I've owned this bike from new for just over a year now and ride 3-5 days a week. My riding activities include commuting, weekend twisties, and occasional off-road camping.
What is the BMW F750GS good at?
Being a versatile bike, the F750GS performs well in various riding scenarios. It excels as a city and commuting bike due to its ease of operation, safety features, and excellent visibility. Like most BMWs, it offers impressive fuel economy—I usually average about 5.8 liters per 100 kilometers in suburbia and 5 liters per 100 kilometers outside. With a lighter touch on the throttle, even better figures could be achieved.
Equally good as a touring bike, the F750GS offers great comfort for two riders, ample luggage options, and impressive fuel economy. However, it may be let down by a lack of wind protection.
Surprisingly, it excels as a canyon carver, thriving in tight turns and switchbacks. While its ground clearance isn't remarkable, pushing it hard is necessary to touch down. It's a lot of fun in the twisties, and it outperforms the F850GS in this type of riding due to its lower suspension and smaller front wheel. The bike's balance is truly superb, and entering a corner feels effortless. Unlike the previous generation F700/F800, this engine is exhilarating. It sounds great, feels great, and accelerates like a firecracker.
Regarding off-road capabilities, it's worth noting that no BMW is truly a dedicated off-road bike. However, the F750GS can handle decent trails, especially compared to the F850GS with its taller suspension and off-road focus. I've personally taken the F750GS on dirt roads, fire trails, and dedicated 4WD tracks and had a blast. However, I wouldn't push it further, as it's not the ideal tool for demanding off-road terrain and is too expensive to risk damaging against rocks.
It's important to acknowledge that the F750GS would obviously be lacking on a racetrack and in heavy off-road conditions. However, for anything in between, it performs just fine.
Performance:
In terms of performance, the 77 HP output may appear modest on paper, but the bike's low-end torque delivers ample power for road riding. Certain modifications, such as installing an Akrapovic titanium pipe and a K&N air filter, can enhance the bike's performance, sound, and low-end torque. It's important to note that the engine hardware of both the F750GS and F850GS is identical, with the 750 version being detuned through software.
There are a few shops that offer ECU tunes for this bike, allowing you to unleash the same power as the F850GS from the F750GS. Initially, I thought about getting this modification right away, but to be honest, the bike is already quick enough for my needs, and I don't have any intentions of taking it to a racetrack.
Rubbatech tank pad for the 750gs, a great addition that looks like it belongs there from the factory.
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Dislikes and minor gripes.
BMW has done an excellent job with this bike, striking a balance between sophistication and raw fun. Any criticisms I have are minor and definitely not dealbreakers.
The gearbox generally performs well, but occasionally it can feel a bit notchy. First gear, in particular, often engages with a clunk, comparable only to my Harley Low Rider.
The quick shifter isn't as smooth as some others I've tried and can be a bit tricky to use effectively.
As for the buttons and TFT screen, while I still consider this combination to be the best in the industry, there is a slight lag. When you press a button, there can be a noticeable delay. However, you can queue up multiple clicks, and there are also shortcuts available through long presses. If it were a bit faster, it would be perfect.
Screen
From my observations, motorcycle screens are always a challenging aspect to get right. Honestly, I haven't ridden a bike with a screen that completely satisfied all my requirements. The stock screen on the F750GS is small and doesn't provide much benefit. Therefore, I took matters into my own hands and replaced it with the screen from the F850GS. While it does give the bike a more substantial appearance, it didn't make a significant difference in terms of wind protection, to be honest.
That being said, I have seen people mount oversized screens on these bikes, which in my opinion, look ridiculous. So I suppose you can choose to have it either way. Personally, I've been riding naked bikes for so long that I've become accustomed to the feeling of being hit by clean air.
Issues:
Very few issues. In the early stages, approximately two weeks after purchasing the F750GS, I encountered some electrical problems. The TFT dash stopped responding to button inputs and developed a flickering issue. However, after turning off the bike for an hour, the problem vanished and never reappeared.
I also experienced another issue with the bike, which was a weak idle immediately after starting. The revs would drop, and the engine would stall. This problem was directly linked to a batch of bad fuel, but it was easily resolved by draining the tank and refilling it with fresh fuel. In terms of fuel, the BMW technician informed me that the bike is tuned for 95 octane fuel, so there is no need to spend extra money on 98 octane. Interestingly, I was also told that 95 octane fuel in Sydney, Australia, is more consistent than 98 octane fuel.
Overall verdict 8/10
In conclusion, the BMW F750GS is a superb motorcycle, characterized by its high-quality construction and advanced technology, enabling it to excel in various riding situations. It strikes a fantastic balance between enjoyable riding dynamics, nimbleness, comfort, and an impressive sound, making it a versatile bike that can be appreciated in multiple scenarios.
Unlike many other bikes I've owned, which were limited to specific riding scenarios, the F750GS truly shines across different terrains and environments. Whether it's commuting, twisty roads, or off-road adventures, this bike performs exceptionally well and delivers an enjoyable riding experience wherever you take it.
The Harley Davidson XR series was a short-lived and intriguing line of motorcycles that piqued the interest of many due to its rarity and departure from the traditional Harley image.
Admittedly initially it was with repulsion, which in time turned to curiosity, then fascination. For me, it was not 'love at first sight'.
One guy described the overall aesthetic as a bike that 'looks ugly from all angles. I'd agree it's a bit of an oddball but absolutely not ugly from all angles. It also depends whether we're talking about the first or second series - the latter with the blacked-out engine and denim paint option which to my eyes worked far better especially in black as it pulled it all together.
The early models of the Harley Davidson XR series, with their silver powder-coated engines, had a somewhat unconventional appearance that some compared to a DIY project using refrigerator parts. However, it is noted that these bikes had a more appealing visual appeal in person rather than in photographs, suggesting that they possessed a certain charm that may not have translated well through images.
Yes, and no.
Although the XR engine is derived from the Sportster, it undergoes significant modifications in terms of internals, intake, cooling, and overall performance. These enhancements make the XR a distinct and powerful machine. Many custom builders strive to achieve the level of performance offered by the XR, but only a few succeed.
Initially introduced for the European market, Harley Davidson aimed to tap into the growing sportbike segment, which was gaining popularity at the time. However, the XR faced challenges as it was considered heavy and underpowered compared to Japanese and Italian sportbikes. Consequently, it didn't sell well initially. Interestingly, the XR series gained more popularity after Harley Davidson ceased its production, a common phenomenon where discontinued models tend to garner increased interest.
The XR1200X Model
The XR1200X model was released in 2010 and introduced several notable styling changes and suspension upgrades. The most visually striking feature was the blacked-out engine, which added a sense of style and coherence to the overall appearance of the bike. These enhancements, along with the improved front and rear suspension, contributed to the X model's appeal and made it stand out from its predecessors.
Handling the XR1200X
The XR motorcycle is often considered the sportiest Harley ever made, designed with a focus on handling. It offers impressive clearance, making it difficult to scrape anything while riding. However, it requires some adjustment when leaning into corners. Achieving smooth cornering requires a combination of counter-steering, shifting weight on the pegs and seat, and maintaining focus and effort. Similar to a strong relationship, it demands concentration and active participation. Failing to stay attentive can result in finding oneself unexpectedly further to the outside of a corner than anticipated.
The ergonomics of the XR motorcycle are somewhat unconventional, despite its sporty nature. Compared to a regular mid-mount Sportster, it is taller, with the handlebars positioned slightly forward and the footpegs moved back. Additionally, it features firm shocks and a hard seat.
Having ridden the bike for approximately 3,500 kilometers over four weeks, the rider is still adjusting to its unique ergonomics. At times, it may feel a bit awkward, but overall, it is a rewarding experience.
The suspension of the XR is clearly designed for sporty performance, resulting in a stiff setup. Both the front fork and rear shocks are fully adjustable with options for preload, compression, and rebound—a feature not commonly seen on Harley motorcycles, especially considering that this model is now a decade old.
It's important to set up the suspension according to one's typical riding conditions. A race track configuration may not fare well on bumpier backroads, and vice versa, as the appropriate adjustments are necessary for optimal performance and comfort.
A case in point, our particular bike seemed like it was set up for Laguna Seca circuit, which meant that on the street it was like riding a plank of wood down concrete stairs — easily remedied by easing the dampening settings. Dialled in, it provided a good measure of compliance over bumps but still the firmness and control you'd expect of a 'Sporty' motorcycle.
Who's it for
People who want a Sportier Harley, Fans of Sportsters who want more oomph.
Overall thoughts
The XR motorcycle, considering its vintage nature, is described as a raw and aggressive machine that may not appeal to those who prefer smooth inline four-cylinder motorcycles. It is characterized as a "moto-bush-pig" that shakes, grunts, and snorts, exhibiting a rough and visceral personality. The bike tends to generate a significant amount of heat and lacks subtlety, likened to an angry bull in a porcelain shop. Riding for extended periods can be physically demanding due to the vibrations and noise. Additionally, the wind blast can add to the overall challenging experience. The XR is noted to exhibit grumpiness both in cold and hot conditions, particularly at low RPMs.
The ergonomics of the stock seat will have you begging for mercy within two hours, and you might want to get some fireproof jeans for your right leg as the exhaust doubles as a chicken rotisserie. The XR is an angry bronze-age tractor that's as heavy as a small car with go-fast bits on it.
That said, it's easily one of the most fun machines I've had the pleasure of riding — a visceral experience to the core that will have you buzzing hours after dismounting. Its eccentricities make you want to know it more and ride more. Cracking open the throttle feeling it surge at 4,000rpm to its redline of 7,000 and you're onboard a P52 mustang fighter plane in a dive. It sounds proper sublime and simultaneously unmerciful.
The sound and presence of the XR are the highlights for me. In the end, I think it's more of a muscle bike than a sports bike, much like the Mustangs and Chargers of the old Days — more grunt and engine sound than outright performance. Of all bikes I've owned, this one gets the most attention (if that's important to you).
It's a menacing and unique bike that any enthusiast or collector should start taking seriously before they are all gone.
It's a polarising machine which you'll likely love or hate. Or perhaps like me, grow to love it over time.
Specifics of the bike we're writing about:
Stage 1:
Bullet-proof, low maintenance, excellent low-end torque, efficient and decent power output. Arguably the only thing the previous-gen engine was lacking in was excitement.
It did the job but in its various tunes, sounded like a Hoover vacuum cleaner, or a motor in a wooden box - depending on the given silencing system. In short, reliable but boring. Don't get me wrong I have a soft spot for the older f800 and (at the time of writing, still have an f800st in the garage).
The new 850 GS engine has a redefined character and provides loads more zing. Not just in sheer numbers on paper but as an experience. While the power didn't come on quite so low as on the old unit, once it did (which was around 4,000rpm, it pulled hard all the way to the redline without losing puff.
The character of new f850 is significantly racier, which also meant you had to take a bit more care to keep it in the revs. As opposed to the old engine you could lug around in almost any gear at any rpm.
The new 2-cylinder in-line engine has two counterbalance shafts and a changed firing order interval for a smoother ride. It also sounds excellent, even with the standard silencer. Not loud, but it has a sweet vibe and thrum when getting on the gas. To the ears, it's a little bit 'Ducati', but smoother - not quite so raw. Whatever it sounds like, one thing is for sure, it's bucketloads more fun than the old f800.
Much like anything GS, the looks are utility-based, combined with a good deal of ostentatious technology. The aesthetics are thoroughly modern and rugged but hardly beautiful like a Panigale or perhaps a BMW R nine T, but that's not what the GS is about nevertheless. Robust, handsome, modern.
Given I didn't notice the regular gear change, it must be good as it just worked.
The quick-shifter is a bit stubborn, typical of units connected to twin-cylinder bikes. Perhaps it will soften up with a few more miles in the saddle. Still a lot of fun. I think with more practice and correct technique, it would be fine. Felt quite similar to the quick-shifting gizmo on the liquid-cooled r1200r, which could also be a little bit abrupt if you didn't get it quite right. For most twin-mounted quick shifts its essential to be quite deliberate, not hesitate and be swift about it. Obviously (not to some) it won't work well if you are not accelerating adequately, or decelerating with ample revs and throttle rolled off.
It appears that quick-shifters on 4-pot engines are easier to get right.
Being half dirt focussed with the 21-inch front tyre and soft-ish suspension you would expect the f850 to be outstanding in the bends. Surprisingly enough, it's quite good and confidence-inspiring for a good flogging in the twisties. The non-adjustable forks do dive quite a bit on hard braking but lean the 850gs over in a curve, and it's very stable. The mid-corner soft suspension wallow didn't materialise.
The electronic suspension adjustment adjusts only the rear shock although it works pretty well. With Dynamic and Road setting the options are discernible with the road setting eating up anything, you run over without feeling overly mushy. The 'dynamic mode provides a bit more support for faster riding, 'although not outright sports-stiff.
Overall the bike feels very light and flickable, hiding its considerable weight remarkably. Supremely controllable and agile despite the off-roadish setup.
Dash & Controls
By far, the best TFT Dash I've seen on a motorcycle. It's not pretty in the traditional sense of gauges and needles, but most of the other TFT displays are terrible. Ducati I'm talking about you, same with Yamaha, and most other I won't go on to name. Funny enough, this is an area which even car companies can't get right. User Interface design, it seems, the Achilles heel of any auto TFT attempt. Only the Germans seem to get this stuff right. Mercedes, Audi, VW, BMW fine. Japan and Korea, not so much. Despite making excellent cars.
I didn't have time to fiddle with all the settings but believe me; there are numerous. Despite the myriad of options, it's all very intuitive, even if like me, you've never used it before. This Dash, menu and interface is very likely the benchmark at the moment.
Fuel efficiency:
While I didn't have the opportunity for a long ride, I could tell this machine will go a long way on one tank. I was riding the pants off it, and it was still showing a 4.9l average, which is very impressive in my book. Punters were already moaning that the tank is too small, but I predict a pretty good range on this machine.
Off-road:
Regrettably, I didn't do any off-road on the 850gs on this occasion. Being a short ride and a demo bike, there just wasn't an opportunity. I'd did, however, stand up on the pegs which were in a great position and provided a broad pedal platform for an enduro stance. Very easy to stand and ride.
Overall pros:
- cracking engine, much more exciting than the previous-gen
- looks awesome, sounds awesome
- Super comfortable ride. Great suspension.
- more gizmos that you know what to do with
- controls very easy to use, well laid out, best in class.
What's not to like:
Some of this may be knit-picking but as good as bikes are today, every model needs higher standards than the past - and has a lot of competition.
Its been a long between complete f series updates, but it's been well worth the wait. The new BMW f850 gs is an outstanding all-rounder which is a hoot to fling around the bend and no doubt equally down a dirt road. For those who are familiar with the f700/ f800 gs, this bike will seem similar, just better in pretty much all departments.
Fit and finish also have vastly improved. Where the earlier models came across a bit cheap in some areas, the 850gs looks and feel premium all over like its bigger boxer-lugging brother. It seems the midweight GS has come of age, where it's no longer a stepping stone that is missing the excellent kit.
If I had to have only one bike, this could be it. People may say the GS1200, but I've always been an enthusiast of midweight motorcycles when it comes to usefulness.
The world of adventure bikes has exploded in the last few years and the company that pretty much started the segment wants to remain top-dog. The f700-800 series was always an essential line for BMW, making up a considerable chunk of sales, and these bikes are the foundation of a long list of models to come. BMW couldn't afford to stuff this up. Fortunately, they haven't.
The bikes look thoroughly modern and have shed any remnants of goofiness. The BMW 750gs presents adequately grown up and probably for the first time a bike you would choose, rather than just settle for.
Looking now a bit more like a fighter plane donning sharp angle and a right combination of textures and finishes. While the 850 is impressive, it seems more dirt specific, so the 750 looks right for the road and urban environment.
Arguably the star of the show, the all-new parallel twin engine is the beating heart of the new BMW f750 gs. As the bike is all new from top to bottom, it's hard to isolate differences from the prior model.
On paper, the numbers look lack-lustre, and one may wonder why build an all-new engine if it offers no real improvement. Let me put that idea to rest: It was worth it. This new mill provides a level of performance, elasticity and excitement that far exceeds the old one.
The new BMW f750 gs / 850 gs engine are mechanically identical units, just the f750 runs a different map with lower peak output and shifted torque curves. Riding both almost back there is no stark difference in power on the road.
They both feel very swift indeed. Even from modest output numbers, BMW how somehow managed to enable most of that power in the right spots. That must explain why the bike feels way more powerful than the numbers would suggest.
Even more importantly, this new engine is a barrel of laughs - literally. On one on my first rides through a series of bends, I caught myself giggling like a schoolboy as the f750 gs would slingshot me from corner to corner. The punchy engine and amazing handling will have plenty of people grinning from ear to ear.
I was blown away with the 750's handling in corners. The initial-in, and the way it just stays there like it's on rails. No doubt the result of the all-new chassis and steering damper. Transitions are dead easy.
I Haven't been that impressed with a motorcycle's handling for some time. I'd go as far as saying it's one of my all-time most comfortable bikes to put through sharp corners. It would be a piece of cake to embarrass an unsuspecting once-a-month weekend supersport racer. Keep in mind I'm talking about road-going corner speeds of 60-120kms.
I tried the 750 on light dirt trails. The enduro ride mode lets you slide the rear while retaining front ABS. With a road bias and limited travel, I wouldn't be venturing to your favourite motocross trails, but in skilled hands, I think the f 750 gs would take you quite far.
VS the 850, the 750 is obviously the road-focussed version and feels a bit more planted on the road being lower and using 19-inch wheels front and back up with stiffer suspension. The f 750 gs isn't merely a matter of being inferior off-road to the 850. The 750 gs is a better bike on the road, mainly through corners - it's quite astonishing actually.
Excellent LED lights, with bright running light, main beam and hi beam. Easily the best lights I’ve used on a motorbike. And the daytime running lights manage to look very BMW while also looking sharp.
Brakes, typically Brembo excellent, though not the sharpest I’ve used. That could be down to simply not being run-in yet.
Bordering on obscene - there is so much technology on this bike I'd need a week to read all the manuals. The bike I was testing was a burger-with-the-lot.
In BMW-speak this means:
Not much really. There really is no major flaw I could point out, but a few niggles if we're being pedantic:
This mid-size BM is not a cheap bike, especially if you tick a few option boxes.
On paper, you'll find many bikes with as good or better power figures, however, that doesn't tell the whole story.
While you could consider the base models without the fancy gear, they would need to be special order. Most bikes ordered for BMW tend to be fully optioned - or close to it. You can opt for the poverty pack version which starts at around 14k which is pretty impressive considering you still get the important stuff like the frame, engine minus the extra toppings.
If you're a frugal person the basic bike would be more than fine. Problem is, after years of riding BMWs with-the-lot, it's hard to go back to low-spec bikes.
On this sort of bike, the bells and whistles make sense. If you want a purist throwback machine, buy a R nine T. On this midsize GS which already looks proper modern, the technology fits in really nicely.
While you can argue that you can easily do without, I love the dynamic suspension, TFT, quick-shifter, riding modes... and believe it, or not I do use them all on a daily basis because they made it so easy to use.
So, BMW has made a bike that can be had in basic form for a very reasonable price and a fully loaded version for a lot more.
At the end of the day, I was left with a lot of admiration for the BMW f 750 gs. I didn’t expect it to be so swift and entertaining. F series BMWs in the past to me were a synonym for “useful, reliable and boring”.
Not any more- fun is back at the top of the menu. Also worth a mention is that while it feels super nimble and light to ride, the bike feels substantial.
Once in a while a model comes along that delivers something special and surprises - the BMW F750 GS is exactly that.
I was so smitten by this mid-weight beemer I ordered one.
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Going by all the negative talk about the Sportster, we didn't expect to be overly impressed.
Most bikes look better in person, but that especially holds true for Harleys. If you're not into all that chrome and shiny gear, you might as well stay home.
The folks at Blacktown Harley rolled the Sportster outside and fired them up.
This particular pair hadn't been fitted with the screaming eagle gear yet, so the sound coming out of the pipes was still a legal and pleasant Harley burble. Upon closer inspection, you can immediately tell that the team has put in extra effort to ensure every fitting looks fantastic. There are no rough edges, and the overall build quality is excellent.
When riding the Harley Davidson 883, the first thing that always catches our attention is the seating position. It's not quite cruiser-like or sporty in the modern sense. It feels a bit strange initially, but after a while, you really get used to it, and it turns out to be an excellent setup for maneuvering the bike into corners. On the other hand, the 1200c has the classic "easy rider" layout, which looks cool and is great for cruising on the highway. The 1200c also offers decent ground clearance and handles bends with stability. However, the forward foot controls make tighter turns a bit more challenging compared to the 883. It ultimately depends on your preference and whether you'll be doing more cruising or aggressive cornering.
Having said that, we were all pleasantly surprised by how well both Sportsters held their line in corners. It was a real revelation.
One of the significant updates we were eager for was the engine of the Harley Davidson 883. The last time we tried one (before the rubber mount), we weren't too thrilled with it. It suffered from vibrations, harsh engine noise, and lackluster performance.
We are thrilled to report that the 2004 XL883 shows a noticeable difference and lives up to the hype surrounding the Sportster lineup. The rubber-mounted engine has significantly smoothed things out while delivering great usable power. Although there will always be people looking to extract more power from the beast, even in its current form, the 883 is a joy to ride. Besides its power, the 883 feels smooth, torquey, and serves as an excellent base model for customization.
With the significant changes to other components of the bike, the previous evolution engine required some work to bring it up to speed. While the 45-degree V-twin setup and bore and stroke remain unchanged, the cylinder heads on both the 883 and 1200 have been redesigned. The internal components are lighter and stronger, and a new oil cooling system has significantly reduced engine heat.
The XL1200 has undergone more changes, including performance cams, high-flow heads, and an increased redline from 5500rpm to 6000rpm. All of these updates result in approximately a 15% increase in power compared to the 2003 models, giving it 70 hp and 79 ft. lbs. of torque. The Harley Davidson 883 hasn't received the same level of enhancements, but it still delivers a healthy 53 hp and 51 ft. lbs. of torque, which is a moderate increase from the 2003 models.
The Sportsters have also undergone significant changes in the way they deliver power. A new timing system, air cleaner, exhaust, and the use of quality engineered components have made the Sportster even better. The engines now run much smoother, and the power delivery is more responsive, coming on earlier and lasting longer.
Power was never really an issue on the 1200c, and it's especially true for the 2004 model. This 1200 Sporty custom pulls like a freight train, with abundant torque in any gear. Speaking of gears, it almost feels like it has seven and a half gears. Several times we thought we had reached top cruising gear, only to discover there were still two more to go. The 5th gear doesn't become truly useful until around 120 km/h. This bike is built for cruising on big open roads (which could use a higher speed limit). When giving the throttle a good twist, we actually had to hold on tight—you might risk losing a passenger at this stage (more on that later).
Due to its larger displacement, the vibrations are slightly more noticeable on the 1200c, but they are never really bothersome, except for the buzzing mirrors. Who wants a Harley that doesn't buzz a little bit? It just wouldn't feel right, and it wouldn't be from Milwaukee. Occasionally, at low revs, the bigger twin may exhibit some chugging, but it's a rare occurrence.
Firmness is something you'll notice as soon as you swing a leg over either of these bikes. The seat feels like a rock when you first sit on it, but somehow it seems to soften or numb over time. We only experienced discomfort after riding for more than 6 hours, which would likely leave your butt aching on most bikes anyway.
The seats are well contoured for a stable and sporty ride, with a ridge at the back to prevent you from sliding off during quick take-offs. We found the seat ridge particularly useful, especially on the 1200c due to its power and seating position. To be fair, most buyers aren't looking to cross the country on a Sportster anyway.
The Harley Davidson 883 was designed as a single-seater, and the same can be said for the 1200c. If you manage to convince someone to ride with you, they won't be eager to do it again. The seat may look cool, but that's about it. Our test passenger had this to say.
Traveling on a Harley Davidson is a dream for many motorcycle riders at some point in their riding careers. The power, the engine's roar, and the reputation of a Harley seem to communicate something that only those who are willing to listen can understand.
For those who don't have the fortune of owning one, there's always the option of being a passenger, which is an honor in itself. However, before becoming a pillion on an XL 1200 C, there are a few things to consider.
Firstly, the 1200 C is a powerful motorcycle, and if the rider decides to accelerate aggressively, you better have a firm grip, or else you might become a temporary speed bump for the vehicle behind you. While the horsepower numbers may seem modest on paper, the XL 1200 packs plenty of low-end torque.
The passenger seat on this model is very short. Unless you have a small backside, sitting on the rear mudguard might be inevitable. The seat also seems to be angled in a way that can forcefully throw you further back during quick bursts of acceleration. Due to the seat length, it feels like the holding strap is almost behind you, which doesn't provide the stability needed during acceleration. The strap does have some slack, which would be great if it was positioned a little more forward.
Holding onto the rider is generally fine and the most comfortable option, although the sight of one man hugging another on a Harley from behind with both arms might attract some glances along the way.
One positive aspect is that the footpegs are positioned a little forward, which helps when slowing down and stopping the bike. Instead of sliding forward, you can brace yourself for deceleration without forcing yourself onto the rider and avoiding helmet clunking.
During this test, the shocks could have been a little softer, but they can be adjusted according to personal preference.
In summary, the XL 1200 C is a great individual bike that can accommodate a pillion. However, due to the seat length and angle, it can be challenging to hold on to the rider. This can be exciting if the passenger enjoys an adrenaline rush every time the bike accelerates and almost throws them off the seat.
The provided holding strap is easy to grip, but it feels like you're trying to wipe something and only comes into effect when you're almost off the seat.
While this bike was designed with a passenger in mind, I would not recommend it for trips with frequent stop-and-go situations.
Recommendations would depend on the bike's purpose, but if a passenger is involved, a longer seat, possibly with a small backrest, would be advisable.
The Sportster platform was not primarily designed for two-up riding. While it is possible, it may not be the best bike for that purpose.
At the end of the day, having a Sportster gives you a perfect excuse to avoid unwanted passengers. After all, it's a damn Sportster! And let's be fair, most bikes are sold for their looks rather than practicality when new. Fortunately, there is an array of aftermarket seats available to accommodate any preferences or complaints.
The swift handling of both Sportsters can be attributed to the suspension, and Harley has made changes in this area as well. The rear tire has been widened from 130mm to 150mm, and a 25% stiffer chassis has been designed to complement it. The frame and swingarm have also been strengthened, and the 1200 now sits lower.
During the test, the demo 883 we rode had great shocks that provided a smooth ride, except for encountering car-sized potholes. Surprisingly, the 1200c was a lot stiffer, mainly due to the setting on the rear shocks. On these settings, the 1200
c was extremely firm, offering plenty of stability but causing discomfort on harsh bumps. Unfortunately, we didn't have the tool to adjust the suspension settings on the road, but we believed that with a few adjustments, it would be as good as gold. The stiff setting would be just right with an extra passenger on board. Stock shocks on most Harley models are fairly basic, getting the job done but not much more. If you plan to ride the bike extensively, upgrading the suspension should be on your list of modifications.
Both the 883 and 1200 models feature a new braking system with single disc front and rear.
The lever effort has been reduced compared to previous models, but the feel of the brakes still lacks initial bite. This might not be a bad thing for inexperienced riders, as it prevents grabbing too much brake and getting into trouble. The braking performance is satisfactory and represents an improvement over older models but could still be improved further.
The gearbox on both rides was very good. As expected, they require a bit more effort compared to Japanese sports bikes and provide a distinct "clunk" sound when shifting gears. This characteristic isn't necessarily negative, as many riders prefer the unique feel and sound of a Harley's gearbox. Shifting gears was fine, with no complaints in that regard. It's worth noting that 1st gear on most Harley Davidsons is relatively tall, which can make slow-speed maneuvering a bit tricky. However, these are Harleys, not pizza delivery scooters.
In traditional fashion, both bikes we tested were carbureted and required some warming up before they were ready to go. You couldn't expect to start one up in the morning and immediately hit the road. It took a few minutes and some adjustment with the choke before you could pull away.
The instrument panels on the Sportsters are kept to a minimum, as expected. There are no fancy gadgets to distract you from the road, which is undoubtedly a good thing. We appreciated the quality and user-friendliness of the buttons and switches. The switchgear is simple but has a substantial feel. Additionally, the indicators feature an auto-cancel function, which is a rare find on most other brands.
We didn't have the opportunity to test the lights at night, but during the day, the headlights on the Sportsters appeared somewhat dim compared to other cruisers we observed passing by.
In conclusion, we were thoroughly impressed with both Sportsters and believed they fulfilled their purpose admirably. They looked great, sounded great, and provided a decent sports-like performance. While you may not be challenging Troy Bayliss on a race track with one of these, you'll still surprise some of the weekend café racers out there.
The appeal of the Harley Davidson 883 lies in its simplicity and rawness. It takes motorcycling back to its bare essentials, which surprisingly turns out to be quite fun on a basic machine. To this day, the Sportster remains Harley's best-selling model, primarily due to its entry-level price, but even at the lower end, you still get a genuine Harley.
The Harley Davidson 883 is a fantastic platform for customization, serving as a blank canvas for enthusiasts who love to tinker. It is perhaps Harley's most customized bike in the catalog.
Photo and review by George & David @ RoadCarver.
Special thanks to Blacktown Harley (02 9621 7776), IRPR, and the staff at HD distribution for providing the bike for the test.
This Monster retains its original bare-bones design, but with a smoother and quieter engine. It also features an electronic tachometer with trip meters, temperature display, and other useful indicators and warning lights that are highly visible day and night due to their deep slots. Additionally, it includes a clock, which is quite convenient. The tachometer cluster as a whole has a sporty, neat, and classic appearance.
One of the first things you notice when riding the Monster is that it feels reasonably compact yet remarkably sturdy. This is particularly evident when navigating high-speed corners, where you might expect some instability.
The bike is absolutely rock solid and incredibly easy to maneuver. It responds precisely to your commands in corners, and it's one of the few bikes that hasn't surprised me in any way. Some bikes tend to lean excessively or require effort to initiate a lean, but not the Monster. If someone has been praising Ducati's handling, it certainly holds true for this model. However, the sharp handling also means that if you find yourself in trouble, chances are you were already going bloody fast.
The 800cc engine output of 73hp may not be jaw-dropping, although this particular example had some modifications, pushing it closer to 80hp. On paper, the figures might seem disappointing, but the power delivery is strong from low revs, remaining consistently torquey and linear. You can confidently stick to 3rd gear and accelerate and decelerate through bends without needing to use the brakes.
While there are certainly bikes with more power, the Monster 800 is no slouch, and its power delivery is user-friendly. When riding it properly, there won't be many riders overtaking you in corners. The 800 desmo engine is quite versatile, although a bit jerky at low speeds, which can make slow maneuvers somewhat tricky. It truly shines when you push it hard—accelerating aggressively or employing engine braking puts you in the bike's sweet spot. On the other hand, slow cruising isn't the bike's strong suit, so it's worth noting for those who prefer leisurely rides. Despite being described as Ducati's entry-level bike, many riders choose the Monster even if price isn't a concern. As a city bike, I don't believe Ducati had anything better at the time. The somewhat upright riding position offers a good field of view and alleviates pressure on the wrists.
Even during longer rides, the riding position remains more comfortable than that of typical sport bikes, allowing you to confidently tackle corners alongside more powerful machines. On the road, you don't really need anything faster than the Monster 800. I've taken a Ducati Monster on both Eastern Creek and Oran Park raceways for an exhilarating spin, and it was only on the straightaways that I felt it was slightly underpowered. If 240km/h isn't enough for you, then you'll need something faster! The clutch lever might feel a bit stiff if you're accustomed to an easy-pull lever, and after a full day's ride, your left hand will definitely feel it. This model of the Monster had a wet clutch, which means it didn't produce the rattling noise of a dry clutch when idling. On the upside, it did have the distinctive Ducati boom - as good as any. Never had an issue with cars pulling into my lane or not knowing I was there.
This model was equipped with a K&N Racing air filter, which significantly enhanced acceleration, sound, and the smoothness of low-end power. It's a worthwhile investment that even a novice can install. Out of the box, the m800 doesn't have the thunderous Ducati roar you might be accustomed to. Nonetheless, it still produces a beautiful deep sound without being overly loud. If you want to be the owner of an attention-grabbing Ducati, you'll need to shell out some money for those enticing aftermarket exhaust pipes. Oh, and don't forget, you'll need two of them! Purchasing a new set of these pipes from your local Ducati Dealer will cost you around $1400 AUD or $1900 with the performance kit. (Note: Pricing information based on the Ducati Performance Brand at the time of writing). In terms of aesthetics, the Monster's design tends to elicit strong reactions—people either love it or hate it. Regardless of personal preference, it's important to acknowledge that the Monster's naked concept has influenced numerous derivative models in other brands.
The Monster has a unique appeal, blending elements of classic, modern, and custom design. It played a pivotal role in establishing a new category of naked bikes. The 800 version is equipped with potent twin Brembo "Serie Oro" brake calipers and front discs that unquestionably get the job done. Initially, they may feel a bit lacking in bite, but with a bit of pressure, they engage firmly enough. The perception of their performance can vary depending on individual riders' familiarity with different braking systems.
The front suspension consists of 43mm upside-down shocks, which, when combined with the Sachs adjustable monoshock at the rear, effectively keep the tires in contact with the road. The ride quality is firm, striking a good balance between comfort and avoiding bone-shattering stiffness often found in sportier rides. The bike we tested had a standard suspension setup that felt perfectly adequate. It offers a pleasant blend of comfortable riding and sporty responsiveness. The Monster excels as an urban commuter and on twisty backroads, but it's not particularly well-suited for extended highway riding due to the absence of any form of fairing. While we don't necessarily complain about the lack of protection on a naked bike, we would recommend it more for warmer months when weather conditions are favorable.
Beneath the rear fairing, you'll find a passenger seat that may appear minimalistic, and indeed it is. However, it performs surprisingly well and is more comfortable than many other bikes we've tested. Additionally, there are rails positioned under the seat, designed for attachments that can serve as grab rails—although they may be more accessible to riders with longer arms.
In terms of fuel economy, it's not exceptional, but with careful riding, you can expect to cover approximately 220 kilometers before the fuel light comes on. The hump-like structure resembling a fuel tank is primarily an airbox, with the actual fuel stored in the shell of the bike.
Overall, the Monster is a fantastic, straightforward bike with remarkable handling and an excellent engine. Isn't that what you essentially need in a bike? However, for those who enjoy customizing and tinkering with their rides, there is a vast array of stunning, shiny, and unfortunately quite expensive aftermarket parts available to enhance the bike further.
]]>As a platform almost a decade in production, one could say that BMW k1300s has had its day. True, it is not the freshest platform or does it feature the latest tech.
Being ahead of its time means that a decade later, the BMW K1300s motorsport is still rather impressive — equipped with some features that are not available on many of today’s models.
Not to mention that it’s still one of the most potent bikes out there on the road today. The horsepower alone still blows many bikes off the road, but its the tremendous torque from low-down that makes this machine a real two-wheel terminator. And just like the T-600, it may be a discontinued model but devastating nonetheless.
With 175HP and 140nm on tap, you’re never going to feel the K is lacking.
To put this in perspective, the BMW K1300s generates as much torque at 4,000 rpm as the BMW s1000rr makes at 11,000rpm. And for real-world travelling, that makes a big difference when the power comes on like a hammer. Unless you’re pressing the life out of most litre-class bikes, they can feel a bit anaemic lower down compared to the k1300.
The result of this low-end grunt is a rider can be quite lazy with the gear changes, and virtually overtake in any gear. It’s possible to forget to change gears for a full section of road. Alternatively, if you feel like it, you can twist the throttle, let the beast howl and ping up through the quickshifter - but you better hang on tight!
For a royal military-salute send-off, the big Bavarian bruiser was well equipped with all the goodies in the sweets drawer. This motorcycle review was composed across a time-span of 6 months while I formed a definitive view of the k1300s.
The motorsport edition adds plenty more for the big K fan club in addition to being a fully optioned k1300. A fantastic (BMW Motorsport) colour scheme which looks superb with a finish that’s second to none. The forged HP wheels that not only look-the-business but also weigh a good deal less than stock is a big drawcard.
The weight saving is genuinely noticeable as you tip this big beast into a bend. That’s not to say it magically feels like a 600 supersport but the once portly k1300, feels a good deal nimbler and far less intimidating in the corners. It’s the only bikes I’ve ridden to the edge within a week of getting on it.
Third, on the list of added goodies is the legendary titanium-clad Akrapovic slip-on silencer. Co-branded by BMW, means you get a classy laser etched logo instead of a ghastly red-yellow sticker on your hardware. For some, it may not be worth it, but if you have your eye on this bike, you probably care about details.
Other neat add-ons include the finely-crafted adjustable HP rider and passenger footpegs, which by themselves cost about as much a small car. In addition to looking the part, these pegs are super grippy.
This is a bike that’s happiest in open spaces and letting loose a bit...or a lot.
The K platform is highly versatile, taking you from comfortable touring two-up with luggage, through to blasting through the twisties on your own with massive confidence. While it’s relative nimbleness belies its weight very well, this is still a 250kg machine on two wheels, and at times you will feel it. For those familiar with the BMW K1300, know that it’s not a small bike.
The bike pulls nicely even at low RPMs, which is handy in the city. And then on occasion, you have a chance to let her go a bit, and it is always shocking when it pulls your arms from your body and eyes into their sockets!
The BMW k1300s motorsport is a remarkable machine, but it’s also a serious bike. By that I mean it’s not something you want to go dicking-about on without knowing what you’re getting into. The size, weight and mind-bending power need to be respected.
Akin to strapping into an f16 fighter jet, which you don’t do just for shits-and-giggles. Exciting, yes, but also frightening if you know what comes next.
Once you get twisting that throttle, you’ll be passing bikes, cars, and other objects at warp speed which could easily be you in a tree you didn’t anticipate would arrive so quickly.
Not that the k1300s is a hard bike to ride, but not flat-out easy either. Definitely recommended for experienced riders who know how to manage the weight and speed.
It’s easy to see that the k1300s, which is designed and built in Germany, would feel at home in the motherland storming the ‘Bahns and smooth mountain roads. Our shithouse roads here in and around Sydney don’t do it much justice for speed or quality.
The handling of the big Bavarian is precise and stable. Being a large machine, it takes some planning and effort to get the best out of it in the bends, but in the right hands, a speedy bike while also being something you can ride all day. Sporting the BMW duolever suspension upfront, the way it goes about its business is quite different from a standard telescoping setup.
The suspension on the k1300s is very stable, comfortable and isolates you from a lot of the road harshness. A bonus the bike doesn’t dive on harsh braking which gives added control on hard stopping. Some riders have described the sensation as a bit numb, complaining that they don’t feel enough feedback. I can see why they would say this, but like with anything, I think it just takes some getting accustomed to.
The forged alloy wheels that come standard on this Motorsport edition do make a remarkable difference in its agility. Throwing the bike through a series of bends is far more comfortable than it should be on a quarter-tonne machine. On top of that, they look schmick!
For a top-specification motorcycle that is as well-built as this, it’s hard to pick faults.
No motorcycle is going to be perfect for all circumstances, and the same goes for the K1300s Motorsport.
Pushing this thing around in a parking sport or slow tight manoeuvring are not enjoyable with this beast. However, unless you are in bumper-to-bumper traffic, a city-run with moving traffic is no dilemma.
The clutch action is a little heavy, and it pulses a bit as it catches. For around town, there are much better bikes. Not the ideal partner for Bankok-style traffic, the K doesn’t revel in going slow.
The moderately restricted steering lock make a u-turn and slow-speed manoeuvring a handful.
As a design and concept, some areas of the bike are showing their age - for example, the digital dash part of the tacho looks like something pulled from a cold-war era submarine. Sort of cool though.
One irritation I’ve always had with the k1300 series of bikes is the buzzy clutch and various frequencies of vibrations depending on engine speed. This is especially apparent because some part of the rev range and throttle-positions are butter smooth.
The first set of vibes comes in at 3-4k rpm when on the overrun, decelerating with engine braking - the clutch basket will buzz like crazy. The second set, which I don’t mind as much will come on about 7-8k rpm and then smooth out as you climb higher. The high range vibes are probably sufficient to remind you that you’re about to exit the stratosphere.
To be fair, though, this sort of vibration is inherent to 4 cylinder sportbikes across all categories. I tried the 2018 Honda CB1000r the other day and was surprised that even this honda s buzzed quite a bit around the 5-6k mark.
On the flip-side, if the BMW k1300s were any smoother, getting into trouble would be even quicker than it already is.
The quick-shifter can be sensitive to the correct technique. Still smoother than some newer BMWs especially the Twin-cylinder models. As with most of these units, they are temperamental if not used the right way.
You need to be on the gas relatively hard and be deliberate in your foot action. In short, it works fine if you use it as intended.
Today, contemporary bikes come out with a myriad of tech that just wasn’t seen only just a few years back. BMW always led the tech & feature list on motorcycles.
For its day, being an ageing man-of-war, it was a burger with-the-lot as far as options went. Impressive even today. 6-speed gearbox + quick-shifter, Electronic suspension adjustment (front and rear end) 3 modes + pre-load selection. Add to that ABS brakes front and rear, traction control, heated grips, trip computer...
A host of touring options available as well.
Realistically the only thing I would add to this bike is cruise control.
Anytime there is a road trip or even a weekend ride that affords a decent distance, space and speed - the BMW k1300s is my weapon of choice. Fast, stable and comfortable.
Now discontinued, the BMW k1300 will roam the earth for many decades to come. Some parts of the bike are ageing (like the dash), but the k1300s is still an impressive hulking motorcycle with an absolute thug of an engine makes it an occasion every time I get on.
Impressively engineered, wickedly fast and equally comfortable. There are not many bikes this big that look as cool -the Big K looks like a big supersport rather than a grey nomad touring mobile.
It may not be the best bike for everyday use; it remains one of my all-time favourite motorcycles.
Tested and bought at Procycles, Hornsby. If you want one, or any other bike for that matter - ask for Fernando.
If you’re in the market for a BMW K1300s, you may also consider:
Suzuki Hayabusa (slightly quicker, but nowhere near as refined or comfortable)
Reading the news release and seeing the pics, even though I'm not a big Honda fan - I was intrigued. This thing looked impressive.
I had to see it in the flesh, and I wasn't disappointed. This bike looks fantastic and is adorned with a stack of great details and high-quality materials.
The Honda CB1000r is by far the most impressive Honda I've seen in the showroom for years.
I'm in the process of expanding on this, so just a few key points and images for now...
The whole look is like something out of Bladerunner, but firing up the bike is typical Honda. Which is not a bad thing at all.
What's not to like.
Not much - minor irritations. Hard seat, some vibes creep through at about 5,000rpm but not terrible - a sort of tingling through the balls.
A relatively tall motorcycle I could just flat foot. Sitting quite upright, quite a commanding position. Could be a challenge for shorter riders.
All in all, to be honest, I only rode the CB1000r for 45mins or so, but in that short time, I could undoubtedly say that it's a great bike. Looks incredible, plenty of power with razor handling and a bucket-load of tech. I'll be keeping an eye on this one!
Thanks to Sydney City Motorcycles Lane Cove for the Quick ride
Interested retro cafe racers? Check the R Nine T review
]]>We get this question thrown at us all the time, and you know what?
It's no surprise. When it comes to Harleys, the Sportster takes the cake in terms of coolness. I mean, just look at it! And with 883cc of raw power under the hood, it seems like you're getting a whole lot of engine for your buck. Plus, the compact size of the bike makes it extra tempting for those who are still getting their feet wet in the motorcycle world. Can't blame 'em for being drawn to the Sportster's appeal.
Listen up, folks! The Sportster, that "smaller" Harley, has been slapped with some unfair labels. People call it a "girls bike" or a mere "starter Harley," but let me set the record straight: that's a load of hogwash. Plenty of riders have hopped on bigger Harleys or tried out other bikes, only to find themselves coming back to the Sportster. Why? Because it's got a charm that's hard to resist. Sure, it may not be the most nimble or the fastest ride on the block, but it's got a character that riders all around the globe adore. Don't let its size fool you either. Compared to its beefier twin siblings in the Harley lineup, it may be smaller, but it's definitely not a pint-sized lightweight. The Sportster holds its own and stands tall, proving that it's no "little bike."
Understandably anyone who is just getting into riding and has decided on the Harley brand will gravitate to the smallest bike of choice. ( I don't count the indian-made 'street' 500 or 750 series worthy of the Harley badge.)
Let me say, the Sportster in any flavour - be it Harley Sportster 883 or 1200, is not a small bike. They are a pretty porky piece of metal to be moving about. If you've ever tried pushing one around a parking lot, you'll know the average weight of the typical 260kg 883 is pretty porky.
Take a contemporary comparison of a Honda Rebel, which weighs around 180kg, that's an 80kg difference which you will definitely feel when you have to push it around or pick it up! Personally, would I want a Rebel over a Sportster? Hell No. But to learn on one and drop it a few times - perhaps worth thinking about.
Weight is key to just about every measurable aspect of motoring: acceleration, handling, braking, fuel economy, just to name a few... In most cases, the lighter, the better and the Harley Sportster is far from light.
Particularly for beginners. Why? Because simple physics make heavier bikes more difficult to handle. If you drop it (either off the stand or otherwise) picking up the motorcycle is something you'll have to contend with. About the only thing a heavy bike has to offer is stability where a superlight motorcycle can be a bit twitchy over bumps or cross-winds.
If you're fortunate enough not to get into any trouble at all when beginning to ride a bike, a heavier bike will just make things a bit harder for you.
The Sportster's brakes are not particularly good. When matched with that amount of heft the braking performance is pretty underwhelming in comparison with modern standards. In emergency braking situations, I found myself looking for gaps rather than trying to pull up short. Harley also only recently started adding abs to the Sporster - so if you are grab-happy best look for an ABS-equipped model.
As far as I know, only the 883r came equipped with twin discs. So do the new roadsters and the older R versions, however they are 1200cc.
Lean angles are adequate on most models unless you've picked up something 'slammed' (like a Sportster 48) in which case you'll be sweating every round-about you'll see. However, even the low Harley Sportster can be picked up a bit by changing out the rear shocks for something taller.
On the Iron 883 I had, it wouldn't touch down without some provocation so most beginners should be ok with the standard clearance. Just don't go buying a 'slammed' Sportster. While they look cool when parked - you'll dread the sight of every roundabout.
As a little tip, which could save your life - as with most Harleys, the Sportster will let you drive off with the steering locked. So if you do lock your steering, put something bright on your tacho to remind yourself to unlock it. I did this once and learned the hard way. I parked the bike with it pointed uphill, so when I started it, the steering was already in the right direction. Anyways - I pulled away, and you know what happened next... I really think HD should change this idiotic feature. If you leave it on by accident, likely, you'll only do it once. For those who would argue that's its a good feature that prevents theft - I'll say every other bike on the planet has it too, just not one that you can drive away with while the steering is locked!
The dismal fuel range on the Sporty is partly due to a relatively inefficient motor combined with a small tank and heavy bike. The custom versions of the sporty have larger tanks, while other models like the seventy-two or forty-eight amazingly have even smaller tanks than standard. If you just ride in the city, this won't be a problem and you'll probably welcome the breaks!
A clear-headed evaluation will leave you at the verdict that the 883, or any Sportster is in fact not much of a beginners bike at all. True it's a fun, stylish bike, that affordable and very cool. It can be made to perform quite well, but there simply are better choices for the first bikes to keep safe and feel confident in these early stages of riding.
Enough has been mentioned about maybe why not consider the 883 for your first bike. Nevertheless, there are a few good reasons why they can be considered. Straight out of the shop, they aren't very powerful - so the mediocre brakes won't matter so much, and it will take a lot of provoking to get to problematic speeds.
Depending on what model you go for, the seat height is quite low which always makes things easier for learners.
The upside of a heavy bike is that it's stable and smooth. It's not skittish and very stable in sweeping bends.
While the 883 mill is no fire-breather, the low-down torque makes it easy to ride and hard to stall. No need to feather the clutch, just let-it-go. It will also pull cleanly from pretty much any gear so you won't need to hunt a gear with power constantly.
The overall simplicity of the bike makes life and concentrating on the road easier. The 883 is pretty much an engine with two-wheel, a seat and handlebars! Ok, ok - that may be a bit of an exaggeration, but not a big one. The rubber belt is virtually maintenance-free, which is a welcome addition in anyone's language.
If you are absolutely hell-bent on a Harley Sportster as a first bike because you love it, well go for it. It can make a grand first motorcycle, all I'm saying is there are better choices out there to begin on. As with any bike if you be careful, you should be ok.
The upside is you can pick up a used Harley Sportster quite cheaply, and the aftermarket for parts is astonishing. So you could potentially keep your learner bike and keep upgrading it. It's quite possible to upgrade the sportster to an angry asphalt tearing v-twin beast.
That brings me to another point, the Sportster platform and engine is largely unchanged since the 1950's which makes it easy to work on, if that's your thing. Doing services on your sportster is someone just about everyone could do, which is always handy on keeping the bills down.
Just take into account what I've written about above and take it easy and keep it slow. Learn the limitations of the brakes, lean angles and watch some videos on how to pick it up if you do indeed find it the wrong way down!
Resale considerations
Many rider will sell their first bike within 1-2 years of starting to ride. They will typically trade for bigger, better, faster. As mentioned before, the Sportster really is a bike you can keep forever and upgrade and build as you go.
That said, if you do sell it, it is also one of those bikes you can sell for at least the same amount you bought it for, unless you were dumb enough to buy new. I only say that because the current model / chassis hasn't changed since 2004. Unless you're loaded and just have to have that 'new' colour - do yourself a favour and buy a nice one second hand. They are the same bike. Let someone else take the depreciation hit.
Mythos Sportster Harley-Davidson
The blue one you see in the photos I bought for $6000 (Australian dollars), with only 8500kms on the clock.
Now, those of you who have been reading and paying attention to the pictures would have noticed two things: The yellow bike in the shots is not an xl883.
So this is a 2004 R1200r with twin disc brakes, modified air intake, cams, exhaust and suspension. We are fairly seasoned riders which mean we know how to flog the hog! Oh, and in case you are wandering - the modified 1200r is a hoot to ride - but still not a beginners bike.
]]>I noticed the brand being discussed with optimism on a number of forums, so we contacted Rubbatech and there were nice enough to send me a sample for this review.
The problem with any aftermarket part is having it match your motorcycle and blend in to appear as close to OEM as possible. Most tanks pads and other adhesive protective products fail in this scenario and turn out to be terrible eye-sores!
On receiving the Rubbatech tank pad for my BMW 750gs, I was pleasantly surprised by its overall quality and supple feel. The rubber and material used are pleasant to the touch and very flexible.
The pad looks the business with its faux-carbon fibre look pulling off the look better than most I've seen. The carbon-weave pattern is very convincing right down to minor detailed threads. Applied to my stereo-metallic schemed BMW it looks like it belongs there. The incorporated make/model logo gives it a highly customised look. Their slogan is "Protection never looked this good" - I'd have to agree. Another aspect I really appreciate, the Rubbatech branding is very subtle.
In the past, I always viewed tank pads as a necessary evil, but the Rubbatech products really do add value to my bike. Both in appearance and protection.
Please check out some of the images I've taken of the pad and detail shots.
Installation, as you can imagine is not difficult, however take your time because once it's on - it's on. Take care to clean the application surface thoroughly with alcohol and be careful of the placement. The fit was perfect and matches the contours of your bike down to the millimetre. Once fit, it stayed there. No lifting corners or glue residue. Just read the simple instruction included, and you can't go wrong!
As for wear and longevity, I haven't used it for long enough to know so I will report back. Having said that, it's been on there for several weeks already for a few dirt trips and plenty of rain - still looks like new.
Rubbatech recommends regular treatment with Silicone spray for protection from the elements and to ensure your pads keep looking great.
If all of their products are made like this I can highly recommend Rubbatech.
After sampling their product, we're pleased to say that Roadcarver has become the Australia distributor for Rubbatech products. If you'd like one for your bike please visit our store
The new BMW R1200R is loaded with so much tech, I'm wondering had the moon landing used so much? I'm glad to report that unlike past experiences with tech - this bucketload simple works, and it works brilliantly. A Rip-snorting power-plant that is smooth and grunty from the bottom end, and unlike ye-old boxer, this one rips to the redline. On paper, the figures may not be that impressive, but the power is everywhere, and I can't quite recall being on a bike with quite the "slingshot" feel to the delivery. Instant punch that just increases. If you ever remember making yourself sick by continuous acceleration and outright torque, well - this will do it.
The previous BMW r1200r had been a durable motorcycle that fitted the "standard" category, but hardly a roadster due to its somewhat bland styling and sub-supersonic power.
The 2015 R1200R BMW onward definitely looks far more aggressive and no longer looks fitting only to the 55+. For me, the Red+White is the pick because if you're going to get a hooligan bike, why go half-arsed? In boxer world, this is as close as you'll get to a mean streetfighter. I think BMW has done very well. The big puffed-out chest, and tiny arse kind of looks like Arnie in his day. Directly front-on, it takes the form of an ugly-brute bison with the protruding cylinders. The slanted light unit and the red tubular frame is somewhat Monster-Esque, but that's a good thing.
This bike is turning out to be a world-class city and backroads machine. For a bike of its size and weight, it's certainly easy to ride. Easy to ride fast or slow.
A light clutch, relatively low seat, great low-end balance, and exceptional efficiency it's an excellent commuter as well as the weekend fun machine. And with an engine mode to match your mood you really have a bike for all types of riding.
I find myself quite often using the 'road' mode instead of dynamic when I just want to chill out a bit (hangover perhaps!) as it overall rounds outs the sharp initial bite on the gas when rolling on. Surprisingly, it also changes the sound of the bike subtly. On dynamic mode, it's more snarly, throaty with a side-helping of pops and crackles on the overrun. That all but disappears in 'road' mode, and the sound while not as snarly seem to get a tad deeper - which is cool.
How about the box of cogs? The Shifting is great. It does give a resounding clunk when dropping it into first, but that doesn't bother me - it's sort of reassuring. Without the quick-shifter, the shifts are smooth and precise with a little bit of mechanical feel. I wouldn't call it silky, but it is undoubtedly excellent and never feels clunky. There has been some complaining on the web about the quick shifter. Apparently a bit jerky. While this is true, I've found that twin-cylinder quick-shift units are never as smooth as their 4-pot counterparts. Also using it properly has a lot to do with it.
A couple of things which should be obvious anyway; on the up-shift make sure you are accelerating decently - not just coasting. On the downshift, make sure you have the throttle all the way off. Shifting up-shift don't just tap it, use your foot to push through and leave it there for a split second. The downshift it takes a bit more pressure but push through, and it works well. Using this technique, I have a jerk-free experience of 99% of the time.
Oh, and if you're wondering whether the quick-shifter is worth it - Yes. It's more fun, takes away a lot of clutch work - and it's faster.
Efficiency, as on most BM's, is excellent, and as tech gets better, so does the fuel range. I'm constantly getting 300kms+ per tank in the city and 400+ out of the concrete jungle. I wager that 450kms would be possible with a more relaxed right hand on the highway... Sometimes it gets to the point where I can't even remember the last time I filled it up!
The suspension is about as good as you will find on any bike, you can really tell it is the next generation and the dynamic adapting suspension work really well. The way I know is that I don't even know about it. It never feels too hard or too soft. There are two settings on the bike 'road' and 'dynamic'. Effectively softer and harder. Unlike on the k1300r where comfort was a bit too soft and caused the bike to wallow around, 'road' setting on the r1200r lc works really well for 90% of riding unless you are going flat-chat through a set of nicely paved bends and want more stiffness.
I have ordered the Titanium Akrapovic slip-on for this beast, stock standard, it is a tad quiet. The Chrome finish can of the stock I think is a little at odds with the rest of the bike (but certainly not bad).
This sound was taken with the baffle out (hard to remove!), and while it may not sound like it - the thing is loud, especially at revs when the exhaust flap opens. I'm undecided yet, but it's pretty darn loud, so I'm alternating it a bit - baffle in baffle out.
Baffle out it certainly has changed the 2015 R1200R BMW into a snarling beast that snarls and pops on the overrun, then like the primary tool used in texas chainsaw massacre when unleashed.
The performance gain is significant down low, you almost get another 1000rpm from where it pulls cleanly. Fire open the accelerator and it the difference is noticeable. More urgency and pop right away. Make sure you hang on properly! Conveniently the baffle can go in and out depending on your mood or disposition. Baffle goes in on a hangover for sure. So is that Akra worth it? Absolutely. Not only does is give your bike a more premium look, but it also sounds better, goes better and saves a few pounds. I paid around $1000 AUD for it.
I may look into changing the headers for a full system, but it currently goes like a bat out of hell, so I'm undecided. According to the specs, the full titanium Akra system should drop around 4kgs off the standard and gain about 10kw which is nothing to be sneered at! It will obviously lose the CAT, and exhaust valve so would no longer be legal - if you care about such paltriness!
Thanks to Procycle Hornsby for the test ride! Talk to Fernando.
The R in black. Nice, but give me the minty-colour one any day!
As I have done many times before I read a review or comment in bewilderment at the suggestion someone no longer wants the bike I'm currently infatuated with. How is that possible, I say to myself.
As the old saying goes, "for every amazing bike out there you dream of, you will find someone who's sick of riding her". I spent months thinking about the BMW r nine t, more months looking at pictures, annoying dealerships with test rides and generally contemplating what ownership would be like. What the T would be like to admire, fire up and ride off into the sunset. I the garage, what the startup would sound like, the smell of the exhaust and air/ oil-cooled heads once they warmed up.
I took a particular fancy to the Planet blue special edition paintwork, the luscious gold pinstripes blending nicely with the fully adjustable gold forks. And, oh that matching tail hump was to die for. It would be the perfect bike. If only I get that bike, everything will be complete. Problems solved. Its a sort of thing you can keep forever right. Especially given that solid build, simplicity and those classic lines.
It all starts with checking prices, perhaps second hand would do. Then seeing what you are missing out on, you begin looking top shelf. New. Because now those doo-dads that you previously didn't know about are part of your must-have criteria.
We are talking about the updated Nine T for 2017, which features adjustable shocks front and rear, new more straightforward twin-dial design (that was not stolen from the previous-gen r1200r), traction control, abs front and back, heated grips, some wiring and ECU changes... And probably some other stuff that's not apparent at first glance.
It all starts with checking prices, perhaps second hand would do. Then seeing what you are missing out on, you begin looking top shelf. New. Because now those doo-dads that you previously didn't know about are part of your must-have criteria.
Once you know about the new goodies and have read the marketing nonsense - you need it. Must-have-it. But only for a reasonable price of course. So begins the dance with the dealers.
The special prices of the month, the limited stock, The clock is ticking. At this point I say to myself, isn't it strange there is always a good deal at any time I start looking. And that's just it, there always is - meaning its not actually a good deal, but only the standard price. If the bikes have been made, they need to be sold.
Talking to a few dealers on and off I finally acquire a "good" deal way below rrp, which to me seemed like the price they should be selling these things anyway.
An appointment was booked, and off we went to Newcastle doubling a mate on my other motorbike so I could retrieve the BMW R Nine T which was patiently waiting on the showroom floor.
Gleaming on the showroom floor, the bike was stunning, even better than in the photos. It seemed so small but stocky. Following the paperwork and required BS with the dealer, we are on our way.
Starting her up, I was welcomed with a beautiful deep growl from the boxer twin complimented by the standard titanium Akrapovic pipes.
The 1200 twin also gave off a right amount of stationary shake on idle - to let you know you were on a real motorcycle and not a Tesla. Two tachometers, a few buttons, handlebar and a tank. That's all you get, and I loved it.
Getting on the Nine T feels proper firm, sporty I tell myself at the time. As we cruise from the dealership, I release that I have to shift gears the old way. Without a quick-shifter that is. My mate, who was riding my r1200r (sports-sofa) which was equipped with the up-and-down shifter, was already smirking to himself.
We got on the highway, and I was pleasantly surprised by the T that there wasn't as much wind blast as I would expect of such a bare-bones motorcycle. In fact less than the r1200r which had a little windshield oddly.
Taking a turn for Woloommbi, the quality road surface takes a turn for the worse, which at times looked like a 'bad day in Baghdad'. Potholes, patchy roadwork and some section that looked like an armoured vehicle testing ground. It was at this point I realised just how uncomfortable this pretty new Beemer was in stock form.
I was warned that 2017 came with sporty suspension, so while I got what I asked for, I didn't imagine this level of brutal suffering.
I've ridden a lot of bikes, but nothing quite the 'teeth clicker' as the stock Nine T was. Perhaps some shitty Harley Sportsters.
At this point, no doubt there will be a hush among the crowd before someone screams "blasphemy!". By the end of the ride home, which by proper biker standards wasn't really a long ride - I was begging for mercy and for my mate who was riding on my aptly named "sports sofa" to let me back on.
So it's fair to say my first ride on my very own Nine T was a sore affair. Literally. By the end of the trip, I still loved it but hated it at the same time and was experiencing a good dose of buyers remorse, as was my posterior.
Now at this point, it occurred to me to check the suspension settings. To my delight, it was clear to me that the dealer workshop had fucked up the preload and dampening settings despite me explicitly giving my rider weight. It was like a ray of sunshine, a sudden feeling of remorse that I had ever doubted my baby. All would be solved, and I would happily ride into the sunset on the T forever after.
The reality of the suspension settings was not quite the fairytale I hoped for. It did improve things from feeling like riding a block of wood down a rocky quarry to beaten by Mike Tyson with big gloves on. No matter how I played with the settings, the darn thing would either be uncomfortable or too soft and bounce about like a pogo stick. Time to call Dr Ohlins, I thought.
Settling in with a new bike
.This wasn't my first rodeo, I knew that the early few settling days, the focus on a new bike is intense. Your new motorcycle is subject to so much scrutiny that you would notice is it wasn't smiling at you from the right angle. At these times I typically lock the bike away in the garage and give myself and the poor bike a break.
Dawn cracks a new day. Bleary-eyed you recover from whatever strange dream you were tied up in. Then all of a sudden, you recall a brand new Nine T is sitting in the garage. You get up out of bed faster than you've done in months to take a peek in the garage to double-check it wasn't just a dream. As you crack the door open, there she is, gleaming paintwork, strange shapes. A little like walking to your own bathroom to find your wife's friend getting undressed.
The pain and frustration of the previous day have all but been forgotten. Forgotten and forgiven. I tweak the suspension again for good measure and make sure the knobs are being turned the correct direction.
In the cool Sunday air of the morning, the road was empty and around my place very smooth. The famed boxer hummed down the street and revved more freely than I had anticipated.
The enormous bars of the t give you considerable leverage, though I did notice very early on that into tight bends you need a fair amount of body input to keep on target. I was surprised in on the instance when unintentionally I ended up a significant distance over the midline of the road - something that hasn't happened to me for a very long time. To be fair, it was a matter of getting used to the handling.
Once I did, I'd have to agree with a statement id read earlier, that "the BMW R Nine T is perhaps the sweetest handling BMW of all time”.
Riding a motorcycle, among other things is an extreme connection of man and machine in a way that there is very little insulation between the two. With this in mind, I know there is not only a break-in period for the bike itself but for the rider to get accustomed to the bike and vice versa.
Walking into the garage day after day, the BMW R Nine T was a source of pride and joy.
I looked forward to starting it every morning as I did in the evening. Every time I parked it, I always had to look back despite feeling a bit sheepish doing so. I figure that's one way of knowing if you like your bike. And many other things in life.
Living with the R nine T day today
I completed a few trips up to Wollombi pub and then the best section of the putty road a few times. Once with my friend who owns a Ducati monster RS4r, which was a more powerful machine but that evened out.
An interesting point my monster wielding friend made after trying the BMW R Nine T was that the faster it went, the more stable the chassis felt, unlike the S4RS which started to feel skittish. Indeed the T does feel very stable st high speed, and with the right setup, you really can push it hard. Only the ground clearance will limit you once pressing. The whole structure feels super dependable like its punched out of billet metal. I never got the feeling there was a defective part on it. Truth is there is hardly any plastic on the BMW R Nine T at all.
As many people have said it before, the boxer twin engine is a gem. Not revolutionary but all the best for it. The old ( relatively) boxer has excellent torque, punchy midrange and pulls all the way to the top and sounds magnificent. The power won't set your hair on fire if you've ridden powerful bikes, but the T is no slouch and packs more than enough grunt to put a big smile on your face and see you lose your licence.
The gearbox is a bit of an oddity, it's simultaneous tremendous and terrible. First gear can be a nightmare to slot in regardless of how much time you've had with it. But underway, and it turns into the smoothest cog-box out there, and I've had several friends attest to this after riding it without any prompting.
Right off the showroom floor, the BMW R Nine T sounds excellent, and this is a high compliment form a guy that's modified every exhaust system prior. Ok, to be honest, I did play with this one a bit too, but not much. The BMW nine t has baffles stuffed into the twin pipes it comes with, and for the 2107+ models, those are no longer just screwed in but also spot welded. Probably enough to put most people off.
My next trip was to my metal shop friend who disposed of them with the use of a Dremel. I have to say that while it can be done, I observed that it wasn't exactly an easy task. After the operation, I thumbed the starter, and with anticipation, we both awaited the boxer boom. We were a little disappointed when it did fire up, not much of a difference really.
Later on, I discovered the sound was more apparent under load. To quantify the result id say it gave an extra 10%. Noticeable but not a dramatic difference.
At some point in the story, most of you will be asking why I got rid of it.
For a bit of context, aside from an avid motorcycle enthusiast, I'm also a bit of a compulsive buyer, and seller of bikes. I see something I need (want), justify why it's a good idea, buy it. Then I will realise there are too many two-wheeled objects in the garage and proceed to formulate a sensible an of which one needs to go. And back, we are at the start.
The nine t, even in its basic form is not a cheap bike. You don't just pick one up for shits and giggles. Then consider a new example, with the limited edition colour scheme that is rare as an ethical as a used car salesman. It cost a packet, so the financial burden of this beauty was always a factor.
The fact of the matter is that I relished looking at this bike probably more than I did riding it. For the style of riding for what I'd use it most, which were either short stint to work where the engine didn't even have time to warm up properly, or then long weekend rides where I'd feel like a broken man by days end. My feeling it the T perches nicely in between. Great for two-hour rides on the twisties and sublime roads. On long trips and poorly maintained roads, it was bearable but still punishing proposition. A square peg in a triangle-hole type situation.
The air-cooled boxer was also sensitive to temperature. Too cold it was irritable, and when the mercury rose, I always felt a bit nervous and found myself checking the temp gauge. To be fair to the Beemer, the bike never had an issue with hot days, even though the temp did rise all the way to 130 degrees one occasion. It would probably have been better not to put the temp gauge into the cluster to worry people! I've ridden Harleys on 40 degree days, and it didn't bother me as I had no idea of how hot the bike was and how much it could take. I just rode. Too much info sometimes is a bad thing.
Some say its a great commuter, but I don't. Sitting in traffic is not what the nine t is designed for. Just ask the nine t brigade in Bangkok - those boys have definitely seen the high temp shutdown in action.
The super-wide bars are an advantage tipping into corners but also make lane splitting an apprehensive exercise. I consider myself a master lane splitter, but the amount of mirrors I've bumped on the Nine T exceeds that of all bike combined. Perhaps because the bike feels small, but the bars are broader than they look. Or possibly I'm just getting old or careless. Or both.
No real luggage option which would ruin the look anyway had me riding with a backpack most days.
Be it cars or motorcycles, all truly amazing and memorable models are flawed in some respect. The uncompromising niche they sit in makes them that way.
Rattling from the fuel tank - there is a dangling weight attached to the filler section. This part supposedly shuts off fuel access if the bike is tipped over. This is great, but it also can rattle like crazy and cause the unsuspecting Nine T owner many sleepless nights. you can clamp the hinge and restrict the movement a bit, or tie it off altogether (you might, however, inhibit it's intended use)
Clicking from the front somewhere: Probably the floating discs these bikes (and many other models) have. On light braking when rolling forward or backwards, you will hear it click. I don't think there is much that can be done about this.
The rear suspension is stiff as hell on 2017+ models. The solution: get an aftermarket shock or put on 50kgs
Fuelling is lean, easy to stall. The answer, get a Booster Plug that will richen up the air-fuel mixture and your bike will idle better and take off with ease. I tried this, and it works well.
"The EURO4 charcoal cannister is ruining the look of my Nine T." Absolutely. Those Nazis with their Euro 4/5 BS are ruining cars and motorcycles all around the world screaming global warming while starting wars over crude oil elsewhere. Solution: Grab that canister with an iron fist and throw the shit away. Don't forget to keep the sensor plugged in, so the ECU doesn't throw an error on your dash. Aside from pulling this useless black-octopus piece of junk off your beautiful motorcycle, it will also allow you to mount a proper rear shock (like the Ohlins BM 440) with an external piggyback reservoir, which won't be possible with the Nazi canister in place.
I had the right bike, but was using it for the wrong thing. If you like to ride long, fast and hard rides- not the best bike
My conclusion is that the Nine T is a very particular bike. While, no doubt, you could do 'everything' on it - there are far better all-rounders out there. If I had space and money, I would keep the BMW R Nine T as a 2nd or 3rd bike for weekend blasts into the sunset! Sadly as much as I loved her - I had to let her go. Fortunately, the new owner Marcus was a nice guy that appeared to like bikes as much as I did. I'm sure my X is in good hands.
My suggestions for an all-rounder within BMW's line are the R1200r, or F750gs. By 'all-rounder' I mean a fuel-efficient nimble bike that will do it all; commuting, long rides and blasts through the twisties. I am not talking about the fastest or sexiest…
If you don't need a do-it-all bike, then the BMW R Nine T may well be the perfect fit. Despite my reservations, it is an incredible motorcycle that has a high-quality fit and finish that's second to none and sits right at the peak of the retro motorcycle market. With new versions coming out like the cafe racer and scramblers, the Nine T Platform will only get more specialised.
For any BMW motorcycle, new or used, talk to Fernando at Procycles Hornsby.
Both come from two of the most authentic brands steeped in legacy with both cracking the 100-year vintage with HD slightly edging BMW by a few years.
Both bikes are air-cooled, twin-cylinder engines boasting approx. Each run 1200cc engines that have had plenty of years running their respective unit.
RRP for these bikes is quite close. Here in Australia The top-spec BMW R Nine T is around $1000 more than the HD, while the ‘pure’ model can be had for even less than the Roadster. Harley’s exorbitant pricing of the Harley Roadster has effectively put them head-to-head. And I suspect there are soon-to-be owners out there debating these two models.
Beauty is in the eye of the beholder and in my opinion, both bikes are works of art. The Harley Roadster being more nostalgic of the two and a bit more bad-ass. Let’s just say that if you rode around with a sawn-off-shotgun tucked away in your pack, you would look more at home on the Roadster. The BMW R Nine T has plenty of retro-cool with a modern take. No tattoos or shotguns are required, but maybe a beard or two.
No clear winners here as they both pulled aces at this aesthetic level.
Similarly, the sound is subjective. The BMW R Nine T purrs at most engine speeds and boasts a deep note at idle with almost no mechanical engine noise. While the stock Harley Roadster (in typical sporty fashion) sounds like a symphony of steel cogs lubricated by sand and gravel. The amount of mechanical noise from the pushrod HD v-twin can be surprising to the uninitiated. Spend another $1200 on a high-flow air cleaner, and slip-on and the Harley Roadster will sound like it’s supposed to - like a p51 Mustang fighter plane.
Chalk and cheese to compare. The Air-cooled ‘Evolution’ engine is a bit of a paradox in the title, as it really hasn’t evolved much at all over the last 30 years. Sure, some updates along the way, namely EFI in 2007 but that’s about it. The Evo lump is rough, noisy and really nothing to write home about performance-wise. However, what it lacks in refinement it makes up in character and is virtually indestructible. I’ll have to admit that while the Sporters, in both 883 and 1200 guises really are quite primitive, there is a certain allure about them you won’t find elsewhere. Fire it up, and it will chug, burp, shake, grind and remind you that you are indeed on a combustion-engine powered machine. Quite satisfying. For its lack of horsepower, there is plenty of torque, and the old Evo lump pulls fairly cleanly from just about anywhere.
Facts being facts the BMW R Nine T is a far superior motorcycle in every objective way. It weighs far less and is up on horsepower by a long shot for starters. More torque and a vastly broader usable rev range. The ’17 Nine T handles and stops like a sports bike that feels better the faster you push it, while the Sportster is ‘OK for a Harley’ but still rides like a dump truck in comparison. To drag the BMW pegs on the tarmac, you have to be pushing very hard - on the Harley Roadster its part of the regular riding experience. Gearboxes rate from one being pulled from a post-war tractor vs one of the slickest in the category - I’ll leave it for you to guess...
On paper selling at roughly the same retail prices, the asking price of Harley Roadster is eye-watering. And that’s taking into the fact that the BMW is already an expensive bit of Hardware. Looking at the used market, the Roadster’s resale value plummets like a rock and can be bought quite reasonably at around 60% of the new cost with only a few thousand km’s on the clock. This indicates to me the Harley Roadster is overpriced in the first place and they would really do much better to drop it to an appropriate level for what you get. Love of the brand can only get you so far.
For the record, there are some worthwhile improvements over previous Sportster iterations. ABS as standard in Australia here, with twin disc brakes up front are significant in the braking department. The suspension is graced with the new emulsion shocks out the back. THis imporves the ride from terrible to the vicinity of OK. The combination of analogue / digital tacho is exciting but a bit hard to read in the sunlight. For my money, I would prefer the original Sportster tacho unit.
I won’t continue as this is not a Sportster-bashing exercise, but you just can’t ignore the massive disparity in dynamics between the two, especially for a similar price point.
Fortunately for Harley, not all things can be measured rationally - and there is plenty I like about the Roadster even though it doesn’t make sense.
So while the Harley makes no logical sense, it still looks cool and plays the correct heartstrings if you’re that way inclined. There are plenty of riders around who don’t give a toss about performance - so in that case, they could be equally charming rides.
Just to be clear, these were unmodified bikes. I’m well aware the Sportster can be tuned a lot - but that tuning comes with a hefty price tag for a bike that should already perform. To get the Roadster to perform like the Nine T, I’d wager you’d fork out the cost of two roadsters and then you’d still be lacking the handling.
If you’re after a bike that looks cool and performs (out-of-the-box) - that’s a no-brainer.
Both of these machines are also highly customisable/tweakable and are encouraged to do so via a vast array of genuine and 3rd party aftermarket goodies. Goodies to not only make it your own but keep you occupied for many years to come.
For any Sportster, or Harley for that matter: A High flow air cleaner, less-chocked up pipes and an EFI map that allows enough fuel is a must - otherwise the go and sound like crap. Some people go a lot further, but these basics make them much much more enjoyable. No one beats Harley for the aftermarket.
If you are looking at either of these bikes, clearly you are seeking more with your heart then head. Both of these bikes are relatively impractical, uncomfortable, thirsty and expensive. - but very likeable.
Some people sneer at nostalgia, while others pay extra for it. Both would bring their owners much joy of ownership as long as you know what you can expect from your bike. Speaking from experience, I’ve tested and owned both of these bikes.
To all the Harley lovers, while comparisons can be cruel, take comfort in the fact that I love both of these bikes for what they are and despite differences, both are great fun to ride, and that’s what it’s all about.
If you toss the specs aside, both of them feel great to ride, are a pack of fun and look great. Just choose one, and go ride it and in the end, it doesn’t matter what the competition is doing - unless you are a GP rider of course.
A motorcycle is supposed to feel great to ride - specs aside, the bike that floats your boat is the right one.
2017 Harley Davidson XL1200cx Roadster
2017 BMW R Nine T
Read the 883, and 1200 Sportster reviews
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Me and my bro-in-law collecting the low rider. He looks happier than I do.
Coming across the Harley Low Rider was a coincidence. I've owned a Harley Sportster 883 Iron before, which I sold in frustration but consequently ended up missing it badly. In my nostalgia, I found myself at the local Harley dealer with the intent of getting back the old 883 in some form. There are some new glossy versions, flaked and even the old matt-black that I was looking for. At the time of writing this, the latest Sportster on the block was the 2017 Roadster. The version with the 1200 mill, twin disc brakes, premium adjustable rear shock and a somewhat lean-over riding position. The most sporty, sport for several years.
That's where it happened. I saw the new 2017 Harley Low Rider - it 'had me at hello'. Nothing wrong with the Sportster but I figured there is a reason you don't go back to old girlfriends you've broken up with. There was a solid reason for leaving in the first place, right?
Before laying my eyes on the new low rider, I did test the Harley Sportster, Roadster XL1200CX, which was fun but more about that in another article. The point being, I've had a Sporty already and thought it was time for a big twin, and at 1690cc - big it certainly was!
How shiny is that Low Rider? A bitch to keep clean
The looks. To me, the low rider is quintessential Harley. Simple and classic lines with nothing extra that doesn't need to be on there. Well-proportioned with a good serving of chrome without going overboard. The low-rider has always represented that standard Harley look that all other models deviate from with fatter wheels or solid discs, added fairings, slammed suspension, odd headlights. With such timeless looks guarantee that it won't go out of fashion any time soon. Same with the colour, black is black.
While it may not be the flavour of the month, it is arguably the best colour for longevity and resale. The red type and pinstriping set it off nicely with a sharp, classy look that makes the flat black come alive. This year model also came in a black + silver paint scheme which is also very nice, if not somewhat more nostalgic and consequently would suit older riders. Whacky colour and finished like the 'red denim' and the sort look interesting enough but will drop out of fashion faster than a top 40 hit. Equally, trying to sell a bike in an 'experimental' colour will likely prove to be a challenge.
The classic two-tach setup with an RPM dial below the speed works well and looks very classic, especially with the warm orange glow when the sun goes down. The dials are mounted quite low, so in a full-face helmet, it takes a deliberate effort to look down at them. Not a bit issue really as the RPM is more of an aesthetic touch because once you know your bike, you can hear when to shift. Speed being on top is a lot easier to see.
Besides, the flush tank-mounted gauges add to the slim, streamlined look of the low rider. I've never been a big fan of the bar-mounted dials on say, the FXDX, or some R variations of the Sportster.
Out of all the models, why would you buy a Harley Low Rider? Let's be honest, it is plainly the best name. Everything else sounds like a fancy vibrator. No, really. Think about it - Fat Boy. Night train. V-Rod. Super Glide, Ultra Glide...Are we still talking bikes here? So the name is cool, that's a great start.
The Dyna family are well known for being the pick if you want to ride the pants off a hog.
Barebones, no extra fat, big engine and this one equipped with twin disc brakes and ABS. Couple that with decent cornering angle and you've got a Hog that can shove along.
I was particularly impressed with how well the bike is finished off straight from the store. Back in the day, you'd have to drop a few Gs to get the roughly built hog looking good. Sure, the HD bible ( parts catalogue) make certain you can still do that, but you don't need to. You could quite easily leave it stock (aside from the pipe) and have a bike you can be proud of.
Thanks to Northern Beaches Harley Davidson. For a good buying experience. Talk to Brian - he's a cool guy.
I distinctly recall riding away from the dealership many years back on an 883 and was stunned at not only how woeful the stock power output was, but also that the mini hog sounded like a sewing machine. Scarred by my previous experience, I promptly had the Screamin' Eagle 2-1 nightstick installed on this new Harley Low Rider.
The nightstick slip-on isn't loud, but it does sound good. Give it the beans, and you'll be met by a throaty roar that doesn't stop until you've hit the limiter. It's fair to say the two-into-one does change the Harley sound somewhat. That is, compared to the classic, two into two arrangement which has been the staple for anything but the touring models.
I've also equipped the racing tune-kit from supertrapp which has given it more sound without sacrificing torque (which is what happens if you simply pull off the discs). I've been told this nightstick is actually made by supertrapp - not that I really care who makes it.
2017 FXDL Dyna Low Rider with 'ventilator high flow intake.'
As mentioned in a caption above, the Dynas, for me at least, were not just show ponies but a HOG you can ride properly. While you most likely won't be setting track records on this thing - it is not slow. Stable on high-speed corners and surprisingly agile due to its low-slung weight. It most certainly doesn't feel as heavy as its numbers would suggest. The stock bars are wide and provide excellent leverage that makes flipping the Dyna side to side easy.
The twin-disc brakes upfront given you decent stopping power. Not staggering but good (probably very by Harley Standards). This model in particular, also comes with ABS. ABS, as most things don't come equal. While I'm grateful for any sort of ABS, the system on this bike is pretty low level. When it does come on, it stops braking what feels like a good full second at a time. A bit disconcerting, but as I said will save you from a lock-up and no doubt better than no ABS. Again, this is a comparison to the best on the markets Brembos and BMW ABS, which is barely discernable and turns of-on-off in milliseconds. Not seconds.
Stock shocks on the low rider are pretty good, even though I know they will be the first thing to be replaced. Even though fast corners when encountering bumps in the road, the Dyna doesn't wallow around like models of old and really it's only on sharp bumps you feel the rear bottom out. If you just cruise around on weekends and don't ride fast or long, the stocks suspension will never be an issue for you. But if you do ride fast, long or two up often you will want to switch this out. As of now, HD does stock their own 'premium ride' shocks, which are no doubt better than stock. I haven't tried them yet, so I can't comment.
Overall though the low rider is quite swift, easy to ride and makes you feel like a total badass. Especially when you pull up at the lights next to a Vespa rider who is convinced he's going to see you off at the lights.
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This article is a quick comparison of the two bikes, not an in-depth review of each one. For full details, please refer to each bike's full review in a separate article.
Similarities:
Age group: Teenagers are not likely to buy these bikes, neither are pensioners. Some may argue about the Harley, but there are many models in the HD line up that are way more suitable for old folks. Similarly, the Beemer is typically out of the price range of young upstarts, and not quite the bulky/faired touring machine the old-timers are looking for.
Performance:
The Harley goes well in its own right. The 1690cc powerplant moves the low rider along swiftly. A broad spread of power that kicks in right away. The characteristic shake on idle smooths out once underway. Some people complain about the shaking thing, but I quite like it. It lets you know you're are sitting aboard a big, powerful v-twin animal.
With Twin disc brakes and ABS, this is a Harley that finally has decent stopping power. The ABS works well, however, not quite up there with the refined systems on the BM. When the ABS does kick in, it switches on and off in very discernable half-second periods. A bit clunky, but works ok. On the BMW, the ABS action is barely noticeable, it just seems to keep braking. The power of the BMW Brembo brakes is outright insane. Probably the best I've ever used.
Despite the heft, the low rider never feels slow. It pulls strongly from any rev range in any gear and is quite deceiving. Without much fuss or revs, you'll be at 100kms in no time. Similarly, cornering clearance is decent on the HOG, and you don't drag anything on the tarmac easily.
Oddly there seems to be more windblast on the BM. Probably because you're perched on top of the bike rather than sitting 'in it' like on the low rider. The forward-leaning position on the r1200r counters this nicely, and at freeway speeds, you are left resting on the wind relieving your wrists.
The r1200r will smoke the Low Rider in any performance comparison; acceleration, speed, cornering, braking. (read the full review on the r1200r for more details), but the Low Riders dynamic are more than enough for the bike and enough to make it a fun ride.
Attitude:
The BMW r1200r as of 2015 was re-designed and sported an aggressive shape and a greater visceral appeal than the earlier conservative/bland boxer designs. It looks fast, just standing there. The bike (specifically the white with red frame) looks refreshingly modern, racy, while still very BMW. A bike a well funded 20-year old wouldn't be ashamed to ride.
The low rider, in contrast, is straight from the '70s with a timeless aesthetic Harley is well known for. Plenty of chrome combined with black paint, low slung seat and the thundering 103 ci (1690cc) gives the admirer plenty of eye-candy to feast on.
Its a fact, you do feel cooler riding the Harley Low Rider.
Comfort:
Short trips, they are both very comfortable. Upright in position and bars in a sport that you don't have to go fishing for them.
On longer trips, the BM is vastly better due to the advanced suspension seating position and gadgets (cruise control, dynamic & adjustable suspension, heated grips). That's not to say you can't do a long day on the Harley, I do it often but can certainly tell the difference in fatigue. As is typical of many cruisers, on the HD you are rocked back on your tailbone a bit which gets uncomfortable.
If I were planning a multi-day trip with 600kms a day, the BM it would be a natural choice from these two.
Ease of use:
Both are easy to ride. The Dyna Low Rider is remarkable easy to swing around, despite the weight and boasts relatively good ground clearance - you have to be going proper-quick to scrape the footpegs. The broad bars and low gravity centre on the HOG make it a smooth ride around town too. Surprisingly easy to corner.
The r1200r requires less effort in all areas; including clutch and braking force, manoeuvring at plodding speed and in a parking lot.
Controls and features on the Harley are pretty basic, but some new modern touches like range gauge, trip meters, keyless ignition and auto-arm alarm are convenient. The BM has all of this, except the alarm, and then a raft of other technology and features too long to list here. If you like a classic interface, you may not like the BM's space-age cockpit crammed with information.
On the opposite end of the scale, the main features on the Low Rider include a tachometer and speed gauge.
Verdict:
While similarly priced, the BMW r1200r (liquid cooled), is a far superior motorcycle in technical terms. It goes faster, stops faster, corners better, has better suspension, better riding two-up, better range and economy, less service required, a stack more gadgets.... need I go on?
So the BMW is the better motorcycle hands down, right? Meh. Yes, it is is, but the answer is more complicated.
On paper and numbers - technically speaking, Yes. Overall enjoyment from the bike they are about even - and that what it's about right?
So what has the Low Rider going for it?
The HOG oozes cool. The Dyna is one of the sleeker-looking models without all the extra pork and tassels. It's a work of art sculpted in metal. I definitely spend more time admiring the Low Rider. While not generally considered cutting edge engineering, Harleys today are far better than they were - and cheaper. No one can argue that Harley doesn't build a well-made motorcycle. Just about everything is made of metal, which obviously adds to the weight, but also the appeal. The bike feels super dependable and authentic, which in today's age of plastic is appealing.
The low rider feels formidable when you're riding it. The rumble of the engine, the solid feel combined with the low-end dollops of torque provides a unique experience. I've had Japanese cruisers, and they are good but they ain't Harleys.
It's fun to ride. Unless you want to go scraping your knees through the canyons, the Harley is as much fun as the Beemer - if not more so at moderate speeds. At low speeds, it's all Harley. While some of you may scoff, I'd say there is a particular pleasure in a bike that doesn't mind going slow. You'll know what I mean if your motorcycle is fuelled for a fire-breathing redline experience but hates low revs and stutters when going slow. The r1200 is not bad at cruising too, but doesn't match the Low Rider - it needs more revs to keep it alive.
If you like cruisers, the FXDL Low Rider is lean, and sporty by Hog standards and makes you feel like a total badass. While there are many cruisers brands - Harley Davidson still has the strongest and indeed is the grand-daddy and inspiration for all other cruisers out there. Might as well get the original.
There is plenty to like about the Dyna, and I'm not talking some mystical Harley character. This is truly a fine modern motorcycle with plenty of power, comfort and modern conveniences to suit today's rider. It's also outright beautiful and sounds amazing.
The BMW r1200r (liquid-cooled) is a sporty naked machine that will suit anyone from a sports orientated rider (not track), commuter, and nimble sport touring. (with a few additions).
The bottom line is, number and facts aren't the deciding factors that make you feel good. There are the aesthetic and emotional responses that technology alone doesn't always cover for.
While the BMW is the better bike technically, the Low Rider is just as enjoyable to ride and that why I have both in the garage!
One bike will never cover all bases. Stop trying to find the perfect bike!
Hope you enjoyed the review and please post your thoughts and comments below.
]]>A 2002 BMW r1100s - how? I had a pretty lousy finance deal on the k1300r, so I decided to sell up and pay it out. Not to mention the k1300 is a magnet for the boys in blue and only fun when breaking the speed limit by an extra 3 digits. In test riding boxer-powered Beemers I've discovered they are as much fun to cruise on, as they are at going fast. Inline 4s are fantastic on-song but sounds and feel mundane otherwise.
While waiting for a buyer, I was browsing around for something nice I could buy for cash. Looking around for another Beemer, for a budget of up to 10k, I had to look for something older.
I came across the BMW r1100s which, as a boy, I had up on my wall as a poster. At the time the promo-colour was a bright canary yellow. I remember how tall it looked thinking if I would ever be big enough to ride it. Not that I could now be described as a towering guy, but tall enough for the r1100s!
As it happens, it seems whenever you start looking for a bike, there magically happens to be something amazing for sale.
So there it was, down in Albury, a pristine r1100s. Despite being a 2002 model, this thing looked brand new. Better than new actually - it had a beautiful stainless steel exhaust system and polished wheels which looked terrific. Good service history, 40,000 on the clock. I put a deposit down and flew down to Albury to pick it up.
Just as attractive in the flesh, I was just hoping it ran as well as it looked. After a quick press of the starter, I was greeted by a deep mellow boxer growl. Then a quick spin around central Albury confirmed the bike ran sweet. Paperwork sorted, money transferred, and I was on my way. Quick thanks to Blacklocks BMW, Albury who made this possible.
The maiden voyage of 800kms in one afternoon. Albury to Sydney via Snowy mountains. It would be a good time to mention that it was mid-July and cold. Sunny but still plenty chilli at 4 degrees and 3 pm. The new first lady, unfortunately, was not equipped with heated grips like my newer BMW's. I noticed this only when I was in the mountains pictured below.
4 degrees (celsius) at 3pm in the afternoon. I had to stop to warm my hands on the cylinder heads.
Coming straight off the K1300r, the r1100s was obviously dating a bit. Can't hold that against the old girl, running on 15 years of age and looking the same as the day she rolled off the assembly line. The older boxer did vibrate a little more than the K1300r, and the sideways pull when revving in neutral was a bit odd at first.
Compared to the feature-crammed k1300, this BMW r1100s was a straightforward bike. That did add to the charm. There is something neat about having only two dials - speed and revs. That's it. Add to that, the black and yellow dash, and it did look very retro indeed.
The r1100s has a tallish seat and a relatively forward sporty position which has you leaning forward quite a bit. It's easy to stall at the lights if you're not used to it. It took me a fair bit of time to be able to punch out quickly when the lights went green.
Shifting was a bit vague and at often found neutral shifting from first to second. On many other motorcycles, you tend to get a reassuring click, but on the r1100s initially, the lever felt a bit numb. I hear this was the case with many of the old beemers, including the guy who bought it, said it was far better than his old version. The key to any bike is getting used to it, which is why I don't put much stock into first impressions. After a while, I didn't notice the gearbox anymore, which to me meant I'd worked it out.
Handling I think is the ace card of this bike. Once I felt a little more familiar, I was indeed able to throw this boxer around the bends confidently. Very precise and easy to flick through transition corners. More so than the k1200-1300, where the weight is felt.
While the BMW r1100s doesn't have blistering acceleration, it is swift and happy carries that speed all day. With such a substantial fairing, you never really feel precisely how fast you're going. Big open spaces and long high-speed sweepers are where this bike felt at home. The result being able to ride the bike fast all day without getting that fatigued. The telelever at the front made every ride a smooth one. And the feel is indeed a bit numb but make a very comfortable ride dampening wise.
The bike is quite tall, just about at the limit at what I would comfortably ride (I'm 178cm). I do hear there is a lower seat for this bike too. The overall riding position is on the sporty side of sport-touring. Quite leant forward and legs tucked quite high. In fact, it was the only bike I ever got cramps on (I was 36 at the time). A comfortable bike overall I but could see having issues with it as I get older, fatter and less flexible.
My wife was not a fan of this bike, which is one of the reasons I sold it. The pillion seat, even though large, was quite slippery. Things made worse by there being nothing to hold onto. Combine this with rider leaning forward quite a bit and you've basically got the comfort level of a regular supersport. Having something to hang onto would improve this immensely. I've seen the BMW r1100s equipped with Ventura racks at the back, but for me, it would be like putting a roof rack on a Ferrari 458.
Looks of the BMW R1100s leave a lot of folks polarised, bodywork as is typical of BMW. Mostly I would say the bike is quite the masterpiece. Only the front would have me understanding people who didn't love it. Directly front-on it is a bit unpleasant - a face only a mother could love.
As one guy put it; Italian from the back, German from the front. Otherwise, a sexy piece of machinery with its expansive bodywork. Particularly in the ice-blue or silver, I like how the body seems to blend into the engine and other components. Sort of like one chunk of metal. I mean - just look at those polished pipes!
A sophisticated stately machine worth of any distinguished gentleman, without the stigma of a "fat" beemer.
It just has this superbly solid look and feels. It's one big-ass motorbike that is tall and long. Overall very impressive.
Probably my least favourite angle of the r1100s. Amazing from all others!
The tall, commanding position does give a good view over the traffic, and the low-slung boxer weight makes slow-speed handling a snap. But the old boxer didn't enjoy going slow, so it was a little lumpy at low speeds and needed a lot of clutch work. Needless to say, I don't think any air-cooled machine is at home in mid-Bangkok style traffic. There was also the ever-present sound of the oil pump (I believe) which could get pretty loud when just crawling along. Unless you are dealing with heavy traffic, otherwise city riding was so-so. All in all, doable, but not an ideal city bike.
I did end up keeping this bike for only around a year, after which I had the urge for something more potent and with more pillion comfort. I enjoyed the r1100s immensely but I just like swapping bikes - life is short. Plus, while I do ride every day, it is usually short rides. The only epic trip I did on this bike was the one when I bought it. And it really isn't a commuter - it feels at home on the open road at speed.
I do often look nostalgically at the pictures and wish I had a bigger garage - I even contemplated buying another. But then remember that I liked the appearance more than actually riding it.
Would I recommend this bike? Yes, unless much of your riding is in heavy traffic. It's a bike that needs space. A further tip - try to find the ABS model with heated grips.
I'm sure that if you are considering buying this bike, it will make a big impression on you as it did on me.
Photos & Story: George Ihring
]]>The BMW k1300r - Living with this bike now for over a half a year I can genuinely say it is among the best all-round motorcycles’ I’ve ever ridden. Not just the fastest but as a package, it simply rocks.’ It’s easy to ride, brutal manageable power, comfortable, has a stack of gadgets, safety gear and the presence of a heavy-weight gorilla without the handling issues. This is a bike you could keep for quite a while and never get sick of it. Sure there are better-suited track bikes or touring machines as specialist tools, but the k1300r does a lot really well. That being said about the track, a friend of mine who rides an Aprilia RSV4 recently told me he got passed at the race track by a k1300r repeatedly - and’ he’s not slow!
The only area’ I’d say the stock bike was lacking was a bit of character in the sound department. New bikes with “legal” exhaust are notoriously quiet and lacking substance. Especially BMW. The K1300r is no exception. With such potent figures, you expect a thundering barrage of sound after firing up the beast.’ You’ll be disappointed. Engine sound is not as exciting as some - although at higher revs it does start to sound a little like and f-15 taking off.
We all know most bikes sounds like scooters fresh from the shop - even Harleys.’ It’s nothing a sound exhaust system’ won’t fix though. For the BMW k1300r, the ultimate pipe you can fit is the Akrapovic titanium silencer explicitly made for this bike, which is not only the biggest silencer on the market to date but also costs about as much as a new scooter. More about this below.
It is definitely a bike that grows on you. The post-apocalyptic looks are not to’ everyone’s taste, but they certainly are unique and you’ won’t be mistaking it for anything else. The looks are definitely polarising, some love it some hate it but hard to argue with the thundering presence performance it brings.
The BMW k1300r is an epic motorcycle with very few down-sides.’ It’s not exactly a commuter, but will pretty much do everything else with ease. You do feel’ it’s a big bike in tight corners but certainly not a handful and it never surprised my or ran wide. You can take it on a track and mix it with the fastest bikes out there, or ride across the country on it lazily and efficiently. Great for two up as well due to the large expansive seat which’ isn’t much higher than the’ drivers. For a naked bike, magically you’ don’t get blasted by the wind, perhaps because’ it’s so long and there is a lot of bike in front of you when compared to sitting on some other nakeds. Power is epic, both in Horsepower and torque, and while I gave it a decent flogging, I never came close to reaching limits. I basically shat my pants every time it went past 7,000 rpm.
A cruise missile of sort and the bad-ass looks to back it up. Not many rides out there with such a dominating presence. Nuclear-armed transformer on a hangover type demeanour.
Bought from Procycles St. Peters
Updated pic with an Akrapovic titanium silencer installed.
The Akrapovic pipe has a removable baffle via a screw. The baffle is very effective. Inserted, it really is only a tad louder than stock, albeit also has a bit of a better tone. Baffle out,’ it’s a whole new ball game. Most videos you see online show the startup and free revving. My experience is the k1300r sounds the best under load while riding. With the baffle out, the startup is still relatively quiet, though there is a now a deeper rumble revealing the animal within.’ It’s only on acceleration you really notice the difference, sounds like a proper race bike now with an appropriate bellow. A good dose of snarly overrun and a lot of crackle and pop. Shift via the quick shift at 5-6 thousand, and it will fire like artillery. Overall a lot of fun and adds a tonne of grin factor. This bike always looked like it was for hooligans, now it sounds like one. Unlike most after-market pipes this one’ doesn’t need earplugs on long rides only because’ it’s not loud unless you are caning it - in which case loud is what you want.
Wanna hear what it sounds like with the Titanium Akra pipe?
Performance-wise a mild boost as well. Not that it was slow before but now is outright scary. Power pulls from lower down and noticeably punchier. For a bike that’ isn’t that easy to wheelie due to the long wheelbase,’ it’s pretty easy now. So for those wondering if’ it’s worth it. I reckon so.’ It’s brutally expensive but by far the best-made silencer’ I’ve seen. Anything else’ I’ve seen put on a BMW k1300r’ didn’t match it. The finish on it is flawless and nicely detailed.’ I’ve had Remus before a few times, and they were great, but this is another step up. The carbon tip and matching heat shield look “the business”. Also, because of the materials used, even after a long cracking ride, the silencer’ doesn’t get stinking hot. You or your passengers are not going to burn clothes or legs on it.
’ I’ve read that the BMW k1300r does eat tyres and with a big sports bike with this sort of power and weight, it seems a fair statement.
We’ve just changed the original tyres after around 6000kms which for the most part spent on bends at high speeds, so the mileage isn’t that bad. The rubber that came with the bike were Metzler M6 Supersports which were more or less for fast rides/track use and probably stickier and faster-wearing that needed. The new tyres are Pirelli Angel GTs, which claim 30% more life while maintaining excellent grip and wet-weather performance.’ I’ll provide an update on this later. The Angel GTs are highly recommended.
What you spend on some extra rubber’ you’ll make up in fuel efficiency. Yep,’ that’s right. If someone told me that this bike was fuel efficient before I rode it, I would have had a good laugh. Truth is that real-world figures have this monster averaging 6.0l per 100kms, which is impressive considering most of the time riding’ I’m flogging it through bends. Most of my friends who ride 600cc Supersports use more fuel. This is typical BMW -’ they’ve always been good on the efficiency factor. Despite the appearance, the k1300r has got the goods in the range department so it’ won’t cost a bomb at the bowser. After a thrashing down the putty road at ungodly speeds, it recorded 6.5l per 100km, while my friend on his 600cc ninja drank 10! Go figure.
Ok so despite this sub-header, there is nothing terrible about the BMW k1300r. Some niggles however listed in order of annoyance:
Update to post: December 8, 2016
I owned the BMW k1300r for around 3 years and only sold (6 months back) it to get out of a bad finance deal. Subsequently bought an r1100s temporarily - sort of like getting into a VW beetle after owning an Audi RS6! You can read about that here.
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The BMW f800 ST has never been in the highlights of the GP or drag-strips, but this midweight BMW is a fantastic bike that shouldn't be glossed over. A somewhat quiet and non-offensive overachiever. In most single areas it won't be breaking records as it isn't the fastest, lightest or most avant-garde design out there. What the BMW f800 does do particularly well is make a darn good package overall.
It is one of the best bikes in the midweight ST category for overall rideability, comfort and safety. This motorcycle is remarkably easy to ride and live with on a day to day basis in the real world. Let's face it; most bike riders are doing most of their riding in the city or back-roads on the weekend. The time most road bikes spend on a racetrack is almost not worth mentioning. I have to admit I enjoy riding the pants off a motorbike, rather than riding a cruise missile and just flirting with its potential
The BMW f800 ST is precisely the sort of bike you can get the most out of. Ask any biker, and they would tell you that they would love to have a few bikes in the garage - well this is it. Well, at least as well as you can do with one bike.
The chassis and handling of this bike are exceptional, definitely, among the effortless, I've had the pleasure of riding. Supremely stable and flickable.
On this particular occasion, I was lucky enough to be able to take the F800ST from Sydney all the way to the gold coast and back. Fully loaded with my girlfriend - with all of the side trips and back-roads I rode a total of 4200kms on the ST so I can say I got to know it pretty well.
There are a couple of really neat things about this bike that you won't generally find on other bikes of this vintage:
Our particular test bike is the 2011 BMW f800 st with a touring package that includes;
Performance: Great dynamics, average power
fuel economy: best in class
Handling: excellent
Comfort: excellent
Safety: ABS brakes front and rear, tire pressure indicators
Aesthetics: somewhat understated (like most things German), engine sound is a little numb
What is great about the BMW f800 st?
What isn't so flash?
Nothing much really, perhaps a little lacking in the guns at the tacho layout looks like a Russian water meter arrangement. Oh and the plastic fairing extends to the fuel tank. For those old school tank-needs-to-be-metal type of guys, this may be an issue.
I read somewhere that the motor sound like an engine in a wooden box. Funny and accurate, the ST has quite a bland note out of the shop but can be improved by the Remus aftermarket pipe. My sharpest criticism of the bike is that while I still like the looks, it's otherwise its a bit of a bland bike. Funny enough that didn't stop me buying it - twice.
Problems?
In my time with the ST I only had two minor issues. 1. The left heated handgrip stopped working, was faulty - replaced under warranty. 2. The thermometer always showed a much higher temp. Never accurate on any bike though.
Hardly significant issues - and otherwise fault free!
Verdict summary and score:
Overall the f800 ST does what it's supposed to and does it remarkably well. It is a sturdy bike and performs well as an excellent all-rounder. Not really for the race track, though I'm sure you could take it out and swing it through the corners. Great for touring and commuting - probably among the most accessible bikes to get on with I've encountered.
Engine performance isn't staggering but well balanced, and an excellent torque spread. Far beyond good enough for a speeding ticket.
If you are looking for a bike that does it all, this is about as close as you get. The BMW f800st is a bike that ticks all the practical boxes, but if it does fall short somewhere, perhaps it's character. However "character" is something many of us could live without when we are talking reliable machinery.
I recall always having the feeling that I can rely on the F800.
I had the choice of sitting in a park all day or getting on board a Harley Davidson Dyna Super Glide 35th anniversary edition. I was up at the crack of dawn to pick it up.
There is something about the simplicity of the Dyna family that appeals to me. To me, they represent the quintessential Harley with the timeless styling and more on the bike than necessary.
This particular model was the 2006 35th Anniversary Dyna Super Glide, which just looks super cool. This model was styled to resemble the original 1971 Dyna, but even if you didn’t know that the bike looks great. Plenty of chrome, bike-specific details and a grand retro colour scheme. Never thought a white paint job would appeal to me, but it’s impressive what combinations of design can do to change your mind.
Nuts’ bolts it wasn’t much different than your standard super glide custom, so most of the goodies are cosmetic, but they do make the bike special. An array of badges chrome and the red-white-blue colour scheme pull it together nicely. The blacked out frame recedes to make sure the engine stands out nicely. A personal choice but I’m not a fan when HD paint the frame bright colours (screaming eagle Dynas or deuces for example). A silver powder-coated engine with chrome covers look a cut above the standard and in the long run, probably saves you a few bobs at the “mods and upgrades” section of your local HD dealer.
The 35th anni’ Dyna Super Glide was built a year before they started rolling out the 96 cubic inch engine, so it fired up with the trusty 88, which is plenty anyway. The Vibration-isolated Twin Cam 88 shakes plenty on idle but smooths right out once you get rolling. The idle-shake adds to the character, which I never found annoying, and it always let me know I was on an American classic. This particular bike had some unbranded free-breathing pipes, which not only breathed but also blew the doors of the garage on start-up.
Been a while since I’ve been on an obnoxiously loud bike that was fun while it lasted! Up front, the standard single disc stopper mounted on a slim spoked wheel looks the part and adds to the relatively nimble handling. Up to the back a 160mm tire with the same retro-spoke treatment. The mid-mounted pegs on the Dyna Super Glide give a good riding position unless you’re a rider who prefers the “couch recliner” position. I’m 180cm, and it was just right, but I get the feeling tall riders would feel a little cramped on long rides. Easy fix though, a set of forward controls would also improve the ground clearance a bit too.
Rolling off, the Dyna’s weight disappears in a wave of torque and slow speed manoeuvring is simple due to the low centre of gravity like most Harleys. Don’t park it on a downward slope front-to-curb because this baby doesn’t have reverse and your perceived coolness will vanish with you desperately trying to heave the Dyna uphill.
Cruising along the motorway towards the mountains gave me a chance to wind in on a bit, and I was surprised that the dunk on this bike revved out far more than expected. Probably the pipes and a better cleaner gave it a better set of lungs. Things just got a whole lot more enjoyable from that point on. The sound, the acceleration and overall grin factor went up with the revs. This Dyna is not equipped with a tacho, probably to keep the clean look, but I would have liked to see what it was pulling at the rev limiter. From the last big Harley, I rode I couldn’t recall they wanted to rev so much or sounds so good doing it. This one was on loan, so likely had a few mods that made it more spritely.
My next big surprise was the corners. Assuming this beast would be a bit reluctant in the twisties, I wasn’t exactly looking forward to the mountain climb, but boy was I wrong. Not to say the Dyna is a Superbike by any means, but keeping things within reason, it was a real treat to throw about, and the ground clearance was much better than I expected. I had a lowered Fatboy on loan once, and I had to give it back after 2o mins because I was afraid there would be nothing left of it when I got back. To touch down when you are giving a cruiser a proper flogging is fine, but to be dragging the hard parts on every corner is just stupid.
So while I’m not pretending this Dyna Super Glide is a race bike, you can ride it pretty fast with decent cornering ability. I’m told by a lot of HD die-hards the Dyna is the best handling and I tend to agree. Most people won’t buy a Harley to ride the pants off it, but it’s good to know that it has a bit of bite along with that bark. Steady in the corners at speed and the clearance made swinging this hog enjoyable. No doubt your local friendly HD dealer can sell you plenty more go-fast parts to hustle the hog some more, but let me tell you it goes pretty well straight out of the wrapper.
The pull-back broad bars are comfy and aid in tipping the Dyna in the corners, the rest of the switchgear is pretty standard fare. The only tacho on the tank seems a little out of range, which had me looking down at it continuously (who goes for an epic bike ride on a double-demerit weekend??). The cool thing about Harleys is that with all the noise and wind-blast, you always feel like our going faster than you are. Which is excellent in this country of ours where losing your license is almost a hobby for any biker.
I spent around 10 hours straight on this Dyna Super Glide, and overall, I can say it was comfortable. The rider’s seat was standard - firm enough but not sponge-bob. Can’t say the same for the passage perch, but that is expected- any setup for a long-distance passenger just doesn’t look quite as cool.
All up I enjoyed the 35th Anniversary Dyna experience. It looks great, goes well and has enough unique styling to stand apart from the regular hog.
The day had come where looking at the pictures of the Sportster Harley Iron 883 were traded for the real thing.
How did I come across the Iron 883? I have liked the Sportster for many years now, and not because it is the cheapest Harley - I think it's the most fun. Me and my mates have tried the entire HD lineup, and while they are all excellent bikes, there was something about the Sportster that made us want to get back on it. Maybe it was the primitive simplicity, perhaps the size and shape. Whatever it was, the Sportster bug never left.
Looks-wise, the Sportster has received plenty of variations, but it wasn't until I saw the Nightster (not a fan of the name), that I really wanted to buy one. They just looked cool. Simple as that. I went and tried one but almost spat out half my front teeth as the shocks were terrible. The thought of buying one left me that day, along with my teeth. Perhaps it was just that particular example, but I've heard from a few Nightster owners that the suspension is almost non-existent.
About 2 years later, I see this matt (Denim) black beat in the magazine with a familiar shape - yet somehow cooler. Not long after I was at Fraser Motorcycles getting parts for my Ducati monster and I walked out with an order for the Iron 883. I was taken upstairs to check it out, and after I worked out the repayments, I was sold. Spontaneous maybe but certainly not the dumbest thing (by far) that I've done this year. Fast forward to now - the time of the pics below.
As expected, there was quite a wait for the Black Denim Harley Iron 883. Possibly just bullshit sales talk, but it was said to me that it was the fastest-selling bike in the country at the time. There were plenty of the Silver Denim, but no one seems to want them. Let's face it, black looks cooler. Actually the day I made the order I was offered the silver version, but no cigar.
Picking up the bike was quite a ceremony - as it should be! Credit to the guys at Fraser's for making it feel special even though they do it every day. I recall my experience at Northside motorcycles years ago buying a Ducati. Let's just say I receive better service when purchasing socks at K-mart.
Picking up the Harley was fun, then was promptly shown to the garage where the 883 was prepped and ready to go. A brief rundown on the new bits and pieces was covered by a Harley technician. Hard to concentrate on what he's saying when all you want to do is get on and ride the thing. Good things I did as there are a few new things, like the immobiliser and auto-arming alarm. Hazard lights, manually disarming the alarm via cod was also a useful tip.
With all the formalities out of the way, time to throw a leg over and take my baby home. It's always an odd thing when you get a new bike or borrow one - you get off then just look at it and realise the best thing to do with it is to ride it. Start it, ride it, park, then do it all over.
How does it ride?
Following on from the first post - while I've ridden plenty of Sportsters before, this was the first ride on the Iron. I didn't even try it before I bought it. I figured it wouldn't be worse than it's predecessors and all those improvements must make it worth it.
Riding a brand new 2003 X 883R years ago made me appreciate the 2004+ rubber-mounted Sportster. I'm sure there are plenty of pre-2004 riders out there who love them, but I just couldn't live with the vibration. Actually, I'm sure we can get used to just about anything, but should we really need to?
Starting a brand new Iron 883 is not what you expect. Everyone expects every Harley to break windows and scare little children. Legal requirements and state laws required new bikes (Harley's included) to run pretty quiet and consequently has your new Iron sounding like a sewing machine. Ok, fair enough - it's not so bad... but it leaves you instantly wanting a louder exhaust for a few reasons. Firstly, a Harley needs to sound like one so you can impress your mates, then there's the safety factor of keeping cars from accidentally running you over. Last but not least - you need to piss the neighbours off when you start your bike in the morning to get them back for all the years of their kids screaming at 6 am. So overall the stock Iron 883 has a nice idle and roll on sound but needs beefing up.
Sound covered. Get on the Iron, and unless you're long in the leg, the seating position is upright and comfortable. I'll get into aesthetic details later. Pulling off the lot was smooth, and generally, everyone says the 883 is really easy to ride. I've heard that comment from mates who ride nothing but Japanese sport-bikes. Being a Ducati Monster owner, this seating position was about as close as I could find on a Harley.
The engine is really smooth and tractable. As expected, not much in the revs, but shift up quickly and there's plenty of meat in the torque. Harley has done a good job with keeping the "heart" of the Sportster while smoothing out rough edges. For example, on idle at the lights, the bike has a fair bit of shake which gives you that raw chopper feel but then smoothes out in the revs which works great for me.
Despite being the 'smaller' Harley, this is by no means a small bike and weighs over 250kg. At 100kg more than my Ducati, it wasn't something that went noticed. Not that it worried me. It gives the Iron a solid, stable feel on straights and isn't twitchy with a passenger.
Sportsters have been around since 1957 and produced continuously in a wide variety of flavours from Sporty sport through laid-back custom. Without going into a history lesson here, there are a few things which make the Iron 883 (XL883n 2010) an exciting bike.
Ok the obvious part, this bike looks the business. It turns heads everywhere with it's Low-tech, dark and dirty looks. The minimal chopped-down trend they started with the Nightster seemed to catch the imagination of Harley and non-Harley owners alike making this one of the best-selling Harleys in history. Some of the finer details include the Denim paint, which is a sort of matt/satin finish that is a big step up from the typical flat paint job. Other minimal styling cues include the chopped rear fender, blacked our engine components, rubber gators, single speedo unit and solo seat.
The rear brake light/indicator combo adds to the minimal theme keeping the arse-end very tidy indeed. Sadly here in Australia, the side-mounted number plates are illegal, so this bike doesn't look as fresh as the Harley designers intended. The bike yellow plate pretty much wrecks this idea, but I'll do something about that very soon.
One thing to consider is that this bike looks sweet right out of the crate, and depending on your tastes, could be regarded as custom. But, as with most bikes, most people still want to make it their own, and I'm no exception with my 'extras' already into three figures.
I've owned a few bikes, and regardless of cost, the Iron 883 turns more heads than any other I've owned.
Technical upgrades:
Unless you've been following Sportsters for a while, you will miss some big improvements on this series. Like I've mentioned in a previous post, I just couldn't own a pre-2004 Sportster because of all the rough edges. But this is an entirely different beast altogether. Kept all the good, improved or replaced the bad.
A bit of evolution here:
2007 Fuel injection replaces carburetion on all models.
The 2010 Sportsters all get an immobiliser and auto-arming alarm, fatter rear tire, tear shape oil tank, cast wheels, integrated brake light /indicators in one unit, a rubber-mounted engine, fuel injection.
Of all of these innovations (aside from styling), the rubber-mounted power-plants and electronic fuel injection have to be the biggest.
Oh, one more big thing I forgot to mention - the Price! To ride away on a brand new Harley Davidson for 13k AUD was unthinkable a few years back. Paying 30k+ for a Motorcycle just isn't in the league many people would consider spending on a Hobby.
Rolling away from the dealer was a bit of a mixed experience. Super happy to have this new beast I'd been waiting months for but felt a little hungry on the power end. For a moment, I thought there was something not quite right on it and was considering turning back. I stuck with it and got used to the way this thing made power and knew it would only be a day or two before I take a spanner to it.
The suspension is so much improved over any other Sportster I've ridden previously. Not to say it can't be improved but has come a long way. Unless pushed hard, it won't wallow in the corner and isn't harsh over regular bumps. The stock setup is made for a single rider, so if you're looking to ride two-up frequently, you'll do well to consider upgrading front and rear shocks.
Overall though, even out of the crate, the 2010 Iron 883 is a fine motorcycle, and boy does it turn heads. Attracts young girls and bald old men alike! Though like most owners of anything HD, you'll most likely do a fair bit of modification.
Speaking of modification, I'll talk a bit about what I ended up doing to this bike. As I mentioned earlier in the article, straight out fo the showroom the Iron 883 looks great but sounds like a dull sewing machine and doesn't exactly haul ass. It's torquey but not top-end at all. As soon as I got home, I thought I have to open this baby up to make a fire-breathing sporty Iron 883. The Evo engine has a lot of potential but bog-standard it really is a bit choked up. First thing off the bat, the standard air cleaner and induction system - gone. Make way for the HD heavy breather kit.
Heavy breather air filter for Iron 883
I've changed the air filter on many bikes before, but none made as much difference as this once. Firstly the Iron 883 looks damn cool, and the difference it made to the performance was staggering. This bike was a lot more fun to ride and far more free-revving. Winding it on hard brought on a solid induction roar that was distinctly missing on the stock model. The local HD dealers will bend you over the table for one, but imported will cost you a lot less.
Bang-for-buck this upgrade was well worth it. Aesthetics, sounds and performance boost. Next up a set of decent pipes. I wanted something as close to the original as possible, so I found a set of screaming eagle II pipes to replace the stocks.
About an hour in the garage with my brother-in-law had us starting up the Iron 883 with the famed HD rumble. The pipes obviously gave a whole new appeal and sensation. Performance-wise, it felt more lively, but maybe it just sounded like it. Either way, also a great upgrade - almost a given for any new Harley.
Screaming eagle II pipes fitted to the Sportster Iron 883
All up the Iron is a great bike, but very specific in its ability. For a city runabout, cafe to cafe and generally cruising short distances, there is probably nothing better. It looks the part, sounds like a spitfire WWI plane (if modified) and goes ok. But let's not kid ourselves, this is an old school bike with an old-school engine. Average brakes and handling so if you are after straight-up performance or comfort. This isn't it. It's the baby Harley with plenty of style and heart.
Love it for what it is, and you'll always have a soft spot for the Iron 883. I would have kept it if I had space in the garage, but in the end, I wanted something faster - but I do miss the baby iron, sort of like fond memories of an ex that you're not really sure about why you split up.
So that is the story of the Iron from Purchase to Sale.
]]>The XB12S is a variation on the Previous years XB9S with larger capacity through a longer stroke. This all-Buell built engine cranks out bucket-loads of torque, with even more arm-ripping power than before, 103hp and 84ft lbs to be exact! Other unique features remain similar to last year’s model such as the colossal rim-mounted brakes, exhaust on the underside and the fuel/oil compartment within the frame.
Before we get into the good stuff, we have to have to get the whinge out of the way. Not so important, but always in your face is that Tonka/Marvel comics-inspired dash. We love the bike, but the dash is friggin terrible.
Simple as that. Ok, so let’s take the subjectivity out of it - it still sucks because it’s hard to read the bloody thing - especially since the numbers are surrounded by dull silver paint which shines in your face with the sun overhead. Comparatively, the XB12R, it had a vast improvement in the dash area which will hopefully be carried over onto the S model. The crap controls overall were something all three of us noticed straight up. Have a play with the indicator, very notchy, fiddly and poor quality.
What had us stumped is the rest of the Buell XB12S was flawless. They do the job though, and if you never look at them, you might even forget over time. One thing I will say is that the night illumination gave it an extra star and the dash didn’t seem so bad.....aah yes, the flattering cover of darkness. The rest of the bike is stunning. The RED/GOLD/SILVER/BLACK combination is great, and a head-turner out on the road.
The Buell has a soundly engineered platform with great use of quality materials, including magnesium everywhere you look. Despite being very compact, the Buell gives a very solid impression with chunky components and powerful angles.
Aiming for the hooligan/streetfighter market, Buell did a good job, and we reckon you’ll be hard-pressed to find a more visually striking bike than this straight out of the box. This image is taken further through the deep sound of the engine and the random shaking of the bike at idle.
Perched upon the saddle, the Buell XB12S seat is quite high off the road and gives a good view in a very upright position. You can hardly see any of the Buell at all when sitting down. If you’re used to a cruiser and seeing a tank, dash and wheel upfront, this is quite a change. Being so short, the Buell completely disappears once aboard.
Speaking of the seat, we enquired a few times beforehand if you can stick someone on the back of it - we only got funny looks. Not so! – The pillion seat on the XB12S does a surprisingly good job. Sure, you might not have even noticed it was there, but magically makes quite a comfy perch. The slant keeps the passenger on rather than sliding off typical flat seats. Mind you; the passenger ends up being close, so make sure you are on splendid terms!. It may not match a good touring saddle, but as mentioned – surprisingly good.
The mirrors are not entirely useless, but pretty close to it. While they are wide enough not to be looking at your arms, the buzz from the engine makes them challenging to read. Turn your head just to be sure.
Start her up and pull away….slowly if you don’t want your arms yanked out of the sockets. Sounds good in theory but Buell made sure all starts will be fast by whacking on a monster of a clutch lever. Not so big in size, but stiff as a bastard. Combine this with the gut-wrenching torque has you slingshotting from every green light. The power comes on instantly, so there is no slouching on this ride unless you want to be chasing it down the main road. This Buell XB12S is a brute and pulls hard all the way to the red.
Speaking of red, there is not much range in the revs as a sports bike rider are used to, but the torque makes up for the low revving engine. Being so flexible in power, you can ride through regular speed roads just by winding the throttle on and off - forgetting about the gearbox altogether.
Pulling out of corners and up hills, we reckon you could keep up with most of the back roads or the track. The big twin inherently has some vibes to let you know it is still there, but only shakes noticeable at idle and high revs. No numb hands that we could remember. The sound of the thundering Buell seemed to get better as it warmed up but still has some of the harsh engine noise of an older HD-Sportster. Not a big issue though, and if you put a racing pipe on it, you will be sure not to hear a bloody thing!
The fully adjustable 41mm Showa inverted forks gave an exceptional ride quality and didn’t seem overly stiff even though the bike has such a short wheelbase. Riders with heavier steering on their bikes will find the Buell to be a little twitchy at higher speeds and might consider a steering damper to feel at home.
The massive surge of low-down grunt delivered by the Buell has you regularly lifting the front wheel by accident and doesn’t take long to realise that “XB” is short for “Awesome wheelie machine”. Once discovered, it’s damn addictive as pretty darn easy too. If you love wheelies, this is your bike.
The Brakes are massive and without a doubt, look the part. The single radially-mounted front disc brake combined with high-quality braided brake lines work magnificently.
The brakes had plenty of initial bite and feedback from the lever. They are probably among the best standard brakes we’ve tested. Easily comparable to the impressive ABS brakes on the BMW Rockster. Not a surprise then, that it is a favoured stunt bike. Buell has pulled it together with this series with a high-quality product that looks great, goes well and has a quality finish.
Comparatively the earlier Buells look a bit prehistoric. Being a streetfighter, the Buell XB12S is expected to have some rougher edges – not flaws as such, but a bit like the character of a mad dog.
Being a streetfighter, the Buell XB12S is expected to have some rougher edges – not flaws as such, but a bit like the character of a mad dog. Looking for a Harmony of a humming engine and silk? This is probably not your bike. If, on the other hand, you are: a bit on the wild side, love adrenalin, need a workout while riding, fancy attention and causing chaos. – Call Harley today, and they will hook you up.
The Buell XB12S is a bike with plenty of charisma and is a great alternative that spices up the market.
Photos & Review by George Ihring @ RoadCarver Thanks to Blacktown Harley (02 9621 7776), IRPR and the staff at HD distribution for supplying this bike.
]]>It’s perfectly normal for any given manufacturer to slap on a new set of mirrors, rims, and a paint job to justify a new model. The Street Rod is anything but a minor automotive “nip and tuck”. At first glance, the Street rod might look like a customised V-Rod to some who will be asking “what’s new”?
Harley stunned the world and customers alike with the V-ROD concept a few years back that set the stage for the second model in the VRSC family tree, the VRSCR Street Rod.
In short, this new bike was built to do some swift riding at more than expected lean-angles and will eat up any road from bend to bend like no other Harley to date. Core values of its mechanical heart are agility and performance, which are obvious in every new feature of the motorcycle.
At first glance, perhaps nothing is more obvious than the raised straight-shot dual exhaust pipes, which apart from a different look; gives this new Harley an impressive 40 ° Lean-angle and boosts the horsepower to 120hp at 8250 rpm.
A steeper rake supported by inverted front forks add to the staggering cornering ability which will soon have new owners taking the long way home via the closest section of bendy tarmac. Further additions to handling are the 300mm dual front rotor Brembo brakes, mid-mounted foot controls, and a short, forward-set handlebar.
The Street Rod is notably taller with increased ground clearance, which also enables the larger fuel tank increased from 14 to 19 litres. This point in particular has been a major complaint among V-ROD owners that found filling up the bike almost as familiar as riding it. The good news is that on a Street Rod you’ll be able to do between 270-300kms on a tank if you are well behaved and easily 250 at warp speed. As before the tank is located under the seat, but the Street rod boasts a new flip up seat that locks in seamlessly with the rest of the padding, no key required. Short riders will find the new 762mm seat height challenging.
Another major complaint from VROD-ers was the awkward positioning of the ignition lock, which has been addressed with a move to the front-right of the bike that allows a keyless start like some of the premium classic styled Harleys.
The space age instrument cluster has been revised to a two-segment display instead of three that separates the fuel read-out from speed and revs. The Speedo readout size has increased as its likely you’ll need to watch it like a hawk to avoid a pleasant chat with the boys in blue. The only complaint here is the viewing angle seems to be at odds with the new aggressive riding position. Even medium height riders will find they need to look down a fair way to see how much their ticket is going to cost them. The angle of the cluster is more suited to the ‘easy-rider’ layout of the VROD where the rider is a lot further back on the bike. The rest of the controls are decked out in standard high-quality finishes. Buell and other manufacturers could learn a thing or two to replace their low budget controls with something of similar quality.
The Street Rod’s good looks are still very much V-ROD with plenty of difference apart from the obvious. The taller bike overall make it’s appear a lot shorter and stocky than the VROD and the cast wheels made in Australia give a distinct appearance with their staggered design. The vented grill design seen on the new Brembo brakes is carried through on the drive-train cover and fuel tank. The higher rear fender makes way for a visual gap over the back wheel taking it further away from the low slung, drag-like VROD. Other details like the trick foot and passenger pegs also give cue to the Street Rod’s intentions. Needless to say, the Street Rod will pull a crowd wherever you decide to park it.
On the road, the street rod behaves like no other hog available, VROD included.
Swing it through some tight corners and you’ll forget that you are sitting on a just-under 300kg hunk of metal thanks to the sweet lean angle and a serious set of brakes.
For such a large bike (a few kilos heavier than the VROD) the brakes had plenty of bite and give the rider tons of confidence to pull up fast when needed. The steeper angled rake now 30 ° / 110 also adds to the difference even though flicking the hog around still requires a bit of muscle.
The 1130 cc Revolution mill still sounds great with some added zing courtesy of the new exhaust system that brings a bonus 5 ponies to play with. The angle of the pipes also makes the induction growl much more audible that the VROD - to the point that an aftermarket pipe hardly seems necessary. For the traditional window breaking Hog enthusiast it will still be too quiet, but under a good twist of throttle, the glorious noise is hardly lacking in oomph.
The flexible Revolution engine hasn’t lost any of its potency with a redline of 9,000 rpm and a buffet of torque to chow down on along the way. Even though ‘spirited riding’ is what this bike was built for, you can just as easily ride the wave of torque and take on a whole section of bends in one gear. It takes some getting use to the fact that after you hit the standard HD 4-5000 rpm limit, you still have a long way to go. Short shifting is all too easy and it’s not until you start playing with the top end you really get a feel for what the Street Rod is about.
Shift up to 5 th gear and you’ll cruise at 110kms turning over around 3500 rpm. Until you get to some very open road, you might not even notice the 5 th cog unless you hate the sounds of the revolution – which is highly unlikely. Speaking of cogs, shifting them is no hassle at all with a solid, smooth gear change that is central to a good fang through the corners. Actually we didn’t notice it much at all so we figure it must have worked.
Numb tailbones, aching wrists and random hurting limbs are symptoms of long hauls on most two-wheeled machines. The Street Rod is possibly the most comfortable bike we’ve tested, and definitely the most comfortable Harley we’ve tried over a longer distance. How so?...the moderately sporty riding position, great suspension and a firm but ergonomic seat that will keep your rear from numbing. Some bikes were fitted with the optional screen that proved to be worse than useless with notable vibration and a good buffeting to the head.
Passenger comfort? Don’t know yet, but the rear seat look a bit less frightening than that tapered stub of rubber found on the stock VROD. While the second seat on the Street Rod is no sofa, it looks to be able to comfortable hold a smaller rider for shorter trips. Anything more should have you browsing for a backrest.
After 600kms on the Street Rod over 2 days, the only thing that hurt was handing the keys back.
In closing the Street Rod is a carefully thought out bike that has addressed a lot of the feedback since the launch of the VROD which has made it worth of being named a new model.
The Street Rod is a performance Roadster that pushes all boundaries of the Harley Davidson brand and opens up yet another section of the market that can now consider this Hog for some serious cornering fun.
]]>Is it just another marketing scheme? In a word, “no.” Before the launch, HD wanted to create a Sportster that you could buy to keep rather than using it as a stepping stone to the bigger Harleys. Our weekend aboard the XL 883 & XL 1200C certainly proved that point. The most significant difference on all 2004+ Sportster models is the new rubber mounted engine that required a complete reworking of the frame. These changes resulted in a stiffer chassis and smoothed out the engine vibes. It also added a significant amount of extra weight - something Sportster fans will not be happy about.
Firstly, I was never a big fan of the Sportster, but they are starting to grow on me. The Harley Davidson 883 is as bare-bones as you can get, not just within the HD brand, but compared to any new motorcycle and some people like that.
Many HD folks looked at the baby Harley as something for the chicks. Even “a good bike to start off – but ditch it as soon as you can afford a real one” The Sportster, at times, has also been called a girl’s bike because of its smaller wheelbase and relative ease of handling – which makes you wonder why only the girls are supposed to get the easy-to-ride, beautiful handling bikes. The Sportster is often referred to as a small bike, but at 260kgs, it’s not a tiny machine.
Going on all the propaganda about the Sportster not being “all that”, we were not expecting to be overly impressed.
Most bikes look better in the flesh, but I’d say that especially goes for Harleys. If all that chrome and shiny gear don’t do it for you, you might as well stay at home.
The good folks down at Blacktown Harley wheeled the Sportster outside and started them up.
This pair hadn’t been hit with the screaming eagle gear just as yet so the sound coming out of the pipes was still a very legal-Harley burble. If you give these bikes the once-over, you can tell straight up that the team has been working overtime to get every last fitting looking great. No rough edges at all and the build quality is excellent.
Aboard the Harley Davidson 883, the first thing we always notice is the seating position. Not quite cruiser-like or sporty (in a modern sense). It does feel pretty strange, to begin with, but after a while, you really do get used to it and makes an excellent set-up for swinging the sporty into the corners. The 1200c, in contrast, has the “easy rider” layout that looks very cool and is great for cruising the highway. The 1200c also has reasonably good ground clearance and sits firmly through the bends, but the seating position makes the tighter stuff a bit more of a challenge than the 883 due to the forward foot control. It’s really up to you to decide what you’ll be doing more of - cruising or scraping through the bends.
Having said that, we were all really impressed with the way both Sportsters held their line in the corners - A real surprise.
A significant update we were hanging for was the engine of the Harley Davidson 883. The last time we tried one (pre-rubber mount), we weren’t too stoked. It seemed to be plagued with vibrations and harsh engine noise – not to mention uninspiring performance.
We are thrilled to say that the 2004 XL883 is a noticeable difference and justifies the hoopla targeted at the Sportster line-up. The rubber mounted engine has really smoothed thing out as well as putting out some great usable power. Inevitably there will always be people looking to extract more power from the beast, but even as is, the 883 is a hoot to ride. Power aside, the 883 was smooth and torquey and a great base model from which to customise.
With the radical changes with the other components of the bike, the previous evolution engine needed a bit of work to get it up to speed. Although the 45-degree v-twin set up and bore and stroke remain unchanged the cylinder heads on the 883 and 1200, have both been redesigned. Lighter and stronger internal components combined with a new oil cooling system have significantly reduced engine heat.
The 1200 has received the most changes with performance cams, high flow heads and an increased redline from 5500rpm to 6000rpm. All this equates to around a 15% increase from the 03 models giving it 70 hp and 79ft. Lbs. of torque. The Harley Davidson 883 has not benefited in the same way but still makes a healthy 53 hp and 51ft. Lbs. Torque a moderate increase from the 03 models.
The way the Sportsters make the power has also had its fair share of treatment too; a new timing system, air cleaner, exhaust and the conversion of parts to quality engineered components have made the Sportster better. The engines are a lot smoother, and the power comes on earlier and lasts a bit longer.
Power on the 1200c was probably never really an issue and certainly not on the 2004. This 1200 Sporty custom pulls like a freight-train with bucket-loads of torque in any gear. Speaking of gears, it feels like it has seven and a half. Several times we reached what we thought was top-cruising gear, only to find we had two more to go. 5th gear doesn’t really get useful till’ around 120. This baby is built for cruising big open roads (that could use a higher limit). We actually needed to hang on when giving the throttle a good twist – you’ll be sure to lose a passenger at this stage (more on that later)
Being a bigger twin, the vibes came through more on the 1200c, but never really annoying apart from the buzzing mirrors. Who wants a HD that doesn’t buzz just a little bit? It wouldn’t be right, and it wouldn’t be from Milwaukee. If you catch the bigger twin in low revs, it will chug a bit, but that is really the odd occasion.
Firmness is something that hits you as soon as you throw a leg over on either of these bikes. The seat feels like a rock when you first plant your backside but magically seems to soften (or numb). We only got sore after riding for a good 6 hours +, which will leave your butt aching from most bikes anyway.
The seats are well contoured for a stable sporty rid and have a ridge at the back to stop you from sliding off on fast take-offs. We found the seat ridge useful, especially on the 1200c because of the power and seating position. To be fair, most buyers are not looking to cross the country on a Sporty anyway.
The Harley Davidson 883 was a single-seater, and the 1200c may as well have been. If you can fool someone into riding with you, they will be sure not to come a second time. The seat does look cool, but that’s about it. Our test passenger had this to say (we dedicated a whole section to the seat or lack of it:
Travelling the roads on a Harley Davidson is the dream of most motorcycle riders at one point in their riding carrier. The roar of the engine, its brute force and its reputation seem to scream something which only those who want to hear can receive.
For those not fortunate enough to have their own there is the possibility of ‘tagging’ along for the ride. To be a passenger on a Harley Davidson is an honour in itself yet one might consider a few things before taking up the ranks of Pillion on an XL 1200 C.
Firstly the 1200 C is a powerful motorbike if the driver decides to ‘give it some’ you better have an excellent grip or else you might become the next temporary speed bump for the vehicle behind you. Outright HP numbers aside, the 1200 shoves along with buckets of low-down torque.
Second: The passenger seat on this particular model is very short. You better have a small backside if you don’t want to sit on the rear mudguard. The seat also seems to be angled the wrong way and can force the thrust of a quick burst to throw you even further back. Because of the seat length, it seems like the holding strap is almost behind you and does not provide stability needed in acceleration. It does give a little slack, which would be great if it was a little more forward.
Holding the rider is fine and is probably the best and most comfortable bet although something about one man hugging another on a Harley from behind with both arms got a few glances along the way.
One favourable consideration is the footpegs being a little forward, which helped when slowing and stopping the bike. Instead of sliding forward, like you were on melted butter, you can brace the deceleration gently and not force yourself onto the rider and ritually avoid clunking of helmets.
The shocks could have been a little softer during this test and can be adjusted for personal preference.
In summary, the XL 1200 C is a great individual bike which can facilitate a pillion. Due to the seat length and angle, it becomes tough to ‘cling’ on to the rider. This is positive if the passenger likes an adrenaline rush every time the bike accelerates and is almost thrown from the seat.
The holding strap provided is easy to grip but makes it feel like you are trying to wipe something and only seems to come into effect when you are almost off the seat.
This bike was made with a passenger in mind, but I would not recommend trips with a lot of stop-and-go.
Recommendations would depend on the bike’s purpose, but if a passenger came into the discussion a longer seat, possibly with a small backrest would be advised.
The Sportster platform wasn’t really designed for 2-up riding. Yes, you can do it, but it’s just not the best bike for that purpose.
At the end of the day, it gives you a damn fine excuse to get rid of pesky would-be-passengers…. it is a damn Sportster! And – In all fairness, most bikes when new are sold to look good, not for practicality. There is also an arsenal of aftermarket seats to accommodate any whining.
The swift handling of the two Sportsters owes a lot to the suspension and Harley have made changes in this area too. The rear tyre has been widened from 130mm to 150mm and a new 25% stiffer chassis has been designed around it. The frame and swingarm have been strengthened as well, and now the 1200 also sits lower.
The demo 883 we rode had great shocks giving us a smooth ride on all but car-sized potholes. Strangely enough, the 1200c was a lot stiffer only because of the setting on the rear shocks. On these setting the 1200c was hard as nails, giving heaps of stability but knocking the wind out of you on harsh bumps. We didn’t have the tool to change the suspension settings out on the road, but we figured it would be as good as gold with a few clicks. The stiff setting would be just right with an extra body on board. Stock shocks on most Harley models are pretty basic - does the job, but that’s about it. If you are looking to buy one and want to ride a lot, the suspension should be on your list of mods.
A new braking system features single disc front and rear for both 883 and 1200.
The lever effort has been reduced from previous models, but I still found that the feel of the brakes was a little dull with no initial bite. This probably is not such a bad thing for inexperienced riders as you won’t get in trouble by grabbing too much brake. Braking was satisfactory and is an improvement from the old models but could be improved quite a bit.
The gearbox on both rides was very good. As you would expect, they need a bit more shoving than a Jap sports bike and give a definite “clunk” as you shift. None of this is bad really as I personally wouldn’t want my Harley any smoother than this because I’d forget what I’m riding. Shifting was fine, no complaints there. 1st gear on most HD’s is quite tall and can make slow-speed manoeuvring tricky business – but then these ARE Harleys, not Pizza delivery scooters.
In true traditional fashion, both of these bikes were carbed, and required a little bit of warming up before you could get them to go anywhere. If you expected to fire one up in the morning and hit the road right away, you’d be disappointed. From memory, it would take a few minutes and some mucking about with the choke before you could pull away.
The instruments on the Sportsters a kept to a real minimum as you would expect – No clever gadgets to keep you from looking at the road, which has got to be a good thing. What we did like was the quality and user-friendliness of the buttons and switches. Simple switchgear with a substantial feel. Plus the indicators had an auto-cancel function, which is a rare find on most other brands.
We didn’t get a chance to test out the lights at night, but during the day the headlights on the Sportsters looked a bit dim compared to other cruisers we saw passing by.
All up, we were thoroughly impressed with the two Sportsters, and we thought they did their job well. They looked great. Sounded great and gave a decent sports-like performance. You might not be beating Troy Bayliss around the track on one, but we did surprise a few of the weekend café racers!
Much of the Harley Davidson 883 appeal lies within its simplicity and rawness. It takes back motorcycling to the bare-essentials - which surprisingly turns out to be quite fun on a basic machine. To this day, the Sportster is Harley’s best selling model. Mainly due to the entry price, but even at the lower end, you still get a real Harley.
The Harley Davidson 883 is a fantastic customising platform, a blank canvas for any enthusiast who loves to tinker. Probably Harley’s most customised bike in the catalogue.
Thanks to:
Blacktown Harley (02 9621 7776), IRPR and the staff at HD distribution for supplying this bike.
]]>So when the chance to test the latest version of the bike at the Italian track of Vallelunga came along, I got more than a bit excited. The new bike’s spec sheet isn’t boasting too many changes and updates, but as the original was so damned sorted that didn’t seem to matter so much.
By the time we got to the track the sun was shining and temperatures were in the mid-twenties. Everything seemed perfect. Perfect that is, until I rode the bike! It simply wasn’t a patch on the version I’d tried at Valencia. It was behaving more like an overweight sports-tourer with a rhino on pillion, than the finely-honed track tool I’d remembered it to be.
I shouldn’t have been put off too much though, as the problem definitely stemmed from the suspension settings, which seemed to be set far too soft. And given the fact that the Mille R’s Ohlins forks and shock are some of the best kit on the market, it probably only needed some time with the screwdrivers and spanners before the bike could be set up properly. And hopefully then viewed just as favourably as it had been a couple of years ago.
Sure enough, after a couple of sessions firming up the damping at both ends. and raising the ride-height of the shock a little to put more weight over the front wheel to improve its feel, the verdict on the Mille R’s cornering prowess was more as it should have been – a little short of exceptional.
All the spannerwork had clearly been worthwhile and transformed the way the Aprilia dealt with the twisty bits. And it also displayed just how influential suspension can be on the handling of a bike, particularly Ohlins suspension. Unlike on some Japanese sportsbikes, changes to the equipment responded very readily.
Just as single click of adjustment alters the way the bike behaves, such is the quality and precision of the Swedish-made kit. So be warned, if you’re going to buy this bike, take time and care when you’re setting it up to suit your personal tastes.
With the bike’s suspension sorted for the track as well as it should have been, I got a chance to assess the rest of the bike, and came away pretty impressed.
Vallelunga isn’t the easiest track to master, but the Mille R was a good ally to getting to grips with it. The bike steers nicely and feels light and flickable enough to change direction without any obvious loss of stability. In fact, though there’s an Ohlins steering damper to calm any possible excitement up front, I ran with it off all day and never had so much as a shimmy. Nice to know it’s there though, as some bumpy backroads may call for its service. Anyone wanting to make the Aprilia more flickable still can order a bike with a 5.5 inch rear wheel as that’s an option (standard is six inch ).
Blasting along those sorts of routes will be easy given the handling excellence of the Mille R. Getting to high speeds is likewise a doddle for the engine. The big 60-degree V-twin has plenty of stomp on offer to make gearchanging less crucial than it can be on some four-cylinder bikes. And with 130bhp on tap you’re never going to feel short of outright power. Given its slightly more slippery shape (another one of its subtle changes) there shouldn’t be any doubt about it getting up to over 170mph, even though the engine isn’t actually making any more power.
It’s better to relax and not over-rev the motor as it’s more useful and broadly spread mid-range power and torque are where it’s best to be. In fact, if it wasn’t for a really tight hairpin, the whole of Vallelunga could have been lapped fully just using a couple of gears. With a really progressive build up of power the Mille R’s engine is a cinch to use hard.
It’s also reassuring to know that the brakes are not only very powerful but also progressive, so curbing the speed is just as easy as attaining it. The new Brembo calipers are radially mounted and are claimed to flex less, and give more even pad wear. They’re certainly very good, but as to whether they’re much of an improvement over the current bike’s is another matter. I think that only a back-to-back test of the two machines would reveal that.
That’s the story of the all the changes really. Any effects that they have made feel so marginal, you’d be hard pushed to notice them without comparing the latest bike directly with the current one. Which perhaps isn’t so surprising when you learn what they are.
Along with the radial brakes, the gearbox ratios are closer with the first three being higher overall. The forks are stiffer and feature a remote compression damping adjuster body. The forged alloy OZ front wheel has been redesigned and is a fraction lighter. The tail unit is lower and more aerodynamic, as is the front mudguard, which has also been designed to flow more air through the radiator. With new heel plates, bar end weights, a black finish to the frame and swingarm, and a brushed steel look given to the huge exhaust can, you have to admit that the new bike is barely different to the old one.
Now that on the face of it might seem a bit of a disappointment, but in a world where image is paramount, and being seen on the latest-spec tackle puts you at an advantage, the latest Mille-R is still bound to be a hit.
No price has yet been fixed but expect the new bike to be almost the same price as the old one. If that’s the case, and you fancy one of these stylish and speedy V-twins, then you should have no reservations about ordering the new version – especially if you’re a track day nut. The RSV-R will be in the shops early next year.
2003 APRILIA RSV MILLE R
BY CHRIS MOSS
PICTURES BY APRILIA
Vital statistics
Engine – Liquid cooled 60° V-twin, 8 valve, four stroke
cc – 997.6
Power – 130bhp @ 9,500rpm
Compression ratio – 11.4:1
Transmission – Six speed
Cycle parts
Frame; Alloy twin spar
Front suspension; 43mm Ohlins inverted telescopic forks, adjustable pre-load, compression, and rebound damping
Steering head angle; 25 degrees
Rear suspension; Ohlins monoshock, adjustable pre-load, compression and rebound damping, and ride height
Front brakes; Twin 320mm discs, four-piston radial calipers
Rear brake; Single 220mm disc, twin-piston caliper
Wheelbase; 1415 mm
Performance
Top speed; 170mph (est)
Fuel capacity; 18 litres