The thing is, when you ride a bike by itself, it often seems more impressive than it would by riding it side by side with something else with which to compare it. So, what would happen, and who would win, if some testers rode the Concours 14 and the K1600GT side by side? Well, thanks to Motorcycle.Com, we now know. They spent a couple of days riding the two machines side by side, and have written up their impressions, as well as providing some video.

We’ll get to the video down below. In the meantime, the key takeaway from this comparo is probably this:

Compared to the Kawasaki Concours 14, the K16 simply blows the doors off its Japanese counterpart from the word “go.” It’s astounding to say that the ZX-14 engine is weak by any means, but when stacked against this competition, the Kawasaki simply feels, well, slow.

The K1600GT is the motorcycle that made the Concours 14 seem slow. That says a lot right there. But there’s more. Apparently the K1600GT blew away the Kawi in several other areas, too.

Once above 5 mph, the GT changes direction with absolute fluidity and grace, though the K16 won’t be mistaken for an S1000RR in the weight department. That said, its linear steering and sporty chassis were a hit among both our testers, especially compared to the heavy-steering Kawasaki…

BMW claims the K16 (in both GT and GTL form) makes 70% of its available torque at just 1500 rpm. That’s quite a lot of power with the engine barely spinning. What that means in the real world is that no matter if you’re just leaving a stop or cruising on the highway in sixth gear at 80 mph, when the throttle is twisted, the Beemer moves…

Yes, only 123.4 horsepower. Dyno chart junkies might scoff at that number (especially compared to the Kawasaki’s 131.8 peak horsepower), but from the saddle the abundant amount of torque makes it easy to forget any horsepower disadvantage. What we didn’t expect, and what may be even more surprising, is just how smooth and well balanced the K16 engine really is. Propped up on the center stand and with the engine running, full-throttle blips produced no visual movement from the bike whatsoever. None….

ABS intervention from the BMW felt much less intrusive than the Kawi, to the point where you almost forget it’s working. It’s truly a step above where ABS technology was just a few years ago…Simply put, BMW has nailed the ABS on the K16…

We’ll just say it right now: we’re in love with the K1600GT as it does everything a sport-touring motorcycle should do, and it does it incredibly well.

Looks like BMW has a winner with their K1600-series bikes.

And now, video!

www.youtube.com/watch?v=wpTPihOYMn4

2012 Harley-Davidson Dyna Switchback

The first high point of the new models is a brand new Dyna model, called the Switchback. It not only comes standard with the removable windshield and hard bags–that both pop off without tools–it’s also powered by the new 103ci V-Twin mill.  In addition to the more powerful engine, it’s also got new front end geometry, upgraded suspension and a low profile front tire.

A new, 10th Anniversary model of the V-rod is also part of this year’s line-up, with lots of new components, including a special exhaust and wheels.

Next, the more powerful 103ci power plant is now standard on the Softail, Touring, and most Dyna models, almost completely replacing the previous 96ci standard engine in all but a few Dyna models.

A new option generally available on the 2012 bikes is a Security Package, containing ABS brakes and a Smart Security System with a hands-free security fob. The package is a factory option for all Dyna, Softail, V-Rod, and Touring models.  It comes standard for all CVO models, the Road Glide Ultra, the Electra Glide Ultra Limited, and the Road King Classic.

And, speaking of the CVO models, Harley has rolled them out for the motorcycle press to play with, and the reports are in from Motorcycle USA, Motorcycle.com, and Cycle World. This year’s CVO models are the The CVO Softail Convertible, the CVO Street Glide, the CVO Ultra Classic Electra Glide, a new version of the CVO Road Glide Custom that is oriented more for the street, than the touring version from last year.  The CVO models all come with Harley-Davidson’s 110ci power plant. The CVO Street Glide also comes packed with a 400-watt sound system, to help you better hear your hard rock & roll music over the roar of your loud, life-saving pipes.

2011 Ural Gear Up

The Ural line of motorcycles has a fascinating history. And, as far as modern bikes go, it’s about as close as you can get to a real old-school motorcycle, without actually rummaging around in a junkyard.

I admit, I have a fascination for them. In my mind’s eye, I picture myself setting off across the trackless wastes of the Mojave, or riding down mountain deer trails. In real life, of course, I would actually do none of those things, ever, but if I had a Ural I could. No doubt when the aliens attack, or the astroid hits, I’ll really wish I had one.

In any event, Motorcycle.Com has a 2011 Ural Gear-Up Review showcasing the highlights of the Gear Up, Ural’s two-wheel drive, go anywhere, do anything model.

It’s also pretty affordable for what you get: a sidecar with loads of space and a 400lb cargo allotment, 2-wheel drive for the sticky bits of wilderness, and, apparently, a fair amount of chick-magnetism. I suspect a lot more ladies feel more comfy at the prospect of riding in a sidecar, than on the back of a two-wheeler. And I syspect the actual ride would be more comfy, too.

Also, a note to prospective owners in California: California law does not require a motorcycle license to operate a sidecar motorcycle, or any other vehicle with more than two wheels.

Now, maybe it was a little unfair, because the Street Glide was not the standard model, but the one equipped with the “Power Pack” options package of the 103ci mill, and ABS. On the other hand, it was still the slowest bike in the comparo. So why did it narrowly win?

Comfort on long rides is second to none in every aspect. The seating position is upright and relaxed, and the saddle has the perfect profile, putting less pressure on your posterior than the other two machines in this test. Long days in the saddle are pain and ache free, which can’t be said for the Vaquero or Stratoliner Deluxe.  There is no better seat on a bagger than the Street Glide’s…

“Without a doubt the Harley is the most fleet-footed bagger in this test. It is lighter and it feels lighter. It has the shortest wheelbase and as a result is the most agile in the turns. The suspension is very good as well. On the highway it feels firm and doesn’t exactly float like you would expect. But then in the hills it feels taught and gives the best feedback of these three bikes.”

I would’ve liked to see how a Victory Cross Country would compare in a test like that.

Most of the FZ8′s reviews have been generally positive, so this overall thumbs down for it is a bit of a surprise.

Sad, really, because there does need to be something between the 600cc and 1000cc displacement sportbikes, with an extra dash of rider comfort. Like a GSXR-750 that doesn’t have tortuous ergos. Or a lighter VFR800 Interceptor.

The new Ninja 1000 is close, but it’d be nice to get something down in the sub-500lb range.

Styling owes more to Austria’s KTM than Bavaria’s BMW, although the term “styling” is used pretty loosely for duel-sports. If, indeed, it is a dual sport.  True off-roading with the Nuda will require a significant investment in skid plates to protect the exhaust and radiator, it looks like.

Motorcycle USA has more.

Moto Guzzi Griso 8V SE

Moto Guzzi isn’t the easiest brand to find over here, and dealerships are few and far between. Yet, Moto Guzzi still has a dedicated fan base, who’ll probably be a little happier knowing the Griso 8V SE is coming to America. The Griso itself isn’t new over here, of course, but the SE model, with its distinctive styling, has only been available in Europe.

Some might say the engine looks a bit too…agricultural, and, well, I guess I’d be among them. The Griso’s air/oil-cooled 1151cc slant twin does put out a respectable 95hp and 73lb-ft of torque, which combined with the responsive steering and chassis will have you surprising supersports in the twisties–assuming you put on some stickier tires than the EOM Pirelli Scorpions. And that’s even counting the fact that, at 555 lbs–mainly thanks to a big, honkin’ shaft drive–it’s a bit on the portly side.

On the other hand, a day of canyon carving won’t leave you with a notched back and stiff knees.

The Diavel, by the way, got the highest score, 170/200, and the reviewers still didn’t pick it.

2012 MV Agusta F4 RR

It doesn’t look much changed from last year, but under the plastic, it’s a new beast with an ultra-short-stroke 1000cc Inline-4 that MV says will release 201HP.  No top-speed-limiting governors for the Italian chaps at MV. The engine puts at the top of the superbike heap in terms of power.

Supporting the new bike are top-shelf Öhlins suspension components, and forged aluminum wheels.

Everything is top-of-the line on this bike. Sadly, that includes the price.

I think it may be a fast bike.

This is just a fraction of the pictures Aprilia released today, but if you want to see more, A&R has the whole bunch of them, plus an irritating promotional video.

The most

2011 Honda Crossrunner

Motorcycle Daily has taken the new , VFR800-based 2011 Crossrunner out on the road to put it through its paces.

The Crossrunner was introduced last fall as a 2011 model at the EICMA show in Italy as bike with offroad pretensions–and pretensions is pretty much all they are. Really, this is a street bike, although one powered by the 782cc V-4 VTEC mill that powers the European version of the Interceptor. That’s not a bad heritage for any streetbike.

Unlike the VFR, however, the Crossrunner sports comfy, upright ergonomics to go along with its V-4 character.

The pluses appear to be  a bike that, like the Suzuki Bandit, offers you a torquey engine with 100HP, a relaxed riding position. The down side for the sporting enthusiast, is the 530lbs wet weight, but in general it seems like it would be a fun bike.

I’m not sure what, other than some styling changes, the new bike has to offer. In terms of styling, however, the Street Triple gets new headlights like the Speed Triple, aluminum handlebars from the Street Triple R, as well as a spiffy new engine cover. Oh, and a new Triumph logo.

I’m not sure I’m on board with the purple model color.

His take on the engine:

The torquey low end is matched throughout the powerband and distribution is even throughout. There’s excellent response from the EFI with every release of the clutch cable and Victory’s Freedom 106 V-Twin in its Stage 2 state of tune is one of the bike’s strongest features. It doesn’t sign off early on the top end and the tranny can withstand winding out each gear before banging it up to the next. Gearing down, there’s a generous amount of engine braking.

2012 Victory High-Ball

Handling:

The straight roads around Daytona Beach had us clamoring to find a corner to test the High-Ball’s handling, but on the few turns we did find the High-Ball impressed us with its neutral turn in and stability when leaned over. Our primary grievance was its limited cornering clearance.

Well, it’s a cruiser. Cornering clearance will never be a strong suit.

The looks:

Victory has done an admirable job of injecting the High-Ball with vintage styling cues, from the way the white paint accentuates the recessed tank to the way the whitewalls make the chunkiness of the tires stand out. Spoked wheels stay true to the theme of the bike while its slim swingarm keeps the tail end open so you can enjoy an uncluttered view of the whitewalls. The few glimmers of white makes the blacked-out treatment of the engine, frame, bars, pipes, headlight bucket, triple trees, fender struts and cylinder head covers stand out that much more.

And, don’t forget the black mini-ape-hangers.

Overall, the new Victory seems like a neat addition to the Dark Custom world, with a powerful 106ci mill, smooth handling, and a price that won’t completely break the bank at $13,499.

www.youtube.com/watch?v=GKCmQDmIdjY

The written article that supports the video results is here.