and even damping. With a closed throttle, change the mode, and simply switch over via the toggle on the left bar. It’s not confusing, just straight-forward to use.
Ducati Panigale V4 S
In one session, as the track and grip improved, I changed the pre-set modes, which increased the stiffness in the rear to increase high-speed stability (race wet tyres move around at high speed), and reduced the rider aids a fraction. I immediately noticed the difference these incremental changes made, again highlighting how much feedback the stunning new Ducati V4S gives.
Verdict
Yes, it was wet, more like the UK than Bahrain, and I would have preferred the dry, but in many ways it was a better to test Ducati’s claims of an easier, more forgiving bike for 2020.
Ducati Panigale V4 S
After riding all day in mixed conditions until dark I can confirm the 2020 V4S is more forgiving. I can certainly see a less experienced rider lapping quicker on the new bike, as Ducati found during their testing. You can ride faster and for longer as it’s easier.
Simply put, the beast has been tamed. It’s now far easier to ride, especially for less experienced riders. 214 horsepower has never been so simple to manage, and the wet test amplified this.
Ducati Panigale V4 S
It has arguably the best electronics package on any bike on the market and is also perhaps the most desirable and sexy sportsbike on sale too.
It is expensive and friends will be envious, so it’s not perfect, but close.
Adam Child with the Ducati Panigale V4 S at the world launch in Bahrain
After one of the longest public gestation periods in motorcycling history, Yamaha’s eagerly awaited XT700 Tenere is now starting to hit the floors in showrooms.
A great looking bike – Yamaha Tenere 700
It is interesting to compare the approaches of European manufacturers and Japanese brands when it comes to adventure bikes.The likes of KTM, Triumph, Ducati and BMW throw every bit of technology and about the broadest feature list seen on any class of motorcycle at their adventure bikes.
Despite having a wide variety of technology available in their wider line-up, Japanese brands take the opposite approach, deliberately keeping their adventure bikes relatively spartan when it comes to kit. Suzuki’s V-Strom has been marching on largely unchanged for a long time while, despite the optional DCT gearbox, Honda also took a fairly low-spec’ approach when they first introduced the CRF1000L Africa Twin. Both Suzuki and Honda are putting a bit more standard kit on their adventure offerings for the coming 2020 models, but still, nothing like the endless list of tech’ and big horsepower boasted by the European manufacturers is currently available from a Japanese brand.
Yamaha Ténéré 700
Now Yamaha have perhaps gone the most basic of all with the new XT700 Tenere. No traction control, no cruise control, no tyre pressure monitoring, no electronic suspension, no riding modes, no quick-shifter or slipper clutch, no heated grips…
Obviously Yamaha are reckoning that less can be more in the bush, and that their reputation for producing reliable and bullet-proof motorcycles at a very competitive price point will be what makes for sales success.
Yamaha Ténéré 700
Early indications are they may be right…
Yamaha had already sold over 350 of the bikes well before they arrived and any new customers putting a deposit down are now likely to have wait until February before they can ride off into the sunset on their new beast.
Yamaha Ténéré 700
Most of the press got two days on the bike, but I enjoyed a full five days and almost 2000 predominantly off-road kilometres on the motorcycle. I was glad to have that extended opportunity to really gel with the bike which allowed me to gain a proper insight in to what a buyer can expect to experience if taking one home for good.
Yamaha Ténéré 700
While most of the off-road riding was not overly technical in nature, we did get a few little special tests thrown in to sample the machine in terrain that the more adventurous motorcyclist might negotiate from time to time during their travels. A lot of these later in the week were in situations where it was not feasible to have a photographer stationed due to time constraints etc. so as for the rutted out twin-track and rocky ascents you will just have to take my word for it. Plus, it was damn hot and I just wanted to ride the bike to get to the beer at the other end!
The bikes also fared very well and kept their cool despite ambient temperatures on most days rarely dipping below 35-degrees celsius. This water play in the cover shot at the top might look nice and refreshing but it was actually 39-degrees down there in that river and cooking!
Yamaha Tenere 700 on the beach
A short play on the beach early on day one saw me not get too carried away as it was already warming up. My fitness levels are not as good as they once were, which had me playing the long game and conserving energy where possible, so I had plenty in the bag for when it was really needed. At the end of the week I actually had fewer aches and pains than what I had started it with! Which must be a great testament to the Tenere 700, while serving as a stark reminder how unhealthy riding a computer is!
The ergonomics on the Tenere 700 were, for me, pretty much spot on.The bend of the leg felt completely neutral and comfortable for my 178 cm frame. There seems to be an almost endless amount of leg-room available while seated for seven-footers let along six-footers.
Yamaha Tenere 700 – Ergonomics work well
Seated or standing the riding position worked well for me. Those that always ride up on the pegs simply rotated the bars away a little further to change the reach and with it the angle of the levers. The standard brake lever is adjustable for span while the non-hydraulic clutch lever is not. I rode a few different spec’ bikes kitted out with various options and while the standard levers work well enough, I would fork over the coin for the very trick optional levers ($188 for the brake and $151 for the clutch), in the Yamaha catalogue. I loved them. Just make sure you get some Barkbusters to protect them while you are at it.
Yamaha Ténéré 700 ships with plastic hand-guards as standard but these optional BarkBusters offer better protection
The seat is slim and extends a long way up the bike but does not go quite as far towards the head-stem as you would see on pukka dirt-squirters. Thus really hard-core riders coming from an off-road competition background might prefer something that extends a little further forward, but for the other 99 per cent of us the slight ‘sit-in’ nature of the Tenere 700’s pew is perfectly amenable in every scenario.
Yamaha Ténéré 700
The standard seat height is 870 mm but the narrow mid-section of the bike and relatively flat seat make it easy to throw a leg over. An optional lower seat reduces it a little further to 863 mm and for those who are really short of leg and want the machine as low as possible Yamaha offer a lowering link that positions the perch at 845 mm. This would really be an option of last resort as suspension performance is sure to be compromised slightly when changing the linkage.
A rally seat is another option and one that could be quite handy for adventurers. It replaces the standard dual-seats with a flatter and narrower single piece seat with more grip on the sides. Another unexpected advantage of the rally seat is that it makes removing the whole seat unit a simpler process. With a turn of the key the whole seat pops off, while with the standard set-up the rear pillion seat pops off with the key, but a supplied allen key is then required to remove the rider’s seat.
Yamaha’s Tenere 700 – The pub did have beer….
After long hours in the saddle the seat had started to gnaw at my bum a little on the first couple of days but then I adapted and toughened up a little, and was actually finding it more amenable as the week progressed.Don’t expect it to be 1000 kilometres a day on the tar comfortable, but it is more comfortable than something like a standard DR650 seat, or much else that is this capable on the dirt.
And it is very capable.
Yamaha Ténéré 700 – Optional radiator protection seen here
KYB provide the fully-adjustable forks and shock. The 43mm inverted forks are adjustable for compression and rebound damping while the piggyback shock has a handy wheel to dial in your pre-load.
There is 240 mm of ground clearance and the forks offer 210 mm of travel while the shock works through 200 mm.Dakar riders such as Rod Faggotter had an active role providing feedback to Yamaha’s chassis engineers late in the development cycle of the model and it shows.
Yamaha Ténéré 700 colour line-up
The suspension offers a good balance between all-round suppleness and hard-core capabilities.Those that want to get big air over erosion banks and hit things hard might want to firm things up at both ends beyond what is achievable via the quite large range of adjustment via the clickers. But even at my current weight I reckon I would just roll with the standard set-up for the most part, unless I really wanted to start to push the envelope and was riding the bike predominantly off-road and regularly hitting things hard in anger. More travel would be nice for those that really like to ride consistently hard off-road, but the large reservoir on the shock helps to prevent fade and ensured consistent performance long after I had started to fade…
Yamaha Ténéré 700
When the going gets rough a 21-inch front is always a massive asset and one that the Tenere puts to good use. The rims proved strong during the test but require tubes and are not tubeless ready.
The outright performance on the road during my time with the bike was always going to be compromised by the off-road specific Pirelli Scorpion Rally rubber, however, it did seem to work well enough when pushed to hint that on the road the Tenere 700 will cut a line well. I suspect it might prove a reasonable weapon on a tight and twisty back-road.
Yamaha Ténéré 700
Will it feel underpowered on the road?
Depends on the road I guess… The engine is punchy and will almost get you to 200 km/h if you persist, but where it really shines is on the dirt.
Yamaha Ténéré 700
It really does pull well from down low, so much so that on the penultimate day I was really starting to revel in the bike through a seemingly endless series loose gravel based switchbacks.The surface had little grip but was consistent, a quick closure of the throttle was enough to have the back end of the Tenere breaking away under compression, before then transitioning into gentle throttle on the way out to continue the arc. Apex speeds were sometimes below 40 km/h but after initially playing in third gear, I then started to just slide from apex to apex in fourth. The dampened response off the bottom in the higher gear made it so playful and easy to control, which, along with a little weight shift on the pegs, had the bike just ever so slightly drifting from turn to turn. It was immensely satisfying and rewarding, fecken poetry is what it was.
Yamaha Ténéré 700
The engine is the well regarded 689 cc parallel twin that has been powering the MT-07 and XSR700 for the past few years. It breathes a little differently in XT700 guise due to a different air-box and exhaust but is virtually unchanged as a power unit from its road siblings. Australian and New Zealand delivered bikes have an oiled air-filter for better protection from dust ingress while overseas the bikes ship with a standard paper based filter.
Yamaha Ténéré 700
The numbers are 74 horsepower at 9000 rpm, and 68 Nm of torque at 6500 rpm. The engine is genuinely useful as low as 2500 rpm and there are no grumbles while lugging it around in the upper gears with the engine driving out of the basement. Of course there are no huge gobs of torque hitting the rear tyre in comparison to much larger and more powerful engines available, but I didn’t miss that massive grunt as much as I thought I would.
Yamaha Ténéré 700 – Wheelie around the bend
More power would have just had me doing more wheelies from higher speeds, and turning that rear 150/70-18 rear Pirelli into gello. The lighter weight and lesser power of the XT700 is going to translate into dramatically reduced rear tyre wear when shod with off-road rubber in comparison to big-bore adventure bikes and the engine has a proven track record for bullet-proof reliability.
Yamaha Ténéré 700 – Stoppers work well with good power matched with good feel at the lever
The brakes are Brembo front and rear and Yamaha have not skimped on the fit-out. A pair of 282 mm disc rotors up front and a 245 mm rear proved well up to the task of hauling up a fully fuelled 204 kilograms of Yamaha complete with a larger than the average bear test pilot on board. The control at the levers felt progressive and I have no complaints. The ABS system is switchable but is well tuned enough for it to be left on in most scenarios. I bucked the trend of the other testers and deliberately left the ABS on for much of the off-road work, to see how it fared, and the system was largely unobtrusive and cycled quick enough for it not to be a massive drawback. Loose shale descents or mud aside, many riders will still be safer off-road with it on rather than deactivated. ABS has come such a long way, I really do urge you to try these latest systems before dismissing them out of hand.
Yamaha Ténéré 700
Yamaha offer a titanium Akrapovic slip-on muffler and while it looks tasty it doesn’t really give the bike any discernible increase in power.I believe it is rated at the same decibel level as the standard pipe, but it does add a little more timbre to its bark that is quite enjoyable, particularly when short-shifting in the tight stuff. That said, I would probably keep that $1149 in my pocket and spend it on other things. Save you crying when you dent it too….
Yamaha Ténéré 700 – Adds a tiny bit more bark but no more bite
I do wish the XT700 had pannier mounts integrated into the rear sub-frame, so the optional hard panniers sat closer to the bike, but unfortunately racks are required to mount the hard luggage. Soft throw-overs will be the go.
Yamaha Ténéré 700
Yamaha have a full suite of protection ready to go in their accessories catalogue including radiator guard ($197), engine guard ($424), skid plate ($466) and headlight guard ($172.70) that would be wise investments.
Yamaha Ténéré 700
The stark four-eye look first seen on the T7 concept all those years ago has thankfully not been lost in translation from prototype to production line.It looks pukka desert rally raid. I am not yet in a position to comment as to its effectiveness as our riding was completed during the day.
Yamaha Ténéré 700
The rally style cockpit theme not only extends to the tall screen but an almost tablet style LCD is mounted on rubber blocks that help isolate it from vibration. One would imagine this would be primarily for longevity, but I did find that as the display was well forward of the windscreen that this made it somewhat more susceptible to dust covering the display. The screen is greyscale not colour, thus the dust quickly made it hard to read.
A power outlet is provided as can be seen in the bottom left of this shot – Yamaha Ténéré 700
My primary bugbear though regards to the tripmeter functions.There is a fuel gauge that indicates the level remaining in the 16-litre tank, but by the time you get to the last bar you still have more than 100 kilometres of range remaining, then when the system deems itself as fuel critical and starts flashing, a trip counter then starts recording the further distance travelled. There is no indication of the range to empty. This is an annoying oversight in my opinion, and one I raised when questioning Yamaha’s project leader for the Tenere 700 in this interview (Link).
Yamaha Ténéré 700
Yamaha claim a touring range of over 350 kilometres and while I think that is entirely doable, it would be much safer banking on a range to empty of around 300 kilometres when planning your routes.
Yamaha Ténéré 700
One rider broke a standard plastic hand-guard in a fall. Another had a side-stand spring go walk-about in rough terrain which required some trail smarts to secure the stand to prevent the side-stand switch cutting the ignition. While another rider suffered a rock impact with the side-stand switch. Thus this was the only real foible we discovered that might strand you on the trail and require some MacGyvering to get mobile again. We could have just got unlucky, like the time I witnessed three Fireblades on the launch of the 929 back in 2000 all end up with punctured radiators from stone damage. Still, it might pay to bypass the side-stand switch if you are heading out bush and take this possible point of failure out of the equation all together.The switch bypass is something that was generally done back in the day as a matter of course for off-road bikes when side-stand switches first started appearing on every motorcycle 25 years ago.
Yamaha Ténéré 700
That aberration aside the Tenere 700 is a great piece of kit and looks set to become Australia’s most popular adventure motorcycle.Its competitive ride away price of $17,149, combined with the solid engineering integrity that Yamaha is famous for, will ensure that success.
Would Yamaha get my money in the present market?
I think they might. I reckon it would prove bullet-proof while being easy to maintain and cheap to service. I might miss the grunt of the bigger options out there while playing silly buggers, but that value equation keeps coming back to front of mind and might win me over when it came down to which brand was going to get my coin…
Yamaha Ténéré 700
Do I reckon there might be an even more off-road specific Tenere 700 with much longer travel suspension and even more off-road chops?
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