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.

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.

Like all Moto Guzzi motorcycles since the firm’s founding in 1921, the V7 iii is produced in the firm’s factory located in Mandello del Lario, outside of Lake Como, in Italy. The company’s continuous production of motorcycles for the last ninety eight years makes Moto Guzzi the oldest European manufacturer of motorcycles. Moto Guzzi enthusiasts worldwide take great pride in this fact and point to this uninterrupted heritage and tradition as powerful evidence of the brand’s specialness in the industry.

The V7 iii Racer, like all V7 iii models, received a new double cradle frame, with a steering head set at 26.4 degrees for sharper turn-in and better overall handing. The new 744cc transversely mounted two valve, air cooled V-twin received new pistons, heads, crankshaft, valves, engine management system, and updated shaft drive. The result is a bump to 52 hp at 6,200 rpm and 48 lb torque at 4,900 rpm. Out on the road, the engine story is certainly the torque and the pleasures of riding it from corner to corner. Gently rocking from side-to-side at rest, the thrumming engine note from 1,500 revs to about 6,000 rpm is linear and satisfying.

Shifting through the 6-speed transmission is direct – most of the time. The transmission did exhibit some classic Guzzi traits that will disappear with greater use – difficulty finding neutral, false shifts, and occasional clunkiness. These transmission qualities have always been part of the Guzzi experience, and for traditionalists this is part of the bond between human and machine. I liked the V7s transmission and the dry clutch – its dance partner. While assisted, the clutch friction zone was always linear and therefore provided confidence regardless of the circumstances – in town or on back country roads.

The Brembo brakes gave a solid feel and provided good braking performance – appropriate for the bike’s power and torque. Up front is a single 320 mm disk with a four pot caliper and a single 260 mm disk out back with a two pot caliper – both axial mounted.

The suspension includes 40 mm unadjustable Kayaba front forks with black gaiters, providing five and a bit inches of travel. Out back are two Ohlins units offering up full adjustability. On the road, the Ohlins provided very good damping. The front forks gave decent control, but I would have preferred more compression for better feel.

The electronics package is basic – ABS and traction control. Frankly neither is needed, given the moderate power on tap. But for slippery situations – rain, painted white lines, rider mistakes – both ABS and traction control are excellent technologies to have on board. The V7 iii does not possess any ride modes, but does have a mode button for cycling through different settings and information – trip, fuel, time, etc – and the display on the clocks is easy to read. The speedometer and tachometer combo – like the Special, the Racer gets both – are easy to read, have nice chrome bezels and the fonts are pleasing. I did not ride the bike at night, but I suspect there would be no problems viewing them at a glance for important information.

Reviewing the Moto Guzzi forums for issues and challenges, the V7 ii/iii has been reliable overall. The clutch cable on some units needs correct adjustment and the aforementioned break-in patience for the transmission is a requirement. Oil consumption is reasonable and parts availability via GuzziTech – if a dealership is far away or not helpful – is a great resource here in the U.S.

Primary competitors include the Harley Davidson Sportster, the Indian Scout, and Triumph’s Street Twin. The Street Twin is comfortably Triumph’s best selling model – and buyers spend the most on accessories. Globally, the Street Twin is a strong competitor with its 900cc motor and good looks to the Moto Guzzi V7 iii series. Here in the U.S. the Sportster has sold well, but other brands have their enthusiasts too. Consequently, when looking at new and used V7 models, there are some great deals to be found through the classifieds. At list price, the V7 Racer is just under $10,000. But, without much effort I found new 2017 V7 iii Racers for sale at $8,500, slightly used ones with 500 miles on the clock for $7,500, and the owner of the Racer I rode via Riders Share spent even less on his with 700 miles. For the money, the V7 iii is a lot of motorcycle. Moto Guzzi spent time and money on important areas that would be hugely expensive to change and the high quality welds, paint, and finishes give the stance of a more pricey steed.

Standouts for me include its engaging ride, a torquey motor with a subtle, lovely sound, its great looks, a deep genuine heritage going back almost 100 years, very good fuel economy, and excellent value for money. There are weaknesses – a lack of front end feel, an occasional missed shift for a transmission still breaking in, the basic electronics, a weak dealer network – but taken as a whole the Moto Guzzi V7 iii Racer offers a uniquely rich experience in a segment with some bland choices.

I certainly enjoyed my time exploring Virginia’s backroads in and around The Plains, VA on the the Racer edition of the V7. If you are searching for an approachable, soulful and affordable riding partner, the V7 is definitely work a look.

Riders Share Motorcycle Rental link:
https://www.riders-share.com/listing/XGwMxhG6pzKcRvcf3

Happy Riding

The post 2017 Moto Guzzi V7 iii Racer Review appeared first on A Taste for the Road.

Ducati has expanded the 2018 Scrambler range with three versions – Standard, Special, Sport – using the firm’s heavily revised 1100cc two valve v-twin engine. All enjoy the same power and torque. However, the Special gets a unique chromed exhaust, spoked wheels, brown seat, gray paint, and some aluminum finishes, while the Sport gets Ohlins suspension front and rear, black and yellow paint, and other visual changes.

Motor

The 1100cc v-twin produces 86 hp at 7500 rpm and 65 lbs of torque at 4750rpm. Heavily revised from the 2012 Monster 100 Evo – which produced 100hp and 77 lbs of torque – the engine in the new Scrambler Ducati has a very broad torque curve from 4,000 rpm through to 6500 rpm. The effect is a spread of meaty twist force in exactly the place where you want it in the real world – commuting in city traffic, riding down back country lanes, and parking in front of your local watering hole. Extra features include larger 55mm throttle bodies and larger valve overlap – 16 degrees – in the heads to help provide extra grunt. Power delivery and throttle response at any speed – even through roundabouts at 3 mph – is an absolute dream. Like all two valve air/oil cooled v-twin Ducati engines, the exhaust note is fantastic – even with the Euro 4 silencers. How they got this sound to satisfy global regulatory agencies is a wonder. The engine was a joy to listen to during the review.

Transmission and Clutch

Clutch lever action is very light and progressive. Unlike some other Ducati models the friction zone is almost in the middle of the lever pull. For those with long enough fingers, utilizing the clutch is a genuine one finger affair. All three variants come with a slipper clutch. The transmission is very good, but did require a slightly firmer push from one gear to the next. I did find neutral twice during my 200+ mile test ride. Six gears are available and the ratios are quite wide, encouraging riders to enjoy the wave of torque from corner to corner.

Chassis and Suspension

The Standard and Special 1100 Scramblers come with 45mm Kayaba front forks and a Kayaba rear shock, while the Sport gets the upgraded 48mm Ohlins units up front and an Ohlins unit in the rear. The Kayaba and Ohlins units have the same level of adjustability – spring preload and rebound dampening up front and the same on the rear. The Ohlins are a touch heavier, hence the Sport has a few extra pounds. The frame is the same on all bikes, tubular steel up front with an aluminum rear subframe. Both sections are very nicely finished. The wheelbase has grown almost three inches to 56.9 inches and the rake has been extended from 24 to 24.5 degrees from the Scrambler 800. In all dimensions, the Scrambler 1100 is a bigger motorcycle.

Ergonomics

The rider triangle is neutral, canting the rider forward to a minute degree. There is virtually no pressure on the wrists and knees are bent a bit beyond 90 degrees. But the riding position is very comfortable and will provide shorter people and folks who are taller a range of positions that are comfortable. The bars fell right to hand and it was easy to tuck my legs in next to the bike. I did feel the tank a bit – which has grown to 4 gallons. However, it never got in the way. The seat is very well padded and provided all-day comfort during my 200+ mile test ride. Pillions should find equal padding out back for those riding or cruising two-up. Given how hard and uncompromising some Ducati seating can be, this will be a revelation to anyone who is used to riding a hypersport on the street.

Wheels, Tires, and Brakes

The Special gets spokes and the Standard and Sport get the same aluminum alloys. Tires are Pirelli MT60RS dual sports – 18 inches up front and 17 in the back. They were a surprise for their high grip levels, feedback, and turn-in. The M4.32 Brembo brakes are right off the Ducati 899 and the Supersport and provide confidence inspiring feel and stopping power. The front lever is light and progressive, in keeping with the wide demographic of riders who this model appeals to – despite some heavy promotion to hipsters.

Instrumentation and Electronics

The Scrambler 1100 is a big step on from the 800 with three rider modes and other options – such as changeable traction control settings. The 1100 has cornering ABS – courtesy of a Bosch IMU – and this electronic aid is the only motorcycle in the segment with this feature. Active and Journey riding modes offer the full 86 hp on tap and City cuts power to 75 hp. All three settings have distinct personalities and changing them on-the-fly is not hard.

The 1100 has some additional instrumentation for gear selection and speed while respecting the original design intent of the 800 Scrambler. I did find some pieces of information difficult to read at a glance due to the monochrome LCD background. Given the focus on style and the availability of TFT setups from a variety of other companies at similar (or lower) price points, updating this setup would be welcome.

Style and Attention to Detail

The Scrambler 1100 has a variety of paint flourishes, finishes, metals, and other details to differentiate it from the original Scrambler 800 and the competition. For some it will be a blank canvas upon which to dream and the accessories catalog provides some interesting options.

The 1100 has LED indicators, a headlight X with the Ducati logo in the center, and a LED light circling the edge of the headlight. There are lots of metal bits where plastic or another composite material was previously fitted on the 800 in the engine area.  There is brushed aluminum throughout and the paint finishes are very flattering in the sunlight. Even with some dirt and dust on the bike, the 1100 looks good. Such is the attention to esthetics by the design team.

Price and Value

The Scrambler 1100 Standard is $12,995, the Special is $14,295, and the Sport is $14,995. These are premium prices but they reflect a focus on superior materials and style over a strict calculation of hp and dollars spent. What you do get is a different ride versus the competition – a very Ducati experience. The air/oil cooled v-twin produces a very unique sound and feel, the electronics package – particularly the IMU – is compelling, and the bike has many interesting details and finishes to enjoy. For those buyers who want and need this type of riding experience, the combination is hard to find elsewhere.

Final Thoughts

I have had the advantage of testing the Scrambler Ducati 1100 after its market introduction, read about its sales numbers, and reflected on the Scrambler brand’s broader success and challenges. In truth, Scrambler 1100 sales have been soft worldwide. Part of this reflects slow motorcycle sales overall – Harley Davidison’s sales are down significantly – and shifting demographics in the powersports industry. People are buying few hypersport/sportbikes – which is important for Ducati – and other performance categories have been impacted too.

Ducati has marketed the Scrambler brand very heavily to male hipsters – dudes with beards, earrings, tattoos, and billfolds hanging from a chain. Early on this focus worked to bring new riders into the brand and Scrambler sales during the first 18 months were strong. But are those riders who started on a Scrambler 800 ready to upgrade and do they have the financial wherewithal to make it happen? For many millennials, household budgets are tight – and beyond.

With more women getting involved in the sport, is Ducati’s predominant focus on male hipsters going to encourage women to more seriously look at the Scrambler brand – and Ducati more broadly?

A good portion of those who bought the original Scrambler 800 were not young bucks in their 20s and early 30s. They were folks in their late forties, fifties, and sixties who where looking to recreate their teenage dirt bike adventures from the 1970s and early 1980s. They enjoyed the Scrambler 800’s fun, lighthearted spirit. They loved the idea of tearing around some dirt trails in something simple and affordable. Are they now ready to upgrade to a more serious, expensive, robust and adult motorcycle?

What is undeniable is that the Scrambler Ducati 1100 is a very good motorcycle for a lot of different riders – those interested in upgrading from a starter bike, those returning to the sport, and those moving from a hypersport to something more comfortable. The Scrambler 1100 has excellent handling characteristics, a characterful motor, a compelling electronics package, light controls, and quality bling. It is simply a very enjoyable bike to ride.  Time will tell if this combination of attributes is enough to lure buyers.

I suspect the one to own is the Sport with the Ohlins suspension.  The up-charge is good value considering what the Ohlin’s offer.  The Sport will sell in small numbers, due to its higher price, and therefore be sought after once the model is retired.  Like the Ducati Sports Classics from a decade ago, these types of bikes hold their value well as time passes.  Stay tuned.

I’d like to thank Ducati Winchester/DucPond Motorsports for lending me the bike over two days.  They can be found and reached here:

https://www.ducpond.com/
pete@ducpond.com

The post 2018 Scrambler Ducati 1100 Special appeared first on A Taste for the Road.

The route is a good one for many reasons, including light traffic, lovely scenery, and friendly people. It’s also a great way to evaluate the real world capabilities and shortcomings of a motorcycle. The pavement conditions change frequently and potential hazards are few, leaving plenty of mental energy to evaluate whether the machine underneath is greater than the sum of its parts and performance statistics.

Ducati motorcycles are known for their racing prowess, style, power, firm ride, and occasional fickleness. The revised 2017 Monster 1200s is one of their premium choices and the second most powerful in their current Monster lineup.

Motor

Using a revised 1200cc 90-degree liquid cooled v-twin, with a bore of 4.17 inches and a stroke of 2.67 inches, the Monster produces 148 hp at 9,250 rpm and 91 lb ft of torque at 6,250 rpm.  56 mm oval throttle bodies, 2 spark plugs per cylinder, ride-by-wire (necessary for the ride modes), and and a staggered shotgun style 2 to 1 to 2 exhaust setup help create a smooth running setup. The compression ratio is 13:1.

Like all Ducati’s, the Monster 1200s uses the firm’s desmodromic valve operation system to control and rise and fall of the engine’s valves, eliminating the use of valve springs and their inherent shortcomings. Official valve services are every 18,000 miles with oil intervals at 9,000 miles. When asked, my local dealership agreed the valve service interval is fine for regular street use, but recommended changing the oil at 4,000 miles. Seems sensible as 9,000 miles is too long to punish the same four plus quarts of oil in varied conditions. Best to keep a Ducati (or any motorcycle for that matter) healthy long-term. Premium fuel is required and you can expect 39 mpg in mixed riding conditions.  That’s been my average over almost 2,000 miles.

Transmission and Clutch

The 6-speed gearbox with straight cut gears, offers shifts that are quite smooth. The 1200s has a quick shifter as standard and it works well in the upper rpm bands. In the lower 2/3 of the rpm arch, I preferred using the clutch as the action is smoother. Taken from the Panigale, the interrupts could be modified further for more seamless up/downshifts in real world situations.  In traffic, the quickshifter produces shifts that upset the balance of the bike and the rider a bit.  Despite the advertisements, shifting old school – or in conjunction with the quickshifter – most of the time produces a better transition into another gear.

Chassis and Suspension

The 48mm fully adjustable Ohlin front forks are very good and with a bit of adjustment provide that firm, well damped feel typical of of these premium suspenders. The Ohlins rear mono shock is also fully adjustable and provides identical composure, keeping the rear of the bike both planted and offering plenty of feel. Shortened over the previous model, the single-sided aluminum swingarm is both very stiff and helps make this Monster turn more quickly. There is now a flickability to the chassis that was missing from the previous edition due to its 58.46 inch wheelbase.

Ergonomics

The riding position is slightly forward to the handlebars, so wrist pressure is light. The foot pegs are back far enough to provide good cornering clearance without creating knee strain. Only after a full day of riding do my knees begin to complain. The stock seat fits me quite well and has good padding, but a lot of owners replace their seats with aftermarket items from Sargent, Corbin, or Ducati Performance. The foot peg-to-exhaust and foot peg-to-swingarm relationship is better than on the previous model, but even with my size 8 boot, I find my heal touches both periodically. Given the completely justified complaints on the previous model, Ducati should have resolved this once problem and for all. There is still some work to be done here.

Wheels, Tires, and Brakes

Lighter, multi-spoke rims are mated to Pirelli Diablo Rosso III tires that provide excellent grip combined with an evenly curved profile. Often a rear 190 section tire can slow turn-in, but these Rosso IIIs are excellent. Brakes are Brembo’s top-of-the-line M50 monoblocks, which are the same as the Ducati 1299 Panigale. Stopping power is immense and more progressive than on the Panigale due to a different brake master cylinder. The rear brake is a 245mm disk and it feels a bit wooden, which is typical of Ducati’s. But the feel is an improvement from previous versions.

Instrumentation and Electronics

The instrumentation and electronics are  comprehensive as a package and include a very clear TFT screen. Three rider modes are on offer – sport, touring, and rain – and there are noticeable differences in their behavior and feel. An array of information options controlled by tactile switchgear – traction control, wheelie control, ABS – are available. The biggest update is the IMU or internal measurement unit, which offers cornering ABS on a Monster for the first time. Sport mode is my favorite as it provided the most immediate response and the greatest Ducati feel.

Style and Attention to Detail

The M1200s is stylish and like many Ducati’s has a combination of colors and finishes that complement each other well. However, the look could be cleaner with exposed cooling hoses not looking particularly integrated and other bits placed in ways that do not always flatter. Some other firms from Japan and the United Kingdom do a better job hiding these plumbing and wiring systems.  I also find my right leg hitting the exhaust system, which was frustrating.  I’ve gotten used to it over time, but the setup could be improved.

Price and Value

As a package, the 2017 Ducati Monster 1200s offers an excellent combination of performance, style, top-of-the-line components, first rate build quality, panache, and a compelling exhaust note. While the Japanese Four make some potent products for less, Austria’s KTM has their Super Duke 1290, and BMW offers a number of stylish naked bikes, Ducati has defined the naked bike segment since the beginning, they have a strong group of longstanding enthusiasts who shower love on their bikes, and a style that many enjoy.

Many Ducati enthusiasts, myself included, will tell you that riding a Ducati is about creating an experience and building a relationship. Riding along the serpentine byways and curves of Virginia is a great way to begin that bond.

Happy Riding

The post Ducati 2017 Monster 1200s appeared first on A Taste for the Road.