Category: Motorcycle Reviews

Review: The 2019 Triumph Speed Twin

Post author By Wesley Reyneke
Post date January 22, 2019

2019 Triumph Speed Twin review
Most manufacturers have at least a couple of retro-styled motorcycles on sale. But Triumph has more skin in that game than anyone else: Hinckley’s modern classics outnumber their other models by a significant margin.

The new Speed Twin adds yet another name to the roster. So is the range too crowded now, or is the Speed Twin different enough to be significant? I headed to the usually sunny Mediterranean island of Mallorca to find out.

The original 1938 Triumph Speed Twin
The Speed Twin gets its name from the groundbreaking parallel twin that Edward Turner designed [above] back in 1938. But it has far more in common with its current siblings. Think of it as a beefed-up Street Twin; or as a Bonneville with the Thruxton’s performance mindset, sans the café racer styling and ergonomics.

I’ll admit to initially dismissing the Speed Twin as a pointless in-betweener. But as a performance roadster, it actually has a lot going for it.

2019 Triumph Speed Twin review
It’s powered by the ‘High Power’ version of Triumph’s 1,200 cc Bonneville parallel twin motor, with the same tune and compression ratio (11.0:1) as the Thruxton. But Triumph did more than just transplant the Thruxton mill.

There’s a new low-inertia crank and high-compression head. Plus a magnesium cam cover, a new clutch assembly, and ‘mass optimized’ engine covers (basically, they’re lighter). Combined, it makes for a 2.5 kilo (5.5 lbs) weight saving on the motor alone.

2019 Triumph Speed Twin review
Output is the same as the Thruxton R—96 hp and 112 Nm—but it’s how it makes those numbers that’s notable. The torque curve on Triumph’s dyno chart is a thing of beauty. Peak torque is made at 4,950 rpm, but 90 percent of that is already in your hands by 2,500 rpm.

Traction control comes standard (and can be deactivated), along with three selectable riding modes: Sport, Road and Rain. The Speed Twin also features a six-speed box, and Triumph’s easy-to-use ‘Torque Assist’ clutch system. And it only needs its first service at 10,000 miles (16,000 km).

2019 Triumph Speed Twin review
Weight is 196 kg (432 lbs) dry—ten kilos less than the Thruxton, and seven less than the Thruxton R. That’s helped by parts like the new cast aluminum wheels, aluminum frame cradles, an aluminum swing arm, and a lighter battery.

The chassis itself is an adapted version of the Thruxton’s, but with revised geometry. Triumph have stretched it out, with a longer wheelbase, a hair more rake and a few millimeters more trail.

Suspension is KYB all around, with non-adjustable 41 mm right-side-up forks, and preload-adjustable twin rear shocks. When quizzed as to why they didn’t spec the Speed Twin with adjustable suspension, Triumph put it down to cost saving.

2019 Triumph Speed Twin review
They also assured me that the stock suspension would be up to the task, and pointed out that very few customers actually tune their suspension (which, to be fair, is very true). And when I asked if we could look forward to a Speed Twin R with upgraded suspension, they dodged the question. (So I’m betting we can.)

Braking is via twin Brembo four-piston calipers up front, and a single Nissin two-piston caliper at the back, with ABS included. The wheels measure 17×3.5 front and 17×5.0 back, and the Speed Twin comes from the factory with aggressive Pirelli Diablo Rosso 3 tires.

2019 Triumph Speed Twin review
That’s a decidedly modern tire choice for such a classically styled motorcycle, but it’s this blend of old and new that defines the Speed Twin’s styling…and attitude.

It clearly shares DNA with the handsome Bonneville T120—but its stance is way more muscular and aggressive. The two bikes actually use the same 14.5 l fuel tank design, but the Speed Twin has revised mounts to alter its angle.

2019 Triumph Speed Twin review
Items like the twin analogue/digital clocks, stylish Monza-style gas cap and twin upswept exhausts add to the old-school charm. But they’re offset by contemporary design touches, like alloy wheels, an LED daytime running light in the headlight, and a slim LED taillight and turn signals.

2019 Triumph Speed Twin review
The complete package is damn good looking—and that’s not trick photography either. Seeing the Speed Twin in person gave me plenty of time to pore over the finer details, of which there are many. I noted the short, aluminum fenders, the bar end mirrors, and the extra trim on the side covers and throttle bodies; none of those are optional extras.

And yes, there’s a full complement of add-ons available too. Triumph had a parts display bike there, with kit such as brushed Vance & Hines mufflers [below], alternative seats and minor trim parts.

2019 Triumph Speed Twin review
What’s more, Triumph has knocked the build quality right out of the park. Everything feels solid to the touch, with very little plastic in sight. And despite the fact that the Twin is liquid-cooled and packed with modern tech, there’s refreshingly little wiring or plumbing in sight.

I do have one gripe though. For all of the consideration that clearly went into the Speed Twin’s design, the junction between the rear frame, taillight and fender feels like an afterthought. Still, that’s about the only styling fault I could nitpick.

2019 Triumph Speed Twin review
The Speed Twin comes in three colors: Jet Black, Silver Ice and Korosi Red. The silver and red versions were available at the press launch, and both paint jobs were as lush as they come.

What’s more, the graphite coach line surrounding the black graphic on each bike is painted by hand.

2019 Triumph Speed Twin review
The white stripe and Triumph logo aren’t though—they’re just decals, covered by layers of clear coat.

So the Speed Twin stands out from the crowd on specs and aesthetics. But how does it ride? We took a 250 km route through Mallorca’s sprawling countryside and winding mountain roads to find out.

2019 Triumph Speed Twin review
And then it rained. All day. We rode anyway, but with the rain turning the road surface from sketchy to extremely sketchy, I couldn’t really exploit the Speed Twin’s performance or handling.

I did learn that the ergonomics are pretty standout when compared to Triumph’s other twins. The pegs are 38 mm forward and 4 mm lower than the Thruxton’s, making the riding position slightly more relaxed.

2019 Triumph Speed Twin review
But when you combine that with the handlebars—borrowed from the Speed Triple—and the tipped-forward bench seat, it makes for a very engaging riding position. The arrangement pushes your weight forward, over the bike’s center of gravity, and almost forces you to get your elbows out and your head up.

That setup hits the mark for me, even if I did find the seat a little harsh. I wouldn’t hate a little more padding, and a bit more of a step to tuck into. (On the up side, it actually seemed to get more comfortable as the day wore on.)

2019 Triumph Speed Twin review
It also contributes to what is a pretty sweet handling bike. Even at a more cautious pace and with limited grip, I never had to fight the Twin to make it go where I wanted.

Triumph was right about the suspension’s capability too; it never once felt unsettled or outgunned. And when I did push a little too hard—and things started getting random—I could rein it back in.

We weren’t going as slowly as I thought, too. I was following our ex-racer lead rider, and a fearless Brazilian journalist, and our tail rider pointed out afterwards that we were hustling at a pretty respectable pace. Which is a testament to how planted the Speed Twin really is.

2019 Triumph Speed Twin review
It’s also not lacking in grunt. That engine, with its 270 degree firing order, is a total peach—and even the stock cans kick out a pleasing rumble.

Granted, I spent most of the day in Rain mode, but even then I had plenty of usable power at hand, delivered evenly via the ride-by-wire throttle. And the clutch and transmission were both light enough not to tire me out.

It’s worth pointing out here that Triumph’s riding modes each feature their own mix of power delivery, traction control and anti-wheelie control. And that was abundantly clear when we eventually hit a short dry patch, and I flicked the Speed Twin right over to Sport mode.

2019 Triumph Speed Twin review
It immediately went from mellow to rowdy, with a noticeably snatch-ier throttle response, and a front wheel that wanted to lift in both first and second gear. It’s here that the Speed Twin came into its own as a performance roadster, and I’m itching to have another go at it in better weather.

Still, even under the trying circumstances, I found myself riding a bike that was composed, sharp and ultimately fun.

2019 Triumph Speed Twin review
Whether you’re looking at the Speed Twin’s styling or performance, there’s no denying its charisma. So who’s it aimed at?

Triumph are gunning for their own customers as much as they are for new business. Street Twin owners might be looking to upgrade, and might prefer the Speed Twin’s performance roadster vibe to the T120’s laid-back vibe or the Thruxton’s café racer style.

2019 Triumph Speed Twin review
At $12,100 (black) or $12,600 (colors), the Speed Twin’s a fraction pricier than the BMW R nineT Pure ($11,995) and Kawasaki Z900RS ($11,199). And there’s not much between them on weight or performance numbers either.

So I was wrong: the Speed Twin does have a place in Triumph’s line-up: it hits the sweet spot for riders looking for yesterday’s style with today’s performance.

Myself included.

Triumph Motorcycles | Facebook | Instagram | Images by Kingdom Creative

2019 Triumph Speed Twin review

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The 2019 Triumph Speed Twin revealed: specs and images

Post author By Chris Hunter
Post date December 4, 2018

The Triumph Speed Twin revealed: specs and images
One of the most famous names in the history of British motorcycling has returned: the Triumph Speed Twin. It first caused a stir in 1938, when Edward Turner’s parallel twin offered unprecedented levels of power for a 500 cc bike.

The original Speed Twin created a template for many other manufacturers to follow, and the lineage is still visible in Triumph’s ‘Modern Classics’ range today.

The Triumph Speed Twin revealed: specs and images
But the new Speed Twin is a very different beast. With 1200 cc and almost four times the horsepower of its predecessor, on paper it’s a cracker.

It’s recognizably a Bonneville, but with a pumped-up, muscular style and a very obvious focus on the riding experience. It’s more than a boulevard cruiser, and is likely to trouble bikes such as the established Ducati Monster and BMW R nineT, and the incoming Indian FTR 1200.

The Triumph Speed Twin revealed: specs and images
The engine is the 1200cc ‘HP’ version of the Bonneville twin, in the same tune as the Thruxton and with the same 11:1 compression ratio. There have been some updates, including a low inertia crank, so it’s not exactly the same as the Thruxton motor.

The cam cover is now magnesium, and the engine cases are ‘mass optimized.’ It’s a new emphasis on weight saving that sees the Speed Twin tips the scales at ten kilos less than the Thruxton.

The Triumph Speed Twin revealed: specs and images
The cooling system is also updated, and the first major service interval is at 10,000 miles (16,000km).

Peak outputs are the same as the Thruxton R: 97PS at 6,750 rpm, with a peak torque of 112 Nm at 4,950 rpm. We’re promised a ‘distinctive British twin sound’ from the pair of black upswept mufflers.

The Triumph Speed Twin revealed: specs and images
Those figures are close to the BMW R nineT, which must be considered the benchmark. The Triumph falls short by some 13 horsepower and 4 Nm, but delivers its peaks much lower in the rev range—suggesting that its power will be more accessible.

The German bike is 220 kg wet, compared to the Triumph’s quoted 196 kg dry. Add on around ten kilos for fuel and a bit more for oil and other fluids, and there’s probably nothing in it.

The Triumph Speed Twin revealed: specs and images
There are the three selectable riding modes—Sport, Road and Rain—and switchable traction control. ABS is obviously standard, although there’s no word on the tech involved here.

The clutch uses Triumph’s familiar ‘Torque assist’ system, which is not a full slipper clutch but instead offers a lighter lever pull for stop-start traffic.

The Triumph Speed Twin revealed: specs and images
Right now, Triumph’s engineers are at the top of the game when it comes to bikes that handle well straight out of the box. On paper the suspension specs seem pretty low key, but we’d be surprised if the Speed Twin wasn’t a sweet handler—especially since Triumph are claiming ‘class leading handling.’

The frame is new, but adapted from the Thruxton R. At the front are 41mm cartridge forks, which are apparently not adjustable. At the back, there’s a conventional twin shock setup with adjustable spring pre-load.

The Triumph Speed Twin revealed: specs and images
Braking is close to the state of the art, with Brembo 4-piston fixed calipers and twin 305 mm discs at the front, plus a 2-piston Nissin floating caliper and single disc on the rear.

The wheels are lightweight 7-spoke cast aluminium jobs, measuring 17 inches both front and back. They’ll be shod with Pirelli Rosso Corsa 3 tires, developed from WSBK technology.

The Triumph Speed Twin revealed: specs and images
It’s quite a departure for the Hinckley Bonneville, which since its rebirth in 2001 has been a rather laidback roadster. But there is a precedent with the Speed Twin: in 1938, intrepid racer Ivan Wicksteed supercharged an early model (below) and lifted the Brooklands circuit speed record with a 118 mph lap.

In 1938, Ivan Wicksteed supercharged this Triumph Speed Twin and lifted the Brooklands circuit speed record with a 118 mph lap.
Despite the decidedly sporting specs of the 2019 Speed Twin, the essential qualities of the Bonneville platform are all present and correct. The riding position is upright, the pillion-friendly bench seat has a low height of 807 mm (just under 32 inches), and the twin instruments are a pleasing mix of analog and digital.

Other niceties include a Monza-style fuel cap, a USB charging socket, a built-in immobilizer for extra security, LED lighting all round and a massive catalog of accessories—including Vance & Hines exhaust systems.

The Triumph Speed Twin revealed: specs and images
The new Speed Twins will start hitting showrooms around the world in Spring 2019. There’s no word on pricing yet, but we do know that three colors will be available. There’s a stealthy Jet Black, plus ‘Silver Ice’ and ‘Korosi Red’—both of which are overlaid with Storm Grey and have hand-painted pinstripes.

The new Triumph will be made available for journalists to road test in January, and we’ll report back then with riding impressions.

Will the Speed Twin live up to the legend? We have a feeling it just might.

Triumph Speed Twin product page | Facebook | Instagram

The Triumph Speed Twin revealed: specs and images

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2019 Harley Davidson FXDR Test Ride

Post author By Rick K.
Post date November 30, 2018

A Modern Harley Davidson Is Born

My recent review of the 2018 Harley Davidson Sport Glide (review here) left me unfulfilled searching for a sport touring offering from the “Bar and Shield”.

Despite that disappointment, I didn’t hesitate to swing a leg over the brand new 2019 FXDR while at AimExpo. No one wants to be disappointed twice in a row and I especially don’t want to seem like someone who just piles on undeserved criticism. For the record, I am a fan of every motorcycle brand and Harley does build some nice bikes.

Happily, the FXDR didn’t disappoint me. It made me just as happy as I was with last year’s Fat Bob 114 (review here). I compare the two bikes quite a bit in this review. You may think the V Rod would be a better comparison point, but it’s discontinued and was liquid cooled etc. Certainly, I do admit there are some similarities between the two designs, but why dwell on the past?

The Significant Numbers

The FXDR uses the fuel injected Milwaukee Eight, 114 cubic inch engine coupled to a six-speed transmission. Since it’s the same powertrain setup used in the Fat Bob, the power and performance numbers are basically identical between them.

1868cc Air Cooled Oil engine putting out 90 hp and 119-foot lbs of torque @3500 rpm
Seat Height 28.5 in
Ground Clearance 5.3 in.
Steering Rake 34 degrees
Front Tire 120/70ZR-19 60W, Rear Tire 240/40R-18
Michelin Scorcher 11 tires
Fuel Capacity 4.4 gal.
Weight full of fluids 668 lb.
Max lean angle 32.8 degrees
Fuel Economy 46 mpg
Brakes: 300mm dual disc, 4-piston fixed front and single disc 2-piston floating rear
Price Vivid Black $21,349 or other premium colors for $26,949

First Impressions

Distinctive & Stretched

The look is modern and sleek. Very “un-Harley” from a traditional standpoint. Devoid of chrome and somewhat drag bike-esque with dual staggered exhaust openings housed in one canister. The outside edge of the can is tapered noticeably to prevent dragging in the corners.

The raked out front end with inverted forks for whatever reason reminds me of the Livewire electric prototype. I think it’s the triangular signal lights protruding from each side of the daymaker headlight that is constantly glowing orange while the bike is running. They look similar to the ones on the Livewire and might even be the same ones.

This bike looks like it has a much longer than average wheelbase (68.4 inches). It’s only about 5 inches longer than the somewhat squished looking Fat Bob, in reality.

It stands out markedly in amongst the crowd of other demo units from the 2019 Harley lineup.

Air Intake

My eyes are drawn to the unusual air intake on the right side of the engine. It looks nothing like a Harley Davidson I would dream up and that’s a good thing. Whether or not this will affect performance isn’t known to me, but It’s another indicator HD is moving out of the “Harley box” and their comfort zone. They probably realize that’s where we experience the most growth as people and hope it holds true for a bike builder too.

Other reviewers have noted this intake flows more air than the one on the Fat Bob and so allows for faster acceleration when coupled with the lower weight. For me, it wasn’t noticeable enough on my test ride, but it’s been a year since I rode the Fat Bob to be fair. At best I would say it’s marginally faster off the line than the Fat Bob.

Here’s a link to a terrific review from Matt Laidlaw showing the FXDR vs the Fat Bob worth watching.

Aluminum & Carbon Fiber

The forks and rims are aluminum billet and the fenders are carbon fiber in an attempt to keep the weight down on this muscle bike. Harley was somewhat successful because this FXDR comes in 8 lbs lighter than the Fat Bob when fully fueled.

At 668 lbs it’s certainly portly compared to some other bikes on the market the FXDR would line up against from Japanese and European builders.

Dash & Display

The dash is unlike the other Softails in the 2019 lineup.

It’s similar to the Breakout, but not quite. I like the large banner badge below the display proclaiming the FXDR model with the R in red. It suggests this is the Racing model of Harley and they aren’t wrong.

The 2.14-inch viewable area LCD with a dark grey background and lighter colored digits wouldn’t be my choice compared to the vividly bright tones available on full TFT displays currently on the market. I would have preferred Harley go that way with their modern muscle machine instead.

There’s a lot of unused space in the area covered in plastic that easily could have been omitted in favor of a flat TFT.

I found the dash hard to use on the fly because of the small size, but I was much happier having it on top of the handlebars as opposed to a tank mounted dash as it is on the Fat Bob and basically every other Softail.

Having said that subtlety appeals to many people and nearly everything you’d want is available there on the display:

Speedometer and tachometer
High beam, turn signal indicator, neutral and gear position indicator
Low oil pressure, engine code diagnostics, ABS warning light, security system indicator
Low battery voltage warning, low fuel, odometer, fuel level gauge, clock, trip, range remaining

Mirrors

What happened here? What a brutal choice.

This is a sculpted machine of modern making, but Harley decided to dismissively toss on a pair of standard style mirrors that you can find on any other Softail model?

Frankly, it smacks of a case where the designer actually forgot to put mirrors on the bike! Almost like no one noticed until it hit the assembly line where a sharp-eyed veteran assembler pointed it out and quickly saved the day by screwing on a set from the Heritage Softail parts bin.

A Total Miss

Even worse than the out of sync mirror styling is the fact they don’t perform. The vibration at anything above 45 mph makes them almost unusable.

Please remedy this next year by putting on some aluminum framed, wind tunnel tested mirrors with integrated turn signals.

The Seat

The single seat on the FXDR is surprisingly comfortable. I’m not a big guy being 5’7” tall and about 175 lbs with an athletic build so take my opinion with those figures in mind.

I felt like my backside was cradled in a butt-shaped dish for lack of a better description. It’s firm foam but accommodating in a way that I experienced zero discomfort or pressure points during my 45-minute test drive.

There’s no passenger seat as standard, but an optional one is available from Harley for $209.

The Ride

The style is great and all, but how does this machine do out on a test drive?

Viva Las Vegas!

As I mentioned I got to ride the FXDR while attending AimExpo in the beautiful October weather Las Vegas is known for. A motorcycle-centric day of 80 degree temps with bright sunshine beaming down and nary a cloud in the sky to be found framing the scene of me being let loose on Harley’s new muscle bike. Left far behind was my Canadian home where my bikes had been winterized and put into storage due to snow and cold arriving early this year even by our standards.

I was in a near dream state of mind as I climbed aboard the pearl white colored, big bruiser cruiser in the parking lot of the Mandalay Bay convention center.

Typical Transmission Clunk

The FXDR fired up and I dropped it into first gear with the familiar “BANG” I associate with all Harley transmissions. To be fair, my Kawasaki Ninja H2SX is just as rough going into first gear.

All other shifts came smoothly and without missing a beat. It makes me wonder how only first gear is noisy.

Rolling out of the parking lot onto Las Vegas Blvd I gave it the opportunity to thrill me by shifting aggressively into second and third gear while whacking open the throttle.

It didn’t disappoint whatsoever. That 119 ft lbs of torque made by the 114 engine are almost enough to make your fingers numb trying to hold on during full out acceleration. Not even my Ninja pulls this hard off the line and that’s saying something being that it’s supercharged and tuned for mid-range gusto.

I like the 114 engine so much more than the 107 that I can’t even be bothered with it anymore. Harley should just shelf the smaller engine and put the bigger one in every bike they have.

Planted

This bike loves the road. That’s immediately obvious as I fly down the asphalt and watch the scenery in my peripheral vision blur while the speedo digits ascend. Oh, look there’s the Welcome to Las Vegas sign… and it’s gone as I roar past curious onlookers left in the snarling wake of this road hungry motorcycle. There’s no jiggle, wiggle or shimmy even at higher speeds. Why didn’t they call this the Sport Glide???

Tires

The Michelin Scorcher tires stuck like glue to the road and made me happy with their performance. The rear 240mm tire is a real beauty with how wide it is. It gave lots of confidence in the tight corners. I wanted to use every inch of the sidewalls in each turn.

Loads of fun!

Cornering

The numbers from Harley say the max lean angle is just over 32 degrees on either side meaning it should corner slightly better than the Fat Bob.

I found it easy to turn tight corners without having anything drag, including the heels of my boots (which was a problem with the Sport Glide).

The Sounds

The exhaust was louder on the FXDR I demoed than the Fat Bob even though it was just the stock can and intake. There’s a beautiful tone to it without being obnoxious and it purrs like a tiger at cruising speeds just as I want it to. Well done Harley! Nailed it.

One interesting difference is a high pitched whine coming from the engine I noted. I would guess it’s from the unusual air intake or the throttle body valves constantly adjusting. It’s not annoying, but worthy of note since I don’t remember hearing it on the Fat Bob.

Other than that, there weren’t any clanks, clunks or other annoying sounds to distract from the terrific performance I experienced on the FXDR.

Brakes & Suspension

Wow, is all I can say about the 4 piston caliper, twin disc setup on the front end of the FXDR.

I had the “opportunity” to test the brakes in an emergency stop. Many thanks to the woman in the white Kia who decided to brake suddenly well before the red light we were approaching. I may have been going a little too fast at the time I admit, so I’ll take half the ownership of the situation.

For a 668 lb motorcycle, it stopped in nothing short of what I would rate record fast! I actually chirped the tire and felt the back end getting a little light. I didn’t hear the standard ABS feature kick in or notice it if it did in any way.

The front forks didn’t dive much during any braking maneuvers but did their job soaking up faults in the pavement well. The rear was adjusted perfectly for my weight as well and was mainly unremarkable during my ride.

Very impressive work on Harley’s part. I would say

Feel The Burn

Whenever I stopped at red lights and put down my left leg the hot primary drive cover became a nuisance. My short legs need to stay in close to the bike in order to reach the ground and so my inner calf muscle would touch slightly on the cover. The heat didn’t leave a scar or anything, but it was noticeable.

My First Time In Vegas

The planned route for my test ride was to circle McCarran International Airport ending back at the Mandalay Bay.

The people from Harley let me loose for an unguided test ride which I would normally appreciate in a city I’m familiar with. Las Vegas isn’t one of those cities for me, though. I actually asked them to send someone with me to help navigate, but none of them were local to Vegas either, so I was on my own!

Wandering Through The Desert

My route got pretty convoluted thanks to me enjoying the performance of the FXDR instead of paying attention to where I was going. As a result, I got some extra seat time along with the opportunity to see how the bike performed at almost all speeds. This included heavy traffic, very slow speeds (while trying to read unfamiliar street names) and riding over several speed bumps in the airport parkade I accidentally entered looking for a way back to the hotel.

In the end, I gave up on trying to remember key street and highway names and instead decided to just landmark the tall Mandalay Bay hotel and try riding towards it. That worked, but I ended up circling most of the south end of the city in the process before making it back in one piece much to the relief of the Harley event staff.

Final Verdict?

The unexpected benefit of getting lost in an unfamiliar city while test riding is that I feel well acquainted with the FXDR now. I really like it a lot. I didn’t want to get off it when I got back. I asked them if I could ride it to California because I was traveling there after AimExpo ended to tour the Motoport USA factory in San Marcos. More on that later.

Which Would I Buy?

The FXDR is still going to play second fiddle for me to the Fat Bob, but mostly because the Fat Bob fits my short frame better than the stretched out FXDR. Look at how far I had to reach in the photo above. I find I’m not reaching for the pegs and bars as much on the Fat Bob and as a result, I feel more confident going into the corners on it than the FXDR.

Dollars And Cents

Add to that the MSRP on the FXDR is $26,949 for the fanciest paint scheme while the Fat Bob tops out at $21,499. That’s quite a significant difference. The paint available for the FXDR is undeniably way more impressive and all that aluminum and carbon fiber might add up to $5000 more I suppose.

If I stood 5 inches taller it would be a lot harder not to opt for the newer and marginally faster FXDR if I could find the extra money.

Dress It Up

There are many optional accessories available for the FXDR as you would expect from Harley. This is something they are second to none in providing and a huge part of the brand’s appeal.

I would definitely get the windshield and Screamin’ Eagle exhaust for the FXDR and hope for a different dash with a larger TFT display and better mirrors to come available down the road.

As always I’ll gripe there’s no cruise control and especially loud because it would be easy to include as an option on the FXDR and the Fat Bob for that matter.

All in all, Harley has got a great handling and powerful bike that is greased lightning off the line. Other muscle bikes will definitely be faster further down the line, but HD has always been about massive torque numbers more than horsepower ones after all.

The FXDR is a winner.

Pros

Above average torque
Comfortable
Can corner well for a cruiser
Lighter than other Softails

Cons

Expensive
Dash is too small
No passenger seat
Long reach for short riders and primary cover burns your leg

Specs

Manufacturer: Harley Davidson Motorcycles
Price (When Tested): $26,949
Made In: USA
Alternative models & colors: six colors
Sizes: 114 Milwaukee Eight only
Review Date: October 28, 2108

Harley Davidson FXDR Gallery

Me riding the 2019 Harley Davidson FXDR.

Me sitting on the 2019 Harley Davidson FXDR.

Exhaust on the 2019 Harley Davidson FXDR.

Headlight on the 2019 Harley Davidson FXDR.

Front wheel of the 2019 Harley Davidson FXDR.

The engine of the 2019 Harley Davidson FXDR.

Air intake on the 2019 Harley Davidson FXDR.

The post 2019 Harley Davidson FXDR Test Ride appeared first on Web Bike World.

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2018 Aprilia Shiver 900 Review

Post author By Gerry Cote
Post date November 12, 2018

#bearacer

As Naked Sport Bikes go, The Aprilia Shiver has been a contender since it’s launch in 2007 as a ride by wire 750cc machine. The 2008 Shiver SL 750 was reviewed by Web Bike World in August 2008.

This year, Aprilia gave the Shiver a new look and a new motor. An advanced traction control system was added to the Shiver as well as a state of the art 4.3” TFT Technology display.

The new motor represents a significant increase in power and torque.

I have been riding Harley Davidson bikes for the last twelve years and I felt it was time for a change. I had the opportunity to test out several new motorcycles this year and I really liked the handling of a naked sport bike.

I was at Blackfoot Motorsports in Calgary when the Shiver 900 caught my eye. I was in the market for a new bike and was looking at several different models. I sat on the Aprilia and I loved the way I felt on it. It spoke to me. I ended up trading my 2007 Harley Davidson FLHTCU on this new machine.

Specifications

Aprilia V90 Longitudinal 90 degree v-twin engine four stroke, liquid cooled, double overhead camshaft with mixed gear/chain timing system, four valves per cylinder.
70 kW (95.2 hp) @ 8,750 rpm
90 Nm (66.4 lb-ft) of torque at 6,500 rpm
Integrated Engine Management System with Ride-by-Wire.
Digital Electronic Ignition, integrated with the injection
100 % Stainless Steel 2 in 1 exhaust system with three-way catalytic converter and oxygen sensor.
Chain secondary drive
Three predetermined driving modes (Rain, Touring, and Sport)
Multi-Plate wet clutch, hydraulically operated
Modular tubular steel frame fastened to aluminum side plates by high strength bolts. Dismountable rear frame.
Kayaba upside-down front fork with adjustable hydraulic rebound, damping, and spring preload.
Aluminum alloy rear swingarm with stiffening truss. Hydraulic shock absorber with adjustable extension and spring preload.
Front brake consisting of dual 320 mm stainless steel floating discs. Radial four-piston calipers.
Rear brake consisting of a 240 mm stainless steel disc, single-piston caliper, and metal braided brake hose.
Continental two-channel ABS system
15L (3.96 US gal) Fuel tank capacity
Tires: 120/70 ZR 17 front and 180/55 ZR 17 Rear
Starting at CAD$ 9,995

First Impressions

My first impression of the 2018 Aprilia Shiver 900 was the way the styling of the bike makes it look aggressive yet refined. I loved the color and the stance. It was undeniably Italian and the attention to details was present throughout the motorcycle.

I sat on the bike and the seat was just perfect for me. I am 5’9” and the bike felt very comfortable.

The handlebars are in almost the perfect position for me. I did not feel like I was sprawled out on the tank and I also did not feel like I was sitting completely upright like on a cruiser. The seating position is very comfortable.

The tank is incredible! I love the width. The design is perfect for your knees to tuck up and the vents on the front give it an aggressive look.

The seat is very nice. It is comfortable and the attention to detail is amazing. I love that the red stitching on the seat is the same color as the frame of the bike

First Ride From The Dealer To My House

On the street, the Shiver 900 is an amazing ride. The linear power band gives you the sensation of control at all times. It is very smooth and precise. I loved the stability of the bike and the suspension is absolutely amazing.

I left the dealer on a very cold rainy day and I decided that I would try out the rain setting of the three driving modes. The bike performed wonderfully during my ride home. I was able to do a bit of urban riding along with some back roads going home.

One of the things that I really liked was the sound of this motorcycle. The exhaust is designed in such a way that both pipes come out directly under and behind the seat of the bike. The exhaust note is unlike any other bike on the market… It is refined, yet it still has the growl of a v-twin.

City Riding

As a city bike, the Shiver 900 is in its environment. It is nimble and able to perform in traffic the way a naked sport bike should. I was amazed at how well it handled as an urban commuter. It is extremely well balanced and this showed while riding at a slow speed. It was able to ride in traffic without any issues. It was very nimble when it came to avoiding potholes.

I was amazed at how nimble the bike is and how easy it is to ride.

The brakes are excellent on this bike. I really appreciate the level of responsiveness that the Shiver showed during city riding where you are required to brake on a regular basis whether to avoid another car or a pedestrian crossing the street. The front shocks are very well tuned and I did not feel the front end dip everytime I braked.

It was cold on the day I rode in the city; however, I am confident that the Shiver 900 will have no problem with overheating in the city. It is well equipped with an amazing cooling system.

Country Road Riding

The Shiver 900 is an amazing bike for twisties. It is very well balanced and the rear shock eats up what the road throws at it. It is extremely nimble and it feels very stable. It requires very little countersteer to get it to do what you want it to do.

I was able to test the touring setting on the Aprilia and what a difference the setting makes. It performed like a champ. The acceleration was really good and the bike was very responsive.

Given the bike is still in the break-in stage, I did not want to push it too hard; however, I was able to get a good feel for the acceleration and the handling of the Shiver and it was great. For me, the Shiver 900 is right at home on a country road and this is the type of riding I enjoy the most.

I was amazed at the amount of torque this machine has to offer. It is simply a pleasure to ride this bike.

The exhaust note of this bike when you are going down a country road is like music. I absolutely love the sound of a v-twin engine and this engine is a testament to the engineering that goes into manufacturing an Aprilia.

Time For Some Highway Riding

It was cold, but I knew I needed to go test out the Shiver 900 on the highway. I had my gear on, three-layer Cordura jacket, Cordura pants, and new gloves. I set out to see what this naked sport bike feels like on the highway.

The Shiver 900 did not disappoint on the highway.

I set the bike to sport mode and set out on Stoney Trail, the ring road that goes around the city of Calgary.

The motorcycle was extremely smooth in its acceleration. I was pleasantly surprised at how well the Shiver 900 feels on the highway. The wind is very present as one would expect on a bike without a windshield; however, the design of the bike seems to reduce the amount of wind in the helmet area. It was not unpleasant or overly turbulent to ride at highway speeds.

Passing a tractor-trailer was not a problem. I felt confident and the motorcycle has no issues with power in the low end, the mid-range, and at the top end. The Shiver does very well in all situations.

Riding Position

I was very comfortable on the Shiver 900. The seat is comfortable and at the right height for me. The handlebars are in the perfect position for me. I felt like I was in a very natural sitting position.

The foot position was very comfortable. I felt like I was in control of the bike the whole time.

Digital Instrument Cluster

The Aprilia Shiver 900 has an ultra-modern TFT technology display that features a large 4.3” screen that adapts to daytime and nighttime. The information is clear and easy to read. I like that the information is very clear and easy to read at a glance. The information was very visible during the day as well as in the evening.

Tires

The Shiver 900 comes equipped with Pirelli AngeI ST tires. 120/70 ZR 17 on the front and a 180/55 ZR 17 on the Rear.

These tires are designed for a sport touring application and I was really impressed at how well these tires performed on wet pavement. Especially given that they are brand new and have not been broken in yet.

These tires stuck on the road very nicely and I felt safe while riding on them.

Brakes

The brakes on the Aprilia Shiver 900 are awesome. While riding, there were two situations that required me to apply the brakes with some force. On both occasions, the brakes functioned flawlessly.

The brakes on the shiver 900 consist of dual 320 mm stainless steel floating discs. Radial four-piston calipers on the front and a 240 mm stainless steel disc, single-piston caliper and metal braided brake hose on the back with a Continental two-channel ABS system.

Mirrors

The mirrors on the Shiver 900 are great. They are fully adjustable and give a clear view of the back of the bike. I did not find that there was much vibration in the mirrors while riding.

Earlier this year, I reviewed a Ducati Monster 821. I felt that the mirrors on the Monster were not very good and that an adjustable mirror is a must. I was glad to see that the Aprilia mirrors are indeed fully adjustable.

Front Headlight

The Headlight on the Shiver 900 is very bright and has no problems illuminating the streets at night.

Exhaust

The Aprilia Shiver 900 features a stainless steel 2-1 system with three-way catalytic converter and oxygen sensor.

The exhaust note is refined yet guttural and in my opinion sounds absolutely amazing.

Conclusion

I like the Aprilia Shiver 900 a lot.

It is an amazing motorcycle and is a lot of fun to ride. The Shiver 900 is the quintessential naked sports bike. It’s light, nimble and has all the power you need. It has an aggressive look and comes with the pedigree of Aprilia’s 54 world titles. Price wise, it is an affordable motorcycle and very unique.

If I could change a few things about the Shiver 90, I would make heated grips a standard option. On a naked sport bike, the lack of a fairing makes it that your hands get extremely cold while riding. I mitigated this problem by adding a set of aftermarket heated grips to the Shiver.

The Shiver does have the option of installing a windscreen. The problem is that it is very expensive to purchase. I have purchased an aftermarket windshield to make my highway riding a bit more comfortable.

It comes with a 24 month, unlimited mileage warranty

I am fortunate to get the opportunity to ride different motorcycles on a regular basis for the purpose of reviewing. That being said, I chose the Aprilia Shiver 900 as my personal motorcycle. I love the look, the sound, the comfort, the performance and the handling of this bike and I would recommend this amazing motorcycle to my friends and family.

Aprilia Shiver 900 Image Gallery

2018 Aprilia Shiver 900 adjustable mirrors

2018 Aprilia Shiver 900 tank digital instrument

The post 2018 Aprilia Shiver 900 Review appeared first on Web Bike World.

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The biggest hits (and a miss) from EICMA 2018

Post author By Chris Hunter
Post date November 11, 2018

The best new motorcycles from the 2018 EICMA show
In Europe, the motorcycle industry is in booming. Sales rose over 7% in the first half of 2018 compared to the previous year, and Germany was the standout country with a rise of over 10%.

Europe’s biggest motorcycle market by sheer volume is Italy though, with 130,000 bikes sold in six months. Fittingly, Italy is also home to the huge EICMA motorcycle show, which has been running in Milan for the past week.

There’s been a real buzz around this year’s show, with dozens of new model debuts and concepts. These are our favorites, plus a potential major dud—and it was a hard job to choose.

The $117,000 Arc Vector electric motorcycle
Arc Vector Arc is a company you’ve probably never heard of, and neither had we. It’s run by former Jaguar engineer Mark Truman, and after he left the British car maker, Jaguar ploughed a substantial amount of cash into his new startup.

This is the first product: the Vector, a sportbike that weighs 220 kilos and pumps out 133 bhp and 292 foot-pounds of torque. It hits 100 kph in around three seconds, and transmits its instrument data to a heads-up display in a matching helmet.

The $117,000 Arc Vector electric motorcycle
Top speed is 150 mph (241 km/h) and range is 362 miles of urban riding. Yes, range—this is an electric motorcycle, with the battery cell and motor encased in a carbon fiber shell, and the suspension attached to the outside.

It’s the most advanced electric bike we’ve seen, and is priced to match—£90,000, or around $115,000 in US money. Could this be the Tesla of the moto world? [More]

The 2019 MV Agusta Superveloce 800
MV Agusta Superveloce 800 MV Agusta is on a roll. It’s just raised a hefty €40 million ($45 million) in funding, it has a new CEO in the shape of the Russian businessman Timur Sardarov, and it displayed a slew of upgrades and range extensions on its stand at EICMA.

The 205 hp Brutale 1000 Serie Oro looked good, but we’ll take the Superveloce 800 concept, thank you. Due to go on sale in the second half of 2019, it’s based on the F3 800 sportbike—but wraps the existing mechanicals in sublime carbon fiber bodywork.

The 2019 MV Agusta Superveloce 800
There’s more than a hint of classic 1970s racer in the styling, with a yellow tinge to the Plexiglas acrylic windscreen and circular LED headlight, and a leather strap over the fuel tank.

The TFT instrument is throughly modern though, and there’s a clever new sub-frame that will allow owners to switch from a single- to dual-seat configuration. Place your orders now—we’re betting that the queue has already formed. [More]

Royal Enfield Concept KX bobber
Royal Enfield Concept KX Eighty years ago, Royal Enfield made an 1140cc V-twin called the KX. These days they’re better known for big-value singles and parallel twins, but the Indian company dropped a surprise at EICMA—an 838cc bobber tribute to the original KX.

Royal Enfield Concept KX bobber
Royal Enfield has said that the Concept KX is not a pre-production model. We reckon that’s a shame, because it would appeal to riders who find the Indian Scout and Triumph Bonneville bobbers a little on the large side. It would be amazing if the girder front end made it onto a road bike too.

Interestingly, the V-twin engine was developed in association with Polaris Industries, which owns the (American) Indian brand. Polaris is a partner of Eicher Motors, the parent company of Royal Enfield. Make of that what you will… [Video]

The 2019 Kawasaki W800 Cafe
Kawasaki W800 Cafe When Kawasaki retired the slightly underwhelming W800 a couple of years ago, we thought that was the last we’d see of the W series—especially when attention shifted to the Z900RS.

But the W800 is now back. It looks much like the previous model, but has a new frame design, a small fairing, slightly beefier 41mm forks and 18-inch spoked wheels front and back. No power figures are available for the 773cc air-cooled parallel twin, but we can assume the engine will be in the same 47 hp ballpark as the previous model.

The 2019 Kawasaki W800 Cafe
It all sounds fine on paper. But the MSRP will be $9,799 in the US, which pitches the W800 into direct competition with the upgraded 2019 Triumph Street Twin, as well as established retros such as the $1,300 cheaper Moto Guzzi V7 III Stone. And then there’s the new Royal Enfield Continental GT 650, which will be priced at just $5,999—a whopping $3,800 cheaper. The W800 could be dead in the water as soon as it goes on sale. [More]

Husqvarna Vitpilen 701 Aero Concept Husqvarna is pushing the styling boundaries like no other motorcycle manufacturer at the moment. The Vitpilen and Svartpilen ranges have established a new design aesthetic, and are great to ride as well: we’ve just put 800 kilometers on a Svartpilen 401 in a long term test for a magazine, and loved it.

The Svartpilen 701 production bike was revealed at EICMA, but the visual fireworks came from this 701 Aero concept. It’s a stark, single-cylinder sportbike with styling that looks both retro and futuristic, and like nothing else on the market.

Husqvarna Vitpilen 701 Aero Concept
The idea is to explore a new direction: what if 1970s sportbikes had evolved in a different way? We’re all familiar with current bodywork trends that can be traced back half a century, but those trends could easily have spun off into a different aesthetic. The Aero is exciting thinking, and we’re hoping that Husky gives this one the green light. [More]

Triumph Bonneville T120 Diamond Edition Next year will be the 60th anniversary of the T120, and Triumph has revealed a ‘Diamond Edition’ to celebrate. There’s nothing radical happening on the mechanical front, but this limited edition looks stunning—and would fool a casual observer into thinking it’s a genuine vintage machine.

Just 900 Diamond Editions will be built, all with a subtle white and silver Union flag paint scheme on the tank. Plus glossy chrome detailing, polished engine cases and a numbered certificate signed by Triumph CEO Nick Bloor.

Triumph Bonneville T120 Diamond Edition
Trainspotters will also note the four-bar Triumph badge, which appears on a Triumph for the first time since the 1950s Thunderbirds. But with 80 horsepower on tap, this is a thoroughly modern roadster that will leave many contemporary-looking machines for dead at the traffic lights. We’re sold. [More]

Honda CB125X and CB125M concepts Small capacity bikes are getting a lot of attention at the moment, and Honda has jumped onto the trend with two killer concepts from its European R&D studio.

The bikes are based on the new CB125R, which is the smallest variant to adopt Honda’s ‘Neo Sports Café’ look. We’re not particularly sold on that look, but we love the style of these two mini bikes.

Honda CB125M supermoto concept
Honda categorizes the CB125M (above) as a supermoto, hence the 17” Marchesini forged aluminum wheels, slick tires and stubby SC Project exhaust. Unlike most sub-250cc road bikes, it looks sharp and balanced.

The CB125X (below) is supposedly an adventure tourer; in reality it’s more of a fun little dual sport that can handle fire trails as well as city streets. Visually, it fits into the aesthetic established by the big-selling Africa Twin, but the white finish of the prototype gives it an air of Scandinavian minimalism. [More]

Honda CB125X adventure tourer concept
There were plenty of other beautiful machines on display at EICMA, including several Indian FTR 1200s with different accessory packs, a productionized version of Harley’s LiveWire electric motorcycle, and an updated Diavel from Ducati.

Where would you spend your own hard-earned cash? Or lottery winnings?

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2019 BMW F850GS Rallye – First Ride, First Impressions Review

Post author By Bruce Cole
Post date November 5, 2018

The Breakdown

The 2019 F750GS and F850GS are BMW Motorrad’s new, anxiously awaited, but behind schedule new release models replacing the original F650 and F700/F800 series motorcycles.

The somewhat larger (853cc vice 798cc) engine with revised crankshaft offset, timing and balancing changes now produces 95Hp vice 85 and torque is 92Nm vice 83; the changes provide a far stronger and responsive motor.

While weight is up, chassis, suspension, and component changes make for a far more stable machine compared to the F800 motorcycles – progress is good.

Overall First Impressions

Pros

Motor – “strong like bull”, arm pulling power across the band
Buzzing/vibration virtually non-existent
Chassis/suspension/component changes form a very stable well-handling machine
21in front wheel stable at all speeds/surfaces
LED headlights and tail/brake lights
Aluminum cross-spoke rims, tubeless
Electronic packages enhance the experience
Familiar size, layout, and function regarding current F-series motorcycles
Slimming lines, narrow rider area and back subframe facilitating accessory mounting

Cons

Heavier, gain mitigated through chassis, suspension and component changes
Factory packages and equipment options add significantly to the base price
Centre mount fuel cell only 15L (incl reserve)
Non-adjustable windscreen
Rallye variant should have more endure bit-n-pieces as standard equipment
Some low-rpm remapping needed

A Dilemma in the Making

What we have here is an evolving but acknowledged dilemma… created knowingly in owning many Beemers of all sizes over many years, including an original F 800 GS and recently a treasured F 800 GSA that was originally slated as a trade for a new F 850 GS or GSA; the former now seriously overdue and the latter becoming a serious contender given timelines.

In the interim, a 2018 Triumph Tiger 800Xca fills the mid-displacement (small GS) gap quite nicely; in fact, it’s causing the dilemma. The Tiger is one darn fine motorcycle and thoughts of retaining it while still investing in an F 850 are gaining traction…

Acknowledging & Leveraging a Relationship

An early opportunity is just that and one not to be left on the table. As a volunteer Ride Lead for the BMW Demo Ride Days I was discussing the plans for the upcoming second Ottawa Motorrad event with the Sales Manager, during which it became apparent that an opportunity to undertake a First Ride review of the 2019 BMW F 850 GS could become reality; can we say ‘thank you’.

The Walkaround – First Impressions Do Count

The 2019 BMW F850GS in Rallye livery – Light White and Lupin Blue scheme stands out and provides a very good visual first impression, not diminished after the first walk around and then further inspection of the externals.

It is hard to miss the specific GS Rallye highlights including the radiator trim and cross-spoked gold rims, and especially for F-series owners, the (now) right-side exhaust and left-side chain drive.

Without getting into the nitty-gritty, such as where all the parts are from or, where its assembled, this first contact (including the distinctive LED running light shaping), first leg over, first start-up and first ride, is all (very) good.

Getting used to not having the fuel cell under the seat is likely to be one of the most persistent visual observations owners of previous F-series machines will have – appreciating the pros and cons of such an arrangement.

Smooth Styling – Slimming Lines

In not (totally) buying into all the BMW Motorrad marketing hype about the ‘why’ in moving the fuel cell back to what some see as the traditional location in front of the rider, one must acknowledge that it does result in an overall slimming of lines and fit from the rider’s placement to the back of the motorcycle.

There is still a fair amount of plastic, but BMW Motorrad’s continuing design and styling exercises see the modular pieces become more aesthetically pleasing and for the most part, easier to work with.

And the streamlined plastic and flowing lines do contribute to an overall visual of a lighter, leaner machine, which is good as both the 2019 F850GS and its almost identical sibling the F750GS have put on a few kgs.

Wheels, Brakes, & Suspension

The F850GS Rallye variant features gold rim aluminum cross spoke wheels. The front is 21 x 2.15 shod with a 90/90 tire while the rear is 17 x 4.25 and carries a 150.70 R17 tire. And, to the joy of many, tires can now be run tubeless.

Up front is found a 43mm USD fork with 8.0 in of travel, with the more sensitive exposed parts protected from obstacles and low-flying things by full fender leg covers.

At the back, the standard configuration rear shock in bright red has 8.6 in of travel. BMW electronic suspension adjustment or ESA equipped models are easy to spot – the gold colored remote reservoir component is fitted inside a protective plastic frame mounted on the left subframe.

Both the 750 and 850 models feature dual 305 mm front brake rotors with two-piston floating calipers; a single 265 mm rear disc with a single caliper is used at the rear wheel.

The enduro-style brake lever is familiar – readily accessed and providing good modulation of the rear stopper. Some owners will prefer the optionally adjustable assembly with its spring-loaded section that flips up or down depending on what type of access/reach is desired.

This adjustable component was standard on the original F800GSA and I had hoped it might have been migrated as a standard piece… ah well.

Carries Its Weight (Increase) Well

Rolling the F 850 GS around in the parking lot didn’t bring any surprises, in fact, it seems lighter than my previous F 800 GS machines, especially the recently departed 2014 F 800 GSA that was the heaviest due to its extra fuel load carried mid-ships and a couple of OEM accessories.

With its up-front 15L fuel cell at least 90% capacity, the F 850 GS’s road-ready weight is listed as 229 kg or 505 lbs (up from 217 kg or 478 lbs) for an identified increase of 12 kgs or 26.5 lbs over the base 2017 F 800 GS model.

But like the original F650/700/800 series models, the new F 850 GS and the F 750 GS carry their weight extremely well; discernable weight gain is mitigated once the wheels start turning and the ride by wire throttle exercised.

Engine/Drivetrain Overview

A quick summary of the power plant: an increase from 798cc to 853cc for the vertical two-cylinder vertical four stroke motor featuring four valves per cylinder, DOHC and dry sump lubrication.

Claimed output for the F850GS is 70kW or 95hp at 8250rpm (up from 85hp at 7500rpm); maximum torque is listed as 92 Nm at 6250rpm (up from 83 Nm at 5750rpm)

Another major engine change that can be felt and heard, features a crankshaft journal offset of 90 degrees and firing intervals of 270/450 degrees. This results in a uniquely powerful sound immediately distinguishable from earlier F-series machines (0-degree crankshaft journal and 360-degree firing order).

Longtime F-series owners will be pleased to note that higher rpm buzz issues prevalent on so many earlier F-series models is now, at least from my initial F750/850GS rides, a thing of the past; mitigated by using two counterbalance shafts (vice the original crankshaft/counter-weight layout).

The combination of these major changes results in an extremely strong and extremely smooth-running engine throughout the (used) rpm range and of course, the previously mentioned robust engine sound.

At 416 W (nominal power), the alternator hasn’t been beefed up, something I thought might have happened as part of the new powerplant. The battery is a 10 Ah maintenance free unit.

Other notable features are

BMW-M digital engine management
E-Gas (ride by wire)
regulated catalytic converter
a new stainless-steel exhaust system
6-gear claw gearbox integrated into the engine casing (similar to the approach used with the new R 1250 motors)
secondary drive using an endless Z-ring chain with rear hub cushion damper
mechanical clutch with anti-hopping function and,
full Euro-4 emissions standard compliance.

The First Ride

After installing my BMW Navigator VI into the open navigation preparation cradle mounted on the handlebar clamps it was time to quit ‘burning late-summer daylight’ and get on (and off) the road to make the most of this time-limited opportunity.

At 188 cm (6 ft, 2 in+) and an 86.3cm (34 in) inseam, putting a leg over the F 850 GS with the regular seat (860mm, step length 1910mm) felt familiar – the well-used BMW Santiago boots are flat on the ground.

Leveraging the GS up from the too-tall (for a purpose) side-stand isn’t hard, but a little extra effort is involved – the first sign of that extra/re-located weight.

The Keyless Ride button brings the F 850 GS Rallye to life with a familiar initial bark. But after this, it is a whole new ballgame and any notion that this is the same in-line vertical twin of yore is immediately dispelled as the GS settles into a lump-lump big-V-twin sounding idle, admittedly helped in part by the optional HP Sport (Akrapovic) Sport silencer.

With the ignition on, the new 6.5in TFT display comes to life and after its initial splash screens the standard extremely clear and easy to read default display sits ready for your viewing pleasure and, use via the new Multi-Function or Jog Wheel controller now part of the left switchgear grouping on the handlebar; do I like being spoiled, yes.

During a short warm-up, all the switch-gear, pedals, and mirrors were further inspected and adjusted as needed; quality and feel are first-rate, everything is placed in familiar ergonomically positions and works as expected.

A slight push down on the shifter brings about a slight snick and jump for first gear, but after that, it is all smooth – whether with the more stock 750 GS model or the F 850 GS equipped with the Shift Assist Pro feature.

The first few blocks of crawling at low speed in traffic around town serve to confirm that the new F 850 GS (and its 750 sibling) are among the most nimble and well-balanced motorcycles I have ever ridden; none of the increased weight nor its distribution is felt.

The F 850 GS hauls. Once the tach clears a low RPM stumble (not observed on the F 750 GS) output and mapping of the new engine is readily discernible – arm straightening pull and a rush of speed, no muss, no fuss, just big smiles.

With tractor-like pulling power and long legs, the revised power plant is best displayed in dialing up some throttle and exercising the Shift Assist Pro. Upshifts are seamless and downshift only slightly more noticeable, although like the versions on our 2017 and 2018 R 1200 GS Rallye machines the feature works best when used from second and up and back down.

Toggling between the Road, Enduro and Enduro Pro modes is a fun and discernible exercise while running our poorly maintained city roads, out into the countryside, and then on to some hard pack gravel and dirt roads while transitioning between stretches of pavement.

As with the big GS machines, Dynamic Mode on the F 850 GS Rallye handles road and varied riding conditions with ease although the F 850 GS feels different in all available modes due to its chassis, suspension, handling and weight.

My original F 800 GS and F 800 GSA machines tended to exhibit some high-speed oscillation or twitch (on and off-road), but the F 850 GS with its frame, geometry, and suspension have the 21 inch and 90/90 wheel/tire combination stable at all speeds and on all surfaces traveled on for this review.

And even given the limited amount of time spent in transitioning onto and between road surfaces, the vertical twin GS feels very much like the Tiger 800Xca with its strong frame, stable handling, and compliant WP suspension.

The stock (skinny) road pegs on the demo Rallye were fine for this initial ride review, but as most of my riding is a mix of on and off-road with some touring thrown in, optional Enduro foot pegs or something similar will be needed.

With the narrow road pegs, standing up wasn’t as comfortable for the feet and like the F 800 GSA, another 15 to 20mm in bar height would be good for prolonged off-road riding.

But overall and for most other riding conditions, the layout of the handlebars, mirrors, pegs, and seat make for good ergonomics and visibility, at least for my build.

Many riders complained about the mirrors on the F-series motorcycles, but it never was an issue with me once the proper positioning is found and the mirrors on the F850GS are good to the same degree; not that they wouldn’t get changed for something more robust… or more easily replaced.

Like the Tiger 800Xca and the F 800 GSA, however, the left mirror on the F 850 GS is glass smooth while the right mirror is blurred at varying rpm and gear… is there a conspiracy here?

The brakes are as good or better than on previous F-series machines, although they don’t have the same forceful feel found in activating the integrated and assisted brakes on the larger GS machines; you know – that soft brick wall feeling…

Of importance for many is that the back brake, by itself, is well modulated and progressive, providing fine grain use, somewhat impacted depending on the modes in use of course.

And last, but not least, the windscreen. I am a minimalist here – enjoying the feel and flow of air into and through the cockpit. Accordingly, both the small and large (standard) non-adjustable screens (available in tint as well) installed on the 750 and 850 respectively look clean.

Being non-adjustable, a lot of riders will be (possibly) scratching their heads and looking for something else – quickly. Given the simple installation and adjustment solutions used on the bigger R-model machines, this fixed-in-place approach does not make sense, at all.

Now, having made these observations, higher-speed pavement runs were fully enjoyable on either machine and of course, a small spoiler style windscreen works well for many off-road environments, especially in warm-hot climates.

This initial ride was just that and I have no doubts that a longer-term review or ownership experience will put other things on the table to be dealt with; part of the fun in fitting the machine to the rider (or vice versa).

Seat Comfort

Since SHAD started making most (or all) of the BMW Motorrad OE and optional seats for Beemers I have been far less inclined to change seats during the ownership experiences – acknowledging that we are all unique in our requirements.

The first ride on the standard seat was comfortable for about three hours, then a couple of pressure points could be felt, but a photo stop provided the break, and some needed stretch n flex exercises. Bottom line – there is enough flat real estate and wiggle room to allow movement and allow seated flexing exercises.

While the stock seat is pretty good, once the ownership experience begins, one option to be pursued is the flat Rallye seat (seat height of 890mm and step length of 1980mm) as its shape and deck-style layout allows lots of movement – sitting or standing.

Another slightly higher option from stock is the Comfort Seat (seat height of 875 and step length of 1950mm). An earlier version used on my 2014 F 800 GSA was excellent for day-in/day-out travel, although needing a bit more cut out at the rear for larger/taller riders.

LED Lighting

Finally, the F-series GS machines get full LED lighting with a standard LED headlight for low and high beam and rear tail/brake (with dynamic?) light. LED signal lights and the distinctive daytime running light are optional items.

Controls, Display, & Electronics

As stated earlier, all the basic controls fall readily to hand, or foot, without major observation, less the skinny road pegs.

As expected, given its showpiece status and subsequent fleet demo use this Rallye was equipped with (all) of the optional equipment packages. And less one or two specific enduro-oriented pieces, this configuration is the one I have on the pending order sheet.

Two of the most visual and useful additions are the 6.5 in TFT display and the left handlebar-mounted Multi-Function Controller or Jog Wheel. The Jog Wheel provides an intuitive and safe interaction with the TFT display menus and equal ease of interaction with a mounted BMW Navigator V or VI device.

And with the latest TFT firmware release loaded onto the system, additional features and enhancements to the navigation feature available when using a paired smart-device is now available.

I would be remiss in not admitting that the (smaller) TFT display and (very) well-thought-out but multiple digital input controls on the Tiger 800Xca including its nifty joystick controller is an easy to read and easy to use feature although with one or two niggling setting limitations.

But in ‘borrowing’ the 2018 R 1200 GS low frame Rallye from the home fleet with its TFT, Jog Wheel and Navigator cradle, the Motorrad combination reveals just much more can be realized by the user in an integrated cockpit environment; with more to follow.

For the most part, this same level of technology with features is now provided on the new F-series machines, including cruise control; it is a most welcome upgrade to the little GS machines.

Depending on the installed packages (standard or optional), the left and right handlebar nacelles provide the rider a whole lot of customization for individual riding environments and most of the features can be set ‘n forget or dynamically managed on the fly.

First Ride Deliberations & Verdict

As a way of qualification, this review is based on one initial ride of about five hours and then two more one-hour demo run trips on the F 850 GS Rallye and F 750 GS the following day; just enough time and exposure to start gathering data and processing it…

However, based on getting some extended riding time on the F 850 GS Rallye variant, it is (as I knew it would be) the model for me – it fits, almost like the proverbial glove and just like the original F 800 GS and later F 800 GSA did.

My attraction to and ownership of mid-size machines has never really waned over the decades and riding the F 850 GS Rallye served to rekindle the relationship.

And while this first ride is about the F 850 GS Rallye, the F 750 GS model cannot and should not be overlooked – I agree with many others who have used both, in that the F 750 GS is an excellent replacement for the original F 650 and current F 700 models.

So, no formal Pro and Con table here yet or encompassing summations – we’ll reserve those for what we hope will be a Part II Follow-on, either facilitated with a longer-term loan of the F 850 GS Rallye if it can be coordinated or, actual ownership.

And yes, my dilemma continues. Stay tuned.

F 850 GS General Specifications & Configurations

General Information

Manufacturer: BMW Motorrad
Price: Current Motorrad Canada MSRP $14,550 CAD (base pricing), Rallye variant has most of the optional packages installed, so pricing will change accordingly, all subject to confirmation
Made In: Germany – to be confirmed…
Alternative Models & Colours: Racing Red, Exclusive in Pollux Metallic Matt and Rally in Light White/Lupin Blue Metallic
Review Date: September 2018

Specifications

Engine Displacement – 853 cc
Engine Type – In-line 2-cylinder, liquid cooled
Horsepower – 95 hp
Transmission – 6 speed
Wet Weight – 229 kg (504 lbs)
Seat Height – 860 mm (33.8 in)
Fuel Capacity (incl Res) – 15L (3.3 Imp Gal and 3.96 US Gal)
Maintenance – Service Intervals of 10,000 km / 12 mo, Valve Clearance Checks – 20,000 km

The current (initial) offerings from Motorrad Canada identify three F 850 GS variants – Racing Red, Pollux Metallic Matt (Exclusive) and Light White (Rallye).

Standard equipment on all models includes ABS brakes, automatic stability control (ASC), On-Board Computer Pro, Rain, and Road ride modes, heated grips and a DIN power socket.

Available Factory Options Listing

LED Headlights
Keyless Ride
HP Sports Silencer
Preparation for GPS Device
Lowering Kit
Tire Pressure Control
Cruise Control
Anti-Theft Alarm System
Off-Road Tire
Luggage Rack and Luggage Brackets
Connectivity – 6.5in TFT Display
Low Seat – 835mm (32.8in), and
Comfort Black Seat – 875mm (34.5in)

Available Factory Packages

Comfort Package – Keyless Ride, Tire Pressure Control and Centre Stand
Touring Package – Dynamic ESA, Cruise Control, Luggage rack, and Luggage brackets
Lowering Kit – provides Cruise Control along with Luggage Rack and Luggage Brackets, but without Dynamic ESA
Dynamic Package – Dynamic Traction Control, Gear Shift Assistant Pro, Ride Modes Pro, ABS Pro
Exclusive Package – Pollux Metallic Matt, Hand Protectors, Galvanized Radiator Cover with GS Logo, Tape in Black Matt and White Aluminum Metallic, Gold Anodized Fork Tubes
Rallye Package – Light White/Racing Red/Lupin Blue Metallic, Hand Protectors, Galvanized Radiator Covers with GS Logo, Cross Spoke Wheels with Gold Anodized Rims

2019 BMW F850GS Rallye Image Gallery

2019 BMW F850GS Rallye rear view of red suspension and tire

2019 BMW F850GS Rallye TFT display onboard computer

2019 BMW F850GS Rallye closeup of design and trim

2019 BMW F850GS Rallye gold trimmed tires

2019 BMW F850GS Rallye left handlebar nacelle & buttons

2019 BMW F850GS Rallye right handlebar nacelle & buttons

Optional HP Sport (Akrapovic) Sport Silencer

2019 BMW F850GS Rallye and 2018 Triumph Tiger 800Xca

The post 2019 BMW F850GS Rallye – First Ride, First Impressions Review appeared first on Web Bike World.

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The Indian FTR 1200 revealed: specs, cost and images

Post author By Chris Hunter
Post date October 1, 2018

The 2019 Indian FTR 1200: specs, pricing and image gallery
Indian has finally revealed details of its production street tracker, the FTR 1200—the most hotly anticipated bike launch of recent months.

The good news is that the FTR 1200 sticks fairly close to the styling lineage of the all-conquering FTR750 flat track racer, and the FTR1200 Custom concept bike we reported on last November.

The 2019 Indian FTR 1200: specs, pricing and image gallery
There’s a new 1203 cc engine that pumps out 120 hp, an under-seat tank for mass centralization, and a trellis-style steel mainframe with an aluminum rear subframe.

The biggest visual difference is the exhaust system. Rather using high pipes with a hidden run down to a catalytic converter box, à la Triumph’s Street Scrambler, it’s a more conventional 2-1-2 setup with twin large mufflers. (High and low Akrapovič slip-ons will be available as aftermarket bolt-ons.)

The 2019 Indian FTR 1200: specs, pricing and image gallery
The seat is also bigger than the perch on the concept bike, with passenger pegs down below, and the back wheel has gone down a size from 19 to 18 inches.

But overall, we’d say that Indian’s design department has done a good job in navigating the ever-increasing maze of global regulations.

The 2019 Indian FTR 1200: specs, pricing and image gallery
But is it a game-changer? Let’s get down to the nitty-gritty to find out.

What are the models and prices?

There are two just models for now. The base FTR 1200 comes in basic black (above) and will retail at $12,999 in the US. That’s $1,700 more than the Forty-Eight and Roadster Harley Sportsters.

The up-specced FTR 1200 S comes in red and gray (below) or titanium and black paint, and will sell for $14,999. So it’s just $500 more than the Harley-Davidson Street Bob, the cheapest model in the Softail range.

The 2019 Indian FTR 1200: specs, pricing and image gallery
For European buyers, the prices will be EUR 14,690 and EUR 15,990.

There will also be a ‘race rep’ version of the S, with a red frame, which will sell for a few hundred dollars more (below). This is the hero bike that Indian is using for most of its PR shots.

The 2019 Indian FTR 1200: specs, pricing and image gallery
What are the engine specs?

Indian is pitching the bike as ‘a flat tracker for the street’ and power comes from a new liquid-cooled 1,203 cc  (73 cu in) V-Twin engine. It’s a fractional, yet somehow symbolic, single cubic centimeter larger than Harley’s Sportster 1200 motor.

The motor is a DOHC with 4-valves per cylinder, and a 12.5:1 compression ratio. It’s an over-square design, with a bore and stroke of 102 mm x 73.6 mm.

The 2019 Indian FTR 1200: specs, pricing and image gallery
The power peak is 120 hp at 8250 rpm, and 85 ft-lbs (115 Nm) of torque is delivered at 6,000 rpm. According to Indian’s press pack, “A flat torque curve ensures a progressive, predictable power delivery with loads of low-end punch and flexibility.”

There are ‘high flow cylinder heads’ and dual Mikuni throttle bodies, plus a low-inertia crankshaft. Magnesium is used in the engine covers to reduce weight.

Power feeds through a six-speed box with a slipper clutch, and hits the back wheel via chain drive.

The 2019 Indian FTR 1200: specs, pricing and image gallery
What about the chassis and brakes?

Both models have 43mm USD cartridge forks and 320 mm dual disc Brembo Monobloc 4-piston front brakes. The gold forks on the 1200 S are adjustable for preload, compression and rebound. Rake and trail are 26.3° and 130 mm for both FTRs.

The swingarm takes after the one on the FTR750 race bike, and features a side-mounted monoshock. On the base FTR 1200 this has preload and rebound adjustments. On the S model, the monoshock also has a piggyback aluminum reservoir and is adjustable for compression too.

The 2019 Indian FTR 1200: specs, pricing and image gallery
Suspension travel is 150 mm, front and rear, and the lean angle is a respectable 43 degrees. Seat height is a somewhat lofty 840 mm.

The cast aluminum wheels are F19/R18, and shod with Dunlop’s new DT3-R radial tires, which mimic the tread pattern of flat track rubber.

The 2019 Indian FTR 1200: specs, pricing and image gallery
Are there any rider aids?

ABS is standard, and the FTR 1200 S electronics package also includes stability, traction, and ‘wheelie mitigation’ control with an inertial measurement unit.

The base model gets a circular 4-inch analog gauge with a USB fast charger. The S model gets a 4.3-inch ‘Ride Command’ LCD touchscreen display (below) and three ride modes; Sport, Standard and Rain. Throttle response and traction control can be customized further to suit the  rider’s preference.

Both models have built-in USB chargers.

The 2019 Indian FTR 1200: specs, pricing and image gallery
What are the dimensions?

Dry weight is listed as 221 kilos (487 pounds) for the base model, and a kilo more for the FTR 1200 S. That’s not super-light in the global scheme of things, but it’s light by the standards of American bikes. The new Indian is a little heavier than the BMW R nineT, which hits the same mark fully fueled.

Length is 2287 mm, a fraction longer than both the Sportster 1200 and BMW R nineT. The FTR’s tank holds 13 liters of 91-octane gas, which is around four liters less than a Sportster 1200 Custom and a full five liters less than the R nineT. This suggests that a. fuel storage was one of the biggest issues the FTR 1200 production team faced, and b. they weren’t willing to compromise the lines of the noticeably sleek looking tracker.

The 2019 Indian FTR 1200: specs, pricing and image gallery
What’s the competition?

There’s no real, direct competition for the FTR 1200 though: it’s the first mainstream production bike to tap into the vogue for flat track tracing.

Potential buyers of the FTR 1200 might also be looking at the R nineT though, and will note that the BMW gives away ten horsepower compared to the FTR 1200—and costs substantially more in the US, with an MSRP of $15,495 for the German bike.

The 2019 Indian FTR 1200: specs, pricing and image gallery
There’s nothing in the Harley-Davidson lineup to compete, although the impending Streetfighter may appeal to FTR 1200 buyers. And although Triumph is due to debut its Scrambler 1200 in three weeks, that model is likely to be more of a true dual-sport.

The 2019 Indian FTR 1200: specs, pricing and image gallery
When can I buy one?

The FTR 1200 will go on sale “in the first half of 2019.” Test rides for journalists will be in the first quarter of the year, so we expect the FTR will roll into showrooms some time between April and June 2019.

To dig deeper than the standard PR, we put some questions to Indian VP Grant Bester, and also to Ola Stenegärd (below), the former BMW designer who joined Indian as Director of Product Design six months ago.

Ola Stenegärd, Indian Motorcycle's Director of Product Design
How ‘ready’ was the production FTR 1200 when the prototype was revealed? How much impact did the public’s response have on whether the FTR was going to go into production?

Ola When the FTR1200 Custom was shown, the production bike was eating up miles on the test track. It was 95% finished, I would say.

Yet we are very ‘open’ in the last months before production. Feedback on both the visuals and riding experience was being updated very close to production. I would say this is quite normal anywhere in the motorcycle industry.

Of course, you don’t change the ‘big strokes’ a week before start of production. But fine-tuning is something that goes on almost until the bikes start rolling off the band.

[More on the next page.]

ABS Gear Reviews Kawasaki Kawasaki Ninja Kawasaki Ninja 1000 Motorcycle Reviews Other Motorcycle Blogs review Web Bike World

2018 Kawasaki Ninja 1000 ABS Hands-On Review

Post author By Gerry Cote
Post date September 29, 2018

#TeamGreen

The Kawasaki Ninja 1000 ABS is a sport touring bike that I was wanting to review for a while. I like the aggressive styling of the bike and after sitting on it in the showroom, I know I wanted to take this Motorcycle for a test drive.

I really like the way the bike feels when you are sitting on it. The handlebars are just back enough that you are sitting in a semi-upright sport touring position and it just feels right.

I would like to thank Blackfoot Motosports in Calgary, Alberta for giving me the opportunity to take this amazing machine out for a romp. Please check out their website at Blackfoot Online.

Specifications

Engine: 1,043cc 4-stroke inline four, liquid cooled, DOHC 16 valve with digital fuel injection
Front Brakes: Dual Semi-Floating 300mm petal discs with dual radial mount monoblock opposed 4 piston
Rear Brakes: Single 250mm petal disc with a single piston caliper
ABS Standard
Seat Height: 815mm (32.3 inches)
Fuel Capacity: 19 liters (4.2 gallons)
transmission
Wet Multi-disc Manual Clutch
Front Tire: 120/70-ZR17
Rear Tire: 190/50-ZR17
Maximum Power: 105 kW (140.8 Hp) / 10,000 rpm
Maximum Torque: 111.0 n.M (81.9 ft-lb) @ 7,300 rpm
Front Suspension: 41mm inverted fork with stepless compression, rebound damping, and spring preload adjustability
Rear Suspension: Horizontal back-link, gas charged rear shock with rebound damping and spring preload adjustability
Curb Weight of 235 Kg (516 lbs.)
Kawasaki Traction Control (KTRC)
Kawasaki Intelligent anti-lock Brake System (KIBS)
Power Mode
Kawasaki Corner Management Function (KCMF)
Final Drive: Sealed Chain
MSRP at time of review: C$14,299 US$12,199

First Impressions

My first impression of the Ninja 1000 ABS was that it was a very nice looking bike. It has the look of a racer and the feel of a touring bike. The bike has a very nice stance, I am 5’9” and the seat was perfect for me.

The handlebar position was not too far forward and did not feel awkward. The footpegs were well positioned and I did not feel like my legs would cramp up even on a longer trip. The seat was comfortable and provided adequate padding, and finally, the complete style of the bike makes it look much more expensive than it is.

Pros

Looks Great
Excellent Safety Features
Good Power
Good Fuel Mileage
Comfortable

Cons

Lack of basic “Touring” features such as Cruise Control
HAeated Grips
Windshield is not very good in the rain

First Ride From The Dealer To My House

It was not very warm in Calgary when I picked up the Ninja from the dealer. In fact, that morning, I woke up to snow on the ground. By the afternoon it had cleared up and the weather did not call for snow for the immediate future.

I picked up the bike at around 2 PM and made my way home. I took the long way back to my house and tested the Ninja in traffic. I was very pleased with the way this motorcycle handles itself in traffic. I had the power mode set on full power and I never changed it during the entire review.

The bike was amazing in traffic. It did not feel out of place and was extremely good at cornering in the city. In my opinion, this motorcycle would be a wonderful commuter. It was in its environment in the city.

I was a bit disappointed with how dim the instrument cluster is during the day. It is not very bright which is a bit annoying.

I made it home and was admiring the looks of it as I was taking pictures for this article. The lines are very aggressive, yet it still looks refined. I found myself going outside on several occasions to just stare at the bike and admire the lines.

A friend showed up and was quite impressed with the bike. He also loved the look of it and was very pleased when I started it up and he heard the exhaust note for the first time.

Evening Riding

The lights on the Ninja are nice and bright. Illumination is not an issue with this bike at all. The LED headlight and tail light are crisp and clear. If only the signal lights were also LED.

At night, the instrument cluster was well illuminated and easy to read. It is simple with an analog tachometer and a digital screen that shows your speed as well as the other functions such as the power mode, traction control settings, fuel etc… A bit utilitarian, but not overly cluttered with information. If it was this bright during the day, it would be a winner.

The windscreen is adjustable. I set it up to the sharpest angle and took a ride on the highway. I was satisfied with the way it deflected the wind away from my chest and head. I did not feel any helmet turbulence at highway speeds.

Back Road Riding

I met up with my friend and fellow Web Bike World content rider Jim Pruner in the morning. It was very close to freezing at 2 degrees Celsius (36 degrees Fahrenheit) and raining. We had breakfast and finally decided to get some miles in…

We decided not to do our usual Alberta Route 1A as it had snowed quite a bit the last few days and we did not want to take the chance to get caught up in a snowstorm. We headed east.

The Ninja was excellent in this weather. Given that this was a demo bike with about 1000 Km on it from test drives, the tire was well broken in and the bike did not let the cold and damp stop it from doing its thing. I was amazed at how well the bike accelerated. The handling in the turns was excellent and the braking was very nice.

I was not overly satisfied with the windshield in the rain. It did manage to disperse some of the moisture, but not all of it. My visor was bombarded with droplets during the entire time we were riding.

We rode for about 45 minutes and stopped in a small town east of Calgary. I was testing out a new Olympia X Moto 2 Jacket and Pant combo and I was not cold; however, my gloves were not up to the task. My hands were drenched and it was a bit discerning to see my left index finger as blue as if I had been eating blueberry pie.

Jim and I discussed my predicament and decided to switch bikes for a while. He rides a Kawasaki H2SX SE and it has heated grips. My hands were able to warm up. Both bikes are similar, but the Ninja 1000 is nowhere near the H2SX when it comes to comfort and performance. I guess that is understandable given the difference in price.

We kept riding for another hour and made our way back to Blackfoot Motosports.

Brakes

The brakes on the Ninja 1000 ABS are amazing. They stop this machine without any issues. I was very happy to see how well they performed in cold weather and in the rain. The ABS is smooth and has the Kawasaki Intelligent Anti-Lock Brake System (KIBS) gives you additional peace of mind in the event of an emergency maneuver.

Seating

The seat on this bike is comfortable. It is not as comfortable as some more expensive motorcycles out there, but I would be able to do a long distance ride on this bike without too much complaining. It was firm, but not hard. The cushioning was adequate for longer trips and excellent for a commuter.

Power

The Ninja 1000 has good power down low that continues through the midrange and starts to take on a more aggressive attitude around 7,000 RPM. it has a nice controlled feel to it and in my opinion, the Ninja has an excellent sport touring powerplant.

Riding Position

I was quite comfortable on the Ninja 1000 ABS. I found that the higher handlebars were a huge benefit. I did not feel like I was resting on my wrists at all. Once the wind pushed me back a bit, my shoulders and hands were very relaxed.

As much as I like almost everything about the H2SX, I find that for me, the comfort level is better on the Ninja 1000 when it comes to the bars and the seat position.

Tires

The Ninja 1000 ABS comes equipped with Bridgestone Battlax Hypersport tires. They work well, I found that I had very good traction at all times on wet and cold pavement.

The Ninja comes with a 120/70-ZR17 tire on the front and a 190/50-ZR17 on the rear.

Conclusion

I rate the Ninja 1000 ABS a 4 out of 5 stars.

I feel that the Ninja 1000 ABS has the styling of a more expensive bike. It is in line with the look of the H2SX and the ZX-10R.

In terms of comfort, I have nothing but good things to say about this motorcycle. The seat position, the handlebars, the suspension are excellent.

It handles like a dream. As far as power is concerned, the Ninja has plenty of power to satisfy most riders. It is very refined and with the traction control set a bit higher, I did not feel at any time that this bike was getting away from me. I would love for it to have a supercharger, but I appreciate all it gives in this price range.

I was pleasantly surprised at how many features this bike actually has for the price it is. Excellent brakes with ABS and Anti-lock, traction control and corner management as well as power mode selection. These features make the bike a contender in its class. Also, the fuel consumption of this bike is very good. The bike averaged 55 Mpg during this review.

I was a bit disappointed in a few things. The display is very dim during the day. I wish it was brighter. It was difficult on a gloomy day to properly see the display. I can just imagine how hard it would be in the blazing sun.

The windshield did well when it was not raining. I was hoping that it would have been excellent in the rain; however, it was mediocre.

Finally, it was disappointing that something as basic as heated grips and cruise control is not included in this bike. I would almost like to see the price go up a bit and that these options would be included in the bike. In my opinion, if you are going to position a motorcycle in the sport touring category, these items are a must.

Despite these few things, I feel that the Ninja 1000 ABS is an awesome machine and it is a contender in the sport touring category.

I recommend this bike to anyone that is thinking of getting into sport touring. I would recommend that some of the options mentioned above be installed during the initial purchase of the motorcycle to make your experience that much more enjoyable.

2018 Kawasaki Ninja 1000 ABS Image Gallery

Rear tire on 2018 Kawasaki Ninja 1000 ABS

Front tire on 2018 Kawasaki Ninja 1000 ABS

Handlebars on 2018 Kawasaki Ninja 1000 ABS

2018 Kawasaki Ninja 1000 ABS headlights on at night

Gerry and Jim of Web Bike World riding their bikes

Gerry posing with 2018 Kawasaki Ninja 1000 ABS

2018 Kawasaki Ninja 1000 ABS frontal view

2018 Kawasaki Ninja 1000 ABS side view from rear angle

2018 Kawasaki Ninja 1000 ABS in black at showroom

Instrument Display on 2018 Kawasaki Ninja 1000 ABS

The post 2018 Kawasaki Ninja 1000 ABS Hands-On Review appeared first on Web Bike World.

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2019 Honda CRF450L Test Ride Review

Post author By Rick K.
Post date September 15, 2018

I Love It!

I admit freely to generally liking all Honda motorcycles. Not that I won’t criticize shortcomings on them, but overall I just like the cut of their jib.

They build bikes that make the rider feel more confident in their ability. They focus on imbuing their bikes with user friendly torque curves and power bands tailor-made for specific applications. Honda bikes have a unique design and sound aspect too. I can almost always tell I’m riding one instinctively.

I swear they even smell different than other motorcycles…

My Friends at Adventure Honda

I bonded with the 2017 Africa Twin I rode over 1000 miles to Tuktoyaktuk in June and I was pretty confident the new CRF450L would be a friend too. I literally jumped out of bed yesterday morning when I saw a FaceBook post from Adventure Honda in Calgary proclaiming that they had just received a demo unit in house I could try on asphalt (sadly no dirt demo).

The 2019 CRF450L isn’t perfect, but it’s damn close.

Dead sexy.

This is a very attractively styled dual sport bike whose ample ground clearance, high fenders and plush suspension cry out “take me to a muddy or sandy place to play!!!”. The finish quality is second to none. Everything is as it should be in a high level off road bike.

There is an abundance of aluminum, stainless steel and other expensive metals like titanium laid out on the bike which contrast the fiery red and white plastic panels along with stark, black aluminum rims. Honda claims the graphics were designed to be more resistant to peeling caused by abrasion or pressure washing. I’ll believe that when I see it!

The headlight is tinted as if to imply this is bike so cool it has to wear shades all the time.

Tall!

The seat height is a terrifying 37.1 inches for anyone only 5’7” tall with a short 27” inseam. How am I going to comfortably control this bike? There’s no way I’ll come anywhere close to flat footing it, but can I even reasonably reach the ground? I nervously swing an arcing roundhouse kick up and over the saddle while standing on the left footpeg to find out.

As it turns out, yes!

Brilliantly, Honda purposely narrowed the cross-section of the frame and seat to a taper thin enough over the pegs that I can comfortably rest one foot on the right peg and the other ball of my foot on the ground. It’s not ideal, but I feel comfortable enough. Still, I would definitely carve at least an inch off the seat foam if I owned one.

Other bikes like the Husaberg 570 and Yamaha WR250R haven’t been narrow enough for me to ride confidently due to the thick middles on them.

Let’s Dispel Some Ugly Rumors

I’m positive there’s never been a more unjustly maligned motorcycle than this new CRF.

It first appeared on my radar back in March when there was a lot of excitement in the dual sport motorcycle community at the time of its announcement. Everyone and their dog was keen to get the deets on this rig right away (myself included). Almost immediately there seemed to be a smear campaign launched against it online even though no one had even seen one in person yet.

It only has 25 horsepower

It’s going to be built in Thailand instead of Japan

It’s going to cost $19,000

It’s going to have motocross racing equivalent service intervals

Whenever I hear outrageous claims like these I immediately get suspicious. Happily, NONE are true. Let’s look at the facts… the real ones.

Engine/Drivetrain

449.7cc Unicam® liquid cooled, fuel-injected engine specially tailored for trail-to-trail riding
Finger rocker arm contributes to compact layout with DLC surface treatment to reduce friction
Smooth power delivery and heavier crank/flywheel (12% heavier than CRF450R) to prevent low-speed stalls
12:1 compression ratio so you need to run high octane gas
New piston with three-rings built for longer durability (vs CRF450R/X)
Wide-ratio six-speed transmission
New diaphragm clutch spring design gives lighter lever pull
Dedicated single-muffler exhaust system meets emissions requirements in all 50 States

This Bike Has 45 Horsepower, Not 25

Even the DRZ400 has around 40 right from the factory. Let’s be real… there’s no conceivable way Honda would allow their flashy, premier-quality dual sport to play second fiddle to the undeniably good, but very old-fashioned Suzuki DRZ design. People still clinging to the notion there’s any less than 40 hp in the 450L should use a modicum of common sense to realize that’s balderdash.

There could possibly be about 25 foot-pounds of torque judging from my test drive experience. I couldn’t find any solid numbers from Honda that make sense to me, but on my ride, I was able to lift the front wheel off the ground in first gear by snapping open the throttle without tugging on the handlebars or popping the clutch. That and the fact I was keeping up with a 2018 Africa Twin in the city tells me there’s 40+ horsepower and 25+ torque as anyone would logically suspect from a modern, high-performance 449cc dirt bike engine.

Tim, the sales manager at Adventure Honda told me he figures it’s about 43 to 45 hp too. He and the other staff have been riding the bike almost non stop since it arrived. They’ve all thoroughly enjoyed it, and are looking at installing a 450X Akrapovic twin exhaust system on the 450L along with opening up the air box to uncork this already terrific bike.

Throttle response on the bike is crisp and responsive without being notchy even with all the emissions restrictions in place. Once the intake and exhaust are opened up I’m positive it’ll really fly and hp numbers could reach into the 50s with any luck.

Once you get that many ponies out of this 450L it’ll be more competitive with the KTM and Husky bikes from a power perspective. Those two start out around the 50-55hp mark from what I can gather.

The Ride

Transmission and Shifting

The six-speed transmission is as expected a silky smooth, fast shifting, wide ratio gem. When I toed the lever into first gear there was barely a click heard let alone the bike lurching ahead or the gears clanging loudly.

I had no trouble on the road finding an appropriate gear to use, and 3rd seemed very well suited to city riding.

At very low speeds the bike refused to stall even when I let the RPMs drop dangerously down in first or second gear. Low-speed maneuvering was excellent. The bike is well balanced and just begs you to “hoon” every chance you get.

On The Highway

Highway speeds were easy to get to. I obviously couldn’t keep up with the Africa Twin out there, but the bike had no issue getting up to speed or trotting along on the freeway. It was definitely revving pretty high at 80 mph but it still had more left.

Mirrors and Buzzing

Speaking of the highway riding, I wasn’t too sure what to expect out of the 450L at speed when it came to bad manners. I’ve been tortured by many bikes that were made for the highway with weird vibration and mirrors that became unusable as a result.

Happily, the mirrors on the 450L were totally stable even at 80 mph! Totally clear in fact. It stands to reason as they’re the same ones used on the Africa Twin.

What makes that all the more surprising is that there is definitely some buzzing vibration at 65 mph that gets uncomfortable on the hands in particular. I also noticed it coming through the seat.

Interestingly, as I accelerated past 70mph the buzzing smoothed out to the point it wasn’t threatening to numb my hands. I guess Honda wants us to ignore the speed limit?

It would have been better if Honda had specially built some folding mirrors for this bike like the ones you can get from Rottweiler for example. This would allow riders to fold away mirrors for when they leave the asphalt.

Suspension & Handling

The first thing I did was test the fully adjustable Showa Pro-Link suspension front and rear by riding off a 12-inch high concrete curb onto the parking lot at the dealership. Then I turned around, blipped the throttle and climbed back up on it just as effortlessly.

In that moment it reminded me of the suspension I enjoyed very much on my old CRF250X, only this was even better. The 12 inches of travel ate up that drop like nothing doing. This is exactly the same setup on the new 450X, meaning I knew right away I could ride this machine in the woods and mountains on tight single track paths with wild abandon and the bike would take me anywhere. This 450L feels just like my old 250 when it comes to weight and handling, only it has a lot more snap to it even muzzled by emissions as it was.

No offroad test is necessary for me… but I’d love to do one all the same if Honda would step up and let me. Hint, hint!

Brakes

The brakes are single disc front and rear with a plastic guard covering the front as is common with Honda off roading machines.

They chose slightly thicker discs for the 450L compared to the 450R model looking for longevity and better heat dissipation. I had no issues with the braking ability of this new Honda. It stopped just fine even in the pouring rain I encountered on my test ride.

There’s no ABS on the 450L which may seem to be a no-brainer because it’s primarily off-road oriented, but this IS for on-road too and so some form of ABS wouldn’t be unthinkable.

Featherweight Features

2019 Honda CRF450L frame — Photo from Honda

At 289 lbs full of fuel this 450L is about the same or only 13lbs heavier than the KTM 500 and Husqvarna FE501 and 30lbs lighter than the portly DRZ400.

Titanium Gas Tank

It stands to reason because I can’t figure out where there’s any steel on it other than the chain and shocks! It’s almost entirely made of aluminum and even features a TITANIUM, 2-gallon fuel tank. That’s 0.2 gallons less than a KTM 500 tank, but this Honda should get close to 60 mpg fuel economy, thus range shouldn’t be an issue.

Why not stick with a larger plastic tank you might ask? In a review I read from ADV pulse they claim Honda informed them it’s simpler and faster (ergo cheaper) to stamp two pieces of ultra strong titanium and weld them together rather than to use the complex and time-consuming process of mold-forming a one-piece plastic tank.

Even better, the titanium tank walls are strong enough to be made thinner than other metals or plastic while still holding up to hard riding. This aids in keeping the overall weight low. Smart. Time and plenty of tip-overs will prove that claim true or false I’m sure.

Fuel Cap

It’s not a weight saving feature, but since we’re talking about the gas tank, the fuel cap has a feature built in to prevent gas from spilling out if and when this bike is dumped on its side. Smart.

Lithium-Ion Battery

The 450L comes standard with a higher capacity lithium-ion battery (than the 450X), garnering further weight savings compared to a lead-acid battery. The downside to this would be if you want to use this bike in weather close to or below freezing when these fancy batteries lose interest in providing power. There are ways around that problem, but it’s something to keep in mind if for example, you plan on ice racing your 450L.

LED Lighting

I already mentioned the uber cool tinted headlight lens. The headlight is really bright even on low beam and I approve of the always lit up front turn signals.

Best of all check out how flexible the turn signal perches are on this bike! The days of worrying about replacing them after a tip over are likely over thanks to this ability to bend 90 degrees without breaking.

Seat Comfort

The seat looks like a 2×4 piece of lumber wrapped in a grippy, red rubber shell, but isn’t completely awful. I know that’s not a ringing endorsement, but let me clarify.

Compared to just about any KTM dirt bike or dual sport I’ve sat on this Honda seat is pure luxury. I rode the bike for about an hour and didn’t feel any seat discomfort other than the buzzing vibration experienced at highway speed. It’s really surprisingly good, but it’s short behind where the driver sits in a way that no passenger could be properly accommodated.

There aren’t any passenger pegs anyway.

Controls And Display

The instrument cluster is compact and fairly basic displaying black LCD characters on a white background. The large speedo numbers are easy to read while riding, but the rest of it I really couldn’t make out very well, especially once it got covered in rain.

The display can show your odometer, two trip meters, and fuel economy numbers. There’s also some indicator lights beside the LCD for high beam, neutral and low fuel, but irritatingly no fuel gauge and the turn signal light doesn’t tell you if it’s the left or right one flashing. I’m not a fan of the ambiguous green light that looks like a hazard flasher indicator.

Switches for the electric start, horn, kill switch, etc are all spaced and sized nicely so you don’t hit the horn when you want the turn signals for example. They don’t protrude in a way that they would get broken off easily if you put the bike down in the dirt either.

Handlebars

Here’s one area where this bike falls down compared to the competition KTM and Husqvarna. The 450L features only a ⅞” diameter Renthal bar which any serious off-road rider will swap out with a thicker one right away.

The 450L comes with wrap around bars to protect your hands complete with red plastic covers. The Acerbis ones in some of these photos are aftermarket put on by the dealer and are better than the factory ones as you would imagine. Still, I like the full protection of the bar Honda chose more than the guards on the KTM and Husqvarna which only have plastic protectors.

Guarding

The factory skid plate under the engine is basically cosmetic only and won’t stop much if you take the bike off road from the showroom. Aftermarket skid plates from a 2018 CRF450X don’t fit this bike either, unfortunately, but I’m positive the aftermarket is scrambling as I write this to produce ample protection pieces to buy for the 450L. Revzilla already has a few items available on their website as seen here.

The black “guarding” you see on the engine covers aren’t about protection, but about sound suppression.

This bike really needs lower engine and radiator guarding badly! You can see the water pump/thermostat housing sticking out just below the exhaust guard in the photo above. I wouldn’t like to shear that off out in the middle of nowhere.

Tires

The front and rear tires are IRC GP21 80/100-21 and IRC GP22 120/80-18 offerings with tubes much to my chagrin. I would much prefer tubeless tires, but Honda is stubborn about including tubes in their rims even on the Africa Twin.

Conversely, the KTM and Husky come with Continental TKC80 sneakers right from factory and would definitely be my first choice on the 450L or something from MotoZ.

To be fair I have no experience with IRC tires previous to this test ride and they performed perfectly on wet and dry asphalt for me. I’m not confident they’ll be up to snuff out on muddy trails like the Continentals would be, but I could be wrong.

Maintenance & Service Intervals

There’s an initial service at 600 miles where Honda wants to check valve clearances, meaning your first one will likely be a little pricier than usual. The truth is that checking and setting valves on these bikes isn’t time-consuming or that difficult, so even the dealer won’t need your arm and leg as payment like with many other bikes.

Basic Duty vs. Extreme Duty

You’re going to have to change the engine oil more often than in a typical street bike as this is a high-performance off-road engine. If you’re doing serious off road riding with it you’ll need to do it every 2 or 3 rides and Honda has a separate maintenance schedule available for that application.

For typical off road / on road riding it’s going to be more like double that or every 600 miles for engine oil, but valve checks/adjustments won’t need to be done until you hit almost 2000 miles then every 2000 afterward. Meaning you could say… go ride the Baja 1000 course casually without needing to adjust your valves.

If you try racing it in the Baja 1000 that’s a different story.

Overhauls

Engine rebuilds (replace the piston, rings, bearings, seals etc) with typical use are recommended at 20,000 miles.

A Couple Of Other Questions

Air Filter Access

One of the sales associates at Adventure Honda named Mike was discussing basic maintenance on the Honda with me, like how to access the engine air filter for example. On the KTM and Husky you can get to it without using any tools. Unfortunately, that’s not the case with this 450L.

You’ll need a 10mm socket to remove two seat bolts to access the airbox underneath.

Electrical Panel Access

Behind the left side number plate you’ll find a small compartment that houses the fuses and other electrical components (relays) as Honda calls it. That also needs one seat bolt to be removed along with another with an 8mm head on it for access.

More troubling is that it’s located right in the dirtiest area on the bike (beside the rear wheel) and doesn’t have a rubber seal around the cover to keep dirt and water out.

I think this is intentional on Honda’s part, not an oversight. Leaving it unsealed should allow water to go in and come out again I guess, but I’d lean more towards having it sealed tight.

The Final Verdict

This Honda is a really strong contender in the dual sport class. It’s aimed to potentially take away a chunk of the dominant KTM and Husqvarna share of the market and possibly claim some DRZ400 buyers too.

It’s priced about $1000 less than the Husqvarna and a few hundred less than the KTM, and notably offers much wider dealer network support across the globe. There’s no denying how reliable and proven previous models of Honda 450 bikes have been for many years now. This 450L shouldn’t be any different in that respect.

2019 Husqvarna FE501 — Photo from Husqvarna

The KTM and Husky both sport WP Xplor PDS suspension which is better quality overall than the Showa ProLink on the 450L. I don’t think anyone would dispute that, and both European bikes have 60 more cubic centimeters of displacement than the Honda too. There’s no denying how significant both those factors are coupled with a solid reputation as the top dual sport bikes on the market.

2019 Husqvarna FE450 — Photo from Husqvarna

You may be wondering why I’m not comparing the CRF450L to the Husqvarna FE450. The reason is that I’ve seen very few people riding them compared to the 501. I’m just keeping it real that way, and I wish Honda had gone to 499cc for this new bike too.

Check out this video review of both European bikes from Rocky Mountain ATV for more insight into the competition.

As good as it is, it’s tough to pass on these two European bikes in favor of the Honda. The Euro bikes are much more powerful to start with, but once you uncork the Honda and bring up the power it really only comes down to slightly better suspension separating them. Could that be balanced out by the Honda dealer network advantage and lower purchase price?

Maybe.

I guess it will come down to the small things each person looks for when they test ride these machines.

Maybe you prefer the color red over orange?

Maybe you’re like me and just dig Honda design and looks?

Maybe using that $1000 savings between the Honda and the Husky for aftermarket exhaust is worth it to you?

Sadly I haven’t personally ridden the KTM or Husky to be able to say decidedly which I prefer most of the three, but I’m confident this new Honda won’t disappoint anyone who buys it.

The Suzuki DRZ400 is a different matter. The only thing it has going for it over this Honda is a big difference in price. It’s substantially less money ( about $3000 less) and still will be the choice for people who want a simple, carburetted, old school dual sport to bang around with at the lowest possible price.

Let’s face it, that extra three grand will buy a lot of performance goodies for the DRZ, but it’ll still be a very heavy bike that won’t go everywhere as easily out in the woods like the Honda or Euro bikes will. The DRZ just isn’t a high-performance machine like the others are.

From a performance standpoint, however, it’s not even close between it and this Honda.

The bottom line is you’ll have to ride them all yourself to decide, but this review will arm you with what you need to know up front about them.

I haven’t even touched on the Beta 430RS either. What a nice problem to have with so many good dual sports on the market.

Pros

Lightweight, nimble and easy to ride in all conditions
Electric start dual sport
Modern look with excellent build quality and features for on and off road
Narrow frame allows shorter riders to reach the ground
LED lights all around with nearly unbreakable turn signals
Stock levels of torque and HP are very usable and will be perfect after “uncorking”
Perfectly fills the gap between the less expensive DRZ400 and the more expensive KTM and Husqvarna competitors

Cons

Grips and seat buzz uncomfortably at highway speed
Small diameter Renthal handlebars
IRC GP22 tires aren’t as good as some competitor tires off road
No guarding available yet for serious off-road protection (coming soon)
Performance parts from current CRF models may not fit
Expensive to buy compared to DRZ400

Specs

Manufacturer: Honda
Price (When Tested): $10,399 MSRP
Made In: Japan
Alternative models & colors: CRF450X, 450R and 450RX
Review Date: September 12, 2018

Photo Gallery

Riding in the rain on a 2019 Honda CRF450L

The post 2019 Honda CRF450L Test Ride Review appeared first on Web Bike World.

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Review: The 2019 Harley-Davidson FXDR 114

Post author By Wesley Reyneke
Post date September 10, 2018

Review: The 2019 Harley-Davidson FXDR 114
To the casual observer, Harley-Davidson appears to be on the ropes. So there’s a massive expectation with every new bike released: will it be the Hail Mary pass everyone’s waiting for?

The new Harley-Davidson FXDR 114 is under that intense scrutiny. Revealed hot on the heels of the Motor Co.’s recent four-model announcement, its aggressive styling and claims of superior performance has both detractors and fans fired up.

Review: The 2019 Harley-Davidson FXDR 114
To find out if it lives up to the hype, I grabbed my Biltwell Lane Splitter and my best Dyna Bro flannel, and hopped a plane to balmy Thessaloniki, the second largest city in Greece.

The FXDR 114 is the tenth model in Harley’s new generation Softail range. So it shares the same chassis and Milwaukee-Eight power plant—with a few upgrades thrown into the equation, and a fresh, radical aesthetic.

Review: The 2019 Harley-Davidson FXDR 114
Harley says the idea was to build a contemporary power cruiser—a drag-inspired bike that values performance and actually handles well. Its nearest cousin is the Softail Breakout, but key tweaks set it apart. For starters, the FXDR is the only Softail that’s exclusively available as a ‘114.’

That means it gets the 114 ci (1,868 cc) version of the Milwaukee-Eight V-twin, good for 162 Nm of torque at 3,500 rpm. (Power is likely to be around 90 hp at 4,500 rpm.) It also has a unique intake, inspired by Harley’s own drag bikes. It’s designed to enhance airflow, and it uses a synthetic material that shrugs off rain and doesn’t need oiling.

Review: The 2019 Harley-Davidson FXDR 114
The drivetrain’s rounded off with a chunky two-into-one exhaust, with an angular design that has less chance of hitting the deck in corners. And it sounds pretty throaty too.

Harley-Davidson has worked hard on the geometry too. They wanted to keep the raked out look of the Breakout, but improve handling. So they pulled back the trail to 120 mm; 25 mm less than the Breakout, and 12 mm less than the entertaining Fat Bob. The front end gets 43 mm inverted forks, and a 19” front wheel for quicker turn-in.

Review: The 2019 Harley-Davidson FXDR 114
Out back, Harley switched out the Softail’s steel swing arm for an aluminum one that’s 10.2 lbs lighter. And they moved the mount for the (preload adjustable) shock, effectively raising the rear end and improving both ground clearance and lean angle. The FXDR now has more lean than any other Softail, at just under 32 degrees left and right.

The rear wheel is the same 18” / 240 mm whopper as the Breakout—a mandatory feature on this style of bike. Both wheels are aluminum, as is the subframe, and even the strut that holds the rear tail light and plate assembly. As for the tail section, that’s built out of a composite material.

Review: The 2019 Harley-Davidson FXDR 114
With all those weight saving features, the FXDR 114 still weighs in at 668 lbs (303 kg) wet. That’s only 8 lbs less than the Fat Bob 114, and it’s 15 lbs more than the bare-bones Street Bob.

Why all the comparisons? Because the FXDR’s price asks a lot of it. Starting at $21,349, its upgraded bits make it the most expensive in the Softail line.

Review: The 2019 Harley-Davidson FXDR 114
But it’s also the most progressively styled, and that’s probably the biggest clue to its purpose. At the press briefing Ben Wright, chief engineer for the Softail platform, said that the FXDR’s design is a bridge between the current Softail range and the upcoming Streetfighter. So it’s a great snapshot of the Motor Co.’s thought process.

It’s sure to polarize opinion, but seeing it in the flesh had me instantly hooked. It has all the right power cruiser chops, but with neat contemporary touches. Like that flat track-esque rear section, and that oval LED headlight, borrowed from the Breakout. (Kudos to Frank Savage, who led the design team, and Dais Nagao, who penned the first design.)

Review: The 2019 Harley-Davidson FXDR 114
Look at it from the front, and you’ll see the angles on the headlight shroud echoed on the air filter and the edges of the radiator covers. Peak behind that screen, and you’ll see the same tiny LED speedo as the Street Bob embedded behind it.

The FXDR’s raised clip-on handlebars keep the cockpit neat and open, and a removable plate reveals regular riser mount points, if you’d prefer to fit different bars.

Review: The 2019 Harley-Davidson FXDR 114
The 4.4-gallon fuel tank is all-new too, with a more sculpted look than the other Softails. The FXDR wears it well, along with that oversized intake and angular exhaust. I don’t even mind the ridiculously large turn signals, and ugly-yet-compulsory bits like the rear mudguard are easy to bolt off.

What’s more, every last part feels primo to the touch. We had four of the six paint options on hand, and they all looked top-class in the light of day, with little orange highlights (right down to the spark plug wires) adding to the muscle bike feel.

Review: The 2019 Harley-Davidson FXDR 114
There’s a USB port too, and a panel on the tail that pops off to reveal a small cubby (and a mounting point for a pillion pad).

But swinging a leg over the FXDR 114 quickly revealed a weakness: ergonomics. With forward controls and low bars, I looked and felt like a regular badass on it. But out on the road, it limited how good the FXDR could be.

Whacking the throttle open had the FXDR pulling off the mark like a freight train. With no traction control to rein it in (when asked, Harley said it was in the works for future models), getting the rear to breakaway and squirm was as juvenile as it was fun.

The riding position worked a treat here: all I had to do was hang off the clip-ons, feet out, with the scooped seat tucking me into the bike. But the pressure on my back and wrists made riding it a chore by the end of our 150-mile ride.

Review: The 2019 Harley-Davidson FXDR 114
It also meant I had to work harder to shuffle it through corners. The shape of the seat made it hard to shift my weight around in the saddle, and harder still to hang off the side. With my feet out front I couldn’t rely on them for steering, and my arms were too stretched to get my elbows out.

There were a few corners that I went into way too hot, and had to slam brakes and scramble to correct myself, pronto.

Review: The 2019 Harley-Davidson FXDR 114
But once I managed to adapt my riding style, I started to see the results of Harley-Davidson’s handling tweaks. That 19” front wheel does turn in easier, and the bike feels incredibly planted once it’s in a turn. On the Breakout, that fat rear wheel feels disconnected—but on the FXDR it works in unison with the front.

The chassis is stiff and predictable, and the increased lean angle actually makes a difference. I managed to put peg to pavement a grand total of once—but I did grind my boot heels frequently.

Review: The 2019 Harley-Davidson FXDR 114
Just like I reported when I first rode the new Softails, power delivery from the 114 ci Milwaukee-Eight mill is thick and smooth. So it’s a hoot to power it out of corners. One of the H-D staffers on our ride pointed out that he could stick with me into turns (he was on a different bike)—but that I dropped him coming out of them.

The rest of the drivetrain’s no surprise: the clutch is light enough not to tire you out, the gearing is spot on and the FXDR’s twin 300mm, ABS-equipped front stoppers got me out of trouble more than once.

Review: The 2019 Harley-Davidson FXDR 114
All in all, it’s a rowdy, fun ride. But that goofy riding position stops me from really loving it. And, honestly, that’s OK. Harley-Davidson is clearly pitching the FXDR 114 at riders who value power and styling more than all-out canyon carving ability. So if it’s trying to prove anything, it’s that Harley-Davidson are out to build something for everyone.

It does have me thinking though: what if Harley-Davidson applied the FXDR 114’s upgrades to, say, the Fat Bob? Or what if similar ideas are lurking under the hood of the upcoming Pan America, or the Streetfighter?

Interesting times in Milwaukee, no doubt.

Harley-Davidson FXDR 114 | Facebook | Instagram

Wes’ gear
Biltwell Lane Splitter helmet
Dyna Bro shirt
Knox Urbane armored undershirt
Aether Moto gloves
Saint Men’s Stretch jeans
Icon 1000 Truant 2 boots

Review: The 2019 Harley-Davidson FXDR 114