Tourer Motorcycle 2019

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The New Proposals for Two-wheel Tourism.

Do you prefer fast road trips? Do you refuse to move unless it’s  to face the challenge of an on/off road raid adventure? The models the  manufacturers presented at the motorcycle shows in late 2018 cover  travellers’ different needs.

New entries, re-styling, up-grades. The brief profiles of the models  being considered allow for a general evaluation of the opportunities  that the enthusiast will find in dealerships during 2019. We’ve left the  smaller engine sizes off the list (under 500 cc), as well as the maxi  scooters, but we are, of course, aware that there are those who have  crossed entire continents with vehicles that were meant for the city  (there are plenty of examples on our portal).
We are bound to have forgotten someone but, generally speaking, all the “big names” should be there.


The immortal boxer from the Monaco manufacturer is relaunched in an  advanced version thanks to an increase in power of 84 cc (from 1,170 to  1,254 cc) and new variable valve timing. Leaving the numbers aside, it  can be said that the upgrade has made it possible to shift to EURO 5  without limiting performance in terms of torque and power. The new GS  has a shape that makes it look even lighter (it actually exceeds 250  kg). Those who have tested it appreciated its power at low revs (from  1500 rpm), with continuous progression without steps. The Adventure  version has a shortened gear ratio, useful for off-road use, and  restyling of the fuel tank area. No significant changes have been  reported in the chassis. The same goes for the R1250RS road tourer, the  flagship of the BMW range which shares further “gems” with the GS, such  as ASC stability control and Hill Start Control.


The tank becomes 23 litres, the chassis has been reviewed to overcome  challenges on any terrain. The profile has also been updated (side  panels and front) and the equipment improved with ASC traction control  and two riding modes (ROAD and RAIN). As optional, and this goes for the  greater GSs too, there is the PRO programme, with dynamic functions  dedicated to off-road driving. Its power, compared to the GS version,  does not change.


The front is a reminder of that of the 1260. Looks aside, Ducati has  done a great job on the engine with the introduction of the Bosch IMU  and ABS Cornering and on the chassis with lighter rims and fork.  However, the “S” version is the real new entry for 2019: it costs more  but also offers much more, including electronic suspensions (with  constant adjustment of damping of fork and shock absorbers depending on  the road surface), the hill start control device and hydraulic clutch  control.


An important update for this model, top of the range of the brand’s  maxi-enduros, has touched on the chassis and the engine: the new Desmo  variable timing of 1,262 cc. The manufacturer claims to have made the  motorcycle easier to ride but the twin-cylinder increased by 158 cv (the  same as the road version), the various riding modes dedicated to  off-road use, the shorter first gear, the 19” front wheel, the ABS that  can be excluded at the rear… place it amongst the specialist dirt bikes.  Accelerator handling is certainly a lot smoother thanks to the Ride by  Wire, the seat and centre of gravity have been lowered.
Its 30-litre fuel tank make it an “Adventure” bike of great importance.

Fantic Motor

Here is another medium cylinder bike ready for off-road. The new 2019  set-up takes the engine of the standard version but adds suspensions  that are more customisable and more usable off-road (200 mm stroke).  Other highlights include the front headlight protected by metal mesh and  embellished with a compact front cowl. The motorcycle weighs 150 kg  without fuel.


A compact crossover that the manufacturer re-presents with a more  off-road setting and with the parallel twin that performs better at low  and medium rpm. The suspensions are new, with greater range, and the  front wheel is also new, now it is 19”. We should remember that this  motorcycle does not exceed 48 CV and so can be driven with an A2  licence. The 2019 version has a slipper clutch and is presented to the  public with an attractive design, improved comfort and full LED lights.


VERSYS 1000 e 1000 SE
The look of this comfortable tourer 1000 has changed, it is now much  grittier, with a more compact exhaust, a brand-new rear end, lower seat,  front LED headlights (which on the SE come on when leaning, to  illuminate corners). There is also a new re-mapped control circuit to  offer more response at low and medium rpm. Again, as far as electronics  are concerned, the electronic Throttle Valve, Bosch inertial platform  and updated ABS are now available as standard. The brakes are  unprecedented, they now use radially mounted calipers at the front. The  Versys Special Edition, on its debut, is equipped to face long journeys  (trio of cases, assisted gearbox, 4 riding modes, additional headlights,  new instrumentation and more).


This new 95cv maxi-enduro uses the mechanical base of the Duke to  express a distinctly off-road spirit, especially in the “R” version. A  direction that has led to the Austrian manufacturer preparing a  top-notch chassis (steel frame, WP suspensions with a wide range, 21”  and 18” rims). There is plenty of autonomy thanks to the 20-litre  capacity of the tank. The electronics are not far behind (including the  quickshifter…).
The more “on-road” 790 Standard shares its weight (189 kg) and most of  its electronics with the “R”. Its chassis is less aggressive, and the  tyres are not tessellated.


The Granturismo version has an engine that just never stops. It is  the 1,301 cc V2 which has been reviewed in terms of intake and mapping  to significantly boost torque and power. As standard we find the  bidirectional electronic gears.
From an aesthetic point of view, the company has focused on the front  end which is brand new, instrumentation included. The electronic  equipment provided is advanced in terms of handling suspensions, ABS  traction control, etc. The focus has also been on comfort, with heated  grips and cruise control as standard. The conformation of the rear end…  doesn’t appear to provide space for any top cases.

Moto Guzzi

Promoted from concept to standard model, this large all-terrain bike,  with its retro line, has finally revealed its technical data: 853 cc  engine with 80CV and 80Nm with 2 titanium valves per cylinder, and an  entirely new chassis, designed for use on-off road thanks to adequate  suspensions, 19” and 17” spoked wheels and different riding modes. The  arrival of the V85TT opens the doors to the “great tours” segment for  the Mandello manufacturer.
Highlights: the twin front headlight, the red frame, two-tone livery.  The motorcycle weighs 208 kg without fuel; the seat is at 830 mm from  the ground.

Royal Enfield

This is the exception to the choice of excluding those models under  500cc from this overview. Presented at the show in Cologne, this version  widens the horizons of the Indian manufacturer. What has changed?  Firstly, the livery, and then the handlebars, in light alloy and with  crossbar (inherited from the world of enduro). We also find the steel  engine guard bars as standard, designed to protect the legs of the rider  too. The crossover vocation can also be seen in the choice of the 21”  front wheel. The Sleet has side panels that support two 26 litre steel  cases. The engine that drives it is the classic 411 cc single cylinder.  Another aspect we should highlight is its exclusivity: in fact, only 500  examples of this motorcycle will be produced (60 destined for Italy).


Two versions for mixed more or less “OFF- ROAD” journeys.
XC and XE have been built around a new frame, which in turn houses  suspensions with a range of 200 mm (both the Showa fork with the twin  Ohlins shocks with separate tank). The braking system is by Brembo. The  engine derives from that of the Bonneville of the same displacement.  There is no lack of electronic controls that can be managed by the  rider, and which can be found in a more specialised version of this also  goes for the suspensions on the XE. The Vintage line of this  “scrambler” is inviting and has been improved with hi-tech elements such  as the fork in aluminium, the twin exhaust on the right, and the rear  LED light.


Great expectations for the “700” version, as it comes to the autumn  motorcycle shows in a version for the public, after having been admired  as a concept and in plenty of videos made by the manufacturer.
In this case too, we are talking about a model aimed at those who love  demanding trips, above all in terms of road surface, so certainly a  valid choice for rally enthusiasts. The motorcycle, which will arrive  mid 2019 in 3 different colours, is driven by an engine derived from  that of the MT-07.
We should draw your attention to the oversized front headlight unit,  with four headlights, the streamlined 16 litre tank, the 21” and 18”  wheels (with Scorpion Rally STR tyres as standard). Naturally, the  chassis meets all expectations, designed to aid driving while standing;  the suspensions are multi-adjustable, the fork is in aluminium with  progressive linkage, the frame is a double steel cradle. The ABS can be  turned off.


At just a short distance from the 900 Yamaha presents the 700, again  in a GT version and so more suitable for travelling. The differences  with the basic version are, therefore, limited to changes made to  improve comfort, by making accessories there were once available as  optional, now standard, such as the more comfortable seat, the more  protective, adjustable windscreen, the 20 litre side cases.