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    <channel>
        <title><![CDATA[Motorcycles - Adventure Bike Rider]]></title>
        <description><![CDATA[the home of adventure motorbikes and adventure motorcycles riders]]></description>
        <link>http://www.adventurebikerider.com/</link>
                                        <item>
                <guid isPermaLink="false">80-408</guid>
                <title><![CDATA[Yamaha XT660R: Yamaha XT660r]]></title>
                                <link>http://www.adventurebikerider.com/component/content/article/42-adventure/80-yamaha-xt660r.html</link>
                <description><![CDATA[
                                Other reviewers have pretty much covered it but I would add. I have owned a Triumph sprint 955i sports tourer and a KTM 450 exc racing enduro. But, if you want a bike that can tour and get on the dirt this is the bike for you. It does all that without costing the earth. 
It is also a very reliable bike. In 6years I have never had any problems and I give it a hard life. 
I have a large Touratech bash plate (a must to keep pipes safe) but looks cool to 
Throttle surge has never been a problem I always ride with two fingers on the clutch. A tiny squeeze and its sorted. Furthermore, it only happens at low speeds. But if it bothers you there are fixes to be had. 
The only thing negative I would say is. This is a one up tourer only. Unless your wife is built like a 10 year old.  Short local rides two up with lots of stops fine. 
I have pondered getting a two up bike like BMW 1200 GS or KTM 990 ADVENTURE and still do. But I have had mates who have had both those bikes. But whether on a twisty road or a dirt track I can leave all but the most experienced rider standing. It can be thrown into a corner like a supermoto and is confidence inspiring on the dirt. 
I am still thinking of getting a 2 up bike but I think I will still have to keep my beloved XT660r
                ]]></description>
                <category><![CDATA[Adventure]]></category>
                <pubDate>Tue, 08 May 2012 23:43:44 +0200</pubDate>
            </item>
                        <item>
                <guid isPermaLink="false">683-407</guid>
                <title><![CDATA[honda cross tourer joe public review: honda crosstourer]]></title>
                                <link>http://www.adventurebikerider.com/component/content/article/42-adventure/683-honda-cross-tourer-joe-public-review.html</link>
                <description><![CDATA[
                                well tested this weekend and big group ride up from gloucester to oulton park on the scenic route and back via a different scenic route and finally into heavy rain for last leg home. points; 1. at 50 to 70 in the group i felt like i was getting sucked in and having to push away from the bars(makes for achey shoulders)engine was smooth drives amazingly well and the T.C. is nice too had to adjust myself forwards to get the right feel from front overall use a tank bag to to stopp the swirl and getting sucked in similar feel to a pan with the screen up.2.dirt tracks at the race track easy t.c. kicked in but drave great thing it could handle a little mor than a fire trail with right tyres.3.fast ride home now when its legs get stretched omg it shows how good it is 85-90kph tight and twisty long flowing straights at these speed the aforementioned suction disapears and gets more comfy silky and stable everywhere no complaints at all.4.in heavy rain and lightning hummm dont like riding in lightning makes you flinch at at proper motorway speeds but stayed fairly dry due to the bubble you get so that was nice protection but 2 up a little vortex pulls the rain between you and passenger so got a nice wet bum doh!!! also noticed at these speeds my normally quiet x-551 gets quite a roar....not happened 0n me 995 or zx7r. hit a major puddle at speed and it didnt twitch or aquaplane great and stable. wife was very comfortable and she enjoyed the ride but there not such a view on if looking left and right  on the tiiger she can get a bit better view over me
 so happy bunny with it
 tho it should be no higher than 2nd gear through town or you can kiss your licence goodbye lol                ]]></description>
                <category><![CDATA[Adventure]]></category>
                <pubDate>Tue, 08 May 2012 07:18:03 +0200</pubDate>
            </item>
                        <item>
                <guid isPermaLink="false">679-406</guid>
                <title><![CDATA[Yamaha XT660Z Tenere - 2010: honda crosstourer  better than mcn says defo has a]]></title>
                                <link>http://www.adventurebikerider.com/component/content/article/42-adventure/679-yamaha-xt660z-tenere-2010.html</link>
                <description><![CDATA[
                                well tested this weekend and big group ride up from gloucester to oulton park on the scenic route and back via a different scenic route and finally into heavy rain for last leg home. points; 1. at 50 to 70 in the group i felt like i was getting sucked in and having to push away from the bars(makes for achey shoulders)engine was smooth drives amazingly well and the T.C. is nice too had to adjust myself forwards to get the right feel from front overall use a tank bag to to stopp the swirl and getting sucked in similar feel to a pan with the screen up.2.dirt tracks at the race track easy t.c. kicked in but drave great thing it could handle a little mor than a fire trail with right tyres.3.fast ride home now when its legs get stretched omg it shows how good it is 85-90kph tight and twisty long flowing straights at these speed the aforementioned suction disapears and gets more comfy silky and stable everywhere no complaints at all.4.in heavy rain and lightning hummm dont like riding in lightning makes you flinch at at proper motorway speeds but stayed fairly dry due to the bubble you get so that was nice protection but 2 up a little vortex pulls the rain between you and so got a nice wet bum doh!!! also noticed at these speeds my normally quiet x-551 gets quite a roar.... hit a major puddle at speed and it didnt twitch aquaplane great and stable
 so happy bunny with it
tho it should be no higher than 2nd gear through town or you can kiss your licence goodbye lol                ]]></description>
                <category><![CDATA[Adventure]]></category>
                <pubDate>Mon, 07 May 2012 19:45:26 +0200</pubDate>
            </item>
                        <item>
                <guid isPermaLink="false">679-404</guid>
                <title><![CDATA[Yamaha XT660Z Tenere - 2010: Yamaha XT660Z Tenere (2010my)]]></title>
                                <link>http://www.adventurebikerider.com/component/content/article/42-adventure/679-yamaha-xt660z-tenere-2010.html</link>
                <description><![CDATA[
                                I bought my XT660Z Tenere new just over two years ago, in April 2010, from Webbs of Peterborough.
I’d looked at the Tenere the year before (in 2009) but was put off by its imposing saddle height so settled on a new XT660R instead.
In the summer of that year I undertook my first ‘long’ ride from Lincolnshire up to Fort Augustus, touring around Loch Ness and Inverness.
It rained every day and I got soaked everyday, but the B&B owners always helped me dry my sodden riding gear at the end of every day… but  I’d caught the ‘bike touring bug despite the atrocious riding conditions.
And that got me thinking as I rode back south (and yes it was still raining) from my Edinburgh-based in-laws to home: I want to do this again, but go further afield and preferably overseas.
Over the autumn/winter of 2009 hardly an evening went by when a well-thumbed touring map of Europe wasn’t spread out on the dining table and I’d just paw over it… north, south, east or west?
Finally, on New Year’s Day 2010, I decided… north, as far north as it’s possible to go in Europe. Nordkapp in northern Norway. Land of the midnight sun, in the treeless Arctic tundra. Setting off in mid-May.
My plan was to take the DFDS North Sea ferry crossing from Harwich to Esjberg in Denmark, then head eastwards through Denmark across the Oresund bridge/tunnel (made famous in the English-language episode of Wallander that featured a ‘bike-riding drugs runner and, most recently, the Swedish/Danish crime series ‘The Bridge’) into southern Sweden.
This would be followed by the long haul northwards via the central spine of Sweden to Nordkapp, with the return leg eastwards into Finland before riding the ‘Polar Route’ down south to Rovaniemi and back into Sweden following the Bothnian Sea coastline and back across the Oresund crossing back to Esjberg for my home-bound overnight ferry crossing.
The plan was to cover just under 5,000 miles, door-to-door, in sixteen days.
But the more I looked at the maps and my Garmin Satnav the more I worried about the XT660R’s fuel tank range and fuel availability in the more remote regions of northern Sweden and Norway. 
I toyed with the idea of carrying an emergency fuel can, but what with the hassle of securing this additional load as well as my tent and supplies… and that niggling worry over the 660R’s small tank anyway, well, I thought it best to re-look at the idea of a ‘bike more suited to covering huge distances straight ‘out of the box’.
I didn’t want a BMW (very able, but too big, too expensive and too many of them around if I have to be honest). 
A KTM 990 Adventure?
Hmm, yes, very nice and very exclusive. But no, show some self-control now.
I might hate the whole idea of ‘adventure’ touring and that would tarnish the image of my ‘dream’ through no fault of its own. Besides, the 990 Adventure isn’t exactly a cheap bike either.
No, but relatively speaking, the Tenere was.
So, a phone call to Webbs of Peterborough mid-week in early March 2010.
Did they have a new Tenere in stock?
Yes, two: a blue one at their Lincoln dealership and a black one in Peterborough.
Great, I’d come over on Saturday morning to look at the black one and give it a second chance (remember the elevated saddle height).
I’d gained a lot of confidence clambering aboard the 660R over the past year, so suddenly the Tenere’s elevated saddle height didn’t seem such an insurmountable problem.
As soon as I set eyes on the Tenere I wanted it, I just loved its rugged, purposeful looks.
And, yes, it was soooooo imposing. All the better to be noticed by car drivers!
It had decent wind protection. The 660R’s fuelling glitches have been eradicated with the Tenere. Factor in the good sturdy frame, somewhere to mount the Garmin and, most importantly, the huge fuel tank.
I literally dragged the saleman back to his desk so I could pay my deposit there and then. And would I be able to collect it the following weekend?
I explained my urgency, but was reminded to get the 600mile service done before embarking on my trip.
The ensuing weeks were taken up putting on the miles, ordering Hepco & Becker pannier frames and Alpos boxes and wiring in a 12volt socket to power the Satnav, my camera and phone.
The big day finally arrived.
Panniers, a waterproof rollbag, my tent and sleeping bag plus a tankbag.
The Tenere felt as thought it weighted a ton, but it was manageable.
So, seventeen travel-hardened and slightly saddle-sore days later, my impressions…
Luggage, rain, three days of snow and temperature extremes that ranged from minus 10c to a 26c heatwave on a two night stopover in Rovaniemi (right on the Arctic Circle!!!). Even fully-laden I was struck by the Tenere’s stability and the stopping power of its twin disc brake set-up when dealing with the numerous Elk(and reindeer)-avoidance stops.
The Tenere was bloody marvelous. 
Add to that the huge 23 litre fuel tank’s very useful 300mile range. It’s just a shame the filler isn’t offset to one side (as on the KTM 990) because it meant unclipping the tankbag at each fuelling stop.
I’ve been a long-term fan of Yamaha’s big 660 single, what with the XT660R and my earlier MuZ Scorpion 660 Sport. 
Sure, never in a month of Sundays, can the big single compete with the likes of Yamaha’s own XJ6 in-line 4, for example, for silky smoothness. But any big single (or twin) has a unique sound, feel and low-revving timbre unique to the species that anyone not brought up on them just can’t understand.
Two years on, have I any thoughts of changing the ‘bike?
Yes.
Have I decided what I would replace it with?
No, because there’s nothing else that comes close to delivering what the Tenere delivers.
It may not be the fastest adventure bike available, but that doesn’t concern me one jot: the ‘adventure’ bike ownership experience is far more than just speeding to your destination ASAP, rather it’s about the extended experience of travelling and, yes, finally arriving at your destination.
                ]]></description>
                <category><![CDATA[Adventure]]></category>
                <pubDate>Sun, 29 Apr 2012 13:07:10 +0200</pubDate>
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                        <item>
                <guid isPermaLink="false">677-403</guid>
                <title><![CDATA[Adventure with a capital "L".: Adventure with a capital "L".]]></title>
                                <link>http://www.adventurebikerider.com/component/content/article/42-adventure/677-adventure-with-a-capital-qlq.html</link>
                <description><![CDATA[
                                You've got the Long Way DVDs, you've heard Austin Vince's talks, you dream of Saharan sunrises BUT there's just one problem, you can't ride a motorbike. So what do you do? Simple, you get yourself a Derbi. Well, that's what I did anyway.

Of course the problem with being a learner rider trying to write a bike review is that apart from the little Yammie I did my CBT on and an ex-girlfriend's Honda CGT is that I've nothing to compare to. Mind you, with its adventure style, and a frame big enough to confuse most into thinking its a 250cc or more, there's not a lot you can compare the Derbi to. So instead I'll point you towards Fernando Retor who has ridden his Terra Adventure all round Europe and into the Sahara, or my friend Cherie who rode hers up from Singapore and round Thailand, both show you don't need cc's to enjoy an adventure.

So if you feel the road calling but your budget doesn't stretch to a DAS and a GS then check out a Derbi, you might be surprised.

To check out Fernando Retor's travels go here http://www.dondevasconesamoto.com/

And to read Cherie Tan's ride report go to http://dirtbikesaction.com/topic/2349316/1/                ]]></description>
                <category><![CDATA[Adventure]]></category>
                <pubDate>Thu, 26 Apr 2012 15:09:56 +0200</pubDate>
            </item>
                        <item>
                <guid isPermaLink="false">61-400</guid>
                <title><![CDATA[Aprilia Pegaso 650 Trail: Mighty fine]]></title>
                                <link>http://www.adventurebikerider.com/component/content/article/42-adventure/61-apirila-pegaso-650-trail.html</link>
                <description><![CDATA[
                                The 1st I owned wasn't great but have since found out it was due to shop I bought it from (don't ask - long story).
This one I've had for 18 months and is great.
Only problem has been the tank cover release switch (2 year warranty so will be fixed).
Low seat height, comfortable, decent speed, stable and generally a pleasure to ride.
Only issue applies to most bikes. Why are they not more rust-proof?                ]]></description>
                <category><![CDATA[Adventure]]></category>
                <pubDate>Thu, 26 Apr 2012 09:47:21 +0200</pubDate>
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                        <item>
                <guid isPermaLink="false">111-399</guid>
                <title><![CDATA[Honda Deauville: Not as dull as the press would have you believe]]></title>
                                <link>http://www.adventurebikerider.com/component/content/article/43-sports-tourer/111-honda-deauville.html</link>
                <description><![CDATA[
                                Trading in a Triumph 955i ST Sprint I bought my NT650VY Deauville which is a year 2000 model first registered in July 2001.  I bought it in October 2005 with just 3,250 miles recorded by the one previous owner.  The first priority was to junk the horrible Macadam tyres and fit Avon Azaros which transformed the handling, quickly followed by the addition of a Kappa topbox, a front fenda extender, and the fairing extensions Honda affectionately calls “knuckle deflectors”.  Commuting threw up the need for added wind protection which came in the form of a MRA Vario Touring screen which enables me to ride looking over the screen while benefitting from the weather protection and a total lack of buffeting (although the wind noise is still present).  Winter riding was now possible but the addition of Oxford heated grips to keep hands warm made it much more pleasurable.

2006 saw me doing my first ever trip onto mainland Europe by motorbike with a trip to Holland for a meeting with fellow Deauville riders and some gentle touring in the Renesse region – 360 miles each way and a total of 1,000 miles in 5 days.  The following year saw me organise a trip to the Republic of Ireland for a group of fellow owners.  Seeing others riding with the advantage of GPS lead to the next modification in anticipation of more touring, an ignition wired power socket and a cheap Navigon sat nav unit.  I wasn’t to know it then, but due to redundancy and lack of funds my next big trip wouldn’t happen until June 2011 and a week touring France, the Voges and Black Forest.  This trip was over 1500 miles in a week including the return trip from Riegel of 695 miles in 11 hours including Le Chunnel crossing.

So here I am now, April 2012 and the bike has 44k miles on the clock.  It’s been used in all weathers and in some areas that is starting to show as the engine casings are starting to look a bit rough.  The standard exhaust rotted away and has been replaced with a full stainless Motad system.  The Azaros have been replaced by Avon Storms which have in turn been replaced by Avon Ultra 2s – yes I like Avon tyres and they suit the Deauville giving good mileage and grip, especially in the wet.  There is plenty of storage so I can carry a small air compressor, cargo net, spare bulbs and extra tools under the seat, a first aid kit in one cubby hole while the other has tyre pressure gauge, spare ear plugs, disc lock, stand puck, torch and various sundries.  The panniers are useful and all the plastics are standing up well to the mixed use it gets. 

And I love riding it.  The riding position is all day long comfortable, the handling is predictable and a Cramp Buster ensures that the vibrations don’t kill my right hand.  Power is adequate with enough acceleration for the traffic light GP against car drivers.  No, it won’t beat sports or new generation naked bikes but then it was never designed to do so.  What it will do is 55mpg all day long for as long as you want, at 85 mph (on the continent) giving 210 – 230 miles between fill ups (reserve comes up at around 185 – 190 miles).  I’ve already hinted that there is some vibration from the engine but generally it is smooth and willing, pulling well from a low 1800 rpm, picking up through the 4,000 – 6,000rpm sweet spot to run out of puff at 7,500.  Yes, 85pmh is a realistic cruising speed but chasing any more than that takes time and once to 100mph it’s a bit pointless trying for much more and will require patience.  Taking it easy and riding more “normally” will find your left foot checking for a non-existent 6th gear. 

That brings me to the faults – which are well known and documented on the web by myself and fellow Deauville owners.  The headlight on pre-2002 model year Deauvilles is poor and benefits from a bulb upgrade.  My early bike has Brembo brakes (nice and sharp, the way I like them) as standard while later ones from 2002 onwards have linked Nissin brakes which many riders prefer.  The other issue is the fuel pump which suffers from built in obsolescence and typically fails before 40k miles and is best replaced with a Facet transistorised equivalent. 

One last comment is on the subject of accommodation.  Mostly I ride solo so it is not an issue and I know many that tour 2 up but it is not commodious and 2 larger built folks on board would probably find it cramped and the performance needing the assistance of frequent gear changes to keep it in that 4,000- 6,000 rpm sweet zone. 

So on to my scores:-
Long distance touring 8/10 – better if solo and could us a few more bhp 
Off road 1/10 – not built for it and too much plastic 
Around town 9/10 – it has presence which helps filtering 
Additional equipment 7/10 – yes you can personalise it but it’s no BMW GS1200 
Reliability 10/10 – use iridium plugs and then change oil and filter every 4,000 miles
Handling 8/10 – rear suspension can get “crashy” on poor surfaces but nice and predictable 
Engine 7/10 – lasts forever, needs a few more bhp 
Value for money 8/10 – used examples hold their value well if kept tidy
 
This is the only bike I’ve ever kept for more than 2 years and I currently have no plans to change it (yet) as it does everything I ask it to whenever I need it to.  It may not be the only bike you’ll ever want but it is the only bike you’ll ever need.  If you want more power and a fuel gauge then buy a 700 Deauville and get the complication of fuel injection and ABS, but I can service mine myself using simple tools and a Haynes manual (once the plastics have been removed) and the carbs only need balancing every 30k miles or so. 
 
Note: the stats accompanying this listing is a mixture of 650 and 700 and the following stats listed are wrong, and for the 650 should read:-
Top speed 115mph
Engine size 647cc
BH power 55bhp
Fuel capacity 19.1 litres
Tank range 225 miles
Dry weight 223 kg (wet 236 kg)

For more info see www.deauvilleuk.org                ]]></description>
                <category><![CDATA[Tourers]]></category>
                <pubDate>Sun, 22 Apr 2012 19:08:56 +0200</pubDate>
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                        <item>
                <guid isPermaLink="false">76-397</guid>
                <title><![CDATA[KTM 990 Adventure S: KTM 990 Adventure S   2007]]></title>
                                <link>http://www.adventurebikerider.com/component/content/article/42-adventure/76-ktm-990-adventure-s.html</link>
                <description><![CDATA[
                                The only multi cylinder "adventure bike" with real off road capability.

Superb A and B roads bike, great engine and handling.

From two up around Spain, to UK trail riding and rallies, never missed a beat!                ]]></description>
                <category><![CDATA[Adventure]]></category>
                <pubDate>Thu, 12 Apr 2012 15:24:45 +0200</pubDate>
            </item>
                        <item>
                <guid isPermaLink="false">292-391</guid>
                <title><![CDATA[Honda Transalp XL600V: Transalp 600, what its really like to own and keep]]></title>
                                <link>http://www.adventurebikerider.com/component/content/article/42-adventure/292-honda-transalp-xl600v.html</link>
                <description><![CDATA[
                                I bought the Bike 1 year go.  It had been owned by one man for 15 years, and before him, 2 years by the police.  

The first mistake...
When the police dismantled the bike, they simply cut the wiring, broke or cut off the lights and left it in a right state, however, with the previous owner, he sorted it down to the basics so it would run.   

Then i got it..
I rode the bike for 6 months and started encountering lots and lots iof problems, again like the reviewer above, all problems came at the same time.    The breaks seised up, the rear wheel spindle had been rust welded on needing a gas burner to superheat it to remove it, the fuel consumption was around 18mpg with lots of back firing, the wiring had crossed through in places so when the break light came on the rear dash backlight came on, and the fairings, cowel, cowel bracket and more where broken, bent and out of shape, the fan doesnt work, the radiators are so corroded you can they have twisted and the clutch slipps after long runs and hard riding....
  I corrected many of the problems, sorting through the wiring loom myself, got a new cowel, replaced around 50 nuts and bolts, new rear inddicators and so on.   

My adivice to any buyer is to that ex plice bikes are ok if dismantled properly.  if it hasnt had the valve clearences or carb jets done think of future costs.  And if fairings and cowel are to badly damaged to be saved, new fairings are £90 each and cowels new are priced around the £280 mark so bring the seller down on price.  

Otherwise, the bike is a dream, very comfortable, will take the long distances in its stride, looks good for a 17 year old bike, parts are available at a price, and with that honda build quality engine, you can expect it to last and last. I have never ridden a bike that is better than this, nothin can or will top it! 

So simply when buying one, Just dont buy a rough one with to much damage and if fixing one, get a new wiring loom, this will make it a much better bike!                 ]]></description>
                <category><![CDATA[Adventure]]></category>
                <pubDate>Mon, 26 Mar 2012 11:13:43 +0200</pubDate>
            </item>
                        <item>
                <guid isPermaLink="false">419-388</guid>
                <title><![CDATA[Yamaha XT 1200Z Super Tenere: XT1200z]]></title>
                                <link>http://www.adventurebikerider.com/component/content/article/42-adventure/419-yamaha-xt-1200z-super-tenere.html</link>
                <description><![CDATA[
                                I absolutely love this almost perfect bike. Have done over 5000km of pure pleasure.
The bike is fitted with state of the art technology but also has a back-up circuit. If the technology fails it gets bypassed. There is even twin independently controlled spark plugs.
A Merc on the freeway and amazingly capable off road for a big bike. The weight is your friend on the highway as it is stable with wind and passing big traffic. Just avoid the slippery and muddy smooth river rocks - when you come to a stop in a stick situation she's a bus. Can't have the high speed stability without the weight so live with the trade off. First gear is much too high but thanks to the massive grunt the bike has not yet stalled with lots of clutching. 4th, 5th and 6th gears are too close. A pain in the city as you seem to spend all your time going through the close gears. 6th gear could be a lot higher and used as a high speed overdrive. However  because the motor is as smooth and quiet as an electric motor, the high revs are not a bother as long as you don't look at the rev counter.

Note to Yamaha: Fit a low range first and an overdrive 6th (with a speed limiter if you're worried about going too fast on a tall bike). Space out the remaining gears nicely. This way in town we pull off in 2nd gear and only use 6th gear on the higheay over 70mph. Then she'll really feel like a Merc at speed and will be even lighter on fuel.

If you bothered to read the owners manual it tells you to spray clear lacquer (or some other rust preventative product) onto the rims, spokes and all other shiny bits. Do this every two years or so and your bike will always look new and shiny after a wash.

Other mods that I did:
Wrap around crash bars with 5mm stainless steel skid plate.
Carry a tubeless puncture repair kit with compressed air cylinders under the seat.
Placed a strong 20m long tow strap next to the tool box and added better quality tools. (If you get stuck alone wrap the strap around the rear hub and tie it to a tree. It will pull you out like a winch).
Fitted an 8AH gel battery under the seat by removing the separating cover. This is wired to the main connector but not connected. It serves as an emergency back up only. 

Now all I need it the time and money to put some serious miles on this baby.

Absolutely love it
                ]]></description>
                <category><![CDATA[Adventure]]></category>
                <pubDate>Mon, 05 Mar 2012 21:33:13 +0100</pubDate>
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