BMW F800GT

Every review of the F800 vs. the VFR800 I have read pretty much had this to say, (these comments from Motorcycle.com): "If I were to mainly use the bike for commuting and around town, I would definitely go for the stylish BMW F800ST for its handling and great maneuverability at lower speeds. But if I’d be using a bike for recreational, i.e. sport riding, I would choose the Honda Interceptor for its aggressiveness and power." I wouldn't necessarily agree with that as my F800ST, (without the problematic ABS), is an excellent corner carver. Expecting the same level of refinement from the $11,890 base price F800GT as from the $17,350 base price R1200RT seems a bit unrealistic. Honda definitely blew it when they didn't upgrade the VFR800...perhaps lowering the weight and adding belt drive like the BMW.The test pretty much reflects my experienced with my F800ST, and while your hands tingle during breakin the engine smooths out significantly past 600 miles on the odo. I've ridden many 8 hour days with no tingling. Tremendous handling/flickability, outstanding mpg, plenty of real world power to keep up with pretty much anything out there, (assuming it's ridden by a rider that values their license), and a great one up ST. The ABS on my first one was horrific which is why I traded it in for a non ABS version. The F800ST ABS was well known for freewheeling should the rear lose momentary contact with the pavement over bumps while braking. My non ABS version's brakes are outstanding. Can you expand on this comment from your review? "The actuation of the ABS also works for anything but an all-out Blitzkrieg-style footpeg dragging pace, though we wish it could be disengaged like the ASC. " I think all ABS should come with an on/off switch.Ain't none of them perfect. This is the closest effort I've seen yet to my practical biking nirvana. I don't even mind the price so much, if it'll just really be what it should be. "Balance" is the key. I've had all the fun stuff and I always have several in the garage. I'd love to be able to narrow down to two or three bikes and this should be one of them. I'll wait to see some long-term reports and I'll see if the next year or two brings a smoother engine, an adjustable windshield, and a better "standard" price and/or package. I don't need all the extras. The standard package is more than adequate for me. I want a true, street sportbike, not an ST, by current definition. There's a lot of promise here. Staying tuned.The F800 suffers from an unacceptable level of vibration. I'm surprised that it's so rarely commented on during reviews or glossed over. It's the defining feature of the motorcycle that keeps it from doing it's intended job: be comfortable. At the pricetag that BMW "demands": riders demand a more comfortable bike. The engine vibrations would have been acceptable on a GS500 but not here. The other curiosity I have with BMW's F series is the footpegs. It's as though they're designed for people with smaller than size 10 feet. Larger boots hit the passenger pegs. If you're seeking a premium riding experience: look elsewhere; this isn't it.Way to expensive for a city commute, weekend touring bike! It's pretty, but not pretty enough. You could buy his and hers Honda NC700X's for the price of this bike... almost. I own a BMW, and was stunned to find out Honda's are more reliable, so why so much more?

Honda CBR600RR

Typical bare minimum, mild update from Big Red. Hey Honda....DO SOMETHING and then maybe I would actually buy one of your bikes. Kawi makes a better MX, everyone else makes a better 600 and 1000, jeeeesh, you guys can't get out of your own way....lol.Out performs the previous model? you better be comparing it to the 2006 model. This 2013 model has no significant advantage over a 2007-2012 model. And Honda quit going back and forth on your body work, saying the more open fairing is better, then 2 yrs later making it full fairing, saying it is better. Then back to the opened fairing. Give the current model 5-6 more H.P and be done with it. That is all the bike needs.....That could be the fastest bike in the world and I still wouldn't buy it. It's so ugly it's hard to look at."The 2013 Honda CBR600RR is available now at local Honda dealers" Seriously? The biggest problem I hear is that no one can get them. The bodywork looks like it reverted back to the 03-06 600rr...Honda should fire their design department.Can't remember that last Honda that didn't make me want to gag ( RC45 maybe ). Their designers are worse than Terblanche, and that's saying something!A fourth colour choice should be offered to hide its hideous face.. Black. For  bucks more and you have an extra 37cc, slipper clutch and nice looking styling, ZX6R is the benchmark. The CBR has one thing going for it, it's not as crappy as the GSX-R600.

Honda Cruiser 2014

I have ridden hondas since 1980; my last honda purchase was a 2003 VFR. That may very well be my last. The only word I can find that describes how I feel about Honda now is “vanilla”. Since selling the VFR I have owned (and still do) a HD XR1200X and a Kawasaki Ninja 1000. Those are not world shattering leaps in design but they do stir my soul. There is nothing that honda makes now that stirs the soul. Every new bike that they released in the past 12 months are focused on commuting to a myopic extent. I see no passion in the design or function. I guess that is what selling 20 million bikes a year does to a company; creates a total disconnect with what ridding in America is all about. Don’t get me wrong, commuting on a bike is very important. However, if your budget only allows the purchase of a $5K bike, then that is probably your only bike. Wouldn’t it be nice if that one bike could whip through a canyon road with some measure of excitement. Look at the Ninja 300. Kawasaki gets it.
I like their new CB1100 but wish that they had stayed closer to the original design where the fuel tank and side covers are concerned. There’s a company in Japan that now sells side covers and an original style tank and paint job for the CB1100 – the bike looks fabulous with those parts on it.
Honda should be offering this bike in two versions, a GT/Cafe version and a more retro version, spokes, original tank and especially chromed headers etc.
When designing the new CB1100 it’s like they did not have the courage of their own conviction and didn’t follow through with a more authentic classic look. After all there are a lot of folks out there that want that type of bike…just look at how successful Triumph is with its Bonnevilles, Thruxtons and Scramblers.Producing something that can qualify as a museum piece yet still do the job and still have a strong following is only testament to a sound design. Lots of spares and aftermarket support. I ride mine hard and will buy another XR when it wears out as long as Honda keeps building them. Great bike, its been around for decades for a reason. Kudos to Honda for continuing to build a real enduro dual purpose bike. Warning, ths XR is not intended for armchair critics and “adventure pretenders”.
Everyone loves another black cruiser. Apparently if you change the fender they become new models.
I place the moment of decline to the day they released the Ruin. Moment of death marked with the release the VFR1200.
However, disregarding these black vtwins it’s possible to detect a pulse with the release of the Grom. There is also the upcoming v4 superbike which I’ll never afford, but at least it will return some of my vanishing Honda pride. I wish Honda nd the other manufacturers would take a hint from Triumph and stop trying to copy HD and instead come up with their own cruiser designs. Give me an inline 4 on an aluminum frame with sportbike performance and tight handling, cruiser ergonomics, and a curb weight under 500 lbs. Enough of this over-weight underpowered v-twin bullshit! Those are some really ugly V-twins right there. No wonder people still prefer Harley’s. Seems to me that the only fun bikes Honda is building are the 500′s in Taiwan. Whatever happened to their innovative engineering and design department?

Honda CBR500R

A KTM Duke 690 will likely be faster everywhere but the track and freeways (and the latter requires a traffic lawyer on retainer)." wait, wait, wait....I thought that it was about what was more fun to ride...and as you should know very well, in life timing is everything :)Love the looks of the new 500R, very nice bike. My first street bike way bak in 83 was a VFR 750 Interceptor. Would have gone with the 500 but being 6'2", it was just too small for me size wise. I like the more "upright" riding position of this type of bike, my current ride, an 09 Aprilia DD 750 is perfect for comfortable riding. And when I jump on my 08 Husky TE 250, the feel is very similar. I think Honda made a great decision on bringing the 500's back, the styling is great, and the pricing is even better! I remember the "tiered" licensing system when I was stationed in Vicenza Italy with the 509th ABCT, being a US soldier though exempted us from that, so my Interceptor was shipped over and ridden in Italy for a year and a half, best riding ever!Modern 600's are ripping fast and high strung. I find them harder to put around on than a liter-bike (but not go fast on). Actually, any sport bike is a chore at low speeds due to having a tiny turning circle and low clip-ons." Indeed, I find my CBR600F4i that has a considerably more upright position than the race replicas (and does not smash my thumbs at full steering lock) not much fun to ride around town (I would rather ride ride my NT700V or TW200). Being crouched over is great for high speeds on the track and attacking corners, but bad for everything else - especially keeping an eye on traffic behind and to the sides. As is a power-band that does not come on until one is at 50-mph in 1st gear. If I had only a CBR500R and a CBR600RR in the garage, the 500 would get ridden 95% or more of the street miles.This looks like a great bike! I have heard too many people say "I just got my license so I'm gonna start with just a 600." Modern 600's are ripping fast and high strung. I find them harder to put around on than a liter-bike (but not go fast on). Actually, any sport bike is a chore at low speeds due to having a tiny turning circle and low clip-ons. This Honda is great for a beginner, but I suspect fun for riders of all skill levels; plus, being a 500, it can handle a freeway commute. The styling is nice and so is the proper sized rubber. I think Honda hit the nail on the head here. Really i dont know where all the hate is coming from im in australia we have the tiered licencing (i currently ride a 08 600rr and orginally learnt on a 250rr 15 years ago). For a noob it looks the part and thats what alot of noobs just want, and will probably easier to go fast on than a 4 cylinder of the same hp due to twins torque. The other thing it will be good for would be a good commuter, i would rather this than a scooter, and i have a wrx yet would still rather ride even if its cold or rainy so that to me rules out the its still not a car complaint. Too many noobs are too keen to hop onto bike more powerful than they can handle, even if the people are older. Originally over here there was a 250cc limit when i started riding so we all went out and go rgv's and rs 250 2 strokes to get the hp, then they changed the laws so if you held a full car licence you could go straight up and get an open licence bike. This only lasted a little while cos gixxer 1k's were the rage and people who never spent any time on bikes were killing themselves them left right and centre. Now the rule is 100kw per ton with a max of 650cc works out like the eu hp rule. end of the day i think a modern 600cc supersport has more power than any noob can handle effectively let alone a 1k so i agree with the tiered licencing making this a good first bike in a tiered licencing system.

Kawasaki Ninja 1000 ABS

Kawasaki’s perfectly calibrated electronic fuel injection helps make this so. The four 38mm Keihin downdraft throttle bodies inject a perfect mix of fuel and air into each combustion chamber with help from an advanced ECU, oval sub-throttles and an updated cool air intake system that routes fresh air to the airbox via extra ducts at the front of the bike. A new, non-woven air filter element increases air flow for stouter high-RPM performance. For 2014, equal-length velocity stacks provide snappier throttle response, increasing the engine’s fun factor. Digital Timing Advance contributes to the increased low- and mid-range power, while spark plug-mounted ignition coils help ensure perfect timing for each cylinder.  Warm up is easy—regardless of the temperature—thanks to the ECU’s idle speed control system.
A three-mode KTRC traction control system combines with a two-mode power selector system to give the rider the best possible performance in varied conditions.  The Power Modes give the rider the choice between full power and low power, allows the rider to set power delivery to suit their preference. The first two KTRC modes are intended to maximize acceleration similar to the ZX^™-10R’s S-KTRC. The third mode is tuned for low-traction (wet/slippery) conditions, similar to the Concours^® 14 sport tourer’s KTRC. The KTRC system can be turned-off by the rider, and its settings and the Power Mode ignition maps can be selected with the bar-mounted switch. The KTRC and power modes—as well as ABS and Economical Riding (ECO) status—are indicated on the updated LCD instrument display for at-a-glance monitoring of settings.
A balance shaft driven off the crankshaft keeps the solidly mounted engine operating smoothly, while a beautifully styled 4-into-2-into-2 catalyzer-equipped exhaust system offers a pleasing growl without being overly loud. It’s a perfect engine for a road-going sportbike – smooth, powerful, flexible and blessed with the legendary reliability associated with Kawasaki sportbikes.

Yamaha FZ-09 850 Triple.

This is what the Super Ten and/or a new TDM should be based on. Other than the ugly headlight I really like this bike, and I can probably see me on one…but preferably with a small fairing. The specs are right on with this bike, unfortunately Mr. Yamaha has a very hard time in the design department. If the bike had a proper gas tank and ditched that funny looking seat it would sell better. I’m willing to bet I will never see a single one on the road. Finally, something worth looking at from the Japanese that does not have a full fairing and clip-ons.
Just might have to find the space for this even though being a new father I rarely get to ride anymore.
I wonder if it will sound as nice as the triumphs? You just know it will be reliable.
Way to go Yamaha.’m ready for the return of the TDM850 based on this platform. Basically this bike in Multistrada-esque trim. And roomier dimensions please. Don’t size it like a Versys just because it can be. A TDM variant should be roomier than a Versys. Between a Versys and a Multistrada would be perfect. Just as the engine displacmenet is between the two.
Loved my old TDM but a lighter weight triple version would really light me up. The gap between the headlight and the tiny console (that’s practically a bicycle computer, bet they saved some coin there..) along with the 4 bolts on the cover between them seem to invite the aftermarket (maybe Yamaha themselves) to make a bitchin’ bikini fairing for this. More Power than the the Triumph but it is 175cc larger. Compare it to a Speed Triple @ 133 hp. Apples to oranges. Nice looking bike and Yamaha did make a triple 30 years ago.

Honda CTX700 DCT ABS

Which brings us to the subject of this test, Honda’s 2013 CTX700.  This bike comes with a standard six speed transmission, but we tested the optional version with Honda’s sophisticated automatic transmission and ABS brakes.  Honda’s DCT (Dual Clutch Transmission) found in the CTX 700 is a second-generation design of a transmission technology introduced by Honda several years ago.  It features six speeds and, by incorporating two clutches, it can pre-select the next gear for quick, almost seamless changes.  Honda claims its second-generation design of this DCT results in a very light and efficient package that delivers an estimated 61 mpg.
The DCT can be used purely as an automatic in one of two modes, Drive or Sport.  In “Drive”, the transmission focuses on fuel efficiency and upshifts at low rpm levels, and downshifts less aggressively while coming to a stop or entering corners.  In “Sport” mode, the DCT hangs onto the gear as the revs rise for a more aggressive acceleration, and almost seems to read your mind as it downshifts aggressively while you attack a corner.  Finally, you can turn off the automatic nature of the transmission and shift manually up and down with paddles adjacent to the left hand grip.
We found that the DCT performed as advertised.  All of the options can be a bit confusing at first, but once you learn how to use it the DCT reacts quickly, and predictably.
Well all I am their target audience. I went through the Motorcycle safety course and rode my Stepsons Shadow a few times. I may not be the most cordinated person in the world but I did drive heavy trucks with manual transmisions in my Army days and have at least a million miles logged as a driver. Any way I cocluded that trying to get use to a clutch while trying to figure out how to keep balance as well was too much like work. I never bought a bike because I wanted something that was more relaxing/fun and less like work and required less thinking. After all I thought this was about having fun. If I wanted to be stressed out I could have just gone to work instead.
I decided I was out till they made a automatic that looked like a Cruiser. Sorry but hanging out with Legion Riders with a scooter would be like….. well lets just say I would get more respect driving my cage. I guess I will have to swing by the Honda dealer and think about this.
Thank you Honda for tying again. Sorry but the DNO-1 was just to weird looking and it never felt comfortable to me.
 Very well thought out post Wayne. I happen to agree with you, it’s too bad that many current riders seem so locked into what their idea of the “perfect” bike should be and really can’t see beyond that. There’s lots to enjoy in motorcycling. Just like thumper addicts who insist there’s nothing better, or those that feel two cylinders are what makes the best bikes. Unbending in their preference and yet we have threes, fours, fives, sixes, all with their own flavors. And that’s just the engine! Where would Baskin-Robbins be if there were only vanilla?
We all have our preferences, does that mean I’m right and the next guy’s got it all wrong? I almost pulled the trigger on a VFR1200, the DCT intrigued me. For all the panning it received by the outspoken I understand their owners love ‘em. Isn’t that what it’s all about?
I liked your observation between the CBR250R and Ninja 300. I looked at it as Kawasaki using the now in vogue marketing technique of bumping displacement out of established class to gain enough extra performance over the Honda (in particular) to make it stand out, but of course for extra money. Well I’ll see your 300 and raise you 500! One can play that game all day long. Which is the correct answer? Should there be a correct answer? I don’t think so. As long as the rider enjoys him/herself should be what counts.

Kymco Myroad 700

If you also compare the performance and handling to a middleweight bagger, the Kymco does just fine. Power is enough to get you into trouble, even testing it at high altitudes (4500 to well over 9000 feet). Midrange is good, and it seems to build as the speeds get into extra-legal numbers.
Handling is good,  but this is not a scooter you are going to be embarrassing sportbikers with. Though the steering was precise and light, the rear suspension—no doubt burdened by the great unsprung mass of the motor and drive unit—was overwhelmed, wallowing slightly in high-speed turns and feeling harsh over bumps. You’ll have a good time, but you have to reset your expectations for how this scooter handles—he’s a big fella.

The trick-looking brakes work well, with the Bosch ABS cycling well and providing reasonable stopping distances, but again, the weight of the bike means you’ll need a hefty squeeze with all 8 fingers. The brakes are linked, back to front, so the rear lever gives you more stopping power than the front, though using the front alone is fine for brisk sport-riding.
Kymco doesn’t expect to sell a lot of these in the USA—competition is stiff in the form of large displacement scooters from BMW, Suzuki and Honda, and the market is limited. So why offer it? Prestige, said Kymco’s sales manager. Perhaps a customer wanting a big scooter may enter the Kymco dealer looking for the Myroad and ride out on an Xciting 500i or even the very good Downtown 300i. It may be a good match for riders like the former Gold Wing owner and the growing number of Boomers looking for a fun, trouble-free riding experience. In any case, it shows Kymco can run with the big dogs in the scooter market and make Kymco a household word…in scooter-riding households.
To correct an error – frame-mounted engine, just as in a motorcycle.
No doubt the unsprung mass is heavy, as the wheels generally tend to be heavier than motorcycle equivalents to provide gyroscopic stability at high speed, despite smaller rolling diameters. However, handling is also about the ratio between the sprung and unsprung mass, so the MyLoad suspension harshness and vagueness is likely to do with mismatched damping and spring ratios and the sheer bloody weight of the combined mass.
If honest, this just shows why hefty scooters should NOT be built like motorcycles, they should be built like cars. The MyWord is crying out for a monocoque, a refined aerodynamic structure – and a turbo diesel motor.I had a 400 Burgman a couple of years ago and I really liked it. The big problem with big scooters (aside from the price) is maintenance. Even simple things like changing spark plugs or changing the oils is time consuming and requires removing a lot of plastic. I sold the bike because I was afraid of a major problem developing with the scooter. The one thing that was really nice on the scooter was the lack of engine heat when riding.

MV Agusta Brutale Corsa

Once again, to me this is a bike with no real purpose; great if all you want to do is ride around a bit, but not worth much if you want to go places far enough that you’ll most surely encounter varying weather conditions and temperatures. I need storage capacity for changes of clothes, etc. As others have pointed out, this bike is too conspicuously pretty for any location that isn’t top 1% upscale.
Other than for the high price of admission and the perception of fragility there is no reason that this bike can’t be used for more than just “riding around a bit.” Slap on some soft luggage and with that comfortable upright seating position I would have no qualms with taking her on 500-mile rides and/or multi-day trips. I rode up to and across Canada and back on a naked SV650 with my wife riding pillion, and this MV Agusta would appear to offer a similar level of all-day comfort.
Regardless of its beauty, it’s still just a motorcycle. As long as it holds up, it can be used in all the usual ways.
MV Agusta always makes it seem so easy, so why can’t the combined engineering might of Japan, Inc, give us exhaust systems that look even half that good?
Never the mind the absence of a silly beak or any other gawdawful visual clutter. 
Styling a bike is easy, even a bike styled like this one. A fifth grader with a bit of artistic talent could do the same with adequate support and resources. If Japan is producing ugly bikes, rest assured, they are doing so only cause that’s what they are wanting to do, as incredulous as it may sound.
Imagine if Japan actually started to style their bikes with some competence and verve, styled their bikes as if they too had eyeballs, what then would happen to the MV Agusta’s, Beemer’s, and all the other smaller, regional based bike manufacturers? Even Harley within a few years would be reduced to dust.
Add another bike to my “if I win the lottery” list. Wining will be tough since I don’t buy tickets…
Congratulations to those of you who can afford on of these beauties.
Goose.

BMW K1600GT Sport

So does this spell the end of the K1300S, and the oft-rumored follow-on, the K1400S ? I ride a 2005 K1200S, original blue and white paint scheme, and last year I came close to replacing it with a 2012 K1300S HP limited edition model. Then I came close this year to buying the 30-year K-Bike Anniversary model (red and white beauty). I’m holding out for the K1400S (or better yet, the ultimate K-rumor bike, the K1600S), but now it’s not looking too promising. This K1600GT Sport is just too big. True, my K1200S is a large bike, but it was perfect on a recent ride from San Diego up to and around Yosemite. A great Sport Tourer. There’s a limit though, one where the K1300S is still fine, but the K1600GT Sport appears to have crossed over. And for the tight and twisty stuff, my 1997 Triumph T595 does just fine ! I commute 25 miles 3 days a week on both bikes, and while I have no problem splitting lanes with either, I’m scared even thinking about white-lining with the K1600GT. Of course, I don’t have side bags, so maybe that’s the reason.
I am always on the look out for a replacement for the RS (the gentleman’s sport bike) This bike comes close.
A few years ago I chased a Goldwing up over Bobcat pass in New Mexico. I was awe struck by its ability to accelerate out of the corners. And just how nimble that bike was. Last weekend I lead a K1600GT on a very tight twisty couple of New Mexico roads. I was very impressed with the bike overall quickness. And it’s ability to pull hard. BMWs have always had acceleration under control. That is they tend not to feel like they are accelerating as hard as they are. After enjoying NM 111 and 519 two roads that are more suited to adventure bikes, all I could see in the mirror was a bike with my name on it. And I can get 23 clapped-out Honda Rebels for the price of one BMW Sport. If you don’t appreciate the fit and finish and the technology that goes into the K1600 series, fine, go buy yourself a couple of slightly used VFR1300′s instead. I’d rather have the better bike and pay the difference.

KTM RC390 Sportbike

But to compare it to the other bikes isn’t really fair. The Duke has a claimed tank-empty weight of 306 pounds and claimed hp is 43 (expect a little under 40 at the wheel). We loved the 300 Ninja, but it’s no out-of-the-box racebike. It weighs almost 390 pounds gassed up and makes about 35 horsepower at the wheel. And the CBR500R (and its naked and Adventure-Touring brothers the CB500F and CB500X) is a big hit for Honda, but it’s also very heavy—well over 400 pounds wet—and makes about 45 hp at the wheel—more power, but it’s lugging an extra c-note of poundage, too. That’s like having a passenger who won’t get off.
In a Honda CB500-like approach, the RC390 is the Duke with different styling, including that angular, Gerald Kiska-penned fairing. The race version is trimmed down to 286 pounds and less than 39 hp, but that’s probably due to racing rules — we expect the U.S. street-legal version to be identical in spec to the 390 Duke, as it’s easier and cheaper to certify one motor for regulatory purposes than two.What do you call it when a racing-oriented European motorcycle company teams up with an Indian factory to produce a performance-oriented, entry-level motorcycle at a price competitive with the Japanese big Four? I call it brilliant, but KTM calls it the RC390. It’s based on KTM’s light, cheap and quick 390 Duke, and it will very likely be on sale in the USA next year for a price not too far from other entry-level sportbikes like Kawasaki’s Ninja 300 and Honda’s CBR500R.

Victory Motorcycles

Victory Motorcycles announced their 2014 lineup at the Polaris Industries dealer meeting in Washington DC. Headlining the new model year motorcycles are the Cross Country 8-Ball, the Cross-Roads 8-Ball, the new Cross Country Factory Custom Paint program and a stunning, limited-edition Ness Legacy Cross Country.  MSRP reductions and model enhancements offer greater value on Victory’s industry leading style, performance, reliability, comfort and storage.Those seeking an expert’s take on how to style a Victory bagger need look no further than the Ness Cross Country featuring Ness Legacy Paint. For 2014 the skills of three generations of Ness come together to co-design this stunning bagger that features a striking red and black paint scheme loaded with detail. A well-chromed engine features diamond-cut cylinder fins for a sparkle that exudes custom and detail in a way only the Nesses can. In addition, each Ness Cross Country comes with an original autographed and framed photo of Arlen, Cory, and Zach Ness featuring a limited-edition plate uniquely numbered to match the machines.  This explosion of style comes at a new low price of only.

Hyosung GT650