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

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

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The post 2019 Triumph Street Twin Video 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.

On an earlier visit, during a motorcycle meet next door, I had their “steak me away”, a combination of shaved ribeye, mushrooms, and white American cheese, over a toasted hoagie roll. Cooked medium, the steak pieces were thick rather than shaved. Sautéed cremini mushrooms nestled themselves above and below the slather of cheese running across the bun. When folded the sandwich was bursting. My side was a special of broccoli, grapes, and a bit of garlic oil.

On my second visit, I ordered their daily special of Thai spiced gazpacho, a whoopee pie, and water flavored with watermelon, blueberries, and strawberries. Made with their own tomatoes, cucumbers, yellow peppers and some lemongrass paste and ginger, the not-too-smooth soup was bursting with freshness and Thai aromas. It, along with the flavored iced water, was a cool tonic on a hot day in the July sun. The whoopee pie was well made with quality ingredients, but the chocolate cake was too spongy and the frosting lacked depth and vanilla flavor.

On my third visit, while reviewing the Triumph Street Twin, I ordered their piedmont tomato pie platter with a side of their power salad – a combination of quinoa, corn, basil, peppers, tomatoes, and herbs. The pie – tomatoes, cheese, onions, herbs – was served over a bed of local greens, with a balsamic vinaigrette atop in a lattice pattern. All around there were lots of fresh garden flavors at play in a medley of summer color.

On weekends in good weather Johnny Monarch’s is a popular stop, with a line that can be twenty deep before the fury mammals are counted. However, it is one of the few restaurants with seating predominantly outside – which in the age of COVID19 – is a significant advantage when practicing social distancing.

Some on the review sites do fuss a bit about the prices and a number of entrees are not cheap. This is partly due to the concept and the food quality – locally source ribeye costs extra. However, there is no denying the owners commitment to a superior food experience and making all of their customers happy. Recently, a miniature horse stopped by and the team prepared something special for the guy’s unique dietary needs.

So, if you find yourself in the Marshall, VA area and are looking for a predominantly outdoor venue – they are open all year around – I can certainly recommend Johnny Monarch’s. The concept is cool and they deliver on a superior food experience with owner’s that care a lot about your happiness.

Johnny Monarch’s
8374 West Main Street
Marshall, VA 20115
(540) 878-3555

Our Menu

https://www.facebook.com/JohnnyMonarchs

The post Johnny Monarch’s Review appeared first on A Taste for the Road.

The post 2016 Triumph Bonneville T120 Video 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.

The post 2019 Triumph Speed Twin Video 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.

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