2008 BMW 135i - Lots of Equipment, Lower Price

Included in the 135i’s standard equipment are six-piston front calipers emblazoned with the letters "BMW." The company tells us this is the first time it has given in to this type of curbside posturing, but the brakes do look impressive. We’re not sure why BMW chose to put six-piston calipers on the 135i when not even the über-M-cars get brakes with this many pistons, but we can’t fault the 135i’s brake feel or its stellar 70-to-0 performance of 157 feet. Other standard features on the 135i include black exhaust tips, heavily bolstered seats, and a body kit with an aggressive front air dam and mock diffuser in the rear bumper. The body kit is the main visual difference between the 135i and 128i. But even with the body kit, the 135i looks a bit like a 3-series coupe in a fun-house mirror—the roof height seems excessive for the length, the doors look massive, and the headlights take up too much space, exaggerating the narrowness of the front end. What its design lacks in elegance, it makes up for in bulldog-like character, though.

The 135i starts at $35,675, which is $4000 less than the cost of a 335i sedan and a whopping $5900 below that of a 335i coupe. Unless the slightly larger size of the 335i is necessary for one’s lifestyle, the 135i provides all the thrills and refinement and will provide the same, if not more, grins than the 335i. See, smaller is better. You’ll notice that we’ve only compared the 135i with its bigger brother. That’s because there really aren’t many other cars on the market that compare with the 135i. Indeed, it’s in a very small class: a class of one.

2009 Toyota Corolla - Dynamically Average with One Major Flaw

For ’09, the Corolla’s 1.8-liter engine, which is in all models except the XRS, gets variable valve timing on the intake and exhaust cams. Output is up slightly to 132 horsepower and 128 pound-feet of torque. Transmission choices remain a five-speed manual and a four-speed automatic. Ours was the smooth-shifting manual, essentially the same box as in the outgoing model, which works in concert with an easily modulated clutch.

However, to achieve the impressive fuel-economy numbers of 27 mpg city and 35 mpg highway, Toyota has given the new Corolla a taller final-drive ratio, which has hurt performance. Sixty mph arrives in a very average 8.6 seconds, and our car continued—yawn—through the quarter-mile in 16.6 seconds at 84 mph. The previous Corolla did those deeds in 7.9 and 16.5 seconds, respectively.

The only truly shameful test result was its 194-foot stop from 70 mph. That’s among the worst in its class and barely better than the braking of the last Corolla we tested without ABS. Part of its lengthy stopping distance is likely due to the slightly flaccid brake pedal, which doesn’t really start to bite until about halfway through its travel. The upside: In everyday situations, it makes every driver smooth.

But performance, clearly, is not what Corolla buyers care about. They’ll appreciate the smooth, quiet engine, the subdued wind and road noise, and the soft ride.

One Major Flaw: Twitchy Power Steering

The 2009 Corolla is an impressive entry-level car, even though its overall competence is overshadowed by particularly unsatisfying steering feel. Maybe buyers won’t notice, but the Corolla’s new electric power steering has gotten rid of most, if not all, of its feel. The assist on demand strikes us as a good idea—it saves on gas because the power-steering pump isn’t running continuously—but it just doesn’t feel right. On-center, the wheel seems to have some heft to it, but as you turn it slightly in either direction, the power assist kicks in much more than we thought necessary. The effect is a major dead spot on-center, particularly noticeable above 60 mph, that requires constant corrections to maintain your lane.

If you’re looking for fun in your entry-level transportation, take a look at a Mazda 3, VW Rabbit, or Subaru Impreza. But if simplicity, quality, and fuel economy are your goals, the ’09 Corolla is an excellent choice.

2008 BMW F 800 GS: MD First Ride

here's a stray African dog that looks dead (but only resting) just metres in front of me. I lift the front slightly using the throttle, and change to the right hand trail avoiding the dog. I notice a lazy yawn just as I pass. Better watch out doggie, there are more GS coming.

Once upon a time, back when the big adventure tourer market had its feeble birth (late eighties-early nineties) BMW had the boxer-twin GS, Cagiva the Elefant and Honda the Africa Twin. All derived from Paris-Dakar racing successes. With the introduction of the mammoth 1000-1200cc soft adventure touring motorcycles, the midrange bikes have largely disappeared from the market. Honda and Cagiva stopped making 750cc twins a long time ago, and the BMW GS have just grown bigger and bigger.

The first indication of a revival in the mid-displacement adventure segment came in 2006 when BMW introduced its new F 800 range. It started with the F 800 S and ST, but BMW have been fairly open about the fact that there would be an F 800 GS. A lighter more agile GS was a mouth watering prospect, and here it is! I had the privilege of being in the first group of journalists testing the new GS in various terrains in South Africa.

Last night upon my arrival in South Africa, lively Zulu music was accompanied by the smell of grilled lobster, but it was interrupted by some torrential rain. We all feared that what promised to be the most exciting experience on the GS, the offroad part, could be jeopardized. All the F 800 GS test bikes were fitted with the standard Bridgestone Battle Wings. They were not designed for deep mud or wet grass!

Luckily, the next day was cloudy but dry. I chose to do the more challenging "black route" for a proper enduro experience on the F 800 GS. Slightly daunting it was as I soon realized the route was particularly challenging on a Trail Wing shod F 800 GS. I never regretted it, as that part of the ride is what sticks to my memory more strongly than the road riding. The route was fantastic -- with miles and miles of unpaved roads leading onto a steep mountain trail filled with challenging terrain.

But to get there we had to do about 60 miles on country roads. The seat height is quite tall at 880mm. A lowering kit (850mm) is available at no extra cost when ordering. At 6 foot nothing I had both my feet firmly placed on the ground. The seat is narrow at the front and along with a very streamlined chassis there's no problem reaching the ground despite the tall seat height. If you are much shorter than 6 foot though the 850mm seat option might be a good idea. The foot pegs are low enough for comfort and placed correctly for stand up enduro riding. They are rubber mounted, but the rubber can be removed for safe grip riding offroad on a rainy day.

Gear lever and foot brake were ergonomically correct for my offroad boots. The wide aluminum handlebar is made to absorb vibrations, however some low frequency vibrations do come through. The handlebar provides excellent control and the turning radius is both quick and good for slow speed manoeuvres and tight offroad corners. Without having tested it, the pillion seat looks even more comfortable than the rider's seat, and the foot pegs seem to provide enough leg room for comfortable touring.

The 798cc parallel twin engine comes directly from the F 800 S. But for the F 800 GS, BMW have used modified camshafts to allow for an even torque response. While the F 800 S engine is tilted 30 degrees forward, the F 800 GS only tilts 8.3 degrees. This has obviously forced quite a few modifications to the engine. Efficient cooling while riding for miles in first and second gear terrain is one of the main developments. Room has been made for a much wider radiator, and the new placement of the cylinders provide ideal conditions for the lubrication system. It has also allowed quick steering as there is plenty of space in front of the engine both for exhaust tubing, wide radiator and the 21-inch front wheel without using excessive rake.

The fuel injected twin cylinder engine produces a maximum 85hp @ 7,500 rpm and 83Nm @ 5,750rpm. The F 800 GS also features air suction snorkels on both sides of the fuel tank dummy. This allows the engine to receive the air volumes required for the torque output. The actual fuel tank is positioned under the seat and carries a total of 16 litres (4.2 U.S. gallons) of fuel.

I did get a couple of chances to try the top speed on the quiet South African roads. Even when having time to push for several seconds in fifth and sixth the F 800 GS didn't accelerate with any authority above 200km/h (124 mph). You may be able to push to 210 or something in favourable conditions, but not with any ease. I was also slightly disappointed in the fact that the lower gears were not punchier. I couldn't help but think that I would rather have the F 800 GS accelerate quicker to, let's say 180-190km/h, than struggle asthmatically to 200+. Lucky for us the F 800 GS has chain final drive, so some sprocket modifications could address this. Paralever or shaft drive lack that adjustability.

As for road handling, the F 800 GS is very stable. The handsome new double swingarm is made from die-cast aluminum. It is long for good traction, and attached to it is an adjustable mono shock with a massive 215mm spring travel. At the front, we find a solid 45mm upside down fork with 230mm of spring travel. Attached to the suspension are new aluminum spoked wheels. The tires fitted are Bridgestone Battle Wings in 90/90-21 at the front and 150/70-17 at the rear. Knobby tires can easily be fitted. The F 800 GS has two 300mm brake discs and 2 piston callipers in front. On our test bikes, we also had ABS. ABS is good when you ride on unfamiliar roads and when it's wet, but for the offroad part I made sure to turn ABS off. This is done by pushing the ABS button while the bike is in neutral until the ABS warning light stops blinking. You need to do the same thing again each time the ignition is turned off. There was no doubt that some of the roads we were riding were very slippery, as the ABS worked hard when braking and I had some slides when ABS was turned off.

Riding in the South African countryside in the Valley of 1000 Hills was a very special experience. For that reason, I wasn't racing through too fast, as I wanted to enjoy the view. But when I did use the throttle through the many bends, the suspension felt a tad soft with the standard settings. I added more preload with the easily accessible adjuster wheel. That was all I needed to feel more comfortable through the bends.

Although a narrow front tyre is great for quick steering, but naturally less stable at high speed than a wider road tire, on the 800 GS I could cruise effortlessly at the same top speed of a typical single-cylinder 650 with much more stability.

The F 800 GS is definitely more of a long range motorcycle than any single cylinder enduro. The M-shaped fly fairing didn't protect that much from the wind, but helped minimize any headshake or buffeting to my offroad helmet. Fitted as standard is the mid-sized fly fairing in the GS programme. A taller touring screen is available. In sixth gear, which works mostly as an overdrive, I was quite happy with the response from around 100km/h (62 mph). This is all you need to pass a slower car on the motorway. For a really fast overtake on a single-lane road, I would click down a gear or two though.

I heard moaning from some other journos about the F 800 GS having too little power. I agree that the GS feels a bit asthmatic on top, and that the three lower gears could be lower still for more punch, but I feel that the F 800 GS is a good package despite this. I believe that 85 horsepower in a travel enduro that is much lighter and more agile than one with 100 horsepower is a lot more useful to a lot more people.

After lunch, a few of us psyched ourselves up to do the "black route" up a mountain and down the other side. BMW had on all of the bikes the semi road/gravel Bridgestone Battle Wing tires. Our South African guides were on machines such as the G 650 Xchallenge and HP2 Enduros with knobby tires. We did reduce the air pressure in the tires for more grip. After a few miles, I was aching for some knobby tires and I know that would have been a huge confidence boost for me and it would have allowed me to go much faster. At probably the trickiest place along the route, I got stuck in a steep uphill rut. With knobbies and some more punch in that first gear, this wouldn't have been a problem at all. I could have paddled through and lifted the front wheel out with the engine power. However, the F 800 GS in standard shape isn't quite that kind of bike. So I really was stuck and had to back up with some help. At that point, I swapped the F 800 GS for a G 650 Xchallenge that easily criss-crossed the rut and provided real grip on the grass next to the long rut on the narrow path. At the top of the mountain, I swapped back to the F 800 GS.

Further down the mountain I passed that wild dog having his nap in the trail. It got steeper and steeper from there on, and momentum was important. Passing some big rocks and horizontal trenches was no problem at all on the F 800 GS. The suspension action, riding position and controls are all very suitable for this type of riding. Low down torque was lacking though, so I had to keep it going on momentum. But really, with some knobby tires it would have all been cheesecake.

You don't really get a true feeling for a bikes dry-weight until you are stuck and have to move forwards and backwards to get out. The F 800 GS is a claimed 185 kilos (407 lbs.), roughly twice the weight of me, and neither light nor heavy in this segment. Sliding into ruts is mostly rider error, but with some knobbies it would have been easier to make some mistakes and get out again. I am not sure of the exact mileage we did on gravel and trails, but it took us about 5 hours to get out and onto paved roads again. Only shame about it is that none of the photographers managed to get up there in their 4x4's, so we didn't get any shots of the action until we were down from the mountain on normal gravelled roads.

I am quite impressed with how the new F 800 GS tackled all this on road tires. One thing that I am absolutely convinced of now is that the F 800 GS is a much better offroad motorcycle than the big 1200 Boxer. On well maintained gravelled roads the F 800 GS is the best travel enduro I have ridden since the KTM 990 Adventure. The handling is sublime, the suspension action predictable and the big 800cc engine doubles as a touring machine of some class. The F 800 GS really works better as an all-rounder than the big 1200cc Boxer . . . mainly because it is narrower and lighter.

The most versatile motorcycle in the F-series
Decent suspension and handling
Really works well offroad

- The F 800 engine lacks a little bit of oomph in lower gears for the enthusiast

2008 Kawasaki Ninja 250R: MD First Ride

I'll bet you can't guess which Kawasaki is the best selling model. Is it the popular middle weight supersport ZX-6R? How about the recently redesigned dual purpose KLR650? If you guessed either of these bikes, you are wrong.

The top seller for Kawasaki has been the Ninja 250R . . . a bike that has been largely unchanged since 1988. That is, until the introduction of the all new 2008 250R.

The key to the Ninja 250R's sales success has been price. This machine has carried a U.S. MSRP of $2,999 for quite a long time. In return, buyers have received a reliable piece of transportation, with sporting style (although dated), in a light, nimble, user-friendly package. Indeed, first time buyers have constituted 62% of the market for Ninja 250Rs traditionally, and the bike has therefore been important to the entire motorcycle industry. It is a significant draw for new riders.

Before we get into the changes found in the 2008 250R, what has Kawasaki done with the price? The bike is now $500 more expensive (U.S. MSRP of $3,499). Even this small bump could have a significant impact on future Ninja 250R sales. Nevertheless, Kawasaki thinks the substantial upgrades and improvements to the new model will offset this price increase.

Indeed, the changes for 2008 are substantial. Although the bike is still fed by carburetors (Europe will get a fuel injected model that would have raised the price even further here in the U.S.), the new machine is dramatically changed in terms of chassis, engine and bodywork.

The new bodywork is very modern, with a clear kinship to Kawasaki's other current sportbikes. Compared to the earlier bike (designed in the 1980s), the new Ninja 250R is dramatically better looking. Indeed, it can easily be mistaken for a larger displacement sportbike (there is no reference to "250" anywhere on the bodywork). This was certainly not the case with the older model.

The changes are much more than skin deep, however. Kawasaki claims that engine performance and handling are just as improved in the 2008 model. Let's start by talking about engine changes.

Seventy percent of the engine has been updated, with Kawasaki claiming a 30% increase in mid-range power along with significantly increased low-end response. To achieve this, Kawasaki reshaped the intake and exhaust ports, and made the combustion chamber more compact. Lighter valves, with thinner valve heads, increased flow and reduced reciprocating weight.

New camshafts have increased lift and duration, and they are controlled by a new camchain tensioner. Those carburetors I mentioned have revised jetting, and are matched to the intake port diameters.

The old dual exhaust system is replaced by a new two-into-one exhaust that purportedly increases low and mid-range torque, while keeping noise levels down and providing a modern, attractive look.

The Ninja 250R features a six-speed transmission that has been revised for smoother shifting, and is mated to a more durable clutch. An entirely new radiator provides better cooling while being lighter in weight. A new radiator fan is quieter. On the chassis front, a new diamond-type frame constructed of high tensile steel provides a steeper steering head rake angle, which results in an unchanged wheelbase when mated with a longer swingarm. The fork is larger and stiffer (37mm versus 36mm), with revised settings. The rear suspension utilizes a new Kayaba shock that is 5-way adjustable for preload. The damping is also revised outback.

The brakes for 2008 are big news. The single disc up front increases in size from 260mm to 290mm, and is now clamped by a dual-piston caliper. The rear disc is also squeezed by a dual-piston caliper, and both discs are petal shaped for improved styling and heat dissipation.

If you own the prior Ninja 250R, the 16 inch wheels could be a source of frustration. Tire selection was virtually non-existent. It was OEM or nothing. For 2008, Kawasaki provides the 250R with 17 inch wheels that should provide better handling and stability with tire options.

New instrumentation includes analog speedometer and tachometer with odometer, trip meter, and a large, very legible fuel gauge.

We had the chance to put 100 miles or so on the 2008 Ninja 250R here in Southern California recently. We did not have the chance to check mileage (something we will do when we get a test unit at our offices).

Let me give you some perspective on what I expected. I have been riding some very fast motorcycles lately, including Kawasaki's new ZX-10R, and Ducati's 848. Climbing onto a bike with a 249cc parallel-twin four-stroke engine was a big change. Frankly, I wondered if the 250 had enough power to "get out of its own way". I was pleasantly surprised.

The new 250R has a smooth, broad powerband that provides adequate acceleration in town, and the ability to hold elevated speeds on the freeway (we cruised easily at 75 to 80 mph). Although I didn't test it, I would expect top speed is in the neighborhood of 100-110 mph.

Moreover, the switch to larger wheels and tires, and the new chassis with a more stout fork, provided a very stable platform at all speeds sampled. The bike tracks straight, but changes direction easily, and can even handle some heavy steering inputs when a more experienced rider tries to toss it around.

There can be little doubt that the new 250R is dramatically better looking than the old bike. The new bodywork is very slick, with a balanced and integrated look. Wind protection is pretty decent, and the ergonomics are very comfortable.

This bike sits very much like a dual purpose machine with high and wide handlebars providing for an upright seating position. You get the style of a sportbike with the upright, comfortable perch of a dual sport. Not something I was complaining about at all. At 5 feet 10 inches tall, I had plenty of room, although the ergos could be a bit cramped for a rider much taller than 6 feet.

Perhaps, the most impressive thing about the new 250R is its brakes. It has been a while since I rode a machine with a single front disc. The new, larger and more powerful brakes really haul the 250R to a stop with authority and feel. Very impressive for a bike in this price range.

The revised instrumentation is very legible and straight forward. The new fuel gauge is as large as any I have seen on other machines. Overall, the cockpit is very well finished.

I don't have a whole lot of complaints about the 250R. The stock tires are not radials, as I understand it, and are not ready to be pushed as higher grader rubber. Although tire sizes are small (110/70-17 front and 130/70-17 rear), at least riders now have a chance to obtain more modern rubber. This bike deserves it.

The 2008 Ninja 250R represents a significant investment in an entry-level machine by a major manufacturer. At $3,499 U.S. MSRP, the Ninja 250R offers a lot of practical fun, and the ideal entry point for beginner street riders. The bike is available now in four color schemes, including Lime Green, Candy Plasma Blue, Passion Red and Ebony.

Yamaha Star Warrior

Specifications
Price: $12,549 Engine: 1670cc, air-cooled, 48-degree V-twin Compression ratio: 8.3:1 Valvetrain: OHV, 4 valves per cylinder Fuel System: EFI	Transmission: 5M Final Drive: Belt Suspension F/R: 41mm inverted forks/single shock, rebound and preload adjustable Suspension Travel F/R: 5.3 in./4.3 in.	Brakes F/R: Dual 298mm discs/282mm disc Tires F/R: 120/70-ZR18/200/50-ZR17 Wheelbase: 65.6 in. Seat Height: 28.7 in. Dry Weight: 613 lb.

The Warrior is lighter and more nimble than the rest of these bruisers. Its riding position is upright and reminiscent of a traditional standard bike’s. No surprise the Warrior is a favorite for both canyon work and the daily commute. The Yamaha builds confidence in its rider. Between its frame rails sits an air-cooled V-twin that rumbles and shakes like a true hot rod—the bike pulsates with every revolution of the crankshaft. And that direct connection to the engine gives this bike a lot of its personality. At the strip, our test bike was handicapped by the fact that it was built mere days before our test and wasn’t yet broken in. But wind the throttle wide and the Yamaha lets out a satisfying bark and leaps off the line. Though this isn’t the sexiest bike here, the Yamaha has a subtlety that appealed to our most seasoned riders. Plus, it’s the least expensive bike of the group. If the cruiser of your dreams has some sportbike DNA, slide a leg over a Warrior and hit your favorite section of snaky two-lane blacktop.

Victory Hammer S

Specifications
Price: $19,747 Engine: 1634cc, air-cooled, 50-degree V-twin Compression ratio: 9.8:1 Valvetrain: SOHC, 4 valves per cylinder Fuel System: EFI	Transmission: 5M Final Drive: Belt Suspension F/R: 43mm inverted forks/single shock, preload adjustable Suspension Travel F/R: 5.1 in./3.9 in.	Brakes F/R: Dual 300mm discs/300mm disc Tires F/R: 130/70-R18/250/40-R18 Wheelbase: 65.7 in. Seat Height: 26.4 in. Dry Weight: 657 lb.

When pushed to select the bike they would own, most of our riders pointed to the Victory. Next to the Harley, the Victory is the toughest looking of these roughnecks. The Hammer S has the most comfortable riding position for actual cruising. Its laid-back handlebars, eye-level analog gauges and well-placed, wide footpegs drew praise from everyone. Yet despite the relaxed riding position, once the road turns twisty, the Hammer S takes a set and hangs on as long and as deep as any bike here. Even with its massive 250mm rear tire, the Hammer, with its well-tuned suspension, is easy to ride fast. Downside: On longer freeway rides, that relaxed riding position is exactly perfect to catch the pounding wind. At the heart of the Hammer S is its strong, torquey motor, though it certainly isn’t the most muscular in this test. Only the Kawa­saki was slower in the quarter-mile. The six-speed transmission has a double overdrive—great for cruising. But the transmission feels like it belongs in a tractor, not a sophisticated, modern motorcycle. And the Victory is the priciest bike here by a wide margin. Writing a check to Victory buys exclusivity: There aren’t many Hammers parked at the usual biker haunts.

Triumph Rocket III

Specifications
Price: $14,999 Engine: 2294cc, liquid-cooled, inline 3-cylinder Compression ratio: 8.7:1 Valvetrain: DOHC, 4 valves per cylinder Fuel System: EFI	Transmission: 5M Final Drive: Shaft Suspension F/R: 43mm inverted forks/dual shocks, preload adjustable Suspension Travel F/R: 4.8 in./4.2 in.	Brakes F/R: Dual 320mm discs/316mm disc Tires F/R: 150/80-R17/240/50-R16 Wheelbase: 66.7 in. Seat Height: 29.1 in. Dry Weight: 704 lb.

If ever a bike lived up to its name, it’s this beast. The Triumph’s engine delivers 140 hp and 147 lb.-ft. of torque. Woof! It was the only bike to run in the 11-second quarter-mile bracket. Be warned: This is not for the novice. The Rocket III isn’t forgiving and it doesn’t coddle. Quickly cranking the throttle wide open in just about any gear results in an accelerative force that is downright frightening. But for the skilled, experienced rider, the Rocket is one fun and rewarding ride. It’s neat to know that the Triumph can bury anything on the road. In day-to-day riding, the Rocket handles pavement irregularities nearly as well as the cushy Kawasaki. Bend the Rocket into a corner and the bike feels big and heavy. On a tight mountain road it takes some muscle to tackle quick transitions. The Triumph has the tallest seat height of the bunch, too, so shorter riders need not apply. Like the Honda and Harley, the Rocket III exudes quality, and it feels much more expensive than its price tag suggests. When raw muscle matters most, the Triumph is the undisputed heavyweight champion.