This is the third and final post of the more power, more adventure and more scramble series of posts regarding what’s trending in the motorcycle world in 2015.

Are we experiencing a revolution in the motorcycle world?

Adventure motorcycles are here to stay with more models being launched every year and with an increasing level of sophistication in the last few years.  There are interesting developments in sport bikes with the introduction of the Ducati Panigale a few years back and this year we have the supercharged Kawasaki H2 and several other sport bikes surpassing the 200hp mark.  There is no question, adventure and sport bikes are experiencing sales growth, and they are essentially where you find highest power developments and the highest level of technology on the motorcycle world.

Despite all this increasing level of sophistication and power, standard and retro-styled motorcycles have gained popularity on motorcycle shows and forums these last few years. It is a counter culture of sorts when you juxtapose it to the increasing sophistication of adventure and sport bikes of late.

Of this group of motorcycles the scramblers appear to be the most popular. And among them, the Scrambler Ducati seems to be by far the one gathering the most interest among veteran and new riders alike. Ducati’s campaign for its Scrambler proposes the joy of riding theme. The bike and its campaign seems to resonate very well with many riders! With the popularity amassed by the Scrambler Ducati in shows last fall, with healthy sales volume now that it it hit the showrooms, mean this bike will influence or change the industry’s course? Or is this just another new bike wave that will come and go?

 Scramblers are nothing new, as a matter of fact…

Although the Scrambler Ducati was the undisputed sensation of the international motorcycle shows of last fall, we all know this type of motorcycle is far from something new. Triumph and Moto Guzzi have been offering standard motorcycles which have evolved very little through the last 50 years and both Triumph and Guzzi have offered a Scrambler variant to these models.

What’s new is how Ducati has approached it and how Ducati organized a broad marketing campaign for this product using various media alternatives, and with that targeting people who do not fit the profile of the motorcycle consumer of late.  It certainly took the Scrambler idea out of its small niche and put it on the map for everyone to see and to fall in love with motorcycling for the first time or all over again.

Categorizing motorcycles in large groups we have cruisers, sport bikes, touring bikes, and dirt bikes. And all of these bikes have their DNA traced back to “standard” bikes.  Variations on the theme occur of course and we have sport-touring bikes which are a hybrid between the two types that make the name, we have enduro motorcycles which are dirt bikes re-purposed for endurance off road races (what came first enduro or dirt-bikes, actually?), we have dual purpose bikes which are street legal dirt bikes that will ride well on pavement.  More recently we have the adventure motorcycle, which can actually be a mix of several types of motorcycle as long as it can take you on long distance travels, carrying gear, is comfortable, and can be ridden on various types of roads.

Most of the types of bikes and their variations have started with motorcycle owners making small changes to their motorcycles to adapt them to their needs, be it to ride them on dirt, or for road racing or for long distance travel.  The latest variations on the theme are the cafe racers, which are mostly home made customization of standard bikes to look like vintage racer bikes. We have supermoto bikes which became a category of bikes when many owners turned their dirt bikes into urban hooligan machines by installing 17 inch street wheels and tires on these bikes. And the list goes on all the way to custom cruisers and a few other customizations. Some of these types of motorcycles have become popular enough to be endorsed by manufacturers, and be built in large enough numbers such as is the case of the Ducati Hypermotard as a supermoto, or the Triumph Truxton as a Bonneville variation in a Cafe Racer guise.

Riders have been racing motorcycles since probably the invention of the motorcycle – again what came first, right? The first documented races were either on bicycle flat tracks or on hill climbs, and England was just the likely scenario.

To Scramble: Make one’s way quickly or awkwardly up a steep slope or over rough ground by using one’s hands as well as one’s feet.

Scramblers were probably the first type of variation made to motorcycles, when owner made modifications to standard motorcycles were made so they could race them on dirt roads – perhaps as early as 100 years ago.

And with respect to the word “scramble,” it was first associated with hill climb motorcycle races in England.  One of these first racers or race organizers, as early as in the 1920’s, is often mentioned as having said this about those early hill climb races:

Whatever we call it, it will be a hare old scramble!

The Scramble name stuck for the races and the motorcycles used in these events became the scramblers. Eventually the industry caught on and produced bikes designed specifically for the dirt and eventually we got the trail, motocross and the enduro bikes, essentially turning the Scramblers into a dead end or branch on the evolution tree of motorcycle types.  The same happened for the hare scramble races, becoming mostly locally organized races while motocross and enduro races gained international popularity.

However, the Scramblers never disappeared from the radar.  And although  they became mostly a side bar to the conversation, they never stopped being created.  They gathered momentum with street consumers in the 60’s and 70’s, but it was not enough to turn them into mainstream motorcycles.  Home made Scrambler creations remained viewed as cool bikes and Triumph’s machines became the standard of choice for such creations and eventually Triumph launched a Scrambler as a factory model.  And now Moto Guzzi offers several levels of scrambler kits to its V7 motorcycle. And of course, we have now the avalanche of enthusiasm for the re-released or new Ducati Scrambler.

Te Scrambler Ducati can be interpreted as a re-lease of the bike because Ducati had a scrambler model in the early 60’s which was actually built by Ducati based on customer and motorcycle dealer request.  It was rather successful in its time, however its production ended when Ducati started its L-twin motors and road race success ensued.  50 years later, caching on the regained “cool” factor of these bikes, targeting a brand new generation of people with no previous interest on motorcycles, and reminding us about the joy of riding, Ducati brought back the Scramblers to the market. More than that, Ducati’s campaign and the motorcycle itself brought the idea of a Scrambler motorcycle to a level of popularity not seen since the 60’s. And it could be bigger than that.

The King of Cool loved these bikes!

The Triumph Bonneville series of motorcycles are perhaps the most popular base for building a Scrambler, as mentioned earlier. So much so that Triumph has had an official Scrambler model based on the Bonneville for many years already. Steve McQueen rode several of these bikes in scrambler form and owned several of them and put them to real use on several dirt races before turning into more purposefully built dirt bikes.  McQueen rode at the edge of the change from Scramblers to dirt bikes, and he eventually owned Husqvarnas and Hondas and other bikes that could no longer be called Scramblers. They were purposefully built dirt bikes.

Steve McQueen and a Triumph 650 used on a Six Days Race in 1964 (Photo from Matt Stone’s book McQueens Machines)

Back to the Scrambler, the most famous of the Bonnevilles,  disguised as an older motorcycle, was a co-star with Steve McQueen in the Great Escape film.  Who hasn’t seen this film and this scene?

You can buy a 2015 Scrambler Bonneville today. It doesn’t look much different from the original 1950’s bikes with the parallel twin with a 270 degree crankshaft motors. You can ride a motorcycle that is basically what the King of Cool used to ride in the 60’s.

Triumph Bonneville Scrambler

Despite the classic styling, the Bonnevilles are updated machines with fuel injection motors. However, they still ride on a five-speed gear box and no ABS option is available.

There is no question that Triumph will benefit from Ducati’s campaign and the resulting renewed interest on Scramblers.  However we need to keep in mind that Triumph is about to make modifications to its Bonneville line to comply with 2016 regulations for the European market.  Depending on how far Triumph will need to go with the changes to have its old Bonneville line comply (some say it will be water-cooled and it obviously will have ABS), it may impact the Scrambler line, first in Europe, and eventually here as well.  Whatever the outcome is, we can’t imagine Triumph without a traditional looking Bonneville in its line of products. After all this bike is the thread between the old and the new Triumph company.  We expect Triumph not to stray too far from these classic lines, and we expect a Scrambler will remain available.

The real back to basics machine

Moto Guzzi has held its place in the history of standard motorcycles. The V7 machines have kept the V twin motor, transversely mounted, shaft-driven to today.

Moto Guzzi V7 Stone

With its 750cc 90 degree V motor this is a vibey machine of old, and some riders like it exactly for that.  Want to talk about the joy of ride?  There is something there, that Moto Guzzi offers and others don’t.  Want performance? Look elsewhere. Having said that, the 2015 model, the VII, comes with a new 6-speed gear box, ABS and traction control.  That is, you get the old style, a basic motorcycle, and it comes nicely updated.

2015 Moto Guzzi VII Stone

Owners have customized this bike in several shapes, including the Scrambler mode. Banking on the Scrambler frenzi, Moto Guzzi has prepared a set of accessories that will make this machine into a very nice looking Scrambler in 2015.

2015 Moto Guzzi V7 II with Scrambler Kit

Indeed, it is a very nice looking machine.

The new/old kid on the block: The land of joy

Although the Ducati is using cues from its 1960’s and early 70’s Scrambler, the new Ducati Scrambler is a completely new machine.

1970’s Original Ducati Scrambler

The origin of the 60’s Scrambler, as mentioned earlier, was the result of pressure from an American sales representative, indicating there would be a demand for such a bike.  Ducati built it based on single cylinder motors (as the one depicted above), it became rather successful in the United States and eventually in Europe as well.

However, when Ducati developed its L-Twin motors for the race bikes, and won GP races with it, things changed. The L-twin motor’s success on the track and then on the sport bikes of the time became synonymous with Ducati and eventually led to the end of all Ducati singles and with that to the end of the Scrambler line.  Ironically the only air-cooled L-Twin motor in Ducati’s line, the one that most resembles the motor that essentially killed the Ducati singles and eventually the Scrambler of the 70’s, is now the motor on the new Scrambler.

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

However, today’s Ducati scrambler is the one with most power when compared to the Triumph and the Moto Guzzi machines.  It also is the lighter and has longer suspension travel when compared to the other two.  And like the Moto Guzzi, it has a six-speed box and ABS.  No traction control for the Ducati, though.

One thing important to know is how, with the re-introduction of the Scrambler, Ducati is working to keep their brand values separate. This bike was not meant to fit on Ducati’s culture and brand values that have evolved from the 70’s when the Scrambler was discontinued as Ducati succeeded in moto GP races.  Ducati is making sure this bike tells its own story, where power and sophistication are no protagonists. Ducati has become known for three brand values:

• Style
• Sophistication, and
• Performance

The Scrambler Ducati brand  has its own values:

• Free-spirit
• Fun, and
• Self-Expression

The main idea is the going back to basics. I cant wait to test ride one of these new Ducatis and see if it will evoke the joy of riding.  The V-Twin motor, no rider aids, no fairings or wind screens, and all of that on a very light and nimble motorcycle… I think it will deliver the joy of riding in spades.

So what? A revolution, you said?

There is no denial on the power of the Scrambler Ducati campaign.   I’ve heard Ducati has temporarily re-purposed its production line to build more Scramblers and satisfy the strong demand for this model. Not all show rooms have this bike on the floor yet and we already hear speculation about more Scrambler models being discussed at Ducati.

Is this a new movement? Will we see more “simple” machines, variations not too far from traditional standard machines being designed and produced? Will Scramblers finely come out of its niche to become a mainstream type of motorcycle?

I doubt these scenarios will materialize themselves now and in years to come.  Personally, I have no expectation that Scramblers sales are going to be sustained in the long term. Riders will continue to buy or show interest on bikes with the highest level of sophistication. Power will remain a key measure of success or status for a motorcycle.

Having said that, these bikes, led by the Ducati campaign, will reinforce the joy of riding notion, no matter what motorcycles we ride. It will help some riders rediscover the pleasure of riding a motorcycle which has lost itself behind windscreens, fat seats, cruise control, traction control, extreme horse power, and even automatic transmissions.

Most importantly, it will bring a new group of riders into the fold, people who have never ridden a motorcycle before.

For all of the above, the Scrambler Ducati will be written as  a new paragraph, perhaps a chapter, in the motorcycle history book.

Meanwhile we will continue to customize our bikes, ride old or new bikes, and define our own joy of riding.

Isn’t it always the case that a crisis brings new opportunities?  It is my moto in life: when one door closes start looking for other doors that will certainly open. This common place truth could serve to explain the process that brought to us the One Moto show.

February 2015 was the sixth edition of the One Moto Show and it was the first time I had a chance to be there and experience the show for myself.

The founders of this show explain it in the context of the last economic crisis.  While the crisis happened people who could not necessarily afford a new motorcycle got a hold of old bikes that were increasingly becoming available.  Bringing these motorcycles back to riding condition became a popular activity and more than that, it became a new culture when people started to purposefully look for old motorcycles as a canvas for their creations.  It was an opportunity born out of a crisis and it has been documented by the One Moto Show.

We started picking up bikes for free and on the cheap. We pulled off the stuff that was unnecessary, put a little money into getting the cycles a bit more safe to ride, and rode the crap out of ‘em until we needed to rebuild. In the process we found the places where we could score parts, met people who could help us, and learned.

1973 Triumph

Making something cool out of old motorcycles is not a new idea.  What made this movement interesting and perhaps new was how widespread it became during this last ten years or so.  It is great that guys such as the ones behind the One Moto Show have stepped in and made an event out of this movement – it allows us, the public at large, to appreciate what can be done using an old motorcycle as a starting point.

I quickly began to notice that there was a growing number of people who loved this subculture of motorcycling. This was when I decided to host the first gathering of what we would deem The One Motorcycle Show. The idea that a bike meant more to someone through experiences and stories. The notion that a motorcycle was built, restored, constructed, invented, or modified for particular reasons, using the means at their disposal.

I had heard about this event in years past from the local news, other bloggers, and from my riding friends, one of them in particular who has exhibited a couple of his motorcycles in this show a few years back.

I was not disappointed for making the trip.  It was a beautiful and sunny day instead of the usual rainy days typical of our winters here in the Pacific Northwest, making the Saturday I was there a popular day to attend the show with long lines of people waiting to get in the building.

The One Moto Show, 2015

Despite a growing level of importance this show has been gathering, resulting on an increasing number of visitors and exhibitors every year, it has remained a free enterprise for visitors and exhibitors alike.  The show has also been outgrowing buildings year after year and the 2015 edition was on yet a larger building than the previous year, I was told.

Re-purposed old industrial building

Similar to what these riders, or should I call them artists, have done to their old motorcycles, bringing them back to life under a new light, the building used for the 2015 One Moto Show was also re-purposed.  It was a 20,000 sq ft historic building on the lower east side industrial area of Portland.  I don’t know what manufacturing took place in that building or when its operations stopped, some of the old machinery, however, was left behind when operations ceased.  It made for a perfect setting to frame the beautiful motorcycle creations being exhibited.

Old building, old structure, perfect setting

I don’t think I can fairly categorize the bikes displayed.  Walking around the exhibit I found heavily modified cruisers, scramblers of all kinds, flat track bikes, cafe racers and everything in between, and some very out of the ordinary bikes, side by side with some true to detail restorations. I’m sure my descriptions would not do justice to what these guys with an artistic mind and great fabrication skills have created. I will let the photos tell the story as much as is possible.

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.Check this trio of Honda Elsinores.  Two 125’s and the one on the right is a 250.

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As you can imagine, this is a very small sample of what was available in this year’s event.  Among the exhibitors, the event included examples from well established designers such as this Indian by Roland Sands.

Quite an Indian, uh?

And this BMW by Spirit Lake Cycles.

Talking about BMW Motorcycles, isn’t that a 2015 BMW RnineT in the background?  It brings me to another quote from the organizers of the event:

This doesn’t stop at a particular year. People are expanding their range: you see a lot of late model customs inspiring vintage customs, and vice-versa.

Yes, it is a 2015 BMW RnineT on the background.  The RnineT is a recent creation by BMW, I consider it a compliment to the artistic minds of the many riders across the world who have put their artistic minds and fabrication skills into make something beautiful out of old motorcycles.

It is a compliment when BMW get its interest in the idea and comes up with its own creation of what a new bike would look today based on old and traditional concepts.

This takes me to the other reason to my drive to Portland. It was to include a stop at the BMW of Western Oregon in Tigard where I had a chance to meet and spend time with the great Ola Stenegärd, the head of BMW Motorrad vehicle design and the creative mind behind the RnineT design. Ola came to attend the One Moto Show and included a visit to  the Portland area BMW dealer. What a nice down to earth guy.

Ola’s creation has proven to be a very successful model in BMW’s line up. I will have more about this motorcycle on a next post, when I will describe my experience after I spent some time with this motorcycle, riding it on the nice roads of the wine country in the south end of the Willamette valley.

All in all, it was a nice trip to Portland.  I really enjoyed seeing the nice motorcycles in the exhibit and getting to know a bit more about the RnineT from its designer.  I’m already looking forward to next year’s edition of the One Moto Show.

Thanks for reading and stay tuned!

After my visit to the One Moto Show in Portland, and after having had a chance to spend some time with BMW’s head of design Ola Stenegärd and the BMW R nineT project lead Roland Stocker, I was now curious to test their creation.

2015 BMW R nineT

I know I’m late to the party.  This bike has generated all the sensation in 2013 and 2014, and still demands plenty of attention in 2015. Despite all of that, I confess only now I get to pay close attention to it. I had been looking for an urban bike that was not a sports, cruiser or adventure bike, but I had been obfuscated by another bike that had been getting a lot of press during that same time – more on that later. What is important is that when I took the R nineT for a ride it was an all new bike to me. I got to ride it with an open mind, unbiased from the opinions of previous reviewers.

That’s how I like to ride a new machine, as if I’m exploring a blank canvas. My biases were from sitting on it and perceiving the handle bars to be perhaps a bit low (from my adventure rider perspective), from knowing about the water/oil cooler boxer motors from my previous riding experiences with the 2012 R1200GS, and from what I had heard from Ola and Roland about the project itself, not their riding experience with it. Well, that and it is a beautiful machine, I wanted to like it.  What is important is that I had not heard or read or paid special attention to anything that mentioned what is was like to ride this bike.

Thank you Scott and Madelyn at the European Motorcycles of Western Oregon for the opportunity you’ve given me to meet the key BMW staff behind this bike and for letting me ride it!

On a sunny Saturday, a couple of weeks after my visit to Portland I had the chance to test the R nineT demo bike here at the Eugene store.  I started the motor and it felt as a typical twin boxer, trying to rotate the whole motorcycle clockwise as you blip the throttle. It is something you get used to after the first or second time you blip its throttle at a stop, one of those things that are part of the twin boxer experience. Nothing new. Once in motion however, the motor felt so much composed, more than what I remember from my experience with it on previous air/oil cooled R1200GS’s.

I took the bike to the wine country in the south Willamette Valley where I explored how it handled two-lane country roads with shapes of all kinds from tight switchbacks to fast sweeping curves.  Despite the ergonomics being different than what I would have chosen it to be, I prefer taller handlebars for a more upright position, as soon as the bike was in motion I’d forgotten all those thoughts.  It just fit me so well. It seems this is always the case with BMW’s, I don’t know how they manage it, but their bikes’ riding positions have always been great for me, no matter what BMW I’ve ridden.

The first thing I noticed when in motion was the exhaust note. I was using my super quiet Schuberth C3Pro helmet on top of good earplugs, and the sound that managed to go past this double layer of good protection was just the right amount of a deep tone, somewhat angry exhaust note. I would assume it was a very well studied and engineered note. I have to say it is just perfect in volume and tone, providing great feedback to the rider and letting you know you are riding a true roadster.  And if you want louder, just remove the baffles.

The next thing I noticed is how smoothly the motor responds to throttle input. I didn’t get that thrilling instant acceleration from minimum throttle input I get on my 2013 Ducati Multistrada (and I really like that, by the way).  But then, the R nineT is a different animal.  Although it is not sports bike fast, I did not miss much in terms of throttle response when I asked the bike for something more exciting. For a naked bike with a relaxed stance, this bike actually delivers more than I expected in terms of power and acceleration. And not only that, the acceleration felt very linear on its broad torque range.  The motor was a willing partner going up the RPM range with ease.

The other surprise element was the smooth gear box.  What a gem. I was not sure what was going on, was I really changing gears or was it doing on its own? Gears went in precisely, fast and quietly. You close the throttle, the revs come down quickly, a quick press of the clutch, slight input on the lever and the next gear is in, back on the throttle.  All of this work is assisted by the sweet sounds from the exhaust, making sure you know what is what and when is when at all times.  Like it always should be on a motorcycle.

Now, how to explain how nice it is to ride this machine?  I guess the recipe starts from combining the perfect ergonomics, add to it the exhaust note and the clean input it gives the rider, and then the smooth acceleration. On top of that, count on the gear box where gears get it in as if on their own… I guess that is the experience of complete riding satisfaction. One more thing to add is the absence of a windscreen. All you get is clean air. One of the drawbacks of adventure motorcycles is their small windscreens, coupled with the upright seating position.  Everything in life carries an inherent compromise. On the R nineT on speeds up to 60 or 70 mph, depending on wind speed and direction, you are riding comfortably on clean air. All you hear are the motorcycle mechanicals in action and the distinct exhaust note. Past 70mph and your chest starts pulling you back. Last weekend I went riding with friends and the maximum speed on that ride was about 70mph. I would had been fine if I were riding an R nineT on that 125 miles loop.  There are trips when 70mph is the average speed, of course, and for those scenarios, you would certainly want some protection, at least to keep the wind from directly hitting your chest and pulling you back.  The good thing is that this bike has an assortment of accessories and parts catalog from renowned parts makers.

Such as is the case for Wunderlich, with a nice vintage looking windshield among other parts they make for this motorcycle.

Wunderlich Daytona Fairing for R nineT

Rizoma has a full set of parts for this bike as well. Cafe Racer anyone?

BMW R nineT with Rizoma Parts

And of course, there is Roland Sands, who was involved with this bike’s project, and has come up with an assortment of cool products for this bike.

Roland Sands Design – Products for BMW RnineT

Finally, BMW itself offer a few options of their own.  Actually, the bike is sold as a customizable machine.  You can easily remove the rear sub-frame, for example.

Or add a different tail to it.

That is, you can find a windshield to your liking, if you will take it on longer rides and get a proper rear view mirror for it as well (more on the mirror later). You can make this bike your own by customizing it to your liking with off the shelve tastefully designed parts.

Back to my test ride of the R nineT, one other design item I would like to point out is how this bike carries a theme, throughout any visible component, it seems. A theme that merges the BMW industrial look of the last decade with something more artistic, I would venture saying.

The theme of the dashboard is transferred to the tank, the seat, and many other parts of the bike.  However, it never quite repeats itself, the shapes are all different across different parts with different materials, there is a clear theme across them, however.  It is like when riding this motorcycle, it has the ergos, the motor, the gear box and the exhaust in total harmony. So is the bike’s design, carrying an interesting harmony on itself.  That, to me, is one key attractive element about this bike. If I had to pick one word to describe this bike, it would be harmonious. There isn’t an odd element to it.

Although it has the air/oil cooled motor of the 2014 R1200R (1170cc, 110bhp @ 7550 RPM), this bike is a roadster of its own. In fact, after coming back from my ride I took a second look at a 2014 R1200R that was on the show room and all of a sudden the R1200R looked clunky and out of place.  My perspective had been transformed by spending quality time with the R nineT.

On the other side of all the positives about this bike, I noticed four issues that may not be too relevant, or too negative, but they are there. None of them would stop me from buying this bike.

First issue is that 1st and 2nd gear are close to each other and then there is a gap to 3rd gear.  I actually liked where second gear is for it makes for nice 2nd gear uphill hairpins, it puts you in the meat of the torque with plenty of range left for accelerating out of the apex before moving to 3rd gear.  You will learn on those times when you are short-shifting, you will likely consider carrying second gear a bit further before getting to third.  Not a big deal.

As a second issue, although this bike is very svelte at the seat and feet position, the foot pegs are exactly on the way my feet would be hitting the ground.  So you get this annoying sensation of foot pegs hitting the chins.  To solve it I made sure I placed my foot forward from the pegs and rested my calf on the foot peg, letting its spring move the peg backwards if I needed more direct connection to the ground. Your mileage may vary. For example, if you have longer legs, you should be fine with more options to place your feet on the ground at stops and this would not be an issue. For my 31 inch inseam, this became a small but obvious annoyance at every stop.

The third issue is the suspension. It works great at the regular speeds, and I actually did not have any problems with riding this bike on those roads in the wine country.  But once you push it harder, the bike feels less planted. I’m not sure this bike is meant to be ridden fast, and even if that was the case, it would not be my intention, if I owned this bike. I would avoid taking it out of the nice sweet spot of performance it offers, running the gears in the 4-6k range. Having said that, if higher performance is demanded, a suspension upgrade can be made.  I do not consider it a show stopper. I would even keep it stock if I bought it.

The fourth issue are the mirrors. They really do not give you much of a rear view. No problems, though, as you can get plenty of options on the catalog of accessories from Rizoma, RSD and others with products that will take care of this issue with style.

The question is: Would I buy this motorcycle? As I mentioned at the beginning of this post, I’ve been on the market for an urban motorcycle.  Something that is easy to saddle up to run city errands and perhaps to take on short trips to the wineries around town, maybe a stretch to the ocean or the mountains every now and then.  All my bikes are tall adventure styled bikes, not necessarily ideal for doing my short weekend rounds.  My options to fill this gap have been the Triumph Bonneville, the Moto Guzzi V7, and lately my attention has been directed at the Scrambler Ducati. Remember when I mentioned “obfuscation” at the beginning of this post?  Now the BMW R nineT has been filed as prominent candidate on my short list.

There are a few items that go in favor of the R nineT as my choice for local rides.  Number one is its size. It carries enough weight to offer a steady ride without compromising my sought after urban nimbleness, allowing it to be comfortable on short but also on longer journeys and has plenty of power for that.  Also, there has been talk about this motor being discontinued once European legislation (Euro 4) is implemented in 2016. The R1200GS has had the liquid cooled motor since 2013, the R1200R has the liquid cooled motor for its 2015 model year. Will the R nineT be forced to go the same route? BMW claims it can keep this motor within the parameters of Euro 4 by restraining output at the current performance levels. If that would not be the case, perhaps 2016 would be the last model of this bike as we know it and the air/oil cooled RnineT would become an instant classic.

Unlike other BMW designs, which on their whole are sort of Bauhaus (I know this is a mis-use of the Bauhaus concept) as they all have a function or a job, be it touring, sports or adventure, this bike has none of that. It is there for the looks, for the lifestyle to which it connects the rider, and for the fun of riding, pure and simple. And it delivers fun in spades. The question is: isn’t there something else in the market that would deliver similar fun costing sensibly less? Price is the one item running against it in my book, especially considering I’m also looking at upgrading a couple of my other bikes.

A second point going against it joining my other bikes in my shed are the rumors circulating on motorcycle forums and magazines, speculating about a scrambler version of this machine. And the rumors state the scrambler version would be accessorized as a base model, on a downgrade in terms of components when compared to the R nineT, and consequently offered at a lower price point than the R nineT.  If all of this is true, the Scrambler version would be my choice! The deal would be sealed, no questions would be asked.

Anyway, I have time to decide, I will wait and see where things go – there is a lot of movement at this end of the motorcycle segment, some of it were actually generated by the R nineT’s successful story itself.  Bottom line, this is an excellent motorcycle and I can see it in my garage, sitting on the front of the line, the bike that is the closest to the door, always ready to be my ride of choice when I don’t plan to go too far.  Knowing my style, eventually I would take it on longer trips – just to enjoy it at its fullest.

That was it, my friends, thank you for reading. As a bonus for you who read this post all the way to the end, here is a video about this bike. It is from the fall of 2013, you probably have seen it already.  If that is the case, it is time to see it again.  If you haven’t seen it yet, it is part of BMW’s marketing campaign for this bike, staging how Ola and Roland introduced this motorcycle to people who can appreciate it, the kind of people who would be showing their own creations at Portland’s One Moto Show, for example.

A motorcycle is beyond transportation. It is something else because it connects you… with life.

Warning: In closing, here is my final advice, please read it with attention. This is the kind of motorcycle I do not recommend anyone to test ride unless they are ready for a change, have a healthy balance on their bank account, or a good credit score and, on top of that, a nice accommodating spouse. Because this bike may balance your foundations and your definition of what is fun about riding and consequently create an unbalance on your check book. Be careful or it will follow you home. I’ve actually seen it happen! You’ve been warned.

Several weeks ago Honda released its third video of its media campaign for its Honda True Adventure.  If you haven’t seen the previous episodes or have not heard of the “True Adventure” words yet, this concept, “True Adventure” was unveiled at the 2014 EICMA show in Milan. We interpret it to be the general name being used by Honda to describe the development of the successor to its very successful Africa Twin motorcycle.  Episode 1 (the dream) and Episode 2 (live unlike the others) are available on this site.

Original Honda twin from 80’s Dakar races, the new Africa Twin, and on the right the current Honda Dakar bike (450 CRF)

Episode 3 describes Honda’s return to Dakar.  In the past several years Honda has mounted a concerted effort to challenge KTM’s domination on this race. Since 2001 KTM has obliterated the competition, KTM owns the Dakar races, with a total of 14 wins in 14 races (there were no races in 2008).  It was earlier on the history of this race, the pinnacle of enduro races and the basis for the development of what we today know as Adventure Motorcycles, that Honda was successful.  Honda had a win on the fourth Dakar race, in 1982, and four consecutive wins from 1986 to 1989.  Those four consecutive wins were run on the Honda motorcycle that originated the famous Africa Twin, a V-twin (NXR750V).

• KTM – 14 wins
• Yamaha –  9 wins
• BMW – 6 wins
• Honda – 5 wins
• Cagiva – 2 wins

On the 2015 edition of the Dakar race I believe it was the first time a motorcycle other than a KTM held temporary overall first place positions for several consecutive stages.  In the end, KTM won again. Overall, KTM held seven of the 10 first positions.

However, now it seems we do have a race, and we hope, for the sake of having a true motorcycle Dakar race in the coming years, that Honda continues to challenge KTM and who knows, Honda may win the 2016 edition of the Dakar or have more bikes in the first 10 positions!  The Episode 3 video highlights Honda’s participation on the 2015 Dakar race.

What is the relevance of this video for the Honda True Adventure motorcycle campaign? Well, we are not sure, to be honest, considering the Dakar bikes are 450cc singles.  It could be that Honda is using “True Adventure” as an umbrella for several products, including a 450 enduro motorcycle, similar to the one on the Dakar races, tuned down so it can be accessible by the general public, along side a couple of versions of the 1,000cc Adventure bike, the successor of the Africa Twin (a version with a 21-inch front wheel, for true off pavement adventures and a version with a 19-inch front wheel for more on road adventures).

It could simply be part of the campaign for the only product that could be developing, the much anticipated 1,000cc Adventure motorcycle.  The return to Dakar video would simply be there to frame this new motorcycle under the context of Honda’s successful participation on the Dakar race, similar to when, in the 1980’s, Honda dominated this race and the Africa Twin was born.

The Episode 4 has already been released.  We will post it soon with a description of what are Dual Clutch Transmissions, as we believe this is a key technological piece on this new Honda adventure motorcycle.

With the popularity of adventure motorcycles going on for more than a decade already, it seemed natural for Honda to bring its discontinued but always popular Africa Twin back to the market.  However, for many years already Honda has ignored the pleas of adventure riders and fans worldwide who were asking for the return of the Africa Twin, a true 50/50 (on road and off-pavement) adventure motorcycle from Honda. Instead Honda seemed to go the other way, developing adventure styled motorcycles that were increasingly more road biased.

That was until early in 2013 when rumors of an actual Honda adventure motorcycle appeared, coming from sources with direct connections with Honda. During the 2013 EICMA show in Milan Honda’s head of product planning (Dave Hancock) on an interview with Moto.IT stoked the fire providing a strong hint that something especial would be coming up from Honda in the adventure department.

In the spring of 2014, about a year ago, information was leaked from at least one person who had actually ridden the rumored adventure motorcycle from Honda. “Impressed” was the only word that circulated on forums as a description of the state of mind of this rider after he rode the bike.  At about the same time a set of specifications about this bike were leaked to key motorcycle journalists.  These specs can be considered impressive for such a large displacement adventure motorcycle:

• 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

During this time, Honda submitted several patents related to what appeared to be an adventure motorcycle.  A review of several of these patents indicated Honda was going in, and doing so in with style, with a motorcycle which incorporated several new ideas. More on that later.

In the fall of 2014 an adventure motorcycle from Honda, at a high level of development was presented to the public during the 2014 EICMA show in Milan under the True Adventure banner.  The motorcycle was disguised with what seemed to be fake mud, but showed wear and tear on certain components indicating it had actually been ridden. We believe this is the motorcycle that matches the above rumored specs (except for the 18inch real wheel of the displayed bike – instead of the 17 inch wheels on the rumored specs). We also believe this motorcycle is one of the bikes that had been tested in the Winter and Spring of 2014.

Honda’s prototype of the New Africa Twin as shown in the EICMA show in October of 2014

One other important item about this “True Adventure” bike presented at the EICMA show, which was noticed from observing the bike itself, was the absence of a clutch lever and gear shift pedal.  It was confirmed by Honda officials at that time that this bike would have the option of a Dual Clutch Transmission (DCT).

Where’s the shifter? DCT on board.

This has been a long but steady road about the development of this bike.  Somehow, Honda kept us informed along the way with just the right amount of information for us to picture in our minds what they were planning to do about this bike.  A good and probably inexpensive marketing campaign so far.

The story about this bike continues on a series of videos released by Honda as part of its marketing campaign on this motorcycle.  Episode 4 video was launched by Honda last week.  On this episode, the video depicts a meeting with the True Adventure motorcycle project management, the bike’s engineers, the test riders, and again, there was Dave Hancock, Honda’s head of product planning.

The video shows the team gathered around a table to talk about the bike, a day after the test riders had taken it out for a test ride.  Based on their conversation, the bike they are discussing in the video is clearly an evolution of the bike they rode in the Spring of 2014, that is (in our opinion), an evolution of the bike presented at EICMA.

The test riders discuss their impressions when the see the bike again one year later.  They describe a few characteristics of the motorcycle, talk about improvements from the previous version, and leave us wondering about what is going to be depicted in the next episode by showing clips of the bike in action as a teaser for the Part 2 of this meeting.

In the video, Dave Hancock states:

Yesterday we tested the adventure bike which is going to change the face of the adventure world forever.

He could be referring to the many innovative items this bike will present as demonstrated by the long list of patents Honda has secured for this motorcycle.  One such item is the position of the air cleaner on this bike.  By splitting it into two halves and placing them on the sides of the tank, it allows them to be higher and farther from the ground, while the heavier gasoline can be placed lower, directly on top of the motor, and perhaps partially under the seat, allowing for a lower center of gravity.

Honda Patent on Aircleaner

He could also be referring to the Dual Clutch Transmission.  This type of transmission has existed in cars for many years already.  And in the last few years Honda has introduced it to motorcycles (NC700 and NC750, and other models as well). Therefore DCTs are nothing new.  What is new is an application of a DCT transmission on adventure motorcycles.  If it does succeed, this motorcycle will really change the adventure world forever. Although we have already been exposed to something similar for adventure bikes – such as the Rekluse auto-clutch, the DCT offers a new window of opportunities, as it becomes an intrinsic system, core to the operation of the motorcycle.

The DCT is a very important element about this bike, but it is one of many innovations this motorcycle will bring to the adventure world. As we mentioned before, the list of patents submitted by Honda during the development of this bike is large, here we just covered the air cleaners solution Honda proposes with this bike. Dave Hancock may not be exaggerating when he says this bike will change the face of the adventure world forever.

Is the bike ready for prime time? 

All we have at this point are assumptions based on what we know about motorcycles in general, a few rumors here and there, and mostly the information Honda has officially provided to the public in these two last years.  Among the official set of information from Honda is what we gathered from the Episode 4 video, where Honda officials state the bike has been worked on, improvements have been achieved from the previous iteration, and the head of product planning (Dave Hancock) appears confident about the bike.

We will certainly hear more about the bike on the next video (which will likely be called “Episode 5 – The Meeting Part 2″).  The latest time we expect to see this bike in production form is November 19-22 in Milan at the 2015 EICMA.  We would not be surprised if this bike shows up before that event, though. It is only a hunch but we believe this bike is almost ready for prime time and at a minimum we will see a pre-production version very soon.

Stay tuned!

Well, it seems Honda has decided to release a lot more information about this bike, in very quick form.  We are not complaining…

Honda used to have an R&D center in Offenbach, near Frankfurt.  Perhaps they re-opened a new R&D center in Europe, this time near Munich? On this video, titled “The Test” the test riders ride the new Africa Twin in Germany. The video is staged just south of Munich near the town of Tutzing by the Stamberger Lake according to the map depicted in the video. The same map would indicate they rode on dirt roads on a corridor between Monatshauser Strasse to the south and Kustermannstrasse to the north.

And what about the 60’s or perhaps early 70’s decor of the hotel, preserved from a time before the original Africa Twin? With the radio playing on the background in German, the hotel decor, the low light, the emptiness of the hotel, it puts an interesting and rather different scenario for this test ride, James Bond like.

…We are just enjoying this last batch of information from Honda about this motorcycle.  Nice sounds from the motor, by the way.

After more than a year of speculation Honda has finally and officially announced its new Africa Twin.  First of all, the name is confirmed, Africa Twin it is!  And it is also called the CRF1000L, following Honda’s name convention for dirt and dual sport motorcycles.

CRF1000L, the New Africa Twin

Sparse information is available at this time, but if anyone had doubts about its return, rest assured, this bike exists. And it is rather handsome.

Here is the first paragraph of its announcement, from Honda’s worldwide site:

May 12, 2015 – Honda is delighted to announce the return of one of motorcycling’s most celebrated and evocative names – the Africa Twin. Having clearly shown the direction of its development and intent with the reveal of the True Adventure prototype at EICMA in November 2014, Honda can now confirm that the all-new CRF1000L Africa Twin will be in dealers across Europe in late 2015.

If this bike will hit Europe at the end of this year, it will probably be in the United States in the Spring of 2016 or thereabouts.  Yes, it has been confirmed – unlike earlier Africa Twin models, this bike will be marketed in the United States.

These images seem more like a photoshop exercise than an actual photograph, but the motorcycle pictured on Honda’s announcement looks remarkably similar to the  pre-production bike presented at EICMA last fall.

Honda’s True Adventure (the new “Africa Twin”)

Honda’s announcement described what this motorcycle is all about. This description is very close to what we expected and projected, along with most anyone who has written about this motorcycle in anticipation of its unveiling:

Some motorcycles encapsulate perfectly what an adventure motorcycle is all about. The original XRV650 Africa Twin – which debuted in 1988, after the first 3 out of 4 consecutive wins at the Paris-Dakar – was one such machine. Its go-anywhere ability, rugged durability, easy-handling agility and all-day comfort made it the perfect partner with which to explore. And it helped to define a motorcycling segment that has now grown into one of the most popular worldwide. The new Africa Twin remains true to all the attributes and abilities of the XRV650 and its successor the XRV750, while adding the benefits of everything Honda has learnt on and off-road over the last decade, including Team HRC’s return to the Dakar in 2013.

The announcement also confirms our expectation about the use of DCT on this motorcycle.  DCT as a motorcycle application remains an exclusive domain of Honda, and by including this technology on an adventure motorcycle, Honda takes it to yet another level of uniqueness for such an application.

Furthermore, in a first for the category, the Africa Twin will feature the option of a new evolution of Honda’s Dual Clutch Transmission (DCT)  technology, which remains unique to Honda in motorcycling. This latest evolution of DCT has been specifically developed and programmed to provide the off-road ability with which the Africa Twin is synonymous.

We appreciate technological innovations, as well as Honda’s courage and pioneering attitude to include DCT on an Adventure motorcycle.  It (DCT) may not be among our preferred options on an adventure motorcycle (or any motorcycle for that matter), but we know of many adventure riders who are looking for a bike with an automatically operated transmission, better yet if it is a dual clutch transmission.  We can’t wait to test ride one and see how this transmission works on off road applications.

The all-new CRF1000L Africa Twin is set to redefine expectations of just what a large-capacity adventure motorcycle can and should be capable of, both on and off-road, and opens an entirely new chapter in Honda’s illustrious history of dual-purpose motorcycles made for true adventure.

We should soon learn more about what expectations the CRF100L Africa Twin will redefine.  We assume, beyond it being a typical marketing phrase, that this bike will be more than just another alternative on the mid-size segment, where the BMW F800GS and Triumph Tiger 800XC reside and where the KTM 950 and then 990 Adventure used to live as well.  This bike may as well nip on the heels of the usual suspects at the 1200 segment. That is, assuming the several technological innovations this bike should incorporate if based on the many patent applications filed by Honda for this bike, the new Africa Twin should raise the bar on the types of motorcycles available at the adventure segment. Lighter weight and more compact dimensions for a given motor displacement and suspension travel, for example, could be one of them.  A lower center of gravity could be another one, and of course, there is the DCT.  We just hope this bike incorporates all those patent applications as innovations and other technological innovations we may not know about, and that it will really set new expectations for this segment.

Here is a recent short video circulating about the bike, likely taken during the filming of Episodes 4 and 5 (see our previous posts).

A lot more information should become available about this motorcycle in the next days, weeks and months. We will continue to monitor information and post and comment about this motorcycle as more information becomes available.

It is coming!

While we wait, let’s hope for this bike to be different enough from the existing options so it can bring a new era to the large-capacity adventure motorcycles – and that DCT is not it – or that DCT is not the only attribute that distinguishes it from the other bikes.  Well, we know it isn’t.  Talking about DCT, we heard it would be available on a few trim levels: basic model, full electronics model, and one model with electronics + DCT.  There might be variations on the theme. As a matter of fact, this bike is the CRF1000L… should we also be looking for the CRF1000R, if we follow Honda’s naming convention? Well, one thing at a time my friends.  For now, fellow adventure riders, let’s welcome and celebrate a new alternative for the adventure segment.

Remember those first rumors and endless discussions on motorcycle forums about Ducati bringing back to the market the Scramblers?  Then there was Ducati’s successful multi-media campaign and those strategically leaked photos and videos. Eventually the bike was presented at the EICMA show in Milan last fall.  That event was followed by the official launch of the bike in Europe then the launch in the United States earlier this year. Last week was finally our time to officially be introduced to this much anticipated motorcycle.

Scrambler Ducati at Claim 52 Brewery

By the time I submit this post every Ducati dealer in the United States should have received their first shipment of Scramblers.  Our local dealer here in Oregon (European Motorcycles of Western Oregon) has received their first two bikes, both are icon models, and not surprising, both bikes have been pre-sold.

Scrambler Ducatis from the European Motorcycles of Western Oregon

If you want a Scrambler Ducati for this riding season I would recommend you place your order right away, as these bikes are selling fast – and I believe the next shipment for our region is almost all pre-sold already.  The red bike, by the way, was a surprise birthday present from a generous wife to a lucky husband.

No demo bikes yet.  Once a Scrambler Ducati is available as a demo, who knows when that will be at the rate they are being sold, we will take it for a spin and will let you know our thoughts about it.

These are a great times to be a motorcyclist, I keep saying year after year when at every new season we learn about the new bikes becoming available.  Of all new motorcycles launched or rumored to be launched, there are some that catch my attention more than others and make it to my “want to have” list.  What five motorcycles would you like to own today? I will answer first.  Tomorrow things may change, but as of now I have five bikes in my want to have list.  They range from an enduro bike to a sweet mid-size sport touring bike. Disclaimer: I have not seen in the metal any of these bikes, one of them may not exist as far as I know, it’s all based on reports, speculation, you know the drill.  And I’m not sure I would actually buy any of these bikes either. All it means is that, as of today, I would like to have them.

My bikes… keeping them or thinking about what is next? I will answer the hypothetical question starting with my three bikes.  Would I keep them, or would one of these new bikes take their place?  Will I be able to stray away from my adventure styled motorcycles?

1. A Sport Touring bike I want to have a sport/touring, adventure styled motorcycle in my line up. My Ducati Mustistrada is by far the best motorcycle I’ve ever owned.  The bike is fast and street oriented enough, even if the rider’s ergonomics is not reflective of a typical sport riding position. This bike is also plenty good for long distance touring.

My 2013 Ducati Multistrada Pikes Peak

I have no complaints about this motorcycle, but could it be better?  Maybe.  I thought of several of the options that are out there. The Moto Guzzi Stelvio has been included on my list several times in the past, for example, but the idea of giving up Ducati’s immediate throttle response gets the Moto Guzzi out of the list every time. Perhaps the Aprilia Caponord? Nope, heavier and not as powerful either. The KTM 1290? Not quite what I think about for an adventure styled sport touring bike.

However, there is a newcomer that will be interesting to test ride one day. It is nothing more nothing less than the new Multistrada. The 2015 Multistrada with DVT (Ducati’s variable valve time) adding more torque and 10 hp (it is never enough…) and better engine stability, and an important safety feature with Bosch’s latest stability control ABS system is no doubt the best candidate for this slot in my shed. It also has other upgrades such as a color TFT dash, cruise control, renewed styling.  The list of upgrades and changes is long.

2015 1200 Multistrada S with Testastretta DVT Motor

There is no question this new Multistrada is the front runner for an upgrade to my Multistrada and makes my short list.  The problem is that I still like my Pikes Peak too much to part with it.  This upgrade is not something that will happen this year or next, but the 2015 Multistrada is on my short list of want to have motorcycles.

2015 Ducati Multistrada 1200

2. An Adventure Motorcycle – A Round-the-World Machine I like having on my set of bikes a true adventure machine. My Triumph Tiger is what most people today consider a typical midsize adventure motorcycle. It is mostly a touring bike, actually, but it has no problem going on gravel and dirt roads at speed. I am actually impressed by how much performance this bike delivers both on road and off pavement.  If I were to go on a round the world trip tomorrow (who knows, it could happen), this bike would be ready to go as is. Could it be better? Yes. Several options have come to the market since the time I bought this bike in 2011, including the upgraded 800XC itself, called XCx for the 2015 model year, incorporating throttle by wire, riding modes, traction control, cruise control, and improved and adjustable front and rear suspension.

My 2012 Triumph Tiger 800XC

I was looking forward to upgrading my 800XC with the 2015 or 2016 800 XCx version, the 2015 was on my short list. I liked Triumph when to me they represented the underdogs or the come back kid of the motorcycle industry. They offer great products and these products, on their own merit, claim a solid spot on the market share.  However, with Triumph flexing its muscles and aiming (and already claiming) to be the number 1 European brand in the United States things change a bit. To get there they are getting rid of dealers who did not fit their new model of operation, including our local shop, Cycle Parts.

Triumph has been pretty aggressive through this renewal process. Although they have a great product on the 800 adventure series, they are a less attractive brand to me. Even if I did not take into account Triumph’s off-the-pitch shenanigans, the upgraded Triumph 800 XCx would face tough competition to make it to my short list.

The new Honda CRF1000L Africa Twin seems to be just the right product for this mid-size of the adventure segment that I like so much and consider ideal. I’ve been following information on this bike with great interest for more than a year already and what I see and hear so far is making this bike look  better and better in my imagination.

CRF1000L, the New Africa Twin

It looks very promising as a true 50/50 bike and should be out still this year as a production version.  What makes this bike replace my Triumph is this Honda’s expected off pavement performance, which will likely be more serious about it than the Triumph is (the Honda is expected to have longer suspension travel for example).  The Honda is likely to have more power and more torque than the Triumph as well.

Honda’s True Adventure (the new “Africa Twin”)

Other options for replacing my Triumph Tiger are the KTM 1190 Adventure R, but it is a bit on the heavy, tall and large side of things. I’ve always waited for BMW to upgrade the F800GS with something like an F900GS for example, using the motor BMW developed for the Husqvarna Nuda, with a 270 degree crank (instead of the F800GS’s 360 crank).  I’ve given up any hope on BMW improving the F800GS when they launched the F800GSA.  That’s not the direction I was hoping for improvements to the F800GS.  Although it is a nice product and for some people, range is important.

Bottom line, at this point as an upgrade for the 800XC the only candidate for the job is the Honda Africa Twin.  Of course, this change is pending more information on this new bike from Honda or any other new and exciting bike that may join this segment in the near future.  For now the Honda Africa Twin has a solid footing on my short list.

Honda CRF1000L Africa Twin

3. A Dirt Bike? For the times when the conversation goes to true off road riding, there is my Yamaha WR250R.  It is not a true dirt bike but it does it all very nicely. However, I have not ridden my WR250R in more than a year already. I’ll be looking at going back to riding this bike this season. Perhaps I need more excitement on that front? What about a true enduro motorcycle at the 500cc level, for example?

My 2009 Yamaha WR250R

KTM currently offers two versions of the same 500cc bike, and somehow I’m drawn to its Husqvarna version.  These are expensive bikes, however. Such an investment would only make sense if I get back into dirt riding. Would a Husqvarna FE501S in my stable bring me the motivation to get back into riding more dirt? I would guess so. For now, though, I will dust off my little WR250R and see if I can enjoy it a little bit more this year… until the time comes for an upgrade.

2015 Husqvarna FE 501S

However, I can’t quite shake this one off and we are talking here about want to have bikes… This 500cc bike from KTM/Husqvarna brings me back to the times, decades ago, when my Honda XL250 struggled in a tough uphill battle on a rocky and muddy terrain and as I could hear the motor pinging in first gear, slipping the clutch and all, straining to get going, I always wondered if there would be a bike out there with more power without sacrificing its lightness of being.  The WR250R does the job better than my XL250 did. The FE 501S would really do it better, I imagine. For the sake of old times the FE 501S is on my short list.

Thinking Outside of the Adventure Box I could say my three bikes are nice bikes on their own niche of the adventure market, individually and as a group of bikes, they offer me plenty of riding options.  I’m open to explore new horizons in the motor world, however. No, I’m not talking about cruisers or sportbikes or scooters.  Yet.  For now, to complete my short list, I have a couple of ideas, but my “outside of the box,” although broadening my riding perspective some, it turns out, is still very close to home. Here are the other two motorcycles on my short list.

4. What about an urban motorcycle? A Scrambler sounds great! An urban bike triggers my imagination. I’ve mentioned on previous posts that I’ve been looking for a more simple, standard looking motorcycle for city riding and for rides that don’t stray too far from town.  Something that is easy to get on, a bike that is not too tall to park on tight spots on an urban setting, and one which is maneuverable in city traffic. Just a regular bike, as long as it is fun of course. Originally I was looking for a Triumph Bonneville (a black T100 would be my choice).  Then I heard about the Ducati Scrambler and decided to wait for it to show up before I made my mind.

2015 Scrambler Ducati Full Throttle (customized the way I would like it with components from the Classic and the Urban Enduro versions)

I have not had a chance to test ride a Ducati Scrambler yet. I really would like to have such a machine as my do it all in town bike, as I can assume the Ducati motor would work really well in such a small package.  Meanwhile I had a chance to ride the BMW R nineT. I liked it, enough to consider buying it right away – and I know of a few who did buy after riding it.

2015 BMW R nineT

However, I’ve also heard something more fitting to my style could be coming up: a Scrambler version of the R nineT.  You see, this is what I meant when I said I could not stray too far from my “adventure box”. Just as a note, in my opinion today’s Scramblers are urban bikes with a dirt inspired design to them, but meant for riding on paved roads primarily, which is the type of riding I want for such a bike. The rumors (yes, these are only rumors at this point) indicate this new BMW would be a somewhat downgraded version of the BMW R nineT in terms of components.

I could live with that, especially if the price tag goes down accordingly. I don’t mind less expensive alloy wheels, for example, as I mentioned earlier, this bike would be exclusively an urban machine for me.  The below version in black, taken from a set of photoshop variants circulating on the internet (MCN is our friend) would be my choice if BMW ever builds something like this.

Photoshop interpretation of what a BMW Scrambler based on the R nineT could look like (image from MCN)

Although I’ve made a decision to acquire an urban motorcycle, I will wait for a decision about this acquisition. For now, rumors and all, a BMW Scrambler based on the R nineT is on my short list.

5. What about a Sportbike? Would I go as far out of my comfort zone as to add a sportbike to my short list?  My Streetfighter was as far away from adventure bikes I’ve ever been. Although it was considered a “naked” bike, the Streetfighter’s basic features put it closer to a sportbike than to anything else out there.  I liked it tremendously, especially the direct connection it afforded me with the road.  What a nice and raw performing machine it was. What I did not enjoy much was the tight ergos and the low handlebars.  I was actually getting used to it by the time I sold it.  But there is no question, I fit better the standing up position adventure styled and touring bikes offer. I miss the streetfighter, though.

However, the answer is no, I’m not really thinking about a sportbike.  On the other hand, I always admired MV Agusta motorcycles, and viewed it as something to look at from the distance, and enjoy the design and technical features.  To me MV Agusta represented something exotic, out of reach because of price, dealer network, and primarily because of what they are, motorcycles for top performance on the track, sportbikes and variations on that theme.

Having said that, and partly because of that, one MV Agusta made it to my short list! It is something they’ve never done before and which they’ve just launched:  an adventure-styled touring motorcycle. With this bike they made their world intersect with mine. It is a bike that is out of their comfort zone, but makes sense to me.  It is something new for them, and it would be something new for me.

2015 MV Agusta Turismo Veloce Lusso

For MV Agusta, this is a bold move, getting out of their high performance street and track machines market. The idea about this bike came from the top.  Each Turismo Veloce, at least on the first model year will have a plaque signed by Claudio Castiglioni (not sure about this signature on all first year bikes based on further review), who issued the guidelines for the Turismo Veloce model as one of his last official acts as President of MV Agusta. In their official launch video about this motorcycle at the end, as the credits roll out, the first statement says: “based on an original idea by Claudio Castiglioni.”  Claudio Castiglioni died in 2011, at 64. He is associated with bringing Ducati (1980’s) and later MV Agusta (1990’s) back into shape.

Signature on handlebars clamp

This bike makes sense to me even if it actually is a sportbike more than a tourer and definitely not an adventure machine.  The name says it all: Turismo Veloce (fast touring).  I’ve been looking for a smaller Multistrada.  I was hoping the Ducati Hyperstrada would be such a motorcycle. I like the Hyperstrada and its 821cc motor, but it still is a Hypermotard at its core and it still looks too much like a supermotard.  The Turismo Veloce, although based on the same principle, offers a more refined design and it is a better more mature overall package. Well, its price is closer to Multistrada’s price than the Hyperstrada’s one. Other than the price, this bike checks several of my like/want boxes.

Turismo Veloce Lusso – White with Bags

It seems compact without being small.  It is powerful without excesses (110hp).  I like the Tiger’s triple motor, but always felt the three cylinder motor performed better on the street than on off pavement applications.  The MV Agusta has a three cylinder motor, and it has 15 more HP than my Tiger, and it is on a lighter package, and the bike and motor are probably better tuned for the road than the Tiger.  It’s gotta be good! The Turismo Veloce comes with a whole host of electronic features including throttle by wire, riding modes, traction control, Bosch 9+ series ABS (with an on off switch at the handlebars) among other features.  And an up and down quick-shifter as well!

The Lusso version will eventually come equipped with semi-actve suspension by Sachs, not unlike what I have on my 2013 Multistrada. This bike even looks a little bit like the first generation of the Multistrada, although it preserves MV Agusta’s design cues originally developed by Massimo Tamburini for the F4!

2015 MV Agusta Turismo Veloce Lusso

Among the interesting design features this bike has is the narrow and elegant subframe and a short three-pipes stacked exhaust.  Together they allow for bags to be installed closer to the body, offering a narrow profile (narrower than the handlebars) and without the cut-outs bags from other bikes have to have to accommodate for the exhaust.  The bags need to be purchased separately, though. The reviews on this bike from its recent launch in the South of France have been positive, and I have a feeling this bike will bring new riders to the MV Agusta brand. Perhaps it will also bring critcism from the MV Agusta traditional fans:  this is not a real MV Agusta, I can hear them saying the same way Ducatisti still complain about the Multistrada.

The problem for me, and many others in the United States, is that MV Agusta has a small presence here, with a thin network of dealers. As an example, the closest MV Agusta dealer to me is about five hours north, in the Seattle area. The second closest dealer is in San Francisco, eight hours south from here. Or in Reno, Nevada, also about 8 hours from here.  That’s a lot of traveling for anything you may need, such as taking care of a bulletin or recall notice, let alone service.

Out of curiosity about this bike I called the MV Agusta dealer in Seattle, Bellevue Motosports, and talked to Bill Boland.  He tells me a bike could be here in about a few weeks.  When it becomes available I will take a trip to Seattle to see it in the metal and photograph it (they will have two Turismo Veloce Lusso bikes coming, they are likely to be pre-sold by the time they arrive – but I may get a chance to see one of them or even ride one of them).  I can imagine drafting a post titled “getting acquainted with MV Agusta” after I get to see these bikes and after I take for a test ride another MV Agusta model they have as a demo at their shop.

Now you may be thinking, will this bike replace my Ducati Multistrada?  No, this won’t happen. I enjoy the Multistrada too much to get rid of it.  The MV Agusta would indeed be very similar to the Ducati in terms of the type of riding it offers. However, the Ducati’s twin motor is something I like too much (not even considering the DVT version with 160 horses).  Nothing like twisting the throttle and feeling how the bike accelerates and how the V-twin motor feels effortless as it goes about it. In comparison I expect the Turismo Veloce would be a more nimble bike and its three cylinder motor will give a different set of fun parameters.  After all, we are talking about the dream line up here.  And in that case, the Turismo Veloce, as of today, is on my short list, together with the Ducati.

In Summary… here is my Short List:

1. Honda Africa Twin.  It is the main candidate to replace my Triumph Tiger. It should be available for the American market by the Spring of 2016. 2. BMW Scrambler (an R nineT – based bike?).  This BMW bike needs to exist first, of course. Assuming it does, it gets on my list.

Photoshop of what a BMW Scrambler based on the R nineT could look like (image from MCN)

3. MV Agusta Turismo Veloce Lusso.  It is looking like a nice and sweet bike, the Italian in me says.  It checks many of my want boxes.  In principle it would not replace any of my bikes.  I would wait for the Lusso version, which comes equipped with semi-active suspension.

2015 MV Agusta Turismo Veloce

4.  Husqvarna FE 501S.  Lighter and more powerful than my WR250R, it would be fitting as something I used to dream about since a long time ago.  The WR250R is a great bike but in my current short list the WR250R would go and the FE 501S would take its place.

2015 Husqvarna FE 501S

5. Ducati Multistrada DVT.  It is last on my list just because I can’t see myself getting rid of my 2013 Pikes Peak Multistrada yet.  The new Multistrada is on this list for when the time comes for my Pikes Peak to go.

Angrier bird? 2015 Ducati Multistrada DVT

Wild Card.  I’m allowing for something extra here. I’ve been thinking about vintage bikes for a while already, a bike I could work on and enjoy it at a different level. A Norton Commando 850 comes to mind. Other options include a 1970’s BMW or same vintage Moto Guzzi, etc.  Who knows, it is always a possibility.

Norton 850 Commando

What bikes are on your short list?

It was bound to happen, sooner or later a motorcycle journalist would capture photos of the new Africa Twin in action.

On one of the photos we can see the bike’s license plate, which is from Frankfurt, Germany.  If you remember our post about Episode 5, titled “The Test” of the series of videos being released by Honda, the riders were in a hotel somewhere in Germany.  We conjectured at that time the bikes were in Honda’s Research and Development facility in Offenbach near Frankfurt.  Dots have been connected.

What matters is to know why are these bikes in Germany? Probably means Honda is at the last stages of development of this bike.  Perhaps they are collecting a final set of data for emissions under highway travel for example, performing final software tuning, who knows.  What we can tell is that the bike is basically ready.

Meanwhile, a few observations can be made about the bike on these photos. The first one is that it has the same motor as the bike revealed at the EICMA show in the Fall of 2014.  That bike as well as this bike photographed in Germany have the dual clutch transmission (DCT).  Nothing new in this department, except to say the EICMA bike had been through a round of tests already, indicating Honda has been testing this bike for quite some time. According to Episode 4 video, titled “The Meeting”, the current bike has had more than a year of development since the first batch of pre-production bikes were released for testing in the Spring of 2014.

A second observation about the photographed bike has to do with its taller and wider windscreen when compared to the EICMA bike.  Third observation is the seat, which: a)  seems to be low, showing low seat to peg distance judging by the riders’ leg bend; and b) it is now sectioned in two parts, for rider and passenger.  While the EICMA bike is a one piece set, we know Honda has submitted a patent for the sectioned seat, which allows for a more seamless connection between rider and passenger sections when adjusting the rider’s seat height.  That means, this seat is adjustable and we hope it is on its lowest position on the shown photos. Otherwise this bike’s ergos might be too cramped for taller riders.  Or the test rider is 7ft tall giant or thereabouts.  Which seems be the case at a minimum.

Peg-side view of the bike

Other than different tires, which are consumable goods, and a different camouflage scheme, the photographed bike looks very very similar to the bike which was presented at EICMA in 2014, including wheels at a 21 front, 18 rear combo.

In conclusion, we can say this bike has been around and at several stages of development by this point in time.  We can hope when it becomes available to the public, which will happen later this year, it will be ready without the major problems common to other new adventure bike releases.

Another conclusion we risk take at this time is that beyond the DCT option, which you can call a “permanent” option (you either get the manual or the DCT), and considering this bike and the one at EICMA have the same wheel set (21/18), everything else seems to be interchangeable to make this bike a more on road or off pavement machine. Meaning, and perhaps this is wishful thinking from our part, that Honda, beyond DCT, is not going to introduce this bike in versions that are either for touring (19 inch front wheel and 17 inch rear wheel like it is the case for the road going versions of the KTM Adventure, Triumph Tigers and BMW F series) or for off pavement (21 inch front and 18 or 17 inch rear).  Once you decide on the transmission and the level of electronics (we assume) you can make this bike fit your riding style by adding or subtracting accessories.

So let’s see how tires, screen, seat, and bags can be arranged as different options or versions of the same bike.

Tires obviously are a consumable good, you get what you want for what terrain you will ride the most.  For the European market this is a bit less flexible as regulations about tires are more stringent.  Therefore this bike could include in its spec sheets, the different tires that will be allowable, including knobby tire specs, for example.

The taller screen is possibly an accessory item (or vice-versa, you buy a bike with the tall screen and order the short one for off pavement rides).  The tall screen on this spy photo bike seems to be at a height that will protect a rider from wind buffeting when on highway travel. The EICMA bike’s screen is smaller and shorter and it is just plain cool with its rally looks.

The seat can probably be an option as well, where a prospective bike owner can possibly get the single piece seat or the two-piece adjustable seat.

The bags, well, to me it is a wild guess from anyone whether these are Honda’s official accessory bags for the bike. We would assume you buy the bike without the bags anyway, like it is the case for most all bikes (by the way, the top box seems to show bolts coming through the cargo rack, obviously this is not the final product or installation process). It is interesting to note that a growing number of riders prefer soft bags for dirt riding use these days.  Second, several riders who like hard bags exercise their own choice of what hard bags they like installed. Therefore we are not paying too much attention to the bags, except to say they don’t look very nice, but they seem functional (the top box seems to be able to store a full face helmet).

Talking about looks, well, it is the same bike as the one at EICMA and the one revealed by Honda a few weeks back.  Just that with the test bike’s camouflage scheme it looks somewhat KLR-ish.  Not that there is anything wrong with a KLR… But you know what we mean and you would agree with us, everything would look KLR-ish under that camouflage scheme.  On top of that, add the larger screen, the squarish also camouflaged bags, and the 7ft rider (we assume that’s the case) on a low seat setting (we hope).  The result, well, it looks hideous. Rest assured my friends, this bike will look a lot better when in its official sets of paint schemes.  Or so we hope.

Either way, we will know more about this bike very soon. Let’s say within a week, perhaps?

Once again, thanks for reading and stay tuned!

Here is Episode 6 of the Honda True Adventure, the new Africa Twin.  Not much new information on this video, still no official specifications about this bike.  Except that now you can see video of the bikes in action.  This video was probably filmed in Spain and/or Morocco.  We heard reports the bikes were in Spain (Granada) at the end of June or early July where they were being tested, photographed and filmed.  After that the bikes were sent to Morocco for more tests.

The “meeting” conversation itself was filmed in Germany (see Episode 4) a few months back.  They edited the film from both sets of footage (Germany’s meeting with the test riding footage of Spain, maybe Morocco).

Although no specs were discussed, there are some interesting conversation topics on the “meeting, Part 2.”  Perhaps we should call this conversation, which appears very informal, a marketing spiel, as they approached some of the key features of the bike.

One of the conversation items is the decision about naming the bike the Africa Twin. They call this the big question. It sounds a bit like self-promoting when they say “is this bike worth to be called Africa Twin?  If not, it should not be launched” (or something like this).  So you are made to believe the original Africa Twin was really a great bike. Maybe it was. Certainly it is in terms of people’s perceptions this bike has acquired legendary status.  Having said that, many people looking into buying this bike have never ridden the original Africa Twin.  The name will sell, and that’s the key aspect of this item of the conversation – while at the same time I believe they wanted to build a bike that met the expectations of what the name Africa Twin represents to the adventure riding community.

Another item on this conversation is about DCT.  They rehearse a conversation that goes in the mind of many adventure riders today on several motorcycle forums: will DCT work for adventure riding? Of course, their conversation aims at promoting DCT as a great idea that works also for off road situations. “I could never imagine an off road bike with DCT.  Now I realize it is possible” one of them says. On the Episode 5, “the Meeting Part 1″ they talk about this bike being a game changer in the adventure segment.  It is believed DCT is what they consider the game changer feature.

Still about DCT, some riders wonder whether a DCT equipped bike can wheelie.  I’ve never ridden a bike with DCT, but a general consensus seems to be that at least it won’t be as easy as wheeling a bike with a clutch.  Freeze the image of this video on minute 2:14, where you can clearly see both bikes’ motors on their right side.  The red bike is the one with DCT. It is also confirmed by all the close ups of the DCT buttons, where you can see some of the red plastic on the background on all those close ups. Finally, on the video you can see the white bike wheeling, and no footage of the red bike wheeling.  We can’t conclude the bike with DCT won’t wheelie, perhaps that was the rider’s choice. But we know the non-DCT bike does.

Another item included on this conversation is the weight of the motorcycle. Again, no specs are mentioned, but one of them says: “When you look at it, it doesn’t look like a 1,000cc bike. When you ride it feels lighter than a Transalp.”  Not very informative and perhaps not very encouraging, when we know people say the same thing about the Yamaha Super Tenere XTZ 1200, one of the heaviest adventure motorcycles out there at more than 600lbs (wet weight).  The Africa Twin’s weight remains an unknown.

They also discuss the motor sound, intake and exhaust.  The video shows a few seconds of the motor’s sound.  I would say it is okay. I’m sure it will be better when riding it and feeling the twin motor in action.  They also try to describe the bike’s character.

Now for my observations on the film:  The suspension seems somewhat soft, it feels like it bounces too much and maybe even bottoms up when the bike goes over large bumps. The bike looks a bit on the large size – perhaps the same or larger size when compared to the Tiger 800 XC.  Either that or the riders are very small.  Overall, great footage of the bikes in action!

Continue to stay tuned, we will post information as soon as we get a hold of it (we know more information is coming soon).

You might be wondering: is this guy still riding? The answer is: as much as I can!  The problem is “as much” has been “not much” due to my “day job” and work-related travel.  When I get to ride, however, it is all about quality miles.  Also, it is important to note that between riding and writing, if my time availability is reduced, I will ride more than I will write.   Now that this riding season is slowly coming to its end I will start writing more – I have a few articles on draft, including my ride and review of the 2016 BMW 1000 XR.

The Multistrada near Fossil, Oregon. September 2015.

Although I didn’t ride much this year, when I went riding it was mostly on board of the Multistrada, which reached 10K miles a couple of weeks ago.

10K miles on September 13, 2015

Two years and 10 thousand miles later it makes for a good opportunity to talk about this machine and answer three main questions:

• What is this bike all about?
• How did it perform in these 2 years and 10 thousand miles?
• Will I keep this bike?

The Multistrada on Hwy 101, a regular hangout for this bike

What is this bike all about?

How would I summarize it? The phrase that best described this bike by the journalists who rode it in the past was “this is a great sport touring machine, emphasis on sport.” I’ve endorsed those words when I first rode it, I endorse them now, two years later.

Sport, Touring, Urban or Enduro?

When Ducati introduced this bike in 2010 it was new in many ways, including the concept of the four riding modes, with choices of performance maps and suspension settings that a rider could actuate from the touch of a button.  Ten thousand miles later I realize I’ve been almost exclusively riding it in Touring mode, but I enjoy its sport, urban and enduro elements.

Touring mode, at 150HP, with “high” acceleration, and load set up for rider and gear

That is, 10 thousand miles later I can say what makes this bike special is not so much about its distinct riding modes, but how elements of sport, touring, urban and enduro contribute to what makes this bike special and which made it once unique.

Enduro in my opinion is not about taking this bike on dirt trails as the word would imply.  Although I’ve taken it on some gravel roads, and it does it reasonably well, I’ve never actually used it in Enduro mode.  And I don’t hear much about other Multistrada owners taking it off road either, although some do.  However, a 100% of the time when I’m riding this machine I’m enjoying its Enduro elements.  How so?  Enduro is what makes this bike what it is: a tall bike with upright ergos and long suspension travel with wide handlebars.  The bike is shaped like an enduro machine, stylized perhaps.  It is what makes this bike’s counter-steering so light, making it a great and fun canyon carver, bringing agility to a somewhat large and heavy bike.

Even Urban setting is kept at 150 HP with the High acceleration on my bike

The agility though is not translated as much into the Urban mode if you take into account stop and go traffic, getting in and out of parking spaces, the typical urban riding. Its Urban contribution has been to me its weakest mode because of the bike’s size, weight, gear box ratios and engine stability a low RPM.  It is important to note the improvements with the twin spark motor of this bike, and the new DVT motor is considered to have finally solved this issue.

But I’ve used the urban mode on a few occasions. Mostly when the roads got rough and I could get the Sachs semi-active suspension to work on its softest setting and have the bike float over bumps and potholes.  I also used it on the rare situations when I encountered traffic on my travels and wanted the bike lowered for better access to the ground.  It is worth mentioning that I really don’t like the 100 HP default engine level for Urban mode.  In fact, I don’t like the 150 HP Low either.  Whatever mode I’m in (Urban, Touring or Sport) the engine management is on 150 HP High, where I get the crispiest response from the smallest throttle input. It is just the way I like it.

Bags installed for long distance travel.  Multistrada visits Paul Banyan and Babe the Blue Ox, Hwy 101, California, June 2015

Touring mode is where my bike is ridden almost all the time, where it offers a good compromise between performance and comfort.  The particular setting for this mode is not what makes this bike a touring machine to me though.  In my opinion that comes from the bike’s capacity to carry travel gear on long distance travel, how motor and suspension work so well and how effortless it feels even when the bike is fully loaded.  The upright seating position helps as well.  It makes this bike a perfect machine for 400+ miles days.  I usually only stop because I either reached my destination or because I ran out of time because I had to stop too many times to take pictures of the beautiful locations I’m visiting.

Bike with bags at the Black Lightning Cafe in Eureka, CA. June 2015.

Finally there is the Sport mode.  Again, my opinion is not to think about the mode’s setting itself to describe what this bike can do as a sport bike despite that it adjusts the suspension for sport riding.  What makes it a sport bike in my opinion is its motor.  Its power and power delivery are addictive.  As I mentioned earlier, although my bike is mostly on Touring mode, I have the bike 100% of the time on the 150 HP High. Not that I use it to the limit in terms of speed, but I do explore the acceleration that is just phenomenal, and the prompt response it delivers to throttle input. And the sound of the v-twin motor above 5k RPM is pretty much part of the fun.  I confess I use a helmet cam on some of my rides on this bike and on occasion I’ve played videos back with headphones when squeezed on a tight airplane seat on work related travel.  I close my eyes and enjoy the music, guessing the RPM engine, the gear, the type of curve I’m riding until I fall asleep.  What a sweet motor.

Three Ducatis and the Platina Road, California, June 2015.

To summarize, this bike to me is an enduro styled machine, with a sport motor and which is capable of touring long distances in comfort.  The four modes? They help define this bike’s touring aptitudes, when what changes from mode to mode are the suspension settings and the traction control levels, allowing the bike to be ridden from faster (Sport) to comfortable (Urban) with Touring as a medium set up. Sport Touring defines it well for me, with some emphasis on sport.

One note about wind management:  As you can see on all my photos, I use exclusively the shorty carbon wind shield. I tried the taller shield and all I got from it was loud wind buffeting.

Early experiment with tall wind-screen (original equipment). Crater Lake, Oregon. April 2013

The short windshield and the front fairing still provide arm and chest protection, but keeps a cleaner wind flow at the helmet level.  Wind management is a challenge on tall motorcycles, where the rider sits at a distance from the shield, fairing and mirrors which cause buffeting.  Of all adventure and enduro styled bikes I’ve tested, the only one that works reasonably well on this department is the 2013 and newer BMW R1200GS, the liquid cooled machines.  The Multistrada’s short carbon screen works reasonably well for me (keep in mind that everyone’s take is different on this matter).

Ducati on Hwy 14, Washington State. September 2015

How did the bike perform?

Let’s check the numbers.  During the more than two years I have had this bike, and its 10 thousand miles, these are the main stats:

Maintenance issues

1. One new front tire due to wear.
2. Two new rear tires. One because of a flat that actually was a cut on the tire, and the other due to wear.
3. Two oil changes (at 600 miles and at 7,500 miles).  No oil has been consumed in between oil changes.

Oil level always spot on.

Warranty Work, Service Bulletins and Recalls

1. Service bulletin Number 1. Some bikes experienced a semi-active suspension failure from the wire routing to a suspension accelerometer sensor on the rear wheel.  My bike never experienced the issue, but preventive work was realized.  New sensor and the re-routing of wires were performed by the Ducati dealer.
2. Service Bulletin number 2.  It started with warranty work on the Sachs semi-active front fork (left fork). In my bike it was making clanking noises at fork extension when going over speed bumps.  The left fork was changed under warranty, dealer service was prompt and I was surprised by how quickly Ducati sent the replacement fork (overnight via DHL, from Italy)! About one year later Ducati issued a service bulletin on the forks, where bikes when brought in, had their front forks measured. Because my bike had its fork already replaced earlier, the measurements were within spec, no work was required.
3. Recall:  The inner sleeve of the opening throttle cable may move and prevent the full closing of the throttle. If the throttle cannot be fully closed, there is an increased risk of a crash.  My bike did not experience this problem.  I took the bike in and the work was performed quickly.
4. Warranty work: The start button was getting stuck on its housing in the depressed position on cold days in my first winter with the bike.  Although it eventually resolved by itself, the part was changed under warranty by the Ducati dealer.  No problems were observed in the following winter.

One Recall Notice.

Unresolved Issue

1. There is only one issue that has been unresolved on this bike.  On three different occasions, which by coincidence or not have occurred in about 3,000 miles from each other, the bike has lost a good amount of hydraulic pressure for clutch actuation (lost a good amount of clutch travel making it hard to get 1st, 2nd and neutral).  On the three occasions the problem was resolved by burping air from the system (I now carry under the seat a “kit” to resolve it – an 11mm spanner, a rag, and a clear plastic tube to direct any excess fluid away from the bike’s body).  The guys at the dealer and I are still trying to figure this problem out.  We suspect a very small hole somewhere at the clutch lever actuation which may suck air into the system, once in a while. The Ducati dealer has been extremely helpful in working with me on this matter.

Fuel Consumption

This bike’s fuel consumption ranges from low 40’s to high 40’s.  Most of the time it is between 45 and 47 miles per gallon which has given me a consistent 200-mile range (if you can afford the last miles with the amber light starring at you and the miles to go counter approaching single digits). It depends on the type of riding you do. The lowest I’ve seen was 43 mpg, the best was just above 50 mpg.

204.5 miles on trip, 20 miles to empty tank.

Awards

1. Two speeding tickets.

Other

Lots of smiles, many mega pixels of pictures, and many hours of video.

The Multistrada in the McEnzie Pass, September 2015

Overall I would say this bike’s operating costs were very reasonable.  Out of pocket expenses were tires, scheduled service (at 600 and 7,500 miles), and oil changes during the scheduled service.

Will I keep this bike?

Since the time Ducati invented this segment other manufacturers have brought bikes to the market that match or surpass the Multistrada in some criteria.  A few examples come to mind, like Aprilia’s Caponord, KTM’s 1190 Adventure, BMW’s 1000 XR, and MV Agusta 800.  MV Agusta, it is worth mentioning, for the first time enters the touring world with the Turismo Veloce 800.  Credit to the Multistrada success, I would say.  All these bikes have throttle-by-wire, riding modes, electronic suspension (either electronically adjusted or semi-active), with them being “touring” bikes built around a sport bike motor,  organized on an enduro styled body.  Just like the Multistrada.

The 2013 Multistrada Pikes Peak. 10K miles, and 2 years later it still looks and operates like new.

The Ducati Multistrada carved its own “sport touring” niche in the  Adventure market and has become the yard stick by which other sport touring machines are measured against in this niche. Not unlike the BMW R1200GS in its enduro/adventure segment.

This picture reminds of Don Quixote

The popularity of these bikes has trumped the sport touring machines that were based on sport styled machines. Some manufacturers still build traditional sport touring machines, there are plenty of great bikes out there, but no doubt the “adventure” idea has expanded into this segment.

At the Summit, Lassen Volcanic National Park, June 2013, with an ST

In talking to several Ducati ST owners, you can hear their disappointment about Ducati ending the ST line in favor of the Multistrada.  But Multistrada sales and the new sport touring “adventure” (enduro styled) models being developed from other brands are telling a new story. The pendulum may one day swing back to lower profile sport tourers.  For now I’m enjoying this style of bike, and a lot of it comes from its tall stance. Therefore, I plan to keep such an adventure styled, tall, sport tourer in my shed.

STs versus Multistrada, old and new, California Sierras, June 2014

Will it be this particular bike, however? For now I have to say I’m very satisfied with this bike and I would buy it again if we were back in 2013 and there was nothing new, and I could count the 10 thousand mile experience I had with it. Besides all the objective data, it is a perfect bike for long distance travel, and it offers subjective characteristics that I enjoy on a motorcycle.

Riding among the giants – Redwood forests in California, June, 2015

However, things have been moving and I’ve been testing and looking into other bikes in this segment.  I recently tested BMW’s 1000 XR, which turned out to be a great machine.  I haven’t had a chance to try the new Multistrada with the DVT motor yet, but I have a feeling I will like it a lot.  And just recently I was invited to test the MV Agusta Turismo Veloce, which looks sexy and has a nice triple motor. I will soon report my review of the BMW 1000 XR.  Hopefully I will soon have material on the Turismo Veloce as well.

BMW 1000 XR and the Multistrada DVT

Will one of these new bikes out there displace my Pikes Peak because of performance, looks and overall riding fun? Stay tuned!

Cascades Lakes Highway, May, 2013

As of today, I’m perfectly happy with my Multistrada Pikes Peak.  It has given me more than what I expected in terms of performance and riding fun. I’m already thinking about the next time I will take it on a ride.

I finally had a chance to ride the BMW S1000XR.  There are plenty of reviews out there in formal and informal media formats about this bike to a point where I thought I would not have much to say, except to confirm what others have said before me.  Although I agree with most, if not all of the technical points raised by previous reviewers, I will add here my subjective opinion about it, as we know the connection between rider and machine is perceived in different ways from rider to rider.  It was great fun riding this bike!

The 2016 BMW S1000XR, September 2015

When the guys at the European Motorcycles of Western Oregon told me they had the S1000XR available as a demo I found a window of time, got my gear together, and showed up at the shop.

The bike I rode had the Touring Package:

• Heated Grips
• GPS Preparation
• Dynamic ESA (Electronic Suspension Adjustment)
• Center Stand
• Luggage Grid
• Saddle Bag Mounts

And the Dynamic Package:

• Cruise Control
• Rider Modes Pro
• Gear Shift Assist Pro
• DTC (Dynamic Traction Control)

Some engine specs:

• Motor is an In-line 4
• Displacement: 999cc
• Horsepower: 160 hp @ 11,000 RPM
• Torque: 83 ft-lb @ 9,250 RPM

And some key dimensions:

• Seat height: 33.1 inches
• Wet weight: 502 lbs
• Wheelbase: 61 inches
• Fuel tank: 5.2 gallons

Warranty:

• 3-year / 36,000 miles limited warranty
• 5-year limited emissions warranty
• BMW Roadside Assistance Program, 3-year / 36,000 miles

Taking a Closer Look at the Bike

First thing I did when I got there was to work with the bike’s settings.  It turns out they are easy and intuitive to operate.  We set the suspension to Dynamic, and the spring load for rider with gear. Riding mode was set to Dynamic.

Dynamic suspension, setting for rider + gear (you can also choose rider alone, rider + passenger, and rider + passenger + gear).

I appreciate BMW’s stubbornness in keeping analog tachometers on their bikes, as it makes it easy to see the motor’s RPM with a quick glance. On top of that, this bike’s tachometer is very nice looking with its white background with black and red numbers.

Nice instrument cluster

I did not try the cruise control, not on this bike not on any bike. Many times on long trips I wish I had this feature on my motorcycles to give a short break to my right hand or when  adjustments to helmet or gloves require the right hand. On the last three or four years a trend started and now every high end motorcycle comes with cruise control, even mid-size adventure bikes like the Tiger 800XCX has it, and I hear the 2016 BMW F800GS will have it as well.  It is one of the several benefits of throttle by wire systems. Yes, the S1000XR comes with cruise control.

Cruise Control on left grip

The left controls include a trip meter button, the info button, the ABS on/off switch, and the Electronic Suspension Adjustment switch. ABS is standard on this bike, as well as Automatic Stability Control. On the right side you have the heated grips switch.

Trip and Info switches and ABS (on/off) and ESA.

Similar to other BMW motorcycles, this bike has the “GPS preparation” option. It has everything you need to add a GPS: the wheel to operate the GPS from the handlebars, the wiring, and the above-the-dash GPS mount.  That wheel is a nice way to operate the GPS without taking your hands off the handlebars and without facing the challenge of using gloved fingers on a GPS touch screen. On the other hand, that means you have to get a specific GPS for this system to work (the guys at the shop installed the Navigator V to demonstrate its use).  Might as well plan to buy the Navigator V or not get this option.

GPS control wheel, installed GPS on the background

The GPS is positioned where it should be, closer to the line of vision.

GPS mounts above instrument cluster

This bike also came with saddle bag mounts (bags sold separately).  We installed the bags to see what the bike looks like with them mounted.

Bags mounted

The bags fit the bike well and are easy to install.  They are a bit on the wide side of things, though, extending a couple of inches from the handlebars on each side.

Bags viewed from the back

There is a reason for how wide they are.  I want to make two points about these bags and their width:  1) the bag on the exhaust side does not have a cutout for the exhaust; which 2) for their size and with no cutout, they allow for not one, but two full face motorcycle helmets to be stored inside these bags (one in each bag, of course).  We tested it by placing a Schubert C3-Pro helmet both sideways and standing and it fits perfectly inside the bag.

Full face helmet

The saddle bag has a nice shelf making it easy to place and remove your travel gear in/from the bags without having to do the three-hand maneuver where you work the lid with one hand, shove the gear inside the bag with the other hand, and with the third hand you adjust anything that might be falling off while you operate the latch.

Will it fit?

For a brief moment we thought it would not fit, but with enough clearance the bag closed with the helmet inside.

Full face helmet inside, exhaust side bag (same size as the other side bag).

There is also a nice insert bag you can purchase separately.  It looks like a stand alone bag, with a semi rigid side to it and a handle making it easy to be carried to and from the bike.

Inner bags in the shape of the saddle bags

It will probably rob you of some space but having these inner bags make it a lot easier to load your travel gear, then take it to the bike when it’s time to leave. Same when arriving at the destination. It is touring made easy.

Inner bags fitted. Notice the shelve again, very handy!

Did I say something about this bike not being sexy? Not yet? Well, this bike is definitely not a looker… but check that friendly face.  Also notice how the United States version does not have the LED light bar in the middle of the two headlights as is available in the European versions. The two headlights are not LED either in the US version.

A friendly face. Not sexy, but a nice a smile.

One more thing to note, the bike comes with a standard steering damper.

Steering Damper (non-adjustable)

I think I covered everything…  now it is time to take it for a ride.

Going for a Ride

Although the bike’s key has a transponder, you have to insert it on the ignition and turn it… yes, one day we will need instructions for how to use a traditional key, and it will happen soon after all bikes and cars come with keyless systems like that on the Multistradas.

Once I started the bike I immediately felt the vibration on the handlebars people talk about when they rode this bike.  Yes, it is there.  I would say, however, it is nothing different than any other in-line four motorcycles I’ve ridden before.  Maybe slightly amplified by the broad, adventure-style handlebars.  As soon as I started riding the bike, though, I completely forgot about it. Gone just like that. Maybe it was there but it no longer registered or bothered me while in city traffic.

To get the bike in motion I was expecting a release of the clutch would suffice with minor throttle input.  Instead, I was surprised by how much throttle input (twist) you need to give for the bike to start moving.  Is it a throttle-by-wire setting to prevent the 160 hp motor from detaching a distracted rider’s arms from their sockets at a first go on this bike? More likely it is there to make it more maneuverable at slow speeds. And that it does well.

As matter of fact, I felt it needed too much throttle input for a dynamic mode (I did not try the road and the rain modes, but they probably require even more throttle action). But it is a question of perspective, in my case I like a crisper throttle action. It took me some time to adjust and find the right dosage of throttle and clutch release to get the BMW S1000XR going from a stop without looking like I had never ridden a motorcycle in my life.

The sound of the motor is exactly what everyone says, a very nice in-line four even keel growl at low speeds turning to GP bike sounds at higher revs.  Very nice indeed at all RPM levels.  The 4-inline engine stability at low RPM, together with the soft throttle action and the sound of the motor as feedback makes maneuvering in tight places and riding in stop and go traffic very easy on this bike (after you learn the friction zone / throttle input level, that is). The slow speed ridability of this bike is a nice feature for people who ride often in busy urban environments.

It was only when getting to the roads outside of town, when I got the bike at proper speed that I felt the handlebars vibrate again.  It starts at about 5K RPM and disappears by 6K RPM.  I did not take the bike on highways where you may get stuck for many miles on the very speed that turns the engine at 5,5K RPM which actually happens to be around regular cruising speeds in 6th gear.  For country riding and sport rides, when you will be changing speeds often, this is definitely not an issue. For highway riding? Not sure. I would put this in the column of “maybe it is an issue that needs to be addressed” for the riders who ride on highways often.  Certainly not something you want to experience on long distance touring.

I took the bike to my usual testing grounds on the back roads just south of town.  The quick shifter pro is a joy to use.  After I used it for a file I realized I didn’t care much to use it on up-shifts – I used it for a while, but I eventually turned back to do doing the clutch work myself, especially considering the gear box actuation is very smooth.  Where I felt the quick shifter being really useful was on downshifts.  A typical very useful scenario is when coming to a sharp turn after a long straight and you have to quickly go down from 6th to 2nd or 1st gear.  You just close the throttle and modulate the front brake as needed while your left foot takes you down, gear by gear while the quick shifter blips the throttle for you in between shifts.  I can see how this can be very useful on track riding – you just modulate the time for downshifting based on how much engine braking you want or need to use.  Very useful also on city riding and you have to stop at a red light.

Check those grapes, they are almost ready to be picked to become a nice Pinot Noir wine.

When the road opens up the bike will quickly show you what it means to have 160 horses at your disposal at 83 lb-ft of torque.  The speed will sneak up on you, although it seemed like there was a very slight disconnect between rider input and motor response. Coming from a V-twin, I do think this is just an in-line four characteristic, where you reach  horsepower and torque figures at high RPM numbers (peaks at 11,000 and 9,250 RPM respectively).  Either that or it is that throttle input situation I identified at off idle speeds manifesting itself at higher RPM levels as well. You gain something with throttle by wire, you may lose something. In any case, this bike will take you to lose-license speeds quickly and the motor is an absolute gem.

It feels nice in wine country

In terms of handling, this bike is amazing. In my perception it was the best characteristic of this bike by a great margin. I found myself delaying corner entries with the confidence this bike inspired, a guarantee that once the commitment to the curve is made the bike will follow through without complaints. It is a point and shoot motorcycle. And once you are leaned, it remains on your selected line without wanting to drop you down or standing you up.  This nice stability could be coming from this bike’s long wheel base (61 inches, longer even than the Multistrada, although by less than one inch) together with the steering damper and other geometry measures I confess I didn’t research.  Then there is the semi-active suspension and the automatic stability control. Add to this formula the great engine stability and broad torque curve and you have a great recipe for great fun on curves of all kinds.  To sum it up, this is the best handling motorcycle I’ve ever ridden.

Radiators gallore

One thing that bothered me about this bike is the windshield.  For my current height, 5 foot 10 with a tall torso, wind was not clean at helmet height on either position of the wind screen (screen has only two positions, up or down, and I decided to keep it down after truing it on the high position).  This is always a sore spot for adventure styled motorcycles. I’m sure the aftermarket will help riders find a solution.  I would attempt making it smaller (cutting it down to a smaller size) before going the other direction and trying a barn door, Sheriff style screen.  But it depends on how you plan to use this bike, as an upright sport riding machine or for touring?

Windscreen has two positions, up or down.

By the way it was not easy (and probably not meant to be done that way) to adjust the windscreen while riding. I would recommend you stop to adjust it.

Overall Riding Impression

Let’s start with the motor.  I can’t find anything wrong with this in-line four motor. Some people love the smoothness of in-line four motors, others claim a lack of character, others complain about its high pitch vibration.  In the end, I believe this is all about personal preference.  Although the motor needs to be revved like a proper sport bike motor to deliver its top performance, if you are just having some regular fun on regular roads, which is how most people will probably ride this bile, you won’t miss a thing at lower RPMs.  It will provide plenty of fun at any speed you decide to ride, and that is a virtue of this motor and this motorcycle. Perfect for urban settings, for relaxed riding on the hills around town, and when you want to go fast, twist that throttle with abandon…

Not the best looker out there.  But go ahead and twist its throttle.

As I mentioned before, I do think the handling is the best characteristic of this motorcycle. The bike can be ridden slowly in town and it can be pushed when out in the hills out of town. It is comfortable and stable everywhere. It will certainly help you ride faster, so beware of your license when you twist that throttle.

As an overall package, I would say this bike is a great upright sport bike first, then urban and/or touring second.  At 502 lbs wet and that round and stable motor at low RPM, you can make it into your urban machine, although it really excels when you take it for some sport riding fun.  And it will do well on long distance travel.  The sport component is its best attribute when we combine motor and handling.

The touring component is the one where this bike misses a few points in my opinion.  It is not about the vibration, although it is there, and it certainly contributes to lower its touring rate for highway riding. It is just that when compared to other touring motorcycles you will want more torque perhaps, or a more relaxed feel from the motor for long distance travel.  Or better wind protection, although we know that can be fixed.

Having said that, 20+ years ago I used to travel cross-state (okay, it was only one state over) on my little Honda XL 250 with gear and all and I thought it was the best bike in the world for such travel. Perspective, that’s where this is:  if you are coming from a sport bike and want more comfort for long distance travel the S1000XR will feel great and it will be a lot more than enough for touring and on top of that you will feel at home with its motor.  If you are coming from a Multistrada or a large touring machine, and you want to downsize some but still have some power for spirited riding fun, this machine is also for you.  But you might just miss a relaxed pace from a V-twin motor, for example, and perhaps some more wind protection.

Would I buy it?

Although it performs better than my Multistrada in many levels, this bike does not make me get ride of the Ducati for my touring needs.  In that case, if I would acquire the S1000XR, it would need to be as an addition to the stable. And if that’s the case, what role would it play? Perhaps it would be my urban and sport bike, where I personally think it does shine the best?

Maybe I should take it for another ride… Which I want to do. Alternatively, I should check what are the other options out there.  I’m scheduled to ride the MV Agusta Turismo Veloce next weekend, for example.  Eventually I will ride the new Ducati Multistrada DVT, which is the bike journalists have been comparing to the BMW S1000XR. I think when that time comes, and I happen to like it, the new Multistrada will be the natural upgrade to my 2013 Multistrada. The preference for a V-twin manifests itself here, I admit. In that case I should mention I’m in no hurry to upgrade my Multistrada, as it still delivers plenty of fun and it still looks good to me.

On the other hand, the BMW made me want to look at something smaller, a sport bike with upright touring ergonomics that would sit side by side with my Multistrada in my shed. It would be a more nimble sports bike, still adventure styled.  The BMW S1000XR is such a fun and nimble motorcycle with a great motor in a very elaborate package.  You should take it for a ride.  Visit the guys at the European Motorcycles of Western Oregon and schedule a ride on this wonderful machine.  As always, don’t tell me I didn’t say so, you might just find it irresistible.

What a great time to be a motorcyclist!

MV Agusta’s Turismo Veloce 800 is the latest adventure-inspired sport touring bike to enter the market, and what a machine it is!  What a great time to be in the market for a sport touring motorcycle.

2016 MV Agusta Turismo Veloce 800

This bike has just arrived at the MV Agusta dealer network in the United States and a couple of weeks ago I took one of these beautiful machines on an extended ride.

MV Agusta Turismo Veloce 800

This is a major move from MV Agusta.  It joins BMW, Ducati, Aprilia, KTM and others at the higher end of the sport touring segment. Similar to the S1000XR, the Multistrada DVT, the Caponord and the 1190 Adventure, the Turismo Veloce 800 delivers sport bike performance, it is packed with the latest riding technology, it is put together to deliver ergonomics for comfort travel, and has the luggage capacity for long distance travel.

2016 MV Agusta Turismo Veloce

Daring to show up with no beak nor double headlights I would argue the Turismo Veloce is the best looking and sexier motorcycle in this segment, if not beyond.

2016 MV Agusta Turismo Veloce

Welcome to what’s new in the motorcycle touring world!

A Touring Motorcycle from MV Agusta, you said?

This bike’s DNA makes the Turismo Veloce somewhat of a surprise entry on the touring world. MV Agusta is known for its racing history, it has more Moto GP Championships than any other manufacturer, all coming from their dominance on race tracks spanning across three decades, from 1952 to 1974.

Despite a few changes in ownership along the years, MV Agusta has remained a sports bike manufacturer and only lately started diversifying its product lines, adding naked bikes, street fighters, and roadsters to line up alongside the F4 and F3 sport bikes.

Diversified line, Brutale and Stradale models shouldering an F4 at the Bellevue MV Agusta shop

The Turismo Veloce is the latest and a most radical example of MV Agusta’s product line expansion.  Although this bike can be considered an unexpected move from MV Agusta, there is a reasonable explanation for investing on this segment when we consider the increasing popularity of adventure and adventure-styled machines of the last several years. Ducati’s successful venture with the Multistrada is a point in case.

Turn Signal, MV Agusta Turismo Veloce 800

The Turismo Veloce’s motor is a variation on the F3 motor, where the 800 cc three-cylinder motor has been re-worked to prioritize torque over horse power, ridability over race ability. The result is a very docile machine when on touring mode (the bike has three pre-set engine performance maps you can choose from: rain, touring or sport), perfect for a relaxed ride, if you so wish for, which works great for city riding as well – fueling is spot on!

But the power is there, and although 110hp and 62 lb-ft of torque may be viewed as small numbers when compared to the Multistrada DVT and the S1000XR, the Turismo Veloce has a sport map where you will experience a nice rush of power, especially felt at the mid-range of the torque curve.

This bike sounds great!

It happens to deliver power where we spend most of the time when in spirited riding, when having fun still at reasonable speeds. Unless you are racing for a prize, I bet the BMW and Ducati bikes won’t be able to shake this MV Agusta down on street and canyon riding. Add to this equation this bike’s lighter weight (when compared to the BMW and the Ducati) riding this bike is quite an engaging experience.

Black and gold colored trellis frame

Aside from the F3 motor and MV Agusta’s racing history, the Turismo Veloce’s DNA is clearly shown in its looks as well.  The cornerstone of MV Agusta’s latest incarnation as a motorcycle manufacturer was the F4 machine, designed by the late Massimo Tamburini (Cagiva Research Center – CRC- chief designer) and launched in 1997. The F4 design was worth of making that motorcycle the center piece of the Guggenheim museum’s “The Art of the Motorcycle” exhibit.

MV Agusta F4 750 in “The Art of the Motorcycle” exhibit, at the Guggenheim museum

It is not surprising the Turismo Veloce is one of the most beautiful adventure-inspired touring machines out there. You can see in it the F4’s shape with its flowing lines, the diamond shaped headlight, and in the case of the red version, the juxtaposition of red and silver.  Just like in the original F4.

2016 MV Agusta Turismo Veloce

Although the Turismo Veloce is an Adrian Morton design, current senior designer at the CRC, this bike makes it clear Massimo Tamburini’s influence is still alive at the CRC. Overall, this bike makes sense under MV Agusta’s “Motorcycle Art” moto.

F4 CC (Claudio Castiglioni) available for sale in the Seattle store – one of 100 made.

Selected Technical Data

The Turismo Veloce 800 comes in two models, Turismo Veloce (Red/Silver or Silver/Gray) and Turismo Veloce Lusso (Red/Silver or Pearl White/Gray).  I have only seen and tested the standard version.  Main difference between the two is in the suspension.  The Lusso comes with a Sachs semi-active suspension, while the version I tested has Marzochi fronts and Sachs rear, both manually, but fully adjustable.

Base model comes with Marzochi front forks and Sachs shock on the rear, fully adjustable

Other differences between the standard and the Lusso versions are accessories, such as grip warmers, GPS, center stand and a data logger which are standard equipment on the Lusso.

Pearl White 2016 MV Agusta Turismo Veloce, Lusso Model, with bags (MV Agusta Photo)

Although the bike was partly designed to look good and slim with bags, you need to be purchase the bags separately.

Some key numbers:

• Displacement: 798 cc
• Power: 110 hp at 10,000 rpm
• Torque: 61.2 lb-ft at 8,000 rpm
• Electronic quick-shift (assisted shift): MV EAS 2.0
• Wheelbase: 57.48 inches
• Maximum speed: 143 mph (230kmh)
• Dry weight: 421 pounds (191 kg)
• Fuel tank capacity: 5.8 gallons (22 liters)
• Front Suspension (standard model): Marzocchi “UPSIDE DOWN” telescopic hydraulic fork with rebound-compression damping and spring preload external and separate adjustment. Fork travel: 6.3 inches.
• Rear Suspension (standard model): Progressive Sachs, single shock, absorber with rebound and compression, damping and spring preload adjustment. Wheel travel: 6.5 inches.
• ABS System: Bosch 9 Plus with RLM (Rear wheel Lift-up Mitigation)

The ABS system is the Bosch 9 Plus, with rear wheel lift up mitigation (RLM).  It is not clear whether this version of the Bosch 9 Plus offers the motorcycle stability control (MSC) which comes on the 2014 KTM 1190 Adventure and newer models, 2015 Ducati Multistrada, and BMW 2016 S1000XR.

Up Close and Personal

When I arrived at the Bellevue MV Agusta shop, in the Seattle area, the bike was sitting outside the store, the bright MV Agusta red shining under the sun light. First impression, it looks even better in the metal than on photographs. Second impression, it is a compact machine! Third impression, after throwing a leg over it you will notice it is tall but feels very light on side to side balancing – for a reference, with a 30 inch inseam I’m not flat-footing the bike on both legs, but did not feel the need for that at any time during my ride which included stop-and-go traffic, stops for photos, one stop for gas, and a few u-turns on tight roads for a good measure.

2016 Turismo Veloce in front of MV Agusta store, Seattle, WA

The bike has a nice color TFT display with operation information and several settings to chose from.

Color TFT Display

From a switch on the left side of the handlebars you control the settings.  On the bottom of the display, from left to right you have:

• Settings menu: This is where you work on general settings. Among them you will find the quick shift settings, which has an “off” or “on” position, and when “on” you can select active when changing gears up only or active for both up and down.
• Grip warmer (Lusso model only)
• Suspension settings: Operates semi-active suspension, available on the Lusso model only – looking at the bike’s manual, it is similar to other bikes with Sachs semi-active suspension.
• ABS:  Two positions, on or off.  It can also be operated from a switch on the right side of the handle bars.
• Traction control:  Eight levels of intervention.
• Trip information: Trip counter 1 and 2, odometer from start, odometer with reserve fuel, average speed, duration of the ride.  Comment: It is interesting to note this bike does not show miles to empty or any fuel consumption data – perhaps something that is only available on the Lusso model’s data logger – the bike does have a fuel level gauge the amber light for reserve, and a trip meter starting from zero when the reserve light comes on.
• Map:  Selection of engine map.  Rain, Touring, Sport or Custom.  Custom being the one map you customize for your riding style.  Custom includes gas sensitivity (normal low high), engine torque (full power or low power), engine brake (normal or low), engine response (fast or slow), RPM limiter (soft or hard). Maps operate independently of ABS and Traction Control levels.  Comment: I do not know what levels of each of these variables are pre-set for the rain, touring and sport maps.  I assume sport modes has all the goodies on (high gas sensitivity, fast engine response, full power, normal engine braking, hard RPM limiter) .
• speed limiter (I did not try this function…)
• cruise control:  It’s operation is very intuitive, with levels of speed +/- settings, or it is also operated by a button on the right side of the handlebars which is basically a one touch operation, adjusting it for the speed you are riding at the time of engagement.
• bluetooth (I did not test the bluetooth function)
• data logger:  This is a GPS data logging, Lusso only.  According to the manual, this function enables data logging from the GPS navigation system and from bike’s sensors. Comment: I do not have the list of information the data logger collects and displays nor whether it can or not be downloaded to devices via bluetooth.

On top is the button that operates the bike’s settings and information display (press and left, right movement

On the right side you will find the other controls.  It is great that this bike has a handlebar on/off switch for ABS.  Same for cruise control, which is also very easy to operate and offers different entry points for operation and speed setting (via menu or the handlebar’s switch).  I used the most intuitive process for cruise control, I just pressed the button on the handle bars and it started operation at the speed I was.

Right side of the handlebars: cruise control and ABS.

The mirrors are small but their shape and position offer great rear view.

The seat, while it looks slim, is very comfortable. How did they do that? More than one hour into the ride I remembered to check for comfort, and I have no complaints about it.  Not sure whether a passenger would enjoy the rear seat.

Seat is very comfortable. Did not try the passenger seat

Some bikes seem to have bags as an after thought.  This is not the case for the Turismo Veloce.  The capacity to carry bags for touring was an intrinsic element of the bike’s design.  The rear of the bike is tall and has a unique, and good looking subframe which accommodates the bags.  The bags are large (30 liters each) but a portion of them sit under this tall subframe, to where they attach via two insertion points each bag (check the four rubber caps which hide the two insertion points for each bag). The other attachment area for each bag is at the passenger foot peg.  The Seattle store had not received this bike’s bags in time for my test ride.

The subframe is looks like a sculpture

According to others who have already reviewed this bike with its bags installed, the width of the bike at the bags is narrower than the width at the handlebars.  It makes for a perfect urban riding machine.  We can assume there are other benefits associated with this narrower profile, better fluid dynamics for touring, for example.  The bags are symmetrical (no cutout for exhaust) and MV Agusta claims each bag will fit a full face helmet.

2016 MV Agusta Turismo Veloce Lusso – narrow profile of bags – narrower than handlebars’ width

I don’t know if you would ever take this motorcycle on a dirt and gravel adventure but if you decide to do it, besides the ABS on/off switch at the handlebars this bike comes equipped with Pirelli Scorpion Trail tires.

Pirelli Scorpion Trail, 17 inch front wheel.

And what about those beautiful 12-spoke wheels!

17 inch, 190 / 55 rear tire mounted on gorgeous 12-spoke wheel.

The bike has four sources of power for accessories.  It includes two USB plugs below the dashboard.

Two USB plugs close to the dashboard

The other two connectors are SAE style plugs, one for the rider, the other for the passenger, perfect for electric vests.

Passenger’s 12V SAE plug.

I almost forgot the lights! It has LED lights, and the frame of the diamond shaped lights are the running lights.

LED running lights.

Let’s take it for a ride!

Never ridden an MV Agusta before I was a bit unsure about what to expect and had been waiting for this opportunity since I’ve first heard about this motorcycle.  The triple motor sounds similar to my Tiger 800XC motor, but it has an edge to it, a bit raw, it is a lot more inspiring for its sound and in action a lot more engaging for its higher torque and hp when compared to the 800XC motor.  Part of the experience about riding this bike, the sound and the power delivery, this is something about this bike that keeps bringing me back to that ride.  I’m glad I have it on video for when I feel like listening to it again (eventually I will edit some of the video action for another post).

MV Agusta Turismo Veloce in the Washington Cascades, October 2015

My plan for this test ride was to find some curvy roads on the west slope of the Cascade Mountains not too far from Seattle on either side of Hwy 90.  But I first had to navigate the heavy traffic of this busy area of the state of Washington.  I started my ride on the Touring map and while still on stop-and-go traffic I decided to change it to sport.  The touring map delivers very linear acceleration, it is perfect for riding in town and I would assume it would work on the road as well.  The change to sport mode is very noticeable. The sport map unleashes action on the middle of the RPM range, begging you to stay on the 5K-7K of the RPM range where the motor becomes very responsive to throttle input.  I assume the sport map has all the fun engine options on the “on” position (see above for custom map choices).

The original Tamburini’s F4 design lives on the Turismo Veloce based on Adrian Morton’s interpretation

Unless you are racing or really pushing a motorcycle to its limits, you will want to spend most of the time in the middle of the RPM range, right?  At least that’s where I like to stay, riding fast, but with plenty of degrees of safety.  And this is a key aspect about this motorcycle: it is extremely fun to ride it at that mid range of its RPM curve!  I did not try it faster, so I will not say anything about that.  For more information on that, though, I included a few videos on this report where you can see journalists and a couple of professional riders exploring the limits of this bike during its launch in Europe.  You will notice that some of those journalists agree with me (well, I agree with them), this bike delivers plenty of excitement at reasonable speeds.

Solid signs of fall, wet road and leaves on the ground! Riding the Turismo Veloce. Washington Cascades, October 2015

It is clear to me after riding it for almost two hours, this bike is a serious contender for guys looking for a sport touring motorcycle. This could be riders who are looking to move to a more comfortable sports bike, people who want to downsize from their heavy adventure motorcycles after they realized they mostly ride on pavement anyway, or riders who are just starting to discover the fun of multi-day riding.

Riding the Turismo Veloce 800 in the Washington Cascades, October 2015

This bike feels very light on several aspects.  The throttle and clutch action feel very light. It feels very light when in motion, very responsive to minor counter steering input, it likes to lean into curves.  Its tallness and short wheel base, together with wide handlebars are probably responsible for that feel.  It requires attention at greater speeds, but it never turned into a compromise. That is, I say you will probably enjoy a lot more the much it offers on tight curves than what little it may take away from you on long sweeping fast curves.

2016 Turismo Veloce 800

The acceleration is great, it sounds phenomenal, the quick-shift works great, has a quick turn in, ergos are spot on (for me, at least).  This bike delivers plenty of fun at slow and faster speeds.

Riding the Turismo Veloce 800 – October 2015

I did not adjust the suspension, the bike’s default setting was what I used on this ride. Only thing I noticed was a bit of front dive when hard on brakes.  I believe this can be fixed by a proper suspension set up. And the Lusso will have that taken care via the Sachs semi-active suspension.

The distance seat-to-pegs felt good, I would have preferred a bit more leg room – but it was not a problem.  The handlebars came right up for a perfect sit up position, they felt right where they should be, very similar to my Multistrada, and better than my Tiger 800XC.  Now that I think about it, the entire ergos, from leg room (seat-to-peg distance) to position of the pegs, to handlebar position is better in the Turismo Veloce than on my Tiger 800XC.  That is surprising considering the 800XC was really meant to be an adventure machine.

Tall handlebars, perfect reach for adventure style touring!

There are three issues that I did not like on this bike.  The first one is the windshield which was not very helpful for me.  Similar to my experience in the BMW 1000XR, having it up or down did not make much difference. I kept it on the lowest position and still got a lot of dirty air right at the helmet level. I have this problem on my Tiger 800XC, used to have it on the Multistrada, solved it by using the Multistrada’s short carbon fiber screen.  Not sure how to solve it for the MV Agusta, someone will eventually come up with alternatives that will reduce air turbulence. But this is a personal thing, different riders experience different results from the same level of wind protection.

Turismo Veloce 800

The second issue was the lack of information regarding fuel consumption. Yes, I’ve become dependent on the miles-to-empty data on other motorcycles. On top of that, the Turismo Veloce does not show instant or average fuel consumption either.  The Lusso model has a Data Logger, maybe some of that information is available there.  If not I will assume it may eventually be possible to have that information available for this bike via software development. On the other hand, with a 5,8 gallon fuel tank this bike probably has a solid 200 mile range, which ameliorates the issue.

The third issue is the wide turning ratio.  I had to do a few u-turns as I was exploring unknown to me roads on this test ride.  All of the u-turns where left turns and on all of them I hit the turning lock.  On the first one I dabbed my foot on the ground, as it caught me by surprise on a tight one lane road u-turn.  After that I learned it was coming and managed the situation better.

None of these three issues would be deal breakers to me.  Wind buffeting problems are common for most adventure-styled motorcycles.  Fuel consumption is something that can be learned after a few tank fill ups.   The turning radius issue was just a question of knowing whereabouts the handlebar stops, which is earlier than I’m used to on other bikes.

What others say about this bike? 

I have collected a few videos about this motorcycle, all from the time it was launched in Nice, France.  If you haven’t seen these videos yet I recommend you check them out as they provide great information about the bike.

It’s straight from the adventure bike brief and it’s become instead something brilliant, it’s a comfortable sportbike (…) It’s the smaller Multistrada Ducati isn’t making.  Steve Farrell @ Visor Down

I get what Steve Farrell is talking about.  The Turismo Veloce reminds me of the Ducati Hyperstrada.  It is similar in ergos, power, torque figures, and weight.  That is a motorcycle I really enjoyed riding, but something was missing from that experience. This is what the Turismo Veloce offers: a motorcycle package which brings it closer to the Multistrada, but with some riding fun characteristics you get on the Hyperstrada.

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The layout of its chassis and ergonomics strike that same magic balance between comfort and handling as other upright seated, wide barred and properly suspended sport adventure themed bikes. Sean Alexander, Motorcycle.Com

(…) it sounds the business, looks like Sophia Loren in her prime, is comfortable, handles well, and MV has made a strong case for its pre game homework on this, its first ever Touring model. Sean Alexander, Motorcycle.Com

If the new Turismo Veloce truly offers the same level of comfort and stability as its competition, but also turns inside them, accelerates harder, sounds better, and looks much better, than I think a strong case can be made for actually spending all that extra cash to get an MV. What a great time to be a motorcyclist.” Sean Alexander, Motorcycle.Com

No question, I agree, what a great time to be a motorcyclist!  But… Sophia Loren in her prime? That means it has been a long time since an Italian woman has been identified as synonymous for what a beautiful woman should look like. At least we have here a beautiful Italian motorcycle to become one of the next icons of beauty in the moto world.

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I have to give MV Agusta thumbs up and thank you for bringing some style to the touring world.  Tor Sagen

Right on, Tor.  It was about time for and adventure-inspired motorcycle to actually look great.  In a certain way, it is a sport motorcycle and without bags it looks a bit like one. Just that it offers a different experience about riding a sports bike.  One that I actually enjoy more.

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Would I buy it?

Yes, this is a great time to be a motorcyclist, once again, I agree.  On the other hand, the more and better options we get, the more difficult it is to select which bike best fits the bill.  After riding the Turismo Veloce I can see this bike as a strong candidate to join the others in my shed.  And I would go for the Lusso version just because I’ve been enjoying the semi-active suspension in my Multistrada!

There is however a great deal of distance from my house to the closest MV Agusta dealer, in Bellevue, WA (just outside Seattle).  That’s 300 miles each way.  The next dealer is in Reno, 400+ miles away, or in San Francisco, 500+ miles away.  It’s a long haul to get a computer re-flash and do all the services while hoping nothing will go wrong in between.

MV Agusta Dealer Network, far from my house

For now I will enjoy this motorcycle from a distance. Literally. But yes, I can see this motorcycle in my shed, the first one on the line, the favorite for short rides around town, for spirited rides on the special roads I know well, or just for touring around the state.  It would not replace the Ducati.  I would leave the Multistrada for longer touring trips and for the times when I need a fix of V-twin power delivery and sounds.

The Turismo Veloce would not substitute my Tiger 800XC in its adventure riding job either, as I see them as completely different bikes.  Nonetheless I could see taking a Turismo Veloce to Dead Horse, Alaska, do the end of the road through the Arctic Circle, doing hundreds of miles on gravel roads.  I don’t think the late Claudio Castiglione had that type of riding in mind when he drafted the plan for this motorcycle.  In my case such a ride with this machine would be more for making a point, even if I think it would actually do it reasonably well.

Beautiful from all angles!

Was this post the first time you’ve heard about this bike?

This bike has not generated the same media hoopla other sport touring bikes have received here in the United States. I don’t even know whether this bike has had an official launch for the United States media or not.  If it hasn’t that would be a shame, this motorcycle is an amazing piece of machinery that deserves media attention and exposure to riders who are in the market for a new motorcycle.

Special Thanks!

I want to thank Bill, Mike, and Brett at the Bellevue Motors store, in Bellevue (Seattle area).  I contacted them as soon as I heard this motorcycle would be available in the United States.  Bill was my point of contact for organizing a test ride, keeping me appraised on the status of this bike’s arrival.  He was was nice to set aside the time for me to have an extended ride on the demo bike.  It was great meeting those guys in person, guys who genuinely appreciate motorcycles and talking about bikes. They are all enthusiastic about the Turismo Veloce!  Give them a call and take this demo bike for a spin!

Bonus Videos

This is the official MV Agusta video about the Turismo Veloce.  I call this video the “Tiramisu motorcycle”.  Tiramisu means “pick me up” or “lift me up” in Italian, the name of the dessert, a reference to the good dose of caffeine in it.  The bridge of the song on the video starts with “Lift me up, I’m moving on…” or something like this.  The name of the song is “Give our dreams their wings to fly” (thanks for the Shazam app to help me find the song’s name). Yes, this bike is engaging, it tira mi su!

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This last video shows the bike being ridden fast on the roads above Nice during its European launch.  No music, no words, just the sounds of the machines at work. Enjoy!

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Bonus Photo

The bike depicted on this photo was MV Agusta’s first touring bike in the early 1950’s. So “Turismo” is not a new word on the MV Agusta line up, nor is the Turismo Veloce its first touring bike.

1950’s MV Agusta C175TL Turismo Lusso

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Thank you for reading!  If you have any questions about my experience riding this bike please send me a note, I will be glad to respond or discuss or add something I may have missed to report about my ride on this bike.

As always, don’t take my word for it.  If you are lucky to have an MV Agusta dealer near you, call them and take one of these bikes for a ride.  If you can’t resist the purchase after the test ride, don’t blame me.  This bike in particular, it may talk to you.  It talked to me.  My bank account is happy this bike lives 300 miles away.

November 16th will be a day of excitement for Ducati fans, it will be the Ducati 2016 World Premiere event.  A few new Ducati bikes are expected to be launched at that time, but no specific information about this bikes has been shared yet.  However, Ducati has put on their website four enigmatic videos about at least one of these new bikes, two of these videos were already released titled “what is black” and “what is X”.  This post is about the “X” video which doesn’t say much about what this bike looks like, except for what the narrator mentions on the video:

Intersection of worlds, the multiplication of potential, maximum strength with minimum effort, facing forward, forgetting what is behind, different from what you knew, low speed excitement.

What if the X is a real dirt and smaller, more motocross version of the Scrambler? Although the letter X would make sense in that case, I don’t think this is it based on the video.  What if X means cross-over, a word commonly used in Europe, well, at least in Italy, to define motorcycles whose abilities cross over two purposes, like the adventure-inspired sport-tourers?  The Multistrada is one of these bikes already, and it was just last year that it was updated with its DVT motor, so we know that is not it.  What about the new Hyperstrada that has been rumored, which will be a 939 (or 937, or 959 or anything sexier than 1,000 as is Ducati’s way of doing things) based on a new motor, and if instead of Hyperstrada it would be called something new, a “cross-over” motorcycle? No, I’m not convinced that would be the “X” either.  Neither of these possible bikes would fit a “low speed excitement” situation.

“Different from what you knew… low speed excitement”

I just tested and reviewed the MV Agusta Turismo Veloce, a bike that represents a new frontier for MV Agusta, entering the growing market of adventure-inspired sport tourers, and the final result is a motorcycle better than most other bikes in the sector.  Why can’t Ducati enter, for example, the cruiser market, the largest market in the United States, a growing market in the world, and deliver the goods in low speed excitement form? Yes, that’s our guess, a cruiser or cross between a cruiser and something else.  The Diavel comes to mind as a starting platform, with spy photos telling a story.

Spy photos of what seems to be the next Diavel for 2016. Black, X, or something else?

The Ducati Diavel has been a motorcycle that came out of the mind of one of Ducati’s designers, went from concept to leadership, and from there into reality.  The Diavel was not the result of a carefully discussed marketing plot to specifically enter or create a new motorcycle segment.  It was born in limbo, it stayed in limbo.  Then it had a half-attempt at becoming something else with its Strada version.  People called it power cruiser, muscle bike, and who knows what else, and journalists never quite knew against what bike to pitch it in their magazine comparison articles.

Another spy photo of what this new Ducati for 2016 seems to look like

Perhaps now it is time for Ducati to try something new with or from its Diavel idea.  Move footpegs forward, add a belt drive, change the engine nature, reposition and make the exhaust sound different, and maybe Ducati moves the Diavel idea one step closer to a cruiser, not quite there, just a cross-over tourer/cruiser.  The X?

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Lastly, add to this idea the DVT motor. While new Multistrada owners complain the motor has lost its mid-range punch in its DVT version (the torque curve looks like Mt St Helen after the eruption), the DVT motor has a very stable operation at low RPM range (and I hear a nice power surge after 6,5k RPM).  Ah… there we go, low speed excitement. Cruiser ergonomics, big motor, L-twin exhaust sounds, low RPM motor stability… something new from Ducati, low speed excitement!

As mentioned earlier, Ducati also has a video called “this is Black”, so the Diavel-cruiser on the photos above could be the “black”.  This new X bike could be something completely different, even more cruiser-like than the spy photos above indicate.  The black and the X could also be variations on the theme, the same motorcycle in different trim.  I’ll go out on a limb and say, despite low speed excitement, this new bike will probably have a fast side to it if it uses the 1200cc DVT motor.  The X would be the cross between slow and fast worlds.

Who knows… There are two other videos yet to be released in this marketing campaign. We will know about all of this soon enough on November 16th, if not earlier. As I always say, the more motorcycle options there are, the better for us in the riding community.

Tomorrow is the date of the 2016 Ducati World Premiere and I hear several new/revised motorcycles will be presented.  It seems it was only yesterday when the Scrambler Ducati was presented to the public on last year’s Ducati World Premiere, and there was so much anticipation about the Scrambler leading to that event. Tomorrow the story is being written again, the Scrambler could be old news, depending on what is new from Ducati for this type of bike. By coincidence it was only yesterday that I got my first chance to ride the Scrambler Ducati!

2016 Urban Enduro Scrambler Ducati

This bike is special.  It was not the first retro Scrambler of modern times, as this has been a job taken by Triumph with its Boneville-based Scrambler series and Moto Guzzi with its accessorized V7.  The Ducati is special because it was designed and built to be a Scrambler from scratch. The result is a well put together modern version of a Scrambler.

The Urban Enduro looks great in its environment

The bike is great looking on its four versions, and the Urban Enduro looks better in its element than on the show room floor, in my opinion.

Nice looking headlight protection – you can purchase it as an accessory for the other versions

Besides looking cool, this bike’s marketing campaign by Ducati practically re-created the idea of a Scrambler motorcycle for today’s young consumer: a somewhat dirt-ready motorcycle that is cool and exciting for all riders, young and all, and which will mostly be used as a fun commuter bike or a bike for weekend rides of all kinds.

The 2016 Urban Enduro Scrambler Ducati

What makes it a Scrambler is its simplicity in the approach of delivering multi-use performance. You get some suspension travel, you get lightness, a compact size, you get a small dashboard with minimal information.

Small round dash at the handlebars

On the dash you will get speed, RPM, and clock.  There is a toggle switch for ambient temperature, trip meter 1, trip meter 2 or odometer.  You will only see one at a time.

Simple but nicely styled dashboard. Besides speed, RPM and time, you will get one of either ambient temperature, trip 1, trip 2 or odometer.

You get tall handlebars and you get plenty of access to the ground:  at my 30 inch inseam I could flat foot both feet.

Tall handlebars

It is a simple bike that does it all and the compromises that come from the simplicity will probably make it a true adventure ride each time you ride it.  There is the wind, there is some vibration, and there is a real motorcycle below the very stylized design. It’s cartoonish on its shape and texture, but it’s a real motorcycle at its core, and a Ducati at that.

803cc Air-Cooled V-twin

It sounds like a proper motorcycle and it delivers power compatible to an 803 cc air cooled Ducati L-twin (it delivers a claimed 75 horsepower at 8250 rpm and 50.2 pound-feet of torque at a low 5750 rpm).  It has torque down low but it prefers to be ridden closer to its maximum torque, starting above 4k RPM or so.  Which is very much fine with me.

Fun in country roads!

Some journalists have ridden this bike with abandon on all types of road.  Yes, it can deliver at speed and on dirt roads, depending on the rider’s ability.  But the good thing about this motorcycle is that you can ride it slowly, I mean at a regular pace, and you will still have plenty of fun with it.

No need to rush!

As a matter of fact, what makes this bike fun is that you can ride it at regular speeds and still have a full motorcycle riding experience.  If you want to go fast, it will do it.  For long trips at speed you will probably need at least some level of wind protection.  At any speeds above 70mph the wind will be pushing hard on the wall that your upright body represents at those speeds.  But for most of the Scrambler owners, I bet the real fun is going to be about riding back roads close to town. Besides riding in town, of course, where it feels right at home!

Fun on tight curves

Want to go radical?  Ted Simon went around the world, a 78 thousand mile journey, on a Triumph T100, with a 500cc motor.

Ted Simon’s T100

The Ducati Scrambler can do that job as well, I would venture saying.  For it being light, you will probably go places the large adventure bikes won’t. All you need are the bags.  Yes, I know, let’s not go too far on this story and on this bike.

Perfect bike for a short trip to the winery

Would I buy this motorcycle?  If I did buy one, it would mostly be for running errands in town. Easy to get on and get going, light for parking, and with its straight up riding position it gives you the visibility to navigate city traffic.  And on stop and go traffic, you can flat foot and relax while you wait for the light to turn green or the traffic to start moving again.

And which of the four versions would I get (I assume you all know it comes in four versions, five colors)? Mine would be a Full Throttle with the headlight protection of the Urban Enduro and the seat and tank cover of the Classic.  This combination (photo below) was done by somebody else, I just find it the ideal look for this bike for me as well.

Full Throttle meets Urban Enduro and Classic

One of the coolest things that happened on this ride took place when I stopped to fill the tank. I noticed the gas attendant staring at the bike. I motioned him closer buy saying: this is something different, uh?

Once owner of a 1865 Honda 305 Scrambler:  Thank for telling your motorcycle story!

He indicated yes and pointing at the tank he told me the last time he had seen a “Scrambler” name plate on a motorcycle was on his 1965 305 Honda Scrambler.  How cool is that? I really appreciated the connection.  I mentioned to him the original Ducati Scrambler was born in 1962, and pointed to the tank cap where it states: “born free 1962”.

1967 305 Honda Scrambler

Anyway, it was a fun ride on a fun motorcycle.

2016 Scrambler Ducati – Urban Enduro

Meanwhile, from the time of its launch to today, the Scrambler idea has expanded to several other brands.  BMW will have its R nineT Scrambler soon.   Triumph has turned their Boneville bikes into water-cooled 1200cc machines, and I believe they still have a Scrambler version. Yamaha has taken their FZ-07 (MT-07) platform and created their version of Scrambler, the XSR700, with its nice parallel twin. Husqvarna is playing with the idea of their own as well.

2016 Scrambler Ducati

Will they be light and as much fun as the Ducati is? I don’t know. Stop by your local Ducati shop and take a look if you haven’t yet (I doubt you’ve never seen one since this bike has been out for quite some time, but one never knows). Anyway, here in my neck of the woods, the European Motorcycles of Western Oregon has two Urban Enduros and one Classic on the floor.  Maybe one of them will end up under your Christmas Tree?

Yesterday, Monday 16th 2015, was the day we learned what Ducati meant by its More than Red campaign for 2016 and beyond.  Several new bikes were introduced as Ducati continues to expand its product line. Red is about new bikes under their traditional line of bikes, Pop relates to new bikes under the Scrambler Ducati or what they’ve also been referring as the yellow brand, and then we had the two new product variations for this year, Black and Wild.  This is what we learned yesterday.

Scrambler Ducati (Yellow, Pop)

On the yellow front, the “pop” per Ducati’s marketing campaign, there are three new Scrambler models and no changes to the current 803 cc Scrambler line.

The four original 803cc Scramblers remain unchanged (Icon, Classic, Full Throttle & Urban Enduro)

The first new model under the Scrambler brand is a 400cc motorcycle, called the Sixty2. Lighter and less expensive than the current four models, it is tuned to meet the European motorcycle endorsement (power restrictions) for new riders.

2016 Sixty2 Scrambler Ducati.  It comes in orange, black or light blue (although it is called ocean gray)

Then there is the Flat Track Pro.  It is a variation on the Full Throttle theme, based on the 803cc motor.  It has different touches and accessories here and there, separating it a bit more from the other three 803cc bikes than the Full Throttle does.  It is sort of a special edition, a theme on the Full Throttle based on Troy Bayliss flat track racer bike.

Flat Track Pro, a variation on the Full Throttle theme

Then there will be yet another Scrambler to be launched in December in the United States.  No word on what that is all about. We will know in a month or so what this new Scrambler will be.

To summarize, the Scrambler Ducati brand will start 2016 offering seven models in their line up:

• 400cc Sixty2 (orange, light blue, and black)
• 803 cc Icon (red and yellow)
• 803 cc Classic
• 803 cc Urban Enduro
• 803 cc Full Throttle
• 803 cc Flat Track Pro
• Another model, yet to be announced

Red

For the “red” side of the Ducati brand, Ducati CEO, Claudio Domenicali, announced three new models.

The first is the revised Hypermotard family, with the Hypermotard 939, the Hypermotard 939 SP and the Hyperstrada 939. The most important change on these bikes is the new 937cc motor, delivering a few more horses (113 hp) and torque (72.2 lb/ft) than the 821cc motors.  And there are a few improvements on electronics and additional information will be provided on the dash display.  This was mostly an evolutionary change.

2016 Hypermotard 939 SP

Claudio also announced evolutionary changes on the midrange Panigale.  The 899 is now the 959, with an increased displacement to 955cc, delivering 157 hp at 10,500RPM and 79.2 lb/ft at 9,000 rpm.

2016 Ducati Panigale 959

Still on the “red” front, Claudio announced the new Pikes Peak.  Besides the Pikes Peak livery and a good dose of carbon fiber, this bike differs from the other DVT models by the return of the Öhlins 48 mm fully adjustable forks on the front and fully adjustable Öhlins TTX36 on the back.

2016 Ducati Multistrada Pikes Peak

Wild

Now let’s go to the “wild” side of Ducati’s 2016 World Premiere.  Ducati announced their first enduro/adventure motorcycle – if we don’t count the Cagiva days, that is.  It is the Multistrada Enduro.

2016 Multistrada Enduro

It comes with the same four riding modes as the regular Multistrada (Urban, Enduro, Sport and Touring), same motor, and the Skyhook suspension.  Its list of accessories are directed at adventure riding.  Besides some “adventure” design cues that differentiate it from the regular Multistrada, the Enduro comes with a bash plate, more suspension travel, more ground clearance, a larger tank (almost 8 gallons), a 19 inches front wheel size, and tubeless spokes wheels.

Black

The real star of the show was the XDiavel (in two models, XDiavel and XDiavel S). Ducati did take their Diavel one step closer to a cruiser.  Feet forward, re-designed exhaust, longer wheel base, new tank, exposed trellis frame, belt drive, and the list goes on.  However, it still has a high performance motor and can lean to 40 degrees.  A cruiser that can handle some level of aggressive riding.

2016 XDiavel

It comes with a new DVT motor (not the Multistrada’s motor), with a 1,262 cc displacement delivering 156 hp at 9,500 RPM and 95 lb/ft of torque at 5,000 RPM.  These numbers don’t look as good as the Mutistrada’s DVT until you realize the motor delivers good torque numbers very low on the RPM engine.  It has been designed to deliver low speed torque, or what Ducati has been calling “low speed excitement,”  with very small compromises on what one would expect from a Ducati motor’s performance at higher RPM ranges.

XDiavel Torque and Power Curves

One interesting feature of the Diavel’s DVT motor is that there are no coolant hoses on the outside the motor.  Everything is run inside engine cases.  Like Claudio mentioned, it’s like a diamond inside the frame.

The XDiavel DVT Motor

This bike offers good levels of customization, including 60 possible combinations of ergonomics (four footpeg positions, three handlebars and five seat options).  It comes with a full host of technology including cornering ABS, traction control, riding modes, cruise control, blue tooth, TFT dashboard, LED lights, electric locks and there is more.

My Thoughts on the 2016 Ducati Models?

The most interesting bike of this bunch, in my opinion, is the Multistrada Pikes Peak.  I can finally see a Ducati that could replace my 2013 Pikes Peak.  Not something for 2016 though, maybe for 2017. Second in my book is the Diavel X.  I’m interested in eventually taking one of these bikes for a test run and see what’s all about.

Scrambler?  My favorite Scrambler continues to be the Full Throttle with the Classic seat, Classic tank sides, and the Urban Enduro headlight protector.  Nothing new for me on that front, except to congratulate Ducati for reaching out to an even younger and newer customer base.  The promotional video of the Sixty2 was shot in Rio de Janeiro, showing this bike’s role in opening new frontiers, gathering new Ducasti in new markets.  Claudio Domicali hinted to the idea that the Scrambler brand will continue to expand.  I assume this is beyond the one 2016 Scrambler model that is yet to be revealed.

My own version of a Scrambler – Full Throttle meets Urban Enduro and Classic

On the “traditional” Ducati, the red side of things, the Hyperstrada’s evolution did not motivate me.  I agree with Claudio, it is a bike where the destination is not what matters,  it’s all about the fun of riding.  That’s what I thought about the 821cc model when I test rode it.  Now with the 937cc it could tell an even better going nowhere story.  In my view of things, the Hypermotard idea is a niche bike.

I would say it is time for Ducati to get out of the “motard” theme in at least the Hyperstrada version of its motard line, offering that same bike under a different skin.  It could still be a hooligan motorcycle, just in disguise, a classier hooligan. Check the Turismo Veloce, for example.  It offers more amenities, it is a more complete mid-size adventure/touring package.  The Hyperstrada is just something that is not here, nor there.

2016 Hyperstrada 939

The new 959 Panigale is another uninspiring bike to me. You want a Panigale, go for the full version. Having said that, the mid-range Panigale is now closer to the real Panigale in terms of performance. The 899 was not a best seller, I doubt the 959 will change that.  I understand the importance of having a mid range motorcycle, though.

The real star of the red show to me was the 2016 Pikes Peak.  It is interesting that Ducati has decided to offer the Öhlins package again on its Multistrada line.  Now that I’m used to and enjoying the Skyhook suspension?  Not sure the wheels are forged Marchesini wheels like on my Pikes Peak.  Besides the DVT, another advantage of the Pikes Peak is that it now comes with the Termi exhaust also for the American market, which was not the case when I bought mine.  The Pikes Peak continues to be the lighter of the Multistrada versions.

2016 Multistrada Pikes Peak

Ducati gone Wild? Not for me, thanks.  I’ve taken my Multistrada on gravel roads, it actually does it very well.  I just don’t see the point of going off pavement on such a motorcycle.  I’m sure, and I hope there will have plenty of people buying the Multistrada Enduro, even it is only to take it on a Starbucks run.  Not a problem.  There may be a few who will really take it on gravel roads.  But I will be looking forward to seeing the very few who will be taking these bikes on real adventures.

No questions, Ducati is aiming squarely at KTM here, returning the favor delivered by KTM when it introduced its 1190 Adventure and then the 1290 Super Adventure.  Almost eight gallons of fuel… really? It’s a tanker, not unlike the BMW R1200GS Adventure and the KTM 1290 Super Adventure.  Who are these riders going for these beasts at these rarefied heights of the motorcycle adventure spectrum?  Apparently these large behemoths continue to sell well. Ducati’s version will be the lightest of the bunch, it seems.

Multistrada Enduro: besides journalists, and professional riders who else will ride it like this?

If Ducati had asked my opinion for which way to go wild, I would have pointed to the Hyperstrada instead of the Multistrada (or in addition to).  You see, for off pavement performance, I would favor the mid-range motorcycle.  The Hyperstrada could have been re-designed as a classier motard as I explained above, but it could also be offered as a true adventure machine with 21 inch front wheel, good suspension travel, it already has a good torquey motor, and it probably can be done under 500 lbs.

Ducati, we just learned, suffers from the same illness as other adventure motorcycle manufacturers, building or paying more attention to large adventure bikes that will never see a spec of dust. Well, the consumer continues to favor larger motorcycle at this higher end of the market.  Manufacturers know they sell those bikes.  Instead I’m after something different, a real adventure and enduro multi-cylinder motorcycle.

Last but not least, there is the Black side of things, the XDiavel.  I actually found that bike interesting. From all these new bikes, that’s the one I want to try first. It has some quirks in its design, such as a passenger seat with back rest (all bikes come with this seat and you install it if you want).   This is not a bike for a passenger, in my opinion, but it shows it can be done.  Another quirk is the Ducati Power Launch (DPL), for fast moving from a stop.  Ducati continues to offer the Diavel, but after learning about the X, the regular Diavel looks more out of place than it has ever been… And it has always been way out there.

X Diavel with Passenger

Overall, Ducati continues to grow by developing new models year after year, expanding its range of motorcycles and reaching out to a broader spectrum of riders.  2016 is the year when Ducati turns 90, it seems Ducati is in route to celebrate increased sales in this important anniversary.

What are your thoughts about the new Ducati motorcycles?

Frequent travel for work, then holiday vacation, and the Pacific Northwest winter weather all conspired to keep me away from my motorcycle shed in the last few months.  I like traveling and I like flying, so I will not complain about that part of my absence from here.  When you fly frequently enough you get a few passenger perks here and there and I’m still smiling from what was the ultimate, for me, flying perk which I got last week.  A complete surprise, an awesome service. Also important to note, you might say, during this time away from posting I acquired a new (to me) motorcycle.  Lastly, I did create a logo for this site.

Traveling the Columbia River Gorge in early January to see a motorcycle

VIP for 15 minutes

Flying out of Eugene you have to stop somewhere to change planes if your destination is anywhere outside a 2-hour flight distance from here.  Last week I was on a flight to Washington DC, which included a layover and change of planes in Denver.  I bought the ticket from United and did not pay much attention to it.  My bottom line was that it has a reasonable price with the earliest possible arrival in DC (flights going east typically leave Eugene at around 6am Pacific Standard Time to arrive on the east cost at about 4pm Eastern Standard Time with at least one connecting stop in between).

When the plane landed in Denver I checked my United app and realized I would only have about 18 minutes to walk between my arrival gate and the departure gate of my next flight, Denver to Baltimore’s BWI airport.  A hint here: when flying to DC, and you want to get good deals on tickets, select airport code WAS and it will search flights to the three main airports serving DC (DCA – National (yes, I still call it National), IAD – Dulles, and BWI – Baltimore.

Washington DC under a layer of snow

Of course, WAS will only work if you have the time and the disposition to take public transportation, as a cab or Uber ride from BWI, for example, might eat your lower price advantage quickly.  In my case, my final destination was Alexandria, Virginia, and between AMTRAK and Metro, it cost me $11.80 and about 1 hour and 1o minutes to go from BWI to my hotel at Kings St. in Alexandria, VA.

AMTRAK station at BWI airport: $7 and 40 minutes of comfortable travel (you can work while you travel as well) to Union Station in DC

I have this tendency of going on detours when telling a story… so going back to my lay over in Denver, as soon as I landed in Denver I realized my connecting flight would start boarding in less than 20 minutes from my plane’s arrival at the gate.  I was arriving at gate 88 and my flight to BWI departed from Gate 20, on the same United terminal but at opposite ends of Concourse B.  If you know the Denver airport, this means a good distance, maybe half a mile.  However, once you climb the stairs from the commuter planes area (where gate 88 is located), it is a straight shot on the wide terminal to the low numbers on the other side of Concourse B.  I was actually looking forward to the long walk, thinking about how much a power walk between these two gates would contribute to meeting my daily walk/jog/run goal on my Fitbit.  Thanks to left over upgrade points which were expiring at the end of January, so I had to use or I would lose them, I was flying first class, which meant I was one of the first passengers to exit the plane, which would help on getting to the other end of the terminal in time for my next flight.  It was all good and I was on a happy place, looking forward to the walk.

As I walked out of the plane and entered the jet bridge I immediately saw a well dressed lady, still wearing United uniform, but it did look a lot more upscale than the uniform of gate staff or flight attendants.  She was displaying to exiting passengers an I-pad and it had my name on it in big letters.  My first thought was that I had probably done something wrong considering I’m typically pushing boundaries on everything I do, so I’m usually on the look out f0r a possible contrary reaction.  Why in this world would my name be called out in the middle of my flight, right? I approached her and sheepishly, and probably showing a puzzled look on my face, I said “that’s me”.  She mentioned she was offering me a service United usually offers to top frequent flyers (I fly a lot but I’m not at that level), however, when they have idle time, she explained, they look for other frequent flyer passengers in need for these services.  And because I had a very tight connection between my flights, she continued, they were going to drive me to my connecting flight.

Denver Airport main Terminal – January 27th, 2016

She asked me if I had all my bags with me and then asked me to follow her downstairs, from the jet bridge to the tarmac where a Mercedes GL was waiting for me, lift gate open for my bag.  A driver greets me, extends his hand for a hand shake, offers assistance with my bags and opens the rear passenger door for me.

United’s Mercedes GL SUV at the Tarmac, Denver airport

They drove me to my connecting flight via the tarmac.  We had a quick chit chat on the way, they were very nice and very polite people.  They thanked me for my loyalty to United, I thanked them for this awesome service – it was a nice exchange of pleasantries.  I try to keep my loyalty to United since United offers the most options from Eugene and to the regions I fly the most to the Pacific Islands between Hawaii and Asia.  Having said that, I always select the least expensive tickets which offers the convenience I need to attend work meetings.  On this trip last week, for example, my return flight was on Alaska Airlines, as I had to fly via Seattle for a meeting in Olympia, WA on my way back home, and Alaska was the only airline offering a flight the way I needed to cover the tight timeline between meetings in opposite sides of the country.

United’s Mercedes GL in Denver, January 27th, 2015

I had seen these United Mercedez SUV’s on the tarmac at other airports before and I always wondered who were these very important people people using this service.  I thought they were some important dignitaries, actors who can not afford their own jet yet, some very special people.  Well, it turns out, some regular folks like me can also make use of this service.  I’m still smiling when I think about this service United offered to me last week.  I have a feeling this will never happen again, one time makes me happy enough, though.  Thank you United, and I will make sure I describe my satisfaction to it on my evaluation of the flight.  It certainly overshadows the sketchy treatment I received at the United Club in Honolulu, the week prior, when the United attendant at the Club desk made it very clear to me that she prefers to serve Club Members who pay $650 a year for their Club membership rather than the premier passengers on international flights who also have access to United’s lounges (by the time she mentioned the $650 Club members play I had already spent $5,000 on United flights since the beginning of the year).

A New (to me) Motorcycle

Going to the next subject for this post, I did mention another motorcycle, didn’t I?  I will have a full post on this new to me motorcycle I purchased in January (it might take a few weeks as I will be working on it soon).  It is a CB500X, practically new with a little over 300 miles on the clock when I bought it.  I think it was a good deal for the seller and buyer (those are the best deals, when both perceive it was a good purchase / selling experience, we both got what we needed or wanted).  The plan for this bike is to make it into a light adventure motorcycle using the Rally Raid Level 3 Kit which is made for this bike in the United Kingdom by a company, Rally Raid Parts, specialized in making improvements to motorcycles so these bikes perform better as adventure riding machines.  I already ordered the kit and should be soon receiving it and installing it on the bike.  The previous owner already installed Rally Raid parts on this bike, including the bash plate (includes with motor and oil pan protection), wider foot pegs, rear brake reservoir protection, and adjustable brake and clutch levers.  Not bad at all!

There’s something on the back of my truck!

I’ve taken this bike on short trips around the house and it is a lot of fun and sounds great with its Yoshimura slip on muffler.  The CB500X does not match the Tiger 800 XC in terms of power or long distance touring, of course, but it seems like it will do a good enough job on highways.  And with the Rally Raid Level 3 kit I’m sure it will do wonders on the dirt, especially on dirt roads requiring more accurate riding technique where I’ve been reluctant to ride the Tiger.  This bike will work perfectly for me when riding solo in the high desert, on back country rides on the neighboring states (something that has been in the works for a while and now this bike will open possibilities), because it is lighter and I’m counting on Honda’s reliability.  I will keep the Tiger 800 XC for longer trips.  Should I go to Alaska one day, the Tiger would be my choice if I still have it by that who knows when future time.

But there is something else about the CB500X.  I have a very good friend who lives in Florida.  We went to the same high school, same college, and we pursued similar graduate programs although in separate schools (I went to the Ohio State University he went to University of Georgia Athens).  At one point we both had Honda motorcycles (I had my XL250 and he had an XL350 – but if I remember correctly, he did have a 250 at some point).  Eventually he moved on to a Honda TransAlp and I bought the BMW Dakar 650.  Now he has an NC700X and I have the Tiger 800 XC as my adventure riding motorcycle. Similar trajectories.  Just a couple of months ago I got news he is fighting a terrible disease. I’m hoping he is responding to treatment, and I hope he will ride again.

He and I never rode together, I realized, but I think we talked about riding to South America together at one point (or I thought it was a great idea at some point).  Therefore I invited him to come ride here with me this coming Spring, Summer, or Fall, whenever he feels good about it. I do think this bike will be awesome for him, it is a lot of fun as much as it is also very easy to ride.  If he will be up for a ride, and I wish he will be in a path to recovery soon, this bike will be waiting for him. I sure hope riding in the high desert would bring some much needed endorphins for him and for me as well, as I love riding in eastern Oregon. I hope he will join me for a ride, even if it is a ride to the coast or around town to the local wineries.

A Logo for this Site

Lastly, I did create a logo for this site and printed it on a few T-shirts as an experiment.  I’ve been thinking about making video logs, not sure whether I’m up for that task or not.  If I do, I already have this draft of a logo.

I’d Rather be Riding logo and T-shirts

These are my updates for now.  Besides the CB500X post that will be coming in a few weeks (I hope to get the Rally Raid kit in the next few days) I have a few other posts in the making, one of them will require some research. So please stay tuned.  Thank you for reading!

It was only this last February in 2016 when I finally had a chance to ride the Multistrada DVT.  Launched in 2014 as a 2015 Model, the substantially revised Ducati Multistrada with its Desmodromic Variable Timing (DVT) motor is already a well known machine. Several reviews have already covered this bike in detail, I will not repeat that information here. Instead I’m going to describe my observations about what this bike represents to the motorcycle industry, especially the adventure segment.  I will summarize my thoughts whether this bike is still top of the heap in its own established sub-category of adventure bikes.  Of course, I will also describe my riding impressions of the DVT machine, and it will be from the perspective of the owner of a 2013 Multistrada Pikes Peak.

Multistrada DVT: Still top of the heap?

What the Ducati Multistrada represents to the motorcycle industry

When the Multistrada 1200 was launched in 2010, the notion of adventure motorcycles was just being consolidated as a category.  At that time, and still today, the BMW R1200GS was the lead of the category, number one in sales volume around the world, the yard stick to which others are measured, the icon of adventure riding. The success story of BMW has led other motorcycle manufacturers to bring large adventure motorcycles to market.  Today most every brand has a large adventure motorcycle in their line up.

The 2010 Ducati Multistrada 1200.

In 2010, perhaps we could call it the early years of large adventure motorcycles, the launch of the adventure-styled Multistrada with its superbike motor, four riding modes (urban, touring, sport and enduro), electronically adjusted suspension, and three engine maps (100HP, 150 HP low and 150 HP high) created quite the stir.  People didn’t quite know what to make of this very powerful yet versatile machine with enduro ergonomics.  Was Ducati after the BMW R1200GS market?  Well, it had an “enduro” riding mode, good suspension travel and certainly there was a demand for adventure motorcycles then, as there is now.  It was something different, though.

2016 Ducati Multistrada DVT

When we look at the large adventure motorcycle category today, only six years after its 2010 launch, we see plenty of options, with at least one new model being launched every year since that time.  When we compare 2010 to 2016 and see what patterns emerged from all the new large adventure motorcycles launched since 2010, the Multistrada clearly shows up as the leader of a new segment. The sport bike motor, the high level of electronics and riding aids, a glossy bike on an enduro platform have influenced many manufacturers which since have followed suit.  Including BMW and KTM.  Overall one can say two new segments within adventure motorcycles, which incidentally have already been observed and discussed by many, are now consolidated, especially when we consider the launch of two key new products in 2015.

Leaders of their own packs: The Multistrada and the GS

The S1000XR is one of these products, a clear attempt by BMW to cash in on what is now being called the sport touring category or some variation on the theme (in Italy they like to call it “cross-over”). I call it adventure-inspired sport touring motorcycles. What else, right? While the other new product, Ducati’s Multistrada Enduro, makes it clear the original Multistrada was, in fact, a road version of an adventure motorcycle, it was a new segment within the adventure motorcycle segment. The Multistrada Enduro is clearly eyeing the R1200GS market, a more dirt oriented machine, if you dare. While the S1000XR goes after the Multistrada market, the adventure-inspired sport touring market, with an emphasis on the sport side of it.

Yes, I know, and I haven’t forgotten, other manufacturers have already been sorting themselves out on this branching field. Aprilia has its Caponord in a “regular” and a Rally version, Moto Guzzi has several years of its NTX version of the Stelvio.  KTM launched its 1200 Adventure line in two models, one a bit more road oriented than the other, although both can be placed  more towards the real adventure side of this equation. Of course, BMW has been offering the GS in Adventure and in regular trim, and the regular trim can be bought with alloy or spoke wheels.  There are plenty of other examples to mention.

2016 Ducati Multistrada DVT

The important point here is that not unlike what the BMW R1200GS has done to the industry, the Ducati Multistrada has established itself as a product leader within this segment. In fact, it has created its own segment.  You call it what makes most sense to you.  As mentioned before, I currently call it the adventure-styled sport touring segment.  They are bikes built around superbike motors with an adventure flavor with their enduro ergonomics, reasonable suspension travel, as ready for the long haul as they are for spirited canyon riding or track days.  These are enduring descriptors, not unlike what people used in 2010 to describe the 1200 Multistrada at is launch.  The question is: does the 2016 variant of the Multistrada still deliver the goods in this increasingly competitive market?

It still has a beak: angrier bird!

Top of the Heap

With leadership comes responsibility.  At some point in the early 2000’s I traveled to Oakland, California for a professional development training on “Scenario Planning” offered by Global Business Network.  I was the low profile guy sitting side by side with executives from giants such as Coca-Cola and Procter and Gamble.  As part of the Scenario Planning activities I learned from these executives, the biggest fear of their organizations was to one day no longer be number one in their industry.

2016 Ducati Multistrada DVT – a handsome machine.

Ducati must feel the same about the Multistrada.  The Multistrada has been its best seller product until the Scrambler came along.  It remains a strong seller in its segment, despite its getting crowded.  I can only assume Ducati has been working hard to keep itself on top of the sales sheet for the Multistrada. Or at least keep a strong presence and maintain the Multistrada status as the yard stick against which others measure their products.

The specific case of the BMW S1000XR comes to attention, because when BMW enters a market, you pay attention.  Arguably perhaps, I see it as the most direct competitor Ducati has ever had for the Multistrada, despite Aprilia’s Caponord being much more of a fac-simile to the Multistrada.  Aprilia products do not show the sales volume BMW products do.  It seems to me there was no question Ducati knew what was coming and got ready for it in two fronts. The DVT bike is the third generation of the Multistrada 1200 in six years of production, now seven years.  That’s quite a quick evolution process, clearly denoting the need to stay fresh, incorporate the newest technology, stay ahead of the game.  In its Multistrada Enduro version, Ducati opens a second front of attack, but that is not the bike we are depicting here.

BMW S1000 XR and the Multistrada DVT

I had a chance to ride the BMW S1000XR and learned from that experience that it is clearly a top notch product.  It has more actual horse power than the Ducati, a nicer and smoother gear box, quick-shifter assist, and it perhaps shows a greater appeal to a younger crowd especially the four-inline motor lovers.  Is it enough, though, to take the top post away from the Multistrada? Several comparisons have been made by journalists pitching these bikes against each other.  The results have been consistent, with most of them pointing their preference to the BMW.  I can see their point. Until touring comes to mind, that is.

The Ducati still has a motor with longer legs for touring.  The twin motor revs effortless at higher speeds, it seems it is relaxed at cruising speeds, and it is always ready for more, if you so want.  And the DVT makes that an even greater experience by making it work smoothly. On my Multistrada, 500-mile days are easy days. With the DVT, I project this is an even better experience.

The revised seat height, which is lower than the previous Multistrada, and I believe is lower than the S1000XR, will make this bike available to people who may have felt Mjltistradas were too tall for them.  The DVT motor offers more throttle stability for low speed riding while offering an unparalleled V-twin rush of power past 6,000 RPM.  And the throttle by wire of the Ducati seems a lot more direct, it resembles more of a traditional cable-operated throttle than the BMW’s toned down (even on dynamic mode) twist-to-power ratio.  Well, some people may prefer the tamer throttle actuation BMW offers in its S1000XR. Not my case, I’m a sucker for instant but manageable power delivery. The Ducati Multistrada, both in DVT and pre=DVT versions does it very well, in my opinion, at its highest performance engine map.

2016 Ducati Multistrada DVT

The one area the BMW notably lacks is the touring capability.  Not that it can’t do it, just that its motor seems to always be over-exerting itself (it is not overexerting itself, obviously, it is just how its 4-inline motors behave), and most people complain about a buzzing vibration at the handlebars which kicks in exactly at cruising speeds (between 5 and 6 K RPM).  I did experience the vibration when I rode it and although it didn’t bother me on spirited riding and just tooling around town, I can imagine how much of a problem it could be on long average speed journeys.  When riding fast on mountain roads the BMW shows its edge by offering more gear options (more gears are the “right” gear for each circumstance), better riding aids (shift assist), and overall more of a sport bike feel.

Overall, though, the Multistrada remains a more complete motorcycle, it remains top of the heap in my opinion. I have a feeling this is not the conventional wisdom about this bike, unless longer journeys are in the planning, when the Multistrada edges the S1000XR.  It makes, in my opinion, the Multistrada DVT a more complete package considering urban, canyon carving, and touring riding options.

Having said that, we need to keep things in perspective here. We are talking here about two motorcycles that are clearly above the rest of offerings in this field.  One can’t go wrong going either way.

How does it compare to my 2013 Pikes Peak?

The Multistrada DVT is better than my 2013 Pikes Peak in all aspects.  It is more powerful (160 HP compared to 150, 100 ft-lb of torque compared to 90), it has better technology (Bosch’s latest ABS product, the so called “cornering” ABS), the motor is smoother, suspension has been improved (Skyhook “Evo”), seat height is lower (better reach to ground), it sounds better, it has color TFT dash, cornering lights, better fuel consumption, more intuitive navigation of menus for riding options.  Did I miss anything?

Revised information display. More information, more intuitive navigation of menus. Base model depicted (monochrome display – other versions have a color TFT display)

Turning the motor on you immediately notice the lower pitched growl of the motor. Releasing the clutch and it is smoother than my 2013.  I started it on touring mode and as soon as I got to the country roads I got a taste about how it behaves on the upper range of the RPM.  On touring mode you clearly notice a flat spot on the RPM band, from about 4,000 to 6,000 RPM.  But once you hit the 6K mark, if you keep on the throttle you will experience a rush of power that has been unequaled on my riding experience.  What an awesome sensation.  It sounds great and it delivers instant response to throttle input.

Soon I was changing to Sport mode, which by the way is now much easier to execute while on the move with better menu navigation.  On sport mode the 4-6K flat portion of the torque curve is less noticeable, diminishing a bit the impact you experience once you hit the 6K RPM.  But the greater power delivery of sport mode is there. The engine is smoother under heavy acceleration when compared to my 2013 model.  You clearly perceive the overall greater power delivery of the DVT motor. It is a new motorcycle.

Most salient update: The Testastretta Ducati Variable Timing (DVT) motor

The bike I tested was the standard version, with no Skyhook suspension (it comes with fully adjustable Marzochi/Sachs mechanical forks/shock front to back respectively).  And the dashboard was not the color TFT version.  Other than that, it is the same bike with cornering ABS, DVT and all the fun bits that comes with the revised motor.  The suspension was a bit on the soft side and I noticed front dive under braking.  Suspension adjustments could probably take care of its softness and perhaps some of the brake dive.  I would definitely  the S version, though.

Further on the list of improvements, the windscreen is taller and wider than the previous models. It has the same easy to operate adjustment – you can move it up or down while in motion.

Taller, wider adjustable windscreen

The DVT bikes have two height adjustments for the seat.  The bike I tested had the seat positioned on the highest level and I still had a better reach to the ground than what I have on my Multistrada.  The bike looks better as well, more upscale, although this is obviously subjective.

Seat can be adjusted to two positions- shown on high setting (check the trim under the seat)

So here comes the question you might be wondering: will I update my 2013 Pikes Peak with a DVT? There is no question this bike is better than my 2013 Pikes Peak.  Having said that, my 2013 is practically still new to me.  I still like its performance, I still like its look, and I’m happy with its reliability.  Furthermore, the new Pikes Peak, comes with Ohlins forks and a rear TTX shock. It is a great option, but I’m not sure I’m ready to go back to mechanical suspension after enjoying the Skyhook.  Second, the new Pikes Peak does not come with the lighter weight, forged Marchesini wheels I have on my 2013 Pikes Peak.  Even if the new Pikes Peak was a straight improvement across all options, I still would keep my 2013 for now.

Eventually the time will come for me to upgrade the Pikes Peak.  When that time comes the DVT Multistrada, in Pikes Peak form if available, will certainly be on top of my very short list.

2016 Pikes Peak DVT. Looks great, love the short carbon fiber vented screen

If you are in west/central Oregon stop by the European Motorcycles of Western Oregon and talk with Mickey to organize a test ride of this great motorcycle.  You don’t want to miss this opportunity!  Last time I checked they had a few Multistradas on the floor (Pikes Peak, Red S Touring, White S Touring, and the base Touring model I tested).

Thank you for reading… and hang on to your wallet if you take this bike for a test ride or this bike may follow you home. You’ve been warned.

I enjoyed seeing so many unique motorcycles, or should I call them creations, last year at the One Moto Show, so I went back this year for more.  And I was not disappointed.  The One Moto show continues to be the place to go to see motorcycle art, get inspired for your own projects, marvel at other people’s creativity.

One Moto Sow – Portland 2016 – Same building as last year

Right by the entrance door I was surprised to find this beauty.  A pre-production, 2017 BMW R nineT Scrambler.  According to BMW Motorrad news, this bike should be out at the dealers by Q3 2016 as a 2017 model.  I will have a separate post just for this bike, with more photos and more information… just because this bike deserves it.

Pre-production 2017 BMW R nineT Scrambler.

BMW was again the marque of the show with some interesting creations, like the K bike below.

Or this R nineT modified to look like the original R 90 S in its sunburst orange version and dressed with some good Roland Sands Designs pieces.

Another view of this beauty.

And then you could find the most outrageous creations, just like last year.  Check this turbo-charged 1982 Harley Davidson beast.  By the way, notice the crowds, I could see see some beards and some flannel shirts, but less of them together.  I suppose we are past the peak of the flannel and bearded hipster movement.

Another view of this turbo creation.

There were a few flat trackers on display.  Flat trackers, together with scramblers, are my favorite motorcycles. in terms of looks.  Hence my preference to Scrambler Ducati in its Full Throttle version.

This one below is probably not the most functional design, but what beautiful lines.  I like the covered forks with a wide tube, covering the lower triple clamp and tapering to the top. And what about the shape of the very short handlebars? It is art for the sake of art, I believe.  Until someone tells me it rides very nicely as well.

This Honda reminded me of my 250XL. At least the tank, the front fender, the red color, and the yellow and white Honda wings logo matched my humble and never forgotten 250.

What about a 1965 Ducati 250 from before the L-twin motors.

Motorcycles having this old building as a backdrop, a perfect match.

Whatever this building was, this new temporary use seems perfect.

Good crowds too.  I arrived Saturday, at about 11am, and got in right away – no lines.  By the time I left, about an hour later or so, there was a line going around the block.

Great sense of humor on this for sale sign.

I thought last year they had more motorcycles, more exhibits, but it could only be my impression.  I’m looking forward to being to the One Moto show again next year.

The next post will be about the BMW R nineT Scrambler. My next bike? Stay tuned.