Motorcycle Review: 2012 Yamaha Super Ténéré

Finally! A chance to ride the new Yamaha Super Ténéré. I've been waiting for almost a year to get on one of these. Poised to compete with the BMW R1200GS/A and the Moto Guzzi Stelvio, this new adventure tourer pushes all the right buttons, and flat out misses others. Below is a quick review of this new machine, along with a video from the demo ride.  

-Engine: 91hp, 71 ft-lb torque, 1199cc parallel twin. An all-new powerplant for a new niche market for Yamaha, this parallel twin has gobs of low-down torque and easy, quiet operation. I did notice that the throttle on the test unit was very twitchy and it felt almost "jumpy," insofar as it had a tendency to lurch a little at low speed. Could just be me getting used to it, or need an adjustment, but it was very pronounced. Acceleration was brisk and the Ténéré feels like it would have no issues hitting triple digits in short order. Of note, however, and this is becoming a huge gripe of mine: like the the R1200GS/A, this is yet another buzzy, harsh feeling motor. At 65mph, the vibration was considerable in the handlebars and footpegs. For the asking price of $14,500, I would expect better isolation from NVH in the powertrain department.

Overall, I'd say that this is a very efficient, powerful package and on par with the R1200 in terms of usable power on the road, which is where the majority of these will most likely be ridden.  
4.5/5

-Chassis/Handling: This is a big bike, weighing in at 575lbs, it's no KLX250, but nor is it an R1200GS/A. With the standard Bridgestone Battlewings, this bike handles curves and straights with aplomb. I felt no wobble or quivers in the suspension on the roughly 11 mile test loop, and it felt as if it could easily keep up with my Concours on a particularly twisty road. Of note too, for those graduating to bigger adventure tourers from KLRs or V-Strom 650s: this bike does not feel as heavy as it is, and leaning into a particularly sharp turn, one feels that they are on a much lighter bike. It could be a combination of how the suspension is set up and the tyre pressures, but overall, I was impressed with the on-road handling of this bike, so much so that I'd say this is quite a bit sharper/sportier than the R1200. 
4.8/5

-Comfort and Ergonomics: Throw a leg over one of the most comfortable bikes I've ridden in the touring segment. Everything is here: good bar spacing, excellent seat to pegs height, a firm, but supportive saddle and standard Japanese button placement. All controls are easy to reach and there was very little guesswork in how the Sport/Tour modes work: push the button once, Tour mode is activated. Push it again, and Sport mode is activated. A simple instrument cluster greets the rider, with a digital speedometer and analogue tach. I was disappointed to see that there was no option for showing fuel consumption, though perhaps it's hidden in a menu button somewhere, along with the button for the traction control, which neither I, nor the dealer rep could figure out.

Perhaps a call to Kawasaki or BMW would enlighten the Yamaha engineers on how to label buttons correctly... All in all, a very comfortable package with plenty of legroom and a very relaxed, upright riding position. On par with the V-Strom in that this is one of the most comfortable motorcycles I've ever ridden. 
4.5/5

-Features and Build Quality: This is a very high quality machine, and it shows in the paint, the fasteners and the overall attention to detail for the entire package. In creating the Ténéré, it's clear that Yamaha has built a machine to take on the world (and subsequently, BMW) with a machine that just feels good. It's in the smoothness of the button operation, the lustre of the paint, the careful selection of components and materials that will clearly hold up for a very long time. That being said, I would like to have seen a storage cubby of some sort on the fairing up near the gauge cluster. How hard can it be to build something just big enough to keep an EZ-Pass, a spare key, and maybe some chewing gum? It's 2012, and surprisingly, few bikes have this. 
4/5

-Utility: If it's utility you want, the Ténéré has it in droves: HUGE, and I mean HUUUUGE panniers are available, at additional cost from your local dealer. These appear to be made by TRAX or Hepco Becker, in their design and overall heft. I would guess that one could easily carry a week's worth of groceries in these, for a family of four, with few issues. The large rear luggage rack and the ability to also add a trunk are a nice touch. However, it would be nice if some sort of storage were available that were built-in, preventing the need to carry a backpack if the bags are off.
4/5

-Range:  Various sources (both print magazines and websites) have quoted estimated fuel mileage in the 42-44mpg range. With a 6 gallon tank, that translates to about 240-250 miles between fill-ups. Not enough if you're going to ride the Trans-Labrador, nor will it be sufficient to cross the Darien Gap. Best bring Jerry cans for any long-distance adventures in remote regions.
4/5

-Price: $14,500, as per Yamaha's website. Considering that the R1200GS is $16,150, not a bad deal. However, adding on the luggage, bash plates, and other long-distance touring accessories will very quickly bring the price of the Ténéré well over the $17,000 mark if one goes a bit too crazy in the accessories catalogue. Best to see if you can get your local dealer to throw in a few odds and ends to sweeten the deal.
3.5/5

Overall Rating - 4.3/5

TL;DR - The Yamaha Super Ténéré is an excellent adventure-touring motorcycle capable of efficient, long-distance touring as well as plenty of canyon carving once you arrive at your destination. It's clear to me that this market of primarily road-based but off-road-capable bikes is going to keep getting bigger, with Triumph's new Tiger Adventure and the possibility of Honda coming out with the new CrossTour, we're going to see quite a few rivals to the venerable R1200GS. Overall, I like the Ténéré, and would definitely recommend going and taking one for a test ride.

(Test motorcycle courtesy of Xtreme Machines of Millstone, NJ.)

Hillclimb in Freemansburg, PA

Hey folks, just a quick update here. Been out riding a lot lately, though nothing really new to review just yet. Here's a quick video compilation of the Freemansburg Hillclimb. If you get a chance to go, they have it twice a year.

Check out their site at Bike Hillclimb.

Motorcycle Review: Triumph Bonneville

 The classic lines and styling of the Triumph Bonneville harken back to the days of Steve McQueen and Marlon Brando. Much like its predecessor, this new Bonneville is ushering in a whole new crop of riders looking for fun out on the open road. Below is a review of not just a motorcycle, but a cultural icon that has endured for more than 5 decades.

(Please note that the photographs are of a 2010 model-year Bonneville Standard.)

-Engine: 67bhp, 57ft/lb torque, 865cc parallel twin. This is a smooth, torquey motor with plenty of pep and enough power to easily hit triple digit speeds without even realising it. I was greatly impressed with how smooth the bike felt at idle and at speed. There is minimal vibration and a nice burbly sound from the twin tailpipes. For those looking for a louder setup, there are several options available from both your local dealer and the aftermarket, including Arrow and Vance and Hines. Power is more than sufficient for most riders, though it certainly won't knock your eyeballs out the back of your head. I never struggled to keep up with traffic or in merging on the motorway during the test.

Serviceability appears to be fairly simple as well: valve checks are shim and bucket, and with the naked design of this bike, even oil changes should be a breeze.

One other item of note here is that the particular bike shown is the base model, and brushed or chromed case coverings are available separately, or as standard on the SE and T100, respectively.
4/5

-Chassis/Handling: Comes standard with Metzeler Z4 tyres. A very grippy, safe, predictable combination of nimble handling and a fairly smooth ride. Suspension is firm without being harsh, and the twin coil-over springs in the rear help to smooth out bumps and ruts in the road. Overall handling is excellent, and due to the bike's fairly light weight of 495lbs wet, makes this an excellent beginner bike for those who don't want a cruiser, can't fit on a dual-sport, and who aren't interested in a sport bike.
4.7/5

-Comfort and Ergonomics: As you may know, I ride a fairly large sport-tourer. In testing this bike, I found myself constantly amazed at just how comfortable a small, naked bike can be. For my 5'10" 300+lb frame, the bars were just in the right position for a comfortable reach. The seat is firm but not excessively so, and offers good support for longer-distance trips. Footpegs are covered with thick rubber pads to help reduce what little vibration there is. Being a naked bike, airflow and buffeting are there in heaps and buckets, but windscreens of various heights are available.

The relationship between footpegs, seat height and bars is often the deciding factor for many motorcycle shoppers. In this case, the riding position is very upright, relaxed and comfortable. I was easily able to flat-foot both feet at a stop, and I'd surmise that anyone under 6'3" or so would feel right at home here. The low seat height of 29.1" also means that those of a smaller stature should be able to easily fit on this bike without issue.
4.5/5

-Features and Build Quality: As mentioned above, the bar height was just right for my riding style. Judging by the setup, it appears possible to change out the bars if desired. Switches are all standard-fare, and nothing really stands out as being out of place or poorly designed. If anything, the few plastic bits there are on the bars feel very nice. Chrome is even and appears to be of excellent quality. The paint finish had no visible orange peel, and had a deep lustre and excellent shine throughout.

I was disappointed to see that on the base model Bonneville, there is neither a tachometer nor a temperature gauge on the instrument panel. It consists merely of a speedometer and warning lights for oil, low fuel, check engine, neutral, high beams and directional signals. Surely, in 2011, all bikes would have a full complement of dials. Seems not to be the case here.

One other interesting thing about this series of bikes is that their seats are interchangeable, meaning that a Thruxton seat and cowling will fit on the Bonneville, turning it into a quasi-café racer, if so desired. Multiple combinations are available, and the Triumph accessory catalogue is loaded with options to help drain your wallet. (Of note, right now, there are several good promotions for free accessories at the time of purchase, so check with your local dealer.)
3.5/5

-Utility: Not much to mention here. This is a classic standard bike. Saddlebags are available as well as some small carrier racks for the rear. There is a strap across the top of the rear of the seat which can be used as either a grab handle for passengers or as a tie-down for small parcels or cargo nets. Further, due to the fairly small tank shape, I'd only recommend small tank bags as anything bigger will hang over the edges fairly easily.

-Range:  With a 4.2gal (US) tank and an estimated 50mpg, range for this bike should be close to 200 miles. Not bad for a small standard and certainly more than enough for an entire Saturday worth of riding.
4.5/5

-Price: $7,699. This is right in the middle of the pack of small cruisers and standards from the likes of Suzuki, Kawasaki and Moto Guzzi. For this kind of money, however, I would like to see a full gauge cluster as standard. Furthermore, for newer riders buying their first bike, this price may be a bit too steep for their first go into motorcycling. The good news is that many other riders started out on Bonnevilles, so good used examples can be found for considerably less. As a weekend fun bike, this represents excellent value for money for those riders looking for a light, nimble, simple and yet surprisingly comfortable machine.
4/5

Overall Rating - 4.1/5

TL;DR - The Triumph Bonneville is a fantastic bike for beginners and seasoned riders alike. Its fairly low weight, nimble handling and easy serviceability make it an excellent choice for beginners, a great short to medium-distance commuter, or for those looking for a fun bike to take out on their day off. Well worth looking into.

(Test motorcycle courtesy of Triumph Metuchen.)

Quick update

Hello faithful readers!

Sorry for the continued lack of reviews and updates. A move is in the works right now, and I should be in my new place by the middle of March.

I've tested the HJC CL-Max, and will also be doing a review of the Schuberth C3 fairly soon. May even go so far as to do a comparison of these two opposite end of the spectrum modular helmets.

Stay tuned, more to come!

Slow Winter, new reviews coming soon!

Greetings Dear Readers!

Sorry for the dearth of posts lately. It's been an agonisingly slow and cold winter this year. With snowfall reaching 24" in the last big storm we've had, and temperatures well into single-digits, I've simply not been riding at all.

However, fear not! New reviews are coming soon as well as some maintenance and tech tips, ride reports and hopefully a long trip or two.

The first new review should be up by next weekend, and I'm hoping we'll thaw out enough up here in the Northeast to post a long-distance review of my new HJC CL-Max helmet I received for Christmas.

Stay tuned for more!

Motorcycle Review: 2011 BMW R1200GSA

 -Engine: BMW's venerable 1,170cc oilhead boxer twin is considered to be one of the most bulletproof and reliable engines in motorcycling. It's also one of the most powerful twin cylinder engines currently on the market, putting out 110bhp and 88 ft/lb of torque. Powerful as it may be, I did find this bike to be considerably less smooth than a Vstrom 1000 or the F800GS. This may be due to the size or the configuration in the frame. In either case, there's enough power to very easily lift the front wheel in snap second gear shifts, and she'll hum along nicely at 4000rpm on the highway all day long. Observed fuel economy was 35.1mpg according to the onboard computer. Acceleration was fairly good, though one must be gentle with the throttle as the aforementioned wheelie can result.
3.5/5

-Chassis/Handling: In a previous review, I noted that I ride a Kawasaki Concours, which is right in the middle of the sport-touring spectrum. The R1200GSA can best be described in a class all its own. The ride is fairly supple and compliant, but it wallows in turns when the Electronic Suspension Adjustment is set to Comfort or Normal. In Sport mode, it stiffens up somewhat, but the big bike still feels for want of a better term like a two-wheeled pickup truck. I felt confident leaning this bike over at fairly high speeds, but the oem Metzler Tourance rubber as installed did make the bike feel a tad squiggly on entry/exit ramps and over tar snakes.

This is not necessarily bad, however, as the intended purpose for this bike is aimed more toward off road excursions. As it is delivered, I would not recommend this bike for long-distance highway travel without first having the suspension and tyres adjusted or changed for said use. Overall, I was impressed with the ride quality, and I do think that once one becomes accustomed to its handling limits, this could be a very fun bike in the twisties, as well as off road.
3.5/5

-Comfort: I'm 5'10" tall with a 30" inseam. Sitting on the bike, I can just rest the balls of my feet on the ground on even pavement. For anyone my height or shorter, a low seat option may be necessary. Overall, comfort levels were good: the seat is firm without being harsh; the footpegs are located at a comfortable angle, and the windshield did an excellent job of keeping buffeting at bay below 70mph. Above that speed, however, I could feel and hear buffeting at the top of my helmet.  The aforementioned vibration at speed would make this bike less than comfortable on long highway jaunts, but this may also have been brought on by the dual sport tyres that come installed from the factory.

One other item of note here: the bar width was, for me at least, spot on. Just the right rake and the standard heated grips made the ride in 45˚ weather very comfortable.
4/5

-Ergonomics: Controls are well labelled, but I did not like the separate right and left indicator switches, nor did I enjoy the embarrassment of constantly hitting the horn button when trying to signal a left-hand turn. It may well be that the control pods needed adjustment, but this was a short demo ride, so perhaps my issue with this could be rectified with some adjustment.
3.5/5

-Utility: I was surprised to see that there are no bins or cubbies anywhere on this bike. If you need to carry things such as an ezpass or extra helmet shields, I'd highly recommend ordering side cases or a top box, as well as a magnetic tank bag for added convenience. Overall, I was not impressed with the total lack of storage space on this bike, considering it's intention to be a go-anywhere, do-anything machine. At this price point, at least one locking glovebox that is accessible while seated on the bike should be standard.

It should be noted, however, that there is a plethora of luggage available for this bike. Everything from Hepco&Becker side cases to Givi topboxes, with a half a dozen different rack systems, including the stock BMW rack. All of these options do, however, come at fairly high cost.
2/5

-Range: Claimed fuel consumption according to BMW's website is 43.3mpg city, 51.1 mpg highway. In my test, I could not get the mpg meter on the trip computer to go much past 40mpg in mixed riding. With an 8.7 gallon tank, this translates to roughly 350 miles per tank. Excellent by all measures, as I am rather heavy handed on the throttle. Were one to baby this bike, I could easily see getting close to 400 or more miles per tank.
5/5

-Price: As tested price was $20,495 for the R1200GSA with premium package, which includes Heated Grips, ABS, Saddle Bag Mounts, Onboard Computer, Enduro ESA and Fog Lights. To be honest here, I genuinely believe that this bike is way overpriced for the final product. At $6149, the Kawasaki KLR650 is less than a third the price, is lighter, has a greater availability of parts, gets better gas mileage, and is more oriented toward true dual-sport riding.

By all means, the R1200GSA has been heralded as the crowning achievement of dual-sport motorcycles. I cannot, however, see why. Any and all damage incurred by dropping this incredibly heavy bike during an offroad excursion will be incredibly expensive to repair. Servicing is the same as any other BMW motorcycle, which will also add to total cost of ownership.

If you want to go to the ends of the earth and have unlimited funds to do it, then this is the bike for you. There is a plethora of aftermarket parts to make it suit the rider perfectly. That being said, if you're like the majority of us for whom funds are limited, look elsewhere, as this bike is way too expensive and near total overkill for day-to-day and even weekend riding.
1/5

Overall Rating:  3.2/5

Overall, I was not impressed with the BMW R1200GSA. I had expected this to be the pinnacle of motorcycling. Sadly, I was wrong. For the price, I expected considerably greater levels of comfort and power, more utility and lower servicing costs. This may be the perfect bike for some people, but given the choice, I'd recommend either the Kawasaki KLR-650 or a BMW F650GS, both of which are considerably less expensive motorcycles with a greater availability of parts, easier servicing and lower cost of ownership. They'll all get you from Alaska to Argentina, but the R1200GSA will cost a small fortune to do it.

Sport Honda Chili Cookoff

Part of the fun of riding motorcycles is going to events, either close by or far away. Often, I ride to one place for an event, hang out for a while, then meet up with some friends to go ride somewhere else.

This past weekend, I was fortunate enough to finally have some time to get out and ride. Sport Honda, in Metuchen, NJ, was having a Chili Cookoff, and members from the Goldwing Riders' Association were there to help raise money for a Veterans' home here in New Jersey.

I decided to go simply because I love chili.  For me, nothing beats going for a ride (even a fairly short one: I live about 10 miles from this place) and having some really good food. Music and nice people certainly help too, and they were all in abundance!

Here are some photos from the event:

This was indeed a 'Taste of Heaven!'

I wonder if they make dash kits for the Concours...

Whadaya think? Does it suit me?

All in all, fun times. As usual, the complex here was filled with good food, good music, and nice people. If you're in New Jersey and you're looking for fun events and professional sales and service, check out Sport Honda, Cross Country BMW and Triumph of Metuchen.