The new machine has been a hit with new riders and those returning to the sport after some years away. There have been some small updates for 2020 – LED lights, a gear indicator, revised suspension – but the machine retains the same styling and focus, along with Honda’s usual attention to detail.

At the heart of the machine is a 471cc parallel twin producing 45 hp at 8,500 rpm and 32.9 lb of torque at 6,000. Yet despite those peak numbers quite high in the rev range, there is decent shove at lower rpms.  In regular traffic – city, countryside, highway – the Rebel can get up to speed without issue or complaint. While in no way a fast motorcycle, the Rebel covers ground easily.

The chassis is steel tubing and the steel cradle feels solid and tight over a variety of surfaces while still providing the rider with a bit of feel. The gloss black paint is very nicely done and the frame weld points are finer than some other machines at higher price points. The Rebel is a Honda after all.

The suspension is good out-of-the-box for this 143 lb rider before gear and Honda has upgraded bit ends for 2020. Up front are 41mm non-adjustable forks providing solid bump absorption and the twin rear setup also provides a decently composed ride over uneven surfaces. The balance front to rear is well judged and I don’t think an owner would need to upgrade anything. For the bike’s price point, I think the suspension punches above its weight.

Nissin brakes front and rear provide decent stopping power and a very soft, progressive response – perfect for new riders. Up front is a 296 mm single disk and a 240 mm disk sits out back. For those wanting more bite, a simple pad swap would most likely do the trick without breaking the bank.

Tires are Dunlop D404s in reasonably popular sizes of 130/90-16 up front and 150/80-16 out back. The Indian Scout, for comparison, has the same size rubber hoops. This means there are several different brands to choose from later on when replacements are needed. I found the D404s perfectly acceptable over a several pavement surfaces and a bit of sand. Progressive side-to-side with a nice round carcass, they complement the Rebel well and I’m sure they will provide good mileage. The 16” rims are cast aluminum and are well finished.

Honda offers an extensive number of accessories for the Rebel, so owners can customize their machine. The pricing is compelling too, with custom diamond stitched seats costing $65, adjustable clutch and brake levers setting an owner back $28 each, and other goodies at similar tariffs. And, as many will know, the Rebel is popular with customizers because the bike is easy to disassemble and work on.

Looks are subjective and I think the Rebel works. While being a bit cruiser, a sprinkling of bobber, and a touch of fat pedal bike, with a modern instrument circle, might seem like a recipe for a muddled mess, the Rebel is nothing of the sort. The Honda design team has done a very good job harmonizing disparate motorcycle genres in flattering ways, including the shiny black frame and matte finishes. The chunky 16” tires help the bike look bigger than its displacement would suggest.

In sum, the Rebel 500 is easy to ride and has progressive handling that new riders will appreciate. For returning riders, the Honda does not feel like a starter bike and has real presence on the road. The seat height is low at 27.2” – but feels lower – and all of the switch gear feels very solid and well oiled. For everyone, the price at $6,500 for ABS is welcome and servicing will not be expensive. The mileage at 60+ mpg means owners will not have to fill up the machine’s 2.96 gallon peanut shaped tank too often.

I enjoyed my day on the country roads of Virginia getting to know the Rebel better and can understand why many find it compelling for in-town, suburban, or country work. I’d order the adjustable levers, given my short fingers, and a nice side bag would be helpful to carry a few things, such as a first aid kit. But other than these two items, I would simply enjoy the machine knowing it will provide faithful service for years to come and hold its value very well.

Happy Riding

The post 2018 Honda Rebel 500 ABS Review appeared first on A Taste for the Road.

The first version was criticized for being a bit low on power and a front brake that wasn’t strong enough.  For the 2019 model year, Triumph addressed both issues by adding 10 hp for a total of 65 hp, and upgrading the single front disk to a Brembo unit. The 900cc motor got its rpm band pushed another 500 revs to generate the extra oomph and it’s moderately noticeable when the machine is pushed to redline. Torque remains the same at 59 lbs at 3,800 rpm. This provides a nice arc of torque and power between 3,800 and 7,500 rpm.  The Street Twin is not about power, but the extra ponies do help for bragging rights.

The updated machine also has two ride modes – road and rain – and the differences are moderately noticeable. With 65 peak hp, but less lower down the rev range, there isn’t too much risk of spinning up the rear end, except on gravel or potentially very wet surfaces. Traction control and ABS are part of the package and provide a safety net for new riders or surprising situations that might catch any rider off guard.

The front forks and rear shocks are courtesy of KYB in stock form. The fronts are 41mm non-adjustable units and the rears do offer preload adjustment. Bump compliance with the stock front units is decent. The example I rented here has the upgraded Triumph units via Fox, a well known provider to the aftermarket. More about them later.

Stock tires on the Street Twin are Pirelli Phantoms for Triumph. On dry surfaces in a straight line they are perfectly acceptable. Their initial turn-in is decent, but when moving deeper into the edges you feel the limitations. This example had replacement Continental Road Attack 3 tires and they are a major upgrade.

The new Brembo 310mm front brake unit is a welcome addition to the Street Twin. The single disk stops the bike nicely, provides very good feel, and the pressure exerted to stop the bike is low. The brake lever is adjustable. The rear Nissin unit at 255mm is average, but most rear brake units are a supporting character and this one is no different. Coupled with the front brake, the system hauls the machine down with solid confidence.

The Street Twin is a handsome, traditional looking bike and that is what its core buyers want in a two wheeled machine. As with all current Triumph models, the Street Twin feels premium and exudes quality. There are lots of finishing details that look great – at 20 feet and at 6 inches. Wires are tucked away and the paint on the tank shines very well in the sun. The lettering is classy too.

This extra finishing comes at a cost, with a list price at $9,500 before setup fees, taxes, and accessories. Objectively, that is a considerable sum for what the Street Twin offers. Some are comfortable with the price point, while others find Triumph’s move upmarket and its pricing structure frustrating.

Competitors, in what I call the emotional end of the market, also charge a premium “tax”. Harley Davidson is a long standing example and Indian isn’t too far behind. More affordable choices, such as the Yamaha Bolt, provide very good value for money. The most direct challenge comes from the Royal Enfield Interceptor 650, with a price point that is $3,000 to $3,500 dollars less than the Street Twin. The Royal Enfield is not premium and it is less powerful.  However, sales have been brisk for this value oriented classic twin. The Street Twin has continued to sell well despite the challenge from the Interceptor 650 and I’d argue it and the Street Twin are in different markets catering to predominantly unique riders. What is clear is each has its place in the bike market.

This particular example, rented through the peer-to-peer platform Twisted Road, has a number of very nice additions that current owners and prospective buyers of a Street Twin should consider. First, the bike has a new set of Continental Road Attack 3 tires, which are a big upgrade over the Pirelli Phantom tires. Initial turn-in is superior and there is much more feel across the entire tire carcass. If there was one upgrade I would recommend, it would be a new set of shoes. I’ve also heard good things about Avon’s AV24s.

Second, the owner replaced the stock rear shocks with Triumph units made by Fox and the pair are worth the money. They provide more control throughout the stroke and simply have more poise over a variety of surfaces. They have the added benefit of additional adjustment on the move with ease. This would be my second upgrade in order of preference.

Third, this Street Twin has the Vance & Hines cans, de-cat kit, and ECU from the Triumph parts catalog. This gave the machine very good throttle response and a deep throated soulful bellow. The cans look great too with their brushed finish. This kit is not cheap, but does certainly add a dimension to the Street Twin.

Finally, there are some farkles – LED turn signals, bar end mirrors, tail tidy – that rounded out the look. Combined with the Ironstone paint, black crackle finish on the engine casings, and black rims, this Street Twin looks really nice. Taken together, the additions added quite a bit to the overall price. But the owner is very pleased with the result and that is what matters.

In sum, Triumph has corrected some shortcomings of the original 2016 model and kept what enthusiasts and buyers of the Street Twin really love.  The machine is a blank canvas for making one’s own, with classic looks, a premium ownership experience, and a Triumph and aftermarket accessories list that will satisfy many who buy one. The Street Twin is an emotional product and I think Triumph has done a great job positioning this machine in a very competitive marketplace.

Should you be interested in renting this Street Twin on the Twisted Road peer-to-peer sharing platform – here is the link:

https://www.twistedroad.com/bikes/us/va/south-riding/2019-triumph-street-twin-slettes/m-me37vge

Happy Riding

The post 2019 Triumph Street Twin Review appeared first on A Taste for the Road.

When Nick Bloor purchased the defunct brand years later and began rebuilding the marque, he focused on modern machinery to separate the company from its past – technically and emotionally. However, in 2016 Triumph brought back the T120, not just the Bonneville name.

The current generation T120 is a different machine with a contrasting focus. While the original was a revvy 649cc air-cooled parallel twin pushing 46 hp at 6,700 rpm, the current model has a 1,200cc water-cooled parallel twin producing 80 hp at 6,550 rpm and 77 lb at 3,100 rpm. In T120 tune, the current motor is a flexible lusty thing with a deep throbbing engine note emanating from its chromed twin pea shooter exhaust cans. Even in stock trim, the machine sounds lovely. The engine has a 4-valve head with a single overhead cam. Modern and mellow, the engineers at Triumph have done a very nice job tuning this motor.

Beyond its performance, the T120 is a very good looking machine and received many favorable looks and comments during several stops. The chrome glistening in the sun is well done, the paint on the tank has a great finish and holds up well, and the bike has a classy stance that celebrates what is great about the sport of motorcycling. As is the norm now with modern Triumphs, the company has done an excellent job hiding many of the wires and sensors, so the bike’s lines flow uninterrupted from front to back.

Tasteful twin front disk brakes at 310mm and a single 255mm disk out back in a silver finish work well with the wire spoke rims. The front is 18 inches and the rear is a 17 inch hoop. The Pirelli Phantoms do a decent job holding onto the pavement, but I’d prefer rubber that offers more feel.

The ergonomics are very good and not just because the T120 is a standard. The bars come up at a good angle, the seat is comfortable, and the pegs are straight below. The tank is slender – even at 3.8 gallons – so your legs don’t feel like sails heading down the road. The seat height is reasonable at 31.1 inches and while not light at 541 lbs with fluids, the T120 has poise moving down the road.

The suspension does a decent job keeping things composed. The fronts are non-adjustable 41 mm Kayaba units and Kayaba twin shocks out back. Under stronger braking, the fronts dive more than I’d like and under poor surfaces the limitations of the setup become clear. However, the machine is very stable and that compensates a bit in these scenarios.

The instrumentation is very clear and the clocks up front are classy and easy to read. Two digital carve outs provide information on fuel, mileage, and other details – including rain and sport, the two rider modes. The differences, while subtle, do exist.  During my day long ride, the dials were a pleasure to watch as the needles swung around and the engine note sang its song. Helpfully, the bike comes with heated grips, an immobilizer, and a center stand as standard equipment.

For shortcomings, beyond the fork dive already mentioned, the rear pegs are welded onto the subframe which isn’t great. A tip over might cause them to bend the rear subframe instead of snapping off if they were bolted on. This is a regrettable Triumph cost cutting measure. The forums talk about a very squeaky front brake, bad enough to wake the dead, and more seriously about some transmission and clutch issues with some examples. The owner of the example I tested here hasn’t had any issues and some on the forums haven’t either. But enough have to make the transmission and clutch issue something to pay attention to if you’re shopping for a T120.

On the value question, I think Triumph has a very competitive product at a bit more than $12,000 before taxes, setup fees, and add-ons. The T120 is very well put together and certainly feels worth the money. Used models have held their value well and owners – given the model’s demographic – treat them correctly.

Competitors come from a number of corners, depending upon rider preferences. For those desiring a more cruiser focus, there are a number of choices from Harley Davidson and Indian. For those wanting something a bit more sporty, the Kawasaki Z900RS and the Honda CB1000R are strong options. Finally, there are other Triumph models. This part of the market has plenty of practical and emotional options.

In sum, the Triumph Bonneville T120 is a very good option for buyers who want a bike for classic riding at five tenths on a smart looking machine. The T120 has great pedigree and the marque’s attention to detail is impressive. The machine’s riding position is easy on the human body, making weekend jaunts or Sunday morning cruises enjoyable affairs. The chassis and suspension offer solid composure over a number of surfaces and the engine’s power and torque outputs are very well judged. The Bonneville T120 communicates classic Triumph sensibilities to the world by focusing on the elements of motorcycling that really count in a package anyone can embrace and enjoy.

Happy Riding

The post 2016 Triumph Bonneville T120 Review appeared first on A Taste for the Road.

Introduced for the 2019 model year, the new Speed Twin is part of Triumph’s modern classics range. Using the Thruxton as a foundation, Triumph changed the design language to include custom elements, make the bike more comfortable, and allow more people to enjoy the machine.

Riding the Speed Twin for a day, the clear standout feature was the chassis. Lightened significantly with the use of additional aluminum and a 2 degree shift in weight, the Speed Twin is not top heavy like the Thruxton R and the Speed Twin has a wonderful sense of balance. Calm, smooth and communicative, the chassis was always alert and never nervous. The machine had excellent composure over a wide variety of surfaces and provided plenty of confidence no matter the conditions.

The 1200cc motor is a wonderful thing too with plenty of creamy power and torque throughout the rev range. The engine’s stock exhaust note through its silver and black canisters is lovely, as its song bounces off stone walls and fills the air. Used in other models, such as the Scrambler, the 1200cc parallel twin configured for the Speed Twin produces 96 hp at 6,750 rpm and a little over 80 lbs of torque at 4,950 rpm. For real world riding, there is plenty on tap and the bike does not need more to thrust a rider down the back lanes and up the motorway. The motor is a soulful thing.

The clutch is light and progressive and was a welcome relief crawling along in traffic. Similarly, the transmission is easy to use moving up and down the gears, although I did catch neutral on two occasions. The transmission is a very good match with the engine. Both feel of a single piece.

Front and rear the suspension provides solid performance. Non-adjustable 41mm KYB forks do a good job controlling movement and give a rider knowledge of what is underfoot. The twin rear KYB shocks, this time with preload adjustment, accomplish the same and provide similar feedback. This is an area where Triumph saved some money and passed the savings onto the owner. At 142 lbs, before leathers and other gear, I found the suspension compliant. For heavier riders, they may want to make some preload adjustments.

Twin 305mm Brembo disks sit up front with a single 220mm Nissin disk bringing up the rear. Axial on both ends, the system stops the bike without drama and you know exactly what is happening. Given the design brief for the Speed Twin the setup is very good.

The clocks are classy with easy-to-read dials and two small digital inserts for fuel and electronic related information – such as rain, road, and sport. The mode button on the left handlebar makes it very easy to switch among the ride settings. Kudos to Triumph for keeping things intuitive and simple.

While looks are subjective, I have yet to meet anyone who does not think the new Speed Twin is a looker. The bike’s stance, proportions, paint schemes, polished finishes, and hidden wires all declare a lot of attention to detail was paid by the Triumph team. I think any owner could easily spend more than a few evenings in a garage letting their eye wonder over detail after detail. Yet despite all of the eye candy, nothing is fussy or overworked. This machine is going to age very well.

The bike’s compromises are easy to identify. First, the throttle calibration out of the box is a bit snatchy. It’s not bad and can be ridden around with a bit of effort, but it is not ideal. I wonder if an ECU remap and a set of Vance and Hines cans would help. Second, the suspension feels built to a price point and is less composed than the suspenders on the Thruxton R. They are good, but not great. This was absolutely an area Triumph chopped cost out of the machine. Third, the rear foot pegs are welded to the rear subframe as a cost saving measure, instead of being bolted on. In a tip over, bolt-ons snap off, but welded pegs can bend the frame. Some older Tiger 800 owners have choice words in the forums about this setup. Finally, for some, the fact that this bike is made in Thailand is a problem. Triumph goes to great lengths to market its heritage and yet almost all of its motorcycles are now made in the Far East.

List price is a touch over $12,000 USD and a bit more if you choose red or grey. Used machines are running around $10,000 USD at time of writing – usually with a few thousand miles. Buyers are getting a lot of bike for the money and the U.S. market reflects this reality. I found very few new left over 2019 models. Triumph has done a very good job pricing the Speed Twin and strong sales and resale demonstrate the company hit a sweet spot.

In sum, the new Triumph Speed Twin has real poise on the road with a sweet chassis and soulful motor, very good brakes and a solid suspension setup. The machine looks great at any angle and sounds lovely, even with the stock cans. The detailing is impressive and communicates real quality. The shortcomings are annoying and most can be resolved with aftermarket solutions. I think an ECU update and some suspension changes would be money well spent. For the money, Triumph has built a winning combination for a wide variety of riders.

Should you want to rent Ravi’s Speed Twin here is the link: https://www.twistedroad.com/bikes/us/va/herndon/2019-triumph-speed-twin/m-3edgyq9

The Twisted Road promotion is located below:
https://www.twistedroad.com/ref/atastefortheroad

Happy Riding.

The post 2019 Triumph Speed Twin Review appeared first on A Taste for the Road.

Most observers date the modern BMW sedan back to the 1500 and a car that saved the company when it was introduced in 1962. I find moving back to the 600 and 700 Series more accurately documents the brand’s foray into the sports sedan genre. While it’s true the 600 and 700 Series of cars had modified air-cooled motorcycle engines in the rear of the car, not something we normally associate with the brand, they were the first cars that had BMWs famous independent rear suspension with a semi-trailing link. And while not the fastest, some versions did achieve efficiency figures of 40 mpg.

The 3 Series F30, produced from 2011 to 2019 and the new G20s predecessor, left a lot BMW enthusiasts and members of the automotive press wanting with a variety of shortcomings. With the new G20, BMW has sought to remedy these issues and inject a greater dose of passion and driving excellence into the 3 Series.

The much loved B58 three liter single turbocharged motor is the heart that beats inside of the M340i and officially it produces 382 hp at 6500 rpm and 369 lb torque from 1800 rpm until 5,000 rpm. However, in reality the car produces more horsepower across the range. Some journalists have achieved 0 – 60 figures below 4 seconds, which for a car of this weight and gearing, is not doable with 382 hp. My seat of the pants guess is around 420 hp at near sea level. The engine sounds quite nice as well, even with its turbocharger spinning away up front.

The engine is mated to an 8-speed ZF automatic that helps provide an almost 50/50 weight distribution. As many will know, this 8-speed is a very popular unit in a huge variety of cars and trucks and for good reason. In this application, BMW has done a great job calibrating the unit to the B58 motor. Upshifts in comfort or sport mode – my test example was well equipped with adjustable settings – were very fast and difficult to fault. Downshifts were a bit slower but still good while driving more aggressively. In every day situations, the transmission was flawless.

The chassis and suspension settings are a real success in the M340i. The car has excellent poise over a variety of surface conditions and I never felt beat up at any point. While a dedicated sports sedan, this G20 has genuine compliance in comfort mode. My test car also had the limited slip differential and the .4 inch lower ride height. The sport setting is also very good for what it offers and stands in contrast to the B9 2019 Audi S4 I tested in the summer of 2019. I have not yet tested the C43 sedan.

Steering feel and effort remains a weak point on the M340i. Unlike the 330i, the M340i has a modified rack from the older F30 and while less flawed, steering feel is lacking. Surprisingly, comfort was a better setting. Sport mode does add weight, but no additional feel and I did not find the extra muscle needed to turn the wheel to be of any help. My recommendation – leave the steering in comfort mode.

The interior is a step up from its older brother and is a very nice place to spend time. The M340i comes with 14 way sport seats that hug in all of the right places and are covered in high quality leather. The choice of other cabin materials and their layered combination are pleasing to the eye. My test car had cognac colored leather, a black dash, silver hardware wrapping around the cabin with mood lighting, and dark open pore wood running through the center stack. Taken together, the presentation was classy and felt premium. Other color combinations – such as black leather with aluminum finishes instead of wood – are not as successful in my eyes, but beauty is personal.

The 10.3 inch infotainment system and 12.3 inch digital instrument cluster – called Live Cockpit Pro – are very clear and easy to read. The center stack infotainment system is just like having an iPhone or Galaxy device present and the system is both quick and intuitive. BMW has definitely made some meaningful improvements here. The digital instrument cluster is a bit busy and some dislike the rev counter moving counter clockwise. I did not find it troublesome and it reminded me of some older Aston Martin units.

Primary competitors are the usual suspects – the Audi S4 and the Mercedes C43 from the homeland – and others – such as Infiniti, Lexus, Renault, and the Kia Stinger – all move in this space for some piece of the pie. But the BMW 3 Series has always been the benchmark. I’ve driven the S4, but not the C43. I have driven the C300. Taken as a whole, the BMW M340i is the better car than the S4 due to its superior driving dynamics and road comfort. The BMWs interior is a definite improvement and in the specification I tested it is very nice. But the interior in the Audi S4 is better and class leading.

Looking at the value proposition of the BMW M340i is challenging on the surface. The car starts at $55,000, but heated seats and other goodies are extras. Should one load a car up with options, an example can hit $69,000. However, most “buyers” lease in the near luxury segment. So, the conversation is really about residuals, packaging, and the strength of the marque’s financial arm. All of the German firms are very aggressive with lease rates here in the U.S. Typically, with some diligence and patience good sized discounts are available on German cars and trucks with some dealers focused on internet sales. Knowing exactly what you want has earned colleagues I know a $10,000 discount on a new BMW.

No car is perfect and the BMW M340i is has some shortcomings. First, the fakery really rubs me the wrong way – manufactured engine sounds in the cabin, the fake grill, and the fake vents should not be part of a $60K+ sports sedan or any vehicle for that matter. Second, BMW dropped the Touring or wagon option here in the U.S. and while the wagon did not sell in large numbers, it had a dedicated fan base. Third, the lack of a manual transmission option is frustrating because 25% of F30 cars had a manual here in the States. Other markets were even higher. Undoubtably, this is in the name of efficiency. Finally, while improved, the steering on the G20 should be better.

However, the G20s strengths are numerous. The B58 motor is superb and the fit and finish on the exterior and interior is excellent. Looking in the footwells everything was nicely finished and ditto in the trunk – classic places for cutting corners. The chassis is equally adept and with the adjustable dampers the car has excellent poise. The 14 way seats are very well done and the tech – both the iDrive system and the Cockpit Pro – are easy to manage and are very quick to see at a glance. Finally, the G20 feels like a BMW at rest and under power.

So, has the new 3 Series returned to proper form? I think the G20 is much improved and was a pleasure to drive. It’s fast and agile over lots of surface types and the car likes to dance – which fewer and fewer cars like to do. The brand and the engineering teams who made this car happen should be proud of what they have accomplished.

Is it the ultimate 3 Series? I have to say no. In my view, the third generation E36 is the high point of the 3 Series. The G20 is now 10 inches longer than the E30 3 Series, which introduced four doors to the world back in the 1980s. The new car is now almost 186 inches long. For context, the E34 5 Series, built from 1987 to 1996, is within .2 inches of the G20 for length and very similar in other dimensions. For me, the G20 is the modern day incarnation of what a 5 Series BMW should be – a fast and good looking sports sedan capable of covering long distances with four people and their luggage or handling all of the local duties of a busy family. The current generation 5 Series is so large that it is a 7 Series in disguise  and the 7 series is an ocean liner with wheels.

The G20 accomplishes many things with aplomb and is a very enjoyable car, but it is too big to be a real 3 Series. Taken in this light, the automatic transmission and no longer available manual option makes sense. The added luxury and fancier tech fits the profile of a 5 Series buyer still looking for a serious sports sedan. Finally, the B58 motor is a joy and will put a smile on any enthusiast’s face whether they are taking the kids to soccer practice, heading off to a meeting, or sneaking out for a Sunday morning blast. For all of these responsibilities and its sporting ethos, the new G20 will be a hit. Just take the time to negotiate a good deal.

The car is available for rent on the Turo platform.  Here is the link:
https://turo.com/us/en/car-rental/united-states/chantilly-va/bmw/3-series/668602

Happy Motoring

The post 2020 BMW M340i Review appeared first on A Taste for the Road.

The first generation model sold 270,000 units and was considered a hit by customers. Journalists were less smitten. The second generation, known as the Type 92A, built on the success of its elder brother, with Porsche ultimately moving 500,000 units to a global audience over seven years. While not the first sport SUV, that title goes to the BMW X5, the Zuffenhausen brand nevertheless set new benchmarks with the Cayenne and it is widely considered to be the most sporting SUV on the market – particularly in official turbo guise.

The Porsche Cayenne S reviewed here is from the 2015 model year, so it’s the face lifted version with updates to its front and rear end, suspension updates, new interior features as standard, and most significantly its engine, which became a 3.6 liter V6 with twin turbos in place of a normally aspirated 4.8 liter V8, for greater efficiency and lower emissions.

People buy or lease a Cayenne because the truck is a practical, versatile, and sporting SUV. The roofline allows tall adult to fit in the back seat and the rear roofline keeps large dogs happy and lets large boxes – such as an OLED TV – rest vertically. Like the Panamerica and the Macan, the Cayenne is ultimately a luxury product from Porsche and not a sportscar product on stilts with some luxury features – even though the brand has carved out a space for the Cayenne that makes it very sporting – particularly the Turbo and Turbo S.

At the heart of the second generation .2 Cayenne S is the aforementioned twin turbo V6 generating 420 hp and 406 lb of torque. 0 – 60 takes about 5.1 seconds and its top speed is just north of 150 mph. The eight speed is a Tiptronic unit and its automatic shift points are smooth in regular and spirited driving. But the unit in automatic mode is relentless in its search for efficiency. Tossing the center console lever into manual or pulling one of the steering mounted paddles brings the front end to a boil and using the center gear lever keeps it that way. For slicing and dicing traffic, manual mode is a lovely thing.

The chassis, suspension and steering dynamics were a surprise. The ride comfort, on the standard steel spring and dampers, was more comfortable in real world conditions than I expected, with excellent bump control. The steering is a hydraulic setup and the feeling is very good for a truck. The rack weights up progressively and despite the Cayenne’s mass – north of 4,500 lbs – the SUV tracks very well. There is a poise and sophistication to the chassis setup that is impressive. At no point during the day did I feel banged up at any time. The suspension just did its job without complaint.

The steel brakes were easy to modulate, progressive and had excellent feel throughout the pedal stroke. The Cayenne is a heavy truck and the braking system did a very solid job bringing this weighty SUV to a stop. Brake dust was minimal too – which is always appreciated.

The driver position is a standout, which is a hallmark of the brand. Everything falls readily to hand and the weighting of the controls is exceptionally consistent. Some of the switchgear – window controls, indicator and wiper stalks, and mirror controls – felt cheap and from the VW parts bin. The center console on the generation 2 is very busy and resolved with the latest version introduced last year. However, the overall quality of the Cayenne is very good and the version reviewed here – a 2015 with 90,000 miles logged – did not have a squeak or rattle in the cabin. That is impressive for a truck that has been used most days of its life in a variety of conditions since manufacture. Most cars and trucks feel more beat up by this juncture.

Being the practical vehicle, the Cayenne is a very user friendly mid-sized SUV with plenty of room in the rear seats for tall adults and space in the back for large boxes and luggage. The infotainment system is easy to use and while the version in the latest generation three Cayenne is a major step on, this system still feels relevant and functional.

As everyone knows, the SUV space worldwide has grown by leaps and bounds over the last twenty years and the sales growth of the Cayenne reflects this reality. Direct competitors come from German rivals and a host of products from Japan, Italy, and the U.S. to an extent. Much depends on the combination of features a buyer wants and Porsche has done an excellent job keeping the Cayenne fresh and unique – even against its sportier brother the Macan. While personal, I prefer the Cayenne for its greater functionality and practical statement of purpose.

Cayenne values have been steady and as a used truck proposition the generation two represents solid value. Here in the U.S., certified Cayenne S models can be found for $41,000 or so, with less expensive choices in the private and independent dealer markets. While more money, the Cayenne Turbo/S is a strong proposition at $55,000 – considering it was north of $150,000 new.

As with all Porsche vehicles, the road to used vehicle happiness is a full service history from a dealer or independent specialist, a full PPI, and a clean accident record. No matter how one slices it, Porsche ownership is not inexpensive. But you know that already if you are looking for one.

The Cayenne is a vehicle that for many Porsche owners may be their only experience with the brand and remain so because of its versatility and all weather capability, along with some sporting chops. For traditionalists, this will remain a sore point. But Porsche’s SUVs are luxury vehicles in an essential segment of the market that continues to grow smartly in the U.S., Asia, Europe, and elsewhere. Given the design brief and the enthusiastic following Porsche has for its SUVs, the engineering team hit the mark well. The Cayenne remains a real Porsche and with the new third generation version available now and a strong seller, there will be more to come as the decade unfolds. For many Porsche fans who need some utility with their enthusiasm, this is very good news indeed.

For anyone interested in renting this Cayenne via Turo here is the link:
https://turo.com/us/en-us/suv-rental/chantilly-va/porsche/cayenne/699078?searchId=-7-Uxn-E

Happy Motoring

The post 2015 Porsche Cayenne Review appeared first on A Taste for the Road.

For 2020 there are a few updates to both the two door and four door models. The most significant of which is the arrival of the diesel engine in the four door. The updated water cooled turbo charged 3.0 liter unit boasts 260 hp and 442 lb torque at 1,400 rpm and is $4,000 option. Some quote more because the engine is only available with the 8-speed automatic. Other updates include three trim editions: the Willy’s, the Wrangler Freedom, and the Wrangler Black & Tan. Primarily styling specifications, there are some modest package changes to optimize each model. These three editions have proven popular in the past and I expect these new additions will be as well.

The 2020 Wrangler Unlimited reviewed here is a lightly specced Sport S with the black hardtop, the seven inch Uconnect infotainment system, an automatic transmission, Granite Crystal Metallic paint, and floor mats. Combined with its black interior (saddle tan is a no cost option), the truck looks the role of a Jeep Wrangler, with a bit of spiffiness and polish on its silver 17 inch rims in the December sun.

This Jeep Wrangler has the stalwart 3.6 liter six cylinder pushing out 285 hp at 6,400 rpm and 260 lb torque. Prior to reviewing this Wrangler Sport S, I test drove a Sahara with the 2.0 liter turbo four cylinder, producing 270 hp and 295 lb torque, in my local hood and a second Sahara with the same 3.6 liter six. The turbo four has good punch and I can understand why people like it along with the superior mileage, even though premium fuel is needed. Some models also have the mild hybrid 48 volt system as well. I found in mixed driving I prefer the 3.6 liter overall. For those interested in 0 – 60 times, they range from about 6.5 seconds to 6.8 seconds, which is the same as a 1980s Ferrari 308GTSI or 328GTS.  Performance expectations change over time.

Chassis and ride dynamics are much improved over the older JK model. The dead steering on center is still present and in a straight line the truck still wanders a bit. I found making continuous movements shifting the truck left and right ever so slightly helped even this tendency out. As many will know, the steering design compromise is intentional to support the Wrangler’s off-road ability. For those driving on-road, some on the forums recommend playing with the camber and tire pressures to minimize the wandering effect.

Ground clearance and departure, breakover, and approach angles improve and vary slightly between models, with the two door getting a slight nod for better numbers. That’s before adding aftermarket goodies. All JL models benefit from being lighter than the JK by about 200 lbs. The brakes provided more than adequate stopping power and with the all season tires on this Sport S there shouldn’t be any complains in normal driving. With heavy knobbier tires, braking distances would increase, but that’s to be expected with less rubber touching the pavement. Off-road situations would be different.

The interior improvements on the JL are welcome, which combined with the updated infotainment system, make the new truck is a nice place to spend time. In base specification or with the more expensive Sahara and Rubicon models, I was very comfortable in either the cloth or leather seats, and placement of the various controls – with or without gloves. Panel gaps, plastic textures, and overall fit and finish now better reflects a product that can cross the $60K mark. The Uconnect system is easy to use, quick to change settings when asked, and has a pleasing set of fonts to read at a glance.

Moving to the rear seats and the tail area, the fit and attention to detail continues with similar plastic quality and metal gaps. I didn’t find any sharp edges or badly finished areas that could be a wear point over time. The tailgate is nicely balanced and requires very little effort to open and close – even with the spare tire attached. Thoughtful details abound as well, such as slots in the rear floor area for door and roof bolts, so they don’t get lost when these items are removed and stored for open air motoring.

As a styling exercise, the JL retains its classic Jeep Wrangler look while completely reworking the truck from top to bottom. Some manufacturers have done the same – such as the Mercedes Benz G550 – while others – such as the Land Rover Defender – have gone in a different route. The Jeep Wrangler and Benz G550 have been welcomed, while the LR Defender has been less universally praised. I think the Wrangler JL a handsome truck that absolutely reflects the design language of the Jeep brand and will look great ten years from now – covered in mud or all polished up in-town.

The cost/value question of the Wrangler is fascinating – judging by the Jeep forums and units sold or leased. The Wrangler is a practical 4×4, a premium truck, and in my view, an unconventional luxury vehicle for those wanting to splash out on something unique yet still remain connected firmly to the brand’s sensible military roots. The official price spread is from $28K to a bit more than $60K. However, my local dealer has new two and four door models outside their showroom for between $75K and $95K – a function of lots of expensive aftermarket add-ons. There is consistent demand for a new product Jeep does not build – a sub $100K Wrangler.

Jeep Wrangler resale values are very, very strong, with people paying top dollar for 20 year old versions with 200,000 miles on them. In my local area, that’s a $10/12K truck – if you can find one that’s road worthy. Lots of people really want to be part of the Jeep brand and are willing to pay for it. In my view, the best way forward is to either purchase or lease a new one or purchase a previously leased three year old model. Otherwise, you’re going to pay a lot for an older truck because demand is so strong.

While the Wrangler JL is much improved it has shortcomings. As mentioned above the steering can catch newbies off guard with it’s dead center and occasional quirks. The noise at highway speed can be unpleasant, particularly on longer journeys. The hardtop with sound deadening inserts definitely help, but there are limits for what is effectively a cinder block flying through space. A Jeep in any guise is not inexpensive and adding packages quickly ratchets the price beyond what many households can comfortably afford. Reliability can be an issue and some dealers are frustrating.

A special force in the Jeep and Wrangler world is the community of enthusiasts. They can provide a wealth of information on any issue or concern about a Jeep – whether as a current owner or a prospective one. From decisions around tire choice to working through a Jeep’s “extended warranty” – which is really a service contract – there is always someone who can provide an authoritative, detailed answer. The special Jeep wave among enthusiasts is a unique note of camaraderie among fans.

In sum, the Jeep Wrangler represents something genuinely unique in a sea of monotonous SUV and CUV products Stateside and around the world. The truck looks the part, has many unique features, and is coveted by young and old. The JL series is a significant improvement over its predecessor and much better on pavement – where most Wranglers live in the wild. If you can live with the Wrangler’s compromises and work through its pricing, you’ll be rewarded with a vehicle that has a wide range of skills and is very manageable in the real world.

Happy Boulder Skipping

Here is the Turo.com rental link for this 2020 Jeep Wrangler in Charlottesville, VA:

https://turo.com/us/en-us/suv-rental/charlottesville-va/jeep/wrangler-unlimited/688155?searchId=TmkRPS6N

The post 2020 Jeep Unlimited Review appeared first on A Taste for the Road.

The 2019 Ford Mustang GT, now in its sixth generation, having been introduced in 2015 and refreshed in 2018, is the first Mustang to have been conceived as a car for global markets. Currently sold in over 140 countries, about one third of all Mustang’s are now shipped overseas. China absorbs 25% of all Mustangs, Germany picks up over 10,000 units a year, Bulgaria becomes home for approximately twenty cars each year. The list goes on.

During the car’s development, Ford thought their turbocharged four cylinder would serve these markets. But orders have consistently been for the full fat V8 model, with the average price for international transactions being $54,000. So, it is clear there is a global market for American V8 coupes to tear down the German autobahn or cruise through the streets of Shanghai.

The Mustang coupe reviewed here is the standard GT. So, in addition to its five liter V8 and Getrag 6-speed manual, the car had the standard brake system, fixed springs and dampers, cloth seats, and standard exhaust. Two options were installed: the Sync3 infotainment system and the a safety system providing blind spot protection, lane assistance, and collision monitoring.

The Mustang GT is powered by Ford’s five liter V8, affectionately known as the Coyote. Official power figures are 460 hp at 7,000 rpm and 420 lb of torque at 4,600 rpm. The engine block is aluminum. Seat of the pants performance measurements leads me to think its around 500 hp. Given the car’s weight, the Mustang is too quick for Ford’s quoted numbers. And I was driving the traditional 6-speed, which is slower than the 10-speed automatic.

The Getrag 6-speed manual is an excellent gateway to Coyote V8 up front. Each gear was precise and spread out enough for choices to become intuitive in short order. 1st gear on this example was a bit tight moving to 2nd, but I’m sure it will open up with a bit more use and mileage. My test car had about 2,600 miles on the clock. The clutch is good, but like the Camaro 1LE is test drove earlier in the year the friction zone was at the upper end of its travel and lacked a bit of feel at the top. I prefer when clutch plates bond in the middle of the clutch arc and provide more communication. With a bit of time, I got used to the setup.

The GT runs on 18 inch Pirelli Nero all seasons that provide solid grip in wet and dry conditions and the standard brakes are 14 inch disks up front with four pistons and 13 inch single piston disks on the rear. Braking performance was very good, with excellent feel and pedal modulation.

The standard fixed dampers and springs were a surprise for their compliance, control throughout the stroke, and overall sophistication. Backroads in Virginia aren’t known for being glass smooth and the GT soaked up uneven tarmac and pavement undulations remarkably well for a car of this weight and size. Ford engineers need to be applauded for tuning the standard GT with chassis polish. In the past, upgrading to the V8 wasn’t enough. Buyers needed to check off additional boxes to achieve something resembling chassis dynamism. This is no longer true and the change is most welcome. Ordering and speccing the base V8 is no longer an exercise in explaining away shortcomings.

My test car had the traditional speedometer and tachometer, with a digital center area for other information. Everything was easy to see in a variety of lighting conditions at a glance and the fonts and colors complimented displays elsewhere in the cabin.

The center console stack in the GT is also a simple affair with a good sized screen and easy to read fonts and solid backlighting. Sections below for controlling radio settings, cabin temperature, and a few of the electronics available fell readily to hand. Some might fuss about the lack of options, but the simplicity of the controls was welcome in a world where it can take way too long to change a setting – even while stationary. All of it worked flawlessly during my day with the car.

The steering wheel is wrapped in nice leather and a bit of padding underneath.  This three spoke number had a very nice feel to it. Wheel thickness is tradition for normal hands and the wheel circumference is also not too big. Steering effort and feel at low speeds is quite good. When the speed increases the steering loads up to become quite firm, but at a loss of some road feel. The feeling is numb rather than fake. Drivers can compensate because the car communicates elsewhere. But the steering feel could be better.

The overall design focus and layout is a very nice mix of the old and new. Tradition going back to the beginning of the Mustang has been respected and preserved, while making sure the car has current technology applications. The Sync3 system is easy to use, quick to change settings, and isn’t complicated.

One big disappointment is the quality of the interior. There are too many cheap, hard looking plastics throughout the cabin, with unconvincing attempts to simulate other materials – aluminum, leather, and chrome. Given the car’s price range – starting in the high 20’s – I’ve seen much better plastics in vehicles at the same price point. And considering the Mustang GT can be specced to over $50,000, the lack of more premium cabin materials is frustrating. Some will respond but stating it’s a pony car, and cheap bits are to be expected. After all, Ford spent “all” of the money on the motor and chassis. But why tolerate something that’s easy to resolve and wouldn’t cost a lot to upgrade? Ford did chose to swath almost everything in matte black, so the shortcomings are slightly less glaring.

Styling decisions are always subjective, but I think the Ford Mustang is a handsome looking coupe – particularly in the shade of blue found on the car I drove. The hood and roof bump outs look purposeful, the front lights have interesting details, and the rear lights remain traditional. The “5.0” label is prominently displayed on the front quarter panels and the standard quad exhaust system has an authoritative bark.

The value question is interesting. At list price, before options, the Mustang GT is about $37,000. But Ford dealerships in my area and elsewhere are discounting them by $7,000 before negotiation. At approximately $30,000, the GT is a great deal providing eight cylinder power, a manual transmission or 10-speed automatic, and very solid build quality.

In sum, the S550 Mustang GT surprised me with its sophistication and chassis dynamics. Its Coyote V8 is very potent, but it never overwhelms the car and the GT’s poise in base form is impressive. The car still has pony car attributes. However, like some pricey jeans that have been scuffed up a bit prior to being put on sale, the Mustang feels like the engineers at Ford developed a sophisticated platform and then dialed it back just enough to satisfy the faithful. The Mustang sounds and feels very American and there is no doubt where it was conceived. But now its high revving motor has three different voices and revs comfortably beyond 7,000 rpm, where earlier versions sang only one tune and it all fizzled much earlier. Combined with suspension dynamics for American road, a ridged chassis, and decent visibility and ergonomics, there is a lot to recommend with the S550.

Turo Rental Information:
https://turo.com/us/en-us/car-rental/ashburn-va/ford/mustang/699008

Happy Driving

The post 2019 Ford Mustang GT Review appeared first on A Taste for the Road.

At the heart of the Indian Scout are a combination of great looks and a strong motor attached to a chassis with some dynamism. Whether in color and chrome or in regulation black, the designers got the balance, proportions and details of the Scout right. A long sculpted tank sweeps back from the steering head gracefully, the fenders front and rear arch elegantly around the bike’s sixteen inch tires and rims, and the chrome elements work harmoniously.

The engine is a beauty and sounds authoritative through its two exhaust cannons. The engine is a chassis stress member and the alloy frame components – one integrating the radiator – are stout, nicely finished, and meld well with all of the bright work and chrome. While personal, I thought my review example in blue and white with chrome, looked great in the November autumn sunlight.

At 1131 cubic centimeters or 69 cubic inches, the Scout’s motor produces 100 hp at 8,100 rpm and 72 lb of torque at 5,900 rpm. The engine is potent and energetic for a cruiser and the firm’s engineers need to be congratulated for its tractability and refined characteristics in light of the performance figures higher in the rev range. I found the engine smooth and efficient at low revs – while remaining characterful. At the upper range, between 6,000 and 8,000 rpm, the engine is downright snarly – and a bit buzzy through the bars and pegs.

Belt driven, the Scout’s engine power to the rear wheel is smooth, linear, and without lash or quirks. Working the throttle – acceleration and deceleration – instilled confidence. What my right hand did translated exactly as intended to the rear wheel. Combined with the stout frame, it is easy to see why riders of all skill levels remark on the Scout’s smooth thrust down the road. Even at a spirited pace, the chassis never felt like it was going to tie itself in knots at any point. Moving from stop light to stop light in some medium traffic, the Scout is very well balanced. Even in crawling traffic the engine and transmission are docile. This alone is very confidence inspiring for new riders in urban/suburban environments.

The front brake is a single disk affair of 298mm with a four pot piston, while the rear has the same disk diameter but only a two pot piston. The brakes offer solid performance, with progressive and smooth lever and pedal modulation. My test bike did have ABS, but I did not have an opportunity to test its functionality in battle. The Scout comes with a well spaced 6-speed – the Scout Sixty arrives with a 5-speed – and moving through the gears with the bike’s reasonably smooth clutch was without issue. Occasionally, I found neutral when I did not want it. The pull force required for the clutch is a bit firm in my view – given the bike’s core audience. Standard brake and clutch levers are non-adjustable and should not be at this price point.

The instrument cluster is a simple affair and tastefully presented in red and cream with a small digital section at the bottom.  It has all of the essential data readily at hand – speed, gear selection, rpm, and other settings – some available through a lever allowing access to various information. It took about 10 seconds to understand how it all worked.  There are no rider modes and there is no need for them here.

The tank holds 3.3 gallons of fuel and over my 200 mile test ride I got 60+ mpg in a mix of riding conditions – perfectly respectable in my view. The seat height is very friendly at under 26 inches, which for shorter folks like myself is welcome. There was never the smallest concern, even on gravel and leaves, that my feet wouldn’t be sure footed. Given the bike’s inherent balance, the machines wet curb weight of about 560 lbs was easy to manage.

The suspension provides three inches of travel out back from its twin shock setup and a little under five inches of travel up front. This setup is easily the bikes weakest link over a variety of surfaces. When the pavement is very smooth the suspension does its job quite well. But when the tarmac is marred or if the rider needs to pass over anything involving something more substantial, the limits become clear. On several instances, the rear suspension blew through its three inch stroke and used my backside and spine for the remainder of its travel needs. This was not welcome. The front forks are better by comparison, but their lack of poise and sophistication is obvious. If I owned a Scout, my first modification would be to upgrade both ends of the bike with quality suspenders. Indian’s accessories catalog and the aftermarket have a number of options available, some quite affordable. This upgrade would be money well spent.

The fine looking leather seat is reasonably comfortable, but I did experience a bit of numbness after approximately 50 miles. A short break to take a few pictures and film solved this problem. The accessories catalog has other options to solve seating challenges. Overall, the rider ergonomics are reasonably comfortable by midsized cruiser standards. It is no commuter, but for Sunday rides to enjoy the scents and sounds of the countryside with no destination in mind, the Scout is a very solid choice.

Primary competition for the Indian Scout comes from Harley Davidson and its Sportster model and some versions of the Softail. The big four Japanese firms have bikes in this space as well. However, for those wanting a motorcycle made here in the United States – it’s an Indian and Harley Davidson showdown.

The Scout comes in two flavors with the smaller engined Scout 60 starting at $8,999 (another $800 with ABS) while the standard version begins at $11,499, with two-toned versions like the one reviewed here starting at $13,299 with ABS. Sales have been strong since the bike’s introduction in 2015, and in my search I only saw a few 2019s available at area dealerships, with some 2020s arriving here in November 2019. Similarly, used Scout’s are available in limited numbers and at price points reflecting strong pricing in the second hand market.

The Indian brand has created a motorcycle with a combination of classic good looks, potent cruiser performance, lovely exhaust note, and approachable ergonomics at a reasonable price point for most models. Combined with an extensive accessories catalog allowing owners to make their bike more comfortable, a better tourer, or project something important to the world, the Scout is a bike that hits high points for lots of people. During my day long review I had any number of people in their cars or passersby take a second or third look at the bike. For many, the Indian Scout is a great looking American motorcycle that visually represents what motorcycling is all about here in the USA.

Happy Riding

The post 2017 Indian Scout Review appeared first on A Taste for the Road.

On the surface, the Himalayan has design and engineering swagger combined with the humble. The bike has a famous designer, Pierre Terblanche, and the machine looks the part, with a purposeful go anywhere stance. The Himalayan’s frame was developed by Harris Performance UK, a well known producer for WSBK, MotoGP, and Isle of Man TT teams.  Royal Enfield purchased the firm in 2016 as part of a broader design and engineering center buildout in Britain.

The performance specs are modest by adventure standards, with its 411cc air-cooled single cylinder engine producing 24.5 hp at 6,500 rpm and 26 lb torque around 4,500 rpm. The motor is mated to a 5-speed manual combined with a wet clutch and Keihin fuel injection. Non-adjustable 41mm front forks have 200mm of travel and the rear mono shock has 180mm of movement. The front brake is a single disk affair with a non-branded four piston caliper, while the rear brake is 240mm with two pistons and branding by ByBre – the Indian subsidiary of Brembo.

The Himalayan is not particularly light at 426 lbs wet, but the adventure bike does have an agreeable 31.5” seat height and a 3.96 gallon tank offering a 200+ mile range. 70 mpg is quoted and is pretty spot on. The suspension was more firm than expected, but provided some decent bump control in a number of conditions.  As an adventure bike, I would like to see some further compliance on washboard surfaces and chopped up pavement.  The bike comes with some some helpful extras as standard: a substantive skid plate, some crash protection around the tank, and a center stand. Finally, the motorcycle has a classic off-road combination of a 21” front spoked rim and a 17” spoked rim rear. For the U.S. market, the bike comes with Pirelli MT-60 tires and they provide very good overall grip.

The dash is quite comprehensive as it includes a tachometer, speedometer, fuel gauge, and a compass – a feature I found quite handy. All of the dials are easy to read at a glance and hold up pretty well in direct sunlight too. The bezels include a bit of chrome – which didn’t go amiss – and the fonts are pleasing to the eye.

So, what is the Himalayan like to ride? For starters, the ergonomics are pretty good. I’m 5’7” with a 29.5” inseam and the rider triangle – foot pegs to seat to handlebars – is pretty comfortable. The clutch and brake levers are a bit far out, but nothing an adjustable aftermarket set could not fix. The mirrors are stable and functional at speed and the fuel tank is reasonably narrow. Thus, getting comfortable is not an issue. The throttle is long and linear which serves an adventure bike well.  The injected fueling is excellent.

Due to the modest power output and a focus on riding the torque curve, the bike rewards when the rider is thinking ahead. Initial tip into the corners is excellent and the chassis and Pirelli MT-60 tires proved to be a good feedback combination. Mid-corner turning does require a bit more pressure on the bars, but nothing untoward. The Himalayan is very stable at a walking pace and at speed and is one of its impressive features. As a riding device, the bike rewards for consistent inputs on or off-road.

The Himalayan is an adventure motorcycle you firmly sit in rather than on. Whether this works for a rider very much depends upon his or her riding style. I found sitting in the bike to work well. Combined with the motorcycle’s narrow dimensions, reasonable ergonomics, and overall stability, the Himalayan is an easy bike to ride.

Competitors include the BMW 310GS, Kawasaki Versys 300, a number of 250cc dirt bikes, and used machines, such as the KLR650. Their relative strengths or weaknesses versus the Himalayan are derived from the types of riding one does, where one rides, and for how long. The 250cc dirt bike segment excels in trail conditions and have definite advantages over the Himalayan. But as road machines, they suffer over longer distances. The KLR650 is very capable, but is top heavy. The 310GS is finished to a higher standard in India and has more features, but its alloy rims are not ideal for off-road conditions. It’s also more expensive to purchase, service and repair.

The Himalayan is far from perfect. The first shortcoming is the front brake. Exceptionally wooden in feel, the front brake’s performance only comes on tap when the lever is close to the bar using all four fingers. Front braking does exist, but there is little modulation. Pull the lever hard towards the bar and the stoppers show up. The rear brake is another story with very good feel and modulation. Using the rear disk is a pleasure and essential when stopping the motorcycle smoothly. The rear brake made short work of some tight turn police riding skills as a warm up practice drill.

Second is the windscreen. In addition to wobbling at speeds above 25 mph and generating some turbulence, the screen directed considerable air onto the top half of my helmet. Taken together, and the noise both issues generated, riding became less pleasurable after several hours at speed. If I purchased a Himalayan – an intriguing idea – I would have to replace the windscreen.

Finally, the engine’s modest power can be frustrating. Overtaking isn’t an option and above 50 mph the bike begins to shake, which is tiring over longer journeys. An additional 10 hp would make a significant difference in a variety of conditions and to keep up with modern traffic.

However, on backroads with speed limits in the 30s or better roads in the 40s, the Himalayan is in its element. Light on its feet and very stable, a rider can flow corner to corner in comfort knowing the bike remains poised on pavement and dirt. The Himalayan excels in the arena of roads less traveled – be that close to home or around the world.

Taken as a whole, the Himalayan is a very competent motorcycle and not a curiosity. Royal Enfield needs to be congratulated for seeing local, and subsequently, global market potential in producing an affordable, spartan adventure motorcycle serving dual roles as practical transportation for households in global growth markets and overland travelers from the West.

For $4,750 plus tax, tags, and trinkets here in the United States, the Himalayan represents very solid value for money in a segment dominated by much more expensive equipment. And while other choices exist, they don’t possess the same combination of attributes. Maintenance couldn’t be easier and at very affordable cost points. Yet, it’s unusual with a bit of design flair and Italian influence via the bike’s South African designer and the fact you don’t see many on the road or the trail.

Where I think the Himalayan ultimately excels is through encouraging people to get off the beaten track. In a world with buyers purchasing and making payments on $30,000 adventure bikes – how likely are they too push themselves and a bike they are worried about damaging on a trail or hill and then cannot lift up again? The Royal Enfield effectively eliminates all these issues and concerns by putting the rider back in the driver’s seat and encouraging them on to discover something new at affordable rates.

The Royal Enfield Himalayan can be rented via the link below:

https://www.riders-share.com/listing/adBDf36D3ueBoLcYh

Happy Riding

The post 2018 Royal Enfield Himalayan Review appeared first on A Taste for the Road.