2013 Honda CBR500R ABS

What’s New
The CBR500R is an all-new motorcycle and the sportiest model in Honda’s new 500 range. It was made to meet Europe’s new A2 license tier for new riders, which specifies both a maximum power output (47bhp) and a power-to-weight ratio. It was also designed to be extremely affordable, both to buy and own.
It’s no coincidence then that the 471cc, liquid-cooled parallel-twin develops precisely 47bhp. That motor only revs to a relatively low redline of 8,500rpm, where it develops that peak power. Max torque of 32lb-ft arrives at 7,000rpm. On paper, that may not sound like the most flexible motor ever, but it’ll actually pull fairly strongly from 1,500rpm or so, all the way up to the limiter.
That engine is housed in a fairly basic, tubular steel frame, suspended by non-adjustable, 41mm, right-way up forks and a preload adjustable, Pro-Link monoshock.
So far, so humble. The kerb weight (including a full tank) isn’t particularly light, either, at 425lbs.
Aside from the ABS (a $500 option), there’s no new tech features or surprises. It’s a motorcycle, plain and simple. But a brilliant one. Why?

The Ride
Every year since I moved to America in 2006, I’ve made riding from LA to Laguna Seca an annual ritual. Sure, the race is fun to watch and it’s a good place to catch up with old friends, but really, it’s just an excuse to take in some of the best riding roads in the world alongside a few buddies. Typically, I try and take something that fits a conventional idea of fun — an Aprilia RSV4 last year, a GSX-R1000 before that.
The route typically remains the same too. Cruise up to Ojai on the 33, take that to the 58. By the time that dumps you back out on the 101, we’re usually tired and hot, so we cruise up the 101 to Carmel Valley Road and arrive in Monterey exhausted and sore. But also satisfied, because those are three of the most scenic and challenging riding roads around. 33 is all high-speed sweepers, 58 is 2nd gear hairpins. Carmel Valley doesn’t have lane markers, but it does have bumps and blind corners; lots of them.
The Monday after the race, I like to head down the PCH through Big Sur, passing hoards of poorly-ridden sportsbikes while enjoying the view and, this year, headed over Nacimiento Fergusson road for the first time. That’s more single-lane hairpins, these covered in sand and loose rocks.
All in, it’s one of my favorite motorcycle trips of the year and a chance to let my hair down and go fast on fast bikes. Believe it or not, but I actually had more fun riding this little CBR than I have on any other bike yet.
33’s high speed sweepers should have proved a major challenge for a slow, basic bike. Climbing up the TopaTopa mountains, they’re typically one of the rare opportunities to use a liter bike’s full power on the road. Could 47bhp enough to make them fun? Well, that limited power output is complimented by fairly limited suspension, so it was fun. Full throttle, peg scraping, knee down fun, all at about half the speed I’d normally be travelling.
58? More of the same. Turning onto it, I’d hoped to hang with a group of fast guys on powerful sport tourers a Hayabusa and even an old Yamaha GTS1000, but they left me for dead on the road’s long, straight beginning. In 6th, the little Honda redlines at 102mph.



By the time I’d reached the corners, I was on my own and, again, spent most of the ride grabbing huge handfuls of throttle, then trying to take enough lean out in corners that hard parts wouldn’t drag. The CBR’s ground clearance is fairly limited, displaying a centimeter or so of unused rubber on both edges of the rear tire, even after removing the peg feelers, then dragging the pegs through almost every corner.
Stopping to grab knee down shots, a group on a 2013 Honda CBR600RR, Ducati 848 Evo and 900SS passed. The girl on the CBR was a friend who’d been asking about the 500, so I pulled on my helmet, hopped on my bike and chased all three of them down, passing each through subsequent corners. I was flat out with a huge smile on my face, they were a long, long, long ways from their bike’s limits.
And that difference — to and beyond the CBR500R’s full capability compared to maybe a third of the CBR600RR’s — is what makes riding the smaller, cheaper bike so much more fun. The 500 makes 71bhp less, the 500 is 15lbs heavier, the 500’s suspension is far less capable. But riding it on the street, that simply means you get to use full throttle, you get to use full lean, you get to ride the bike absolutely as hard as it will go, in safety, often while staying under the speed limit.
Then there’s the 500’s other benefits. All in, this trip totaled 780 miles. All in, I spent $46.18 on fuel, averaging 54mpg. That’s pretty good considering the type of riding described above.
Also unlike previous years, I also arrived in Monterey without any numb limbs and without back spasms. The little CBR is also the most comfortable CBR, with low pegs, a large, flat seat and a spacious cockpit. It’s also the only CBR with enough space for large luggage.
Yesterday’s ride back down Big Sur wasn’t the flat-out, high speed blast it’s been in previous years. It was cold and foggy, so we just cruised along at a reasonable pace. The CBR’s upright riding position afforded excellent views and it remained calm and confident, even in sketchy conditions. Turning up through Nacimiento Fergusson, the extreme agility created by the narrow, 160/60-17 rear tire made the tight road and limited traction easy, too. A larger, faster bike would have been ponderous there.
But perhaps the best illustration of the diverse capability of the CBR500R came at the very end of the trip. A tractor trailer had flipped on the 101 near Topanga Canyon Blvd, blocking all four lanes and halting traffic completely. Even after riding all the way back from Monterey, I was sharp and mentally acute enough to navigate 20 miles or more of totally stalled freeway traffic with the same ease as I’d had anywhere else on the trip. The CBR500R is as good in tight traffic as it is dragging knee as it is cruising down the highway.
And it would have been just as easy and fun in any of those places or on the entire trip for a new rider as it was for me. Taking that into account, this is the most diversely capable, fun bike that Honda makes.



The Good
All-day comfortable, even for tall riders like me.
Crazy fun, even at safe, legal speeds.
Extremely fuel efficient.
Flexible, responsive motor. The top speed is governed by gearing, not a limiter, so it pulls strongly up to 100mph.
Extreme agility makes navigating snarled traffic or very tight back roads super easy.
The ABS brakes are so unobtrusive, you won’t know they’re there until you come to a sharp, confident halt in bad conditions. They remain sensitive enough to trail to an apex, with your knee on the ground.
Heavy on paper, but you’ll swear it weighs 75lbs less as soon as you swing a leg over it; that weight is totally hidden.
Very confidence inspiring, encouraging you to push as hard as possible.
Looks like a much more expensive bike than it is.
Powerful highbeam works well at night on back roads.
Clear instruments instantaneously convey speed and revs.
A helmet lock positioned so your helmet rests upright, on the center of the rider seat.



The Bad
A little extra ground clearance wouldn’t go amiss.
A taller screen will add comfort on long journeys.
No external temperature gauge.
Stock tool kit includes only an allen wrench and fuse puller.
Preload collar impossible to reach without specialized tool (not included).

Thanks. http://rideapart.com

2013 Honda CBR1000RR C-ABS

The 2013 Honda CBR1000RR is mechanically identical to the 2012 model, itself a facelift of the version first released in 2008. Unlike most of its superbike competition, it’s not equipped with any electronic rider aids, with the notable exception of optional Combined ABS, and is behind all other liter bikes on horsepower. Can it still compete?
Photos: Adam Waheed
What’s New
Well, not much. For 2013, the CBR1000RR is available in a new red/white/blue Tricolor or the Orange/Blue/Red Repsol-replica. Plain black and red remain unchanged.
The 2012 facelift sounds minor — new fairings, new suspension, new wheels, revised fueling and brakes — but actually ends up being totally transformative. That suspension is now Showa’s top-drawer stuff; you’ve seen BPF forks on other bikes, but this is the first-ever use of the company’s twin-tube rear shock. Very similar to the Ohlins TTX36 (as fitted to bikes like the $22,995 Ducati 1199 Panigale S), it eliminates the possibility for damping-destroying cavitation, aiding traction as you put the power down out of corners and eclipsing all Japanese rivals on quality.


New clocks are easy-to-read and comprehensive.

Fueling was altered to make the transition from off to on throttle less abrupt. Wheels are new 12-spoke items said to be more “consistently rigid.” Pad changes should make the brakes more progressive while feedback from HRC’s endurance racing has lessened the amount of front brake applied by the rear pedal on the C-ABS model. That change was made after racers asked for the ability to use that rear brake to control power delivery on corner exits.
The rest is fairly standard Japanese liter bike formula. At 175bhp, CBR’s inline-four is less powerful than all other liter bikes, but is actually ahead of the 180bhp Yamaha R1 on power-to-weight; the Honda weighs just 439lbs (wet) to the Yamaha’s 454lbs figure.
The Ride
So much talk around superbikes centers on numbers, yet the reality of riding them couldn’t be less about that. On the road, peak horsepower is far less important than a fat mid-range. On the track, peak horsepower is far less important than suspension and tires. And it’s away from the spec sheet pissing contests where the CBR1000RR excels.
Initially, that new suspension feels like it’s going to be too soft. But with higher quality damping than anything this side of the fanciest Ohlins equipment, the Honda is free to be compliant while also exhibiting exceptional control. The suspension easily absorbs bumps, yet holds a line like something sprung much more stiffly.
Those revised brakes — this is the C-ABS model — are also noteworthy. Power and feel are both huge, with no discernable interruption to either aspect caused by the anti-lock system. We’ve ridden the standard model back to back with C-ABS and the only difference is an incrementally softer lever on the anti-lock equipped bike. Modern ABS is a major boon to even the most highly-skilled rider, allowing the full use of the bike’s massive maximum braking ability in complete safety, every time, in every condition. ABS does not remove any ability to trail the brakes hard on corner entry and the combined braking system, which sees the rear pedal operate a small amount of front brake, is not detectable in use.
The result of all that suspension and brake stuff is truly excellent communication between rider and bike. At all times you’re totally aware of what each component is doing. Communication means confidence means better informed, faster, safer riding everywhere.

Another benefit of the new shock is easily-accesible adjusters.

The new rear shock is a stand out component, working more effectively than many TC systems at seeking out grip while on the throttle, exiting a corner. We prefer rider assistance electronics on most new bikes, but on the Honda it feels as if no help is necessary, power slides are rare and, when they do occur, are immediately communicated to the rider and easily controlled as a result.
What’s Good
The CBR1000RR excels at fast, sweeping corners where its stability, full mid-range, powerful top-end and shear confidence make it flow down the road with real conviction. On the road, that compliant, controlled suspension is revelatory over all but the roughest surfaces. On the track, you can trail later and power on earlier than on bikes fitted with cheaper components.
C-ABS combined with radial four-piston calipers and 320mm discs are some of the most powerful, user-friendly, safest brakes out there. Rain or shine, road or track, they’ll stop you over and over and over.
Ergonomics are a good halfway house between outright performance and road practicality. Your ass is still up, your wrists still low and the pegs still high, but an all-day ride won’t land you in a chiropractor’s office.
The motor never wants for power, whether your flowing through the mid-range or bouncing off the rev-limiter. In the real world, user friendliness is better than just a big number.
Subtly handsome looks combine well with solid colors to create a bike that immediately evokes performance without erring into adolescence.
What’s Bad
Despite revisions designed to fix the problem, on/off throttle movements are still abrupt and can upset the bike. Aftermarket fueling control can fix this, but shouldn’t be necessary on a new bike in 2013.
While the CBR transitions between corners rapidly at higher speeds, 1st and 2nd gear corners and very tight transitions at low speed can feel slightly ponderous.
The Price
This is where the Honda really comes into its own. Starting at $13,800 for non-ABS and $14,800 for C-ABS, it’s $490 cheaper than the R1, $499 cheaper than the Kawasaki ZX-10R and on par with the GSX-R1000, but has much nicer suspension than all of those bikes. It’s our favorite non-european superbike, the cheapest of which is the BMW S1000RR, which starts at $15,050.


On track at Infineon on an identical bike.

The Verdict
Applying labels like “user friendly,” “comfortable” and “confidence inspiring,” might sound insulting to a superbike, but in reality, those traits are exactly what makes a motorcycle fast. It’s the only Japanese superbike that currently comes with suspension of sufficient quality to facilitate truly fast riding on street or track while also besting its Japanese rivals on practicality. That, combined with Honda build quality, reliability and the huge dealer network makes the CBR1000RR the no-brainer decision if you’re shopping for a superbike made by the big four. Spending up to an Aprilia, BMW or Ducati nets you a fancier badge and advanced electronic rider aids, but only equivalent quality suspension and similar outright performance.

Thanks. http://rideapart.com

2013 Yamaha FJR1300A

Over the past decade, sport-touring has been on a bit of a roll. And the one bike, more than any other, responsible for getting that ball rolling was the FJR1300. When it burst on the scene here in 2002, the FJR proved wonderfully capable of both carving up the backroads and cruising the open roads, doing it with one of the stoutest engines on two wheels and a full complement of features geared for moto-touring, all for a manageable price through a large dealer network. Not coincidentally, sport-touring soon metamorphosed from a remote niche to a 
mainstream category. In the process, the FJR won
 Cycle World’s Best Sport-Touring Bike
 award in 2002 and 2004.
Since then, the spotlight has gradually shifted to other sport-tourers that continued to push the frontiers of technology and performance while the Yamaha remained largely status quo. But the FJR is mounting a comeback. For 2013, Yamaha has gifted the 1300 with a makeover that, while well short of a full redesign, is extensive enough to breathe new life into the old girl.
A perfect example is the engine, even though it is fundamentally unchanged. According to our new Dynojet 250i dynamometer, the dohc, 1298cc inline-Four pumps out virtually the same peak horsepower (124.9 at 8200 rpm) and torque (89.3 foot-pounds at 6700) as before. But small dimensional changes to the throttle bodies and the exhaust system’s internals are designed to improve rideability. Plus, the new bike has a two-position “Drive-mode” that allows the rider to select either Touring (softer throttle response and more-gradual power delivery) or Sport (completely unrestricted power) on the fly. The ’13 model also includes a standard traction-control system that can be switched off with one push of a button.



Much like the engine, the aluminum frame also is unchanged but has revised suspension hung at both ends. The spring and damping rates were upped for better chassis control, particularly with a passenger and the saddlebags (the same hard detachables as on previous FJRs) fully loaded. The fork is adjustable for rebound and compression, but all damping takes place only via new internals in the right fork leg; both legs do, however, have spring preload adjusters. The ABS and linked braking that have been standard on FJRs since 2006 are retained.
Visually, the FJR has more-aggressive styling with a new fairing that features “cat’s eye” headlights partially surrounded by a ring of white LED running lights, with tall, thin turnsignals, also LEDs, integrated into the leading edge of the bodywork. The fairing has new side vents that can be easily adjusted to divert engine heat either toward or away from the rider. The adjustable windscreen also was
redesigned and works with an under-shield air-vent system to reduce buffeting. We found that with the shield fully raised, anyone under 5-feet-10 sits in a fairly calm, quiet zone; taller riders feel only minor buffeting.
In the cockpit, an all-new instrument cluster has a digital speedometer, an analog tach and an LCD screen that can be tailored to display the rider’s choice of the usual trip/mileage data or other information such as the adjustment range for the standard heated handgrips. The seat is essentially the same two-piece combo as before, including the two-position-adjustable rider’s section. The seat is almost all-day comfortable, usually causing a little squirming after six or seven hours on the road. The ’13 FJR also retains the three-position-adjustable handlebars used on previous models.
None of these 2013 upgrades could be considered sweeping changes, but their overall effect is very favorable. Even though the engine slams out the same gobs of diesel-semi torque as always, for example, its throttle response is sharper than ever, likely the result of those small throttle-body and exhaust-system modifications, along with refined EFI mapping.



Whatever the reason, twisting the right grip with Drive-mode in Sport is answered with a primal growl from the drivetrain and an instantaneous forward thrust that could put a huge grin on the face of the most avid Yamaha hater. Even in top gear, the acceleration often is stronger than what some bikes can manage in any gear. This means you can execute fast passes without shifting the five-speeder out of top gear and complete ultra-smooth blasts through the twisties in just one or two gears without ever nearing the 9000-rpm redline. Touring mode takes the snappiness out of the throttle response but still delivers strong, steady acceleration.
So, too, is the handling improved, thanks to the suspension revisions. The stiffer spring rates allow a few more degrees of cornering clearance than on previous FJRs, yet the ride qualities are better, front and rear. The result is a nice balance between stability during fast cornering and comfort when droning along the superslab. If slammed through a corner really aggressively on any kind of uneven pavement, the FJR will move around just a bit, but never to an unsettling degree. The BT-023F tires that Bridgestone designed just for the FJR provide excellent stick in corners, allowing the rider to develop a comforting sense of confidence.
At 673 pounds with its 6.6-gallon gas tank topped up, the FJR is almost 20 lb. lighter than its closest competitor, Kawasaki’s award-winning Concours 14, and it has a lower center of gravity. Those two factors join forces to help the FJR feel lighter and easier to flick into a corner, especially with the rider’s seat in its 1-inch-lower position. When you then consider the nature of the Yamaha’s tractor-pull engine (despite its 54cc displacement disadvantage, it makes just 8 fewer peak hp than the Concours 14 but exactly the same peak torque, and it actually generates more torque below 4000 rpm), you end up with a bike that is easier to ride, fast or otherwise. And at $15,890, it’s $309 less expensive.
So, yeah, the FJR in recent years gradually dropped behind the lead pack, but detail improvements for 2013 have helped it get back in the hunt. It now has an electronics package comparable to that on some other sport-tourers, including cruise control, and suspension upgrades seem to alleviate one of the biggest gripes voiced by some FJR owners: insufficient cornering clearance. And then there’s that motor…
Until we can conduct a complete test of the new FJR1300 or include it in a comparison, we won’t know exactly how it stacks up against the other sport-touring rigs. It will be a whole lot of fun finding out.

Thanks. www.cycleworld.com

2014 Aprilia Tuono V4 R ABS

Lean and mean in its original hornet-yellow-and-black paint scheme, the 153-horsepower Aprilia Tuono V4 R won “Best Superbike” honors in Cycle World’s Ten Best Bikes in its debut year. Based on the RSV4 Factory ABS tested this past May, the 2014 Tuono V4 R ABS will surely be the most advanced version of this stunning naked Italian sportbike that Aprilia has produced thus far.
This new Tuono shares its highly advanced electronics suite—arguably the best tuned and most effective in production today—with the more powerful, fully faired RSV 4 ABS. This is a further evolution of the Aprilia Performance Ride Control (APRC) and, in addition to the “ride-by-wire” multi-map engine-management program, now includes a complete array of electronic supports for the rider that will make the Tuono even more enjoyable while delivering an extra margin of safety.
The list starts with Aprilia Traction Control (ATC), whose eight levels of action can be adjusted on the go via a selector next to the left-hand grip without shutting the throttle. Software operating logic has been improved to the point that it can sense and take into account speed and lean angle around a given corner and then modulate tire slippage. Response is said to be more linear, and the system can control slip in high-speed corners without killing torque delivered to the rear wheel out of slow turns, where the rider can more easily deal with slides.

Aprilia Wheelie Control (AWC), is three-way adjustable and recalibrated to better control high-speed wheelies without hurting ultimate performance. Aprilia Launch Control (ALC) is intended for track use and is also three-way adjustable. Aprilia Quick Shift (AQS) is possibly the best production software to assist extremely fast shifting without shutting the throttle.
Bosch’s latest ABS 9PM ECU teamed with the equally advanced Brembo M 4-32 Monobloc radial-mount front-brake calipers and twin 320mm discs complete the Tuono’s electronics suite. ABS is tunable on three levels to optimize action according to riding conditions: Track, Sport and Rain.
Engine output has been increased from the previously claimed 167 horsepower to 170 at 11,500 rpm and 82.2 foot-pounds of torque at 9500 rpm, with a flatter curve through the rev range. This slight increase in power and better torque delivery come from revised cam timing, a more efficient exhaust system and 20mm-taller throttle bodies. In addition, flywheel mass has been increased to make power delivery even smoother and more tractable. As for the chassis, like the Sachs shock, the new 43mm inverted Sachs fork is fully adjustable via conventional means—no electronics here.
Despite its more advanced electronics, the Tuono V4 R ABS is not a videogame. It is a piece of further honed, great motorcycle engineering. Price in Italy is 16,100 euros.

Thanks. www.cycleworld.com

2014 BMW K1600GT

BMW has announced updates to two of its most popular models, both of which go on sale August 1. There are no dramatic changes; we’ll have to wait for the EICMA show in November to see a new water-cooled R1200RT, naked S1000RR and R1200GS Adventure.
For now, the most attractive novelty is represented by the “Sport” package that makes the K1600GT look leaner and more aggressive. Sport features a two-tone Sakhir Orange Metallic/Black Storm Metallic paint scheme, a lower windshield, gloss-black alloy wheels and a re-contoured seat with contrasting-color stitching. The result should be an excellent combination of comfort, performance and riding qualities in a purposeful-looking package that, in Europe, will add an extra 450 euros to the price of the standard GT. U.S. pricing has not been announced.
Color choices for the top-selling R1200GS are unchanged, but the water-cooled boxer-Twin now comes standard with ASC (traction control), Rain and Road modes, a steering damper and shock springs painted white to identify the Dynamic ESA-equipped version. An optional “Pro” mode adds Dynamic, Enduro and Enduro Pro. All options may be ordered separately.

Thanks. www.cycleworld.com

2013 Triumph Speed Triple R | Doin' Time

In my last update, I reported how an inattentive motorist rear-ended me in traffic, totaling my long-term Triumph Speed Triple R. Thankfully, the offending cager was fully insured, and the bike has been replaced. So here I am with a fresh Speed Triple R, recently delivered by Triumph with just 100 miles on the odometer and the rpm limit advisory sticker still on the tank. Aside from that detail, I’m a happy guy.
I’ve been without my three-cylinder beauty for two months now. Absence truly does make the heart grow fonder, and every bike I’ve ridden since the Speed’s departure has paled in comparison to my memory of the Triumph’s feel, sound, and power. I even rode a 675cc Street Triple, the Speed’s little brother, for a few days. And while it was charismatic and impressively light handling, it felt small and, well, slow. There’s no doubt that I’ve been spoiled by the Speed’s prodigious torque. I have missed the way it growls at start-up, its ability to effortlessly float the front tire leaving stops, and the way the right combination of front and rear brake, downshifts, and clutch modulation will send it sliding into a turn. It’s a hooligan bike, no doubt about it!
I’m grateful that the Triumph is back, and its absence reminded me of a few things I still want to do with it. A track day is pretty high up on the list. This is the first long-termer I’ve had that wasn’t a sportbike first and foremost, but with that brutish 1050cc motor and those gilded Öhlins suspenders, you better believe the Speed can hold its own on a racetrack. It will be nice to go to the track with fun as my only agenda. I’m looking forward to burning up a set of sticky tires and getting black-flagged for carrying wheelies down the front straight.
And with summer right around the corner, I’m looking forward to setting out on a few more road trips. All the passes over the Sierra Nevada mountains are open that time of year, and when isn’t a good time to cruise the coast or experience northern California’s redwood forests with their cool, fragrant air? There’s so much to see, and I can’t imagine a better bike to see it all from. I’m getting the travel itch just thinking about it!
This is a beautiful, powerful, and charismatic motorcycle, and it’s proven capable of satisfying my every motorcycling desire. That reads a lot like the press material for Zack’s recent acquisition. He’s looking to stretch the Multi’s legs and tap into its abilities, which is right in line with my desires for the Triumph. Surely, he’ll want to experience the Ducati on the open road, and I intend to join him. Yosemite, perhaps? Sounds like a plan, but I’d better put a few hundred break-in miles on the Triumph first.


Read more: http://www.motorcyclistonline.com/howto/doing_time/122_1308_2013_triumph_speed_triple_r/#ixzz2Zw8IwnTs

2013 BMW F800GT | First Ride

Replacing the F800ST with BMW’s new-for-2013 F800GT is more than just a name change—just a little bit more. The new F800GT shares most of its DNA with the ST, but BMW has revamped the platform to reflect what research showed customers wanted. In this case, that means “less of the S and more of the G,” in the words of BMW Product Manager Sergio Carvajal. Translation: Less Sport and more Grand before the word Touring. Got it.

The new bike's sporty silhouette looks ST-sleek, but the comfortable riding position screams GT.

 

 

A glance at the new GT sees an aggressive shape, one that exudes just as much sport as touring. A closer look reveals new wheels and a shorter muffler, as well as a reworked fairing designed to create a larger pocket of calm air in the cockpit. Working in the same S-to-G direction, riding position tweaks have the seat dropping 1.6 inches to 31.5 in., the handgrips rising an inch, and the footpegs lowered and moved forward about 0.5 in.
New switchgear is also apparent, complete with updated—and now becoming familiar—BMW toggles for on-board computer info, heated grips, ASC (traction control), and Electronic Suspension Adjustment (ESA). All of which are options, technically, though the $12,395 Standard-package F800GTs bound for U.S. dealers will already have the heated grips and computer, as well as a centerstand and saddlebag mounts. ASC and ESA can be purchased independently for $350 and $400, respectively, or will come bundled along with tire-pressure monitors ($250) in the Premium upgrade that rolls out the door for $13,190. You do the math.
If $400 sounds like a steal for ESA, read on. This isn’t the fancy ESA from the flagship bikes that changes preload and adjusts compression and rebound damping (and forget about dynamic/adaptive technology). The F800GT’s ESA, like that on the F700GS, provides three modes that simply increase or decrease rebound damping in the shock; more for Sport, less for Comfort, and somewhere in the middle for Normal. The changes are subtle, but seem to help stability.

What is handy, and can make a big difference, is the plastic knob on the right side of the shock that allows preload to be cranked in or taken out of the spring whenever you please. Initially, the F800GT was a little too soft for my 185 pounds, but about five turns of the knob increased preload and kept a little more weight on the front end, which in turn made the bike feel much more balanced under cornering loads. If you plan to strap some luggage and a significant other on the back occasionally, easy preload adjustment is a wonderful thing.

Exiting those corners is also easy thanks to extremely composed throttle response—you have to be terribly careless with the grip to get anywhere near abrupt fueling—and a wide, steady power curve. Linear to a fault, in truth, because the engine never really feels like it’s making all 90 claimed horses. Torque is ample, but the grips and pegs still feel a little buzzy, despite both points being isolated by anti-vibration rubber. The 798cc mill even utilizes a simple counterbalancer as well. Since the pistons rise and fall simultaneously, BMW devised a counterweight that attaches to the crankshaft and pivots from the back of the crankcase, phased 180 degrees off from the connecting rods—the idea is to take the tingle out of a traditionally vibey engine configuration. Efficiency is as important to touring types as smoothness—especially with just 4 gallons of fuel on board—so BMW remapped the F800’s injection system, providing a claimed 69 mpg (at a constant 55 mph) as well as a 5-bhp boost over the ST.

Strong, Brembo-built brakes get standard ABS on the GT.

When it’s time to slow down, four-piston Brembo calipers squeeze 320mm floating rotors up front, and provide big stopping power, even with just one finger on the lever. ABS is standard and cannot be switched off, unlike the optional ASC. (Incidentally, BMW ABS can only be turned off on the GS line, the K1300S, and the S1000RR).
Wind protection from the new fairing is ideal for sub-6-foot riders, taking windblast away from the chest and arms while leaving your helmet in clean, undisturbed air. If you find yourself so far under 6 feet that touching the ground is an issue, try the no-cost low seat option, which brings the height down from 31.5 to 30.1 in. A taller, 32.3-in. “comfort” seat is also available, along with a raft of BMW accessories that include hard luggage made up of 55-liter side panniers and a 28-liter top box as well as soft bags.


Read more: http://www.motorcyclistonline.com/firstrides/122_1308_2013_bmw_f800gt/viewall.html#ixzz2Zw7ZN8Xv