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Intermot 2014: What’s New in the Adventure World?

Posted on October 11, 2014 by cesardagord

The first international show of the fall has come and is now gone. Intermot in Cologne is the first on a series of fall shows where motorcycle manufacturers display their new line up to the public and provide us the dots we connect to make sense about market trends. And as a first shot on making connections, if Intermot is representative of what will take place in EICMA in Italy in early November and AIMExpo in Florida in a couple of weeks, the adventure segment certainly shows health as represented by technology upgrades on motorcycles, it shows expansion with new models, and strength with a few models being upgraded to become more dirt oriented.

But to understand what we should celebrate on the adventure world we need to look beyond the major disappointments so far, which is what we did not see yet and maybe won’t see at all this year. A good portion of the adventure public has had lofty expectations for something really new and exciting in the Adventure world. We talk here about the holly grail of the adventure/enduro world, that multi-cylinder, lighter weight, road capable but very dirt oriented motorcycle. That is what the heavily speculated New Africa Twin from Honda promised to be if rumored specs became reality.

Will this be the 2015 CRF1000 Africa Twin?

One of several drawings being associated with a new Africa Twin (Source: Motorrad)

The New Africa Twin rumor is followed closely by rumors of a new mid-size Ténéré from Yamaha. The result is that none of these two highly anticipated motorcycles materialized at Intermot. They remain unattainable dreams so far.

Will this be Yamaha's new mid-size adventure bike?

Will Yamaha develop a Mid-Size Ténéré based on the 700cc Parallel Twin motor of the FZ-07? (Source: Motorrad)

The Adventurization of Sport Touring Motorcycles

Going past these two failed expectations, however, we see an adventure segment showing health and growth. Its borders expand with the “adventurization” of a few sport touring bikes. One example is Honda’s VFR800X, the Crossrunner. Although it remains a road motorcycle, it has gained suspension travel, more upright ergonomics, and the typical electronic aids associated with adventure touring motorcycles. Unfortunately this motorcycle is not likely to be ridden on American soil.

2015 Honda VFR800X Crossrunner

Another example of “adventurization” of motorcycles is what Kawasaki has done to its Versys line. Both the 650cc parallel twin and 1000cc in-line-four models went through an overall revision for the 2015 model year, with the final result showing both bikes with a more adventure stance. The 650cc parallel twin Versys lost that funny looking front-end, where the bike seemed to be unsure what it really wanted to be. The parallel-twin engine has been revised, producing more horsepower and improved fuel economy. There is talk about increased suspension travel as well, but we can’t confirm that at this time. We will know more about this bike at the AIMExpo next week, where it is expected to be officially announced for the American market.

2015 Kawasaki Versys 650

The 1000 cc Versys has also been revised to become a bit more adventure oriented, including more suspension travel and wind protection. No changes to the four-in-line motor, we hear. Now what matters for us in the United States is that this bike is expected to be available in our market for the first time in 2015. Again, we will know more about it at AIMExpo in Florida a week from now.

2015 Kawasaki Versys 1000

More Technology and Larger Displacement in the Adventure Category

The 1290 Super Adventure confirms KTM’s trend toward road oriented adventure motorcycles. It is a gigantic beast with a large tank of almost 8 gallons. It has the largest displacement motor of all adventure motorcycles. The 1290 (1301cc) motor is nearly identical to that in the Super Duke. It includes revisions for better rideability which is the usual case for an adventure application. Therefore the Super Duke’s 180HP is translated to 160HP on the Super Adventure. KTM claims it weighs 549 lbs fully fueled and ready to ride.

2015 KTM 1290 Super Adventure

This bike is expected to pack the most comprehensive suite of electronic rider aids so far on adventure motorcycles. It includes semi-active suspension, for example, with a suspension control unit adjusting damping on the fly, similar to what is available on the 1190 Adventure. It comes with four MTC (Motorcycle Traction Control) modes available: Rain, Sport, Street and Off-road along with the same “Off” setting available on the 1190 for those that wish to ride without traction control. It’s got KTM’s MSC, the lean-sensitive, Bosch ABS system, first introduced in the 2014 1190 Adventure – and I believe no other Adventure motorcycle offers this feature yet.

2015 KTM 1290 Super Adventure

There’s also a Tire Pressure Monitoring System and something new to the KTM line, an optional Hill Hold Control. This feature senses when the bike is on a slope at a standstill, keeping the brakes engaged until throttle is applied and the bike begins to move forward, preventing the bike from rolling backwards. This bike is likely to go head to head with the R1200GS Adventure in terms of size, rider aids, fuel range, and application. But perhaps it will also compete with the Ducati MTS 1200 in terms of rider aids, horse power and also road performance. The advantage of the KTM 1290 with respect to the Ducati is that it comes with spoked wheels, giving it more flexibility for off pavement applications.

We don’t know yet what the revised 2015 Ducati Multistrada (see more information further down this post) will offer besides increased horse power, but it is likely to remain a more compact and agile package for on road spirited riding than the KTM Super Adventure.

More Dirt Orientated Adventure Bikes

On our biased perspective we like adventure motorcycles that to do well on dirt roads, therefore we are glad to have found out from Intermot that a few motorcycles have become more dirt oriented. In specific we want to mention the Suzuki V-Strom which is now available with spoked wheels.

2015 Suzuki V-Strom 650 XT

This bike has come a long way. From its awkward street looks in the 2004-2011 models, it started looking more rugged starting with the 2012 model, and now for the 2015 model year it finally has the XT version, the most adventure version so far when we consider it now comes with spoked wheels. And it also comes with a beak… Why, one would ask? We don’t have an answer for that except to say that back in the late 80’s its predecessor, the Suzuki DR Big, had a beak. Anyway, priced competitively for a spoked wheels bike, the V-Strom 650XT is now a stronger entry level in the multi-cylinder adventure motorcycle market, targeting people with more serious off pavement ambitions.

On the higher end of the spectrum, another more bike that has been upgraded for the dirt is Aprilia’s Caponord which now has the Rally version, “suitable for any trip, ready for any terrain” according to Piaggio’s site.

Among the upgrades, the critical one is spoked rims, including a 19″ size on the front! This brings this bike on level with the BMW R1200GS, Yamaha Super Ténéré, Moto Guzzi Stelvio NTX, and KTM 1190 Adventure Standard, all have spoked wheels with the front being a 19 inch wheel. Other changes include new hard panniers with aluminium covers, new oversized windshield, new engine guards, supplementary LED lights. And new colors and paint schemes identifying the bike as the Aprilia Caponord Rally.

These bikes come with the suite of electronics of the previous Caponord models including ride-by-wire with three engine maps, traction control, cruise control and ABS (can be disengaged). It also includes the semi-active ADD (Aprilia Dynamic Damping) suspension system, using skyhook algorithms and acceleration driven damping strategies.

Persisting Rumors

Not revealed at the Intermot, but rumored for EICMA, there is the BMW S1000XR, a more upright version of the S1000R. Not quite an adventure motorcycle, this sport tourer is knocking at the shed’s door of some of us who favor more upright ergonomics on motorcycles and the capacity to carry gear for multiple-day trips. It will likely compete with some of so-called sport/touring/adventure bikes such as the Multistrada.

Speculated “Adventurized” version of BMW S1000R – Source Motorcyclist Magazine

Talking about it, another rumor on the sport touring side of the adventure gamma of motorcycles is a revision to the Ducati Multistrada. Although it seems as it will keep the general dimensions and profile of the current Multistrada, it is expected to be a new motorcycle, starting with the introduction of variable valve timing (VVT) to its Testastretta motor. Ducati is referring to it as DVT. One can assume there will be an increase in horsepower and fuel economy as a result of VVT, perhaps enough to keep up with the 160HP of the announced 1290 KTM Super Adventure or gets closer to the anticipated horsepower of the speculated BMW S1000XR.

Ducati has announced this revised Multistrada will be unveiled on October 15th, just a few days from today. There is also fairly strong talk about the showing of a KTM 1050 Adventure motorcycle at EICMA. Not much is known about this motorcycle at the time we write this post, but one would expect it will fill the void left by the KTM 990 Adventure. Following on that reasoning, we would expect it to be lighter and more dirt worthy than the 1190.

Not for 2015 but giving an idea about what is next from Triumph there is a spec sheet circulating on the internet as a summary of points from a survey Triumph sent to Tiger owners asking them about their interest on specific features for upgrades to the Tiger 800XC. It indicates Triumph is revamping its Tiger line up soon, perhaps for 2016. Just to summarize, it indicates Triumph is considering adjustable WP suspension, ride-by-wire, riding modes, traction control, and increased fuel economy (probably associated with a specific riding mode).

2015 Triumph Tiger spec sheet circulating on the internet

The Tiger 800XC lags the BMW F800GS on items associated with dirt manners and the available electronic package on the F800GS (traction control, riding modes, etc). If the specs documented on this sheet becomes reality, the Tiger 800 on its XCR and XCR Adventure version will likely match the BMW F800GS in terms of the electronic rider’s aids. And it will surpass the BMW on the suspension department if the “Adj WP” item on the spec sheet indicates adjustable forks. The question is if and when this will happen.

The Star of Intermot 2o14

In our opinion, there was no competition, the star of the Intermot was Ducati’s Scrambler. This bike energized the segment, even if we can’t quite claim this motorcycle is an adventure bike. But this bike represents something new, exciting and desirable.

2015 Ducati Scrambler Classic

The bike comes in four versions. The Urban-Enduro version is the more adventure-oriented version.

2015 Ducati Scrambler Urban-Enduro

The Scrambler shows Ducati remains a vibrant motorcycle company looking to expand the boundaries of its product line. The base model, the Scrambler Icon, priced at $8,495 for the red and $8,595 for the yellow, together with its campaign theme where it describes the bike as “inventive, youthful and free-spirited, the new Ducati Scrambler is much more than a bike, it’s a land of joy, freedom and self-expression,” it shows Ducati is going after new customers for its products and with that possibly bringing new customers to the motorcycle industry overall.

2015 Ducati Scrambler Icon

That is, Ducati’s marketing campaign for this bike is likely to attract new riders to the market and the Scrambler is likely going to not only be the first Ducati, but the first motorcycle for many. Contextual evidence to this is the released video about this bike titled “The Land of Joy,” which does not offer a hint of engine noise, for example.

And any of the officially released material about this bike, up to its unveiling in the Intermot, has never shown technical or motor specifications. It was probably not deemed important when what matters is what this bike intends to represent. It is something new for Ducati and perhaps something never approached this strongly in the motorcycle industry since Honda’s “you meet the nicest people on a Honda” campaign. And to us the Scrambler campaign itself brings it to the top of what’s new in the adventure world.

“You meet the nicest people on a Honda”

And beyond Ducati and the Scrambler motorcycle itself, the Scrambler campaign showed a line of products such as clothing and riding gear, which are likely to sell well creating a strong presence for the Scrambler brand within Ducati. You can say it is a detour from the leading technological edge Ducati represents in the motorcycle industry. But you can’t say it is not a great marketing campaign. As a result I want a Ducati Scrambler. I know I will only buy one Scrambler T-shirt, or two, and will stay clear of Scrambler branded riding jacket or gloves or helmet… But I can see those items becoming popular.

Anyway, Intermot was interesting, we learned a few things from it, and we anticipate there is more to come in a few days at the AIMExpo in Florida. And a lot more to come at EICMA in Italy in early November. Soon we will know about the new Multistrada and we still keep our hopes up for something more dirt oriented from Honda or Yamaha, if not this year then certainly next year. We embrace change and are interested in what the motorcycle industry will bring next to the adventure market.

Posted in Bike Reviews | Tagged 2015 Tiger 800 XC, Ducati Scrambler, Intermot, Intermot 2014, KTM 1290 Super Adventure, New Africa Twin, Tiger 800 XCR | Comments Off

The Ducati Scrambler: new from what it never was

Posted on September 29, 2014 by cesardagord

The typical case of an old model being brought back to the market, the Ducati Scrambler was revealed to the general public at the 2014 Cologne Intermot event. But there is a lot more riding on this retro-styled bike, beyond an interesting juxtaposition of new and old concepts, there is the creation of a new culture within Ducati. One could say it’s new from what it never was. Or something that almost was some 40 years ago.

Round headlights framed by four LED semicircles

The launch of this bike follows what is one of the most eclectic marketing campaigns by Ducati, likely surpassing the campaign when Ducati launched the Monster, more than 20 years ago. I would venture to say it is impossible for anyone who has navigated motorcycle sites in the last few months to tell me they’ve never heard of the word Scrambler associated with Ducati.

With that, I bet most everyone already has formed an association in their minds of the word Scrambler with a very specific type font, the color yellow, a beach shack, a ship container, a green carpet, and four semi-circle LED lights framing a round headlight.

Introduction of the Scrambler to the team at the Ducati plant in Borgo Panigale.

There is no question Ducati has taken ownership to the Scrambler word much beyond the bureaucratic value of its trademark rights. Ducati has created a unique environment around it and what makes it interesting is the strong hipster focus of the campaign. The Scrambler campaign contrasts with Ducati’s racing and “metro” attitude for all its bikes and related products of the last 40 years.

Old and new: LED and old style round headlights

What is it?

Obviously the important aspect for this bike is what it is and represents, not how it performs, which is consistent with the hipster focus of the campaign. The campaign includes a site subtitled “scrambled people give joy” and where followers can contribute videos for a contest under the “scrambler you are” idea. Selected videos are displayed. The instructions say:

Tell us your emotions, free your spirit with a video for a maximum 120 seconds. Express yourself, your way of life, how you make the difference every day in the present days.

And the subtitle of the announcement for the September 30th world launch stated:

Born in Ducati, grown in the hearts of motorcyclists.

Evidently, emotions trump expectations of performance in this marketing campaign. Therefore, we haven’t seen too many technical details being shown about this motorcycle during the campaign.

But a few specific design items were strategically leaked such as a round dash display, which is seen on the right side of the handlebars on a few of the leaked photos, a dual-sport tire showing a new thread pattern, and a metal alloy tank among other strategically leaked photos. Most of these motorcycle parts were shown in photographs with young Ducati staff that are associated with the Scrambler project, such as the photo below where one staffer uses the information cluster (round dash display) as a wrist watch.

Dash display shown as a watch of sorts.

Or this other photo where a staffer is shown holding the tank of the Scrambler. Good to know Ducati is steering away from plastic tanks! At least this is the case for this bike.

The Scrambler tank, in metal.

But now we know the specs for this bike:

Motor type: L-Twin, Desmodromic distribution, 2 valves per cylinder, air cooled
Displacement: 803 cc
Bore x stroke: 88 x 66 mm
Compression ratio: 11:1
Power: 55 kW (75 hp) @ 8,250 rpm
Torque: 68 Nm (50 lb-ft) @ 5,750 rpm
Fuel injection: Electronic fuel injection, 50 mm throttle body
Tank size: 3.5 gallons
Front and rear suspension travel: 6 inches
Wet weight: 423 lbs

It is the same motor of the Monster 796. But it is revised for improved driveability. Nothing wrong with that.

Looking good on dirt!

The Scrambler comes in four options: Icon, Classic, Full Throttle and Urban Enduro. One could probably imagine it being used as a flat tracker. Or a classic enduro as in Steve McQueen style. Or simply a sexy street bike.

Why do I say it is new from what it never was?

The original Scrambler is from before my time, but a simple research tells us the Ducati Scrambler was built by the request of an American Ducati dealer.

1962 Ducati Scrambler – only sold in the United States: Source Ducati Site

Ducati bought into it and the result was a successful motorcycle, which eventually conquered the Italian market as well. This bike’s flexible attitude sold well for a while and created its own culture which Ducati actually used in its market campaign of the time: Potere Ducati or Ducati Power! That was the late 60’s, remember? Flower power and all.

1968s Ducati Scrambler, this one sold in Italy as well: source Ducati site

But then there were the L-Twin motors and Ducati’s racing success. There was the Ducati 750 SS, the first win of the twin motor at the Imola 200 in 1972. With that win Ducati started a long string of victories and success and the L-twin motor became a symbol, and icon of Ducati within the motorcycle community.

The Scrambler went away with all the other bikes with single cylinder motors in the 70’s while the L-twin motors are an intrinsic part of what Ducati has become in these last 40 years: a “metro” and racing brand of sophisticated motorcycles at the forefront of technology development. And those single cylinder motors and those bikes of the 60’s and 70’s are considered classics and very valuable collectors’ items today.

Is the new Scrambler going to establish itself based on its history and related audience? The Scrambler announcement states: “Born in Ducati.” That’s where I say this new Scrambler is new, a development from what it never was. This campaign is creating a new ecology within Ducati. It seems Ducati is creating a new market, a new product, and a new image. A Scrambler image first, Ducati second.

There likely won’t be a conflict of personality, hipster and the metro and racing images will be side by side at dealer floors. But we will see a new brand within Ducati. Expect to see motorcycles, gear, clothing, and a varied assortment of accessories under the Scrambler Ducati brand. Definitely something new within Ducati. Something that never was, or almost was in the 70’s.

Ducati’s marketing contrasted with my interpretation by stating the following on the official site of the Scrambler:

The Ducati Scrambler is the contemporary interpretation of the iconic Ducati model, as if it had never been out of production. The style is “post-heritage”: to take the best of the past and create something unique and absolutely contemporary. Anti-conformist, accessible and essential, the Ducati Scrambler is the perfect blend of tradition and modernity and marks a return to the pure essence of motorcycling: two wheels, a wide handlebar, a simple engine and a huge amount of fun.

From the bike point of view itself, its mechanical bits, I agree with Ducati. But this bike is more than a bunch of parts, the campaign indicates it is more than that. And it could actually contaminate other models of the current line up. Or at least the public’s view of Ducati itself. But that is going beyond the current moment, let’s not put too much on this little bike’s shoulders for now.

But to someone who cares about Ducati and its history of the last 40 years, there is an extra value with this motorcycle. The Scrambler carries an interesting juxtaposition of Ducati trends in its soul, the L-twin motor, a motor that never belonged to the original Scrambler. But this twin motor in the Scrambler is going to be the only air-cooled motor left on the Ducati line-up, the latest version of a 40 year-long evolution on such motors. Interesting endings and starts. Despite the many changes and improvements done to L-twin air-cooled motors in four decades of existence, it still can be linked to the very motor that took Ducati to that Imola race win in 1972. Although this bike has nothing to do with the current racing culture, and the majority of people being targeted by this marketing campaign couldn’t care any less about Ducati’s racing heritage, this motor is there and it will carry forward what is now an old tradition under a new idea.

Would such a bike find its way to my shed?

I’ve been looking for a motorcycle that offers a more practical application for city and local riding, something smaller than my Adventure bikes, something lighter and more relaxed. I tried the Streetfighter and I liked it a lot, but it was more fighter and less Street. Within the Ducati line, the Hyperstrada and Hypermotard have been on my short list, for example.

But I also started looking into the classic or standard types of motorcycles. I thought about the Triumph Bonneville and its parallel twin motor.

2014 Triumph Bonneville T100

And the Moto Guzzy V7. The 2015 V-7 has now a 6-speed transmission, dual-channel ABS, and traction control.

2015 Moto Guzzi V7 Stone

But then the Ducati Scrambler got in this mix. I confess the hipster hype is a bit over the top for me. But I can see beyond it. The Ducati Scrambler offers more model choices than Triumph and Moto Guzzi bikes do. Also, the Ducati is lighter and more powerful than the Triumph and the V-7. I suppose I don’t fit the hipster profile, power still matters to me and this bike has it for what it is. And the Scrambler still is a Ducati. Of the good kind. So my choice is with the Ducati as of today.

The Stage for the Launch of the Ducati Scrambler is being set (from the Scrambler Ducati site)

The only problem is which of the four Scramblers I will pick, and this is a little challenge on itself. Here are the four models.

Icon: This is the basic model. In red the price is $8,495 and in yellow $8,595. It has alloy wheels, and other than that, it is a nice bike.

2015 Scrambler Icon – photo courtesy Ducati and Asphalt and Rubber

Full Throttle: $9,995. This is the most urban looking version, and the most hooligan of them. It connects with the flat track racing heritage of such bikes.

2015 Scrambler Full-Throttle – Photo Courtesy Ducati via Asphalt and Rubber

Urban Enduro: $9,995. This one best connects with the off road community. You would think this is the one I would pick. I like the spoked wheels but I did not like the high front fender. It will probably be the best seller among the three non-Icon versions.

2015 Scrambler Urban-Enduro – Photo Courtesy Ducati via Asphalt and Rubber

Classic: $9,995. This one looks the closest to the original Scrambler, especially the one associated with Steve McQueen.

2015 Scrambler Classic – Photo source: Ducati via Asphalt and Rubber

If I had to pick a Scrambler today, it would be the Classic. But what I want is the Classic with the front and rear fenders of the Icon version. Or the Icon with spoked wheels. Maybe once I get it I will have to make some modifications to it…

Anyway, of all bikes revealed at Intermot so far, this one is by far the most interesting. For more information, check the Scrambler Ducati site. And if you would like to order one, check with your local Ducati dealer. If you are in Oregon, check with Scott or Mickey at the European Motorcycles of Western Oregon. I know some people who have already placed orders for Scramblers with them…

And check this video:

It gives an idea about the bikes and also some riding gear that will be associated with this bike. As usual, the Italians do not kid around when it is about design. Have fun!

Posted in Bike Reviews | Tagged Ducati, Ducati Scrambler, Intermot 2014, new Ducati Scrambler | 8 Comments

2015 Honda VFR800X Crossrunner: What it is. What it isn’t.

Posted on September 13, 2014 by cesardagord

What was the bike the “Honda magician” revealed on September 10th?

Magician reveals the…

It wasn’t the much anticipated New Africa Twin. Instead, it was an upgrade to the VFR800X Crossrunner, a motorcycle not marketed for the United States.

2015 Honda VFR800X Crossrunner

What was so impressive about this upgrade to deserve this unveiling, and why does it matter to the Adventure segment and the anticipated new Africa Twin?

Let’s see what Honda’s press release says about this bike and its changes from the previous VFR800X model:

“The heart of the machine remains its VTEC-equipped 90° V4 DOHC 16 valve engine, which now offers increased low and mid-range torque for flexible, effortless drive, plus increased peak power of 105bhp, delivered at 10,250rpm.

“The aluminum twin-beam frame features a lighter, revised subframe and new aluminum swingarm – another VFR signature piece. Suspension has longer travel: 25mm in its two-piece telescopic forks and 28mm in the rear shock. ABS comes as standard and the front 17-inch hollow-cast aluminum wheel is fitted with dual 310mm discs, worked by radial-mount four-piston calipers. Tires are sporty street-size 120 front and 180 rear for optimal on-road performance.

“The rider now also benefits from the same kind of torque control system fitted to the Crosstourer. HSTC (Honda Selectable Torque Control) offers two levels of control (plus off) to sense imminent loss of rear wheel traction, and seamlessly reduce torque to allow the tire to grip.”

2015 Honda VFR800X Crossrunner

“The Crossrunner is a true VFR – a motorcycle designed for hard riding fun, but with style, comfort and practicality. Accordingly, the seat is now adjustable, offering two height options, and 5-stage heated grips and Honda’s self-cancelling indicators are both fitted as standard. New, full LED lighting adds a distinct presence and premium finishing touch.”

We’ve never seen this bike in the metal, so we have to rely on other publication’s opinions. Under Asphalt and Rubber’s “more than an update” post, they state:

With these changes, the 2015 Honda Crossrunner pushes further into the adventure side of the touring equation, making the Crossrunner an attractive sport/ADV model from Honda.

Adventure Touring and Sport Adventure

Ducati launched the Multistrada line in 2003 and eventually discontinued its Sport Touring (ST) line in 2008. In 2010 Ducati launched the MTS1200 with four riding modes: enduro, urban, touring, and sport. The Multistrada has ergos that would be suitable for an enduro bike, but it has a motor from a super-bike and it is fitted with 17 inch wheels. Whether you call it a Touring or Sport bike, or even an oversized super motard, it is viewed as an Adventure bike. It was part of the movement forming the Adventure Touring or Sport Adventure segment within adventure bikes.

Ducati’s ST line gives way to the Multistrada line

On the October 2014 edition of “Motorciclist” they ran an Adventure Tour comparo. The bikes in this set were the Aprilia Caponord, the Ducati Multistrada, the Suzuki V-Strom 1000, the KTM 1190 standard, and the BMW R1200GS. This was the street end of the adventure segment that we can call touring or even sport adventure. This new Honda would fit just right for this comparo. Although with a smaller displacement, it would not fall behind the V-Strom necessarily. And the Aprilia and the Ducati have 17-inch front wheels. The Honda VFR1200X Crosstourer would probably be a better fit for this comparo, but the point is, this revised VFR800X is as deserving of being called an “Adventure” bike as the V-Strom, the Ducati, and the Aprilia are.

Suzuki V-Strom 1000

At the same time we hear Yamaha is also making an investment on this area of the market. We hear a more upright version of the FZ-09/MT-09 with its triple motor will be presented in a few weeks at the Intermot meeting in Cologne. At least two illustrations of what this bike could look like have been circulating on motorcycle sites.

Concept Ilustration of Street/Touring Yamaha based on MT09/FZ-09 bike (CycleWorld via Young Magazine)

One of these illustrations associates this new bike with the TDM name. Just imagine bags and these bikes will look adventuring touring. Or sport adventure.

Speculated Yamaha TDM or FZ-09, MT-09

And don’t forget the “adventurizing” of the BMW S1000RR with its in-line 4 motor that has also been circulating. But in the case of BMW these are real photos of prototypes, so it goes beyond pure speculation. Although sport should be this bike’s emphasis.

Speculated “Adventurized” version of BMW S1000R – Source Motorcyclist Magazine

In other words, it is just one more bike entering with a more solid foot in what we call adventure motorcycles, and for the other, it is the adventure segment being stretched to include a touring component. These are motorcycles offering upright ergos, good amount of suspension travel, good on road performance for long distance travel, but with a motor delivering “sport” performance. Some of them are probably good enough for gravel roads. Adventure enough to go to Alaska, for example.

There is a “number” circulating on several sites and forums, claimed to be from Yamaha, stating that less than 20% of Super Ténéré owners take their bikes off road. All these riders want, it seems, is a bike that is comfortable for touring and maybe ready for a side road adventure. Why not build a bike that more clearly fits this street adventure rider profile? Honda seems to be getting it with its X line. The question is: will this bike look badass enough for those times when you park it in front of the Starbucks to get a cup of decaf salted caramel non-dairy latte while dressed in your full enduro regalia?

Unfortunately this VFR800X will not make it to the American market. It seems like a really nice motorcycle, with just enough power to be lots of fun, and not too heavy or over-sized. Just right with the appropriate amenities and electronic features. I bet it is a good Adventure Tourer and probably competitive on this segment of the market.

What about the Africa Twin?

So what happened to the Africa Twin, you may ask? We have enough information to give us a good amount of certainty that the Africa Twin is still coming. And we believe this more adventurized VFR800X actually solidifies the perspective that the new Africa Twin will be a real enduro motorcycle. Or will be capable of it with some minor modifications.

Let’s take a look at Honda’s X line: they have the CB500X, the NC700/750X, the VFR800X and the VFR1200X. They form a nice gradient, based on size, of street oriented adventure or adventure-styled bikes. What’s missing from this line up?

Exactly, what’s missing is an enduro version. It just may be that as the VFR800X gets more adventurized, the more likely it will be that we won’t see an Africa Twin that overlaps too much with it and these other X bikes. That is, we may see a real enduro bike coming up from Honda, something that will definitely not belong on this soft X line.

Having said that, we would be surprised if Honda unveils the Africa Twin in the upcoming Intermot and EICMA shows. Honda would not unveil this bike without milking such a launch with strategies that are more effective, on a longer term and more widespread than the magician’s reveal of the VFR800X in a German site.

We think at this point it may be something for next year, but we hope to be wrong. We keep our hopes up for a great enduro machine from the big red. Or two, who knows, it would be cool to see a smaller Elsenore alongside the proper Africa Twin.

Posted in Bike Reviews | Tagged 2015 Africa Twin, Africa Twin, Crossrunner, VFR800X | Leave a comment

2015 Honda Elsinore or Africa Twin? 500 or 1,000? Both? Neither?

Posted on September 6, 2014 by cesardagord

Africa Twin Rumors

We’ve been following the rumor trail of a possible new Africa Twin. The idea of Honda bringing the Africa Twin back to the market has generated an extraordinary amount of posts from motorcycle publications and on motorcycle boards. These rumors centered mostly on “leaked” specifications about this bike, a patent from Honda on a dual air cleaner system, Honda’s renewal of U.S. trademark of names of discontinued Honda motorcycles, and an interview with Honda’s head of product planning in Europe. There were also a set of drawings by journalists, all speculating what this motorcycle would look like. And just recently, there was an announcement from Honda about a world premiere of an adventure motorcycle in Germany on September 10th. We believe the Africa Twin name, with its following and tradition would require something larger than a reveal just a few days before Intermot. But the rumors continue so let’s entertain the possibilities.

“Leaked” Specifications of the Rumored 2015 (or 2016) Africa Twin

These are specs that were published by a couple of motorcycle publications in Europe. They claimed the information came from Honda insiders and was associated with a new Africa twin:

200kg / 440lbs (fueled) // 180kg / 396lbs (dry)
20L / 5.3 gallon fuel capacity
Parallel twin engine, 1000cc
100hp
250mm / 9.8in suspension
21” front / 17” rear
Offroad-designed ABS brakes
Offroad-designed traction control

The main issue was that it was a parallel twin and no longer a V-twin like the original bike. Many speculated the proposed 440lbs when fully fueled and ready to ride was not feasible to be achieved for a 1,000cc motorcycle with a 5 gallon tank, packing latest generation electronics and equipped with off road suspension.

Although there is no consensus of what an ideal dual-purpose motorcycle should look like, most everyone agrees lighter is better, and more power is better. Add to this recipe road worthiness/comfort/cargo capacity for long distance travel and we have the holly grail for a boundary expanding new enduro/adventure/dual purpose motorcycle. The specs on this rumored Africa Twin were spot on for most people, if they are feasible to be achieved, that is.

The Air-Cleaner Patent

This is one of the most interesting part of the rumors – Honda’s patent for a new airbox system. It divides the aircleaner/airbox into two elements, one on each side of the bike, flanking the traditional tank/steering. It places the air cleaner where most motorcycles have the overhanging side of tanks. And it opens up space on top of the motor and under the seat (places where the airbox is traditionally located), allowing the heavy fuel to occupy the space in the center of the bike, just above the motor and under the seat. It helps in lowering the center of gravity of the motorcycle for one thing, and it facilitates air cleaner maintenance for another, an important item for off road vehicles. More on this further down this post.

Honda Patent on Aircleaner

The Interview with a Honda Executive

Exactly a year ago (at the 2013 EICMA meeting in November, Milan) we heard an interview of Moto.IT with Dave Hancock, Honda’s head of product planning and business development of Honda Motor Europe. When asked about the speculated Africa Twin, Mr. Hancock said:

We’ve heard everybody would like to see a new Africa Twin. The official line is we can’t make any comment about any models that we are bringing in the future. But you can probably see by the look on my face that we probably will be thinking about something maybe… I can’t tell you when. But I think you probably will be happy eventually.

This interview leaves no doubt about Honda bringing a new model, one that is based on what the Honda Africa Twin represented.

Trademark on Motorcycle Names

At some point last year Honda renewed (filed) the United States trademarks of names of Honda motorcycles that have been discontinued, among them Elsinore and Africa Twin. These could be routine trademark renewals, with no intention of doing anything about them on the near future. We and most others speculating about an adventure bike from Honda mostly focused on the Africa Twin name. It makes sense in our opinion that it will be called Africa Twin, since the Africa Twin name carries a much larger tradition and following outside of the United States. The name in itself could be the marketing campaign. But we would not be surprised if Honda brings something else to the market, and based on the Elsinore name.

The Many Illustrations of this speculated Africa Twin

As soon as rumors started, several motorcycle publications illustrated their vision of the new motorcycle. Follow this link to see these illustrations and our poll on five renditions of the new Africa Twin. Let’s just show you our favorite, and it is also the version that got the most votes on our poll so far.

Motorrad’s version, and most popular illustration (based on our poll) of what this bike could look like

The September 10th Announcement

A couple of days ago Honda’s site in Germany announced the world premiere of a new model. On the site they had an illustration of a magician about to unveil a motorcycle.

Magician reveals the…

The caption on the picture read:

World Premiere on September 10th! We show a new form of adventure.
Whoever you are, wherever you are: Get ready for a motorcycle that will allow you a whole new experience. The experience of being able at any time to break out of the everyday. Do not miss out when the curtain falls.

Is this it? Is this the new Africa Twin, we ask? Or is it something else? We will know soon enough. But we believe the Africa Twin would require something larger and with more reveal installments, with some leaked photos and other promotion steps geared to milk more from what the Africa Twin name represents. We are not keeping our hopes up for this reveal. But we will know more soon.

Honda Elsinore 500

Just when we were all set for the count down for what Honda will unveil on September 10th, assuming it could possibly be the Africa Twin, a new rumor hits the webs. This new rumor brings back the Elsinore name as opposed to Africa Twin. It is a name that is more meaningful for us here in the United States, where Africa Twins were never sold. Elsinore is associated with Steve McQueen and the California deserts! Elsinore is associated with smaller displacement, two-stroke Honda motorcycles of 125cc and 250cc from before the CRF line, one of the several motorcycles Steve McQueen used to ride (the list bikes associated with him is large, including Triumph and Ducati Scramblers, Husqvarnas, besides Hondas and Yamahas).

Back in May of this year, when rumors about the Africa Twin specs (1,000 cc parallel twin) and the famous air cleaner patent started circulating in the internet, Motorcycle.Com mentioned the trademark names renewed by Honda, one of them associated with the Elsinore name. This is what Motorcycle.com had to say at that time:

As for the name, some recently filed Honda trademarks may offer up some clues. Two particular names stand out: Elsinore and Africa Twin. Both names carry a long tradition with Honda. The Elsinore was an early Honda dirt bike released in 1973, but they were small displacement motocrossers that preceded today’s CRF models. The name has the right retro-sounding appeal to it, but connecting the name to a 1000cc engine might be too much of a departure from the Elsinore legacy.

“Africa Twin” might be an apt name, and the engine description would fit the bill. A new Africa Twin however would be more of an adventure tourer along the likes of the Yamaha Super Tenere or Triumph’s Explorer and the design in the sketches lacks the same rugged styling.

We focused our attention on the Africa Twin name in our discussions. But are we talking here about the same bike? 1,000 or 500cc? Both? Neither? Here is where another component of the latest rumor comes to play.

The Spanish motorcycle site SOLOMOTO.es is claiming that the adventure/enduro/dual purpose motorcycle Honda will reveal in the upcoming fall motorcycle shows (Intermot and EICMA), and perhaps it is what will be unveiled on September 10th as well, is not the anticipated 1,000cc Africa Twin, but instead a 500cc Elsinore. The 500cc displacement is a better match to the Elsinore name than 1,000cc. And the Motorrad illustration of what this bike could look like (depicted earlier on this post) better matches a 500cc motor than an 1,000cc motor. It makes it much closer to the 450 CRF rally motorcycle Honda uses in the Dakar and which appears to be the inspiration for the Motorrad illustration.

Further on this SOLOMOTO post, they describe this speculated Elsinore to be an all new all-purpose adventure motorcycle with a two-cylinder motor based on the CB500 motor, a parallel twin liquid cooled, 8V DOHC motor with electronic fuel injection.

On our first post about the speculated new Africa Twin we had sited Gizmodo’s Indefinitely Wild post of June 11, 2014, which described how Honda’s new airbox patent would work for a new adventure motorcycle. They quoted a Honda insider describing how the dual airbox design, instead of being on top of the motor and under the seat, was pushed to the outside of the tank, would allow the tank of this new motorcycle to stay on its traditional position, but its volume going deeper, lower on the motorcycle and more centered, by occupying the location traditionally taken by the airbox right above the motor and under the seat. SOLOMOTO indicated the Elsinore radiators will also be located laterally under the pair of air filters. They also mentioned it will be a very light with good power to weight ratio bike. An all-purpose bike with off road trail aesthetics.

Previously “leaked” information indicated it as a brand new motorcycle with the motor nested inside a twin-spar frame and a tank of just less than 5 gallons. If based on a 500cc motor, 5 gallons would give you more than 300 miles between fills.

Africa Twin or Elsinore? Our Preference

The Africa Twin name is larger than anything on the Honda lineup when we talk about adventure/enduro motorcycles. Even beyond Honda, Africa Twin is a symbol for adventure/enduro motorcycles. If this bike is going to be made, I doubt it will be called something else other than Africa Twin. Unless Honda is planning two bikes, one smaller with a smaller displacement motor to be called Elsinore and one with a larger displacement motor to be called Africa Twin, we can’t see anything being called Elsinore in place of Africa Twin. The Africa Twin name is not going to be relegated.

Particularly, we’ve been on a quest for the perfect enduro machine, the holly grail we described in the beginning of this post: the one that reaches the optimum compromise between dirt and road, light weight and suspension for the dirt but with good road manners for long distance travel.

In May 2015 we had brought up the Honda CB500 Rally versions, as developed by the Thai HRC guys, as a possible bike that we would be interested in building to reach that optimum balance. It is inexpensive, it is light weight, has a smooth parallel twin motor, and we could possibly build it to our riding interests. However, radically modifying a motorcycle suspension and wheel sizes affect a bike’s geometry, and we do not know what these changes would entail in terms of handling. And riding a designed-for-the-street bike aggressively off road, even if the suspension can take rough roads, may bring other problems related to components of the bike not designed for that type of use and we would be bringing different sets of stress to an unknown frame strength.

Thai HRC team’s CB500X Rally, with 19 and 21 in front wheel versions

The CB500X is rated at 430lbs wet, which we considered good enough. It makes this speculated Elsinore 500 a more feasible motorcycle to meet the 440lbs specs rumored earlier this year.

Including the speculated Elsinore on the chart of dual-purpose, enduro, adventure bikes

Our ideal scenario for the perfect bike sees it with a 750cc motor. However, between a 500cc and a 1,000cc bike, if they weigh the same, we will favor the 1,000cc. That is, between 430lbs for the 500cc machine (CB500X) and 440lbs for the 1,000cc machine (Speculated AT), we will likely go with the speculated Africa Twin.

We favor the Elsinore name to the Africa Twin name for a smaller bike, if this is what Honda will bring. Reserving Africa Twin for a proper larger adventure bike. Elsinore denotes lighter weight and a smaller bike, and it is connected to Steve McQueen, and it speaks of the California desert. Worldwide, however, we know the Africa Twin carries a lot more weight with the public, and Honda’s marketing knows that better than us. So, we are not discounting the possibility of a new Africa Twin. But this new rumor opens the possibility for something else. Not the Africa Twin.

In a few days we will know what we will have from this Honda world premiere motorcycle. An Africa Twin, an Elsinore, maybe both bikes and names in two different engine sizes, wheel sizes, and applications. Or something in between? Or maybe nothing. We think it will be something else.

Meanwhile, let’s bring some perspective on the Elsinore name, here is a video of Steve McQueen riding the Honda Elsinore 250, with the two-stroke motor. The location of the ride is probably California.

And while we wait, let me make Steve McQueen’s words mine:

I ride fast, I ride fast on the dirt. I ride with safety equipment. If you ride on the street, be safety minded. Don’t ride too fast.

That’s how I see it and ride as well. Fast on the dirt, not too fast on the street. And always with protective gear which, thankfully, is much better today than it was at Steve McQueen’s time.

Posted in Bike Reviews | Tagged Africa Twin, Elsinore 500, Honda Elsinore, honda's new adventure bike, New Africa Twin | 3 Comments

Is September 10th 2014 the day we will see the New Africa Twin?

Posted on September 5, 2014 by cesardagord

Will it finally be unveiled, and will this reveal take place five days from today? A tease on Honda’s German site, the home country of Intermot (2014 Intermot starts on October 1st in Cologne), shows an illustration of a magician in the process of revealing a motorcycle.

We would expect the Africa Twin name with its following and tradition would require something larger than a world premiere promoted by Honda’s German site. That is, Honda would want to make it a larger event. So, not keeping our hopes too high, let’s entertain the possibility.

The caption on the illustration says:

World Premiere on September 10th! We show a new form of adventure.
Whoever you are, wherever you are: Get ready for a motorcycle that will allow you a whole new experience. The experience of being able at any time to break out of the everyday. Do not miss out when the curtain falls.

Well, this is just a drawing, and it is not a real motorcycle on the illustration. That is: it’s not it, even if it’s meant to be it. We will wait another five days to know what this new motorcycle is. Will it be the new Africa Twin or something else? And if so, will it be the Africa Twin we hope it to be? We offer more questions than answers for now…

In terms of something else, it could be a Honda Elsinore, and it could be of 500cc instead of 1,000cc. For more information on a possible Elsinore variation to the Africa Twin, check our Elsinore or Africa Twin post. Or it could be a different motorcycle for a different type of adventure. We will know soon.

For more information on what we and others have speculated about it being a new Africa Twin, check our “The Honda Africa Twin is back” post.

Posted in Bike Reviews | Tagged 2015 Africa Twin, Africa Twin, honda's new adventure bike, New Africa Twin | Leave a comment

New Adventure-styled Yamaha based on MT-09/FZ-09?

Posted on September 2, 2014 by cesardagord

New puzzle piece gives us an idea of what could be next from Yamaha in the Adventure world.

An illustration (source: CycleWorld via Young Magazine in Japan) of a sport/touring Yamaha has been leaked to the press. You could call it an adventure-styled motorcycle. It appears to have been “photoshopped” around the MT-09 (FZ-09) triple motor and frame and denotes a definite street orientation, but with an adventure flavor to it. Imagine saddle bags and a different screen and it will look more the part.

Concept Illustration of Street/Touring Yamaha based on MT09/FZ-09 bike (Source: CycleWorld via Young Magazine, Japan)

Certainly this handsome concept is street looking enough to not be associated with the Ténéré genealogy. We believe a real mid-size Ténéré, if it is forthcoming, will probably have a 21 inch front wheel, more suspension travel, spoked wheels, and a different more upright windscreen.

However, this bike fits our earlier prediction that Yamaha could bring to the market two adventure styled motorcycles: a street oriented version that could be based on the triple motor; and a dirt-oriented version that could be based on the parallel twin motor.

Adventure or Sport Touring?

We were expecting the street version of a new Yamaha adventure bike to come fitted with a 19 inch wheel. Instead, whoever included a 17 inch front wheel in the drawing above places this bike in another pack of bikes, perhaps as an affordable version to the Multistrada or the speculated touring styled version of the BMW S1000R. Or you could see it as a good upscale version of Honda’s CB500X and NC750X. Such a Yamaha bike would be right in the middle of this gradient of 17 inch front wheel adventure-tourers. This is a growing segment, it seems – adventure styled street bikes with a touch of sport that are great in urban settings and good enough for touring. The larger bikes of this group could definitely be called sport/touring adventure-styled bikes.

Speculated “Adventurized” version of BMW S1000R (Source: Motorcyclist)

Anyway, this sport/touring adventure-styled drawing could actually be similar to one of the 15 motorcycles Yamaha is claimed to be launching at the upcoming motorcycle shows this year (Intermot in early October in Cologne and EICMA in early November in Milan).

We still believe Yamaha will bring to the market, besides an MT-09-based adventure/sport/touring bike, a mid-size Ténéré based on the MT-07/FZ-07 platform, a real adventure bike, with dirt orientation to take over the aging 660 XTZ. Overall, it could be based on the concept depicted in this illustration, although it looks way too urban to us. Perhaps imagine a narrower bike, with a 21 inch front wheel, a more upright screen, and an overall more rugged look. That would do it. But for now this concept gives inspiration for what could be coming soon from Yamaha and what a dirty version of this concept, based on the parallel twin, could look like. Fingers crossed.

Stay tuned for new updates.

(By the way, doesn’t that wind screen in this photoshop seem out of place there? It looks like a sport’s bike screen thrown on an upright bike. The rest of the bike looks fine, though.)

Posted in Bike Reviews | Tagged mid-size Ténéré, new Ténéré, Yamaha, Yamaha mid-size adventure bike | 6 Comments

Poll: What is your favorite rendition of the New Africa Twin?

Posted on July 26, 2014 by cesardagord

By now we have at least five renditions for what the New Africa Twin will look like based on rumors that Honda will bring this bike back to the market in 2015 or 2016 (if you want to read more about each version, read the post on this link).

In order of appearance in the rumor mill, we have:

Motorrad’s version (Germany): Dubbed CRF 1000 it is based on Honda’s excellent 450cc machine used in the Dakar races.

Motorrad’s version

In Moto (Italy): Somewhat similar to Motorrad’s version, but with a front fairing more similar to the CB500X and NC700X.

In Moto Version

MCN (England): Replica of the original, including the double round headlights and gold rims.

MCN’s rendition of the New Africa Twin.

Moto Journal (France): Similar to In Moto’s rendition but with headlight and bash plate that seem to have been copied from the KTM 1190.

Yet, another rendition of the speculated Honda.

Moto Journail

EnduroPro (Spain): A mix between the MCN and the In Moto versions. But the motor on this drawing is not very realistic and also does not look like a parallel twin. Although EnduroPro’s text indicates they believe the bike will be a parallel twin.

EnduroPro Magazine’s rendition of the New Africa Twin

Your criteria could be to select the one you believe is more likely to be what Honda is thinking about, or the one you like best.

Have fun!

Posted in Bike Reviews | Tagged Africa Twin, New Africa Twin, New Yamaha XTZ 700 Ténéré, Ténéré | 1 Comment

Is the Tiger 800XC a desert racer? (Steens 2014 Part 3/3)

Posted on July 19, 2014 by cesardagord

[This is the third and final post from my last trip to the high desert in southeastern Oregon and this time with the Triumph Tiger 800XC. This post includes a comprehensive review of the Tiger’s performance on dirt roads. Click here for Part 1 and Part 2]

It was timely to have researched about the new mid-size adventure bikes Honda and Yamaha may bring to the market as I prepared and executed this ride with the Triumph 800XC to Oregon’s high desert. It helps for keeping things under the right perspective.

The Oregon High Desert – fun roads to ride motorcycles

After riding the Triumph on desert roads with a good dose of aggression I went back home from this trip with many thoughts in my mind as I evaluated the Tiger 800XC’s performance on these fun roads. I was surprised by how well it performed and made me re-consider what I would like to see on a mid-size adventure bike, especially now that we hear about a possible new Honda Africa Twin or a new Yamaha 700 (or will it be 750?) Ténéré.

Getting ready to leave Diamond, population 7. This was my second visit and stay at the Diamond Hotel, I plan to go back.

Ahead of me I had plenty of time, about 400 miles of two-lane highway going west towards the Cascades range and down to the Willamette valley to organize my thoughts. But before hitting the highway I decided to visit two local attractions – the Round Barn and the Diamond Craters.

Let’s make sure you know where you are going

I went to the Round Barn first then backtracked from there to see the Craters and from the Craters started the long way back home. The Round Barn is just what the name says, a round barn.

The Peter French Round Barn.

It was built in about 1,880 by Peter French, the boss of the “P” Ranch on the Donner and Blitzen Valley. They used this barn for breaking and exercising horses in the winter. It was quite the investment during those days, bringing the rocks for the inside wall and the wood, but then again, when all operations depended on the horse, that was the way to go.

Peter French Round Barn

The barn is listed in the National Register of Historical Places. If you are in the area, go check it out. There is also a book store on the grounds where you can find books and information about this interesting area of the state.

Peter French Round Barn

From here I started my way back stopping on the Diamond Craters. A sign at the visitor area of the craters says this is “designated an outstanding natural area and area of critical environmental concern (…) it is home to many plants and animals adapted to living in an environment of lava flows, cinder cones and craters.”

One of the craters

And one crater with water on it. Water levels used to be higher.

Another Crater.

Time to hit the road, I turned my back to the Steens and headed north and west back home.

One of the several “last views” of the Steens.

Soon I connected with Highway 205 and from there I went through the Malheur National Wildlife Refuge towards Burns.

Another “Steens last view”.

I’ve been to this area in early September in 2009 and found this lake dry that late in the summer. I remember the GPS indicating water on both sides of the road and all I could see from the road was dry grass. It is mostly a shallow body of water and by September after several months without rain most of it becomes a dry grassy area.

Malheur Lake, June 2014

Just before getting to Burns Hwy 205 climbs a ridge where I stopped and looked back for the last view of the Steens on this trip.

Till next time, my friend!

From Burns it becomes a boring two-lane highway. I filled the tank in Burns and from there I did not stop until I hit Sisters. Before I left the Diamond Hotel staff had mentioned a forest fire in Tumalo, just outside Bend. There were concerns of possible road closures but once I got to the area traffic was flowing normally. I got to see a helicopter with a hanging bucket of water flying towards the fire. From my perspective it looked like throwing a tea-spoon of water on a healthy fire in a fireplace. It won’t make much of a difference, I thought, no matter how many trips that helicopter would have to make.

Smoke from the near Tumalo fire, viewed from Sisters.

Smoke from the forest fire near Tumalo, viewed from Sisters.

The Sisters mountains were somewhat hidden by all the smoke in the area. I know a couple of people who live in the Tumalo area and I wished their houses and business were safe. The smell of burned wood that permeated the area, that view of the helicopter, the haze throughout the area, you experience through that the seriousness of the situation. We are at the mercy of the powerful nature.

Fire near Tumalo clouds the view of the Sisters

And just as I was writing this segment of the story on July 13th, a Sunday morning here in Eugene, I heard thunder not too distant from here, thunder without rain, thunder being nature’s source for forest fires. It just crossed my mind a new forest fire could be starting somewhere especially when things have been really dry around here this year.

Back to the story, when I rode the Lone Mountain Loop, with all the dust, the bike lost its idle. It is a “feature” of the Triumph Tiger, where dust gets into the mechanism between the idle stepper motor and the linkage to the roller at the rest stop of the throttle. There is one particular area of this exposed mechanism (it has some three connections between the stepper motor and the throttle stopper) which operates on a tolerance of less than 0.5mm, where just the right amount of dust takes it our of whack. More on that later.

Back home in one piece. Minus idle speed.

The point was that traveling in the traffic of Springfield and then Eugene, the bike with no idle speed became a potential liability at some intersections, but mostly a tremendous annoyance. It makes you wonder whether this bike was meant to be ridden off pavement. Other than that, the bike performed really well. And this is what I want to talk about.

Back to the main question of this post: Is this bike a Desert Racer?

First of all, I’m not an expert or professional rider, but I have many years of riding off pavement. I do believe most owners never take their larger adventure bikes off pavement, and when they do, they ride conservatively or have their bikes loaded with camping gear which slow them down. When I talk about desert racing here I mean the top speeds a rider with average dirt riding skills (my case) still feels comfortable when riding – it changes from person to person, of course. Perhaps it is better by describing it includes some sliding out of corners but no two-wheels-in-the-air stunts – for the most part. It is not about Dakar speeds. Although on occasions I confess to have taken this bike to some good speeds on these roads, just to see what it could do.

The Bike and the Tires

The bike is a 2012 Tiger 800XC (all original except for a Triumph bash plate, engine guards, and fender extenders front and back). Bike was not carrying any gear, except for basic tools, cameras and drinking water. The bike was shod with Shinko 705 tires for this trip. They are usually rated as 80% street 20% dirt and I picked these tires because I was reluctant to make this bike into a dirt rider – I did not want to compromise its great on pavement performance. It just does so well on paved roads, why mess with it, right? But in the end these tires performed really well on dirt and gravel, as well as on paved roads. But it just makes me wonder how much better this bike would have performed on dirt if I had installed TKC 80’s or other more dirt aggressive tires.

Shinko Trail Masters 705. With about 1,200 miles on them

Tire pressures were kept at 36 psi front and back – not aired down from the recommended 36-41 range. I have for tradition not aired down tires when traveling on dirt and gravel roads, especially because on these larger adventure bikes when you air these tires down, and combine that with the weight of the motorcycle, the wide rims, add speed and rocks to that and you get a recipe for bending rims. Knowing that airing tires down assists the suspension in coping with smaller bumps on the terrain and significantly improves traction, despite the fact that I did not air down the tires, I have to say the bike/tires combo did great.

2012 Tiger 800XC

In terms of suspension, the bike is all original. Only change was a bit of compression added to the rear shock.

What is this desert I talk about?

I’m talking about off-pavement but riding on existing roads (not off-road). These are relatively leveled dirt roads, with light gravel at times. On these roads, the bike traveled very well and safely at speeds ranging from 40 to 75 mph.

Dirt Roads, light gravel, just how I like.

On these roads, the bike always felt planted when going at speed. The front end never pushed wide or threatened to slid from under the bike. The rear, except for 3 or 4 unexpected slides, which were always easily controlled and the bike quickly regained composure. For the most part the rear stuck very well under acceleration, sliding just enough to keep the bike composed and settled on the curves. It was as if this bike had traction control. Overall it was as if the bike were on rails.

If anything, I wish this bike had a faster throttle response and consequently more rear action. There were times when I realized I entered a curve too fast and could be running out of road, and in those times I wished I had a faster throttle response, a more direct connection from throttle and wheel spin at lower RPMs. I do think this is an inherent characteristic of three or more cylinder motors. But this bike can actually do it, only that you have to get used to ride it on the higher range of the torque curve. That’s where you get more engine braking and more throttle response from smaller throttle input. You just have to get used with the engine revving higher than what you would expect from a dirt bike. Most riders suggest a different sprocket to resolve this issue. Problem with that is that this bike has a narrow-span gear box, with a tall 1st and a short 6th gear when compared to the F800GS and the KTM990, for example. So when you shorten all the gears, you obviously will shorten an already short 6th gear.

The Tiger 800XC has a tall first and a short 6th gear

Gear ratios: The Tiger 800XC has a tallest first and the shortest 6th gear of this bunch

You resolve the issue by riding on the higher RPM’s as mentioned, but it doesn’t solve the issue for when going slow on first, lets say climbing a steep rocky area. The tall first gear becomes a real hindrance in those situations, and you will be heavily depending on slipping the clutch, more so than with other bikes. In those cases, if you ride through that type of terrain frequently, I would recommend a change of sprocket. It will somewhat compromise your road riding, maybe fuel economy as well.

Having said that, under normal operation this bike operates well at the 4K rpm range where the motor sounds relaxed and does not struggle to deliver smooth power on lower gears. But riding on these desert roads, when you start having fun and need that immediate and stronger throttle response, keep it on the 5-6k rpm range and you will have plenty of torque for keeping the bike under throttle control. Although at this range it sounds like there is some drama going on with the motor, it is well within the normal operating range. Remember this bike does not redline until close to 10k rpm. That’s what makes this bike sound and feel as if you were driving a Trophy Truck instead of a Baja Bug. That can be a lot of fun, actually. I could not stop grinning days after this stint…

Below is a video of the action. I already posted videos on the previous post of this trip, but here you will find 12 minutes of unedited action. You will see how well the bike handles. This bike can go a lot faster than what I rode it. It just needs the right rider to make it happen. That is, any limitation of speed on this video was not the bike, but the rider. You will also see how it bogs down some when keeping it at 4k rpm and I twist the throttle. But going one gear down and keeping it at about 5K rpm it already shows great response (for a reference on the video, nine O’clock on the RPM gauge is just above 5K rpm).

One Recommendation: adjust suspension to your riding style

One recommendation I would make is to set the suspension for your riding style. This bike’s forks are not adjustable. But it seems like Triumph did a great job setting it up for the right compromise for all occasions and riding styles.

It was only when I pushed it on bumpier roads that I felt the forks had too much rebound. On those occasions the front end feels locked up and as a result you get a harsh ride over bumps. The compression seemed fine. Here is a video going over small bumps from odd sized gravel mixed in with the dirt and dried up mud from cattle (hooves). You can clearly see how the front end feels harsh. Of course, airing down tires would have helped some. But it would not solve the actual problem, especially when facing larger obstacles.

Therefore, overall, so far the only recommendation is to adjust the front suspension, and only if you will be riding fast. Otherwise, leave as is and you will be more than fine. But if you are going to adjust it, since it is a non-adjustable suspension, it will require re-valving. If you will go through that trouble, you may as well make it a fully adjustable set of forks. Also if you reduce the rebound damping, something that is needed in this bike, you may realize that you will need to upgrade the springs as well for your weight and riding style. Bringing full adjustment to the forks can get expensive really fast, though. But it may just transform a good bike into a really good bike.

Faster Gravel Roads

And I also traveled with this bike on fast gravel roads, what I call gravel highways. On these gravel roads, the bike traveled well at 65 to 85 mph speeds.

Gravel Highway

On these roads I encountered two problems that I don’t think are unique to this bike. One of them was a front end wobble on deeper gravel sections. But on these roads I was riding with a friend of mine and he was riding a KTM Adventure 950 and his bike was having the same problems, if not worse. And he has a steering damper on his bike! Here is a video of the wobble, which I called on the video “headshake”. But I’m not sure that’s what it is. In this video you will notice I stopped where my friend had stopped to check front tire pressure, since the wobble made him think he had a flat tire. That thought had crossed my mind as well.

And to prove the point that his KTM was struggling more than the Triumph, here is a video of the Tiger going past his bike as if the KTM was standing still.

Ok, I confess I added this video just to rub it in on the KTM riders who claim their bikes are the best machines for off pavement riding. I have no question they are great bikes. But there are other great bikes out there as well.

The second issue I encountered on fast gravel roads was rear wheel traction on washboard areas. But again, I don’t think this is an exclusive “feature” of the Tiger. This is just the way things are with most bikes. It can be improved, perhaps in the case of the Tiger it is about too much rebound for the rear shock as well.

The Real Problem and a Solution

The one issue that really bothered me with this bike is that it is prone to lose idle speed when riding on dusty terrain. You hear all about it on the several forums. People often refer to it as a stepper motor problem.

I encountered this problem for the first time on this trip, and I have to say it was extremely annoying (and dangerous when I was riding on city traffic on my way back home). So I decided to investigate the issue. I cleaned the bike and removed the tank and the airbox to have access to the stepper motor and the linkage to the roller where the throttle rests at idle.

The naked Tiger

And here is the stepper motor to the right of the black cross bar, with the mechanisms leading to the roller and throttle resting stop and cable to the left of it, between upper and middle trumpets.

Between the top throttle body trumpet and the midde one, you will see the throttle cable, the roller and to the right the linkages leading to the stepper motor.

Between the top throttle body trumpet and the middle one, you will see the throttle cable, the roller and to the right the linkages leading to the stepper motor.

I cleaned the throttle linkages and the roller and it took care of the problem. But I can’t see myself after a day of riding on dusty roads doing this work by a campsite. Some people suggest adding marine grease to the linkage to prevent this problem from reoccurring. Others suggest spraying WD40 into the area when the problem happens and you are on the field. I don’t like those solutions. I will keep it as dry as possible, and will see if I can simply spray air into the area, just enough to blow the dust off of it. It is tight in there and there is no clear vision from the outside (you need to remove the tank and airbox to see it). But once you know where it is, you can “map it” and cut a small piece of hose and curve it just enough to reach the area from outside of the frame. And you can either use compressed air (if in your garage) or take the hose with you and use canned air or a tire pump when in the field to blow air. Alternatively, you can use a small nylon brush with the appropriate curvature to reach the area. I will try these alternatives before applying grease or WD40 (or similar) options.

Close up of the roller, the area that needs to be cleaned. It is tight to get in there from the outside without removing tank/airbox.

Anyway, when looking at things in perspective, this is nothing compared to the problems the KTM 1190 Adventure and Adventure R are facing with respect to riding on dusty areas. The 2013 bikes had problems with the airbox’s lid warping from engine heat and letting air bypass the filter and going into the throttle inlet via cracks formed between the box and its warped lid. KTM changed the airbox design for the 2014 but that still did not solve the problem. Dusty air getting into the motor creates significant, and expensive damage. It may seem I’m bashing KTM here, but I’m not. It is what it is. I really like those KTMs. The 1190 is in my short list of future bikes, who knows, certainly something to consider after there is a KTM fix for the airbox problem.

Spotless airbox lid on the Tiger. Filter and airbox work! (I have a Uni pre-filter installed on this bike as well)

The entire operation to get to the Tiger’s problem area involves removing plastic, removing tank, and removing the airbox to access the throttle linkage. The first time I did this and then put everything back together took me about the time of an entire soccer match. The second time I removed all those pieces and put it all back together took me about half of that.

France vs Honduras on FIFA world Cup in Brazil: the amount of time it took me to clean the throttle linkage.

France vs Honduras on FIFA world Cup in Brazil: it was the amount of time it took me to get to the area and clean the throttle linkage and put the bike back together when I did it for the first time.

Conclusion

If you are an average rider like me, and will only be riding gravel and dirt roads, you basically don’t need to do anything to this bike. It would be overkill to invest on suspension or change sprockets or anything. Just ride it as you get it form the showroom floor and you will have plenty of motorcycle for a lot of fun. I personally haven’t changed anything on this bike up to now, although I imagine suspension adjustments will go a long way in making it a better bike. And yes, tires make a difference as well.

Now, if you will be riding on rocky terrain, deep sand, single track, then, to begin with, this size of bike is not the ideal size for that type of travel. You would want something smaller and lighter for that kind of riding. But I understand, some of us dream these bikes can ride the Back Country Discovery Routes. And they do if you have the skills or the cullones to put it through those routes. I think it still can do it without changes if you ride in normal and conservative speeds. But you will probably benefit from a sprocket change to lower the gears for crawling or going up steep and technical terrain. And if you want to ride it more aggressively, and loaded with gear, I would recommend reviewing the suspension set up. And that’s it. Well… that and you should learn how to clean the throttle linkage up from the stepper motor once in a while.

Now for the personal preference side of this equation I’m thinking about a slip-on exhaust to get a more throaty exhaust note, something that would drown out the triple whistle (what makes it sound like a jet turbine) and the engine tappet-like sound (Triumph dealer claims it is normal) you hear at around the 3k RPM. Also, a narrower slip-on exhaust would allow for side racks that won’t stick out too far and wide, which would work for side panniers (I’m thinking about soft panniers like the Siskiyou (Giant Loop) or the smaller set of the Mosko Moto).

What about the speculated new Africa Twin and the new Ténéré 700 or 750 XTZ?

After riding the Tiger on this trip and pushing it on these roads, I have to say the 800XC is pretty much spot on. But of course, it could be better. And that is what I’m hoping from these two new possible offerings in the market.

Will this be the 2015 CRF1000 Africa Twin?

If they are lighter than the Tiger would be one thing that would be extremely helpful, so you could venture with these bikes with more confidence in technical terrain.

More torque at lower revs would also be a welcome improvement, which is something these two speculated bikes would have if they stick with parallel twins with a 270 degree crank as rumors seem to indicate. Although the Yamaha seems to have a smaller displacement and less power, with only 50 ft/lbs of torque if the motor comes unchanged from the FZ-07/MT-07 as it has been speculated. But 70 hp of the 700cc twin of the FZ-07/MT-07 it is still plenty of power to have loads of fun on dirt roads!

Will this be Yamaha’s new mid-size adventure bike?

The BMW F800GS has a parallel twin (360 degree crank, though) and has more torque at low revs when compared to the Tiger.

2014 BMW F800GS. Too bad they discontinued this color for 2015 (Kalamata now available on adventure version only)

Finally, one item that would be very welcome is the capacity to fully adjust front and rear suspension (pre-load, compression and rebound damping).

Other than that, the 200 mile range of the fuel tank is spot on for the Triumph, you don’t need more than that, in my opinion. So I hope that is the case for these two new bikes. When you need more range, just strap a gas jug and it takes care of the issue. But under normal circumstances, 200 miles will be plenty.

That’s it.

For whatever my opinion is worth, overall the Triumph gets two thumbs up from me for the loads of fun it afforded me on the desert roads of southeastern Oregon. Maybe it is not a desert racer, but given reasonably leveled roads, this bike does really well. I was thrilled by its performance.

For what my opinion is worth, TWO THUMBS UP!

For what my opinion is worth, the average adventure rider, TWO THUMBS UP!

As for the other bikes, I would love to ride the F800GS, the KTM 1190 and the speculated new Africa Twin and new Ténéré (when/if they become available) on these fun roads. Maybe these other bikes will make my Triumph Tiger 800XC feel like a heavy street bike.

Thank you for reading.

Posted in Bike Reviews, Riding the Triumph | Tagged compare Tiger 800XC, comparison 800XC, Tiger 800XC | 13 Comments

XTZ 700 – Yamaha’s new mid-size Ténéré

Posted on July 5, 2014 by cesardagord

Update: November 9th, 2016

Yamaha has presented its much anticipated mid-size Ténéré concept at the EICMA 2016. For more information on this concept, please follow this link where we provide information from Yamaha’s press release on this bike and other information as well: Yamaha T7

LED lights on the Yamaha T7 Concept, EICMA 2016

For a history on this bike and on the original Ténéré, where information has been gathered for the last two years, including a follow up on April 2016, please continue reading below.

Update: April 13th, 2016

Has Yamaha finally heard its customers?

We originally put together this post about a possible XTZ 700 or XT700Z in 2014, when we realized what a gem of a motor the 700cc parallel twin motor is with its compact size and 270 degree cam, and how it could work for a mid-size adventure motorcycle. The XT660Z has been past its expiration date long time ago.

yamaha-xt660-tenere

Maybe, just maybe, Yamaha has a response to this request from motorcyclists in search of that capable middle weight dual cylinder adventure bike – and it could be based on the 700cc parallel twin motor!

Since the speculations on Yamaha’s middle weight Ténéré started, Honda launched its Africa Twin. The original speculation about the new Africa Twin had it under 450lbs. Honda instead chose to go with a larger displacement motor, also a parallel twin, moving their adventure bike to the larger group of bikes with the Africa Twin tipping the scales at more than 500lbs.

The Honda Africa Twin

BMW and Triumph maintain their 800cc adventure bikes at just below 500lbs (more than 500lbs depending on the option). These are all capable bikes, but they are heavy bikes.

Some of us tired of waiting for manufacturers to build a desirable middle weight machine, myself included, went their own route and built their own lighter, multi-cylinder adventure motorcycle.

My own 2015 Honda CB500X – Adventure version – built with Rally Raid Products Level 3 Kit

There are rumors about KTM developing an 800cc parallel twin and you know KTM means business when it is about developing something with off-road vocation. If Yamaha will really develop its own true mid-size adventure motorcycle, together with the possible KTM mid-size bike, we have finally some hope for true mid-size, multi-cylinder, adventure bikes to be available in the future.

2016-Yamaha-XSR700-EU-Forest-Green-AccessorizedAction-006

2016 Yamaha XSR700. How far is it from an Adventure motorcycle?

Where was Yamaha and their 700cc motors? They were expanding the line of bikes using this motor. The MT-07 (FZ-07) is a good motorcycle, however, it is just one more of the many street “transformer” bikes out there. It is time to move on. The XSR700cc was a move in the right direction.

For us, who like adventure motorcycles, we may have at some point in the future, the best version yet of a Yamaha bike to be built around the 700cc power plant. Yamaha may have just heard our collective request to develop an adventure motorcycle with that little motor. The size, 700cc, delivering about 75hp, seems to be just enough for lots of fun on off pavement situations, hopefully keeping the bike light, and ready for real action.

Is this an official Yamaha prototype of a 700cc parallel twin adventure bike?

Here we go guys, this photo is just the beginning, now we can start speculating about other details about this bike. Upfront, we like the “rally” front end on this bike. We like the 21 inch front wheel, the rear could as well be an 18inch wheel, but a 17inch will do. The bash plate could be telling us it is meant for fun times on off pavement roads. Forks show that a good amount of suspension travel could be available. Handlebars are tall. It is all good.

However, that front end seems to be rigged, the rear body work is missing, this whole thing seems to be rigged, which is possible – either for the customary disguise during testing periods or because it is someone’s private attempt to make an adventure bike out of the 700cc parallel twin. We will hear more soon, we hope. Meanwhile, let’s hope for the best in the adventure front, with more variety of competent mid-size adventure motorcycles.

Note: This post has been very popular as we all seek for signs indicating Yamaha will develop a mid-size adventure motorcycle. We want you to know the original post, below, was written in 2014 when rumors about a mid-size adventure motorcycle from Yamaha started circulating in tandem with Honda’s Africa Twin rumors. Yamaha continues to develop products based on the MT/FZ 07 and 09 motors (and now there is even an MT-10). However, as of EICMA 2015 the much anticipated mid-size adventure, or Ténéré based on the MT-07 or MT-09 motors continues to only be speculation from us the public at large. We can still talk about it though, and this post reflects such a conversation. Please keep in mind this post was written in 2014 and lots have happened on the motorcycle adventure front since then – so keep in mind some information on this post is old news.

Original Post (written in 2014):

We are not surprised to see a drawing of a speculated XTZ 700 (or 750) Yamaha Ténéré surface on the internet. Motorrad sketched something that looks really interesting, with design cues from the XTZ 1,200 Super Ténéré and using a parallel twin motor, likely a variation of that motor from the Yamaha MT-07 (or FZ-07 for the American market). That’s not likely to be Yamaha’s own view for such a bike (if they have a view for such a bike in the first place), but certainly this drawing looks interesting and to a certain extent, makes sense as an evolution of the XTZ660 and XTZ1200 styles.

The launch of the MT-07, the speculation about Honda’s New Africa Twin, Yamaha’s own Dakar history, a perceived gap in the adventure market, and the age of the XTZ660 has led us to believe something could come up from Yamaha’s camp sooner or later in the midsize adventure market. This article from Motorrad suggests Yamaha may be finally taking action. The same article indicates Yamaha will have 15 new models to be revealed on the fall motorcycle shows. Something similar to the bike depicted in the drawing above could be one of these 15 new bikes. That would be quite a large market attack from Yamaha. Can we say blitzkrieg?

The 2014 Yamaha MT-07 (FZ-07 in the USA) has a good powerplant for an adventure bike

More details are yet to be provided so, as we have been doing with our Honda Africa Twin is Back post, we will update this Ténéré post as new information becomes available about this speculated motorcycle.

For now let’s talk about how this segment of the market is shaping up and the basis for this new speculated motorcycle by Yamaha.

The Perceived Gap

It just may be that finally we are experiencing saturation on the large adventure bikes’ market, the 1,200 cc segment of the adventure motorcycle market. It makes sense: you first take care of the most profitable segment, stake your claim there, then you go after the second best, the midsize market. And of course, the motorcycle industry has heard the cry of the adventure enthusiasts who have been asking for more multi-cylinder mid-size bikes on the adventure segment. And we should add there is that almost permanent quest from a minority of us for a more enduro or rally oriented motorcycle in the adventure market, I’m not sure this group has been heard really. Bottom line, as we’ve discussed on the New Honda Africa Twin post, there is a perceived gap in this market and it seems there finally is some action from the industry to provide bikes for that portion of the market.

On our interpretation of this market there are no multi-cylinder motorcycles that are dirt oriented in the segment from 700 to 1000 cc of displacement since KTM stopped producing the 990 Adventure. Some people consider the BMW F800GS and the Triumph Tiger 800XC to be “dirty enough” and to a certain extent, they are. But that’s it. And that’s where Honda seems to be targeting with at least one of the possible and speculated versions of the New Africa Twin. Or so some of us hope.

On the 1,200cc segment you have many options, but they are more touring-adventure types of motorcycles. It seems every motorcycle manufacturer has captured one slice of this profitable large bikes’ market in their quest to erode BMW’s R1200GS dominance of this segment. But the GS remains the best seller. And these large bikes have evolved along the years, perhaps even including the KTM 1190R, to become more street oriented. If not for anything else, it is for their larger weight and, of course, their price. Some of these bikes perform well enough on dirt (for their size), but very few owners take them off road. Yamaha recently let us know only 12% of the Super Ténéré owners take their bikes off-road. Where’s is the next Starbucks?

This is Motorrad’s interpretation of the Adventure Market gradient between dirt and street. And where they situate the speculated Africa Twin

Of the two mid-size adventure bikes worth mentioning when we talk about dirt orientation, the F800GS is probably the measuring stick today. Although BMW was not the first motorcycle manufacturer to conceive, develop and successfully market a motorcycle for this mid-size portion of the motorcycle industry, it is the BMW F800GS, launched in 2008 in Europe (2009 in the US), the leader of this segment. It is the more dirt-oriented mid-size machine of this multi-cylinder segment.

2014 BMW F800GS

Triumph successfully entered this market in 2011 with the Tiger 800XC, and I happen to have one of these machines and I do take it on off-pavement adventures on occasion, where it performs rather well, I would say. Like the BMW, the Triumph could be better, though. And this is where I would like to see new bikes being offered in the market deliver: a better dirt package, perhaps a more enduro or rally oriented suspension, and if possible, a lighter multi-cylinder motorcycle. And maybe that is not possible.

Our 2012 Triumph Tiger 800XC in action

Back-tracking some more in the history timeline of adventure/enduro bikes, to before the time BMW, let’s say, re-discovered the 800cc market with the F800GS, this displacement size was the top size of the enduro market. It was the Paris-Dakar rally what brought the appeal for a motorcycle that would travel the world and would be capable of traversing any terrain. The BMW R80GS was the machine that turned this segment into reality. This is the origin of the multi-cylinder adventure bike which evolved into the very successful BMW R1200GS and this entire larger displacement segment. Some of this bike’s (and this segment’s) consolidation can be traced back to the adventures of Ewan McGregor’s and Charley Boorman’s Long Way Round and Long Way Down series and other individuals who have taken these bikes on round the world adventures.

1980-87 – BMW R80GS created a new market for the motorcycle industry

Yamaha and Honda were also leaders of this 700-800cc segment of the market by also winning the Paris Dakar race several times and by also producing Dakar-based motorcycles under the Ténéré and Africa Twin brands respectively. But that was a relatively short lived period for these two manufacturers. They have invested on it, produced bikes that carry their name in the imagination of riders to today. But they lacked a commitment to further develop the bikes, and lacked presence across some markets in the world.

The Original! Honda Africa Twin XRV650

1990 Yamaha XTZ750

Consider that before the KTM era (total dominance since 2001), from 1979 to 2000, Yamaha and Honda were rather successful:

Yamaha – 9 wins
BMW – 6 wins
Honda – 5 wins
Cagiva – 2 wins

Yamaha was the brand with the most Dakar wins until KTM entered this circuit. Like BMW, Honda and Yamaha before them, KTM themselves have developed a series of motorcycles based on the prestige of the Dakar bikes. Differently than BMW, Honda and Yamaha, though, until recently KTM did not seem to propose to lead the market in sales volume, but in developing motorcycles that have better enduro or off road aptitude than the offerings from other manufacturers.

Paris Dakar Winners since 1979

All other mid-size multi-cylinder adventure-styled motorcycles currently available are just it, more emphasis on the style and not the capability for off-road adventures.

In honoring the Dakar race history, it seems only four manufacturers are actually expected to produce machines that could offer the general public some level of the sensation of what it could be like to ride a Dakar capable machine (even though Dakar is now limited to 450cc machines, we are talking here about multi-cylinder machines). Yamaha, BMW, Honda and KTM are it. And then, on the outside of this circle, but looking into it, we have Triumph with the Tiger 800XC.

Rumors feed our dreams for what these manufacturers could bring to the market should they perceive a gap exists as well. And it seems they finally agree with us. I guess we are all looking for something new and exciting on this perceived gap of the market.

The Orange camp seems to be an obvious candidate, they are the ones that have been building the more enduro type of bikes of all of them. We have heard from forum participants the desire of seeing a 750 V-Twin with more rally-like specs than the 990 Super-Enduro. We’ve heard some faint rumors that it could be a reality, especially since KTM stopped producing the 990 Adventure.

The red camp talks about the revival of the Africa Twin, and these rumors seem to be the most realistic ones of all speculated stories on this front.

BMW already has the F800GS, but it eventually will need a revamp, something more radical than color, subtle styling changes and the addition of electronic packages of recent. The only changes to the 2015 F800GS are color changes, for example. Well, they built the Adventure version (I wish they had only expanded the tank with one extra gallon, by the way). But then again, the F800GS remains the benchmark on this size.

Triumph, who knows, they may surprise us again. Although I seem to think their way up will likely be with evolutionary changes on things they lag behind on the Tiger 800XC, such as an electronics package, the need to move the dash information control from buttons on the dash itself to controls on the handlebars, and a subframe (or making passenger pegs an added/removable part from the frame).

Other manufacturers may join this market, the same way they crowded the 1,200 segment. Although the midsize segment is not a hot market as the 1,200 cc market is, there is room for growth, and there is plenty of room for building exciting machines.

But we have hope that, akin to what happened in years past with the 1,200 market that, we may see fireworks on this segment of the market in the next couple of years.

Under the skin of a speculated new Yamaha Ténéré

With respect to this midsize development, Yamaha has been the silent one. But we haven’t forgotten that Yamaha is a member of this exclusive group of manufacturers with history and an interest in this market. Maybe they are still feeling the sting of the low sales volume they experienced with their Super Ténéré, an excellent motorcycle but which never generated much excitement in the market, except for the bike’s launch itself. Although very solid and proven to be reliable, this bike actually seemed to be somewhat obsolete by the time of its launch. I remember comments from journalists and riders at that time, that were actually wanting Yamaha to develop an evolution of the XTZ750 and not a 1,200cc bike. The 2014 XTZ 1,200 has shown a few improvements from previous years, a small diet, and the addition of an electronic suspension package. Progress, but still a soft selling machine.

What really triggered our interest in Yamaha’s camp, with the possibility of finally bringing a mid-size machine as a continuation of the actual Dakar-based Ténéré line, was the development of two new and exciting powerplants and the recent launch of two naked motorcycles based on these two powerplants. As soon as these bikes and motors came out adventure enthusiasts started to speculate whether these motors would work on a mid-size adventure motorcycle.

First was the beautiful new three cylinder motor that powers the Yamaha MT-09.

In-Line, Three-Cylinder, 847cc Powerplant

The MT-09 came to the market with appropriate fanfare. It is an exciting package with performance and a reasonable price. For some reason, three cylinder motors have a following, or a new found following in the market. There is something about flat, linear torque curves and smooth acceleration.

MT-09 or FZ-09

I know about this based on the 3-Cylinder 800XC. The Tiger 800XC performs really well on dirt roads, but in my case, I bough this bike thinking mostly about riding it on the road. This is where the power plant seems to better deliver its power and torque curve.

Because of an adjustment of the bikes in our shed (a Ducati showed up) I was reluctant but did make the Tiger into a more dirt-oriented machine. And I have been positively surprised by how well this bike behaves on fast dirt roads, with all original equipment, except for the Shinko 705 tires. Check this video (link below) where you can see how well this bike can do on dirt roads.

There are a few things one would prefer on an off road bike though, such as a better low to middle RPM 1st gear action for technical and high incline climbs, more engine braking, and a more lively throttle response, which are things you normally get from a twin-cylinder motor. Add a small weight reduction to better face technical terrain. And on more of a preference issue, the bark of a twin-cylinder when off road just sounds more fitting.

And that’s where a new Africa Twin and a possible mid-size Ténéré based on a twin-cylinder package sounds appealing. So it was as if on cue that soon after the story about the MT-09 came out and people started talking about a Yamaha adventure bike based on this new triple motor, I’ve heard of the MT-07 and another new motor, a compact parallel twin package.

MT-07 (FZ-07) 700cc parallel twin motor

And the bike that came with it.

Yamaha MT-07 / FZ-07

So I’m glad the Motorrad drawings depict this speculated new Ténéré with a parallel twin motor. This motor offers the hope for a lighter bike in an adventure package. And on top of that, this motor has a 270 degrees crank, meaning it will provide rideability and hopefully sound and feel similar to that of a V-twin, but on a compact package.

Specifications for these two bikes:

	FZ-07	FZ-09
Price	$6,990	$7,990
Cylinders	Parallel Twin, 270 degree crank	Three in line
Displacement	689cc	847cc
Power	74hp	115hp
Torque	50 lb/ft	64.5 lb/ft
Fuel Economy	58mpg	44mpg
Tank size	3.7 gallons	3.7 gallons
Calculated Range (mpg x tank size)	214.6 miles	162.8 miles
Weight	397lbs	414lbs

The 1991 Paris Dakar winner Yamaha YZE750T had these figures:

● Engine type: Liquid-cooled, 4-stroke, DOHC, 5-valve, in-line 2-cylinder, 802.5cm³
● Transmission: 5-speed
● Maximum power output: 74HP
● Weight: 194kg / 427lbs

The new parallel twin motor, if it is the one applied into an enduro package (adventure), would probably replicate very closely, the specs of the winning motorcycle, matching the exact 74hp of that bike, and perhaps the same weight, about 430lbs.

1991 YZE750T Super Ténéré

The new parallel twin’s 74hp is plenty good power in our opinion. It was plenty good for the race bike to win the Paris-Dakar race in 1991. The challenge is to keep the whole package light and make it fit into the gradient of bikes available as a lighter bike. Or that’s what we would like to see on a new bike.

Therefore, if Yamaha decides to build such a bike, and it is based on the FZ-07 motor (or a variation on the theme), it gives us hope this is going to be a light bike, perhaps in the 430-450lbs level. It could also be that Yamaha could make a dirt version with the parallel twin motor and a more touring version, 19 inch front wheel, with the triple motor. These two versions would make everyone happy, open up the options for the market, and for some, make it a difficult choice between two dreamed about mid-size adventure bikes.

We will keep an eye on information about this possible bike and this segment of the market, where we predict a few new exciting motorcycles will become available in the next couple of years. We will update this post (or create new posts) as more information becomes available.

Update: September 1, 2014

It seems someone has leaked a photoshop illustration of a sport/touring motorcycle based on Yamaha’s three cylinder motor. Drawn around the MT-09 (FZ-09) triple motor and frame, the concept illustration presented yesterday at CycleWorld (borrowed from Young Magazine in Japan) denotes a definite street orientation.

Concept Ilustration of Street/Touring Yamaha based on MT09/FZ-09 bike (Source: CycleWorld via Young Magazine, Japan)

Certainly this concept, as depicted above, is not worthy of a Ténéré denomination. CycleWorld seems to think such a bike could slot in the Ténéré line up as a smaller option to the 1200 Super Ténéré. We instead believe the real mid-size Ténéré, if it will be built, will have a 21 inch front spoked wheel.

However, such a concept fits our earlier prediction that Yamaha would bring to the market two adventure styled motorcycles, where a street oriented version would be based on the triple motor and a dirt-oriented version would be based on the parallel twin motor.

However, we were expecting the street version to come fitted with a 19 inch wheel. Instead, this drawing shows it as a more popular and accessible version of the Multistrada and the speculated touring styled version of the BMW S1000R. That is, street bikes that can be used for touring, sport touring as many say. This is a growing market, it seems.

Speculated “Adventurized” version of BMW S1000R (Source: Motorcyclist)

Anyway, such a sport/touring motorcycle, similar to what is shown on the illustration, could be one of the 15 motorcycles Yamaha is supposed to launch at Intermot or EICMA this year. We still believe Yamaha will bring to the market a mid-size Ténéré version based on the MT-07/FZ-07 platform.

Stay tuned for new updates.

Posted in Bike Reviews | Tagged XTZ700, XTZ700 Ténéré, Yamaha mid-size adventure bike, Yamaha Ténéré, Yamaha XTZ700 Ténéré | 42 Comments

Riding the Tiger 800XC as if it were a Rally Machine (Steens 2014 Part 2/3)

Posted on July 3, 2014 by cesardagord

Many years ago I was traveling by car with one of my cousins in the area close to the border between Brazil and Uruguay. As soon as the pavement ended and we hit dirt and gravel, my cousin made an observation, she said I was like her father: carried normal speeds on paved roads, but when hitting dirt, cranked the speed dial to faster. I had not realized until then how much that was true. But yes, I like driving and riding at speed on dirt roads. Maybe I learned this from my uncle on our many travels back and forth to the ranch.

Access road to the Ranch, Uruguay, April 2006

Something has to explain why riding at speed on dirt roads is the ultimate fun for me. Until I rode my Ducati on the paved roads of the California Sierras last weekend, that is. Well, that was fun, but not as fun as riding on dirt. But the Ducati on the Sierras is another story still to be written. I can’t believe we are in July already, half the year gone, days becoming shorter. But still the entire summer ahead of us!

Back to the story, it was Saturday and we were at the Diamond Hotel for a three-day weekend and Doug and I were the only two who traveled by motorcycle on this early June trip. Everyone was talking about hiking and bird watching as the activity for the day. When planning this trip and planning on taking the Tiger instead of the WR250R, I was unsure whether I was going to ride on Saturday or join the “civilian” festivities with the others. But I had such a blast with the Tiger on dirt roads on the way in that I felt confident to do the Lone Mountain Loop.

And Enduro machine, really?

After the experience of the day before on the deep gravel of Hogback Road, my riding partner bailed out on the idea of going for a ride on Saturday, and I can’t blame him either. Besides, he would enjoy his wife’s company and that of the other friends as well, and there are plenty of places to hike in the area. On top of it, this was his birthday celebration as well, and this would be a good time to enjoy the group’s company.

I, on the other hand, was single-minded, just wondering what this bike could do on my favorite dirt roads. So I got ready to go, knowing I would be riding alone in a remote area. From the Diamond Hotel it would be more than 80 miles just to get to the beginning of the loop, south of Fields, OR. Then the loop is another 80 miles or so of some of the best dirt roads for going fast. There are very few miles of technical sections, if you could call a few ruts here and there, some switchbacks and one steep rocky descent technical. Most of it is gravel and dirt roads with nice sweeping curves, some two-track sections, framed by some great vistas all along. The roads allow you to see long distances ahead, which allows fast going without the risk of encountering hidden obstacles behind blind curves. Just the recipe for fun, my way of having fun on a motorcycle.

This and water would go in my back pack, and then the tools which are already on the bike

I had five cameras, including the I-phone. I had extra batteries, and the charge cord for the phone. A can of Off to keep mosquitoes away in case I needed to wait for assistance in the middle of nowhere. I also carried some energy bars. I would be fine until someone arrived for assistance, should that be the case. I told the guys my route, the direction I would take, and the times I would be reaching specific landmarks and crossroads along the route.

Ready to go! June 7, 2014

It is always good going to the south east of the state, from the roads, to the smells of the desert, to the views, to the solitude, it hits many of my favorites. I was glad to be on the bike again on a nice morning, and basically not carrying any load on it. I made my first stop before getting to Fields, to give a perspective view of the desert. I would be going towards the right on the area of the photo, which is south towards Nevada.

The area south of the Alvord Desert, near Fields, OR. June 7th, 2014

A view of the Steens on the distance, the Alvord Desert on the right.

The Steens on the distance

I stopped in Fields to top off the tank.

Fields Station.

From there I went south to find the beginning of the loop.

Let’s have some fun!

I started slow, getting body and mind in sync with machine and road. It was about testing each others’ abilities and finding the right medium and balance for the right speed. The first goal was to get to the top of Domingo Pass. And we made it there with no problems.

On the top of Domingo Pass, looking toward the east

The road was looking as if very few vehicles had used it this Spring so far. In the fall you find it a bit more traveled on. This worried me a bit, not knowing what I would encounter ahead in the more remote areas, like lose rocks and ruts from winter travel.

Going down on the west side of the Domingo Pass (Pueblo Mountains).

From the other side of Domingo Pass you get a view of where I’m going (photo below), going south first towards Nevada (left on picture), than a right to find the valleys on the other side of the mountains depicted on the right side of the picture at the distance, to then start the north part of the loop.

Rincon Flat as viewed from the top of Domingo Pass

Once I got to Rincon Flat I installed and turned my GoPro camera on. I just purchased a GoPro 3+ that was in promotion at the REI (included extra battery and a jaw clamp among other accessories – they must be ready to have the GoPro 4 ready to be released). That meant I was not stopping for pictures as usual, the GoPro took care of most of these next shots.

Rincon Flat, riding towards Nevada. June 2014

Eventually I found a comfortable speed zone. This bike was feeling really planted, encouraging some twisting of the throttle. As if it asked me, “is that it, is that all you can make me do?” so I responded with more throttle.

Still going south…

Comparing videos I’ve taken with my WR250R on the same roads, and launching them together, side by side, I can see the speeds of the two bikes were similar. Except on straights, where the Tiger obviously gains speed coming out of corners much faster than the WR250R can do. But speeds on curves were very similar. I was really amazed by what this bike delivered (considering also the Tiger was not using real dirt tires – it has Shinko 705’s which are 50/50 at best, some people claim they are 80% street, actually).

Nevada in the distance, but I will “turn right” just before the border

I just kept going, I was simply making great time, like if I were in an Enduro or Rally race. And the bike corresponded well. Below is a video of this first part of the loop. Not really rally speeds, but it was not slow going.

I’ve always been skeptical of large and heavy bikes playing in such terrain. But given these roads, the bike and rider were a perfect match. It was complete synchronicity. When compared to my WR250R, riding this bike was as if I was driving a Trophy truck in a Baja race! It sounds different with the three cylinders firing at 5-6,000 rpm, it is obviously heavier than the WR250R, but it moves fast as if it ploughs over everything. I have to admit, it is a bit decadent, but it was a lot of fun! Here is a second video, when I turned right before getting to Nevada. It’s a short cut to get to the Catlow Valley area.

Again, I was not really riding at Enduro or rally speeds, but several times the bike broke the 65 mph (100km/h) speed. And it did not require much work, it just felt solid most of the times. And I never turned the ABS off. I did test the ABS three times, one of them on purpose to see how it worked, and it felt good, and a couple more of times when I encountered something unanticipated. In two opportunities You feel a very small delay until the brakes start to work, but work they do, and well. The front brake, that is. The rear brake, well, I was not counting on it. As I mentioned on the previous post, I wish I could lock the rear wheel at will. But I like the front brakes operating under ABS management.

Most of the time my mind was in the moment, my only thoughts were directly connected to the road, the bike, and my actions. With these riding thoughts in mind I suddenly found myself at the start of my favorite set of roads, the real remote areas of this loop, in record time. I was again surprised on the ease of the going.

There it is!

The nice roads section starts with a very steep descent. I actually did not think twice about keeping the ABS on for this as well. And it worked well enough, basically I was relying on front brake only and kept bike in first gear.

There is the first road of a series of nice roads surrounded by beautiful landscapes

When I get there I noticed the gate was closed, and at first sight I thought it could be locked, and was already thinking of alternate routes or turning back, pretty much disappointed. But then I noticed the yellow sign. Great. I opened it and closed it behind me.

Closed gate. Keep it closed.

The roads were in great shape, they are mostly used by local ranchers to re-supply cattle feeds. So that guaranteed they had been cleared from the winter months’ mayhem. The Domingo pass, it seems, are less traveled than these roads.

Cattle near a feed (and possibly water) area

Overall, I could just open the throttle and keep the bike at good speeds. Very few stops on the traditional places I usually stop, where I adjusted the cameras, changed batteries and recording cards.

Hawks Valley, June 2014

And then I got to the Funnel Canyon.

Funnel Canyon, June 2014

And the Catlow Valley itself.

Catlow Valley, June 2014

The dry lake before getting to Hwy 205.

The Tiger on a dry lake bed.

It was all good. And here is a video compilation of riding on these areas. Yes, it was not rally speeds, but this bike did fairly well – except for an annoying issue – with all the dirt and dust, the bike’s stepper motor for idle adjustment could not do its job. I’m investigating the problem (it is a common issue on this bike). I have fixed it already, I think, but I’m investigating how to keep it from happening again, or how to fix it when in the field without having to remove the tank and the airbox. With the onset of this problem, the bike had no idle after the stop on the dry lake.

The Tiger, great performance on fast and fairly smooth dirt roads

Anyway, aside from this annoying idle problem, I have a new appreciation for this bike and for what people call “big enduros” or “adventure” bikes in general. I would assume other middle-weights would do fine, the F800GS comes to mind. I just wonder how well it would do on these roads. Maybe even better than the Tiger 800XC since the F800GS has a bit more torque down low, a more responsive throttle action which may make speeds off of corners faster and with more of the fun wheel spins, and a narrower mid-section. And it has the option for Enduro ABS (and traction control, if that is wanted). And what about that “badass” KTM 1190R? It must be a blast on these roads. And the dreamed Africa Twin with 100HP (and probably more torque as it is a parallel twin) and less weight than the Tiger?

Here is a video of this last part of the loop where you can see how well the Tiger does on these roads. It misses a barking exhaust note… maybe next time.

That was it for this trip, I got back on 205 and started my way back towards Frenchglen and from there to Diamond.

Hwy 205, June 2014

But I checked the time, it was still early in the day, so before getting to Frenchglen itself, I decided to check the Steens Loop. I had heard it was closed, but went to check it out for myself through the north access road of the loop. I was traveling at 65-70 mph on the loop when I crossed an SUV coming down from the mountain. He flashed his blue and red roof lights… oops… I realized it was an “official” vehicle and thought he had caught me. I slowed down to the 35 mph speed limit and kept looking in my mirror and I could see the dust of a vehicle driving behind me, this went on for a few miles. I definitely did not want him/her to think I was running away. But was not going to stop either… Eventually the vehicle got close enough for me to see it was a different truck, so I got lucky… this time. So I twisted the throttle again to enjoy the sliding effects of this ball-bearing-type-gravel road.

On the Steens Loop, June 2014

And yes, the loop was closed. This last winter was very mild in terms of rain and snow. But there were still some snow banks covering the road in this year’s early June right above Jackman Park. People were saying two weeks more and it would have melted. So I can assume it is open by now.

Snow bank just above Jackman Park. June 7th, 2014

I turned around and made my way back to Frenchglen.

Back to Frenchglen

Where I stopped for fuel.

Frenchglen Mercantile

The store was called the Bradeen Brothers Store when it was founded. Did I say it was 1926 on the previous post?

Bradeen Brothers Store

Check the stand in the middle of the picture, just above the “Bradeen Bros.” words. It is still there today.

About 90 years of service. Frenchgen Mercantile

And from here I rode back to Diamond for another great dinner. I got there before my group arrived. Somehow I crossed them, as they were at the Jackman Park and had hiked to the Krieger Gorge.

I traveled 271 miles this day, completing 638 miles since I had left my house.

The next day is my return to Eugene with stops at the Round Barn, the Diamond Craters, and then many miles of Hwy 20 towards Bend and Sisters.

The French Round Barn. June 2014

Thank you for reading.

Posted in Riding the Triumph | Tagged 800XC enduro, 800XC riding at speed on dirt roads, dirt roads, Tiger, Tiger 800XC, Triumph Tiger 800XC | Leave a comment

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