Motor Cycle Industry Association Media Test Day - 2009

With limited time available to ride each model, we give you our first impressions of each bike our team tested:-

The bike may be four-stroke and consequently needs revving up to the red line to keep it on the boil, along with plenty of gear changes, but once you get used to it you an make progress quite quickly. It gives 32 BHP so fits nicely into the current regulations for those who are on their ‘probation’ period.

It is light and flick-able and it handles like a dream and despite its small compact size it is remarkably comfortable even if like me you are over six feet tall. Because of its surefootedness you can ride the wheels off it on the track and really feel you have pushed it to the limit. Definitely a bike with a big grin factor and well worth considering, especially if frugality and low insurance are high on your priorities.

A quick road ride did confirm that this bike certainly offers enough comfort in the seat and handlebar and control positioning to allow for a fairly relaxed riding position, but the lack of significant weather protection other than the small screen and sculpted bodywork, may mean the going gets tough in bad weather.

However the 990 compact LC8 engine provides lusty performance, this is definitely a “point and squirt” bike enabling rapid A to B progress to be effortlessly achieved. The top notch WP suspension ensuring that the worst of road surfaces and handled with controlled poise and accuracy, give the 990 SMT a taut riding feel. However the 64.6° steering head angle made for extremely quick turn-in on the steering which initially takes some getting used to, the bike reacting to the slightest rider input.

Altogether a very focused ride which with the comfort to cover longer distances, the KTM 990 SMT may well be the bike you want to be on when you arrive at your touring destination eager to ride the twisties!

Being lighter and more nimble than its direct competitor the BMW 1200 GS this bike definitely has the edge all round in the handling stakes, it can be ridden hard into corners even with the all terrain tyres, whilst the spoked wheels provide a softness and compliancy when the bike is being made to defy the immense gyroscopic effects of plunging into a corner at speed. We found the bike gave great cornering confidence and despite it size was an easy ride straight off. The 106 BHP engine in a 209kg bike providing ample performance, enough to embarrass some sports bikes in the right hands. Whist the twin petrol tanks with two fillers looks quirky and blends with the bikes styling, they may not always be convenient when needing a quick fill up on along touring journey; however the KTM 990 Adventure can truly claim to be worthy opposition against the sales dominant BMW 1200 GS.

The handling is competent and with a weight of only 187kg the bike can be ridden through twisting country roads with some verve! Plus in these days of ever spiralling petrol prices the claimed 79.6 mpg will bring a smile to your face when you have to fill the tank.

One of the surprise rides of the day the Stelvio amazed with its version of the successful Adventure Sports motorcycle. With its imposing bug-eyes looks, spoked wheels, substantial bash plate and upright riding position, this bike so want’s to be a GS! The big 1200cc V-twin makes a healthy 105 BHP and on the road the 8 valve engine made for an entertaining ride. The bike offers lusty handfuls of torque, but rev’s freely though-out it’s available 8,000 RPM. To get the best from the bike the gear box needs to be worked, but one is rewarded by a riding experience that has that typical Italian zest that they seem to inherently instill in many of their automotive products; the slick but positive gearbox perhaps bettering some other rivals.

The handling proved to be a delight, positive, controlled, bordering on thrilling, the bike can be powered out of corners without any fuss or alarm, in fact its poise through some fairly tight twisties was a real surprise. But the highlight has to be the exhaust note, obviously the Moto Guzzi engineers have worked hard to give this bike the correct sound, the throaty but deep burble from the exhaust and crackle on hard de-acceleration and over-run was like an Italian opera at its best.

May be on paper this bike does not compare as well with more sophisticated offerings form other Adventure Sports manufacturers, but what this bike has is heart soul and zest which is so often missing from many of today’s more accomplished but less involving bikes.

This is a relatively new addition to the large adventure tourer market, but is already close on pushing the BMW GS for the top slot thanks to the fact it does offer the chance to be a little different from the crowd. In this case though you still get all the attributes that make the ‘Beemer’, so popular.

This is the Italian answer to the demand for a multi-purpose maxi-enduro machine that can adapt to all conditions. It is relatively docile, but can easily be wound up to provide an exciting ride when required.

It handles well and no doubt the 50 mm upside-down forks and the traction offered by the combined action of the rear single swing-arm and the progressive rear suspension system, not to mention the reactive shaft drive provide a comfortable ride over undulating surfaces as well as a neutral feel on the tarmac.

Like its direct competition it should be an excellent tourer as the windscreen and saddle can be adjusted and the pillion passenger’s part of the saddle is more than comfortable in both size and shape.

Character, charm and lots of grunt all mix well with the high wide riding position and it is certainly a comfortable ride.

If you like V-twins, a go anywhere ability with real character, this bike should be at the top of your list given my brief association with the bike.

With the arrival of the BMW F 800 GS, BMW have sought to further widen the appeal of the “GS” and Adventure sports bikes to those riders who feel the sheer size, bulk and height of the 1200 GS would be too much for them to handle. A clever move which sees them selling ever more GS badged bikes!

So does 1200cc down to 800cc mean your only getting two thirds of a GS, particularly when the shaft drive has gone ( yes a BMW with a chain) and the tried and tested Boxer engine is replaced with an all modern parallel twin producing a lesser 85bhp.

Well we’re pleased to say that this is truly a GS, the lighter-weight of only 177kg just makes for a more nimble GS, perhaps with even better off-road capabilities as a result. The F 800 S derived engine whilst not having the absolute grunt of its bigger 1200cc relative still provides a usable range of performance and some ways feels a bit more urgent in its power delivery than the Boxer 1200 engine. The comfortable upright riding position and small screen meaning this bike also has some touring potential. The lighter weight meaning many will and are choosing this GS as the entry into the world of Adventure Sports motorcycling.

The parallel twin was one of the biggest surprises of the day along with the 1300S. But these machines were so different to what I have come to expect from BMW.

The small compact twin is state-of-the-art with electronic fuel injection and develops 87 horsepower from its 798cc. The bike is highly manoeuvrable, thanks in part to the lightweight aluminium in its rigid frame and dynamically styled double swing-arm, which helps keep its dry weight down to just 177 kilograms. Handling is precise, thanks to the suspension set-up, no doubt helped by having the fuel tank located under the seat for a lower centre of gravity.

This is another bike that you can ride hard and actually feel that you are pushing it, which gives you an immense feeling if satisfaction. Likewise the motor revs freely, although is equally at home providing a torquey response at lower revs to save constant gear changing.

With not to many parallel twins on the market this could be a good buy if you want relative simplicity with BMW’s quality!

This recently launched machine it much more than a re-clothed SV and quickly shows itself as something of an all-rounder that also looks very modern and distinctive.

This 650 V-twin is much more than an updated SV 650 motor, but you need to ride it to appreciate how good it is. This is bike that has lots of torque and can be ridden on the throttle, but revved out gives surprising turn of speed. The gearbox as with all Suzuki’s is precise and the bike glides into each gear with consummate ease.

The upright riding position is good and the small deflector above the sloping headlight manages to deflect a fair amount of wind over you allowing you easily to ride up to three figures without any strain.

In terms of appearance it is one of the most unusual on the market, but it all works well, looks unintimidating and manages to be comfortable and would provide an excellent commuter and all-rounder as well as giving a lot of fun on some twisty back roads at an very agreeable price.

The upright riding position is of course more comfortable to ageing bodies, but you lose none of the sporty appeal of the RSV and gain on price but losing nothing in the terms of credibility and Italian flair!

On the track the bike was comfortable and thanks to the room it was easy to move around on for good weight positing on corners. Despite no rider protection it is also relatively comfortable at high speed and you do not get off feeling you have been weight training.

You could wax on for ages about the response from the motor, the torque the lack of need to continually change gear, but it is unnecessary and will not do it justice. This is a bike you need to ride to really appreciate, but be warned it could become addictive!

The Gilera had no trouble keeping up with the larger 1300Cc motorcycle that was escorting us on our road ride. Larger wheels and bike chain drive and rear swing arm suspension set up really mean this is a fusion of scooter and motorcycle. This tells in the handling, a smaller scooter transmits a lot of road bumps through to the rider, but the bike style suspension isolates the rider from the worst and the bigger wheels handle the poor road surfaces better. Handling is all so much more accomplished than a standard scooter, but not quite on the par with a well set up motorcycle. We found the bike GP800 did not like too much speed going into corners else it could run wide, definitely a case of less going in, but OK to power out using the torque of V twin engine to propel you from the corners.

It certainly was quite an experience to ride a maxi scooter that actually almost feels like a motorcycle, with performance that would surprise many.

For many scooter riders who somehow can’t see them-selves changing over to a motorcycle this may well be the answer and for those motorcyclists who want the practicality of a scooter but don’t want to sacrifice performance this may well suit as well.

Typically the big V-twin engines powers out of corners with bags of torque and with the Ohlins suspension the handling is very tight and accurate. The throttle is incredibly responsive and one had to keep hauling the beast in for fear of too much speed. The bike does not like low revs and below 2000 RPM the motor is very lumpy, so you need to keep in the right gear at all times. The gear change was positive but certainly not light. Initially the front end felt a little vague, but this was just until the tyres warmed, because this bike loves corners and as confidence built the Monster can be cornered with flick-able delight.

The new Monster is definitely a ‘looker’ with bright red paintwork, under-seat exhaust and trellis framework and distinctive front headlamp shape. Overall there is much to like about the new Ducati Monster which continues to improve as each model generation is launched.

The Sport is powered by the outstanding Desmo 1000 Dual Spark engine. The torquey air-cooled 90º L-Twin is the perfect match to power this bike, which has a sporting soul. The cylinders, with their traditional cooling fins and classic ‘L’ configuration, are direct descendents of the original Taglioni design form which all modern bikes draw their heritage.

Slim and exposed for all to see, the latest 2 valve Desmo system, fuel-injection and computer controlled engine management ensure that the 1000 Dual Spark engine still has the beautiful rumble of the big V-twin never fails to ignite a smile.

Matched with the famed handling it is a bike that will allow you to visit a lot of different bike venues on a Sunday ride out and arrive with a big smile on your face without too many aches and pains.

T

Even with a limited time with the very distinctive R1, you quickly learn that everything you may have read about this bike is true. The sound from the exhaust, thanks to the cross-plane crankshaft is awesome. The acceleration, despite being on a par with warp drive, is very linear and very controllable.

The handling is certainly at a level that most of us will not ever begin to get working hard or out of shape. These days you wonder how the manufacturers can go on improving things, but thanks to racing, everything with the new R1is at a new level that other manufacturers are now chasing.

If you want a litre sports bike, this is definitely the only one to have, especially if you need the ultimate!

It has got every conceivable comfort you may want on a journey, complete with an entertainment system as if riding a bike was not enough!

It might seem like a large HGV at rest but once on the move you soon forget its size and just enjoy the ride. Set up well beforehand it glides easily through the curves with nothing touching down. The electric screen does a good job in keeping down the last remaining vestiges of air that might possibly reach the rider and at speed it is very stable.

A bike that certainly belies its size and is very nimble on the move, as well as a real attention grabber, but not cheap as you might expect!

The only place to take it was on the track where you could try out the quick-shifter, the electronic suspension adjustment and all the other technical gizmos aimed at improving the riding experience.

Given it power deliver I had to keep checking I was on a BMW as it went and stopped, not to mention handled in a way that was outside my previous BMW experiences. Needless to say I was impressed.

The engine power was of course more than a mere mortal such as I could use, but the bike inspired confidence, so much so I had the ABS working on several occasion while I readjusted my previous braking points. Even when this was happening, the bike inspired confidence and I had no doubt I would stop in time, which is always useful!

Looking at what you get in terms of specification and quality it is actually not much more expensive than the traditional Superbike, but it is well up there with the best of them.

The compact, fully enclosed trailer is well made with smooth lines and while the test one came in plain white other colours can be specified as it is made in the UK.

Having never ridden with one attached to a bike, I spent the first two laps continually checking the mirrors to check the trailer was still attached. After this I forgot it was there and was cornering as hard as I had been on any solo, there being not detrimental feeling or behaviour.

Sure braking from 120mph down the rear straight caused a moment, but you would never be doing such speeds on the road, or with a load, not mention the legality of such things. However, ridden normally you just do not know it is there!

If you enjoy camping, or have to transport lots of luggage on a touring holiday, this just has to be the way to go!

Well that’s our round up of the bikes we rode, we hope you enjoyed our reviews as much as we enjoyed riding them!

Article by the  inter-bike Press Team