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  1. Published on 11.08.2018 For the fourth successive year, Honda’s booth at EICMA featured futuristic concept machines in its ‘Design Studio’ area. This year, Honda showcased a new 125cc design concept from Honda’s R&D center in Rome: the CB125X. The concept bike is based on the new-for-2018 CB125R platform — an entry-level sport bike model available in overseas markets. The all-white CB125X is an adventure-focused ‘X’ model, with a multitude of chiseled lines and a futuristic look. The lines are clean, while the seat and frame meet seamlessly in a forward-leaning stance that is inspired by Rally Race bikes. This eye-catching concept features a unique three LED headlight design, one central and one tucked inside each side fairing, to give an added sense of safety during night rides in addition to a unique appearance. Also visible, is a tall windscreen and what looks like a decent sized fuel tank to enable longer adventures. Wrap-around hand guards and a full-coverage skid plate also give it the protection needed when the asphalt ends and the dirt riding begins. ADVERTISEMENT According to Honda, the CB125X was developed to stimulate the imagination of entry-level riders considering their possibilities for a two-wheeled lifestyle. But even as veteran adventure riders we can appreciate the lightweight, compact and aggressive design of this mini adventure machine. The 125cc engine might not be the most popular choice for the power-hungry North American Market. Yet if it were equipped with a 300cc engine, we expect it would be a sales hit and attract a lot of fresh blood to the world of adventure riding. All we know is we want one for our garage. We’ll be watching the CB125X concept closely and hopefully it evolves into a production model in the next year or two. Let’s get this one to market ASAP Honda!
  2. Published on 11.08.2018 For the fourth successive year, Honda’s booth at EICMA featured futuristic concept machines in its ‘Design Studio’ area. This year, Honda showcased a new 125cc design concept from Honda’s R&D center in Rome: the CB125X. The concept bike is based on the new-for-2018 CB125R platform — an entry-level sport bike model available in overseas markets. The all-white CB125X is an adventure-focused ‘X’ model, with a multitude of chiseled lines and a futuristic look. The lines are clean, while the seat and frame meet seamlessly in a forward-leaning stance that is inspired by Rally Race bikes. This eye-catching concept features a unique three LED headlight design, one central and one tucked inside each side fairing, to give an added sense of safety during night rides in addition to a unique appearance. Also visible, is a tall windscreen and what looks like a decent sized fuel tank to enable longer adventures. Wrap-around hand guards and a full-coverage skid plate also give it the protection needed when the asphalt ends and the dirt riding begins. ADVERTISEMENT According to Honda, the CB125X was developed to stimulate the imagination of entry-level riders considering their possibilities for a two-wheeled lifestyle. But even as veteran adventure riders we can appreciate the lightweight, compact and aggressive design of this mini adventure machine. The 125cc engine might not be the most popular choice for the power-hungry North American Market. Yet if it were equipped with a 300cc engine, we expect it would be a sales hit and attract a lot of fresh blood to the world of adventure riding. All we know is we want one for our garage. We’ll be watching the CB125X concept closely and hopefully it evolves into a production model in the next year or two. Let’s get this one to market ASAP Honda!
  3. News of the production Yamaha Tenere 700 and KTM 790 Adventure have grabbed most of the attention at this year’s EICMA show, but the launch of a new generation KTM 690 Enduro R might just get adventure riders heads turning. The 690 Enduro R gets major revisions for 2019 that help improve its dirt/street versatility as KTM targets riders looking for a longer-range Enduro machine. Back in the early 2000s, there used to be two LC4 models – the KTM 640 Enduro and the 640 Adventure. When the 690 Enduro R arrived in 2009, it was assumed a 690 Adventure would follow soon after that would include a luggage rack, larger fuel capacity and windscreen tacked onto the Enduro’s chassis. After years of waiting the 690 Adventure never came, and eventually fans of the old 640 Adventure gave up hope. But the interesting thing is, KTM has slowly been moving their 690 Enduro more towards the ‘Adventure’ spectrum. It started with dropping the original 690’s suspension travel from nearly 11 inches down to a more seat h friendly 9.8 inches, putting it closer in range to an Adventure Bike than a full-on Enduro. Now after key updates were announced for the 2019 690 Enduro R, we can see KTM has slid the scale a little more toward ‘Adventure’ yet again. ADVERTISEMENT Updates like a more balanced motor will make the 690 Enduro less vibey and more enjoyable to ride on the highway. Fuel capacity was bumped from 3.2 to 3.6 gallons, which should give the 690 Enduro just enough range to travel around 150 miles between fill ups (not far off the range of a thirsty carbureted KTM 950 Adventure). Additionally, KTM performed a chassis modification that dropped the seat h, making it even more approachable for adventure-style riding. The 2019 KTM 690 Enduro R also gets new electronic gizmos that are typically found on adventure bikes like lean-angle sensing ABS and a Quickshifter. But KTM hasn’t just enhanced rideability on the street. They’ve also made improvements for the dirt. The 2019 KTM 690 Enduro got its suspension upgraded with WP XPLOR forks and shock, originally developed for the EXC “Enduro” models. The KTM 690 Enduro R still has a long way to go before it’s a full-bore Adventure Touring Bike out of the box. A little help from the aftermarket is still required to get it ready for longer journeys. But with the new updates, this gets Adventure Riders a little closer to that KTM 690 Adventure they’ve been waiting for. Read on for more details about what’s changed on the 2019 KTM 690 Enduro R below. 2019 Update Details With the announcement of serious revisions for 2019, the popular dual-sport unites tarmac and trails like never before and is positioned for riders looking for a long-distance Enduro machine with addictive performance that also benefits from advanced electronic systems. At its heart beats the new LC4 engine with more power and torque – 74 hp and 73.5 Nm – but this comes complete with refined delivery; improved smoothness, response and efficiency. In addition, the bike receives better suspension, a new chassis, a bigger tank and an array of technology-leading electronics. 2019 KTM 690 Enduro R Highlights NEW Dynamic LC4 single-cylinder engine with less vibration and more power featuring electronic fuel injection, Ride-by-Wire technology, dual balancer shafts, PASC slipper clutch and 6-speed gearbox. NEW styling based on the EXC family for a more aggressive look and enhanced ergonomics. NEW chassis for optimized rider feel and control with a lower seat (910 mm / 35.8 in) while keeping the same suspension travel. Fully-adjustable WP XPLOR suspension with separate damping circuits and 250 mm (9.8 in) of travel for the best offroad suspension on the market. Cylinder head with dual ignition featuring individual timing control for optimal combustion. Stainless steel exhaust with catalytic converter. Ultra-light chrome-molybdenum trellis frame. Self-supporting polymer rear fuel tank. High quality Brembo braking system combined with lightweight waved discs. Technology-leading Cornering ABS with Offroad mode (to disengage rear ABS) for hard braking under all circumstances and the Quickshifter+ for smooth clutchless shifting. Motorcycle traction control (MTC), motor slip regulation (MSR) and Street and Offroad ride modes that can be switched directly from the handlebars for controlled power delivery. According to the orange marque, the evolution of the KTM 690 Enduro R has meant retaining everything that was good about the previous model and building on that. Under the new seat and fresh bodywork – both sharpened for style as well as better movement on the bike – is an all-new chassis. Designed to be more confidence-inspiring and better suited to tackle everything from easy trails to extreme offroad obstacles as well as being a competent street bike. Complete with an enlarged fuel tank capacity, this revised dual-sport increases the range of trails you can ride to from home without a need to trailer or van it. The revised machine also comes equipped with lightweight, CNC milled hubs mated to high-end 21″ and 18″ rims fitted with Mitas E07 tires. At either end of the KTM 690 Enduro R are fully adjustable WP XPLOR suspension that offers a level of control usually only seen on competition offroad bikes, while keeping things planted on the street. Specially adapted from the KTM EXC range, the WP XPLOR fork provides a split-damping system and is bolted to the main chassis’ lightweight sections of top-quality chrome-molybdenum steel tubes via highly rigid and forged triple clamps. The WP XPLOR shock absorber, connected to the single-piece cast swingarm by linkage, produces a progressive suspension character and high resistance against bottoming out. The new KTM 690 Enduro R is also more sophisticated than ever. Equipped with an array of top-level electronic systems, including lean angle sensitivity to braking and traction functions, it also boasts two different ride modes – Street and Offroad. These can be switched from the handlebar to provide different behavior from the throttle response and traction control systems. Offroad ABS allows rear wheel lock-up and reduced ABS on the front wheel while motor slip regulation (MSR) is an engine brake control designed to prevent rear wheel lock-up – even on low grip surfaces – perfect for street riding. The addition of the Quickshifter+ produces effortless, clutchless up and downshifting through the 6 speed transmission – perfect for when charging down a familiar section. KTM 690 Enduro R Specifications Engine Type: Single Cylinder, 4-Stroke, SOHC Displacement: 690 cc Bore/Stroke: 105 / 80 mm Starter: Electric; 12V 8.6Ah Transmission: 6 Gears Fuel System: Keihin EFI, 50 mm Throttle Body Lubrication: Pressure Lubrication, Two Oil Pumps Cooling: Liquid Cooling Clutch: PASC Slipper Clutch, Hydraulically Operated Ignition: Keihin EMS with Ride-By-Wire, Dual Ignition Frame: Chrome-moly Steel Trellis Subframe: Self-supporting Plastic Tank Handlebar: Aluminum, Tapered, Ø 28/22 mm Front Suspension: WP USD Ø 48 mm Rear Suspension: WP Monoshock with Pro-Lever Linkage Suspension Travel Front/Rear: 250 mm / 9.8 in; 250 mm / 9.8 in Front/Rear Brakes: Disc Brake 300 mm / 240 mm Front/Rear Wheels: 1.85 x 21”, 2.50 x 18” Front/Rear Tires: 90/90-21”; 140/80-18” Steering Head Angle: 27.7º Wheelbase: 1,502 mm ± 15 mm / 59 ± 0.6 in Ground Clearance: 270 mm / 10.6 in Seat Height: 910 mm / 35.8 in Tank Capacity: 13.5 l / 3.6 gal Dry Weight, Approx: 146 kg / 321.9 lbs Photos by Mitterbauer H.
  4. News of the production Yamaha Tenere 700 and KTM 790 Adventure have grabbed most of the attention at this year’s EICMA show, but the launch of a new generation KTM 690 Enduro R might just get adventure riders heads turning. The 690 Enduro R gets major revisions for 2019 that help improve its dirt/street versatility as KTM targets riders looking for a longer-range Enduro machine. Back in the early 2000s, there used to be two LC4 models – the KTM 640 Enduro and the 640 Adventure. When the 690 Enduro R arrived in 2009, it was assumed a 690 Adventure would follow soon after that would include a luggage rack, larger fuel capacity and windscreen tacked onto the Enduro’s chassis. After years of waiting the 690 Adventure never came, and eventually fans of the old 640 Adventure gave up hope. But the interesting thing is, KTM has slowly been moving their 690 Enduro more towards the ‘Adventure’ spectrum. It started with dropping the original 690’s suspension travel from nearly 11 inches down to a more seat h friendly 9.8 inches, putting it closer in range to an Adventure Bike than a full-on Enduro. Now after key updates were announced for the 2019 690 Enduro R, we can see KTM has slid the scale a little more toward ‘Adventure’ yet again. ADVERTISEMENT Updates like a more balanced motor will make the 690 Enduro less vibey and more enjoyable to ride on the highway. Fuel capacity was bumped from 3.2 to 3.6 gallons, which should give the 690 Enduro just enough range to travel around 150 miles between fill ups (not far off the range of a thirsty carbureted KTM 950 Adventure). Additionally, KTM performed a chassis modification that dropped the seat h, making it even more approachable for adventure-style riding. The 2019 KTM 690 Enduro R also gets new electronic gizmos that are typically found on adventure bikes like lean-angle sensing ABS and a Quickshifter. But KTM hasn’t just enhanced rideability on the street. They’ve also made improvements for the dirt. The 2019 KTM 690 Enduro got its suspension upgraded with WP XPLOR forks and shock, originally developed for the EXC “Enduro” models. The KTM 690 Enduro R still has a long way to go before it’s a full-bore Adventure Touring Bike out of the box. A little help from the aftermarket is still required to get it ready for longer journeys. But with the new updates, this gets Adventure Riders a little closer to that KTM 690 Adventure they’ve been waiting for. Read on for more details about what’s changed on the 2019 KTM 690 Enduro R below. 2019 Update Details With the announcement of serious revisions for 2019, the popular dual-sport unites tarmac and trails like never before and is positioned for riders looking for a long-distance Enduro machine with addictive performance that also benefits from advanced electronic systems. At its heart beats the new LC4 engine with more power and torque – 74 hp and 73.5 Nm – but this comes complete with refined delivery; improved smoothness, response and efficiency. In addition, the bike receives better suspension, a new chassis, a bigger tank and an array of technology-leading electronics. 2019 KTM 690 Enduro R Highlights NEW Dynamic LC4 single-cylinder engine with less vibration and more power featuring electronic fuel injection, Ride-by-Wire technology, dual balancer shafts, PASC slipper clutch and 6-speed gearbox. NEW styling based on the EXC family for a more aggressive look and enhanced ergonomics. NEW chassis for optimized rider feel and control with a lower seat (910 mm / 35.8 in) while keeping the same suspension travel. Fully-adjustable WP XPLOR suspension with separate damping circuits and 250 mm (9.8 in) of travel for the best offroad suspension on the market. Cylinder head with dual ignition featuring individual timing control for optimal combustion. Stainless steel exhaust with catalytic converter. Ultra-light chrome-molybdenum trellis frame. Self-supporting polymer rear fuel tank. High quality Brembo braking system combined with lightweight waved discs. Technology-leading Cornering ABS with Offroad mode (to disengage rear ABS) for hard braking under all circumstances and the Quickshifter+ for smooth clutchless shifting. Motorcycle traction control (MTC), motor slip regulation (MSR) and Street and Offroad ride modes that can be switched directly from the handlebars for controlled power delivery. According to the orange marque, the evolution of the KTM 690 Enduro R has meant retaining everything that was good about the previous model and building on that. Under the new seat and fresh bodywork – both sharpened for style as well as better movement on the bike – is an all-new chassis. Designed to be more confidence-inspiring and better suited to tackle everything from easy trails to extreme offroad obstacles as well as being a competent street bike. Complete with an enlarged fuel tank capacity, this revised dual-sport increases the range of trails you can ride to from home without a need to trailer or van it. The revised machine also comes equipped with lightweight, CNC milled hubs mated to high-end 21″ and 18″ rims fitted with Mitas E07 tires. At either end of the KTM 690 Enduro R are fully adjustable WP XPLOR suspension that offers a level of control usually only seen on competition offroad bikes, while keeping things planted on the street. Specially adapted from the KTM EXC range, the WP XPLOR fork provides a split-damping system and is bolted to the main chassis’ lightweight sections of top-quality chrome-molybdenum steel tubes via highly rigid and forged triple clamps. The WP XPLOR shock absorber, connected to the single-piece cast swingarm by linkage, produces a progressive suspension character and high resistance against bottoming out. The new KTM 690 Enduro R is also more sophisticated than ever. Equipped with an array of top-level electronic systems, including lean angle sensitivity to braking and traction functions, it also boasts two different ride modes – Street and Offroad. These can be switched from the handlebar to provide different behavior from the throttle response and traction control systems. Offroad ABS allows rear wheel lock-up and reduced ABS on the front wheel while motor slip regulation (MSR) is an engine brake control designed to prevent rear wheel lock-up – even on low grip surfaces – perfect for street riding. The addition of the Quickshifter+ produces effortless, clutchless up and downshifting through the 6 speed transmission – perfect for when charging down a familiar section. KTM 690 Enduro R Specifications Engine Type: Single Cylinder, 4-Stroke, SOHC Displacement: 690 cc Bore/Stroke: 105 / 80 mm Starter: Electric; 12V 8.6Ah Transmission: 6 Gears Fuel System: Keihin EFI, 50 mm Throttle Body Lubrication: Pressure Lubrication, Two Oil Pumps Cooling: Liquid Cooling Clutch: PASC Slipper Clutch, Hydraulically Operated Ignition: Keihin EMS with Ride-By-Wire, Dual Ignition Frame: Chrome-moly Steel Trellis Subframe: Self-supporting Plastic Tank Handlebar: Aluminum, Tapered, Ø 28/22 mm Front Suspension: WP USD Ø 48 mm Rear Suspension: WP Monoshock with Pro-Lever Linkage Suspension Travel Front/Rear: 250 mm / 9.8 in; 250 mm / 9.8 in Front/Rear Brakes: Disc Brake 300 mm / 240 mm Front/Rear Wheels: 1.85 x 21”, 2.50 x 18” Front/Rear Tires: 90/90-21”; 140/80-18” Steering Head Angle: 27.7º Wheelbase: 1,502 mm ± 15 mm / 59 ± 0.6 in Ground Clearance: 270 mm / 10.6 in Seat Height: 910 mm / 35.8 in Tank Capacity: 13.5 l / 3.6 gal Dry Weight, Approx: 146 kg / 321.9 lbs
  5. It’s been a long time coming but Moto Guzzi has finally released the full specs for their V85 TT Adventure Bike. This retro-styled mid-size ADV was first put on display as a concept bike during last year’s EICMA show and we are now getting the details on the upcoming machine a year later as EICMA 2018 kicks off. Compared to the discontinued 598-pound Stelvio, the new machine is much lighter at 505 lbs wet (229 kg) and features a slightly higher seat h of 32.7 inches (830mm). The design of the 5.6-gallon (21-liter) tank boasts some meticulously crafted details, such as the slots on the front section and recesses just above the engine heads. The high front mudguard and double front headlight are also in keeping with Moto Guzzi history, going back to the 1989 Quota 1000 and 1996 NTX 650. In addition, the V85 TT is the only bike in its segment with a low-maintenance shaft drive. ADVERTISEMENT The bike features a high-resistance steel tubular frame, complete with rider footpeg support plates in die-cast aluminum (with removable rubber for off-road riding). As well as being completely new, it has no lower cradle, thus reducing weight while increasing engine clearance from the ground. The rear part of the frame is designed to optimize load capacity and offer the passenger two wide and practical grab handles. A case can be mounted on the practical rear luggage rack, while optional panniers can be fastened to the sides, for significantly reduced lateral bulk. The suspension offers 6.7″ (170mm) of travel front and rear, while the 41mm fork and rear shock are both adjustable for preload and rebound damping. The wire spoked wheels are 19” up front and 17″ in the rear, mounted with 110/80-19 and 150/70-17 tires respectively. New Engine The V85 TT introduces a new Moto Guzzi engine. Its configuration mirrors that of all Moto Guzzi bikes in production today: an air-cooled transverse 90° V twin with OHV distribution and two valves per cylinder. Engine capacity is 853cc and can boast an output ratio of almost 100 HP/liter while delivering 80 HP and 59 ft-lbs of torque at 5,000 rpm, with 90% of the torque already available at 3,750 rpm. This is the first Moto Guzzi small block engine that can easily reach 8,000 rpm. The crankcase is the fruit of a new design and is stiffer, in order to fulfill its new role as a stressed member in the frame. Moto Guzzi further strengthened the design with frame connections and strengthening elements in the internal stud bolt area. It also features ports in order to check the oil level in the lower semi-crankcase. Lubrication involves a semi dry sump, with two coaxial pumps tasked with oil delivery and recovery that removes the need for an oil cooler, thus reducing the overall weight. The oil circuit is totally new and features holes of different diameters, with one of the two pumps transferring lubrication from the crankcase chamber to the sump. The latter is reduced in size to increase ground clearance and allow for assembly of the protective aluminum under-sump. The whole crankshaft is new and, together with the piston rods, also new, allows for a reduction in weight of almost 30% with respect to other small block engines while upping throttle response speed and significantly reducing any vibration. Cylinders are of reduced h, while new and efficient oil passages and a brand-new fastening system to the crankcase ensure robustness and reliability. Low-profile pistons are used while the flywheel and generator have been boosted. Electronic management is further entrusted to a multimap Ride-by-Wire throttle control. Significant work has been done on the gearbox to make it smoother and more precise. Ratios are new and a triple ring system is introduced for the first time: a synchronizer that reduces gear noise to a minimum, particularly that of first gear. In addition, the gears gain flexible coupling, for even smoother final transmission at the PTO shaft, this too new. Riding Modes Moto Guzzi introduces three different riding modes on the V85 TT: Road, Rain and Off-road. Each of these Riding Modes corresponds to a different engine mapping and a different ABS and MGCT traction control calibration, as well as a different response from the Ride-by-Wire accelerator control: • Road: designed for smooth riding while still retaining an element of fun. Foresees a medium level of MGCT traction control calibration, ABS active on both channels and a prompt throttle response. • Rain: ideal in situations of reduced grip, to ensure maximum safety while riding. Foresees a higher level of traction control calibration, ABS active at both wheels and a gentler throttle response. • Off-road: the setting for the all-terrain soul of the V85 TT, designed to make the most of the chassis and engine during off-road exploits. Foresees the lowest level of traction control intervention, ABS only active at the front wheel with dedicated calibration (and with the possibility to deactivate it at the front wheel), along with a gentler throttle response assisted by greater engine braking. Other Technology V85 TT is equipped with Cruise Control and all travel parameters can be controlled via the digital instrument cluster complete with TFT display. The background and color of the characters adapt to different light conditions thanks to a built-in sensor. The information displayed, in addition to the classic speedometer, rev counter, mileage counter and clock, also includes selected gear indices, air temperature, fuel level, average and current consumption, residual autonomy and selected Riding Mode. It is also possible to set a maximum number of revs for the gear shift light sensor, useful when running in the bike or seeking to limit fuel consumption as far as possible. Alongside the display is a USB port while provision is made for a second port under the seat. Moto Guzzi V85 TT also features MIA, the new Moto Guzzi multimedia platform that allows a smartphone to be connected to the vehicle (via an ECU available in the rich catalog of Moto Guzzi accessories), thus extending instrument functionality. MIA can be used to listen to music and make/receive phone calls with the use of a helmet intercom. It also introduces a navigation function for the first time, allowing the rider to find and set a destination and view directions in the form of intuitive pictographs on the instrument cluster. Moto Guzzi Accessories • Side panniers: 33-liter (left) and 39-liter (right) panniers locked to the bike using a dedicated safety key. The panniers can be easily removed in just a few seconds. • 41-liter aluminum case: created in 1.5 mm aluminum and powder painted. It is locked to the bike using a dedicated safety key and can be easily removed in just a few seconds. Complete with stainless steel fastening plate. • Larger windscreen: offers the rider greater protection during long trips. The anti-impact, scratch-proof polycarbonate sheet guarantees safety while ensuring that transparency and shine will remain unaltered over time. • Center stand: created in cataphoretic and powder coated steel to stand up to different weather conditions, it has been designed and engineered to meet with the strictest safety and resistance standards. • Larger stand base: created in anodized steel to stand up to different weather conditions, it is designed to offer a greater support surface area on irregular and uneven ground. • Öhlins shocks: with adjustable compression, rebound and spring preload, they offer maximum comfort and safety in all situations. • Moto Guzzi exhaust by Arrow: homologated in titanium with a heat protection cover, support clamp and carbon end cap. It reduces the weight and makes for a unique and aggressive sound. • Shaft drive protection: Created with very thick steel tubes, it protects the shaft drive in case of a crash. • Tubular engine guard bar: Created with very thick steel tubes, it specifically protects the engine and the rider’s legs. • Comfort seats: a complete range of seats that increase comfort levels thanks to a special 3D insert. Available in three different hs. • Clutch and brake lever: machined from solid, they improve ergonomics by offering four-position adjustment. • Additional LED lights: with an aluminum body and contained size, the lights use limited power. They integrate perfectly with the bike and allow for greater visibility and safety during night-time riding. • Foldaway mirrors: They fold in on themselves towards the handlebar, to reduce bulk during off-road use. • Mudguard: Created in injected plastic material, it is mounted on the shaft drive and protects the engine from stones and water. • Sport Adventure tires: Michelin Anakee Adventure, as standard on special versions. • High grip brake pedal: laser-cut and power painted in a resistant material. Ensures perfect grip even in the most extreme situations. • Moto Guzzi Multi-media Platform: the new device that allows for a smartphone to be connected to the bike, transforming it into a real multimedia platform. • Electronic anti-theft system: comprises a compact and technologically advanced ECU that is easy to install. Complete with remote control. The system is self-powered with minimum energy absorption. • Light protection: an anti-impact, scratch-proof polycarbonate sheet. Protects the light from any impact or accidental damage. Particularly useful on off-road routes. • Tool bag: created in leather, it can be affixed to the luggage rack with screws. Tools not included. • Fuel tank cover: in adhesive 3D material, they provide superficial protection for the tank and limit rider sliding. Moto Guzzi V85 TT Specs Type: Transverse 90° V twin, two valves per cylinder (titanium intake). Cooling: Air Engine capacity: 853 cc Bore and stroke: 84 x 77 mm Compression ratio: 10.5: 1 Maximum power: 80 HP (59 kW) at 7,750 rpm Torque: 59 ft-lbs (80 Nm) at 5,000 rpm Fuel system: Electronic injection; Ø 52 mm single throttle body, Ride-by-Wire Fuel tank capacity: 5.5 gallons (21 liters) Approval: Euro 4 Consumption (WMTC cycle): 48 mpg (4.9 l/100 km) CO2 Emissions (WMTC cycle): 118 g/km Clutch: Dry single disc Transmission: 6 gears Gear ratio values: 1st 16/39 = 1: 2.437 2nd 18/32 = 1: 1.778 3rd 21/28 = 1: 1.333 4th 24/26 = 1: 1.083 5th 25/24 = 1: 0.960 6th 27/24 = 1: 0.889 Frame: High strength steel tubular frame Front suspension: 41 mm hydraulic telescopic USD fork, with adjustable spring preload and hydraulic rebound Front wheel travel: 6.7″ (170 mm) Rear suspension: Double-sided swingarm in box-type aluminum with a single shock on the right side, with adjustable spring preload and hydraulic rebound Rear wheel travel: 6.7″ (170 mm) Front brake: Double 320 mm stainless steel floating discs, Brembo radial-mounted calipers with 4 opposed pistons Rear brake: Ø 260 mm stainless steel disc, floating caliper with 2 pistons Wheels: Spoked Front wheel rim: 2.50” x 19” Rear wheel rim: 4.25” x 17” Front tire: With air chamber 110/80 – R19” Rear tire: With air chamber 150/70 – R17” A/C generator: 430 W System voltage: 12 V Battery: 12V – 12 Ah Seat h: 32.7″ (830 mm) Dry weight: 456 lbs (208 kg) Curb weight*: 505 lbs (229 kg) * Information about US/Canada availability and pricing to come at a later date.
  6. It’s been a long time coming but Moto Guzzi has finally released the full specs for their V85 TT Adventure Bike. This retro-styled mid-size ADV was first put on display as a concept bike during last year’s EICMA show and we are now getting the details on the upcoming machine a year later as EICMA 2018 kicks off. Compared to the discontinued 598-pound Stelvio, the new machine is much lighter at 505 lbs wet (229 kg) and features a slightly higher seat h of 32.7 inches (830mm). The design of the 5.6-gallon (21-liter) tank boasts some meticulously crafted details, such as the slots on the front section and recesses just above the engine heads. The high front mudguard and double front headlight are also in keeping with Moto Guzzi history, going back to the 1989 Quota 1000 and 1996 NTX 650. In addition, the V85 TT is the only bike in its segment with a low-maintenance shaft drive. ADVERTISEMENT The bike features a high-resistance steel tubular frame, complete with rider footpeg support plates in die-cast aluminum (with removable rubber for off-road riding). As well as being completely new, it has no lower cradle, thus reducing weight while increasing engine clearance from the ground. The rear part of the frame is designed to optimize load capacity and offer the passenger two wide and practical grab handles. A case can be mounted on the practical rear luggage rack, while optional panniers can be fastened to the sides, for significantly reduced lateral bulk. The suspension offers 6.7″ (170mm) of travel front and rear, while the 41mm fork and rear shock are both adjustable for preload and rebound damping. The wire spoked wheels are 19” up front and 17″ in the rear, mounted with 110/80-19 and 150/70-17 tires respectively. New Engine The V85 TT introduces a new Moto Guzzi engine. Its configuration mirrors that of all Moto Guzzi bikes in production today: an air-cooled transverse 90° V twin with OHV distribution and two valves per cylinder. Engine capacity is 853cc and can boast an output ratio of almost 100 HP/liter while delivering 80 HP and 59 ft-lbs of torque at 5,000 rpm, with 90% of the torque already available at 3,750 rpm. This is the first Moto Guzzi small block engine that can easily reach 8,000 rpm. The crankcase is the fruit of a new design and is stiffer, in order to fulfill its new role as a stressed member in the frame. Moto Guzzi further strengthened the design with frame connections and strengthening elements in the internal stud bolt area. It also features ports in order to check the oil level in the lower semi-crankcase. Lubrication involves a semi dry sump, with two coaxial pumps tasked with oil delivery and recovery that removes the need for an oil cooler, thus reducing the overall weight. The oil circuit is totally new and features holes of different diameters, with one of the two pumps transferring lubrication from the crankcase chamber to the sump. The latter is reduced in size to increase ground clearance and allow for assembly of the protective aluminum under-sump. The whole crankshaft is new and, together with the piston rods, also new, allows for a reduction in weight of almost 30% with respect to other small block engines while upping throttle response speed and significantly reducing any vibration. Cylinders are of reduced h, while new and efficient oil passages and a brand-new fastening system to the crankcase ensure robustness and reliability. Low-profile pistons are used while the flywheel and generator have been boosted. Electronic management is further entrusted to a multimap Ride-by-Wire throttle control. Significant work has been done on the gearbox to make it smoother and more precise. Ratios are new and a triple ring system is introduced for the first time: a synchronizer that reduces gear noise to a minimum, particularly that of first gear. In addition, the gears gain flexible coupling, for even smoother final transmission at the PTO shaft, this too new. Riding Modes Moto Guzzi introduces three different riding modes on the V85 TT: Road, Rain and Off-road. Each of these Riding Modes corresponds to a different engine mapping and a different ABS and MGCT traction control calibration, as well as a different response from the Ride-by-Wire accelerator control: • Road: designed for smooth riding while still retaining an element of fun. Foresees a medium level of MGCT traction control calibration, ABS active on both channels and a prompt throttle response. • Rain: ideal in situations of reduced grip, to ensure maximum safety while riding. Foresees a higher level of traction control calibration, ABS active at both wheels and a gentler throttle response. • Off-road: the setting for the all-terrain soul of the V85 TT, designed to make the most of the chassis and engine during off-road exploits. Foresees the lowest level of traction control intervention, ABS only active at the front wheel with dedicated calibration (and with the possibility to deactivate it at the front wheel), along with a gentler throttle response assisted by greater engine braking. Other Technology V85 TT is equipped with Cruise Control and all travel parameters can be controlled via the digital instrument cluster complete with TFT display. The background and color of the characters adapt to different light conditions thanks to a built-in sensor. The information displayed, in addition to the classic speedometer, rev counter, mileage counter and clock, also includes selected gear indices, air temperature, fuel level, average and current consumption, residual autonomy and selected Riding Mode. It is also possible to set a maximum number of revs for the gear shift light sensor, useful when running in the bike or seeking to limit fuel consumption as far as possible. Alongside the display is a USB port while provision is made for a second port under the seat. Moto Guzzi V85 TT also features MIA, the new Moto Guzzi multimedia platform that allows a smartphone to be connected to the vehicle (via an ECU available in the rich catalog of Moto Guzzi accessories), thus extending instrument functionality. MIA can be used to listen to music and make/receive phone calls with the use of a helmet intercom. It also introduces a navigation function for the first time, allowing the rider to find and set a destination and view directions in the form of intuitive pictographs on the instrument cluster. Moto Guzzi Accessories • Side panniers: 33-liter (left) and 39-liter (right) panniers locked to the bike using a dedicated safety key. The panniers can be easily removed in just a few seconds. • 41-liter aluminum case: created in 1.5 mm aluminum and powder painted. It is locked to the bike using a dedicated safety key and can be easily removed in just a few seconds. Complete with stainless steel fastening plate. • Larger windscreen: offers the rider greater protection during long trips. The anti-impact, scratch-proof polycarbonate sheet guarantees safety while ensuring that transparency and shine will remain unaltered over time. • Center stand: created in cataphoretic and powder coated steel to stand up to different weather conditions, it has been designed and engineered to meet with the strictest safety and resistance standards. • Larger stand base: created in anodized steel to stand up to different weather conditions, it is designed to offer a greater support surface area on irregular and uneven ground. • Öhlins shocks: with adjustable compression, rebound and spring preload, they offer maximum comfort and safety in all situations. • Moto Guzzi exhaust by Arrow: homologated in titanium with a heat protection cover, support clamp and carbon end cap. It reduces the weight and makes for a unique and aggressive sound. • Shaft drive protection: Created with very thick steel tubes, it protects the shaft drive in case of a crash. • Tubular engine guard bar: Created with very thick steel tubes, it specifically protects the engine and the rider’s legs. • Comfort seats: a complete range of seats that increase comfort levels thanks to a special 3D insert. Available in three different hs. • Clutch and brake lever: machined from solid, they improve ergonomics by offering four-position adjustment. • Additional LED lights: with an aluminum body and contained size, the lights use limited power. They integrate perfectly with the bike and allow for greater visibility and safety during night-time riding. • Foldaway mirrors: They fold in on themselves towards the handlebar, to reduce bulk during off-road use. • Mudguard: Created in injected plastic material, it is mounted on the shaft drive and protects the engine from stones and water. • Sport Adventure tires: Michelin Anakee Adventure, as standard on special versions. • High grip brake pedal: laser-cut and power painted in a resistant material. Ensures perfect grip even in the most extreme situations. • Moto Guzzi Multi-media Platform: the new device that allows for a smartphone to be connected to the bike, transforming it into a real multimedia platform. • Electronic anti-theft system: comprises a compact and technologically advanced ECU that is easy to install. Complete with remote control. The system is self-powered with minimum energy absorption. • Light protection: an anti-impact, scratch-proof polycarbonate sheet. Protects the light from any impact or accidental damage. Particularly useful on off-road routes. • Tool bag: created in leather, it can be affixed to the luggage rack with screws. Tools not included. • Fuel tank cover: in adhesive 3D material, they provide superficial protection for the tank and limit rider sliding. Moto Guzzi V85 TT Specs Type: Transverse 90° V twin, two valves per cylinder (titanium intake). Cooling: Air Engine capacity: 853 cc Bore and stroke: 84 x 77 mm Compression ratio: 10.5: 1 Maximum power: 80 HP (59 kW) at 7,750 rpm Torque: 59 ft-lbs (80 Nm) at 5,000 rpm Fuel system: Electronic injection; Ø 52 mm single throttle body, Ride-by-Wire Fuel tank capacity: 5.5 gallons (21 liters) Approval: Euro 4 Consumption (WMTC cycle): 48 mpg (4.9 l/100 km) CO2 Emissions (WMTC cycle): 118 g/km Clutch: Dry single disc Transmission: 6 gears Gear ratio values: 1st 16/39 = 1: 2.437 2nd 18/32 = 1: 1.778 3rd 21/28 = 1: 1.333 4th 24/26 = 1: 1.083 5th 25/24 = 1: 0.960 6th 27/24 = 1: 0.889 Frame: High strength steel tubular frame Front suspension: 41 mm hydraulic telescopic USD fork, with adjustable spring preload and hydraulic rebound Front wheel travel: 6.7″ (170 mm) Rear suspension: Double-sided swingarm in box-type aluminum with a single shock on the right side, with adjustable spring preload and hydraulic rebound Rear wheel travel: 6.7″ (170 mm) Front brake: Double 320 mm stainless steel floating discs, Brembo radial-mounted calipers with 4 opposed pistons Rear brake: Ø 260 mm stainless steel disc, floating caliper with 2 pistons Wheels: Spoked Front wheel rim: 2.50” x 19” Rear wheel rim: 4.25” x 17” Front tire: With air chamber 110/80 – R19” Rear tire: With air chamber 150/70 – R17” A/C generator: 430 W System voltage: 12 V Battery: 12V – 12 Ah Seat h: 32.7″ (830 mm) Dry weight: 456 lbs (208 kg) Curb weight*: 505 lbs (229 kg) * Information about US/Canada availability and pricing to come at a later date.
  7. [embedded content] With the introduction of the KTM 790 ADVENTURE R, the READY TO RACE company attempts to set the bar when it comes to performance and capability in the Adventure Segment. According to KTM their goal was clear; to provide a serious off-road motorcycle for extreme-minded adventure riders who want to tackle a wide range of challenging terrain, all while being supported by comfortable long-distance travel ergonomics and the convenience of sophisticated electronics. Powered by the compact 799 cc LC8c parallel twin engine – introduced in the KTM 790 DUKE – pumping out 95 hp, the revised powerplant is focused on a wide powerband of usable torque. The ride by wire technology and advanced electronics provide riders a choice of Street, Offroad, Rain and Rally ride modes in order to match the conditions and terrain. In the new ‘Rally’ mode, traction control can be adjusted with 9 levels. With these settings, the slippage allowed can be very precisely matched to the condition of the terrain, the skill level of the rider and the requirements of the ride. Lean angle sensitivity is also in attendance, helping the motorcycle traction control (MTC) and cornering ABS to function literally on the edge of traction. The compact powerplant gave KTM engineers and KISKA designers the freedom to build an agile and responsive chassis around it. Attention was paid to weight reduction and rider ergonomics; providing comfort over distance and the feel of full control both on- and off-road. ADVERTISEMENT The frame is made with tubular chromoly steel using the engine as a stressed member to reduce weight and overall size. The steel trellis subframe was developed to be compact, lightweight and also strong enough to carry a passenger and luggage over difficult terrain. Hung from this are heavy-duty spoked wheels matched to a fully-adjustable WP suspension with ample ground clearance. A standout element of the design and engineering concept is the fuel tank. The goal was to provide up to 280 miles (450 km) of riding between refueling and assist in agile, confidence-inspiring at slow speeds. The main volume of the tank is placed as low as possible to concentrate masses around the center point – even when the tank is full. In terms of rider ergonomics, the slim upper part of the tank gives a narrow knee area when standing up, adding greater levels of control when riding off-road. It allows for a straighter and lower seat (34.6″), giving the rider more freedom to move and greater overall accessibility of the motorcycle without compromising ground clearance. The 20L tank is placed as low as possible for a lower CG. It also makes the bike narrow in the knee area when standing up and allows for a straighter and lower seat, giving the rider more freedom to move and better accessibility. Specially-developed heavy duty – yet lightweight – spoked wheels are in dirt-biased sizes; 21″ front and 18″ rear, fitted with Metzeler Karoo 3 dual sport tires. These hang from the premium WP XPLOR suspension to give the highest ground clearance (10.4 inches) and longest suspension travel in its segment; the KTM 790 ADVENTURE R has 9.5 inches of movement available at each end of its fully adjustable suspension. The KTM 790 ADVENTURE R is also equipped with the state-of-the-art TFT display. Easily readable in all conditions, the full color, 5″ screen’s configuration is variable and automatically adapts to changes in environmental light. The main information is arranged in a position where the rider can immediately see it, while additional displayed information can be chosen by the rider. Thanks to the TFT display, riders who needs to stay connected, entertained and on the right path can use the integrated KTM MY RIDE system. This allows pairing with a smartphone for receiving (or rejecting) phone calls, listening to music and, using the optional app, navigating with on screen turn-by-turn directions along with audio prompts. Convenience can be further enhanced by adding the optional quickshifter for clutchless up and down shifts and optional cruise control for more comfortable long-distance highway rides. KTM 790 Adventure ‘Standard Model’ KTM also announced a new more touring oriented “Standard” model that sits next to the 790 Adventure R in the lineup. The 790 Adventure boasts a nearly 2-inch lower seat h (32.7″), road-oriented tires and less suspension travel (7.9″/7.9″). We expect the 790 Adventure to be a more approachable, confidence-inspiring adventure machine that will still retain much of the off-road capability of the 790 Adventure R. While the KTM 790 Adventure R is designed for those that are looking for a no-compromise off-road machine for more challenging terrain. Availability Both KTM 790 Adventure and 790 Adventure R models are set to hit North American dealerships in spring of 2019. Pricing for both models is yet to be announced. KTM 790 Adventure Specs (Standard and R Model) ENGINE TYPE: 2-cylinder, 4-stroke, DOHC Parallel twin DISPLACEMENT: 799 cc BORE / STROKE: 88 / 65.7 mm POWER: 95 hp (70 kW) @ 8,000 rpm TORQUE: 64.9 ft-lbs (88 Nm) @ 6,600 rpm COMPRESSION RATIO: 12.7:1 STARTER / BATTERY: Electric /12V 10Ah TRANSMISSION: 6 gears FUEL SYSTEM: DKK Dell’Orto (Throttle body 46 mm) CONTROL: 8 V / DOHC LUBRICATION: Pressure lubrication with 2 oil pumps ENGINE OIL: Motorex, Power Synth SAE 10W-50 PRIMARY DRIVE: 39:75 FINAL DRIVE: 16:45 COOLING: Liquid cooled with water/oil heat exchanger CLUTCH: Cable operated PASC™ Slipper clutch IGNITION / ENGINE MANAGEMENT: Bosch EMS with RBW TRACTION CONTROL: MTC (3-mode, disengageable, rally mode*) FRAME: Chromium-molybdenum-steel frame using the engine as stressed element, powder coated SUBFRAME: Chromium-molybdenum-steel trellis, powder coated HANDLEBAR: Aluminum, tapered, Ø 28 / 22 mm FRONT SUSPENSION: Standard WP-USD Ø 43 mm; R Model WP-USD Ø 48 mm REAR SUSPENSION: Standard WP shock absorber; R Model WP PDS shock absorber SUSPENSION TRAVEL FRONT/REAR: Standard 7.9″/7.9″ (200/200 mm); R Model 9.5″/9.5″ (240/240 mm) FRONT BRAKE: 2 × radially mounted 4 piston caliper, brake disc Ø 320 mm REAR BRAKE: 2 piston floating caliper, brake disc Ø 260 mm ABS: Bosch 9.1 MP (incl. Cornering-ABS and offroad mode, disengageable) WHEELS FRONT/REAR: Spoked wheels with aluminum rims, 2.50 × 21″; 4.50 × 18″ TIRES FRONT/REAR: 90/90-21″; 150/70-18″ CHAIN: X-Ring 5/8 × 1/4″ SILENCER: Stainless steel primary and secondary silencer STEERING HEAD ANGLE: Standard 64.1°; R Model 63.7° TRAIL: Standard 107.8 mm; R Model 110.4 mm WHEEL BASE: Standard 1,509 mm; R Model 1,528 mm GROUND CLEARANCE: Standard 9.2″ (233 mm); R Model 10.4″ (263 mm) SEAT HEIGHT: Standard 32.7″/33.5″ (830/850 mm); R Model 34.6″ (880 mm) FUEL TANK CAPACITY: approx. 5.3 gallons (20 liters) DRY WEIGHT: approx. 417 lbs (189 kg) SERVICE INTERVALS: 9,320 miles (15,000 km) * Rally mode is optional on standard model
  8. [embedded content] With the introduction of the KTM 790 ADVENTURE R, the READY TO RACE company attempts to set the bar when it comes to performance and capability in the Adventure Segment. According to KTM their goal was clear; to provide a serious off-road motorcycle for extreme-minded adventure riders who want to tackle a wide range of challenging terrain, all while being supported by comfortable long-distance travel ergonomics and the convenience of sophisticated electronics. Powered by the compact 799 cc LC8c parallel twin engine – introduced in the KTM 790 DUKE – pumping out 95 hp, the revised powerplant is focused on a wide powerband of usable torque. The ride by wire technology and advanced electronics provide riders a choice of Street, Offroad, Rain and Rally ride modes in order to match the conditions and terrain. In the new ‘Rally’ mode, traction control can be adjusted with 9 levels. With these settings, the slippage allowed can be very precisely matched to the condition of the terrain, the skill level of the rider and the requirements of the ride. Lean angle sensitivity is also in attendance, helping the motorcycle traction control (MTC) and cornering ABS to function literally on the edge of traction. ADVERTISEMENT The compact powerplant gave KTM engineers and KISKA designers the freedom to build an agile and responsive chassis around it. Attention was paid to weight reduction and rider ergonomics; providing comfort over distance and the feel of full control both on- and off-road. The frame is made with tubular chromoly steel using the engine as a stressed member to reduce weight and overall size. The steel trellis subframe was developed to be compact, lightweight and also strong enough to carry a passenger and luggage over difficult terrain. Hung from this are heavy-duty spoked wheels matched to a fully-adjustable WP suspension with ample ground clearance. A standout element of the design and engineering concept is the fuel tank. The goal was to provide up to 280 miles (450 km) of riding between refueling and assist in agile, confidence-inspiring at slow speeds. The main volume of the tank is placed as low as possible to concentrate masses around the center point – even when the tank is full. In terms of rider ergonomics, the slim upper part of the tank gives a narrow knee area when standing up, adding greater levels of control when riding off-road. It allows for a straighter seat, giving the rider more freedom to move, which is placed lower (34.6″) to aid in the overall accessibility of the motorcycle without compromising ground clearance. The 20L tank is placed as low as possible for a lower CG. It also makes the bike narrow in the knee area when standing up and allows for a straighter and lower seat, giving the rider more freedom to move and better accessibility. Specially-developed heavy duty – yet lightweight – spoked wheels are in dirt-biased sizes; 21″ front and 18″ rear, fitted with Metzeler Karoo 3 dual sport tires. These hang from the premium WP XPLOR suspension to give the highest ground clearance (10.4 inches) and longest suspension travel in its segment; the KTM 790 ADVENTURE R has 9.5 inches of movement available at each end of its fully adjustable suspension. The KTM 790 ADVENTURE R is also equipped with the state-of-the-art TFT display. Easily readable in all conditions, the full color, 5″ screen’s configuration is variable and automatically adapts to changes in environmental light. The main information is arranged in a position where the rider can immediately see it, while additional displayed information can be chosen by the rider. Thanks to the TFT display, riders who needs to stay connected, entertained and on the right path can use the integrated KTM MY RIDE system. This allows pairing with a smartphone for receiving (or rejecting) phone calls, listening to music and, using the optional app, navigating with on screen turn-by-turn directions along with audio prompts. Convenience can be further enhanced by adding the optional quickshifter for clutchless up and down shifts and optional cruise control for more comfortable long-distance highway rides. KTM 790 Adventure ‘Standard Model’ KTM also announced a new more touring oriented “Standard” model that sits next to the 790 Adventure R in the lineup. The 790 Adventure boasts a nearly 2-inch lower seat h (32.7″), road-oriented tires and less suspension travel (7.9″/7.9″). We expect the 790 Adventure to be a more approachable, confidence-inspiring adventure machine that will still retain much of the off-road capability of the 790 Adventure R. While the KTM 790 Adventure R is designed for those that are looking for a no-compromise off-road machine for more challenging terrain. Availability Both KTM 790 Adventure and 790 Adventure R models are set to hit North American dealerships in spring of 2019. Pricing for both models is yet to be announced. KTM 790 Adventure Specs (Standard and R Model) ENGINE TYPE: 2-cylinder, 4-stroke, DOHC Parallel twin DISPLACEMENT: 799 cc BORE / STROKE: 88 / 65.7 mm POWER: 95 hp (70 kW) @ 8,000 rpm TORQUE: 64.9 ft-lbs (88 Nm) @ 6,600 rpm COMPRESSION RATIO: 12.7:1 STARTER / BATTERY: Electric /12V 10Ah TRANSMISSION: 6 gears FUEL SYSTEM: DKK Dell’Orto (Throttle body 46 mm) CONTROL: 8 V / DOHC LUBRICATION: Pressure lubrication with 2 oil pumps ENGINE OIL: Motorex, Power Synth SAE 10W-50 PRIMARY DRIVE: 39:75 FINAL DRIVE: 16:45 COOLING: Liquid cooled with water/oil heat exchanger CLUTCH: Cable operated PASC™ Slipper clutch IGNITION / ENGINE MANAGEMENT: Bosch EMS with RBW TRACTION CONTROL: MTC (3-mode, disengageable, rally mode*) FRAME: Chromium-molybdenum-steel frame using the engine as stressed element, powder coated SUBFRAME: Chromium-molybdenum-steel trellis, powder coated HANDLEBAR: Aluminum, tapered, Ø 28 / 22 mm FRONT SUSPENSION: Standard WP-USD Ø 43 mm; R Model WP-USD Ø 48 mm REAR SUSPENSION: Standard WP shock absorber; R Model WP PDS shock absorber SUSPENSION TRAVEL FRONT/REAR: Standard 7.9″/7.9″ (200/200 mm); R Model 9.5″/9.5″ (240/240 mm) FRONT BRAKE: 2 × radially mounted 4 piston caliper, brake disc Ø 320 mm REAR BRAKE: 2 piston floating caliper, brake disc Ø 260 mm ABS: Bosch 9.1 MP (incl. Cornering-ABS and offroad mode, disengageable) WHEELS FRONT/REAR: Spoked wheels with aluminum rims, 2.50 × 21″; 4.50 × 18″ TIRES FRONT/REAR: 90/90-21″; 150/70-18″ CHAIN: X-Ring 5/8 × 1/4″ SILENCER: Stainless steel primary and secondary silencer STEERING HEAD ANGLE: Standard 64.1°; R Model 63.7° TRAIL: Standard 107.8 mm; R Model 110.4 mm WHEEL BASE: Standard 1,509 mm; R Model 1,528 mm GROUND CLEARANCE: Standard 9.2″ (233 mm); R Model 10.4″ (263 mm) SEAT HEIGHT: Standard 32.7″/33.5″ (830/850 mm); R Model 34.6″ (880 mm) FUEL TANK CAPACITY: approx. 5.3 gallons (20 liters) DRY WEIGHT: approx. 417 lbs (189 kg) * Rally mode is optional on standard model
  9. [embedded content] Yamaha Motor Europe today introduced the all-new Yamaha Ténéré 700 Adventure Touring motorcycle during an exclusive press conference in Milan, Italy, and Yamaha Motor Corporation, U.S.A. announced that this exciting all-new motorcycle would also be produced for the U.S. market. Production for the European model will take place in France, while production for the U.S. model will take place at Yamaha’s factory in Japan. ADVERTISEMENT The new Ténéré 700 is equipped with the CP2 689cc parallel-twin engine. The key characteristic of this compact CP2 engine is its strong and linear torque output that gives instant throttle response together with outstanding acceleration – attributes that make it a capable and versatile performer on and off the road. Producing maximum torque at 6,500 rpm, this engine provides the ideal balance of performance and controllability, and its excellent fuel economy contributes to the Ténéré 700’s ability to cover long distances between fuel stops. To cater to the unique requirements of Adventure Touring riders, the final transmission ratio is optimized for both road and off-road operating conditions. Together with a range of model-specific fuel injection settings, these features contribute to the bike’s versatility and remarkable performance in different riding environments. Ténéré 700 model overview • Rally-bred T7-inspired Adventure Touring design with pure Ténéré DNA • Light, compact, nimble • Outstanding off-road performance • Go-anywhere long-distance potential with an approximate average 217-mile fuel range • Powerful, smooth and economic high-torque engine • Switchable ABS option for off-road riding • Effective windscreen and hand guards for excellent weather protection • Modern long-travel suspension Frame During the development of the Ténéré 700, one of the key goals was to achieve a slim, agile and light feeling chassis that would be equally suited to both road and off-road riding. To satisfy these requirements, Yamaha’s designers have developed an all-new lightweight double cradle tubular steel frame that combines low weight with immense strength, making it ideally suited to a variety of riding conditions. Featuring a compact 1,590mm wheelbase and a slim body, this rugged chassis delivers responsive handling characteristics, and with 240mm of ground clearance, the Ténéré 700 is designed to help its rider conquer the roughest terrain. Body and Seat The Ténéré 700 is equipped with a flat seat and slim body that allows maximum rider agility. The compact bodywork and narrow fuel tank also enable the rider to grip the tank with their knees whether sitting or standing, giving added confidence and control in every situation, whether riding on dirt or asphalt. Rally-bred Face With Four LED Headlights The new Ténéré 700 comes equipped with a distinctive looking headlight assembly that is a direct spin-off from Yamaha’s latest factory rally bikes and the T7 concept machine. A total of four LED headlights project powerful beams of light that can illuminate the darkest wilderness. Stacked in a two-plus-two layout and protected by a clear nacelle, along with two LED position lights at the base, this strong face gives a purposeful look that matches this new Adventure Touring bike’s imposing character. Adjustable Long-travel suspension The flex-resistant 43mm upside down coil-spring forks stay composed over the most extreme terrain to provide precise steering and smooth suspension action, while 210mm of suspension travel enables the rider to attack the most challenging off-road terrain with confidence. Featuring full damping adjustment, these rally-specification front forks ensure high levels of comfort with lightweight handling performance when on the road, making the Ténéré 700 one of the most capable and enjoyable long-distance tourers. Remotely Adjustable Rear Shock Absorber The Ténéré 700 features a rally-bred link-type rear suspension system that provides smooth and progressive action for maximum riding comfort and enhanced levels of control. Featuring a lightweight aluminum swingarm for low un-sprung weight, this high specification rear end offers 200mm of travel which, like the front suspension system, is designed to handle the most severe off-road riding conditions while producing a comfortable ride on the road. Another significant feature is the remote preload adjuster that provides quick and easy adjustment to suit riding conditions. Rally-style fairing and Windscreen The rally-styled faring and windscreen on the new Ténéré 700 exhibit pure Dakar character. The compact rally screen and nose fairing give you excellent protection from the wind while maintaining the slim and lightweight character of the bike, and the competition type tapered handlebars give a relaxed riding position whether you’re seated or standing. Wheels With their ability to efficiently absorb the continuous impacts experienced when riding in rough terrain, these lightweight wheels work with the long travel suspension to give the rider optimum handling performance and control. Because the Ténéré 700 features a competition type 21-inch front wheel/18-inch rear wheel combination, riders have the option to fit a wide range of tires to suit their requirements – ranging from a pure enduro pattern for predominantly off-road use, to dual sport pattern tires for on/off-road versatility. Slim, Long-Range Fuel Tank Throughout the development of this new generation Adventure Touring bike, Yamaha’s principal goal was to ensure that the Ténéré 700 would deliver class-leading off-road performance together with outstanding on-road capabilities and provide genuine long-range potential. The slim design of the fuel tank belies its 4.2-gallon capacity, and its narrow rear section offers plenty of rider mobility and excellent knee grip. Whether sitting down or standing up, the compact dimensions of this long-range fuel tank enable the rider to shift their weight around effortlessly. Thanks to the excellent economy of the twin-cylinder engine, 4.2-gallons of fuel provides an approximate average 217-mile fuel range which gives the new Ténéré 700 a high level of all-terrain versatility. Rally-Style Multi-Function Instruments Located centrally behind the screen for great visibility, this lightweight instrument panel displays a wide range of information that can be absorbed by the rider without having to take their eyes off the road or trail. The multi-function LCD display features two trip meters and comprehensive information including gear position, fuel level, estimated fuel range, average and instant fuel consumption and more. The cockpit is designed to accommodate the fitment of aftermarket navigation devices, enabling riders to add extra equipment to suit their requirements, including GPS, road book readers and smartphones. Switchable ABS The braking system consists of dual 282mm wave-style front discs and a 245mm wave-style rear disc that provide high levels of stopping power with plenty of feel at all speeds on the road or in the dirt. When riding off-road, the rider has the option to temporarily disable the ABS by activating a switch while stationary. With the ABS turned off, the rider can take full manual control and choose to lock the rear wheel deliberately in certain off-road situations. Protection From The Elements On long journeys, the screen and front cowl provide protection from the wind and weather, and thanks to the bike’s slim and compact body design, the rider can tuck in tightly to the chassis and keep out of the main airflow. As well as deflecting wind and rain, the tough plastic handguards offer added protection from branches and foliage when riding in the wilderness, and help to protect the levers and throttle from accidental damage. Key Technical Features • High-torque 689cc four-stroke CP2 parallel twin-cylinder engine • New lightweight double cradle tubular steel frame • Slim, compact and ergonomic body and seat • Aggressive rally-bred face with four LED headlights and two LED position lights • Adjustable 43mm upside down coil-spring forks with long-travel (210mm) • Remotely adjustable link-type rear suspension with 200mm of travel • Compact rally-style cockpit with tapered handlebars • 21-inch/18-inch lightweight spoked wheels with adventure tires • Slim, long-range fuel tank with 4.2-gallon capacity for an approximate average 217-mile fuel range • Compact rally-style multi-function instruments • ABS can be disabled to suit off-road riding preferences • Screen and handguards give good rider protection from the elements Availability Due to differing government regulatory standards and factory production line schedules, the all-new Ténéré 700 is scheduled to arrive at U.S. dealerships in the second half of 2020 while in Europe the new machine will arrive earlier; in the second half of 2019. The bike will be available in a Ceramic Ice color scheme. MSRP will be announced at a later date. Yamaha Tenere 700 Specs Engine Type: 689cc liquid-cooled DOHC 4-stroke; 8 valves Bore x Stroke: 80.0mm x 68.6mm Compression Ratio: 11.5:1 Fuel Delivery: Fuel Injection Transmission: 6-speed; wet multiplate clutch Final Drive: Chain Suspension/Front: 43mm inverted fork, fully-adjustable; 8.3-in travel Suspension/Rear: Single shock, adjustable preload (w/remote adjuster) and rebound damping; 7.9-in travel Brakes/Front: Dual 282mm hydraulic disc; selectable ABS Brakes/Rear: 245mm hydraulic disc; selectable ABS Tires/Front: 90/90R21 Pirelli® Scorpion® Rally STR Tires/Rear: 150/70R18 Pirelli® Scorpion® Rally STR L x W x H: TBD Seat Height: 34.6 in Wheelbase: 62.6 in Rake (Caster Angle): TBD Trail: TBD Maximum Ground Clearance: 9.5 in Fuel Capacity: 4.2 gal Fuel Economy: TBD Wet Weight: TBD Warranty: 1 Year (Limited Factory Warranty) Color: Ceramic Ice Availability: Europe in second half of 2019; USA in second half of 2020.
  10. [embedded content] Yamaha Motor Europe today introduced the all-new Yamaha Ténéré 700 Adventure Touring motorcycle during an exclusive press conference in Milan, Italy, and Yamaha Motor Corporation, U.S.A. announced that this exciting all-new motorcycle would also be produced for the U.S. market. Production for the European model will take place in France, while production for the U.S. model will take place at Yamaha’s factory in Japan. ADVERTISEMENT The new Ténéré 700 is equipped with the CP2 689cc parallel-twin engine. The key characteristic of this compact CP2 engine is its strong and linear torque output that gives instant throttle response together with outstanding acceleration – attributes that make it a capable and versatile performer on and off the road. Producing maximum torque at 6,500 rpm, this engine provides the ideal balance of performance and controllability, and its excellent fuel economy contributes to the Ténéré 700’s ability to cover long distances between fuel stops. To cater to the unique requirements of Adventure Touring riders, the final transmission ratio is optimized for both road and off-road operating conditions. Together with a range of model-specific fuel injection settings, these features contribute to the bike’s versatility and remarkable performance in different riding environments. Ténéré 700 model overview • Rally-bred T7-inspired Adventure Touring design with pure Ténéré DNA • Light, compact, nimble • Outstanding off-road performance • Go-anywhere long-distance potential with an approximate average 217-mile fuel range • Powerful, smooth and economic high-torque engine • Switchable ABS option for off-road riding • Effective windscreen and hand guards for excellent weather protection • Modern long-travel suspension Frame During the development of the Ténéré 700, one of the key goals was to achieve a slim, agile and light feeling chassis that would be equally suited to both road and off-road riding. To satisfy these requirements, Yamaha’s designers have developed an all-new lightweight double cradle tubular steel frame that combines low weight with immense strength, making it ideally suited to a variety of riding conditions. Featuring a compact 1,590mm wheelbase and a slim body, this rugged chassis delivers responsive handling characteristics, and with 240mm of ground clearance, the Ténéré 700 is designed to help its rider conquer the roughest terrain. Body and Seat The Ténéré 700 is equipped with a flat seat and slim body that allows maximum rider agility. The compact bodywork and narrow fuel tank also enable the rider to grip the tank with their knees whether sitting or standing, giving added confidence and control in every situation, whether riding on dirt or asphalt. Rally-bred Face With Four LED Headlights The new Ténéré 700 comes equipped with a distinctive looking headlight assembly that is a direct spin-off from Yamaha’s latest factory rally bikes and the T7 concept machine. A total of four LED headlights project powerful beams of light that can illuminate the darkest wilderness. Stacked in a two-plus-two layout and protected by a clear nacelle, along with two LED position lights at the base, this strong face gives a purposeful look that matches this new Adventure Touring bike’s imposing character. Adjustable Long-travel suspension The flex-resistant 43mm upside down coil-spring forks stay composed over the most extreme terrain to provide precise steering and smooth suspension action, while 210mm of suspension travel enables the rider to attack the most challenging off-road terrain with confidence. Featuring full damping adjustment, these rally-specification front forks ensure high levels of comfort with lightweight handling performance when on the road, making the Ténéré 700 one of the most capable and enjoyable long-distance tourers. Remotely Adjustable Rear Shock Absorber The Ténéré 700 features a rally-bred link-type rear suspension system that provides smooth and progressive action for maximum riding comfort and enhanced levels of control. Featuring a lightweight aluminum swingarm for low un-sprung weight, this high specification rear end offers 200mm of travel which, like the front suspension system, is designed to handle the most severe off-road riding conditions while producing a comfortable ride on the road. Another significant feature is the remote preload adjuster that provides quick and easy adjustment to suit riding conditions. Rally-style fairing and Windscreen The rally-styled faring and windscreen on the new Ténéré 700 exhibit pure Dakar character. The compact rally screen and nose fairing give you excellent protection from the wind while maintaining the slim and lightweight character of the bike, and the competition type tapered handlebars give a relaxed riding position whether you’re seated or standing. Wheels With their ability to efficiently absorb the continuous impacts experienced when riding in rough terrain, these lightweight wheels work with the long travel suspension to give the rider optimum handling performance and control. Because the Ténéré 700 features a competition type 21-inch front wheel/18-inch rear wheel combination, riders have the option to fit a wide range of tires to suit their requirements – ranging from a pure enduro pattern for predominantly off-road use, to dual sport pattern tires for on/off-road versatility. Slim, Long-Range Fuel Tank Throughout the development of this new generation Adventure Touring bike, Yamaha’s principal goal was to ensure that the Ténéré 700 would deliver class-leading off-road performance together with outstanding on-road capabilities and provide genuine long-range potential. The slim design of the fuel tank belies its 4.2-gallon capacity, and its narrow rear section offers plenty of rider mobility and excellent knee grip. Whether sitting down or standing up, the compact dimensions of this long-range fuel tank enable the rider to shift their weight around effortlessly. Thanks to the excellent economy of the twin-cylinder engine, 4.2-gallons of fuel provides an approximate average 217-mile fuel range which gives the new Ténéré 700 a high level of all-terrain versatility. Rally-Style Multi-Function Instruments Located centrally behind the screen for great visibility, this lightweight instrument panel displays a wide range of information that can be absorbed by the rider without having to take their eyes off the road or trail. The multi-function LCD display features two trip meters and comprehensive information including gear position, fuel level, estimated fuel range, average and instant fuel consumption and more. The cockpit is designed to accommodate the fitment of aftermarket navigation devices, enabling riders to add extra equipment to suit their requirements, including GPS, road book readers and smartphones. Switchable ABS The braking system consists of dual 282mm wave-style front discs and a 245mm wave-style rear disc that provide high levels of stopping power with plenty of feel at all speeds on the road or in the dirt. When riding off-road, the rider has the option to temporarily disable the ABS by activating a switch while stationary. With the ABS turned off, the rider can take full manual control and choose to lock the rear wheel deliberately in certain off-road situations. Protection From The Elements On long journeys, the screen and front cowl provide protection from the wind and weather, and thanks to the bike’s slim and compact body design, the rider can tuck in tightly to the chassis and keep out of the main airflow. As well as deflecting wind and rain, the tough plastic handguards offer added protection from branches and foliage when riding in the wilderness, and help to protect the levers and throttle from accidental damage. Key Technical Features • High-torque 689cc four-stroke CP2 parallel twin-cylinder engine • New lightweight double cradle tubular steel frame • Slim, compact and ergonomic body and seat • Aggressive rally-bred face with four LED headlights and two LED position lights • Adjustable 43mm upside down coil-spring forks with long-travel (210mm) • Remotely adjustable link-type rear suspension with 200mm of travel • Compact rally-style cockpit with tapered handlebars • 21-inch/18-inch lightweight spoked wheels with adventure tires • Slim, long-range fuel tank with 4.2-gallon capacity for an approximate average 217-mile fuel range • Compact rally-style multi-function instruments • ABS can be disabled to suit off-road riding preferences • Screen and handguards give good rider protection from the elements Availability Due to differing government regulatory standards and factory production line schedules, the all-new Ténéré 700 is scheduled to arrive at U.S. dealerships in the second half of 2020 while in Europe the new machine will arrive earlier; in the second half of 2019. The bike will be available in a Ceramic Ice color scheme. MSRP will be announced at a later date. Yamaha Tenere 700 Specs Engine Type: 689cc liquid-cooled DOHC 4-stroke; 8 valves Bore x Stroke: 80.0mm x 68.6mm Compression Ratio: 11.5:1 Fuel Delivery: Fuel Injection Transmission: 6-speed; wet multiplate clutch Final Drive: Chain Suspension/Front: 43mm inverted fork, fully-adjustable; 8.3-in travel Suspension/Rear: Single shock, adjustable preload (w/remote adjuster) and rebound damping; 7.9-in travel Brakes/Front: Dual 282mm hydraulic disc; selectable ABS Brakes/Rear: 245mm hydraulic disc; selectable ABS Tires/Front: 90/90R21 Pirelli® Scorpion® Rally STR Tires/Rear: 150/70R18 Pirelli® Scorpion® Rally STR L x W x H: TBD Seat Height: 34.6 in Wheelbase: 62.6 in Rake (Caster Angle): TBD Trail: TBD Maximum Ground Clearance: 9.5 in Fuel Capacity: 4.2 gal Fuel Economy: TBD Wet Weight: TBD Warranty: 1 Year (Limited Factory Warranty) Color: Ceramic Ice Availability: Europe in second half of 2019; USA in second half of 2020.
  11. For 2019 the new Ducati Multistrada 950 receives a series of improvements designed to make it even safer and more enjoyable. Moreover, for the very first time, a “super-technological” S version featuring state-of-the-art electronics is available. The Multistrada 950 combines Multistrada 1260 and Multistrada 1260 Enduro design features, taking the ‘lightest’ elements from both. The front end – with the distinctive horizontally extended headlight, the ‘beak’, adjustable screen, side ‘wings’ and tank – takes its cue from the Multistrada 1260. The rider’s seat, passenger seat, rear grab rail, the design of the exhaust and swingarm, and the wheel sizes are, instead, taken from the Multistrada 1260 Enduro. This mix has produced a bike with classic Multistrada lines that’s also more compact. At the heart of the machine is the already renowned twin cylinder 937 cc Testastretta 11° with Desmodromic timing, pumping out 113 hp at 9,000 rpm and 70.8 ft-lbs at 7,750 rpm. The Multistrada 950 now comes with a 6-axis Bosch IMU (Inertial Measurement Unit), Bosch Cornering ABS, Vehicle Hold Control (VHC) for easier uphill starts (especially when the bike is carrying passenger and luggage) and a hydraulic clutch. What’s more, the swingarm and wheels – both the newly designed alloy wheels and spoked versions – are lighter. An upgraded rider-bike interface (HMI) is now more user-friendly than ever. Indicators feature an auto-off function that takes into account both lean angle and distance traveled. ADVERTISEMENT Then there’s the new Multistrada 950 S, which offers cutting-edge technology. Features include an electronic suspension with the Ducati Skyhook Suspension (DSS) system which continuously adjusts fork and shock absorber damping so the suspension responds instantaneously to changes in road surface. In addition, Ducati Quick Shift up & down (DQS) allows clutchless upshifting and downshifting, and the bike also features a full-LED headlight, 5″ color TFT display, a key-less Hands Free system, Cruise Control and backlit switchgear controls. The Ducati Multistrada 950 S is available with either cast or spoked wheels. Suspension The Multistrada 950 has a front upside down 48 mm fork with 6.7″ (170 mm) of travel, a dedicated cast fork leg, plus fully adjustable spring pre-load and hydraulic compression and rebound damping. At the rear, a shock connects the swingarm to the left cast sub-frame: again, spring pre-load is adjustable, as is hydraulic compression and rebound damping. The spring is progressive, consequently increasing ride comfort even with the bike fully loaded. Rear wheel travel is also 6.7″ (170 mm). The Multistrada 950 S is, instead, equipped with the Ducati Skyhook Suspension Evo (DSS) system, based on a 48 mm diameter fork and rear shock (both electronic). Rebound and compression damping are adjusted continuously according to a semi-active approach that ensures optimal vehicle balance. In practice, the system keeps bike attitude constant whatever the road surface, thus minimizing swaying of vehicle, rider and passenger, and significantly boosting comfort and safety. The Skyhook name stems from the unique sensation experienced during riding, as if the bike were suspended from a hook in the sky, keeping it balanced, stable and extremely reactive to any change in attitude. This innovative technology outperforms conventional, passive suspension systems via constant control of dynamic wheel behavior. Thanks to the smart DSS Evolution system, nearly all the negative effects of too soft or hard a setting are eliminated without compromising performance or safety. DSS Evolution technology analyzes data from numerous sensors on the sprung and unsprung weights of the bike to calculate and set the damping needed to make the ride as smooth as possible. An accelerometer on the steering yoke, together with another inside the control unit that tracks the DDS Evolution, provide data on sprung weight, while an accelerometer on the fork bottom provides input on unsprung weight. At the rear, another sensor measures suspension travel. The DSS Evolution processes this information via a semi-active control algorithm that, by referring to an imaginary fixed point in the sky above the bike, makes extremely rapid adjustments to the hydraulic dampers to minimize vehicle movement in relation to this point: just as if the bike were suspended from it (hence the term “skyhook”). To smooth the load transfers associated with acceleration and deceleration, the system also makes use of the Ducati Traction Control (DTC) longitudinal accelerometer sensor, ABS system pressure detectors (for instantaneous calculation and activation of a response that reduces the resulting vehicle swaying) and data from the Inertial Measurement Unit (IMU), which dynamically reveals the bike’s attitude. The DSS Evolution system allows fast, user-friendly bike set-up via the new HMI interface, ensuring suspension is exactly as desired whatever the ride conditions. Moreover, it’s possible to act on fork and shock absorber separately to fine-tune front and rear suspension. The system has practically unlimited configuration potential, as the rider can electronically select 400 parameter combinations via the new interface. Riders can also mechanically adjust front fork pre-load. Tires and wheels The Multistrada 950 features redesigned wheels that reduce overall weight by 1.1 pounds (500 g) compared to the previous model. Wheels measure 3.0” x 19’’ at the front and 4.5” x 17’’ at the rear and mount Pirelli Scorpio Trail II tires (120/70 ZR19 at the front and 170/60 ZR17 at the rear). The S model variant is also available with tubeless tire wheels with aluminium rims that have 40 cross-mounted spokes and gravity-cast hubs; these mount chunky Pirelli SCORPION Rally tires, better suited to off-road riding Riding Modes Touring: delivers a maximum power of 113 hp with progressive Ride-by-Wire throttle twist response, DTC is set higher as is ABS, maximizing both braking stability and wheel lift-up prevention. Sport: transforms the Multistrada 950 into an adrenaline-fueled bike with a maximum power of 113 hp. This Riding Mode is characterized by a direct Ride-by-Wire throttle twist response, a low DTC setting and low ABS setting with no rear wheel lift-up prevention. Urban: delivers a maximum power of 75 hp with progressive Ride-by-Wire throttle twist response; DTC is set to an even higher intervention level as is the ABS, maximizing braking stability and wheel lift-up prevention. Enduro: gives the Multistrada 950 a maximum power of 75 hp with progressive Ride-by-Wire throttle twist response; DTC intervention is suitable for off-road use and the ABS setting is low, deactivating rear wheel lift-up prevention. The Ducati Multistrada 950 standard features alloy cast wheels. Ducati Multistrada 950 Standard Features • 937 cc Testastretta 11° engine • 113 hp at 9,000 rpm and 70.8 ft-lbs at 7,750 rpm • Exhaust with single silencer • Tubular steel Trellis frame with cast aluminium double-sided swingarm • Seat h: 33.1″ (840 mm); low seat: 32.3″ (820mm); high seat: 33.9″ (860mm) • Height-adjustable screen • Fuel tank capacity 5.3 gallons (20 liters) • New cast alloy wheels • Pirelli Scorpion Trail II tires, 120/70 ZR17 front and 170/60 ZR17 rear • Fully adjustable 48 mm fork with 6.7″ (170 mm) of travel • Fully adjustable shock absorber with 6.7″ (170 mm) of travel • 4 Riding Modes (Sport, Touring, Urban, Enduro) • Ducati Safety Pack (3-level Bosch Cornering ABS, 8-level DTC) • Vehicle Hold Control (VHC) • LCD Instrumentation • Ready for Ducati Multimedia System (DMS) • Ready for Ducati Quick Shift up & down (DQS • Colors: Ducati Red with Glossy Black wheels * Model weight, pricing and availability not announced yet. Ducati Multistrada 950 S Additional Equipment • Hands Free System • Semi-active electronic suspension with Ducati Skyhook Suspension (DSS) system • Ducati Quick Shift up & down (DQS) • Full LED headlight with Ducati Cornering Lights (DCL) system • Cruise Control • Dashboard with 5″ TFT colour screen • Backlit switchgear controls • Cast alloy / spoked wheels option • Colors: Ducati Red or Glossy Grey with black wheels with red trim (or spoked wheels) Personalization packages • Touring Pack: panniers, heated grips, center stand • Sport Pack: Termignoni performance silencer, billet water pump cover, LED indicators. • Urban Pack: Top case, tank pocket with Tanklock flange, USB port to charge devices. • Enduro Pack: LED Aux lights, crash bars, radiator guard, sump guard, steel footpegs.
  12. For 2019 the new Ducati Multistrada 950 receives a series of improvements designed to make it even safer and more enjoyable. Moreover, for the very first time, a “super-technological” S version featuring state-of-the-art electronics is available. The Multistrada 950 combines Multistrada 1260 and Multistrada 1260 Enduro design features, taking the ‘lightest’ elements from both. The front end – with the distinctive horizontally extended headlight, the ‘beak’, adjustable screen, side ‘wings’ and tank – takes its cue from the Multistrada 1260. The rider’s seat, passenger seat, rear grab rail, the design of the exhaust and swingarm, and the wheel sizes are, instead, taken from the Multistrada 1260 Enduro. This mix has produced a bike with classic Multistrada lines that’s also more compact. At the heart of the machine is the already renowned twin cylinder 937 cc Testastretta 11° with Desmodromic timing, pumping out 113 hp at 9,000 rpm and 70.8 ft-lbs at 7,750 rpm. The Multistrada 950 now comes with a 6-axis Bosch IMU (Inertial Measurement Unit), Bosch Cornering ABS, Vehicle Hold Control (VHC) for easier uphill starts (especially when the bike is carrying passenger and luggage) and a hydraulic clutch. What’s more, the swingarm and wheels – both the newly designed alloy wheels and spoked versions – are lighter. An upgraded rider-bike interface (HMI) is now more user-friendly than ever. Indicators feature an auto-off function that takes into account both lean angle and distance traveled. ADVERTISEMENT Then there’s the new Multistrada 950 S, which offers cutting-edge technology. Features include an electronic suspension with the Ducati Skyhook Suspension (DSS) system which continuously adjusts fork and shock absorber damping so the suspension responds instantaneously to changes in road surface. In addition, Ducati Quick Shift up & down (DQS) allows clutchless upshifting and downshifting, and the bike also features a full-LED headlight, 5″ color TFT display, a key-less Hands Free system, Cruise Control and backlit switchgear controls. The Ducati Multistrada 950 S is available with either cast or spoked wheels. Suspension The Multistrada 950 has a front upside down 48 mm fork with 6.7″ (170 mm) of travel, a dedicated cast fork leg, plus fully adjustable spring pre-load and hydraulic compression and rebound damping. At the rear, a shock connects the swingarm to the left cast sub-frame: again, spring pre-load is adjustable, as is hydraulic compression and rebound damping. The spring is progressive, consequently increasing ride comfort even with the bike fully loaded. Rear wheel travel is also 6.7″ (170 mm). The Multistrada 950 S is, instead, equipped with the Ducati Skyhook Suspension Evo (DSS) system, based on a 48 mm diameter fork and rear shock (both electronic). Rebound and compression damping are adjusted continuously according to a semi-active approach that ensures optimal vehicle balance. In practice, the system keeps bike attitude constant whatever the road surface, thus minimizing swaying of vehicle, rider and passenger, and significantly boosting comfort and safety. The Skyhook name stems from the unique sensation experienced during riding, as if the bike were suspended from a hook in the sky, keeping it balanced, stable and extremely reactive to any change in attitude. This innovative technology outperforms conventional, passive suspension systems via constant control of dynamic wheel behavior. Thanks to the smart DSS Evolution system, nearly all the negative effects of too soft or hard a setting are eliminated without compromising performance or safety. DSS Evolution technology analyzes data from numerous sensors on the sprung and unsprung weights of the bike to calculate and set the damping needed to make the ride as smooth as possible. An accelerometer on the steering yoke, together with another inside the control unit that tracks the DDS Evolution, provide data on sprung weight, while an accelerometer on the fork bottom provides input on unsprung weight. At the rear, another sensor measures suspension travel. The DSS Evolution processes this information via a semi-active control algorithm that, by referring to an imaginary fixed point in the sky above the bike, makes extremely rapid adjustments to the hydraulic dampers to minimize vehicle movement in relation to this point: just as if the bike were suspended from it (hence the term “skyhook”). To smooth the load transfers associated with acceleration and deceleration, the system also makes use of the Ducati Traction Control (DTC) longitudinal accelerometer sensor, ABS system pressure detectors (for instantaneous calculation and activation of a response that reduces the resulting vehicle swaying) and data from the Inertial Measurement Unit (IMU), which dynamically reveals the bike’s attitude. The DSS Evolution system allows fast, user-friendly bike set-up via the new HMI interface, ensuring suspension is exactly as desired whatever the ride conditions. Moreover, it’s possible to act on fork and shock absorber separately to fine-tune front and rear suspension. The system has practically unlimited configuration potential, as the rider can electronically select 400 parameter combinations via the new interface. Riders can also mechanically adjust front fork pre-load. Tires and wheels The Multistrada 950 features redesigned wheels that reduce overall weight by 1.1 pounds (500 g) compared to the previous model. Wheels measure 3.0” x 19’’ at the front and 4.5” x 17’’ at the rear and mount Pirelli Scorpio Trail II tires (120/70 ZR19 at the front and 170/60 ZR17 at the rear). The S model variant is also available with tubeless tire wheels with aluminium rims that have 40 cross-mounted spokes and gravity-cast hubs; these mount chunky Pirelli SCORPION Rally tires, better suited to off-road riding Riding Modes Touring: delivers a maximum power of 113 hp with progressive Ride-by-Wire throttle twist response, DTC is set higher as is ABS, maximizing both braking stability and wheel lift-up prevention. Sport: transforms the Multistrada 950 into an adrenaline-fueled bike with a maximum power of 113 hp. This Riding Mode is characterized by a direct Ride-by-Wire throttle twist response, a low DTC setting and low ABS setting with no rear wheel lift-up prevention. Urban: delivers a maximum power of 75 hp with progressive Ride-by-Wire throttle twist response; DTC is set to an even higher intervention level as is the ABS, maximizing braking stability and wheel lift-up prevention. Enduro: gives the Multistrada 950 a maximum power of 75 hp with progressive Ride-by-Wire throttle twist response; DTC intervention is suitable for off-road use and the ABS setting is low, deactivating rear wheel lift-up prevention. The Ducati Multistrada 950 standard features alloy cast wheels. Ducati Multistrada 950 Standard Features • 937 cc Testastretta 11° engine • 113 hp at 9,000 rpm and 70.8 ft-lbs at 7,750 rpm • Exhaust with single silencer • Tubular steel Trellis frame with cast aluminium double-sided swingarm • Seat h: 33.1″ (840 mm); low seat: 32.3″ (820mm); high seat: 33.9″ (860mm) • Height-adjustable screen • Fuel tank capacity 5.3 gallons (20 liters) • New cast alloy wheels • Pirelli Scorpion Trail II tires, 120/70 ZR17 front and 170/60 ZR17 rear • Fully adjustable 48 mm fork with 6.7″ (170 mm) of travel • Fully adjustable shock absorber with 6.7″ (170 mm) of travel • 4 Riding Modes (Sport, Touring, Urban, Enduro) • Ducati Safety Pack (3-level Bosch Cornering ABS, 8-level DTC) • Vehicle Hold Control (VHC) • LCD Instrumentation • Ready for Ducati Multimedia System (DMS) • Ready for Ducati Quick Shift up & down (DQS • Colors: Ducati Red with Glossy Black wheels * Model weight, pricing and availability not announced yet. Ducati Multistrada 950 S Additional Equipment • Hands Free System • Semi-active electronic suspension with Ducati Skyhook Suspension (DSS) system • Ducati Quick Shift up & down (DQS) • Full LED headlight with Ducati Cornering Lights (DCL) system • Cruise Control • Dashboard with 5″ TFT colour screen • Backlit switchgear controls • Cast alloy / spoked wheels option • Colors: Ducati Red or Glossy Grey with black wheels with red trim (or spoked wheels) Personalization packages • Touring Pack: panniers, heated grips, center stand • Sport Pack: Termignoni performance silencer, billet water pump cover, LED indicators. • Urban Pack: Top case, tank pocket with Tanklock flange, USB port to charge devices. • Enduro Pack: LED Aux lights, crash bars, radiator guard, sump guard, steel footpegs.
  13. Touratech’s RallyeForm skid plate is unique in several ways, least of which is the spelling of its name! Originally developed for Touratech’s Rally Race Team, after winning the Hellas Rally big bike class and taking 2nd overall, putting the RallyeForm into production only made sense. This 4mm thick cold stamped aluminum plate boasts a form-fitting smooth exterior and tubular stainless subframe. 500,000 pounds of force is used to press aluminum sheets into the precise shape of the motorcycles undercarriage. This cold stamping process transforming one layer of material into a three-dimensional shape has several advantages: No welds, rounded edges and smooth features. According to Touratech, the stamping method changes the crystalline structure of the material resulting in a tougher shell for better resistance to denting. Installing the RallyeForm Upon arrival of our bare aluminum RallyeForm skid plate, we were pleasantly surprised by how light it was. Fit and finish were exactly what we’ve come to expect from Touratech, especially at this price point. At first glance, it was apparent that it offers excellent coverage of the sump, pipe and side cases, more than most on the market. Install was as direct as we could have hoped for on our KTM 1090 Adventure R, sharing forward mounting positions with the factory crash bars and foot pegs in the rear. ADVERTISEMENT The tubular front sub-frame incorporated with the factory crash bars was of particular note adding extra protection and rigidity. Clear instructions and quality hardware had us cracking celebratory LA Croix in under an hour. With all fasteners drenched in blue Loctite, we were ready to see how it would hold up to extensive adventuring. How It Performed We tested the RallyeForm over 5,000 miles in a two-month period that found us riding everything from alpine trails in Utah to open aired dessert in Eastern Oregon. Impacts were sustained, mud was collected, and scars were acquired. The entire weight of our 1090 was rested on the RallyeForm several times when crossing logs or stepping up rock shelves, and it never buckled despite showing signs of wear. Despite Touratech’s claims that the cold stamping process helps to prevent denting, we still found it reasonably easy to mar. The worst disfigurements were acquired on a section of the WABDR (Washington Backcountry Discovery Route) endearingly dubbed “Baby Head Hill.” This nasty uphill slog is strewn with cantaloupe-sized rocks that make hard impacts unavoidable when carrying necessary speed. Stones could be heard clanging off the aluminum body and resonating like a bell! While the dents and scratches on the skid plate looked dramatic, there was never any damage to the exhaust header or engine cases underneath. The most noticeable advantage of the RallyeForm skid plate we found during testing was its smooth surface, which allowed our 1090 to slide over objects that might have otherwise hung us up. Battle wounds from a nasty rock garden uphill slog. Still, there was no damage underneath the skid plate. The form-fitting nature of this belly pan means that it retains maximum ground clearance, which was appreciated in many dicey situations as well. Even though we initially shared some concern over possible overheating due to the hot-blooded nature of the LC8 engine and lack of venting on the RallyeForm, we never experienced any issues. We put this to the test in triple-digit temperatures for consecutive days. A small issue we did notice was that no matter how much thread locker we used on the rear mounting fasteners, they always managed to work themselves loose. Our solution was to use a combination of Loctite and lock washers with slightly longer bolts. When it was time for servicing the 1090, removal of the plate after the initial install was painless and mounting brackets did not inhibit any work. Two fasteners in the rear and four up front ensure secure mounting but also hassle-free removal. It was exactly what we look for in a skid plate: robust, expansive and uncomplicated. Who’s It For? Touratech’s RallyeForm skid plate is for anyone looking to safeguard the vital bits of their bike comprehensively. Its streamlined design means it’s more than likely the lightest belly pan out there that offers this amount of coverage and protection. Not to mention, it maximizes available ground clearance. Potential buyers seeking an attractive option in protection should give this a hard look. Likewise, aggressive riders should consider the RallyeForm for its ability to slide over obstacles and keep overall bike weight at a minimum. Our Verdict The RallyeForm is a breath of fresh air in the stuffy adventure bike belly pan world. Its sleekness, low weight, and coverage make it an excellent option for those riders looking to take their bikes far off the beaten path. It held up to all we could throw at it and made a notable difference in multiple riding scenarios. Being one of the most aesthetically pleasing protection options to boot doesn’t hurt either. What We Liked Coverage: High in the front and extending farther underneath than most other options for this model. Form Fitting: Sleek aesthetics don’t take away from the look and lines of the machine. Lightweight: Never noticed it was there until we bottomed out or it deflected debris, which is about all we can ask for! What Could Be Improved Thickness: A slightly thicker aluminum might help improve dent resistance. Mounting Hardware: Include longer bolts, lock-nuts and Loctite to ensure rear mounting fasteners don’t loosen up. [embedded content] Aventuro Carbon 2 Specs Shopping Options: Photos by Spencer Hill, Blake Draguesku and Chris Hunt Author: Spencer Hill “The Gear Dude” has been fueling his motorcycle addiction with adventure since first swinging his leg over a bike in 2010. Whether he’s exploring his own backyard in the Pacific Northwest or crisscrossing the United States, Spencer is always in search of scenic off-road routes, epic camping locations and the best gear possible. He began writing shortly after taking up two-wheel travel to share his experiences and offer insight with his extensive backpacking, camping and overland background.
  14. Published on 10.30.2018 [embedded content] The trailer for the Southern California Backcountry Discovery Route (CABDR – South) documentary film has been released and it is sure to get your adventure juices going! The long-awaited CABDR-South will cover the Southeastern side of the state, showcasing the natural beauty of the wild lands, colorful geography of the ranges and unique western history. The documentary film features 4-time Baja 1000 Champion and Dakar Rally top 10 finisher, Quinn Cody, who grew up riding and racing in the Southern California deserts. The 820-mile route primarily uses dirt roads and takes riders through unique points of interest, such as historic mines, petroglyphs, ghost towns, natural hot springs and more. The ride starts in Yuma, AZ and ends in Benton, CA crossing through the arid SoCal desert, making the route great for travel during the colder months of the year. _______________________ “I’ve been riding in the deserts of California all my life, and was happy to discover some new dirt two-track and stunning locations on the CABDR – South. This route showcases the best backcountry terrain, scenery, and history SoCal has to offer. Riders will definitely be challenged in many ways on this route, but will have the backcountry motorcycle adventure of a lifetime. I can’t wait to share this route with the community.” – Quinn Cody _______________________ The CABDR-South is the ninth route developed by the BDR for dual-sport and adventure motorcycle travel. Like all previous BDRs, the CABDR-South will include free GPS tracks, travel resources, a Butler Motorcycle Map, and a feature length expedition documentary film on DVD and video-on-demand. These project goodies will be available to the community on January 1, 2019. ADVERTISEMENT A movie tour will be held in approximately 40 cities across the U.S. to promote this route with the World Premiere of the film taking place November 16, 2018 in Long Beach, CA. For tickets and additional information click here. Photos by Ely Wood
  15. Published on 10.30.2018 [embedded content] The trailer for the Southern California Backcountry Discovery Route (CABDR – South) documentary film has been released and it is sure to get your adventure juices going! The long-awaited CABDR-South will cover the Southeastern side of the state, showcasing the natural beauty of the wild lands, colorful geography of the ranges and unique western history. The documentary film features 4-time Baja 1000 Champion and Dakar Rally top 10 finisher, Quinn Cody, who grew up riding and racing in the Southern California deserts. The 820-mile route primarily uses dirt roads and takes riders through unique points of interest, such as historic mines, petroglyphs, ghost towns, natural hot springs and more. The ride starts in Yuma, AZ and ends in Benton, CA crossing through the arid SoCal desert, making the route great for travel during the colder months of the year. _______________________ “I’ve been riding in the deserts of California all my life, and was happy to discover some new dirt two-track and stunning locations on the CABDR – South. This route showcases the best backcountry terrain, scenery, and history SoCal has to offer. Riders will definitely be challenged in many ways on this route, but will have the backcountry motorcycle adventure of a lifetime. I can’t wait to share this route with the community.” – Quinn Cody _______________________ The CABDR-South is the ninth route developed by the BDR for dual-sport and adventure motorcycle travel. Like all previous BDRs, the CABDR-South will include free GPS tracks, travel resources, a Butler Motorcycle Map, and a feature length expedition documentary film on DVD and video-on-demand. These project goodies will be available to the community on January 1, 2019. ADVERTISEMENT A movie tour will be held in approximately 40 cities across the U.S. to promote this route with the World Premiere of the film taking place November 16, 2018 in Long Beach, CA. For tickets and additional information click here. Photos by Ely Wood
  16. When I first started riding a motorcycle five years ago, I had no clue about gear. In Peru, where I was at the time, local people didn’t wear any protective motorcycle gear save for tatty Chinese and Taiwanese helmets. As for a few Westerners I’d seen riding South America, I figured perhaps they were professional motorcyclists – racers or rally riders – and it wasn’t until much later that I realized motorcycle gear was, well, for everyone. Having no idea about protective gear, I started out with an ill-fitting Chinese helmet and the clothes I wore as a backpacker, hoping it would be enough. Currently, I’m wearing a Klim Artemis riding suit, Gaerne motocross boots and a Klim Krios helmet. What was my gear evolution like – and was it worth it? Blue Jeans and Construction Boots Having learned to ride and bought my first motorcycle in Nazca, Peru, I never even thought about getting appropriate gear. For one thing, it simply wasn’t available: in Peru, adventure motorcycling hasn’t arrived just yet and quality motorcycle gear and bikes are only available in the capital city of Lima. Everywhere else, people ride whatever they have (mostly Chinese motorcycles) and wear whatever they wear (mostly their everyday clothes). ADVERTISEMENT Finally, even if there had been high-end adventure riding gear shops around, I wouldn’t have been able to afford it. At the time, my monthly travel budget was less than $800 a month and my expenses went primarily towards fuel, food and accommodation – not gear or equipment. With all of this in mind, I first set off in a pair of blue jeans, a water-resistant parka jacket, a pair of llama wool gloves and a knockoff copy of Caterpillar construction boots I’d found in a local market, plus my Chinese helmet that came with the bike. The Pros: extremely low cost and low maintenance. All I had to do was just put my regular clothes and a helmet on, and off I went. The Cons: after experiencing my first crash and skinning the length of my left leg, I realized blue jeans wouldn’t quite do the job and invested $30 in a pair of pants I found in a small construction supplies shop in Chivay, Peru. These pants had a sturdier fabric and slightly padded hips. I rode all the way from Peru to Ushuaia, Argentina, in those. However, weather was still a very big issue – I struggled to keep warm and dry, especially at higher altitudes. The llama wool gloves were great when the weather was dry, but in the rain, they’d get soaked within seconds. Insights: There is absolutely no way I’d go back to wearing regular apparel while riding. It might be OK if you’re just riding to get some bread to your local grocer, but for a 30,000-mile journey across South America, you’ll want at least some basic adventure riding gear to protect you from injury and weather. No-Name Textiles After experiencing a frightening episode of hypothermia on the Garibaldi Pass in Tierra del Fuego, Argentina, I decided to get some proper gear. At this point, I’d learned gear wasn’t just for professional riders and, planning to ride all the way up to the Caribbean sea, I figured I needed something a little more reliable. In the port town of Punta Arenas, Chile, I found some generic brand textiles which were men’s, but fit me well enough. I also bought a pair of generic motorcycle gloves. The Pros: This was a massive improvement to my situation. My newly purchased textiles weren’t waterproof, merely water resistant, but they provided a significantly bigger protection from the elements and crashes. The Cons: I was still riding in construction boots, and my new gear, while a lot better at keeping me safe and warm, wasn’t a perfect fit and kept getting soaked in the rain. The gloves were an upgrade from my woolly mitts but didn’t provide much more warmth or comfort. Insights: Basic gear isn’t perfect, but it does the job considerably well. For me, the biggest issue was bad weather – the generic textiles just weren’t up to the task when it rained. Second-Hand Motorcycle Gear After coming back to Europe and buying a different, bigger bike, I decided to upgrade my gear and get something a little better. Having researched options and concluded that I couldn’t afford brand new motorcycle gear, I decided to buy second-hand. My reasoning was that it was better to buy good-quality gear second-hand than low-quality gear brand new. I purchased a second-hand Reusch riding suit for $250. This wasn’t waterproof, either, but I had stopped traveling at that point and only went for commutes and weekend rides, so weather wasn’t a big issue any longer. Getting used to my new 900cc bike, I had a few offs and my Reusch suit held together remarkably well. I also bought a pair of street riding gloves with leather-padded palms; they were men’s so a little too big for me, but they felt much nicer. The Pros: This Reusch suit was also men’s, so the fit wasn’t ideal but at that point, looking good was not a priority. I liked the incorporated leather details, the suit was sturdy and durable, and although it wasn’t waterproof, I was very happy with it. The street bike gloves felt like a nice upgrade. The Cons: Because the suit wasn’t a perfect fit, the protection pads weren’t sitting in the right places. This didn’t impact my safety on lower speed crashes, but I do wonder whether it would make a difference during a more serious accident. Much like my Chilean riding suit, the Reusch wasn’t waterproof; neither were the gloves. Insights: Mid-range gear, or better-quality gear bought second hand, can be a great option if your budget is tight and if you’re more of a weekend or holiday adventurer. If it wasn’t for pure luck and support, I would probably still be riding in my Reusch suit now. Off-Road Wear After the short break in Europe, my partner and I decided to ride the Americas again, this time on as much dirt as possible. Paul had convinced me to try riding in off-road rather than adventure riding gear: we were planning to do some of the Back Country Discovery Routes, parts of the Trans America Trail, and parts of the Trans Canada Trail. We were hoping for some hot weather and desert riding along the way, so switching to off-road gear made sense. Having spent ridiculous hours online looking for best deals, I assembled a “mix and match” version of off-road gear: a no-name body armor suit from Australia, my old TCX X-Desert boots, Klim motocross pants found on an online flea market, generic motocross gloves and a discounted Klim snowmobile jacket as an outer waterproof layer. For waterproof pants, I carried an old pair of men’s cycling overalls and the only reasonably priced helmet that fit my mane was an MSR. This set up worked great for hot riding conditions – but whenever we’d hit colder regions or bad weather, I was miserable. While very lightweight and breathable, I didn’t feel the off-road gear would work for me long-term. The Pros: Light weight and breathability were amazing in the heat. Off-road gear also offered a lot more flexibility which was great on gnarly off-road tracks that required a little more action and skill. Motocross gloves felt weightless and offered a excellent feel on the grips. The Cons: Off-road gear simply didn’t offer enough protection from cold and bad weather. While it was great short-term, I would struggle in it on a long overland journey. Insights: Off road gear works well if you’re planning to ride a lot of technical trails in warm or hot weather, but for longer trips, it may not offer enough protection. High-End Adventure Riding Gear Before leaving for Central and South America, I was lucky to receive some support from Klim. I currently ride in a Klim Artemis suit and Dakar Pro gloves, and have traveled through Mexico, Guatemala, Cuba, Colombia, and Ecuador, hoping to do many more miles around the world in this set up. Since the Artemis is a women’s adventure suit, the fit is perfect which means I’m well protected both from injury and the elements. The suit is Gore Tex, which keeps me bone-dry, even in torrential rain. The quality and durability of the fabric ensures that the suit will last which is incredibly important to me as I don’t have a return date from my RTW trip. I love my Dakar Pro gloves – although they aren’t waterproof, the fit is fantastic and the leather details offer a nice grip and soft feel. The Pros: Durability, waterproofing and level of protection are head and shoulders above what I’ve used before. This is the gear I practically live in, so all of these factors matter a lot. I love how soft and comfortable the gloves are. The Cons: The price tag. High-end adventure riding gear is very expensive, which might make it inaccessible for a lot of riders out there. The only leveraging point is durability: good quality gear will last 5 to 8 years, so you won’t have to make another big purchase for a long time. Insights: On a round-the-world trip or a long overland journey, high-end gear can be a game changer. Constantly changing seasons and climates, altitude and weather fronts, treacherous roads and varying terrain can all take a toll while on a long haul. Good quality motorcycle gear can be a big help in keeping you safe, dry, warm, and protected if you ride long distances daily for months. The Bottom Line In light of all of this, do you need high-end adventure riding gear if you love adventure motorcycling? Not necessarily. Second-hand, or mid-range gear can do a great job if you are mostly riding your bike on weekends or holidays or do shorter trips. However, it’s worth thinking about investing in higher-end gear if you are planning to ride around the world or go on a long journey: your gear becomes your second skin, and with all the challenges a journey like this will throw at you, having high-end gear can prevent a lot of discomfort and minimize your risk of injury. Photos by Egle Gerulaityte & Paul Stewart Author: Egle Gerulaityte Riding around the world extra slowly and not taking it too seriously, Egle is always on the lookout for interesting stories. Editor of the Women ADV Riders magazine, she focuses on ordinary people doing extraordinary things and hopes to bring travel inspiration to all two-wheeled maniacs out there.
  17. Published on 10.25.2018 After pulling back the curtain to officially reveal their new Scrambler 1200, Triumph announced their return to the historic Baja 1000 desert endurance race with the all-new Scrambler 1200 XE, piloted by stuntman and experienced off-road and desert racer Ernie Vigil. Triumph played an important role at the beginning of the scrambler scene in the 1960s, with the leading performance bikes of the day. Stripped back bodywork and pipes inspired the very first dedicated production scramblers. Riders like Steve McQueen took to the desert and rode in the International Six Days Enduro, and Bud Ekins raced in the legendary Big Bear and Baja 1000. According to Triumph, the Bonneville T120TT, Bonneville 120c and TR6c and SC “were the ‘real’ desert sleds, fueling the scrambler scene. The new generation 1200 XE takes this historic bloodline to the next level.” About The Motorcycle [embedded content] WATCH: Sneak peek of the Scrambler 1200 Baja Bike. Ernie will be riding an almost-standard specification Triumph Scrambler 1200 XE with the high fender kit option. The new model represents a first for dual-purpose capability in the Scrambler category, delivering modern performance and features fused with iconic Scrambler DNA. ADVERTISEMENT Having completed a rigorous testing regime prior to launch, the Triumph Scrambler 1200 XE is ready to take on the Baja 1000 with a few selected adaptions for this extreme racing challenge. Key Baja 1000 Race Changes Include: – Engine protection bars – Extended sump guard – Removed front and rear turn indicators – Removed pillion pegs – Race exhaust system and tune – Additional Race-specification lighting About The Rider Supported by a passionate team of enthusiasts from within Triumph pulling together to make the race build happen so early in the lifecycle of the vehicle, Ernie Vigil will be the chosen rider to put a mostly stock Scrambler 1200 XE to the test. Ernie is a highly capable off-road rider, who is a stunt rider as well as racer. The British champion has over 15 1st place finishes and is a veteran of the Baja 1000 course, having ridden it previously during the Mexican 1000 on a Triumph Tiger 800. Vigil is looking forward to taking part in the open motorcycle class on the new Triumph Scrambler 1200 XE and added “I am so excited to get the chance to not only take on the Baja 1000, but also to be the first racer to take Triumph’s next generation Scrambler back to desert racing where it all began.”
  18. Published on 10.25.2018 After pulling back the curtain to officially reveal their new Scrambler 1200, Triumph announced their return to the historic Baja 1000 desert endurance race with the all-new Scrambler 1200 XE, piloted by stuntman and experienced off-road and desert racer Ernie Vigil. Triumph played an important role at the beginning of the scrambler scene in the 1960s, with the leading performance bikes of the day. Stripped back bodywork and pipes inspired the very first dedicated production scramblers. Riders like Steve McQueen took to the desert and rode in the International Six Days Enduro, and Bud Ekins raced in the legendary Big Bear and Baja 1000. According to Triumph, the Bonneville T120TT, Bonneville 120c and TR6c and SC “were the ‘real’ desert sleds, fueling the scrambler scene. The new generation 1200 XE takes this historic bloodline to the next level.” About The Motorcycle [embedded content] WATCH: Sneak peek of the Scrambler 1200 Baja Bike. Ernie will be riding an almost-standard specification Triumph Scrambler 1200 XE with the high fender kit option. The new model represents a first for dual-purpose capability in the Scrambler category, delivering modern performance and features fused with iconic Scrambler DNA. ADVERTISEMENT Having completed a rigorous testing regime prior to launch, the Triumph Scrambler 1200 XE is ready to take on the Baja 1000 with a few selected adaptions for this extreme racing challenge. Key Baja 1000 Race Changes Include: – Engine protection bars – Extended sump guard – Removed front and rear turn indicators – Removed pillion pegs – Race exhaust system and tune – Additional Race-specification lighting About The Rider Supported by a passionate team of enthusiasts from within Triumph pulling together to make the race build happen so early in the lifecycle of the vehicle, Ernie Vigil will be the chosen rider to put a mostly stock Scrambler 1200 XE to the test. Ernie is a highly capable off-road rider, who is a stunt rider as well as racer. The British champion has over 15 1st place finishes and is a veteran of the Baja 1000 course, having ridden it previously during the Mexican 1000 on a Triumph Tiger 800. Vigil is looking forward to taking part in the open motorcycle class on the new Triumph Scrambler 1200 XE and added “I am so excited to get the chance to not only take on the Baja 1000, but also to be the first racer to take Triumph’s next generation Scrambler back to desert racing where it all began.”
  19. After months of speculation and leaked photos, it’s now official! Today Triumph revealed their new line of off-road-oriented Scramblers – the Scrambler 1200 XC and Scrambler 1200 XE. These all-new Triumphs represent a first for dual-purpose capability in the Scrambler category, delivering modern performance and features fused with iconic Scrambler DNA. The Scrambler 1200s are essentially modern classics with all the capability of a legitimate adventure motorcycle. The new Scrambler 1200 models are built to deliver excellent handling and performance on any road. Packed with high-spec components and state-of-the-art technology, these new models take the ‘modern’ Scrambler category Triumph started in 2006 to a whole new level. The Scrambler 1200 XE features optimized cornering, traction control, 6 ride modes, 250mm front and rear adjustable Showa and Ohlins suspension and more. Two new Triumph Scrambler 1200 Variants • Scrambler 1200 XC – built with an all-road & off-road focus • Scrambler 1200 XE – built to be just as great on the road but with even greater off-road capability ADVERTISEMENT Two all-new models comprise the Triumph Scrambler 1200 line-up. The Scrambler 1200 XC, which is built for the road and for real off-road riding fun, and the range-topping Scrambler 1200 XE, which takes the specification and off-road capability to an even higher level. The Scrambler 1200 XC features a lower suspension compared to the XE variant at 200mm front and rear. Both new Scramblers have the same 1200cc powerplant and tune but the XE gets a higher level of spec components and electronics, along with off-road enhancements. Features exclusive to the XE include: optimized cornering ABS and traction control, facilitated by an inertial measurement unit (IMU); longer suspension travel (9.8 in vs 7.9 in front and rear); adjustable gold Showa USD forks; Öhlins rear shocks; Six Ride Modes (Road, Rain, Sport, Off-Road, Rider-Config, and Off-Road Pro); adjustable folding foot controls, heated grips, aluminum-braced hand guards, Brembo MCS lever and several unique styling accents. Seat h for the XC is 33.1 in (840 mm), while the taller suspension on the XE raises the seat h to 34.3 in (870 mm). Performance & Equipment 1200cc parallel-twin engine, with 270° crank Powerplant delivering 89 HP @ 7,400 rpm and 81 ft-lbs @ 3,950 rpm State-of-the-art technology including: – 2nd generation TFT instruments – 6 riding modes, including Off-Road Pro on the XE – Optimized cornering ABS and cornering traction control on the XE – IMU and fully integrated technology system – All LED lighting, including signature DRL headlight – Intuitive switch cubes & 5-way joystick – Illuminated backlit switches – Torque-assist clutch – Keyless ignition – Cruise control – USB charging socket – Heated grips as standard on the XE and accessory fitted on the XC – World’s first motorcycle integrated GoPro control system – Triumph’s first turn-by-turn navigation system and BT phone/music operation High-Spec Equipment Öhlins first-in-class long travel fully adjustable RSU Showa fully adjustable long travel forks Brembo twin M50 radial monobloc front calipers Crafted long-travel aluminium swingarm Dedicated Scrambler frame Folding foot controls, adjustable on the XE High-specification side laced wheels Category-first 21” front wheel, with adventure focused tubeless tires Pirelli Scorpion Rally Tires Scrambler 1200 Powerplant Both new Scramblers deliver category leading torque and a dedicated ‘scrambler tune’ courtesy of the latest generation Bonneville High Power 1200cc engine. The charismatic 270° firing interval ensures a smooth, linear power delivery from the slick six-speed gearbox. Evolved specifically for the Scrambler engine offers 12.5% more power than the Bonneville T120 and an incredible 38% more than the 2019 Street Scrambler. Additionally, the Scrambler 1200 power plant is tuned to deliver ‘high torque’ off-road and on, low down and across the mid-range. This is also greater that the Street Scrambler by 37.5%. Delivering the Scrambler soundtrack is a beautifully crafted twin high level exhaust system with stainless steel headers and brushed stainless steel silencers for a deep punchy scrambler sound. The Scrambler 1200 engine delivers modern performance with ride-by-wire, as well as a sensitively incorporated liquid cooling system for enhanced performance and cleaner, more fuel efficient riding. Both Scrambler 1200 models also feature a high first major service interval of 10,000 miles/16,000 km. Ready to Be Personalized The new Scrambler 1200 models offer classic style and high-level fit and finish. They are also built to be personalized with 80+ Scrambler accessories and two inspiration kits. The ‘Escape’ inspiration kit, includes a luggage set-up for touring, while the ‘Extreme’ inspiration kit, provides a more off-road focused set-up. The Scrambler 1200 with extreme inspirational kit. Refreshing News for the Segment It’s good to see new variations of capable dual sport models entering the market. A refreshing change for a Scrambler segment that has been comprised primarily of style-focused models with limited off-road capability. With its lighter weight (456 pounds dry) chassis and beefy suspension components sporting 9.8 inches of suspension travel, we expect the new Scrambler 1200 XE will be a real performer on the trail. There also appears to be a significant amount of rider aids and technology that will make these bikes easier to ride and more capable of traveling on longer journeys. Pricing and availability will be announced in December. We look forward to getting our hands on a test unit for a full evaluation. Stay tuned! [embedded content] Scrambler 1200 Specs
  20. After months of speculation and leaked photos, it’s now official! Today Triumph revealed their new line of off-road-oriented Scramblers – the Scrambler 1200 XC and Scrambler 1200 XE. These all-new Triumphs represent a first for dual-purpose capability in the Scrambler category, delivering modern performance and features fused with iconic Scrambler DNA. The Scrambler 1200s are essentially modern classics with all the capability of a legitimate adventure motorcycle. The new Scrambler 1200 models are built to deliver excellent handling and performance on any road. Packed with high-spec components and state-of-the-art technology, these new models take the ‘modern’ Scrambler category Triumph started in 2006 to a whole new level. The Scrambler 1200 XE features optimized cornering, traction control, 6 ride modes, 250mm front and rear adjustable Showa and Ohlins suspension and more. Two new Triumph Scrambler 1200 Variants • Scrambler 1200 XC – built with an all-road & off-road focus • Scrambler 1200 XE – built to be just as great on the road but with even greater off-road capability ADVERTISEMENT Two all-new models comprise the Triumph Scrambler 1200 line-up. The Scrambler 1200 XC, which is built for the road and for real off-road riding fun, and the range-topping Scrambler 1200 XE, which takes the specification and off-road capability to an even higher level. The Scrambler 1200 XC features a lower suspension compared to the XE variant at 200mm front and rear. Both new Scramblers have the same 1200cc powerplant and tune but the XE gets a higher level of spec components and electronics, along with off-road enhancements. Features exclusive to the XE include: optimized cornering ABS and traction control, facilitated by an inertial measurement unit (IMU); longer suspension travel (9.8 in vs 7.9 in front and rear); adjustable gold Showa USD forks; Öhlins rear shocks; Six Ride Modes (Road, Rain, Sport, Off-Road, Rider-Config, and Off-Road Pro); adjustable folding foot controls, heated grips, aluminum-braced hand guards, Brembo MCS lever and several unique styling accents. Seat h for the XC is 33.1 in (840 mm), while the taller suspension on the XE raises the seat h to 34.3 in (870 mm). Performance & Equipment 1200cc parallel-twin engine, with 270° crank Powerplant delivering 89 HP @ 7,400 rpm and 81 ft-lbs @ 3,950 rpm State-of-the-art technology including: – 2nd generation TFT instruments – 6 riding modes, including Off-Road Pro on the XE – Optimized cornering ABS and cornering traction control on the XE – IMU and fully integrated technology system – All LED lighting, including signature DRL headlight – Intuitive switch cubes & 5-way joystick – Illuminated backlit switches – Torque-assist clutch – Keyless ignition – Cruise control – USB charging socket – Heated grips as standard on the XE and accessory fitted on the XC – World’s first motorcycle integrated GoPro control system – Triumph’s first turn-by-turn navigation system and BT phone/music operation High-Spec Equipment Öhlins first-in-class long travel fully adjustable RSU Showa fully adjustable long travel forks Brembo twin M50 radial monobloc front calipers Crafted long-travel aluminium swingarm Dedicated Scrambler frame Folding foot controls, adjustable on the XE High-specification side laced wheels Category-first 21” front wheel, with adventure focused tubeless tires Pirelli Scorpion Rally Tires Scrambler 1200 Powerplant Both new Scramblers deliver category leading torque and a dedicated ‘scrambler tune’ courtesy of the latest generation Bonneville High Power 1200cc engine. The charismatic 270° firing interval ensures a smooth, linear power delivery from the slick six-speed gearbox. Evolved specifically for the Scrambler engine offers 12.5% more power than the Bonneville T120 and an incredible 38% more than the 2019 Street Scrambler. Additionally, the Scrambler 1200 power plant is tuned to deliver ‘high torque’ off-road and on, low down and across the mid-range. This is also greater that the Street Scrambler by 37.5%. Delivering the Scrambler soundtrack is a beautifully crafted twin high level exhaust system with stainless steel headers and brushed stainless steel silencers for a deep punchy scrambler sound. The Scrambler 1200 engine delivers modern performance with ride-by-wire, as well as a sensitively incorporated liquid cooling system for enhanced performance and cleaner, more fuel efficient riding. Both Scrambler 1200 models also feature a high first major service interval of 10,000 miles/16,000 km. Ready to Be Personalized The new Scrambler 1200 models offer classic style and high-level fit and finish. They are also built to be personalized with 80+ Scrambler accessories and two inspiration kits. The ‘Escape’ inspiration kit, includes a luggage set-up for touring, while the ‘Extreme’ inspiration kit, provides a more off-road focused set-up. The Scrambler 1200 with extreme inspirational kit. Refreshing News for the Segment It’s good to see new variations of capable dual sport models entering the market. A refreshing change for a Scrambler segment that has been comprised primarily of style-focused models with limited off-road capability. With its lighter weight (456 pounds dry) chassis and beefy suspension components sporting 9.8 inches of suspension travel, we expect the new Scrambler 1200 XE will be a real performer on the trail. There also appears to be a significant amount of rider aids and technology that will make these bikes easier to ride and more capable of traveling on longer journeys. Pricing and availability will be announced in December. We look forward to getting our hands on a test unit for a full evaluation. Stay tuned! [embedded content] Scrambler 1200 Specs
  21. When Touratech released their first Aventuro Carbon adventure helmet in 2015, they set their sights on offering one of the best premium helmets on the market. The original Aventuro Carbon started with a lightweight carbon shell, a generous number of vents, a goggle-friendly design and the ability to easily transform for street, adventure or dirt duties. It came loaded with features like quick-release emergency cheek pads, add-on accessories for action cams, an anti-fog pinlock lens, stick-on pads to fine-tune fit, and more. Jump ahead a few years to 2018 and Touratech has now released a new and improved Adventure helmet in an effort to stay ahead of the competition. The new Aventuro Carbon 2 is still as feature-rich as the original but has been improved for both safety and comfort. Upgrades include 40% more airflow through the chin and top vents, bigger vent buttons for easier operation with gloves, a new peak angle adjuster, improved aerodynamics, and a thicker chin strap for better comfort. Additionally, size range has been expanded to a 3X while the helmet still weighs a feathery 3lb, 2oz (1430g) in a Medium. How It Performed The shell of this helmet is a full carbon fiber construction, and that is immediately noticeable once you pick it up. Where the lack of weight really makes a big difference though is when the miles start adding up because a lighter helmet causes less stress on your neck and shoulders. Besides being light, carbon shells also have safety benefits over a typical polycarbonate helmets since the carbon fiber material helps spread the impact forces over a larger area. Good venting is a key area when it comes to comfort while riding off-road. The Aventuro Carbon 2 is equipped with 6 intake vents and 4 exhaust vents which amount to a claimed 40% increase in airflow over the previous model. All intake vents have big buttons to open and close them, which are easy to use with gloves on while riding. A new scoop-style vent under the visor pulls in quite a bit of air, and there are also two new brow vents directly above the face shield. The chin vent has been redesigned to allow more air to flow through and two intake vents at the very top round out the array of vents. With all of the vents open, the airflow is quite noticeable. ADVERTISEMENT A revised liner is made with a hypoallergenic and moisture wicking Coolmax material and the foam has air channels in it which help move air through the helmet. The new interior is fairly plush and feels good on your face, remaining comfortable on long days. The bottom of the cheek pads have been changed to a more-durable perforated synthetic leather material. All intake vents are easy to open or close with a gloved hand. One area where the previous model had some issues was that some owners felt the standard cheek pads were a bit too big. The one I tested fit me perfectly with the typical snug feel that a new helmet should have. Riders with rounder faces or thick facial hair may find the cheek pads a bit tight, but they should become looser once the helmet breaks in. The original Aventuro helmet offered optional cheek pads in different sizes and we would expect the same for the Aventuro Carbon 2. If you have a thin face, you can take advantage of the included Ergo padding system to fine tune the fit with adhesive foam pads. The interior is Intercom ready with speaker cavities, wiring routing channels and even has a spot for your microphone. The bottom exterior rim has plenty of space to clamp an Intercom. Installing my Sena 10C was fairly painless but it did require a bit of research on how to correctly remove the liner without causing any damage. Luckily, the liner removal is quite easy once you know how to do it and it made for a nice clean install. The speaker cavities allow you to get the speakers right where they need to be without causing any pressure on your ears. The eyeport is large enough to easily accept my pair of Smith Fuel goggles, which don’t have that large of a frame, but there was still plenty of room for larger goggles. A clip on the back of the Aventuro Carbon 2 helps keep your goggle strap in place. A great feature that many of these adventure helmets have is the ability to remove the peak and convert it to more of a street style, or to remove the face shield to make it more dirt friendly. The Aventuro allows you to do this in just a matter of seconds without any tools. A variety of different covers and a shield case are included if you decide to convert the helmet. Using goggles is essential in dusty environments and you can easily throw a pair on this helmet, without having to remove the face shield. To help make it work even better with goggles, there is a clip on the back to hold the strap in place. A set of Quickstrap goggle side-plate mounts are also included. The aerodynamics of the visor were changed to help reduce turbulence and flow air over the helmet. This also helps reduce the amount of noise, lift and head wobble you get from having a visor. The angle of the peak is now easily adjustable with a top screw and it still has the extender that lengthens it about a half an inch for better sun blockage. The face shield has a wide field of vision and unobstructed view. The included Pinlock lens converts the shield into a 2-layer lens which helps prevent fogging up on cold and wet days. With the Pinlock lens installed, you can see the edges of it, but it by no means obstructs your view. A tab in the center of the face shield allows you to open it easily with either hand and plenty of solid detents make it easy to adjust airflow to your taste. If you are used to high-end street helmets, then this is probably going to be a bit noisier than what you are used to but it is pretty quiet for an adventure helmet. It is probably one of the quietest adventure helmets that I have worn. My Bluetooth Intercom seems considerably louder since I mounted it in the Aventuro Carbon 2. The Aventuro Carbon 2 comes with two different camera mount attachments (top and side) so you don’t have to use a sticky mount directly on the helmet. Some helmets are now coming with a retractable inner sun shade and this can be a handy feature, but it also reduces impact protection in a critical area. Touratech puts a high priority on safety and retractable sun shades are also known to get jammed or scratched during off-road use, so they decided to skip this feature. Luckily, the liner has cutouts for glasses, so you can easily wear them without any discomfort. In the event of an accident, the cheek pads feature an emergency removal system to make it easier for Medical personnel to remove your helmet as well. If you enjoy recording your rides with an action camera, the Aventuro Carbon 2 comes with two different mounts which easily attach, so you don’t have to apply a camera sticky mount directly to the shell. One of the camera mounts attaches to the top of the visor and its angle changes with the angle of the visor. The other mount attaches to either side of the helmet. Who is it for The Touratech Aventuro Carbon 2 is a great helmet for those that want a high-end, lightweight lid that will be comfortable for long rides. This is a great looking and nicely finished helmet. The craftsmanship and materials are all top notch, which is what you would expect for one at this price point. Sizing seems to be spot on with other major manufacturers and it has a pretty neutral shape, neither too round or too oval. Our Verdict High-end helmets usually have a high-end price tag, and when you add carbon fiber to the mix it shouldn’t be a surprise that this is going to be expensive. Do all of the features justify the price? Well, you need to take into consideration the fact that this can be converted into a street, dirt or adventure helmet, so it can be your only helmet. Its lightweight, excellent venting and comfortable interior are all going to make rides less taxing on your body. The list of features like action camera mounts, intercom integration, Pinlock lens, and adjustable visor help round it out into a solid value. Some riders may choose this helmet for its bling factor, but it’s certainly a great piece of kit whether you are heading out on a trip around the block or around the world. What we liked • Lightweight and comfortable. • Excellent venting. • Loaded with safety features. What could be improved • High price may scare people away. • Cheek pads may be a little tight for those with rounder faces. [embedded content] Aventuro Carbon 2 Specs COLORS: Core, Sky, Sport, Companero SIZES: XS-XXL (3 Shell Sizes) SAFETY: DOT and ECE 22.05 certified MSRP: $599 (Solids); $649 (Graphics) WEIGHT: SM 1380g (3lbs, 1oz); MD 1430g (3lbs, 2oz); LG 1480g (3lbs, 4oz) Shopping Options: Author: Chad Berger He’s a freelance journalist, photographer and tour guide from Wisconsin. Since 2004, Chad has been riding dual sport and adventure bikes all over the Midwest, the Black Hills of South Dakota, Moab, Baja, Alaska and many other places in between. He shares his experiences through the photography, videos and stories he produces from his trips. In 2008, Chad created a 600-mile dual sport route called the Trans Wisconsin Adventure Trail (TWAT), which eventually led to his becoming a tour guide for RIDE Adventures.
  22. The idea was simple: What would it be like to ride the new Royal Enfield Himalayan up to the highest motorable road on the west coast to see how this versatile little bike performs in high-altitude terrain — the kind of environment it was designed for. Our buddy Eric over at XLADV graciously invited ADV Pulse to attend the 7th annual High Sierra Ride in the Eastern Sierras of California. We saw it as an ideal opportunity to put the Himalayan through a proper test in the high-altitude, rocky conditions, as well as hang out and ride with some like-minded ADV riders over the 3-day weekend. Escaping LA I really had no idea what to expect from this bike on the highway. Especially knowing that the Himalayan was not designed for higher speeds common to the US interstate system, let alone how it would fare off-road… And with its 411cc single-cylinder engine, the Himalayan is 1/3 the displacement and has half the number of cylinders of the BMW R1200GS that I normally ride. I had almost 1000 miles of riding planned for the weekend ahead and I promised myself to give this bike a fair shake. So off we went… The Himalayan delivers 24.5 hp which propelled me to 84 mph for a fleeting moment. Getting out of SoCal was pretty uneventful. I enjoyed how nimble the Himalayan is at city speeds and splitting freeway traffic. Once we got on the venerable CA-395 toward Mammoth is when things got interesting. While cruising in the slow lane, out of nowhere, a Hyundai Elantra doing about 95 mph speared across my bow only inches from my front wheel in a late attempt to turn off an exit. Within all of 4 seconds, the Elantra went from nearly collecting me to being airborne into the dusty desert! Just imagine the family truckster from National Lampoon’s Vacation…”Gee, Dad, you must’ve jumped this thing about fifty yards!”. Being a medic, it was at this point I forgot about almost being taken out and instinctively stopped to check on them. Luckily all the occupants of the car were fine but their rental car was in need of a tow — I might owe my life to the Himalayan’s lack of horsepower. First Dirt Tracks – Reward Mine ADVERTISEMENT After that close call, we got off the pavement for the first time, heading to an abandoned gold and silver mine called The Reward Mine that Senior Editor, Rob Dabney knew about. The road going up to the mine was full of loose rocks and shale and certainly wasn’t suitable for passenger vehicles, unless it’s a rental car, then it’s probably fine. This was the first time we’d hit dirt this weekend, and within a couple of miles on the rough surface I noticed something wasn’t right… There was a slight vibration from the handlebars that wasn’t there before. I quickly diagnosed the vibration to be from a loose steering head bolt. It wasn’t in any danger of coming off, but it did require unpacking of the tools and some elbow grease to get it tight again. We took some additional time to do a quick once over for any other loose bolts before we set off again. The entrance of the Reward Mine is large enough to drive in a full-sized 4×4, and continues for what seemed like miles through interconnected, winding levels. As we entered, the cool air of the mine was a refreshing change from the beating Sun. I nervously proceeded ahead first into the darkness. I figured it would be a good test of the Himalaya’s headlight? We rode a good distance deeper and further down the dark mine until we got to a dead end. Without warning or missing a beat, Rob rode up the banked cave wall and quickly made a 180° turn then took off! Leaving me alone… In the dark…. At the bottom of a mine shaft…. I’m not prone to panic but it didn’t take long before a SERIOUS sense of ‘GET THE HELL OUT OF HERE’ came over me. By the single headlight of my Indian motorcycle I saw a sign on the cave wall reading 425’, indicating my surface depth. To say that that was a spooky feeling would be a big understatement, but I don’t want to be any more dramatic than I already am… Once I snapped out of it, I decided to turn around and rush back to the literal light at the end of the tunnel. I obviously made it out alive or else you wouldn’t be reading this. But I will tell you that I thought I saw something in there. I was wearing a GoPro at the time and the video is still being analyzed, I may have captured it. That’s all I can say about that right now. [embedded content] Our little jaunt to Reward Mine was a good shakedown ride for me to get familiar with the Himalayan off-road and soon we were back on to the CA-395 riding through small towns on the way up to Mammoth Lakes. We rolled into Brown’s Owens Campground, just in time to use the fading light to set up our tents and introduce ourselves to the other Adventure Riders already at the event. A delicious catered dinner was served fireside and all was well after the first day. Time for some much needed rest. First Breath of Thin Air Morning light came quickly along with the building banter of fellow riders through my thin tent walls. We grabbed a quick breakfast and GPS tracks, then headed out with a small but diverse group of riders on a hodgepodge of bikes. We took a long, switch-backed, rocky trail up to one of the many high peaks in the Mammoth area, to a unique view looking down upon Mono Lake from the vantage of 10,000’. It was beautiful. The rest of the day we rode all over the Eastern Sierra Nevadas on some of the toughest trails I’ve been on in this area. The suspension on the Himalayan felt communicative and connected as it soaked up everything from rocks to ill-timed whoops. The bike handled it all with poise and a satisfying sound, not bottoming-out the suspension once. The stock skid plate took a beating though, yet kept all the vital parts protected. The frame is stiff and can handle full commitment riding, both on and off road without noticeable flex. Traction actually gets better when you sit down in the rough stuff. Fellow riders were impressed at what the little Himalayan could do compared to their sizable machines. For me it was a lot of fun and I really started to connect with this bike after realizing it was going to be able to get me anywhere I wanted to go. After a full day of riding, we headed back to camp just in time for dinner and to share a few stories, laughs and beers with some of the other participants. Tons of great products were raffled off with proceeds going to support Motorrad Angels’ successful efforts to provide clean water solutions to poor, and underdeveloped countries. Only One Chance To Ride This High Yes it is possible to get the front wheel up on the Royal Enfield Himalayan! On day three we were going up to some serious elevation, on roads that could be mistaken for the Himalayas themselves. We headed south from camp to White Mountain Road. on a climb up to the White Mountain Research Center- Bancroft Station. At an elevation of 12,470’, it is the highest motorable road in California and it only opens one day of the year during Labor Day weekend. On our way to the top, the transition from verdant and wooded mountains to the stark, moon-like landscape above the treeline is dramatic and sudden. Above the treeline, it’s grey and barren with barely any vegetation able to eek out an existence. Shale covered roads and copious dust make the dry, thin air even more difficult to breathe, but the Himalayan continues chugging away without protest, propelling us higher with every pop of the piston. Only a slight reduction of power at these elevations was noticeable, thanks to the fuel injection. It seemed to truly feel at home here. After a few hours of riding, we finally reached Bancroft Station. We learned from a site spokesperson that they conduct long-term high-altitude physiological studies for UCLA as well as for pharmaceutical companies studying performance enhancing properties of training at elevation. The summit view from the test center is spectacular as it is stark. White Mountain Road actually continues past the research station up to 14,252 feet, which is said to be the highest motorable road in US, but only researchers are allowed to go up there in a vehicle. You can hike it though, if your lungs don’t explode. We stayed about 20 minutes then began our descent back down the mountain and eventually back home. Some Thoughts on the Himalayan High-tech features like traction control and ABS are absent and frankly not necessary; if you did manage to spin-up the rear tire, I assure you it would be a welcome and intentional event. The engine delivers 24.5 hp which propelled me to 84 mph (unofficial) for a fleeting moment. When riding a smaller-displacement motorcycle like the Himalayan, momentum and wind efficiency is everything. You quickly learn to think in terms of maintaining and carrying as much drive as possible – drafting like a Nascar driver. Don’t be mistaken in thinking what I’m describing was a negative for me – quite the opposite actually. The simplicity and limitations of the bike makes riding much more immersive. You feel like a huge success when you slowly overtake three vehicles going up hill using momentum gained for that very purpose from the long downhill preceding it. There is one more important point about the Himalayan that must be mentioned… Its MSRP is only $4,499! And you also get a centerstand, skid plate, luggage rack and cool little compass on the dash at that price. It’s hard to be nothing but impressed with the value. Looking down on Mono Lake from about 10,000 feet up. Many of the bikes I rode beside this weekend were north of $18,000. The Himalayan makes it that much easier to get into the world of riding and exploring. I really enjoyed this bike and it truly reminded me of what I loved about riding when I first started. The Himalayan could be the bike that gets people to fall in love with motorcycling again, or it may very well be the reason people fall in love with riding in the first place. Photos by Stephen Gregory and Rob Dabney Author: Sharif Massoud Sharif has been a 911 paramedic since 2001 and has worked for both Ventura and Los Angeles counties. As a paramedic, his duties have allowed him to work in an ambulance, SAR Helicopter and motorcycle detail. He is currently a sweep-rider and head paramedic for RawHyde Adventures, and is also a Clinical Instructor at the University of California, Los Angeles.
  23. Published on 10.15.2018 Bridgestone has announced the launch of some exciting new rubber for off-road Adventures. The Battlax Adventurecross AX41 is aimed at riders seeking to take their ADV machines beyond the pavement, offering dirt-biased performance while maintaining on-road durability as much as possible. The new Adventurecross AX41 features Anti-Irregular Wear technology to reduce the effects of heel and toe wear at the trailing edge of the block. According to Bridgestone, the new block profile counters the deformation under braking boosting durability of the tire. New block profile reduces deformation during braking increasing tire durability. Bridgestone engineers have used a very specific block design and positioning to attain greater durability, offroad grip and traction. Part of this achievement is the redesign of the overall tire dimensions which allowed them to increase the total number of tread blocks on the tire. According to the Japanese manufacturer, the new tire sports a 30% increase of the cross section area, relative to the previously released Adventure A41. ADVERTISEMENT Compared to that tire, the new AX41 uses a higher strength compound. This boosts block rigidity and is designed to help achieve a balance between tire longevity and off-road performance. On and off-road performance compared to the on-road biased Bridgestone A41 and dualsport Trailwing Series. The new Adventurecross AX41 has a 40/60 on-road/off-road rating and is expected to go on sale in January, 2019. Bridgestone plans to make this tire available for a wide variety of Adventure bikes. The first sizes released will cover larger bikes like the BMW R1200GS and the Africa Twin. In 2020, 15 additional sizes will be released to further expand the range. 2019 Line-Up: • 100/90-19 M/C 57Q TL – Front • 110/80 B19 M/C 59Q TL – Front • 120/70 B19 M/C 60Q TL – Front • 90/90-21 M/C 54Q TL – Front • 130/80 B17 M/C 65Q TL – Rear • 140/80 B17 M/C 67Q TL – Rear • 150/70 B17 M/C 69Q TL – Rear • 170/60 B17 M/C 72Q TL – Rear • 150/70 B18 M/C 70Q TL – Rear For 2020 line-up list click here. [embedded content]
  24. [embedded content] After the recent announcement of BMW’s new and bigger ShiftCam R1250GS, Ducati is now following suit. Having unveiled its 1260 Multistrada range at last year’s EICMA, one thing was missing — the Enduro variant. That has changed today as Ducati pulled back the curtain revealing a 1260 Multistrada Enduro; a jump up from the previous 1200 version. With the increase of its flagship model to a bigger Multistrada Enduro, the range continues to evolve. At the heart of the machine is a new 1262cc Ducati Testastretta DVT (Desmodromic Variable Timing) engine pumping out 158 hp and 94 lb-ft of torque. The new Multistrada 1260 Enduro also features major chassis and electronics upgrades and an all-new color scheme. Compared to the Multistrada 1260, the Enduro version has a six-speed gearbox with a shorter first gear to improve performance in off-road riding. To improve handling, engine calibration has been completely overhauled, with torque delivery differentiated in each Riding Mode according to the selected gear. What’s more, again with an eye to improving rider-friendliness, engine braking control is now differentiated on a gear by gear basis. To hone comfort even further, cruise control has also been recalibrated. ADVERTISEMENT The new Euro 4-compliant 1262cc Ducati Testastretta DVT ensures outstanding pulling power right from the low-to-mid rev range. In fact, 85% of maximum torque is already available below 3,500 rpm with – compared to the torque curve on the engine that powered the previous model – an 17% increase at 5,500 rpm. This makes the Multistrada 1260 Enduro the motorcycle with the highest torque (at 4,000 rpm, the most common rev rate while riding) in its category. While the new Ducati Multistrada 1260 Enduro provides impressive performance, power delivery is kept under control thanks to the Riding Modes, the new Ride by Wire function, and the DQS (Ducati Quick Shift) Up & Down, which significantly improves the ride experience by ensuring precise, fluid upshift and downshift gear meshing. The Multistrada 1260 Enduro features 19″ front and 17″ rear spoked wheels and a new electronic semi-active Sachs suspension with 185 mm of travel both front and rear. A 30-liter fuel tank gives the new machine a claimed range of 450 km (280 miles) and beyond. The riding position on the Multistrada 1260 Enduro is designed to ensure improved off-road control further aided by a lower center of gravity compared to the 1200 version. However, to ensure maximum on-road comfort, the handlebars have been lowered 30 mm and, consequently, the tank cover has been reshaped. For off-road lovers, the accessory line also includes a lower screen. To protect the engine, the Multistrada 1260 Enduro features, as standard, a new lighter aluminium sump guard with support struts connected directly to the now-lighter frame. Another as-standard feature on the Multistrada 1260 Enduro is the 860 mm high seat, 10 mm lower than the one on the 1200. The resulting downward shift in the center of gravity enhances the ergonomics, giving riders of all builds more riding confidence and improved maneuverability when stationary. To ensure all riders can put their feet firmly on the ground, an even lower (840 mm) seat is available as an accessory, as is a higher (880 mm) one, which is more comfortable and better suited to off-road riding. A lower, narrower version of the passenger seat is also available as an accessory: designed to match the rider’s seat, this makes it easier to ride the bike in a more rearward standing position. A sophisticated new Human Machine Interface (HMI) ensures – via a 5’’ TFT color display and switch gear controls – user-friendly control of all bike settings and functions, the Ducati Multimedia System (DMS) included. The DMS connects the bike to the rider’s smartphone via Bluetooth, giving access to all key multimedia functions (incoming calls, text messaging, music). Other Multistrada 1260 Enduro features include cruise control and a hands-free system. The Multistrada 1260 Enduro will be previewed in November at the EICMA fair in Milan and arrive at dealerships early in 2019. Features • 1262 cm3 Ducati Testastretta DVT engine • 6-axis Bosch Inertial Measurement Unit (IMU) • Brembo braking system with Bosch Cornering ABS • 320 mm front discs with Brembo M4.32 4-piston radial monobloc calipers • Cruise Control • Ducati Multimedia System (DMS) • Ride-by-Wire • Riding Modes • Power Modes • Ducati Wheelie Control (DWC) • Ducati Traction Control (DTC) • Ducati Quick Shift (DQS) Up&Down • Vehicle Hold Control (VHC) • Hands-Free System • Semi-active Sachs electronic suspension (front and rear), Ducati Skyhook Suspension (DSS) Evolution • Full-LED headlight assembly with Ducati Cornering Lights (DCL) • Dashboard with 5″ TFT colour screen Personalization Packages • Touring Pack: heated grips, Ducati Performance aluminium panniers by Touratech plus handlebar bag. • Sport Pack: type-approved Ducati Performance exhaust by Termignoni, black water pump cover, billet aluminium front brake fluid and clutch fluid reservoir plugs. • Urban Pack: Ducati Performance aluminium top case by Touratech, tank bag with tank lock and USB hub to charge electronic devices. • Enduro Pack: supplementary LED lights, Ducati Performance components by Touratech: engine crash bars, water radiator guard, oil radiator guard, sprocket cover, rear brake disc guard. [embedded content] Specifications • Type: Ducati Testastretta DVT with Desmodromic Variable Timing, L-Twin cylinder, 4 valves per cylinder, Dual Spark, liquid cooled • Displacement: 1,262 cc • Power: 116.4 kW (158,3 hp) @ 9,500 rpm • Torque: 128 Nm (94,4 lb-ft) @ 7,500 rpm • Exhaust: Stainless steel muffler with catalytic converter and 2 lambda probes • Gearbox: 6 speed with Ducati Quick Shift (DQS) up/down • Frame: Tubular steel Trellis frame • Front suspension: Sachs 48 mm fully adjustable usd forks • Front wheel: Tubeless spoked wheel in light alloy 3″ x 19″ • Front tire: Pirelli Scopion Trail II 120/70 R19 (Pirelli Scorpion Rally optiona) • Rear Suspension: Fully adjustable Sachs unit. Aluminium single-sided swingarm • Rear Wheel: Tubeless spoked wheel in light alloy 4.50″ x 17″ • Rear tire: Pirelli Scorpion Trail II 170/60 R17 (Pirelli Scorpion Rally optional) • Wheel travel (front/rear): 185 mm – 185 mm (7.3 in – 7.3 in) • Front brake: radially mounted Brembo monobloc M4.32-piston callipers, 2-pad, radial pump with Bosch Cornering ABS • Rear brake: 265 mm disc, 2-piston floating calliper, with Bosch Cornering ABS • Dry weight: 225 kg (496 lb) • Kerb weight: 254 kg (560 lb) • Seat h: 860 mm (880 with high seat – 840 mm with low seat) • Wheelbase: 1,592 mm • Fuel tank: 30 l • Warranty: 24 months, unlimited mileage • Maintenance service intervals: 15,000 km (9,000 miles) / 12 months • Valve clearance: check 30,000 km (18,000 miles)
  25. [embedded content] After the recent announcement of BMW’s new and bigger ShiftCam R1250GS, Ducati is now following suit. Having unveiled its 1260 Multistrada range at last year’s EICMA, one thing was missing — the Enduro variant. That has changed today as Ducati pulled back the curtain revealing a 1260 Multistrada Enduro; a jump up from the previous 1200 version. With the increase of its flagship model to a bigger Multistrada Enduro, the range continues to evolve. At the heart of the machine is a new 1262cc Ducati Testastretta DVT (Desmodromic Variable Timing) engine pumping out 158 hp and 94 lb-ft of torque. The new Multistrada 1260 Enduro also features major chassis and electronics upgrades and an all-new color scheme. Compared to the Multistrada 1260, the Enduro version has a six-speed gearbox with a shorter first gear to improve performance in off-road riding. To improve handling, engine calibration has been completely overhauled, with torque delivery differentiated in each Riding Mode according to the selected gear. What’s more, again with an eye to improving rider-friendliness, engine braking control is now differentiated on a gear by gear basis. To hone comfort even further, cruise control has also been recalibrated. ADVERTISEMENT The new Euro 4-compliant 1262cc Ducati Testastretta DVT ensures outstanding pulling power right from the low-to-mid rev range. In fact, 85% of maximum torque is already available below 3,500 rpm with – compared to the torque curve on the engine that powered the previous model – an 17% increase at 5,500 rpm. This makes the Multistrada 1260 Enduro the motorcycle with the highest torque (at 4,000 rpm, the most common rev rate while riding) in its category. While the new Ducati Multistrada 1260 Enduro provides impressive performance, power delivery is kept under control thanks to the Riding Modes, the new Ride by Wire function, and the DQS (Ducati Quick Shift) Up & Down, which significantly improves the ride experience by ensuring precise, fluid upshift and downshift gear meshing. The Multistrada 1260 Enduro features 19″ front and 17″ rear spoked wheels and a new electronic semi-active Sachs suspension with 185 mm of travel both front and rear. A 30-liter fuel tank gives the new machine a claimed range of 450 km (280 miles) and beyond. The riding position on the Multistrada 1260 Enduro is designed to ensure improved off-road control further aided by a lower center of gravity compared to the 1200 version. However, to ensure maximum on-road comfort, the handlebars have been lowered 30 mm and, consequently, the tank cover has been reshaped. For off-road lovers, the accessory line also includes a lower screen. To protect the engine, the Multistrada 1260 Enduro features, as standard, a new lighter aluminium sump guard with support struts connected directly to the now-lighter frame. Another as-standard feature on the Multistrada 1260 Enduro is the 860 mm high seat, 10 mm lower than the one on the 1200. The resulting downward shift in the center of gravity enhances the ergonomics, giving riders of all builds more riding confidence and improved maneuverability when stationary. To ensure all riders can put their feet firmly on the ground, an even lower (840 mm) seat is available as an accessory, as is a higher (880 mm) one, which is more comfortable and better suited to off-road riding. A lower, narrower version of the passenger seat is also available as an accessory: designed to match the rider’s seat, this makes it easier to ride the bike in a more rearward standing position. A sophisticated new Human Machine Interface (HMI) ensures – via a 5’’ TFT color display and switch gear controls – user-friendly control of all bike settings and functions, the Ducati Multimedia System (DMS) included. The DMS connects the bike to the rider’s smartphone via Bluetooth, giving access to all key multimedia functions (incoming calls, text messaging, music). Other Multistrada 1260 Enduro features include cruise control and a hands-free system. The Multistrada 1260 Enduro will be previewed in November at the EICMA fair in Milan and arrive at dealerships early in 2019. Features • 1262 cm3 Ducati Testastretta DVT engine • 6-axis Bosch Inertial Measurement Unit (IMU) • Brembo braking system with Bosch Cornering ABS • 320 mm front discs with Brembo M4.32 4-piston radial monobloc calipers • Cruise Control • Ducati Multimedia System (DMS) • Ride-by-Wire • Riding Modes • Power Modes • Ducati Wheelie Control (DWC) • Ducati Traction Control (DTC) • Ducati Quick Shift (DQS) Up&Down • Vehicle Hold Control (VHC) • Hands-Free System • Semi-active Sachs electronic suspension (front and rear), Ducati Skyhook Suspension (DSS) Evolution • Full-LED headlight assembly with Ducati Cornering Lights (DCL) • Dashboard with 5″ TFT colour screen Personalization Packages • Touring Pack: heated grips, Ducati Performance aluminium panniers by Touratech plus handlebar bag. • Sport Pack: type-approved Ducati Performance exhaust by Termignoni, black water pump cover, billet aluminium front brake fluid and clutch fluid reservoir plugs. • Urban Pack: Ducati Performance aluminium top case by Touratech, tank bag with tank lock and USB hub to charge electronic devices. • Enduro Pack: supplementary LED lights, Ducati Performance components by Touratech: engine crash bars, water radiator guard, oil radiator guard, sprocket cover, rear brake disc guard. [embedded content] Specifications • Type: Ducati Testastretta DVT with Desmodromic Variable Timing, L-Twin cylinder, 4 valves per cylinder, Dual Spark, liquid cooled • Displacement: 1,262 cc • Power: 116.4 kW (158,3 hp) @ 9,500 rpm • Torque: 128 Nm (94,4 lb-ft) @ 7,500 rpm • Exhaust: Stainless steel muffler with catalytic converter and 2 lambda probes • Gearbox: 6 speed with Ducati Quick Shift (DQS) up/down • Frame: Tubular steel Trellis frame • Front suspension: Sachs 48 mm fully adjustable usd forks • Front wheel: Tubeless spoked wheel in light alloy 3″ x 19″ • Front tire: Pirelli Scopion Trail II 120/70 R19 (Pirelli Scorpion Rally optiona) • Rear Suspension: Fully adjustable Sachs unit. Aluminium single-sided swingarm • Rear Wheel: Tubeless spoked wheel in light alloy 4.50″ x 17″ • Rear tire: Pirelli Scorpion Trail II 170/60 R17 (Pirelli Scorpion Rally optional) • Wheel travel (front/rear): 185 mm – 185 mm (7.3 in – 7.3 in) • Front brake: radially mounted Brembo monobloc M4.32-piston callipers, 2-pad, radial pump with Bosch Cornering ABS • Rear brake: 265 mm disc, 2-piston floating calliper, with Bosch Cornering ABS • Dry weight: 225 kg (496 lb) • Kerb weight: 254 kg (560 lb) • Seat h: 860 mm (880 with high seat – 840 mm with low seat) • Wheelbase: 1,592 mm • Fuel tank: 30 l • Warranty: 24 months, unlimited mileage • Maintenance service intervals: 15,000 km (9,000 miles) / 12 months • Valve clearance: check 30,000 km (18,000 miles)
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