The 2007 Yamaha R6 was a very radical bike, built to win on the track, but which also ended up being a success on the road, despite all its aggressiveness in terms of ergonomics and engine behavior. The one we have here is in excellent condition.

Produced (and registered) between 1999 and 2020, the Yamaha R6 was a model that immediately set itself apart from what had previously been produced in the 600 cc class. Instead of producing yet another sport-touring model, ideal for a 50-50 split between road and circuit, the Japanese brand chose to create a much more radical model to win on the track. Several evolutions were launched, and the 2003 generation received fuel injection, in a model that was still relatively easy to drive and comfortable, but already very fast on the track.

It was then in 2006 that the R6 underwent a radical change, with much more angular lines, much more aggressive ergonomics and more track-ready cycling, as well as an engine with a much greater appetite for high revs. There was even some controversy over the overly generous revs on the tachometer, which Yamaha later admitted was a mistake…

2007 MODEL

Despite having 2008 license plates, the bike in this article is from the 2007 generation, so it already had the YCC-T (Yamaha Chip Controlled Throttle) throttle system, but still didn’t have the YCC-I (Yamaha Chip Controlled Intake) which varied the length of the intake tunnels. Regardless, this was the basis on which the R6 won countless Supersport titles around the world (and several world championships). A bike with a smooth engine, like any in-line four-cylinder, but one that needed to be ridden aggressively and excellently on the track, so that the rider could take advantage of the punchy engine and high-quality cycling.

THE TESTED MOTORCYCLE

Nowadays it’s no longer possible to buy a new Yamaha R6 with a license plate (you can do it for closed-circuit use and even use the GYTR competition kit), so a well-maintained Yamaha R6 may well have added value these days. And while we still come across some in everyday life or on weekend rides, the truth is that many have spent the years doing what they’re most comfortable doing, on the track, so – even if well maintained – it’s not always easy to find an R6 with a 100% healthy “heart”.

This bike looks to be in excellent condition! It has 31,000 km on the clock, recently arrived from Madeira Island and doesn’t appear to have suffered from any abuse throughout its life. It comes pretty much as standard, with the exception of the darkened headlights, the protective “mushrooms”, the Michelin Power 5, the different tuners on the top of the fork and the fitting of a BMC air filter and iridium spark plugs.

With an excellent exterior, it’s amazing how light this bike is to handle. It feels like a 300 cc sports bike! Then, on the road, we were reminded of how aggressive this bike is for the body, with a very radical position through a very high seat and footpegs and low stanchions, which put weight on the wrists. The sound of the exhaust is loud but super appealing, and you don’t even have to push the gears very hard to hear it “scream”, although you do need to rev it above 8,000 / 10,000 rpm for this engine to show its worth! Of course, you can drive quietly on the highway below these speeds, but on the track forget it, you have to squeeze the 4-cylinder above the 5-digit mark on the tachometer!

If the engine feels like new, the braking needs a little more force than a current sports car, but it still delivers without a glitch, and as for the suspensions, they were also faultless, with an excellent reading of the asphalt, whether at a leisurely pace or a faster one. With a good feel for all the components – only the final drive showed signs of needing to be changed – this R6 is more than approved and still ready for many good rides on the road or on the track, before being well stored in a garage or living room (and later in a museum)!

Maintaining and preserving

Our reader Tiago Ramos (RS) kindly provided his Yamaha R6 for our test, but more than that, he came all the way from Peniche to the Estoril Autodrome, on purpose, on one of those very cold mornings in this aggressive winter.

Having had the bike for about a year, but very experienced and a fan of the tuning fork brand, Tiago reveals that “it was a deal that came up and I didn’t want to let it go. I think it’s a mythical bike and I was curious to ride it, so I did.” So far, due to lack of time, he’s only done a few road rides, but “in the future I’d still like to do some track days, but this will always be a bike just for a few laps.” “I’d like to keep it in the garage, although there are offers for me to sell it. And then eventually buy something more practical, like a Tracer 7 or 9 for example. But I’m in no hurry to sell it, as it’s a bike that won’t exist any more.” Thank you very much Tiago and keep on riding, if possible with this beautiful R6!

O conteúdo Review – used of the month – Yamaha YZF-R6 – for racing… with a license plate aparece primeiro em Motorcycle Sports.

Riding a motorcycle is supposed to be fun, even for those taking their first steps. That’s why we were delighted to ride a Voge 300AC for several days, a small naked bike built with newcomers in mind, but which still offered good riding moments for someone already well experienced in this field.

It’s sometimes frustrating to ride low-cylinder models – sometimes even too expensive for what they’re worth – and realize that they weren’t designed (or there was cost containment) for the less experienced. I’m talking about brake levers with a poor feel and no adjustment, suspensions that fall short of expectations, etc. Fortunately, we didn’t find any of that in this Voge, which seems to have been really well thought out and built – even at its benchmark price – and only in one respect can we really point the finger: a rider of tall stature won’t be able to fit on this bike!

THE RANGE

The brand is no longer new here at Motociclismo, but let us remind you that Voge is the premium brand of the Loncin manufacturer, which has a lot of experience in engine manufacturing. At the moment, Voge has models in the Adventure, Naked, Classic, Scooter and Electric segments, and while the current range is already very interesting, there will soon be other models shown at the last edition of EICMA. Other good news: the five-year warranty that the brand now offers for the entire range and the fact that anyone who doesn’t like this 300AC for some reason has other models available that are very similar. One of them is the 300ACX, which has the same single-cylinder engine but has spoke rims, a single seat and different aesthetic details in a more scrambler philosophy.

As for the 350AC, it has also arrived on the market and is also a classic-looking naked bike, but it has a parallel twin-cylinder engine and a series of components and general finishes that put it on a slightly more “premium” level compared to the smaller displacement bikes.

GOOD DETAILS

For those newly qualified with an A2 license, the bike we have here has some good features: 28.5 horsepower that’s easy for even the least experienced to handle, a low weight of 170 kg in running order (which actually feels a lot smaller) and an accessible seat. Aesthetically, it’s immediately noticeable for its beautiful headlight, taillight and LED indicators and for the good looks of the bike, with an inverted fork and two brake discs at the front with ABS from Bosch (the brand that also gives its name to the fuel injection system).

On the other hand, the instrumentation is very simple: there’s a gasoline level, a partial totalizer, and although you can change the shade of the background, there isn’t even a clock, but there is a USB port. Dynamically, the liquid-cooled engine is a lot of fun! The transmission is much longer than that of the 300 Rally we tested last month, but it doesn’t lack power, even though it prefers to run at medium/high speeds. You can drive in sixth gear from 3,500 rpm (at around 60 km/h), and you can see that it really wakes up after 6,500 rpm, allowing you to quickly reach 130 km/h and even 150 km/h when you rev it up. Not bad! As for the vibrations, which are sometimes annoying on single-cylinders, they don’t bother much and only appear at the last revs of the tachometer. Another highlight is the very pleasant sound of the exhaust, which even emits some interesting rumbles when decelerating!

THE BEST PRICE, FUN ENGINE, DYNAMIC

IMPROVING ERGONOMICS, INSTRUMENTATION, THROTTLE TRAVEL

DYNAMICS AND DETAILS
In terms of dynamics, there’s not much to say except praise! The inverted fork works very well and the two-disc front brake doesn’t fail either, and the feel of the adjustable lever is good. At the rear, the single shock absorber with connecting rods does its job without compromise.

It’s in terms of ergonomics, then, that this bike has a few shortcomings, since the fact that the seats are independent means that the rider can’t get a little further back. Ideally, the rider shouldn’t be much taller than 1.70m, otherwise the good riding position will be affected. Other details also worthy of improvement are the small passenger seat – which doesn’t have hard grips – the gear selector which is too close to the footrest and the accelerator handle which stretches too much. You twist the handle, twist it, and it doesn’t seem to reach the end, and some of the stickers don’t look very modern either. As for the rest, there are many good things to say, including the performance of the Cordial tires, both dry and in the rain, despite my initial doubts.

It’s a fun little bike, very economical (average consumption is around 3.9 l/100 km), with a great price and an excellent warranty, so I personally rate it as one of the most interesting Voge in the current range.

O conteúdo Review – Voge 300 AC – getting off to a fun start aparece primeiro em Motorcycle Sports.

Even if it doesn’t seem like it, Vespa models have been greatly improved over the last few years, and we’re only talking about 4-stroke automatic scooters. Some are only available in very rare and exclusive versions, while the more powerful ones are naturally sought after by those who already have a motorcycle license.

This is already our favorite of the range!

Vespa models are probably the two-wheeled motor vehicles with the greatest capacity to generate sympathy among people who usually don’t like or simply don’t care for motorcycles. And the reasons are plain to see: it’s very easy to sympathize with these models, usually in cheerful, youthful colors that seem to smile at you. The ease of climbing onto the seat is a reality on all models, and then it’s very easy to fall in love with a Vespa after a trip to Italy or watching a romantic Italian movie!

In fact, everyone has heard of the Vespa, even those who don’t ride motorcycles. Since 1946, the historic Italian brand has launched more than 30 different versions to suit all tastes and purses, but when we talk about more complete and equipped models, we have to talk about the GTS. In this case we’re going to talk about the GTS Super 300, in the Sport version, clearly one of the most attractive in the entire range.

RANGE AND TECHNOLOGY

Vespa is a brand of the Piaggio group that has always manufactured models that are accessible and easy to drive, reaching the entire population. Today it is considered a premium brand, and this GTS 300 Super Sport is part of a range that also includes the base GTS, Sei Giorni, Primavera, Sprint and Elettrica models. With capacities ranging from 50 to 300 cc, plus electric, there are many versions to suit all tastes, and the bike in this article is one of the most sought-after.

This generation of the Vespa GTS Super incorporates several improvements. The lighting is full LED at the front and rear, the instrument panel has a new 3-inch analog LCD display (4.3″ color TFT in the case of the Tech version) and there’s no lack of a Keyless ignition system for easier use. The Super also has remote seat opening and the Bike Finder function, so it’s easier to find the Vespa in the middle of a parking lot. Technologically speaking, both the Super Sport and Super Tech come equipped with the Vespa MIA app, to connect the smartphone to the vehicle and manage messages, calls and playlists more easily. These models also come with improved ergonomics through different handlebars and a new seat. The shock absorbers have also been upgraded in this generation.

SPORT VERSION

Vespa has always been known for its attention to detail, and the Super 300 Sport is no exception. Highlights include the imitation carbon front tie, the high-quality seat with contrasting stitching, the various elements painted in gloss black and the placement of various ribbons throughout. And the best thing is that there are five different liveries to choose from, for those who (for whatever reason) don’t like this bright orange.

THE BEST AESTHETICS AND DETAILS, POWERFUL AND SMOOTH ENGINE, EASY DRIVING, DYNAMIC DYNAMICS

IMPROVING PRICE, RANGE, CONTROL BUTTONS

It’s well known that the GTS is one of the most complete Vespa models and the best suited to riding outside cities. This is a relatively spacious automatic, even for two adults, but never before has a Vespa been so safe and stable, even with the 12-inch wheels that give it enormous agility. There haven’t been many changes, but with constant updates, almost every year, these scooters have improved a lot, for easy and economical commuting and fantastic urban mobility, always full of style.

PERFORMANCE AND DYNAMICS

Slightly less stable than a conventional scooter of this capacity due to the type of suspension and the size of the wheels, this GTS is still able to offer a lot. The steering braking is quite high for easy zigzagging between stationary cars, the riding position is very relaxed and the seat is excellent. And the engine – which has a little less engine-brake than usual in the segment and needs some getting used to – offers strong acceleration that’s always very smooth from low revs, so it’s a delight to pull away from traffic lights and leave everyone behind. And on the highway it reaches 140 km/h, which is impressive. We liked the countless details, the suspensions guarantee comfort on the Portuguese sidewalk and it’s only on bad roads or with a passenger that they start to protest. And in a good cornering area, this Vespa is even capable of putting many motorcycles with much higher power to shame, with good cornering angles and no components scraping across the asphalt.

When it comes to braking, it does its job, but you have to apply some force to the levers, which have no adjustment, and if you’re careful, the controls have buttons that are too small to wear winter gloves. The instrumentation is quite complete and there’s traction control, which comes in handy on slippery days, but you can also turn it off whenever you want. As for the tank, it’s not very big, which, with consumption of around 4 liters at 100, doesn’t guarantee a very long range. The keyless system works well, there’s a glove compartment at the front and there’s plenty of space under the seat.

Of course, the price is quite high, but we really liked this Vespa, not just because of the strong engine at all speeds, but also because of the fun and very safe dynamics, overall quality and beautiful components.

O conteúdo Review – Vespa GTS Super 300 Sport – always in fashion aparece primeiro em Motorcycle Sports.

To say that the Suzuki V-Strom 800 DE was a surprise is perhaps an understatement. The general expectation at the EICMA show about what Suzuki might unveil was low and renewals of some existing models and general improvements were expected. But contrary to the general feeling in the hall, Suzuki actually managed to surprise with two new models, built almost entirely from scratch. The V-Strom 800 DE was one of them.

At the heart of the new V-Strom 800 DE is Suzuki’s new parallel twin-cylinder engine. The 776 cc DOHC engine produces 84.2 hp at 8,500 rpm, with 78 Nm of maximum torque at 6,800 rpm. Designed to be a consistent bike, according to the brand, the four-valve per cylinder engine produces smooth but strong torque at low revs. High levels of torque and traction – extra beneficial off-road – and a pleasant noise through its exhaust system, ensure that it retains a character more akin to Suzuki’s famous V-twin. Its construction reduces unwanted vibrations and helps achieve a more compact and lightweight overall package, which improves, according to the brand, the V-Strom 800DE’s agile handling. These are all strong compliments and characteristics that Suzuki claims to have succeeded in instilling in this engine. It’s important to note that this EURO5 twin-cylinder is a completely new block, built from scratch for this V-Strom 800DE and the GSX-8S, and may even serve as the basis for a number of other models.

CYCLING

With a fully adjustable inverted fork with 220 mm of travel, a 21-inch front wheel, 220 mm of ground clearance, and an electronic kit with additional features around performance and off-road, the V-Strom 800DE promises to stand up to the biggest names in the ADV range. Even so, Suzuki has opted to stray a little from the norm and equip this bike with a 17-inch wheel at the rear, rather than the traditional 18-inch rim we see on most adventure bikes. This bike has a 20-liter fuel tank and a curb weight of 230 kg. Not exactly an encouraging weight on paper, we’ll have to wait to test the V-Strom 800DE and see how it distributes itself and influences the way we ride this bike on the road, and essentially on more complicated paths.

TECHNOLOGY

There’s no denying that Suzuki has let itself be outdone in recent years in the technology department and in the equipment it offers its customers, when compared to brands that are at the forefront of technology. But the EICMA 2022 show seems to have been the turning point. This new V-Strom 800 DE comes equipped with lots of good technology as standard. A new 5″ TFT color dashboard is the command center of this bike, which also features a low-speed assistance system, traction control – including a fully switchable mode, essential for off-road riding – bidirectional quickshifter, switchable ABS on the rear wheel and the Suzuki Drive Mode Selector (SDMS) system, which allows you to select different riding modes for the most diverse situations. All of this allows the new V-Strom to be fully in line with the current standards of technology expected of a motorcycle in this segment, and even to come equipped as standard with some features that are superior to those of the competition.

O conteúdo Review – Suzuki V-Strom 800 DE – a nice surprise aparece primeiro em Motorcycle Sports.

It’s been a few editions since we tested the Zontes 310M here, and now comes its little sister, the Zontes 125M. With an appearance very similar to the larger of the two, this new scooter from the Chinese brand doesn’t seem to differ much from what we felt and saw in the 310M. But after a few kilometers, is that what we felt?

Zontes has been extremely active in the market over the last two years, with many new launches in the various segments, offering a huge range of options for all tastes. Now, in the urban mobility segment, more specifically in the low-cylinder scooter segment, comes the 125M. Yes, at first glance it differs little or not at all from the larger 310M, but there are some differences between them, apart from the obvious power deficit.

SMALL BIG ENGINE

And it’s precisely the power that we’ll start with. The block that powers this scooter is an engine produced by Zontes itself, with 124.7 cc and 14.5 hp of maximum power. And something we immediately feel is the availability of this little heart of the 125M, which, despite not being the most exciting to start immediately, manages to travel smoothly and even quite quickly through the entire rev range. The truth is that on faster starts, this engine has a somewhat delayed response to the throttle, as if it needed a few seconds to deliver all the power. You therefore have to count on this waiting time if you want to make a more demanding start. But this is only the case when you’re at a standstill, as it’s a very different story when you’re on the move. The 125M’s almost 15 hp always seem to be available in any rev range, and this little scooter can reach 80-90 km/h with relative ease. In return for reaching these speeds, this scooter’s top speed is limited to 115 km/h, something that we really shouldn’t consider a disadvantage or a defect, given that it’s a 125 cc bike. The vibrations caused by the engine are felt more in the lower rpm range, but are much less as the speed stabilizes. We were also able to keep the fuel consumption to around 2.6 liters, which is quite positive considering all the EURO5 restrictions that lead to even more intense use, which in this case included some expressways at very high revs. With a 12-liter tank, the task of refueling is something we can delay for several kilometers.

ERGONOMIC AND PLEASANT

As nice as this Zontes 125M’s engine is, it’s important that the bike’s handling matches it. And when it comes to riding a 125cc scooter, ergonomics are very important. Interestingly, despite its very similar appearance to its big sister, the 310M, this scooter has a somewhat different riding position. The handlebars are just the right width for riders of medium height and the seat is located 10 mm lower than on the 310M, allowing us to sit in line with the handlebars in a comfortable and natural position. The legroom is also pleasant and the whole thing offers a very pleasant riding position for both city trips and longer journeys, even on highways. Where the Zontes fell a little short was in the comfort of the seat, as it revealed some discomfort after a few kilometers, practically on all types of roads. However, this slight discomfort is disguised by the good absorption of irregularities by the front suspension and double rear shock absorber. On our “famous” Portuguese cobblestones, the 125M showed exemplary behavior, maintaining comfort and smoothness. Even so, the limit of the suspension, and especially the rear shock absorber, appears early for a slightly heavier rider, or one who regularly rides with a passenger. In the braking department, we can count on one disc at the front and one at the rear, both with ABS. The rear brake seems to be more precise than the front, where we felt that despite having enough power, it could offer greater precision and a less “spongy” feel, despite both levers being adjustable.

TECHNOLOGY AS A BIG BOY

There’s no denying it, technology is becoming more and more of a given, whatever the price range or range of motorcycles. As the years go by, we no longer see high-quality, feature-packed dashboards only on top-of-the-range bikes, now they’re available in all market segments! So, for the price range of this Zontes 125M – under €4,000 – this little scooter has some very interesting technological attributes. The color LCD panel is the same as the one that equips other bikes from the Chinese brand and features numerous functions and presentations, from cell phone connection to lots of information about the bike. The navigation buttons on the right and left of the handlebars are also the ones we’re used to seeing on Zontes bikes.

There’s also red illumination on the buttons as standard, electronically adjustable glass, electric seat opening, a keyless ignition system and full LED lighting. But the technology continues in the storage space, with a USB port in the front compartment on the left, which allows you to charge your smartphone on the move. On the right-hand side, there is also a smaller storage space. As for under-seat space, the Zontes 125M isn’t the most generous scooter and it’s difficult to fit a full-face helmet (as the brand claims) unless it’s quite small.

READY FOR THE COMPETITION

Zontes, like so many other Chinese brands, is betting big on the European market and has quickly distanced itself from the “Chinese” image that we might have thought of a few years ago when talking about motorcycles from that part of the Asian continent. After the 310M, the 125M is proving to be a strong competitor to the A1 scooters already on the market. A pleasant engine, good ergonomics in the riding position, lots of technology, less than 150 kg and an attractive price are just a few points that could make us consider this scooter for our daily commute. And with the pace at which the brand has been introducing new features and improvements to its current models, it wouldn’t be surprising if this 125M is soon to be reinforced.

THE BEST/ ENGINE, WEIGHT, TECHNOLOGY

IMPROVED/ BRAKING, SPACE UNDER THE SEAT

O conteúdo Review – Zontes 125M – small, but handy aparece primeiro em Motorcycle Sports.

It’s a title that increasingly suits many of the models we call “Chinese motorcycles” on the market. As a result of partnerships and development clearly inspired by European markets and trends, brands like QJ Motor are revealing their full potential and presenting us with models capable of “battling” in the market with Japanese and European rivals… and this SRK 400 is a clear example of that.

Present on our market in a more obvious way since the end of the summer, after being unveiled for the first time at Expomoto in Matosinhos in May, QJ Motor wants to conquer its space on the market and it was with a dynamic presentation of this nice 400 that it was presented to the Portuguese press for the first time after a small introduction party in Lisbon. As for the choice of this SRK 400, it’s due to its commitment to winning over a younger audience, which is less sensitive to being influenced by brands with more tradition in the market and which are still, as a rule, preferred by older people. QJ Motor is aware that younger people who are looking for their first, or even second, motorcycle after moving up to 125 cc, don’t look so much at brands as at what they can get for a lower price, which is why it first unveiled this SRK 400 instead of one of the more thermally capable models in its range.

IN SPAIN

On a cool but not sunny morning, this naked bike stripped away all preconceptions and revealed in the hills of Malaga that underneath its nakedness lies a fantastic proposal for all those who want a medium-sized motorcycle that’s affordable in terms of price and low in terms of running costs, all without losing any sense of aesthetics or the ability to provide us with fun moments at the controls. And at the end of it all, there’s the added bonus of a six-year warranty.

When we first discovered it, we could clearly see that, aesthetically, this QJ Motor takes its inspiration from well-known “outfits” from other models on the market, some even from completely different segments. At the rear, for example, the cut-outs clearly lead us to imagine the rear of an R tuned to a Japanese tuning fork. The same goes for the front section, where the headlight assembly doesn’t hide the fact that it was inspired by the letter Z, but not Zorro. The chassis also doesn’t hide the fact that QJ Motor is part of the same group that owns an Italian brand and the position of the rear shock absorber immediately takes us to another Japanese model. But enough comparisons and similarities and let’s get down to business… what does the SRK 400 have to offer?

400 = 40

Equipped with a two-cylinder engine with a capacity of 400 cc, this SRK claims a maximum power of a mere 41 horsepower at 9,000 rpm, and from the very first moment you notice its total availability. It’s an engine capable of providing us with that moment of a slower ride in city traffic, but at the same time capable of “lifting our souls” in those moments of sportier driving where the sound of the exhaust helps us smile even more. This is because the brand’s engineers wanted the SRK to have a voice that wouldn’t be drowned out by the increasingly restrictive rules imposed on us – yes, I’m in favor of sound in exhausts… sorry for the more sensitive – and which often make us even more invisible in traffic.

DYNAMIC

But that’s just a personal detail… at the controls of the SRK’s comfortable and natural driving position, with which we quickly fit in, we find, in addition to the “smiling” engine, a six-speed gearbox that’s well staggered for the segment, which helps us to reach very “nice” speeds, with the pace only being limited on winding roads by the reduced distance of the lower part of the chassis from the ground. As a result, you’re quickly on your feet and even with the foot rest in “friction” mode on the asphalt. But this isn’t a sports bike either… so let’s slow down.

The rear suspension, by allowing the spring preload and extension to be adjusted, helps to improve the dynamic behavior, where the tires – in this case Maxxis units – make their contribution, although without sporty pretensions, so we can’t ask for miracles when we push the pace a little and start to overdo it on the inclines. The brakes – a beautiful set with double discs at the front and a single disc at the rear – are adequate to stop the 176 kilos that the SRK 400 weighs on the scales.

CONCLUSION

In the 150 or so kilometers we rode with the SRK, we encountered a bit of everything, from mountain roads with fast areas and others that were more winding and narrow, to freeways where we ended a day of joyful riding that led us to discover a bit of all the potential of a motorcycle that, without prejudice, wants to conquer its place in the market where it won’t just be the price that makes the difference, but also its dynamic behavior, aesthetics and performance that will surely win over a good slice of users.

The SRK 400 has turned out to be a pleasant surprise, with both faults and virtues, at a fair price in relation to what is on offer to its future owner, basically anyone looking for a beautiful, fun, economical and, above all, easy-to-use motorcycle. They will have to put this QJ on their list of options. Case in point… Chinese? Why not?

O conteúdo Review – QJ Motor SRK 400 – Chinese… why not? aparece primeiro em Motorcycle Sports.

BMW’s M acronym is well known in the automotive world, and anyone who sees it knows that it stands for performance. The German brand introduced the M1000RR to its range of supersport bikes in 2021, as the basis for the World Superbike championship, making it the first motorcycle ever to bear the M. Now, at the end of 2022, the German brand has presented the world with the first naked bike equipped with this coveted letter. And it was on Spanish roads – and with a short trip to the Almeria circuit – that we tried to put this hypernaked’s full potential to the test.

Following the post-pandemic lockdown pattern, BMW presented the M1000R online last October, reserving the end of the year for its international presentation. We Portuguese didn’t have to travel many kilometers to see it, as the presentation took place in Spain, and we’re grateful for that, as well as for the fantastic roads we were able to ride with this naked bike. And the pages that follow are too few to describe the beautiful work that the German brand has done in designing this bike. But it’s not all roses, there’s no silver lining and no bike is perfect. So let’s find out what we can expect from this M1000R.

HEALTHY HEART

Numbers are very important to most users these days, and more than 200 hp are always welcome on any bike. Even so, a naked bike with this power doesn’t come along every day. BMW has opted to equip the M1000R with the same 210 hp in-line 4-cylinder engine that powers the S1000RR, with a few changes to the electronics. And if that seems like a lot of power to tame, fear not. The familiar linearity of four-cylinder engines is very much present in this block, and until the ShiftCam system kicks in at 8,000 rpm, you almost forget that you have a couple of hundred horses to tame. This allows the M1000R to be very well-behaved and pleasant to ride in cities and on highways where we ride at a more moderate pace, without protesting too much at low revs and high gears at low speeds. On the open road, however, things change a little. To be honest, when the ShiftCam variable intake system fully kicks in, that’s when we think it’s reasonable to shift gears, but if we let the M1000R breathe freely, we really notice a huge difference in the way the power is delivered, and this naked’s engine seems to have no end. However, it retains its docile side, but with the addition of some rebelliousness and willingness to express itself in the form of power and an incredible sound from the exhaust system. This engine demonstrated an excellent ability to rev up without much apparent effort – even complying with the strict EURO5 standards – while stretching to an incredible 14,600 rpm. Under normal conditions, on the public highway, it will be almost impossible to exploit the entire rev range, but it’s there, ready to be used on a track day or on a long highway in Germany.

WINGS NOT TO FLY

On the day the BMW M1000R was launched, something stood out in the pictures more than anything else. The aerodynamic appendages, or front wings, were the main focus of attention due to their apparent enormity and exaggerated size. But let me tell you. In person, it’s not annoying and even gives this bike a very aggressive and different look. Even so, more important than its looks is its function. At 220 km/h these M Winglets provide a downforce of 11 kg, offering greater stability to the front wheel and the whole assembly, something that was especially noticeable during the 4 laps we did on the Almeria circuit. On the long straights, the M1000R’s enormous desire to lift the front wheel was noticeable, but this desire was countered not only by the electronics, but also by the front wings. When braking, their intervention was also noticeable, allowing the front to make greater contact with the asphalt and consequently increasing the stability of the whole. And of course, to the hardware, BMW has added excellent software, with cutting-edge technology that is totally in tune with all the components installed on the bike. A beautiful 6.5″ TFT color display with excellent visibility (allows you to control 5 different riding modes) DTC – or dynamic traction control – brake slide assist, anti-wheelie control, among many other functions, in order to customize all the electronic aids to our liking.

Cruise control and heated grips are also standard equipment on this M1000R, but there is one specific feature that blew our minds. The quickShift, or as BMW calls it, the PRO gearshift assistant. There is little or nothing to fault with this equipment. The smoothness in any rev range is abysmal. Really. We felt that no matter how much we wanted to, we would never be able to shift gears as smoothly as this system does on this naked bike. And that, on twisting mountain roads like the ones we enjoyed in Almeria – as well as on the circuit – only adds to the pleasure of riding this bike.

REFINED CYCLING

One thing’s for sure, the BMW M1000R isn’t just a bike to ride straight down long straights, exploiting its 210 hp. Quite the opposite. Its lack of aerodynamic protection, being a bike in the naked category, is one of the limiting factors and its handling demands more than long straights. The electronically regulated suspension offers an excellent compromise between comfort and sportiness, and is clearly more geared towards the sporty side. Road reading, especially from the front wheel, is extremely precise and gives you impressive confidence when attacking corners. A wide handlebar and an ergonomic riding position, in which you position yourself very close to the front wheel for greater awareness of what’s going on, also contribute to this. Even so, in urban environments, with rougher sidewalks, we felt that the M1000R handled very well when it came to absorbing bumps and irregularities, with a less positive note for the seat, which although not hard, could have been a little wider, which would have helped on longer journeys. As for the brakes, we don’t see any state-of-the-art Brembo pumps, but rather the acronym M marked on huge blue pumps at the front. An M that could stand for “a lot”. Very powerful, very precise and very reliable. The only guarantee given by BMW engineers was that the development was not done with Brembo, but that the end result could not have been more satisfactory, and we know that it has Nissin’s hand in it. In any situation, the braking system is very gradual and precise, but also very powerful right from the initial “bite”.

M WELL APPLIED

M is the acronym that has defined performance for years at the German brand, as mentioned above. And equipping a bike with such a strong reference could have been a problem, but BMW clearly took the risk and proved up to the challenge. The BMW M1000R is everything we would expect from a hypernaked. Aggressive in its lines, powerful in every possible way, radical, but at the same time an easy and “owner-friendly” bike when you want to keep the German beast asleep. The German brand has managed to deliver enormous versatility in a single bike without losing the qualities that are characteristic of the letter M. And although it’s not perfect, it’s hard to find anything to criticize in this bike. Perhaps that’s why its price isn’t within everyone’s reach, but it left a smile on the face of everyone who tested it.

O conteúdo Review – BMW M1000R – M…agnificent aparece primeiro em Motorcycle Sports.

Honda has a habit of making very intelligent motorcycles that meet the demands of the market, taking advantage of existing bases so that the end product has an appealing price. The NT1100 is no exception to this rule, so the global success of the Africa Twin has led to the creation of a comfortable and very interesting road bike, which is sure to appeal to owners of mid-range Honda motorcycles.

The touring motorcycle segment has fallen sharply in recent years, not because motorcyclists have stopped traveling, but above all because many have started to make longer journeys on the back of powerful maxi-trail bikes. These are fantastic bikes, no doubt about it, but for those who use them only on asphalt, one thing is certain: no adventure bike will have the comfort and dynamics of a tourer designed from the ground up to ride only on asphalt! Honda knows this better than anyone, and between you and me, if you want to have a remarkable riding experience on the road, for hours on end, don’t miss a day of trying a model from the current Gold Wing range. The 6-cylinder engine and the incredible dynamics are to die for! The brand lacked a fully road-going model (more accessible and lighter than the Gold Wing), and while some brands have simply stopped betting on this segment, others have been refining their models, as is the case with BMW, whose R 1250 RT is one of the favorites of motorcyclists the world over. Here too, the Golden Wing brand has chosen not to go backwards, making something more affordable while maintaining the brand’s quality standards. An NT 1100 that stands between the successful CBF 1000F, Deauville and Pan-European of the past, which are no longer in the current range.

FEATURES

The NT aims to have the comfort of a real tourer and the agility of a medium-sized crossover, for easy everyday use. It has lines reminiscent of the CBF but with more modernity, and the front is clearly inspired by the X-ADV, with LED lighting. It has very refined side cases with a total capacity of 65L, and the 6.5-inch instrumentation has a display style for each riding mode, Tour, Urban and Rain, as well as two customizable modes. The instrumentation features Bluetooth connectivity and is compatible with Apple CarPlay and Android Auto, and the windshield is manually adjustable in 5 positions, with 164 mm difference between the lowest and highest point, has several side deflectors for total aerodynamic protection, and is also equipped with a central rest and USB and ACC inputs for charging any electronic system. Speaking of electronics, the HSTC multi-level traction control system is a highlight, as is the anti-roll system and engine brake adjustment. Heated grips are standard (5 levels). As for the engine, the 1,084 cc twin-cylinder with a 270º crankshaft for an irregular explosion order and superior traction delivers 75 Kw (around 100 hp) of power at 7,250 rpm and 104 Nm of torque, with fuel injection adjusted for greater rideability, while the exhaust system is slightly quieter. Compared to the Africa Twin, it also has a different radiator and different intake ducts. The NT has a 20.4-liter tank and, as with the Africa Twin, we can choose a version with a dual-clutch DCT transmission – a system that has been refined over the years – so in this case we don’t need to use the clutch lever and gear selector.

CYCLING

The Africa Twin’s frame has remained unchanged, but the swingarm is new and is connected to a Showa monoshock suspension system, in this case with remote spring preload adjustment. At the front, the 43 mm inverted fork from the same brand also has 150 mm of travel, much less than the Africa Twin, and also has preload adjustment. The wheels are naturally 17 inches, with the front mounting 310 mm discs and Nissin 4-piston radial calipers. As for the tires, the bikes in this presentation were fitted with Metzeler Roadtec 01, but they may also arrive at dealerships with Dunlop GPR-300. For those who like numbers, making some comparisons with the CRF 1100L Africa Twin, this NT has 75 mm less ground clearance, a 30 mm lower seat in the standard position (820 mm to the ground), 7 mm less trail and 40 mm less wheelbase. The weight is 238 kg (in running order) and 248 kg in the case of the DCT version. In terms of accessories, this NT also lacks little, with a huge list of items manufactured at the Montesa factory in Barcelona. More comfortable seats, tank bags, quickshift, top case, fog lights, etc., can be purchased separately or with the Urban (€565), Comfort (€680) and the more complete Travel (€1,250) packages.

IN TARRAGONA

This is a beautiful bike, reminiscent of the X-ADV with its aggressive front end, although the windshield has different dimensions. In white and without the top case, it’s a bit reminiscent of the four-cylinder 1000F from 2011. The NT is also large and imposing, especially with the windshield raised and the top case fitted. The overall quality is high, everything is in the right place and everything is easy on the move, starting with a good riding position and comfort and space to move around in the seat.The aerodynamic protection is very good and you can feel the good work of the deflectors taking the wind away from the body, but the fact that the windshield is only adjustable manually and from the outside of the bike is a big hindrance. If you don’t raise it before entering the highway, you have to wait until the next service station, and the reverse situation can also happen when entering the city, with visibility being impaired. An almost cartoonish situation when even the Forza 125 scooter has electric window adjustment. Equipment freaks will also miss a keyless ignition or electronic suspension, but heated grips, cruisecontrol and side bags are standard. On the move, we noticed that the suspension is quite comfortable, especially at the front, but the dynamic handling is not affected by the focus on comfort (we didn’t get to ride dry to see it better when cornering and braking hard), which is even better when you ride an NT with the Comfort seat! Only the DCT version was available at this presentation, in our opinion the most sensible choice, and after starting the day in D mode (which shifts gears earlier) we switched to S in an intermediate position, for gear shifts in both directions that seemed to guess our intentions, even on a mountain road that was wet all day. Only when starting off is the DCT system not as smooth as an experienced driver dosing the clutch, but otherwise 5 stars! As for the driving modes, I almost always preferred Tour, switching to Rain when the road was more slippery. Fortunately, the Metzeler bikes are also very good in these conditions, so the NT always offered confidence through a bike that reads the asphalt very well and a braking system that delivers on power and feel. The performance is also very good, with a good rise in engine speed and interesting torque, plus a very appealing sound when shifting gears or downshifting. On the highway, it also showed great stability, even with the windshield up and three suitcases in place, at speeds well above the legal limit. We didn’t do much dry driving, which was a shame, but we arrived at the end of the day without any fatigue and with the instrumentation showing an average of 5.4 l/100km after 245 kilometers. Halfway through the journey we opted to put the windshield in an intermediate position and didn’t touch it again, given the good compromise we got. We liked the operation of the bags and the heated grips, but the controls have too many buttons, which can get in the way a little, especially when driving at night, as they are not backlit. The instrumentation is excellent and to finish off, it remains to be said that this is a very nice tourer that was missing from the range. Agile but stable, comfortable and with the right dynamics, it’s the typical Honda that won’t let you down, whether in town, on the highway or in the mountains, and offers an interesting price/quality/equipment ratio. Basically, it’s an excellent bike for all Honda riders who want to upgrade their CB 500, NC 750, among others, to a very complete and 100% road-going model.

O conteúdo Review – Honda NT1100 – contemporary tourer aparece primeiro em Motorcycle Sports.

Two years after its launch, the 890 Adventure range has been improved. For now, we’ve ridden the base version, a very important motorcycle for the brand in commercial terms, which has received a number of improvements to make it more comfortable to use. Only the weather conditions didn’t help at all at this international presentation in Óbidos, which on the one hand gave even more value to the word “adventure” that KTM talked about so much at the presentation.

That’s right. Adventure and off-roading will always be linked to KTM, with the Austrian brand considering the 890 Adventure to be the motorcycle for travelers with the best off-road skills.

You only have to go to the brand’s website to see that KTM places its trail bikes in the Travel segment, which makes sense. Nowadays, it’s the bikes with the longest suspension travel and off-road capabilities that we see most on trips, even if sometimes they don’t even leave the tarmac. In the case of this brand, for all its glorious past in motocross, enduro and especially the Dakar, any trail model launched has excellent off-road capabilities. In fact, in this presentation we heard a lot about adventure, getting out of your comfort zone, setting off on a motorcycle with no destination – after all, what many people already do and many others haven’t yet found the courage to do.

As for this 890 Adventure, two years after its launch it has now received a facelift, along with a series of technical improvements that place it among the best in its segment. It should be noted that the more adventurous have an R version available, while a 790 Adventure version will be available in April, manufactured by CFMOTO, with a simpler front suspension and the possibility of A2 license approval.

IMPROVEMENTS

KTM motorcycles have always been considered quite radical and sometimes even a little uncomfortable, so this time the Austrian brand has opted for much more comfortable seats for driver and passenger, as well as a windshield with better aerodynamic protection. In aesthetic terms, the changes are clear to see. The bike is more modern, with lines that have been influenced by Rally bikes, and the new instrumentation, consisting of a 5-inch TFT, has also been modernized and is now much easier to read.

This is a bike equipped with an LC8c parallel twin-cylinder engine with 889 cubic centimeters and 105 hp of power for 100 Nm of torque, with 15,000 km service intervals and now with a different air filter box. Speaking of new features, it’s a much prettier bike due to the new fairings and windshield, and the connection to the fuel tank is now more rigid so that an instrument tower can be mounted, with GPS systems for example. In addition to the new seats, with the driver’s seat adjustable to two positions, there is a new engine guard and the 43 mm front WP fork has been revised, with new settings and adjustment of the compression and extension of the hydraulics in each of the sheaths. At the rear, the WP monoshock has adjustable spring extension and preload, and the tires are now Pirelli Rally STRs, mounted on 21-inch wheels at the front and 18-inch at the rear. As for the instrumentation, the 5-inch TFT has been greatly improved and is now much more functional, easily showing the driver the different levels of settings used. With an optional connectivity unit it will be possible to use the KTM connect app with Bluetooth to use turn-by-turn navigation, listen to music and receive calls.

As for the braking system, this KTM comes equipped with two discs on the front axle, with 4-piston radial calipers and Bosch cornering ABS for added safety. Among the 4 driving modes, when one of the two off-road modes, off-road or rally, is activated, the ABS is now immediately adapted to these conditions, i.e. deactivated on the rear wheel and reduced on the front.

One of the features that remains on this model is the placement of the 20-litre tank in a lower area, which ensures not only a lower center of gravity but also slimmer lines in the rider’s area. New to this model is Demo Mode, a service in which the driver can try out various options, such as quickshifter+ and cruise control, for the first 1,500 kilometers and then decide whether or not to buy them.

ROAD AND TT

During this day we drove 185 kilometers, in the beautiful central area around Óbidos, but always with rain and fog around us, so we never drove on dry asphalt, but we were able to see a lot. Above all, the driving position is very pleasant (we reached the ground well with the seat in the lowest position at 840 mm), we liked the aerodynamic protection and the seat, although still hard, didn’t make us tired. In any case, there are other seats in the optional range. We were often on and off the tarmac in the Serra de Aire e Candeeiros area, and there aren’t many bikes with such a good compromise between road and off-road. In any case, this is still a KTM, so it always has slightly stiffer suspensions than its Japanese rivals (they’d probably be at the top if we’d ridden dry on asphalt), and an engine that’s very strong in the mid-range and at high revs, seemingly always asking you to go fast. The gearbox is a little rough, but it doesn’t fail, and we used a quick shifter system that we liked. The feel of the levers is very good, the Pirelli tires are an excellent compromise for those who are constantly changing terrain, and even in the rain they’re good.

We really liked the instrumentation, which is now very easy to read, but the controls to manage it take some getting used to, and as for the driving modes, we always drove in Standard on the road and almost always in Off-road on the dirt, with which we felt quite safe and in which the traction control lets the wheel slip enough. As for Rally mode, it makes the 890 much more aggressive, and although you can adjust the traction control on the move, it’s definitely a mode for experienced TT riders. At the end of the day we averaged 4.9 liters at 100 and we didn’t even need to leave the center of the country to get plenty of adventure!

FINAL NOTES

This 890 Adventure showed off-road agility in the most winding areas, but it was on the medium-speed roads that we had the most fun and appreciated not only the engine’s characteristics but also all the cycling and electronic capabilities. And in the transition from medium to high revs, after 5,000 rpm, this engine is really exciting, even reminding me of the “old” 950 Adventure with which I had the opportunity to do many kilometers in the past. On a ride, we can go around 95/100 km/h in sixth gear – not so much before – because if this engine doesn’t even “knock” much, it’s still a two-cylinder that needs revs to show everything it’s worth.

This new KTM 890 Adventure will be available in our country in February, at a price we’ll announce later, in two different color combinations. Also available are many accessories from Powerparts, as usual with the Austrian house, as well as new equipment from Powerwear so that rider and passenger are always in tune with the model they have in the garage!

O conteúdo Review – KTM 890 Adventure – exciting but versatile aparece primeiro em Motorcycle Sports.