Hugh Janus

2021 Harley-Davidson Pan America 1250 (Harley-Davidson/)Ups One word to describe the Revolution Max engine: WowEngine is a stressed member, making that chassis package light and rigidClutch pull is light thanks to the slipper/assist unitOn the Special, semi-active suspension is well dampedGreat ergonomicsDowns Would like to see a quickshifterWindshield adjusters gets jammed with dirt after a day’s worth of off-road ridingHeat radiates from catalytic converterVerdict The new Pan America represents The Motor Company well in the adventure-touring segment. It is capable, powerful, and technologically sound, bringing legitimate competition to the rest of the class. 2021 Harley-Davidson Pan America 1250 Special (Harley-Davidson/)Overview The past few years have seen Harley-Davidson branch off significantly from its norm of cruisers and touring rigs. As part of Harley’s branching out, the Milwaukee Motor Company started with the production of the 2019 LiveWire followed by teasers of the streetfighter Bronx and adventure-touring-focused Pan America. Now, the Pan America makes its debut for 2021 and it’s legit! Two variations of the model are designed to attract a new audience of adventure-seeking riders to Harley-Davidson’s V-twin style. Updates for 2021 2021 marks the first year of Pan America production. Pricing and Variants The base Pan America 1250 starts at $17,319 and the Special starts at $19,999. Cycle World’s Andrew Cherney dove straight into the differences between these two models in full detail here. Powertrain: Engine, Transmission, and Performance This adventure-tourer crosses different terrain with the help of its new Revolution Max 1250, a liquid-cooled 60-degree 1,252cc V-twin. This engine acts as a stressed member with the front frame, mid-frame, and tailsection bolting directly on it. Its transmission is a six-speed gearbox with a chain final drive. Power numbers are claimed to be 150 hp and 94 pound-feet for torque for what Executive Editor Justin Dawes stated in his Pan America Special review made for a lively ride. “Power comes on strong at around 2,200 rpm and continues to build with more and more velocity as you cross the 8,500-rpm mark. After that it begins to taper off in aggression until you reach the rev limiter at 9,500 rpm. That’s 9,500 rpm from a Harley,” Dawes wrote. “And while the low-end and top-end performance are impressive, it’s the middle of the digital tach that is the sweetest. Third gear is a set-and-forget mark for winding backroads, as the Max pulls with simple tenacity at the 5K mark to spring you out of the corners.” 2021 Harley-Davidson Pan America 1250 (Harley-Davidson/)Handling While the base model has manually adjustable suspension, the Special has a semi-active unit. During his review of the Special model, Dawes went through its five suspension settings and found that Sport mode makes the Pan Am into a capable canyon carver with good composure under hard braking and acceleration; Road mellows out the ride with softer compression damping; Comfort was similar to road but softer in all damping directions; Off-Road Soft was usable for washboard roads and slower speeds on rough terrain with bottoming felt at faster paces; Off-Road Firm “is the only way to fly when off-road, so you don’t have to constantly make changes to match your speed and terrain.” Despite his Special test unit (which featured spoked rims and Adaptive Ride Height) weighing a claimed 574 pounds, Dawes reported, “The bike feels light and flickable thanks to a slim seat and tank area and a lack of weight high up.” Brakes The Pan America’s braking package includes four-piston Brembo calipers with 320mm discs (front) and 1-piston Brembo caliper with 280mm disc (rear). Both ends are equipped with ABS. In his review, Dawes said the components slow the machine without drama. Fuel Economy and Real-World MPG With an unusually heavy right hand at the Special’s press launch, Dawes was able to get about 27.7 mpg on day 1, and 31.4 mpg on day 2. Another rider at the launch calculated 32.3 mpg. H-D claims 46 mpg. 2021 Harley-Davidson Pan America 1250 (Harley-Davidson/)Ergonomics: Comfort and Utility Aside from a too-plush seat, Dawes wrote that the ergonomics, for the most part, are wonderful. For standing comfort he preferred having a 2-inch-taller riser, but overall reach to the bars was easy for his 5-foot-10 stature. A four-position adjustable windscreen protects the rider in a buffeting-free pocket. Electronics Five ride modes (Road, Sport, Rain, Off-Road, and Off-Road Plus), Hill Hold Control, cruise control, full LED lighting, ABS, traction control, and 6.8-inch TFT touchscreen display all come standard on both the base and Special models. The Special ramps it up a bit in the tech department with semi-active suspension that can also work with a Vehicle Loading Control system that adjusts preload to rider, cargo, and/or passenger weight. The Special also adds three customizable ride modes (Custom A, Custom B, and Custom Off-Road Plus), heated handgrips, and Tire Pressure Monitoring System. Hill Hold Control on the Special variant allows for HHC to be active in neutral with its sidestand sensor interlock. Adaptive Ride Height is a $1,000 option on the Special. 2021 Harley-Davidson Pan America 1250 Special (Harley-Davidson/)Warranty and Maintenance Coverage The Pan America is covered for 24 months (unlimited miles). Quality Overall, Harley-Davidson did its homework when it came to developing an adventure touring motorcycle from the ground up. During our initial testing the Pan America Special has proved to be a contender in the class. 2021 Harley-Davidson Pan America 1250 Special (Harley-Davidson/)2021 Harley-Davidson Pan America 1250 Claimed Specifications MSRP: $17,319 Engine: 1,252cc, DOHC, liquid-cooled, 60-degree V-twin; 4 valves/cyl. Bore x Stroke: 105.0 x 72.1mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic Sequential Port Fuel Injection (ESPFI) Clutch: Wet, multiplate slipper/assist; cable actuation Engine Management/Ignition: N/A Frame: Stressed-member alloy steel trellis; forged aluminum mid-structure Front Suspension: 47mm inverted fork, compression, rebound, and spring preload adjustable; 7.5 in. travel Rear Suspension: Piggyback monoshock, compression, rebound, and hydraulic spring preload adjustable; 7.5 in. travel Front Brake: 4-piston caliper, dual 320mm discs w/ ABS Rear Brake: 1-piston floating caliper, 280mm disc w/ ABS Wheels, Front/Rear: Aluminum cast rims; 19 x 3.0 in. / 17 x 4.50 in. Tires, Front/Rear: Michelin Scorcher Adventure Radial; 120/70R-19 / 170/60R-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 62.2 in. Ground Clearance: 8.3 in. Seat Height: 31.8 in. Fuel Capacity: 5.6 gal. Wet Weight: 534 lb. Contact: harleydavidson.com 2021 Harley-Davidson Pan America 1250 Special Claimed Specifications MSRP: $19,999 Engine: 1,252cc, DOHC, liquid-cooled, 60-degree V-twin; 4 valves/cyl. Bore x Stroke: 105.0 x 72.1mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic Sequential Port Fuel Injection (ESPFI) Clutch: Wet, multiplate slipper/assist; cable actuation Engine Management/Ignition: N/A Frame: Stressed-member alloy steel trellis; forged aluminum mid-structure Front Suspension: 47mm inverted fork, electronically adjustable semi-active damping, optional Adjustable Ride Height; 7.5 in. travel Rear Suspension: Piggyback monoshock; electronically adjustable semi-active compression and rebound damping, automatic electronic preload, optional Adjustable Ride Height; 7.5 in. travel Front Brake: 4-piston Brembo Monoblock calipers, 320mm disc w/ ABS Rear Brake: 1-piston Brembo caliper, 280mm disc w/ ABS Wheels, Front/Rear: Cast aluminum, optional anodized aluminum laced tubeless; 19 x 3 in. / 17 x 4.5 in. Tires, Front/Rear: Michelin Scorcher Adventure Radial; 120/70R-19 / 170/60R-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 62.2 in. Ground Clearance: 8.3 in. Seat Height: 31.1 in./32.1 in. Fuel Capacity: 5.6 gal. Wet Weight: 559 lb. Contact: harleydavidson.com Source

The Pan America or the Electra Glide Revival: Which represents the path forward for H-D? (Harley-Davidson/)A well-defined brand identity and a loyal customer base comprise that rare combination that most companies crave but only a few possess, and kudos to the outfit that manages to maintain both for more than a century. The challenge for those firms is to treasure the hard-earned legacy while also adapting to present-day market forces; just ask 118-year-old Harley-Davidson. The iconic American brand has learned the hard way that lingering in the rosy haze of past triumphs isn’t enough, especially in an increasingly tech-savvy, millennial-centric new world order. Keeping both camps happy while also paying the bills means walking a fine line between heritage and innovation, and it’s a dilemma Harley is having to confront more regularly these days. Just look at its two latest projects—the innovative, adventure-ready Pan America (PA) versus the nostalgia-heavy, throwback Electra Glide Revival. They’re about as opposite in design, styling, and use case as you can imagine, and if you think Harley is looking to thread the needle between celebrating a freewheeling, prosperous past and embracing a new, technologically divergent future, we’d have to agree. Harley’s Hardwire strategy outlined the company’s priorities going forward. Its core business—large cruisers—will continue to take center stage. (Harley-Davidson/)The two diverging paths can be traced back to the firm’s Hardwire mission statement released a couple of months ago by current CEO Jochen Zeitz, which essentially proposed that Harley extricate itself from any new non-heritage-related projects (or something to that effect). Because the Pan America was already on the books, it made the cut, while as-yet undeveloped designs (looking at you, Bronx) did not. As Zeitz put it, “We intend to: One, invest in our strongest motorcycle segments that drive profit; two, selectively expand into and redefine segments where we have a winning offering; three, invest in innovation in the electric market which will be a critical part of our future.” There’s more to Hardwire than that, but those three points are what’s driving the current conundrum. Within that plan’s stated structure, 70 percent of the manufacturer’s efforts would go into the core business (One), 20 percent into new segments that offer clear potential for more profit—like the Pan America (Two)—and 10 percent on testing ideas for longer-term growth (presumably Three). Harley’s Electra Glide Revival is a gorgeous nod to the company’s glorious past.Harley-Davidson (Harley-Davidson/)The latest effort in Harley’s cruiser—er, “core business”—part of the equation came in the form of the new Icons Collection announced earlier this month. The Collection represents a solid thread back to Milwaukee’s rosy past, presumably a celebration of past triumphs and traditional roots—or it does so far, anyway. The series aims to produce one to two very limited motorcycles each year, with the first being the Electra Glide Revival, an unabashed homage to the 1969 FLH Electra Glide. The sumptuous, chrome-trimmed machine has all the hallmarks of the late-’60s bikes, complete with solo sprung saddle bracketed by a chrome rail, wire-spoke wheels and whitewall tires and topped with Harley’s first batwing fairing, though it understandably is built on the modern touring platform with the Milwaukee-Eight 114, not, of course the original’s 1,208cc Shovelhead engine. It’s elegant and all kinds of cool without being ornate, and I’d bet Harley will have no problem selling every one of the 1,500 units being produced for 2021. Will those buyers be boomers? The Revival’s MSRP of $29,199 means a highly likely yes. Other ongoing projects that’d likely slot into the 70 percent core business scenario include the upcoming 1,250cc custom model, which may or may not be called Nightster. Zeitz had said earlier, “...touring and large cruiser customers will see differentiated yet true-to-Harley products that motivate them to buy our new models. We are investing in design, technology, and performance enhancements that push the boundaries while maintaining a balance between classic and cutting-edge designs.” That sounds like an apt description of the new liquid-cooled cruiser Harley says will be revealed soon; from what we’ve seen so far, it will have a recognizable cruiser profile and share the same high-performance DOHC 150 hp engine as the Pan America, just likely in a different state of tune, thus straddling the line between old-school and modern. Harley-Davidson is portraying the upcoming 1,250cc custom model as a bridge between classic and cutting edge. (Harley-Davidson/)Another new program H-D launched this year acknowledges that some of The Motor Company’s greatest competition comes from its own bikes, in the form of used models. To that end, we saw the roll out of Harley-Davidson Certified, the first certified pre-owned program (CPO) supported by Harley via its dealers. Each bike gets a 110-point inspection, comes with a warranty, and can’t be more than five years old. It’s a classic case of if you can’t beat them, join them—or at least get a slice of the market. All these moves, like it or not, make business sense for the short term. After years of declining market share, Harley can’t afford to ignore profitable products, and its long-running strength in the cruiser market is indisputable. The Hardwire emphasizes that safer route by trying to leverage the loyalties of its existing ridership. Sources have said that not every bike in the Icons Collection will be a retread of past glories and that at least some future models will “appeal to a different audience,” but you have to admit the Electra Glide Revival’s release on the heels of the Pan America global launch does sort of feel like a paradox, good business sense or not. The Pan America is a bold new step into uncharted territory for H-D, but the company sees strong potential in the segment. (Harley-Davidson/)The adventure segment is uncharted territory for H-D, but it’s one the company sees as having potential for profit, based on that Hardwire summation. As Zeitz elaborated: “Adventure-touring is the largest segment in many European markets with both attractive margins and high growth. It’s also a largely untapped segment in North America, and we’re excited by the potential…for Harley-Davidson.” Milwaukee’s first shot at a dedicated adventure bike, then, had to include bold design ideas and smart engineering to give it a chance in this crowded segment. By all accounts—OK, by ours—the Pan America’s new 1,250cc Revolution Max 150 hp V-twin and the bike’s long-travel semi-active Showa suspension, Brembo brakes, multiple ride modes, and adjustable windscreen make a strong case for the bike’s adventuring bona fides. Maybe more compelling is the PA’s unique electronically adjustable suspension, which can lower the bike by more than an inch when stopped (depending on rear preload), thereby offering shorter pilots a way into a segment that mostly favors the big and tall. That one piece of tech simply makes the bike more accessible to a larger population of riders, expanding the pool of potential buyers dramatically. Although reports from the launch were almost all positive, everyone knows it’ll be a slog to compete with the hot-selling BMW R 1250 GS in markets the Pan America intends to target. There may be potential for Harley to expand its market share in Europe, where cruisers and tourers aren’t big sellers, and while Zeitz has said “this segment is a natural fit” for Harley, the jury’s still out on that. This mini-Sportster being developed for China by Qianjiang could be hitting the Asian market soon. (Qianjiang/)The 10 percent portion of the formula—the longer-term growth ideas—likely will take fruit in the plans to develop small-capacity bikes for new markets. Milwaukee’s commitment to a small V-twin with more traditional Harley styling apparently wasn’t axed under the Hardwire strategy, and as Cycle World reported, China’s Qianjiang has recently released teaser images for a bike called the SRV300, which fulfills both the traditional and new markets by riffing on past H-D models. Chinese type approval documents show a small-capacity 296cc machine, but more importantly, the bike’s styling makes it a dead ringer for the Sportster Iron 883 (except for the inverted fork and liquid-cooled engine). Clearly it makes sense for H-D to pursue new product lines in the world’s biggest motorcycle market without having to commit more resources there, and Qianjiang’s position as one of China’s main motorcycle manufacturers means a new H-D branded bike (or series) is likely soon. With the LiveWire now spun off as its own brand, maybe we’ll see lower priced electric models. (Harley-Davidson/)Harley’s LiveWire electric bike, whose powertrain designs almost fly in the face of its long legacy in the combustion world, can also be filed under “ideas for longer-term growth.” Which is why it made sense to hear H-D was spinning off its electric motorcycle business as a separate brand called LiveWire; after all, it had already done that with its ebike arm, positioning Serial 1 Cycle Company as a stand-alone brand, though still aligned with the Milwaukee mothership. As Serial 1 Brand Director Aaron Frank said at the time, “It allows Harley-Davidson to have a role in the ebike space without it being a drag on their business building motorcycles, and it allows us a lot of advantages because we’re able to move a lot more quickly as a smaller, more focused company.” The same thinking could be applied to the new LiveWire brand as well, and thus further streamline the core business. Is there an intentionally gaping hole in H-D’s US lineup where a smaller-displacement model should be? H-D has relied on other manufacturers to target this low-profit-margin segment in the states. Would a new version of the 350 Sprint make sense for Harley? (Mecum Auctions/)The jury’s still out on whether this multi-pronged approach is the answer to H-D’s ongoing financial woes. After all, it’s early days yet in the new strategy, and bikes are just now hitting dealer floors. The unspoken variable in any of these H-D initiatives is whether they will expand the brand’s appeal. The PA will likely attract some riders not previously interested in the brand, but it’s still not the kind of rig you’d recommend to a newbie, whether on road or off. Reception for the bike has been enthusiastic though, with the dealers we spoke to citing a high level of preorders for the bike, which hit showrooms in May. It remains to be seen whether the new 1250 custom model will have the same effect. As for the Icons Collection, that likely will serve as a halo or niche program to burnish brand reputation, much like the CVO division has, while the certified pre-owned gambit certainly can’t hurt as far as core business goes. One area that Harley seems to regularly neglect is the entry-level segment in the regular line, and there’s also nothing in the electric lineup that comes even close—yet, anyway. The LiveWire model’s lofty price tag is still a major deal-breaker for many, but with a new model supposedly coming next month, that may change; in fact, we’re betting it’ll be a lower-cost electric bike. As an online commenter on our last LiveWire story wrote, “The only way electric motorcycles will sell is when they cost half of what ICE motorcycles do. This is the major incentive for nonmotorcyclists to start participating.” Paradox or not: What do you think about Harley’s latest moves? Source

Benelli enters the scrambler category with its Leoncino Trail, now available in the US. (Benelli US/)New bike sales this year, as recently reported by the Motorcycle Industry Council, have been off the charts, and while most of the bikes being snapped up by lockdown-weary riders are dirt models, streetbike sales are having a moment too. Included in the latter category, but also bleeding ever so slightly into the first, are scramblers. The custom scrambler craze, reignited several years back, sees no signs of abating and manufacturers have continued to respond by rolling out production models. The formula isn’t rigid; it’s usually a retro-styled or standard streetbike with minimal bodywork, given a variety of add-ons to make the transition to dirt a bit easier. Think high-mounted pipes, wider handlebars, and spoked wheels with knobbies along with an upright seating position and some type of engine protection. Scramblers are generally streetbikes professing to claim the middle ground between tarmac and topsoil but are really more comfortable on pavement. This year’s crop of production models bring most of those qualities, but also vary wildly in terms of off-road capability. Weight, suspension travel, and protection all come into play, but sometimes aesthetics nudge out specs; lots of riders simply like the rugged good looks of a scrambler, which is a big reason for their popularity. 1. Benelli Leoncino Trail: $6,499 Related model: Benelli Leoncino: $6,199 Benelli’s new-for-2021 500cc Leoncino Trail plays up the off-road aesthetic but is more suitable for tarmac travels. (Benelli US/)This year Benelli added the 2021 Leoncino Trail to its middleweight lineup, joining the closely related but more street-focused Leoncino in the brand’s scrambler category. Both bikes are based around the same sharp-looking steel trellis frame supporting an all-new twin-cylinder liquid-cooled 500cc engine outputting a claimed 47 hp, with a peak torque figure of 33.2 pound-feet. That might not sound like much, but it feels appropriate for the bike’s stated weight of 375 pounds (dry). The Trail builds on the base Leoncino 500 by adding a taller handlebar, increased suspension travel, and a taller 19-inch wheel up front, with both spoked hoops wrapped in Metzeler Tourance tires that can add confidence once the tarmac ends. Still, don’t think you’ll be ripping up the whoops; suspension travel only goes from 4.9 inches on the base model to 5.3 inches on the Trail, with a 5.7 inches available from the rear monoshock. Couple that with a lowish 32.1-inch seat, a low hanging pipe, and no engine protection, and it’s pretty clear Benelli’s little lion is all about the aesthetics of the genre. But it’s an appealing machine, with triple disc brakes, ABS, and an attractive buy-in of just $6,500. You can snag a Leoncino Trail at SSR Motorsports dealers in the US. 2. 2021 BMW R NineT Urban G/S: $16,490 Related: BMW R nineT Scrambler: $13,495 Out of the box, the R nineT Urban G/S is the most scramblerish of BMW’s offerings, and the new 40 Years GS “bumblebee” package riffs on its enduro heritage. (BMW Motorrad/)High pipes, 19-inch front wheel, flat seat—the R nineT Scrambler looks the part, but the ironically named R nineT Urban G/S goes a bit further, bringing more aggressive tires on cross-spoked wheels (rather than cast), a tall front fender, hand guards, and a steering damper to sell its off-road bona fides. The caveat here is that those goodies come only with the “40 Years GS Edition” option, which adds $1,000 to the Urban G/S base price. You’ll still be pushing around 492 pounds of mass (fully fueled) on either trim but the R nineT’s boxer engine should make quick work of that, with 109 hp and 85 pound-feet of claimed torque at the ready along with double discs and ABS Pro to slow your roll. To be clear, suspension travel on either the Scrambler or Urban G/S—which both have 19-inch front and 17-inch rear wheels—is an unimpressive 4.9 inches up front, with a more reasonable 5.5 inches available from the preload- and rebound-adjustable paralever rear. There’s no engine protection on either bike; a deep dive into the pricey Motorrad accessory catalog is the only remedy for that. The special-edition Urban G/S’ cool bumblebee livery (a curious nod to the 1988 R 100 GS, which is definitely not 40 years old) is definitely an eye catcher, but either way, your scrambling is probably best left to gravel roads. 3. 2021 Ducati Scrambler Desert Sled: $11,995 Related: Ducati Fasthouse Desert Sled: $12,295 With a nice list of up-spec components, the Desert Sled actually lives up to its name. (Ducati Motor Holding/)With 7.9 inches of travel up front and 5.9 inches out back, the Sled is the most capable of all Ducati’s Scrambler-branded bikes if the job is about scooting around in the backcountry; it can hightail onto gnarlier trails more confidently than most other scramblers here. A thoroughly modern rig with a hint of retro-styling, the 800cc DS also brings decent off-road ergos, more than enough power (73 hp), a manageable 460-pound wet weight, and the requisite MX bars, spoked wheels, and knobby Pirelli Scorpion Rally STR tires riding below a high front fender. The Desert Sled further shows its willingness to get into the rougher stuff via a reinforced frame, 46mm upside-down fork with adjustable suspension, and an LED DRL (Daytime Running Light), and yeah, even a skid plate and headlight grille. Recent model additions include an Off-Road riding mode that allows ABS to be disengaged, and all Scramblers now come with Bosch Cornering ABS as standard. Although there is some engine protection on the DS, that curved header is still daring the next sharp rock on the trail to give it a whack. If you’re looking for a bit more attitude (but not necessarily better components), the new limited-edition Fasthouse Desert Sled sports the same graphics package as Jordan Graham’s winning race bike from last year’s Mint 400 and brings different finishes to the table. 4. 2022 Husqvarna Svartpilen 401: $5,299 Related: Svartpilen 701: $9,499 The Swedish approach to scrambling means a sleek silhouette, a lively engine, and chunky tires. (Husqvarna Motorcycles/ R Shedl /)Husky’s scrambler-like approach to its small-displacement bikes resulted in this amalgam of urban and chunky. But being that it’s based on KTM’s tried-and-true 390 platform, the Svartpilen 401 is a thoroughly competent streetbike, even if some consider it to be entry-level. The slim yet ruggedized profile rides on a pair of 17-inch spoked wheels bracketing a liquid-cooled 373cc single-cylinder engine (like the one on the KTM 390 Duke). An off-road-style handlebar and risers gives the Svart an upright riding position, and the nonadjustable suspension consists of a 43mm USD cartridge fork with a monoshock out back. While 43 peak hp doesn’t sound like a lot, the punchy single makes the bike’s 333-pound dry weight feel like almost an afterthought and the smaller Svart also brings a raft of modern features, especially for the price—ride-by-wire, a Power Assist and Slipper Clutch (PASC), and Easy Shift, which allows you to row through the gears without touching the clutch. ByBre dual disc brakes are also paired with switchable ABS and there’s a supermoto mode, which lets you lock and slide the rear wheel. But despite the Pirelli Scorpion Rally STR tires, make no mistake about this bike’s intended playground. 5.5 inches of suspension travel on either end isn’t terrible, but it also means you won’t venture too far off the asphalt-sealed path. 5. 2022 Indian FTR Rally: $13,999 The Rally is the sole model in Indian’s FTR series to keep the taller front tire for 2022; it’s also the only one with knobbies. (Jeff Allen/)Another scrambler-style bike in name only, the rorty FTR Rally builds on a street-biased chassis and adds a hint of off-road functionality. Indian says the Rally is “scrambler inspired,” which meant adding a bit more chunkiness to the original’s retro flat-track look. The Rally also keeps its 19-inch front and 18-inch rear spoked wheels to make the case for better off-road adaptability, while the other FTRs finally confessed to their street biases and adopted 17-inchers all around this year. The Rally continues the scrambler formula via aluminum wire-spoked wheels and knobby Pirelli Scorpion Rally STR tires, buttressed by higher ProTaper handlebars for more upright ergos. There are 5.9 inches of travel on both ends of the nonadjustable suspension to soak up some of the smaller stuff, but this is a bike that weighs 527 pounds fully fueled, so keep that in mind if/when you venture off the boulevard. The 1,203cc V-twin is an otherwise willing accomplice though, especially on the street, where its 120 hp and 87 pound-feet of torque on tap will move the mass easily. Be aware though: If you do intend to scramble, the equipped ABS isn’t switchable and is tuned for street use. 6. 2021 Janus Gryffin 250: $7,895 Handmade to order in Goshen, Indiana, the Janus Gryffin Scrambler brings simple lightweight design, but at a price. (Janus Motorcycles/)If you’re looking for something scrambler-styled that’s uniquely vintage-y yet semi-custom all at once, Janus’ made-to-order Gryffin 250 might fit the bill. The light, small-displacement thumper is the most dirt-oriented of the Janus models, outfitted with a high pipe with heat shield, aluminum skid plate, and aluminum wire wheels with stainless spokes and aggressive dual sport tires. The 266-pound (dry) weight makes it easy to manage the bike, even with just 14 hp emanating from the air-cooled 229cc OHV Chinese-made single. The Gryffin’s unique front end includes a leading link fork designed in-house and stuffed with dual progressive Ikon shocks, working with a set of dual Ikon shocks out back. But the suspension is fairly short stroke and both wheels are 18 inchers, making the Gryffin primarily a pavement-friendly around-towner. The Gryffin’s charm comes from its simplicity and light weight, a pairing of size and power that gives riders the confidence to coax it around easily. Everything is analog too, which definitely taps into the original spirit of scrambling. Because it’s hand-produced in Goshen, Indiana, the Gryffin isn’t exactly a bargain, but Janus says its bikes are meant to evoke the memories of a simpler time populated by simpler machines, and for some people, that’s enough. You can choose paint and a number of other options (each of which add to the $7,895 base price) and order directly from the factory. 7. 2021 Moto Morini Super Scrambler: $16,000 (est) The refined Super Scrambler runs with Pirelli Scorpion Rally dual sport tires, but this bike is made more for road duty, not the trail work. (Moto Morini/)Built mainly for the street but with a scrambler’s design language in mind, the Super Scrambler nonetheless looks like it’ll be a fun ride when (hopefully) it comes out later this summer. The road-biased design is anchored by a liquid-cooled 1,187cc twin-cam V-twin with aluminum alloy heads known as the Bialbero 1200 CorsaCorta in Moto Morini-speak, which claims to output a healthy 116 hp, and is slowed by a triple disc Brembo brake system supported by Bosch ABS. Suspension is handled by a 46mm fully adjustable inverted fork up front, with a single shock (also fully adjustable) at the rear, both attached to 17-inch spoked wheels. Those wheels won’t travel too far vertically either, with only 4.7 inches on tap up front and 4.3 inches out back, despite being shod with Pirelli Scorpion Rally STR on-off tires. It’s a great-looking bike, but the Super Scrambler is all about the scrambler aesthetic rather than offering much off-road capability, and as a streetbike, it’ll probably crush it—if it ever arrives in this country. (Moto Morini was purchased by the Zhongneng Vehicle Group in 2018 and hoped to expand into new markets, but at press time we could find no dealers in the US). 8. 2021 Royal Enfield Himalayan: $4,999 Related: Royal Enfield Bullet Trials: $5,299 The Himalayan: light adventure or heavy scrambling? Yes. (Royal Enfield/)Although the Himalayan has been roundly acknowledged and reviewed by the ADV crowd (OK, and others too), its spartan looks and retro roots are undeniable. Just strip off the bags and shield and you may as well be looking at a scrambler. Wait a minute—in stock form, the Himalayan doesn’t come with luggage, so you’re halfway to a scrambler right off the bat. Well, more like a chunkier dual sport, especially when you consider that with a 21-inch spoked front wheel and 19-incher out back, supported by a healthy 7.9 inches of travel from the 41mm fork, and an equally impressive 7.1 inches on the back monoshock, the Himalayan is already set up for success on the off-roady bits of your journey. Throw in the fact that seat height is just shy of 32 inches and the bike weighs just 440 pounds and change wet, and you can see why the Himalayan is one of Enfield’s best-selling models. There are some downsides though, mainly owing to the fact that the 411cc single is not exactly a rocket, but all things considered the Himalayan could very well make for a cool scrambler project, especially given the low buy-in. If you’re still not convinced the Himalyan fits the scrambler ethic, there’s the company’s more focused 499cc Bullet Trials 500 model—which unfortunately isn’t available in North America this year. Enfield’s Bullet Trials 500 model brings a more focused scrambler vibe, but it’s not available in the US for 2021. (Royal Enfield/)9. 2021 Triumph Scrambler 1200 XE: $15,400 Related: Triumph Scrambler XC: $14,000 / Triumph Scrambler XE Steve McQueen Edition: $16,400 Triumph’s Scrambler 1200 XE has one of the best spec sheets in the class. The Steve McQueen Edition (pictured) is built on the same base. (Triumph Motorcycles/)Triumph boasts no fewer than five separate scrambler models for 2022 (though most are just trim variants), each one with classic silhouettes and a retro design. The Scrambler 1200 XE, though, is the top of the line, and it’s even been called a naked adventure bike by some—for good reason. This higher-spec 1200 boasts recognizable off-road elements like a 21-inch front wheel, wide handlebar, and twin high-mount pipes, all positioned around Triumph’s high-power 1,200cc parallel-twin engine putting out a claimed 81 pound-feet of peak torque at 4,500 rpm and 90 hp at 7,250 rpm. You also get higher-zoot stuff like cornering ABS and cornering traction control managed by an inertial measurement unit, Off-Road Pro mode for advanced riders, and longer-travel suspension, with the larger 47mm fully adjustable Showa USD fork offering close to 10 inches of wheel travel and the Öhlins twin spring rear shocks providing the same. If you can handle the tallish seat, top-heavy weight distribution, and that mass—close to 500 pounds here—it may be just the ticket. The XE nails the scrambler aesthetic and pairs it with an almost ADV-level of off-road capability. If you’re on the hunt for something less laser-focused, the lower-priced, lower-to-the-ground, and more streetable XC model would be a good option. And if you’re looking to score pop culture and exclusivity points, the XE-based, also highly capable Steve McQueen Edition will empty your wallet to the tune of $16,400. 10. 2022 Triumph Street Scrambler: $11,000 Related: Triumph Street Scrambler Sandstorm: $11,750 The lower and more casual Street Scrambler has the scrambler cosmetics down pat but is a better choice for paved adventures. (Triumph Motorcycles/)The big 1,200cc Scramblers can scratch your off-road itch if you’re serious about soil surfing, but if you spend most of your days on pavement, they might be overkill. The 900cc Street Scrambler is the obvious choice for that scenario; Triumph itself calls this model an “urban scrambler,” which you can take to mean a somewhat heavy streetbike fitted with choice accessories from the parts catalog. Although the now-Euro 5-compliant parallel twin liquid-cooled Bonneville engine spits out a comfortable 65 hp, the 4.7 inches of travel on either end of a 490-pound bike with 85 percent road-biased rubber doesn’t necessarily make for a good combination on singletrack. The 2022 Street Scrambler Sandstorm rolls with premium add-ons - high fender, knee pads, headlight grille, etc - but is essentially the same bike with a different paint job (and a higher price). (Triumph Motorcycles/)But credit to Triumph for doing a great job with the cosmetics, accessories, and fit and finish—the Street Scrambler certainly nails the scrambler visuals, with high-mounted twin pipes, wide bars, and wire-spoked wheels (a 19-incher up front) wrapped in Metzeler Tourance tires designed primarily for the street but good for some light off-roading, all capped by that classic Triumph profile. The bike’s fairly well-equipped as well, with four-piston Brembo brakes, three ride modes, and switchable traction control and ABS as standard. You’d be wise to keep your bomb sessions to flat gravel roads; the Street Scrambler, as its name suggests, is more at home on the asphalt. The new Sandstrom edition adds more premium accessories and graphics, but underneath is the same bike. Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)One of the great pleasures of walking around bike-racing paddocks is the opportunity to meet and talk with a surprising number of engineers and scientists. Many of their careers began with curiosity about that available, invitingly complex, and in-human-scale technology we know so well—the motorcycle. The same applies to many of Cycle World’s readers, whose comments appear on the CW website. A few who stand out: the inventor of the Gunn diode (microwave source on a chip); a neurosurgeon; a man who worked on the creation of NASA’s large vacuum rocket engine test chamber at Tullahoma, Tennessee; another who designed large magnet assemblies for high energy physics; a retired Israeli automatic weapons designer; and a Corvette suspension engineer. All had much to say. Are Two-Strokes Emissions Disasters? This variety and the number of comments on my recent piece concerning two-strokes suggest that reader ctromley’s efforts to save our souls—urging us to “let it go” because the simple two-strokes of the 1970s were emissions disasters—fail to consider that world trade is propelled by huge two-stroke marine diesel engines delivering a remarkable efficiency of just above 50 percent. Even if that weren’t so, many people remain fascinated by two-strokes, to the degree that several direct fuel injection and transfer injection two-strokes not only exist but meet present-day emissions standards. Yes, those simple 1970s two-strokes did waste 30 percent of their fuel, a steep price to pay for their simplicity. Yet aren’t four-strokes also wasteful in their own right? Instead of efficiently delivering their charge air by means of a small rotary blower, as two-stroke marine diesels do, the four-strokes require their massively strong power pistons to waste half their time acting as low-pressure gas exchange pumps during their intake and exhaust strokes. This “half-timing” is what made early 1970s four-stroke GP bikes (mainly MVs) so vulnerable: once two-stroke breathing reached a serious level, a four-stroke had to rev twice as high to make equal power. Honda put huge effort and millions of dollars into its oval-piston NR500, aiming for 23,000 rpm. Despite a series of redesigns innovations like slipper clutches to soften engine-braking, the NR never won a single GP point. Scholarly reader Basil traces the opposed-piston two-stroke diesel from the German Junkers aircraft onward through time to tank engines of the present era, complete with references. Perhaps he will throw light on this one: In World War II it was the “backward” Russians who gave their T-34 tank a V-12 diesel engine, while Germany, the mother country of compression ignition, continued to fuel their armor with gasoline, despite the greater risk of fire. Why? The Issue of Two-Stroke Run-on Another reader, ccRoselle, speaks of two-stroke engines operating despite “random spark.” I wonder if this refers to the ability of two-strokes to “run on,” even with their ignition switched off and plug leads pulled. This used to happen frequently in our dealership—coming from the shop we’d hear an engine’s sound rise as it revved off its tach—the mechanics knew the only thing they could do was close the tank petcock and wait. Because two-strokes all naturally retain some exhaust gas cycle-to-cycle, this run-on is just an accidental version of what is now hailed as “HCCI” or homogeneous charge compression ignition. The retained exhaust gas adds heat and active chemical species to the fresh charge, and the extra heating that occurs in compression leads to auto-ignition. Read about Mazda’s Skyactiv HCCI developments. Those who were driving cars during the stutter-and-stall era of emissions controls (around 1977, when carburetors were enveloped in Medusa-like masses of black hoses) will remember that great big V-8s, when being switched off, would sometimes continue to run spasmodically (often backward!) before finally heaving a great shudder and stopping. It was the same basic cause: Intake air leakage, hot exhaust gas, and active chemical fragments retained from cycle-to-cycle, all acting as an ignition source as the piston neared TDC on its compression stroke. Another scholarly observation comes from motojournalist Michael Esdaile, writing about the origins of the tuned exhaust pipe (aka expansion chamber) that enabled simple crankcase-scavenged two-strokes to dominate all GP roadrace classes by 1975. Rolf Eriksson reminds us that if a fuel lacks natural volatility, preheating it can help. Some snowmobile carburetors were cored for engine coolant to assist in fuel vaporization in severe cold. And during Formula One’s 1980s turbo era of anti-knock toluene-based fuel, Honda preheated that fuel in a heat exchanger on its way to the injectors. In a related comment, kjell describes Yamaha’s dual-fuel commercial outboard motors. One of two tanks contained volatile gasoline, the other much less volatile but cheaper kerosene. Operators would start the cold engine and warm it up on gasoline, then switch to kero once it was hot enough to vaporize that heavier fuel. American farmers in the Great Depression of 1929 resorted to the same concept, but improvised. Italians generally recognize that the best engineers come from farm country: Farmers, having no money, have always had to think up ways to make do, substituting understanding for new parts. Gary Mathers, the former head of American Honda racing, once offered up this parable: The hay is tall, dark clouds are coming, and the baler is broken. Who can fix it? Do you call an engineer? No, because engineers study the problem for six months and then write a report. You call a farmer, because a farmer has to have that hay in the barn before the rain spoils it. Brien Smith described his idea of two sandwiched rotary disc intake valves, by which intake duration could be varied with rpm. There is at least one “down-under” engineer of the Let’s-Do-It-Today! variety who has built and tested exactly that. I am delighted that Cycle World has such a group of knowledgeable, imaginative readers. It’s like walking through the paddock again. Source

The MV Agusta Rush will cost you a whopping $40,600. (MV Agusta Rush/)In the past, motorcycle manufacturers have, sometimes justifiably, caught a lot of flak for offering up “special editions” that are little more than standard models with splash graphics. But the 2021 MV Agusta Rush is something more. The Rush was introduced as a concept bike at EICMA 2019; MV then produced 300 numbered units as a 2020 model. Just as we are emerging from our post-COVID cocoons, MV Agusta is recovering from its swampy situation. In both cases, the time is right for a cautious celebration. For MV, that means unique batches of highly refined models. Maybe these machines aren’t radical technical departures, but neither are they merely last year’s models with this year’s prices. MV Agusta’s production quality has finally reached a level appropriate to the company’s tradition and image. This is all thanks to the impressive efforts of CPE Brian Gillen and his technical team, both at the Schiranna headquarters and the San Marino CRC R&D studio. Now, MV has the quality, reliability, and performance potential that makes special-edition models like this both credible and rewarding. MV Agusta calls the Rush a “hyper naked.” (MV Agusta/)The concept bike that gave birth to the Rush was based on the Brutale 1000 RR. Given MV’s difficulties at the time, there were doubts about it ever reaching production. But those first 300 Rush models sold on the spot for a cool 34,900 euros each. MV Agusta called the bike a “hyper naked,” as it offers more performance than the typical naked bike, more exclusive styling, and supremely refined execution. The 2021 Rush is still based on the Brutale 1000 RR, but you’ll see differences right away. A beautiful metallic gray tank with carbon fiber inserts and yellow highlights suggests a charging bison. The huge 17 x 6.0 rear wheel with its formidable carbon fiber shield also makes a powerful design statement. Pirelli’s special-edition Diablo Supercorsa radials rimmed in yellow provide a finishing touch. The carbon fiber wheel shield is the most striking feature of the Rush, you can’t miss it. (MV Agusta/)There are real premium touches in components like the levers and pedals, most of them CNC machined from billet. The seat’s supporting subframe is an exclusive Rush piece, as is the carbon/titanium exhaust system. The seat itself is executed in elegant leather with Alcantara trim. The seat pan and most of the bodywork are also carbon fiber. What about the powerplant? The 2021 Rush uses a Euro 5-homologated version of MV’s 1,000cc inline-four (79.0mm x 50.9mm bore and stroke), fed by four 50mm Mikuni throttle bodies with two injectors per body. The system is interesting, using four Magneti Marelli high-flow “showerhead” injectors atop the throttle bodies and four Mikuni injectors at the bottom. The new Rush retains the previous edition’s exclusive radial valve layout distribution. But the valves are now titanium, and the cam profiles and the combustion-chamber shape are also new, along with a healthy 13.4:1 compression ratio. As in all 2021 MV Agusta engines, the inverted-cup cam followers get a special diamond-like carbon treatment to reduce friction. The subframe and tailsection is unique to the Rush. (MV Agusta/)The primary drive uses a new set of gears with an advanced tooth profile to both reduce mechanical noise and improve reliability. The whole transmission has been beefed up to handle the torque generated when using the electronic launch control. The whole injection/ignition management system has been further refined over the Brutale 1000 RR. This results in impressive horsepower and torque. How impressive? The company claims 208 hp at 13,000 rpm, with 86 pound-feet peak torque at 11,000 rpm, while upgrades to the catalytic exhaust system ensure the Rush is Euro 5 compliant. And that’s in standard trim; install the racing kit (ECU and exhaust system) and those numbers increase to 212 hp at 13,600 rpm. MV Agusta claims 208 hp at 13,000 in the standard trim from the Rush; install the racing kit and the power jumps to 212 hp. (MV Agusta/)As for the chassis, the Rush uses the same basic steel trellis frame and aluminum swingarm-mounting plates as the Brutale 1000 RR. All the chassis components are top class, starting with the 43mm Öhlins NIX EC fork, Öhlins TTX EC shock absorber, and Öhlins steering damper; all three units are electronically managed. The braking system is all Brembo, with twin 320mm rotors and four-piston Stylema calipers up front and a single two-piston caliper and 220mm rotor at the rear. The Continental MK 100 ABS system includes rear-wheel lift-up mitigation and corner braking control. There is no mistaking the Rush for the Brutale 1000 RR. (MV Agusta/)With a compact 56.4-inch wheelbase, 23.5 degrees of rake, 3.8 inches of trail, and 30mm of offset, the Rush promises a nice combination of neutral steering response, agility, and high-speed stability. Tires are a 120/70-17 front Pirelli Diablo Supercorsa radial and a massive 200/55-17 rear. Seat height is 33.3 inches, dry weight a claimed 415 pounds. Electronics are now as important as chassis numbers and cam timing in determining how a bike handles and delivers its power. The Rush’s electronic suite features all the electronic updates and upgrades as the rest of the MV Agusta 2021 models. As noted in previous Cycle World “first look” reports on the MV Agusta lineup, this latest upgrade is a big improvement, incorporating a six-axis IMU that manages traction control, ABS cornering, cruise control, launch control, and wheelie control. Along with all this comes a TFT instrument display, and through a smartphone, MV’s Ride app. This lets the rider tune, adjust, and select preferred functions and settings, and lets riders plot and share rides through the navigation system. The MV Agusta Rush’s TFT display allows the rider to tune the motorcycle via their smartphone. (MV Agusta/)The price for all this performance and style? A cool $40,600. Maybe not for everyone, but then MVs have always been exclusive machines. We’re just happy to see the grand old marque still punching hard. Source

KTM’s 790 and 890 Adventure R models are highly capable in the dirt, but we wanted better. (Jeff Allen/)The ability to get out into the dirt while using paved highways and byways makes adventure and dual sport motorcycles a dream for those looking for the best of both worlds. However, both require compromises; dual sports lack range and comfort for multiday tours, but big adventure bikes become a challenge when the trails tighten and the bumps grow bigger than a breadbox. To some degree, midsize adventure motorcycles like the KTM 790 Adventure R fill the space between dual sports and large-bore adventure rigs. So is there a way to narrow that gap even further? Is the answer to increase the comfort and range of a single-cylinder dual sport or to make an ADV rig more dirtworthy? In the quest for the ultimate one-bike garage, we chose the latter. The aforementioned 790 Adventure R, and the new 890 Adventure R alongside it, sits more in the middle than any other adventure motorcycle. Therefore, this would be our ideal base for a project with less compromise and more shred. The 790 R’s 798cc parallel twin can gobble up the miles without the drone of a dual sport’s single, and its 465-pound curb weight and 240mm (9.4 inches) of suspension travel leaves behemoths like the BMW R 1250 GS and Ducati Multistrada tiptoeing through the dirt far behind. There’s some wind protection from its small windshield, but it needs to have more protection without sacrificing style and off-road ergonomics. And in order for the bike to keep pace with today’s motocross-inspired dual sports, we would need better suspension and handling. The <em>Cycle World</em> KTM 790 Adventure R project is inspired by the 450RR rally racebikes. (Jeff Allen/)So we set out with a wish list. We soon realized that for this project, the word “budget” would pretty much go unspoken. To go fast and look good doing it takes cash—and, as we soon found out, lots of it. Inspiration for our 790 R came from the Dakar Rally, where the heroes of off-road racing put in 5,000 miles over a two-week period. Although their racing machines are single-cylinder beasts weighing nearly 100 pounds less than the 790, their forms follow the function of endurance. And they look <i>amazing</i>. To get that rally look with added wind protection, our first Facebook message was to Rebel X Sports in Italy. Manuel Lucchese, Rebel X’s owner, has turned his experience with Dakar Malle Moto (riding and racing the entire rally without mechanics) toward fitting rally towers to adventure and dual sport motorcycles. A couple of weeks later we took delivery of a box containing the Rebel X Sports Rally Kit ($2,940), which uses the headlight and windscreen from KTM’s 450RR rally racing motorcycle. Just days later the kit was installed, transforming the 790 Adventure R from insectoid to racer replica. The aluminum tower behind the KTM’s HID lights and 450 rally windscreen was now home to the 790′s stock TFT display and a $599 Trail Tech Voyager Pro GPS dash unit. There are also mounting options for a power rally roadbook, racing transponders, and rally tripmaster unit, if you happen to find yourself actually racing. Rebel X Sports’ Rally Kit uses the KTM 450RR headlights and windscreen. You can’t get any more authentic than that. (Jeff Allen/)With the rally look on point, the suspension had to cash the checks the new look was writing. While the 9.5 inches (240mm) of travel from the stock WP Xplor fork and PDS shock is excellent, unrivaled by any other production adventure motorcycle, WP Suspension has an upgrade available in the form of its Xplor Pro. With 10.6 inches (270mm) of travel, the Pro fork ($3,599) and shock ($2,199) not only increase the overall travel (and height) of the 790 R, but feature improved bottoming resistance and damping consistency under aggressive use. The fork features WP’s Cone valve tech, which replaces a traditional shim stack for damping with a conical valve that allows for stiffer settings without sacrificing initial bump compliance and comfort. The adjustablity and performance of the WP Xplor Pro suspension is unrivaled in the adventure bike segment. (Jeff Allen/)The ability to go faster over the big bumps requires proportional improvements in stability, traction, and braking. The 790 Adventure R does come with a strut-type steering damper, but it’s not enough for serious off-roading at speed. Luckily, KTM offers a rotary Scotts steering damper ($476) and mounting kit ($85) in its Power Parts catalog. This increases resistance to front wheel deflection; settings can be adjusted to your liking. Some 790 owners have gone to dirt-bike-width wheels and more aggressive DOT knobbies in search of more dirt traction. The issue with this is a serious reduction of street handling. Our answer was to install GoldenTyre GT723R DOT-legal rally tires; the rear ($180) is a 140mm width while the front is the Fatty ($142) model. To improve braking bite, Galfer Wave rotors ($332 each) and sintered pads ($42 each) were installed. Sitting behind the Fasst Company Flexx handlebars gives you a rally racer feel. (Jeff Allen/)Protecting the 790 Adventure R from the tremendous abuse we plan to inflict is a must, so a $335 AXP skid plate was bolted on. Its 8mm-thick high-density polythene plastic covers the length of the KTM’s LC8 underbelly as well as the sides of the low-slung fuel tanks. Increasing comfort for those long days without taking away from dirt ability took just a few changes to the stock running gear. A Fasst Company Flexx handlebar ($360) removes any wrist shock the WP suspension can’t by using elastomers to fine-tune how much flex suits rider needs. We installed the stiffest of the four available elastomers for both compression and rebound. We attached Fasst’s Simple Solution hand guards ($136) at the end of the bar, chucked the stock mirrors, and added a Doubletake Adventure mirror ($68) which folds away quickly and easily when off the road. To knock out any vibes on the road, we used Fasst Company’s Impact Adventure peg ($260), which has an elastomer sandwiched between the peg and cleats. Finally, our new $299 Seat Concepts Comfort seat gives us plenty of room to move around off-road while being more comfortable on long stretches. Seat Concepts’ Comfort seat improved long-range comfort with a firm and supportive place to sit. (Jeff Allen/)Finally, we took a run up the 405 freeway to Rottweiler Performance. There we picked up an Arrow RaceTech Titanium slip-on exhaust ($674) to shed some weight; but more importantly, we procured the new Pro Edition Full Intake System ($350). This removes the stock airbox and its flimsy paper filler, replacing it with a free-flowing dirt-bike-style airbox with a large oiled Twin Air foam filter. This not only gives more surface area in dusty conditions; Rottweiler claims a 10 pony gain in horsepower. Fasst Company’s Impact footpegs quelled any vibrations with elastomer between the peg cleats and the peg base. (Jeff Allen/)So that’s $13,824 in upgrades to the no-compromise 790 Adventure R. That’s $125 more than the MSRP when it was new. Ah, wait; we forgot the $70 Rottweiler Transaver shift linkage and $230 Rottweiler Rear Fender Eliminator. Make our tab $14,124, and $425 more than MSRP. Add that bill to the cost of the bike, and you have an all in cost of $27,823. Was it money well spent? As we found out in the California desert, the answer is a resounding yes. The Rottweiler Performance Pro Edition Full Intake System added more punch to the 790′s midrange and is easier to service. (Jeff Allen/)On the road the bike is more comfortable, with plenty of wind protection thanks to the Rebel X kit; fatigue from fighting the wind on your upper torso is greatly reduced. And aside from all that, well, just look at it! The Seat Concepts Comfort seat lives up to its name, though it felt firm on initial sit-down; usually I’d be squirming and standing frequently after an hour or so on the stock seat. Although we set out to build a machine with absolutely no compromises, there are in fact two: the tires. On the street the GoldenTyre GT723Rs do in fact squirm and protest under hard acceleration and braking. Interestingly, they’re more consistent and stable while turning than braking. You won’t be carving the canyons with these DOT Rally tires, but that said, they will get you to the dirt. And once on the dirt, that street squirm is quickly forgotten. The rear GT732R grabs the earth and rockets the 790 forward; the Fatty front tire is planted and sure-footed, and that confidence leads to speed. WP Suspension’s Xplor Pro suspension is the very best upgrade you can make to a 790 or 890 Adventure R. (Jeff Allen/)And speed is where that WP Xplor Pro suspension comes into play. Both the front and rear soak up small chop like a lightweight dual sport and eat knee-high whoops like a 450 desert racer. Settings are nearly perfect out of the box; I only needed to adjust the shock preload for my weight and I added two clicks of rebound damping. Up front there was a bit more work to be done for my 225 pounds, so I added three clicks of preload in each fork leg, three clicks of compression damping, and two additional clicks of rebound damping. The WP manual has clear instructions; even better, there are suggestions for every setting based on the type of ride you’re looking for. After just half an hour of fettling, the 790 Adventure R project is the best dual sport or adventure motorcycle I’ve ridden in the dirt, period. The kit does come with the limited-edition 890 Adventure R Rally, so if you can find one of the 700 examples, it’s worth the extra cash. If not, squirrel away your lunch money. It may sound like hyperbole, but trust us: The Xplor Pro kit is worth every single cent. The rest of the kit is just icing on the rich, sweet cake that is our 790 Adventure R. Rottweiler’s Pro Edition intake added a mean intake howl, and the bike does have a bit more bark in the midrange. Also, filter service is easy as pie. Fasst Company’s bars and pegs work as claimed, soaking up any vibes to my feet and keeping my wrist happy at all times. Trail Tech’s Voyager Pro is easy to read, the touchscreen is flawless even with gloves, and its real-time buddy tracking is a feature every off-roader should have. Should we take our no-compromise 790 Adventure R project racing? We think so too. (Jeff Allen/)OK, yes, it’s true: We could have bought two 790 Adventure Rs for the all-in cost of our build. But there is not one part I would want to remove for the sake of cost savings. Each piece was necessary to transform our 790 R from an already excellent adventure motorcycle to a dual sport rally racer. It really is the only bike I need in my garage. Need more proof? I now own this bike, and it is, in fact, the only one in my garage. Now, I wonder how much a rally roadbook holder costs… Project Costs Rebel X Sports Rally Kit $2,940 WP Xplor Pro fork $3,599 WP Xplor Pro shock $2,199 Trail Tech Voyager Pro GPS $599 Scotts steering damper $476 Steering damper mount $85 GoldenTyre GT723R tires, F/R $180/$142 Galfer Wave rotors $332 x 3 Galfer sintered brake pads $42 x 3 AXP skid plate $335 Fasst Company Flexx handlebar $360 Fasst Company Simple Solution hand guards $136 Fasst Company Impact Adventure footpeg $260 Doubletake Adventure mirror $68 Seat Concepts Comfort seat $299 Arrow RaceTech Titanium slip-on exhaust $674 Rottweiler Performance Pro Edition Full Intake $350 Rottweiler Performance Transaver $70 Rottweiler Performance Rear Fender Eliminator $230 Project Total $14,124 Source

Riding the 2021 Yamaha YZ450FX. (Mark Kariya/)Being that updates to Yamaha’s cross-country and enduro bikes fall one year behind those of the manufacturer’s four-stroke motocross models, the YZ450FX was due for a revamp in 2021. Sure enough, that’s exactly what the bLU cRU’s 450 off-road competition motorcycle was given. The YZ450FX was last updated in 2019, and it won Dirt Rider’s 450 Off-Road Shootout that same year, so the bike has proven its worth as a cross-country racebike model. How much better is the 2021 version? We were eager to find out for ourselves after dynoing, weighing, and measuring it, and quickly got to work testing it in the field. Don’t let its appearance fool you. Although the YZ450FX looks very similar to the 2019 and 2020 model, it is quite a bit different for 2021. (Mark Kariya/)2021 Yamaha YZ450FX Engine If you follow the YZ450F’s progression, you’ve likely noticed the 2020 model received some major engine updates that improved Yamaha’s already strong 450cc powerplant. Those same changes were applied to the YZ450FX for 2021, including a more compact cylinder head that’s also lighter by more than half a pound, different camshafts, a new piston, and a longer connecting rod. On Dirt Rider’s in-house Dynojet 250i rear-wheel dynamometer, the 2021 YZ450FX produced 53.0 hp at 9,600 rpm and 32.9 pound-feet of torque at 7,100 rpm. Perhaps the most invisible changes are to the frame. The upper rail thickness is 0.5mm thinner and the tubing in the engine cradle area is 0.5mm thicker. (Mark Kariya/)The ECU tuning is unique to the YZ450FX with off-road-specific mapping. The ability to make adjustments to the mapping via the Yamaha Power Tuner app is possible as the ECU is unlocked. The muffler, which has a baffle intended to reduce noise and smooth out the power delivery, is another YZ450FX-specific component. Being that this bike is an off-road competition model, the transmission is a wide-ratio five-speed with a low first gear and slightly lower second gear compared to the YZ450F. While the gaps between gears are slightly larger than in the motocross transmission, the engine’s strong torque completely blends them together. Naturally, the very low first is mainly a tractor gear for the tightest of sections. Second gear is good for starting and stopping, while third is mostly used for single-track riding. Its third and fourth gears are almost equal to those same gears in the motocrosser, while fifth is taller. With its more compact cylinder head, different camshafts, new piston, and 1.5mm-longer connecting rod, the 2021 YZ450FX churned out 53.0 hp at 9,600 rpm and 32.9 pound-feet of torque at 7,100 rpm on the <em>Dirt Rider</em> dyno. (Mark Kariya/)The changes Yamaha made to the engine are immediately noticeable. Right off the crack of the throttle, the power is very responsive and the seat-of-the-pants torque is amazing. It runs through the power at a reasonable rate unless you spin the rear tire, which can be easy to do. The power is strong enough that the bike can be a little hard to control in slippery conditions. The YZ450FX may not pull as long in the rpm range as a KTM 450 XC-F or Honda CRF450RX, but it will easily outdo all of its competition in terms of torque feel. Yamaha also improved on the YZ450FX’s starting capability; the engine fires to life quickly in neutral and even in gear. 2021 Yamaha YZ450FX Tunability & Mapping The ECU mapping may be specific to the YZ450FX, but there’s still an abundance of power. At times, it was seriously more than I could hang onto. Adjusting the power is incredibly easy with the Power Tuner app. Unlike the YZ450F, the base ECU maps 1 and 2 are different: Map 1 is more aggressive for high traction conditions, while map 2 is designed more around extreme conditions when traction is limited and a smoother power delivery is warranted. Even with the extra baffle in the muffler, the YZ450FX is still a fire-breather. If it’s too powerful for your liking, Yamaha’s free Power Tuner app gives you the ability to wirelessly adjust the ECU mapping with your smartphone (Mark Kariya/)Selecting either map is easy and can be done on the fly. I tried both maps and made several adjustments, but I ultimately preferred map 1, with a few changes. My main goals were to achieve more controlled acceleration, better rear wheel traction, and less engine-braking. I would have liked to improve rear wheel traction a little more, because with the huge amount of power this engine is capable of delivering, you have to be careful not to give it too much throttle, especially if you are not going in a straight line. 2021 Yamaha YZ450FX Suspension Like the rest of Yamaha’s cross-country bike lineup, the YZ450FX is spec’d with a KYB Speed Sensitive System (SSS) 48mm coil-spring fork and KYB shock. Each has off-road-specific settings including different valving and spring rates from the motocross model of the same displacement. The YZ450FX uses 4.6 Nm fork springs (compared to the YZ450F’s 5.0 Nm) and a 56 Nm shock spring (where the YZ450F is spec’d with a 58 Nm). After experimenting with several other maps, we finished with this as our favorite for the 2021 YZ450FX. Created by test rider Allan Brown using the Power Tuner app, its changes over the stock setting (all zeros) are in the same direction as Yamaha’s preloaded MX Feeling map; we just went a little further with it. More ignition timing slows the rpm rate of acceleration and adds more torque, while a little more fuel complements the torque and ignition timing. (Allan Brown/)The YZ450FX’s competition-bike nature is noticeable in the suspension, with settings that feel very close to motocross but with softer springs. While this sounds good, the YZ450FX is 8 pounds heavier than the motocrosser and therefore tends to ride a little low in the stroke. This can give the false impression that the suspension is stiff. If you’re a lighter rider, say less than 150 pounds, the stock spring rates might be OK for you; otherwise, stiffer fork and shock spring rates may be necessary. RELATED: 2021 Yamaha YZ450FX Dyno Test The suspension action is smooth and predictable throughout and offers good stability and control. Only on the biggest of impacts is there any concern of overloading it. We made some adjustments that yielded noticeable improvements in performance and comfort by stiffening the compression and opening the rebound front and rear. For the most part, we were trying to get the bike to ride higher in the suspension travel to provide a plusher, more comfortable ride. With a suspension setup that resembles one that is intended for motocross yet with softer springs, the YZ450FX’s KYB Speed Sensitive System (SSS) 48mm coil-spring fork and KYB shock ride a bit low in the stroke, which can give a false sensation of them being stiff. If you weigh more than 150 pounds, stiffer spring rates front and rear may be beneficial. (Mark Kariya/)Although we did not come up with a single best setting, as we had more than one test rider, we did get to a point where the bike was 90 percent where we wanted it. To find your own ideal setting, start adjusting in increments of two clicks on the compression and one or two clicks on the rebound, then go a few more until you feel comfortable. 2021 Yamaha YZ450FX Chassis/Handling The 2021 YZ450FX chassis may look the same as the 2019 and 2020 model, but several significant changes have been made; it now shares the same chassis as the YZ450F. The upper frame rail thickness is 0.5mm thinner; the tubing in the engine cradle area is 0.5mm thicker. The top triple clamp has a thinner shape to reduce rigidity, and the front axle features a 20 percent decrease in rigidity; both components are said to be lighter. The goal of these changes were mostly to improve comfort, as the chassis geometry has remained the same. The YZ450FX’s high intake makes it less likely to inhale any water when riding through deep creek crossings. The air filter surface area itself is a bit small and therefore requires more frequent servicing. (Mark Kariya/)The front brake has a new larger-piston caliper (up from 22.7mm to 25.4mm pistons), 22.3 percent larger brake pads, and a new front rotor with 16 percent more pad contact area. The new 240mm rear brake rotor is 5mm smaller than the prior disc, while Yamaha claims the rear brake caliper and hanger assembly are lighter. The engine mounts are cross-country specific in an effort to improve stability and comfort over obstacles of all shapes and sizes. The current-generation YZ450FX has a stable chassis with good cornering ability and a very distinct feel; you quickly realize it is still a full-on competition bike while riding off-road. The wheelbase feels somewhat shorter than a KTM 450 XC-F or Husqvarna FX 450, but not as short as a Honda CRF450RX or Kawasaki KX450X. Sitting on the bike certainly provides a sitting-in feel, which can easily be offset with a taller seat foam if so desired. The lower pocketed seat is not well suited for taller riders but Yamaha offers a tall seat that is 0.75 inch taller than stock. Being that it’s an off-road bike, we wish the YZ450FX came with hand guards, but that is a relatively inexpensive item that can be easily sourced. (Mark Kariya/)Although the YZ450FX’s fuel tank is 0.6 gallon larger than the YZ450F’s, the ergonomics are no different. Yamaha’s reverse engine design and their ability to extend the fuel tank lower instead of higher help keep it from protruding upward or outward at the front like the Honda CRF450RX’s. Overall, the YZ450FX is still a touch wider in the center portion of the bike between your knees when standing in comparison to the Austrian bikes. A rider 5-foot-10 or shorter will fit well on the bike; however, a taller pilot may want to try a taller seat foam; Yamaha offers a fully assembled version of its own that is 0.75 inch taller than stock. The handlebar position is widely adjustable, as the triple clamps have two mounting positions and allow the mounts to rotate forward or backward. These four different positions let riders move the bar a total of 36.5mm fore and aft. How Does the 2021 Yamaha YZ450FX Ride? The YZ450F has been a top finisher in many previous Dirt Rider 450 Motocross Shootouts, but the YZ450FX has been a bit of a sleeper bike when it comes to off-road competition. It has a stable chassis, good cornering ability, and an absolute monster of an engine. Why wouldn’t you consider it? Strangely, it seems the YZ450FX is perceived as being big and lazy, which is certainly not the case. In fact, its design gives it a very planted feel while riding, helping it find traction in the slipperiest of conditions. Overall, the 2021 Yamaha YZ450FX is undoubtedly an off-road racing weapon. Off the showroom floor, it’s doubtful you’ll need more power than the YZ450FX delivers, though you may want to consider changing the suspension spring rates to match your weight. But overall, this bike is super strong, stable, and planted. You can ride the YZ450FX a little harder with confidence, knowing that when you make a mistake, the bike is more recoverable and won’t penalize you the way a Honda might. With its absolute monster of an engine, stable and planted chassis, and free ECU tunability, the YZ450FX is nothing short of an off-road racing weapon. (Mark Kariya/)Gearbox Helmet: Shoei VFX-EVO Goggle: Scott Prospect Hydration Pack: Fly Racing XC 30 Jersey: Fly Racing Evolution DST Gloves: Fly Racing Evolution DST Pant: Fly Racing Evolution DST Boots: Alpinestars Tech 10 Supervented 2021 Yamaha YZ450FX Specifications MSRP: $9,699 Engine: DOHC, liquid-cooled single-cylinder; 4 valves Displacement: 449cc Bore x Stroke: 97.0 x 60.9mm Compression Ratio: 13.0:1 Transmission/Final Drive: 5-speed/chain Dirt Rider Measured Horsepower: 53.0 hp @ 9,600 rpm Dirt Rider Measured Torque: 32.9 lb.-ft. @ 7,100 rpm Fuel System: EFI w/ 44mm throttle body Clutch: Wet, multiplate; cable actuation Frame: Bilateral beam aluminum Front Suspension: KYB Speed Sensitive System (SSS) coil-spring fork, compression and rebound damping adjustable; 12.2 in. travel Rear Suspension: KYB shock, spring preload, high-/low-speed compression damping, and rebound damping adjustable; 12.5 in. travel Front Brake: Nissin 2-piston caliper, 270mm disc Rear Brake: Nissin 1-piston caliper, 240mm disc Tires, Front/Rear: Dunlop Geomax MX33; 80/100-21 / 120/90-18 Rake/Trail: 27.0°/4.6 in. Wheelbase: 58.3 in. Ground Clearance: 12.6 in. Dirt Rider Measured Seat Height: 37.6 in. Fuel Capacity: 2.2 gal. Dirt Rider Measured Wet Weight: 256 lb. Availability: Now Contact: yamahamotorsports.com Source

Yamaha’s 2022 YZF-R7 fills a void left by the absence of the YZF-R6. (Yamaha/)Back in March we revealed that Yamaha was planning a new middleweight supersport bike derived from the MT-07 that would revive the legendary YZF-R7 name tag—and now that’s precisely what Yamaha has launched. While the choice of name is likely to upset some purists who might see a 72 hp 689cc parallel twin as an unworthy holder of the title, the new R7 is actually an intriguing bike in its own right that usefully plugs a gaping hole in Yamaha’s range between the YZF-R3 and the YZF-R1. The YZF-R6 that previously bridged that gap is only available as a 2020 model and no updated version is expected. While sharing much with the MT-07, the YZF-R7 is a much more focused and serious sportbike. (Yamaha/)On the surface, the new YZF-R7 doesn’t disappoint. While rival middleweight sport models like Kawasaki’s Ninja 650 hedge their bets by using relatively high-mounted bars and subdued styling, the R7′s appearance is just as aggressive as the YZF-R1 that its buyers may aspire to own in the future. Low clip-on bars, rearset pegs, and styling that apes Yamaha’s YZR-M1 MotoGP machine leave no doubt; it might have a modest engine, but it’s still a serious sportbike. Underneath that bodywork lie the major mechanical parts from the MT-07. The 689cc CP2 parallel-twin engine, named after the crossplane crankshaft that gives a firing interval that emulates a charismatic 90-degree V-twin, sits in a tubular steel frame with aluminum center braces at the swingarm area to add more rigidity. Yamaha’s US marking material doesn’t mention any figures for the engine, but in Europe it’s claimed to make 72.4 hp at 8,750 rpm and 49.4 pound-feet of torque at 6,500 rpm—exactly the same numbers that are claimed for the MT-07. It’s coupled to a lower set of gear ratios in the R7 to improve acceleration, via a new assist and slipper clutch. An upshift-only quickshifter is available as an option. Don’t let the similarities with the MT-07 fool you; the R7 will offer a very different riding experience. The chassis geometry is tweaked to give a steeper rake at 23.4 degrees, down from 24.5 degrees on the MT, and a shorter 54.9-inch wheelbase. That’s largely down to the fork, which is a new 41mm upside-down KYB unit with adjustable preload, compression, and rebound damping, mounted in a forged alloy lower and cast alloy upper triple clamp. Adjustable suspension, clip-on bars, and forged lower triple clamp hint at the sporting potential of the YZF-R7. (Yamaha/)The rear suspension, adjustable for rebound and preload, is also optimized for the R7, and the bike’s ergonomics put more of the rider’s weight over the front. Braking comes from four-pot radial-mount calipers and twin 298mm discs at the front, coupled to a Brembo radial master cylinder. The styling follows the lead of Yamaha’s other recent R-series bikes by hiding the headlights to give a convincing impersonation of a racebike. Where the R1 and R6 put their LED lamps under the nose, the R7 hides its single main headlight unit inside the M1-style air intake, while the marker lights on either side of the nose blend almost invisibly into the styling when they’re switched off. The 3.4-gallon tank is new, mimicking the shape of the MotoGP bike’s unit right down to the gill-like strakes on its shoulders, and the seat unit is similarly M1-inspired, with a small pillion pad flanked by air intakes and LED taillights set into the rear. The MotoGP look doesn’t just help the aesthetics; it’s efficient too. The R7′s bodywork is actually slimmer than any other “R” model bike, including the smaller R3 and even the tiny R125 that’s offered in European markets. That makes for a tiny frontal area that boosts top speed by around 10 mph compared to the MT-07. Yamaha claims the R7 is slimmer than any of the other R models. (Yamaha/)On board, you get a new LCD display. While it’s not the sort of color TFT setup seen on many modern bikes, it has an inverted color scheme with pale readouts on a black background. Offered in Team Yamaha Blue and Performance Black, the 2022 Yamaha YZF-R7 will cost $8,999 and will arrive in dealers June 2021. (Yamaha/)How much for all this? The MSRP of $8,999 positions the R7 a little above established parallel twins like the Ninja 650, but it’s well below the $12,199 of the YZF-R6. The new Team Yamaha Blue and Performance Black paint options also provide our first look at the color schemes that Yamaha’s other R models are likely to adopt next year. Want one? The R7 is due to hit dealers in June, so there isn’t long to wait. Source

Riding the 2021 Honda CRF300L. (Drew Ruiz/)Honda’s smallest street-legal CRF has been updated for the first time since 2017, and the same goes for the Rally version that was introduced that same year. By increasing the stroke on the engines of the CRF250L and CRF250L Rally by 8mm, Big Red has increased the displacement by 15 percent to 286cc and renamed both models to reflect that additional 36cc. Honda invited us to test the new CRF300L and CRF300L Rally on the trails, two-track, and roads outside Copper Horse Riding Ranch near Santa Clarita, California, where we spent the day riding the non-ABS models. 2021 Honda CRF300L and 2021 Honda CRF300L Rally Updates In addition to the displacement increase, engine improvements also include revised camshaft lift and timing; a new assist/slipper clutch; updated gear ratios; a different header pipe and muffler (which Honda claims are lighter and reduce sound); and a revised air filter. For the first time since 2017, Honda’s smallest street-legal CRF has been updated. The most prominent change is the engine’s 36cc displacement increase via an 8mm-longer stroke. (Drew Ruiz/)Although the larger powerplant is certainly the focal point of the new CRF300L and CRF300L Rally, the two bikes feature several additional significant updates. The frame gets a 25 percent decrease in lateral rigidity, 30mm-narrower downtube, smaller downtube gusset, 20mm-shorter main pipe, and 3.2mm reduction in the cradle tube diameter, all intended to improve maneuverability and rider feel. The revisions made to the frame and crankcase net 1.2 inches of added ground clearance. A change from steel to aluminum on the lower triple clamp results in a claimed weight savings of 1.6 ounces. The redesigned swingarm’s rigidity has been reduced by 23 percent laterally and 17 percent torsionally, while a revised cross section and 15mm decrease in pivot width contribute to the component’s weight reduction of 1.6 ounces. Fork and shock travel are increased by 0.4 and 0.6 inch respectively. The shock uses a different link, connecting rod, and new settings to suit the changes. The rear brake master cylinder and meter are new, as is the 10 percent larger kickstand foot plate, thinner rear sprocket, and hollow rear axle. Handlebar sweep has been increased, handlebar weights have been added, the front seat area and swingarm pivot cover are narrower, and the footpegs have been moved rearward. Honda claims to have decreased the overall weight of the CRF300L by 11 pounds versus the CRF250L. A less rigid frame and swingarm, additional suspension travel, and new rear brake master cylinder and meter are among the other most notable changes made to the CRF300L for 2021. According to Honda, the bike weighs 11 pounds less than the outgoing CRF250L. (Drew Ruiz/)Changes specific to the 2021 Rally version include a new 3.4-gallon fuel tank, a 20mm-wider seat rubber mounting cushion, and the addition of rubber platforms in the footpegs. The front fender, side covers, toolbox, and license plate bracket are said to be lighter. According to Honda, the CRF300L Rally weighs 9 pounds less than the previous-generation CRF250L Rally. First introduced in 2017, the CRF300L Rally enjoys all of the same updates as the standard model along with a new 3.4-gallon fuel tank, a 20mm-wider seat rubber mounting cushion, and the addition of rubber platforms in the footpegs. (Drew Ruiz/)2021 Honda CRF300L vs. 2021 Honda CRF300L Rally Engine The powerplants of the CRF300L and CRF300L Rally are identical, a 286cc fuel-injected liquid-cooled DOHC four-stroke that builds power in a smooth, linear manner. The engine’s character is fairly mellow, but it revs quickly enough to make it fun to ride in a spirited fashion. Engine-braking is detectable but not overwhelming; it can actually be beneficial, helping to slow the bike when entering turns on the road. Vibration is practically nonexistent thanks to the engine’s counterbalancer. The transmission shifts smoothly and definitively with minimal clutch input necessary. Honda’s specifications list the new CRF300L Rally weighing in at a claimed 333 pounds for the non-ABS model, which is 9 pounds less than the previous-generation CRF250L Rally. (Drew Ruiz/)At speed on pavement I found myself upshifting between 8,000 and 9,000 rpm to keep the engine in the meat of the power. Third gear worked excellently for the tighter twisty roads we encountered, while fourth had no problem pulling through the more gradual turns on the street. Sixth gear allowed a top speed of 75 mph in flatter areas, but the revs would drop away on any sort of upward incline, prompting a downshift to fifth; this proved to be the best all-around gear for most wide-open stretches of pavement. I found myself using third gear for the majority of the dirt portion of the ride, as the bike could be lugged in wider turns and still got moving fast enough for most fire road straightaways. There were some optional, somewhat technical single-track trails, and on these I spent nearly all my time in second gear, as it’s low enough to get the bike moving from a stop without too much clutch use and get it moving at an acceptable trail speed. I didn’t use first gear all that much, but it’s certainly capable of crawling at very low speeds on tight trails. The 286cc fuel-injected liquid-cooled DOHC four-stroke engine builds power in a smooth, linear manner, making it easy to ride both on and off-road. Upshifting between 8,000 and 9,000 rpm keeps it in the meat of the power. (Max Mandell/)Clutch pull is incredibly light. My trials background has given me plenty of experience with hydraulic clutches, but the CRF300L and CRF300L Rally clutch have the easiest pull I’ve ever experienced, especially impressive for a cable-actuated unit. There is no detectable fade despite its effortless pull, and I never found myself abusing it due to the engine’s more-than-sufficient torque at low rpm. Second gear is low enough for trails that are somewhat technical, while third gear is suitable for most flowing single-track. Clutch pull is nearly effortless. (Drew Ruiz/)2021 Honda CRF300L vs. 2021 Honda CRF300L Rally Suspension We began the day on the CRF300L Rally with Honda taking us on winding roads to test the bike’s pavement worthiness. Turns were initiated easily and predictably, and the bike maintained plenty of lean angle traction throughout corners. Transitioning to the dirt with some two-track and fire roads gave us an opportunity to see what the nonadjustable Showa 43mm inverted fork and Showa shock were capable of. Both components provided an ultraplush feel over small bumps and rain ruts. The nonadjustable Showa 43mm inverted fork and Showa shock adjustable only for preload offer tons of comfort over small bumps and rain ruts. Because the shock is a bit soft, it has the tendency to travel quickly through the stroke on minor G-outs, especially on the Rally model. (Max Mandell/)The shock is noticeably softer than the fork; this becomes even more apparent when hitting minor G-outs that are two or more feet tall, as the rear rebounds rather quickly and pitches the bike forward. The CRF300L exhibits the same behavior, but to a lesser extent. It didn’t take long for me to begin slowing down for such obstacles. The shock is only adjustable for preload, and this is definitely a situation where a rebound clicker would come in handy. The rear’s soft and springy feeling is even noticeable while sitting on the bike when parked. 2021 Honda CRF300L vs. 2021 Honda CRF300L Rally Chassis/Handling The CRF300L Rally’s trail manners are decent, though its lean angle traction leaves something to be desired. This is especially evident in looser dirt, where the front end has somewhat of a vague feel with a tendency to occasionally push when leaned over too far—which is not actually that far. At first I chalked this up to the road-oriented IRC Trails GP dual sport tires. However, although knobby tires would certainly improve traction in the dirt, a later ride on the standard CRF300L showed that they weren’t completely to blame. The Trails GP rubber certainly doesn’t offer gobs of traction in the dirt on either bike, but the standard model was much more confidence inspiring to lean. Even with road-oriented IRC Trails GP dual sport tires, the CRF300L is plenty capable in the dirt. (Drew Ruiz/)The contrast in shock performance and off-road handling capability between the CRF300L and CRF300L Rally had me asking Honda staff concerning differences in spring rates and valving. Although they were unable to confirm if there were any internal suspension differences between the two trims, they did note that a model like the Rally, which weighs a claimed 24 pounds more than the standard version, usually has stiffer fork and shock spring rates to accommodate for the extra poundage. I would accuse the Rally model’s additional weight, most of which comes from components positioned farther forward on the bike, of playing a role in its comparatively lackluster off-road handling capability. Another noticeable difference is in the seat heights. The standard model is noticeably lower and its seat has less of a pocket at the front, making it easier to move forward and back on. The Rally’s seat is taller but has more of a dip at the front. The Rally’s larger fuel tank causes the bike to feel slightly wider while sitting. The handlebar seems a touch swept-back while standing, but not enough to make me want to adjust it. The CRF300L Rally weighs 24 pounds more than the standard model according to Honda’s claimed specifications. The additional weight makes the bike less maneuverable and not as confidence inspiring to lean compared to the CRF300L. (Max Mandell/)Despite the Rally having a 40mm-larger front brake disc than the standard model, I did not detect a major difference in braking power between the two. However, the CRF300L had been ridden more by the time I hopped on it in the afternoon, so the front brake may have felt a bit more powerful merely because the pads were more thoroughly broken in. The pull at the lever is progressive on both machines, offering a fine balance between being powerful enough to bring the bike to an abrupt stop on the street yet not so grabby that the front end washes out easily in the dirt. Should You Buy the 2021 Honda CRF300L or 2021 Honda CRF300L Rally? When Honda explained the CRF300L Rally is designed more for the road-going rider, I assumed this was mostly due to its 1.3-gallon-larger fuel tank, the frame-mounted windscreen, and the rubber platforms in the footpegs. However, after spending hours at the controls of both bikes, I realized their performance in the dirt reflects the type of rider each bike is designed for. While it may seem contrary that a motorcycle that takes appearance cues from Ricky Brabec’s CRF450 Rally works bike is less capable in the dirt than its standard model counterpart, the CRF300L Rally is still a viable option for those whose dirt desires don’t go far beyond two-track and fire roads. While it can certainly handle more challenging off-road terrain in the hands of the right rider, those who only ride on the road to connect from one single-track trail to the next would be better off buying the CRF300L and saving $750 over the Rally. With that money they could invest in more aggressive off-road tires, hand guards, a skid plate, and other items that would further enhance the CRF300L’s capability in the dirt. Honda explained it designed the CRF300L more for off-road use than the CRF300L Rally. Our testing revealed that to be the case, but more so than we expected. (Drew Ruiz/)Gearbox Helmet: Arai VX-Pro4 Goggle: Oakley Airbrake MX Hydration Pack: Fly Racing XC 100 Jersey: Fly Racing Evolution DST Gloves: Fly Racing Evolution DST Pants: Fly Racing Evolution DST Boots: Alpinestars Tech 7 Enduro 2021 Honda CRF300L Specifications MSRP: $5,249 / $5,549 (ABS model) Engine: DOHC, liquid-cooled single-cylinder; 4-valve Displacement: 286cc Bore x Stroke: 76.0 x 63.0mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: EFI w/ 38mm throttle body Clutch: Wet, multiplate slipper/assist; cable actuation Frame: Steel Front Suspension: Showa 43mm inverted fork, nonadjustable; 10.2 in. travel Rear Suspension: Showa shock, spring preload adjustable; 10.2 in. travel Front Brake: Nissin 2-piston caliper, 256mm disc Rear Brake: Nissin 1-piston caliper, 220mm disc Tires, Front/Rear: IRC Trails GP; 80/100-21 / 120/80-18 Rake/Trail: 27.5°/4.3 in. Wheelbase: 57.2 in. Ground Clearance: 11.2 in. Claimed Seat Height: 34.7 in. Fuel Capacity: 2.1 gal. Claimed Wet Weight: 309 lb. / 311 lb. (ABS model) Availability: Now Contact: powersports.honda.com 2021 Honda CRF300L Rally Specifications MSRP: $5,999 / $6,299 (ABS model) Engine: DOHC, liquid-cooled single-cylinder; 4-valve Displacement: 286cc Bore x Stroke: 76.0 x 63.0mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: EFI w/ 38mm throttle body Clutch: Wet, multiplate slipper/assist; cable actuation Frame: Steel Front Suspension: Showa 43mm inverted fork, nonadjustable; 10.2 in. travel Rear Suspension: Showa shock, spring preload adjustable; 10.2 in. travel Front Brake: Nissin 2-piston caliper, 296mm disc Rear Brake: Nissin 1-piston caliper, 220mm disc Tires, Front/Rear: IRC Trails GP; 80/100-21 / 120/80-18 Rake/Trail: 27.5°/4.3 in. Wheelbase: 57.2 in. Ground Clearance: 10.9 in. Claimed Seat Height: 35.2 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 333 lb. / 337 lb. (ABS model) Availability: Now Contact: powersports.honda.com Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)There is a direct relationship between wheelbase length, which is typically in the range of 48 to 65 inches, and quickness of steering response. This is easy to understand. When you deflect the steering, the front wheel begins to steer off the vehicle’s previous direction at X inches per second. This sideways movement of the front wheel steers the rear wheel by using the wheelbase as a lever. The shorter the lever the more the rear wheel is steered and vice versa. The same is true of stability. When a disturbance (bump, wind gust) gives the front wheel an accidental steer input, a long wheelbase reduces the degree to which this also steers the rear wheel. In the early 1970s, when engine power was rising steeply, high-speed weave became a problem (side-to-side swing of the rear wheel at two-to-three cycles per second). The standard “cure” back then was to lengthen the wheelbase. In certain applications the quickest possible steering is required. Look at a classic Harley XR-750 dirt-tracker. What hits you is that front and rear wheels are as close to the front and rear of the engine/transmission unit as they can possibly be. Dirt track shaped that motorcycle over its successful 47-year racing career, so that short wheelbase is no accident. A motorcycle like the Hayabusa is given a long wheelbase to increase stability, but that can make steering response slower than on a short-wheelbase motorcycle. (Suzuki/)On the other hand, the lack of weight on the front wheel of certain designs has forced the adoption of a response-slowing longer wheelbase and “highly stable” (nice way to say sluggish) steering geometry. This describes Ducati’s classic 750 bevel-drive twins. The near-horizontal front cylinder pushes engine mass rearward, so to restore a degree of front/rear weight balance, the wheelbase was extended to an American-LaFrance-like 60 inches. Because wobble and weave oscillations are damped by the footprint areas of the tires, and because of the limited weight and smallish footprint up front, this bike was further stabilized by a large 31-degree steering rake angle (today something in the range of 23.5–25 degrees is usual) and a highly stable, and slow-steering, trail distance of 4.5 inches. This bike was successful in its day because it was stable when Japanese literbikes, with 27-degree rake angle, were definitely not. Related Content: All About Geometry When Kel Carruthers tested the Yamaha TZ750 prototype, descendants of which would win Daytona 1974–1982 inclusive, he found that the quick-steering short wheelbase wanted by Giacomo Agostini (53.5 inches) gave that 90 hp proto a scary weave at high speed. Kel called for an extra 3 inches to be added to the wheelbase by extending the swingarm. If you take your new bike to the dragstrip, one of several things that reduce E.T. is to move the rear wheel back all the way, thereby lengthening the lever by which the bike’s center of mass acts to prevent snap wheelies from spoiling the run. You also pull yourself forward. The most extreme case of this is the drag bikes that run in Pro Street, which are given mile-long swingarms. Despite all that leverage, they can still wheelie thanks to the combo of turbocharging and pavement shiny with glue. Just after 1900, Belgian arms maker FN produced a bike powered by an inline-four with its crankshaft parallel to the wheelbase. The resulting length made the machine A) very stable, and B) a real handful on city streets made slippery by four-legged horsepower by-product. Once a rider let that long wheelbase start to swing, recovery was iffy. Related Content: Do You Really Know Your Bike’s Wheelbase? In general, the better the rider, the more likely he/she is to prefer a short wheelbase. Dick O’Brien, long Harley’s racing chief, told me years ago that when riders first got on the XR roadracer (same engine as the dirt-tracker, but different chassis) they were most comfortable with a longer wheelbase. As they adapted to the bike and their lap times dropped, they found best performance with a shorter chassis. Part of the reason for this is that the quicker the steering, the less distance is consumed by the lean-in process. Sportbikes built to win races are designed to turn and therefore have shorter overall wheelbases than a cruiser or standard streetbike. (Yamaha/)Because there are just the two basic cornering styles, bikes tend to be designed for one or the other. A bike built for a corner-speed rider such as Doug Chandler or Jorge Lorenzo needs stability to stay close to the grip limit all the way around, so it has a longer wheelbase, lower build, and stabler steering. A point-and-shoot bike (the late Nicky Hayden’s Honda RC45) is given a short wheelbase and higher engine position to achieve instant weight transfer for right-now braking and acceleration, plus very quick steering to waste the least time in transitions. Touring bikes and “production dragsters” (’Busas and ZX-14s) are given longer wheelbase, the former to civilize the riding experience, the latter to reduce taillight lens breakage. Sportbikes were given the shorter wheelbases they needed to win the Supersport races that used to sell so many bikes. Most bikes today compromise somewhere in the mid-50-inch range. Source

Within the burgeoning middleweight standard category, Honda’s 2021 CB650R ABS meets returning and emerging parallel twins and triples with its grunty inline-four, the only inline-four in the segment unless you include the higher-displacement Suzuki GSX-S750 or Kawasaki Z900. To stay competitive, Honda’s “Neo-Sports Café” middleweight sees big changes to its front suspension, Euro 5 emissions improvements, and tweaks to styling and ergonomics. The 2021 CB650R ABS is Honda’s Neo-Sports Café with a $9,199 price tag. (Jeff Allen/) The upgrade to Showa’s Separate Function Fork Big Piston is claimed to be lighter in weight and more rigid than the previous version. (Jeff Allen/)The outgoing nonadjustable Showa Separate Function Fork (SFF) is replaced with a new, also nonadjustable Showa Separate Function Fork Big Piston (SFF-BP) unit offering a sporty and firm ride quality. The front-end feel is enhanced with this change to the fork, but so is the perception of the harsher bumps on jagged tarmac; this is something we didn’t have an issue with in 2019. The preload-adjustable Showa shock, however, is not as taut as the front end and is bouncy with a rebound damping that is slightly too quick. Its softer settings soak up bumps well enough, but considering its competition and $9,199 price tag, some rebound or compression adjustment at either end which would be useful in fine-tuning the balance of suspension action. Although the ride is now more rigid, the willingness of this bike to tip into turns thanks to that stiffness is just as addicting as the sporty power from the 649cc inline-four, as is listening to its throaty intake growl. As is standard for standards, its fairinglessness showcases the inline-four engine and lovely symmetry of the four exhaust header pipes. A larger-bore tailpipe (now 1.5 inches) inside the muffler is a 2021 change. (Jeff Allen/)The CB enjoys spinning at high revolutions, making its 81.90 peak horsepower at 10,870 rpm and 42.97 pound-feet of torque at 7,960 rpm. Although vibration is felt at 7,000 rpm, push the bike past 8,000 and the buzz diminishes while the engine continues to provide a steadily increasing power. Aggressive riders will be entertained by the opportunity to push it to high rpm and draw out more of its raucous energy, but the linear way the power is delivered means the bike is also accessible to riders climbing the displacement ranks. 2021-Honda-CB650R-Action.jpg | Less vibration, more smiles. Pass the buzz at the 7,000 rpm mark for more tempting thrills. (Jeff Allen/)Although the CB’s engine received updates to keep it up to Euro 5 standards; Honda says it doesn’t lose any performance. This claim is backed up by our numbers: The CB650R produced 80.55 hp at 11,000 rpm and 42.14 pound-feet of torque at 8,160 rpm when it ran on our dyno in 2019. This year’s recorded peak numbers are higher, though the increase is negligible. 2021-Honda-CB650R-Tailsection.jpg | The sporty new tailsection has a muscle car’s window louver vibe to it. (Jeff Allen/)Standard rider aids include Honda’s Selectable Torque Control (aka traction control), which helps manage rear-wheel traction and can be toggled on and off with a switch at the handlebar. ABS is also standard, and thanks to large dual 310mm discs and four-piston calipers, coming to a stop is uncomplicated; there’s an excellent feel with just a single-finger pull on the lever. Clean, modern lighting. (Jeff Allen/)In keeping with a minimalist contemporary look, Honda keeps it fresh with its LED lighting package for 2021, suspending the rear LED turn signals on a new, sportier license plate mount. The rectangular LCD display is now angled differently to help with visuals under full sun, and while featuring a modern white-on-black display, it’s beginning to fall behind competition like the Trident 660, which brings a full-color TFT and optional phone connectivity to the mix for a lower starting MSRP. I have to give Honda credit though; the display is thin and sleek, maintaining that minimalist neo-retro look. The 32-inch measured seat height is also reasonably approachable (it’s decimal points taller than its beginner-friendly counterpart, the CB300R, which we measured in 2019 at 31.7 inches) allowing for plenty of bend in the knee at stops for this 6-foot-tall rider. Honda has angled the handlebar slightly forward (three degrees) and that reach is easy. The tank’s width between the knees is not excessive, considering there’s an inline-four beneath; the rider geometry makes a comfortable and sporty riding posture overall. 2021-Honda-CB650R-Action-2.jpg | Although handlebar angle has changed slightly, the ergonomics are comfortable for a sporty ride through the canyons. ( Jeff Allen/)Even with a growing number of competitors in the middleweight standard category, the 2021 Honda CB650R takes a firm stand as a compact inline-four offering modern minimalism for a somewhat high $9,199. Comparatively, the new three-cylinder Trident 660 is $8,095 and twin-cylinder MT-07 is $7,699. Regardless, this motorcycle has the grunt and handling to deliver thrilling riding along with up-to-date looks and electronics to meet ever-stringent rider demands. The inline-four makes the CB650R unique in the middleweight displacement range. Is that enough to fix buyers’ attention? (Jeff Allen/)2021 Honda CB650R ABS Specs MSRP: $9,199 Engine: DOHC, liquid-cooled in-line four-cylinder; 4 valves/cyl. Displacement: 649cc Bore x Stroke: 67.0 x 46.0mm Compression Ratio: 11.6:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 81.90 hp @ 10,870 rpm Cycle World Measured Torque: 42.97 lb.-ft. @ 7,960 rpm Fuel System: PGM-FI w/ 32mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Full transistorized Frame: Twin-spar, steel-diamond frame Front Suspension: 41mm inverted Showa Separate Function Big Piston (SSF-BP) fork; 4.25 in. travel Rear Suspension: Showa Single Shock, preload adjustable; 5.0 in. travel Front Brake: Nissin radial-mount 4-piston calipers, dual 310mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, single 240mm disc w. ABS Wheels, Front/Rear: Cast aluminum Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 32.0º/4.0 in. Wheelbase: 57.0 in. Ground Clearance: 5.8 in. Cycle World Measured Seat Height: 32.0 in. Fuel Capacity: 4.1 gal. Cycle World Measured Wet Weight: 445 lb. Contact: powersports.honda.com GEARBOX: Helmet: Shoei RF-SR Jacket: Cortech Apex V1 Jacket Pant: Cortech Delray Jean Gloves: Cortech Apex V1 ST Gloves Boots: Cortech Chicane Air Shoe Source

In recent years Kawasaki has rolled out a number of new small-displacement motorcycles, offering consumers affordable options to get on two wheels. Three of them arrived in 2020 in the form of the KLX230, KLX230R, and KLX300R, turning a lot of heads. This year, Kawasaki took the KLX250, its veteran dual sport, applied some hardware from the KLX300R, and created the KLX300. We tested Team Green’s latest dual sport in different areas around SoCal to see how it rides on the trail and pavement. Riding the 2021 Kawasaki KLX300 in the mountains of SoCal. (Jeff Allen/)2021 Kawasaki KLX300 Engine The KLX300 powerplant is largely the same as the outgoing KLX250′s, but is bored out by 6mm, resulting in a 43cc displacement increase to 292cc. It features the same cam profiles as the KLX300R off-road model, which are intended to deliver a smooth, quick-revving engine character and top-end performance. Replacing the outgoing KLX250 is Kawasaki’s new KLX300 dual sport bike. (Jeff Allen/)On Dirt Rider’s in-house dyno, the KLX300 produced 23.4 hp at 8,100 rpm and 15.4 pound-feet at 8,000 rpm. In the dirt and on the street, the fuel-injected liquid-cooled DOHC four-stroke engine offers friendly roll-on power that chugs at low rpm, especially noticeable in corners, and then comes to life higher in the rpm range. Kawasaki took the existing KLX250 engine and increased the bore by 6mm, resulting in a 43cc displacement increase to 292cc. The KLX300’s camshafts are a borrowed part from the KLX300R off-road model. (Jeff Allen/)These qualities help make it capable of stretching out gears from one corner to the next in every gear except first, which is a little short especially compared to the long second gear. First is more of a crawler gear, making the bike well-suited to tight single-track trails. With the stock gearing, second gear doesn’t offer quite enough bottom-end power to effectively navigate slow-going sections of trail, meaning a downshift to first gear is necessary in such areas. With its friendly roll-on power, the KLX300 chugs at low rpm. Because of the gear ratios, first gear is required for tight trails as second gear is comparatively tall and doesn’t offer quite enough bottom-end power for such technical sections. (Jeff Allen/)As the trail opened up, third gear proved to be quite versatile. Having just enough low-end torque to lug through sweeping corners allows the rider to slowly build up the rpm before grabbing a handful on the exit. This is where the KLX300 begins to put down its best power. I found fourth gear to be useful while riding access roads. If the rider stays in third throughout the corner, shifting up to fourth allows the bike to stretch its legs on straightaways before clicking back down to third during corner entry. After a few minutes I fell into a rhythm, using third gear to navigate corners and fourth to pull me to the next. It became a predictable dance of man and machine; it takes two to tango. Fifth and sixth gear were predominantly used at highway speeds, where the KLX300 felt surprisingly at home. Carpool-lane speeds were easily achieved, and the green machine produced minimal engine vibration for a single-cylinder thanks to its gear-driven engine balancer. The fuel-injected liquid-cooled DOHC four-stroke engine comes to life in the upper rpm range and is plenty capable of stretching out gears from one corner to the next. (Jeff Allen/)2021 Kawasaki KLX300 Suspension & Chassis/Handling The suspension is notable for a dual sport with a sub-$6,000 price tag, equipped as it is with a 43mm inverted fork adjustable for compression damping and a Uni-Trak shock featuring adjustable spring preload, compression damping, and rebound damping. While putting in my initial off-road miles on the KLX300, it became quite apparent the fork was too soft, blowing through the initial part of its stroke. This was magnified under braking, and even deceleration of the engine caused the front end to dip, causing the bike to feel slightly out of balance as it took up a stink bug position. Thankfully, all it took was a simple fork adjustment to alleviate the issue. Going one click stiffer on the fork compression with a flathead screwdriver while leaving the shock alone yielded a well-balanced machine. Now, it offered good holdup in the initial part of the stroke while still being supple enough to float over small bumps and rocks. Furthermore, the feel of the bike under hard braking was drastically improved, with the fork compressing just gradually enough to provide a steady load on the front wheel. The bike really lent itself to me after the adjustment, seemingly daring me to push it harder and harder as my confidence built by the minute. The 43mm inverted fork is susceptible to diving under braking but it’s nothing a clicker change can’t solve. ( Jeff Allen/)The KLX300 is quite nimble and agile, offering intuitive handling characteristics that make navigating tight sections and corners seem effortless; the bike’s flickability is especially noticeable on single-track trails. The green machine’s off-road capability is hampered slightly by the stock Dunlop D605 dual sport tires, which don’t provide a great deal of traction in the dirt. Switching to Dunlop’s Geomax EN91 DOT-approved off-road tires is advisable for those who plan to spend most of their time away from the pavement. The KLX300 feels small and is easily manageable on the trail. Although I did enjoy the form factor, it comes at a slight cost. This bike feels especially small while standing, which causes the rider to hunch over more than normal to reach the handlebar; this would be mostly eliminated with a taller handlebar bend. While seated, the rider triangle is quite comfortable, though the distance between the footpegs and front part of the seat causes a somewhat tight bend at the knees. When the need to extend your legs arises, the elevated rear portion of the seat opens up the rider triangle a touch, offering a more relaxed riding position while slaying highway miles. The KLX300 is quite nimble and agile, especially considering its 302-pound wet weight as measured on the <em>Dirt Rider</em> scales. (Jeff Allen/)As for the brakes, a Nissin dual-piston front caliper squeezes a 250mm rotor to provide powerful stopping capability as well as plenty of feedback at the lever. When it’s time to come to a complete halt, there is absolutely no vague feeling when grabbing the front brake; a hard initial bite lets you know it’s working, though it’s very progressive. The rear brake is a Nissin single-piston caliper paired with a 240mm rotor that is equally as capable as the front and can lock up the back wheel on command at any speed. 2021 Kawasaki KLX300 Overall Impression Neither a playbike nor a full-on high-performance street-legal dirt bike like the KTM 500 EXC-F, Beta 430 RR-S, Husqvarna FE 350s, or Honda CRF450RL, the KLX300 falls much closer to the entry-level side of the dual sport bike market. Still, it’s elevated beyond mere beginner-bike status by its capable, adjustable suspension. At $5,599 for the Lime Green and $5,799 for the Fragment Camo Gray colorways, the KLX300 is a notable option for anyone in the market for an affordable, user-friendly dual sport bike offering impressive capability in stock trim, especially considering its price and its market segment. At $5,599 for the Lime Green and $5,799 for the Fragment Camo Gray colorways, the KLX300 is a capable dual sport for the price and segment it’s in. (Jeff Allen/)Gearbox Helmet: Klim F5 Koroyd Goggle: Klim Edge Off-Road Jacket: Klim Forecast Jersey: Klim Mojave Gloves: Klim Mojave Pants: Klim Mojave Boots: Sidi Crossfire 3 SRS 2021 Kawasaki KLX300 Specifications MSRP: $5,599 (Lime Green)/$5,799 (Fragment Camo Gray) Engine: DOHC, liquid-cooled single-cylinder Bore x Stroke: 78.0 x 61.2mm Displacement: 292cc Compression Ratio: 11.1:1 Transmission/Final Drive: 6-speed/chain Dirt Rider Measured Horsepower: 23.4 hp @ 8,100 rpm Dirt Rider Measured Torque: 15.4 lb.-ft. @ 8,000 rpm Fuel System: EFI w/ 34mm throttle body Clutch: Wet, multiplate; cable actuation Frame: Steel perimeter Front Suspension: 43mm inverted fork, compression damping adjustable; 10.0 in. travel Rear Suspension: Uni-Trak shock, spring preload, compression damping, and rebound damping adjustable; 9.1 in. travel Front Brake: 2-piston caliper, 250mm disc Rear Brake: 1-piston caliper, 240mm disc Tires, Front/Rear: Dunlop D605; 21 x 3.0 in. / 18 x 4.6 in. Rake/Trail: 26.7°/4.2 in. Wheelbase: 56.7 in. Ground Clearance: 10.8 in. Dirt Rider Measured Seat Height: 35.2 in. Fuel Capacity: 2.0 gal. Dirt Rider Measured Wet Weight: 302 lb. Availability: Now Contact: kawasaki.com Source

It’s a rare day that I throw a leg over a motorcycle and wish I hadn’t done the research. But upon riding the new Tiger 850 Sport, the word “detuned” was a ringing I couldn’t get out of my ear. The latest adventure commuter from Triumph is based off of the 2020 Tiger 900 GT platform but stripped of much of its gadgetry and, yes, detuned to reach a lower price point. We lose out on many of the adjustable features and tunable specifications, but what you get is a bike that’s $2,700 cheaper at $11,995 and…still pretty darn good. The 2021 Triumph Tiger 850 Sport has a starting MSRP of $11,995. (Jeff Allen/)The 850 Sport is equipped with the same 888cc T-plane triple as the Tiger 900 GT and GT Pro, but remapped to make the engine more tractable in the lower rev range. Although it now produces 10 percent less power at peak, Triumph did achieve its goal: on the <i>Cycle World</i> dyno, the 850 produced 55 pound-feet of torque, staying over 50 pound-feet from 3,400 rpm all the way to about 8,000 rpm before tailing off to the 10,000 rpm redline. Peak horsepower is 76.93 at 8,030 rpm, maintaining an almost completely straight, smooth line, rising from idle to that peak and only tapering off slightly toward redline. In real-world testing, this translates to smooth, consistent power throughout the range. Aside from simply knowing that the engine was detuned, I never found myself wanting power that wasn’t there. Ergonomics on the Tiger are upright and standard, as you’d expect from an adventure commuter. (Jeff Allen/)The three-cylinder engine has a pleasant character, with nice sound and feel. The lope at idle is satisfying and deep with clear pops of combustion, not merely a mechanical whirring. As the engine revs up, there’s a little vibration around 5,000 rpm, but not so much as to be tiring or take away from the ride. The throttle feels direct and connected and the cable-driven slipper clutch has excellent feel as well. The same 888cc T-plane triple powers the Tiger 850 Sport as the Tiger 900 GT and GT Pro. (Jeff Allen/)Handling on the 850 is neutral and confidence-inspiring. Much of the bike’s 478 pounds is carried low, so at slow speeds the bike feels light and nimble; paired with the adjusted engine, this allows for precise control. At higher speeds on the highway the Tiger is steady and comfortable, with long-travel suspension eating up bumps both major and minor. The Marzocchi fork is nonadjustable but tuned well for a rider of about 200 pounds, and it remains taut and composed during sporty sections of road. The rear shock, also Marzocchi, is preload-adjustable with a knob on the left side; though it was a bit soft off-road, it performed excellently in both twisty canyons and freeways. Manual preload adjustment knob for the Tiger 850’s rear shock. (Jeff Allen/)The Tiger 850 Sport’s brakes are one of its strongest features, as they should be; the hardware is the same here as we find on the up-spec’d models. Two Brembo Stylema four-piston calipers grip 320mm discs up front and a single-piston caliper claps a 255mm disc in the rear. Feedback from the front calipers is outstanding, with smooth initial application and great overall stopping power; the fork handles all this perfectly well and without too much dive. Brembo Stylema calipers are carried over from the more expensive models and perform as such. They’re very nice. (Jeff Allen/)On the Rally and GT models, we see four or five programmable ride modes with adjustable levels of traction control, ABS, and different fuel maps. Put simply, you don’t get that on the 850. What you do get are two nonadjustable modes, Rain and Road. Traction control is either on or off, and resets back to on with each power cycle of the bike. ABS is not switchable and operates the same in both Rain and Road modes. The ECU is locked and cannot be flashed, so there’s no potential to unleash that extra 10 percent by remapping. The 5-inch display screen on the Tiger 850 is 2 inches smaller than the Rally and GT models. (Jeff Allen/)As the Tiger 850 is a taller bike, its ergonomics are surprisingly universal. Riders don’t have to reach too far for the handlebar, and the adjustable seat height is a nice feature, lowering the seat from 32.7 inches to 31.9. It does, however, take a minute to figure out just how the mechanism works. The windshield is quickly and easily adjustable, accommodating my 6-foot-4-inch height just fine. Split radiators do a good enough job of dispersing the engine’s heat most of the time, but my knees ended up jammed into the exhaust vent openings more often than I’d like; I had to consciously keep my knees spread to avoid this. On cold mornings, it was appreciated; on a 90-degree day, it was uncomfortable. The Tiger 850 Sport comes with blue or red accents, but the base silver color remains the same. (Jeff Allen/)Power is put to the road through a set of Michelin Anakee Adventure tires wrapped around cast 17- and 19-inch wheels. The deep grooves and blocky tread pattern work well on pavement and lend themselves well to hard-packed trail riding. While we would expect more of a pure street tire on a bike with “Sport” in the name, the blockier tires are a welcome encouragement to hop off of the road every once in a while and remember this bike’s adventure roots, and at any rate on-road performance was excellent in all of our testing scenarios. For any sort of wheel-popping fun, the rider has to turn off traction control with each power cycle of the bike. (Jeff Allen/) The tailsection of the 850 is nice and tidy with thoughtful luggage-mounting and bungee cord locations. (Jeff Allen/)Had I not had this persistent ringing in my ear, or perhaps if the 850 was released along with the other Tiger models in 2020 and not given the “Sport” designation, it would have been easier to show up with a clean slate. I wish I had. Because for what it is, the base-model Tiger, is actually a great motorcycle. Sure, it’s a little bit basic, but the Rally and GT exist to scratch that high-end itch. For $11,995, the Tiger 850 Sport offers the same excellent frame and engine as the up-spec’d models with much of the same capability, though it can never be upgraded to perform like the more specialized Pro models. For the rider who just wants a great commuter or weekender with a little trail potential, there is now this more budget-friendly Tiger. But for the rider who wants to really explore those long miles or spend some time off-road, it makes sense to save up a little more money for a model that’s designed to do those jobs. That is the strength of Triumph’s Tiger offerings, there now is a bike for just about everyone. The trademark trident-shaped exhaust headers of a Triumph triple. (Jeff Allen/) The Tiger 850 Sport is definitely intended for more road use, but should you see a trail, it won’t discourage exploration. (Jeff Allen/)Gear Box: Helmet: Shoei Hornet X2 Jacket: Alpinestars Andes V3 Drystar Pants: Alpinestars Barton Riding Cargo Boots: Alpinestars Supervictory Gloves: Alpinestars Highlands Triumph Tiger 850 Sport models are available in dealerships now. (Jeff Allen/)2021 Triumph Tiger 850 Specs MSRP: $11,995 Engine: DOHC, liquid-cooled inline 3-cylinder; 12 valves Displacement: 888cc Bore x Stroke: 78.0 x 61.9mm Compression Ratio: 11.3:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 76.93 hp @ 8,030 rpm Cycle World Measured Torque: 54.99 lb.-ft. @ 6,930 rpm Fuel System: Multipoint sequential electronic fuel injection Clutch: Wet, multiplate, slip Frame: Tubular steel frame, bolt-on subframe Front Suspension: Marzocchi 45mm inverted fork Rear Suspension: Marzocchi monoshock, preload adjustable Front Brake: Brembo Stylema 4-piston calipers, dual 320mm floating discs w/ ABS Rear Brake: Brembo 1-piston sliding caliper, 255mm disc w/ ABS Wheels, Front/Rear: Cast alloy; 19 x 2.5 in. / 17 x 4.25 in. Tires, Front/Rear: Michelin Anakee Adventure; 100/90-19 / 150/70R-17 Rake/Trail: 24.6°/5.2 in. Wheelbase: 61.25 in. Seat Height: 32.7 in. (as tested)/31.9 in. (low) Fuel Capacity: 5.3 gal. Cycle World Measured Wet Weight: 478 lb. Availability: Now Contact: triumphmotorcycles.com Source

KTM’s updated 1290 Super Adventure R has been released in other parts of the world, but will be coming to the US as a 2022 model in the fall. (Jason Critchell/)When KTM held the world launch for its big 1290 Super Adventure R back in 2017, journalists were whisked away to Peru, the perfect proving ground for an adventure bike with global ambitions. At the end of 2018 I managed a few days off-road riding on the same model, this time at KTM’s dedicated off-road school in not-so-glamorous Wales. The “old” R version was hugely impressive; in the expert hands of three-time Roof of Africa winner Chris Birch it was mesmerising. Chris made that bike do things I didn’t think were possible on a regular enduro bike, let alone a 487-pound 1,301cc road-legal adventure motorcycle. As brilliant as that bike was, I, like many other “normal” riders, especially those of my diminutive stature, had an issue with its size. There was no getting away from it: The Super Adventure was an enormous motorcycle, a dream to ride but intimidatingly tall. But KTM has tackled that for 2021 with a new subframe that has reduced the seat height from 35.0 inches (890mm) to 34.6 inches (880mm) and made it narrower as well. It should be enjoyable for average riders, not just experts. The lower and narrower seat of the Super Adventure R gives shorter riders more confidence. (Jason Critchell/)But the Austrians haven’t merely played around with the subframe and seat. Now KTM has met Euro 5′s stringent emissions standards without losing any of the shoulder-popping power of that 160 hp V-twin. Even more advanced electronic rider aids have been added; all there are accessible via a new 7-inch TFT dash and switch gear. The bodywork is all-new, with a three-part fuel tank setup to carry the fluid weight lower in a fashion similar to the 790 and newer 890 Adventure. There’s also a new quick-access airbox to facilitate on-trail filter cleaning and new LED lights, to name just a couple of updates. The R uses the same platform as the S but caters more to off-road demands. Semi-active WP suspension has been supplanted by conventional manually tweakable suspension with more travel, up from 7.9 inches (200mm) to 8.7 inches (220mm), allowing for more ground clearance (9.5 inches). Wheels are spoked and tubeless; the front is a 21-incher, up from 19 inches on the S. These changes in wheel size and suspension mean a more relaxed rake and trail. There are new colors and graphics, and the windscreen is smaller and shorter, enabling you to peer over it when riding off-road. Most likely the Super Adventure R models coming to the US will have more aggressive tires for dirt use, but with the European-spec Bridgestone A41 the SAR is a ripper on the roads. (Jason Critchell/)The old bike was quality and still is, so the new R is going to have to step up to the plate to impress. A few days in the UK with some mild off-road riding should do the trick. Wow… Still Quick Due to Euro 5 regulations, KTM was required to clean up its LC8 1,301cc V-twin. This meant fundamentally revising the fuelling and designing a completely new exhaust with dual catalytic converters. Despite Euro 5, the Super Adventure R hasn’t lost any peak power or torque; KTM still quotes 160 hp at 9,000 rpm and 102 pound-feet of torque at 6,500 rpm. Peak power now arrives slightly higher in the rev range, 250 rpm later than before, and the bike has lost a small amount of torque. On a bike with so much tire-shredding grunt, these changes are hardly noticeable. This KTM delivers big from low down and drives with breath-stealing force. A bike that is, in essence, built for serious dirt-based adventure, with long-travel suspension and a 21-inch front wheel, shouldn’t be this exhilarating on asphalt. It is. It took me a while to reconfigure myself to that immense low and midrange acceleration. A hundred and sixty horses, you say? I remember when ultra-focused literbikes had that power, not off-road-specific adventure machines. KTM claims the 1290 Super Adventure R has retained its peak horsepower rating of 160 hp. (Jason /)Four riding modes control all that grunt: Sport, Street, Rain, and Off-road. These alter and permutate power, engine character, and rider aids, and are now linked to a new six-axis IMU (up one from the previous five-axis model). Street and Sport give full power. Rain and Off-road are limited to 100 hp, which is around the same as the Honda Africa Twin’s full output. The rider aids are excellent, but given that KTM is “Ready to Race,” they are on the aggressive side. In Sport mode, with a direct throttle connection and the “soft” rider aids selected, the front wheel will still rise reasonably high before intervention, though the consequent reintroduction of power is smooth and quick. Deactivate rider aids altogether and ride aggressively, and the front will send the new LED headlight skyward in the first three gears. The KTM wants you to party until midnight, whereas the competition will send a taxi and have you home and tucked into bed before 10. The rear suspension is manually adjustable, as opposed to the semi-active on the S model. The R version is more wheelie prone, giving the electronic rider aids a harder time keeping everything in order. Grab a careless handful of throttle and the sheer grunt of that 75-degree V-twin shoves you back in the seat and forces you to pull on the bars as you try to hang on. The rear sits, the front rises. And rises. You have been warned. Although the Super Adventure R lost some torque, you’d be hard-pressed to notice. (Jason Critchell/)But don’t fear. The KTM also has a sensible side…sort of. Flick the R into Street mode, or use the optional Rally mode, and you can personalize a setting to control all the R’s one-wheel tricks. On the freeway, in the tall sixth gear, the engine is hardly working. All is calm, though there’s still ample grunt in top gear to embarrass tailgating drivers with a quick wrap of the throttle. Changing ride models will temper the Super Adventure R’s bombastic engine for a more controlled ride if you are so inclined. (Jason Critchell/)One disappointment: KTM’s Quickshifter+ doesn’t come as standard. The up-and-down shifter works so smoothly and effortlessly that it’s missed once you’ve sampled it. You could argue that it’s not needed, given that the KTM has so much torque that you only need the top three gears for legal riding. Still, at this price, I’d expect it to be standard fitment. And It Handles The R weighs 487 pounds dry. Add a full tank of fuel (6.1 gallons), and it’s close to 551 pounds. Now add the rider and combine all the above with long-travel (220mm) suspension, a 21-inch front wheel, a relatively skinny 150-section rear Bridgestone, and 160 hp. The handling should be complete madness. But KTM somehow makes it all work. The WP Xplor suspension is hugely effective, despite the need to be stable at high speed and absorb intense punishment off-road. As expected, there is a lot of suspension movement; you can feel the rear squat under power, and the strong Brembo brakes get the fork diving like a toddler when a car backfires, but the movement has control. The compression of the 48mm fork is beautifully administered. Equally important, when you release the brakes, the fork doesn’t fire back at the rider; it’s all smooth and fluid. On-road the Super Adventure R is connected to the road despite the long-travel suspension and 21-inch front tire. (Jason Critchell/)On a tall adventure bike you can sometimes feel disconnected from the road, but on the KTM you feel that critical link with the chassis, which translates to the excellent Bridgestone A41 rubber. Once you feel the connection with the new KTM you start to de-tune the rider aids and revel instead in the feel and mechanical grip. Lots of riders, especially sportbike owners, tend to underestimate the Super Adventure R as a road tool. But boy, it can hustle. Ride this bike like a big supermoto and there are untold rewards to be had. That said, I did get a little carried away a few times and was thankful I hadn’t fully deactivated the electronic assistance, especially the cornering ABS. The stoppers remain unchanged from the previous model with Brembo radial calipers still grabbing twin 320mm rotors. The aforementioned cornering ABS is excellent, and you can deactivate the rear brake ABS should you want to. And the feedback and control from those excellent Xplor fork allows you to make the most of the Brembo’s strong stopping power. Getting Dirty Off-road, the most welcome change for most will be that new subframe; a narrower, 10mm-lower seat might not look like much on paper, but KTM has also moved the center of mass lower and forward by pitching the engine in the frame, and now the 1290 features the aforementioned three-cell fuel tank. These modifications make a significant difference, especially for less experienced riders. The big R is less daunting; you feel more in control, the balance is better and less top-heavy. Now when I come to a stop, I can (barely) touch the ground instead of amusing everyone by toppling over. The boost this gives to off-road confidence is priceless, especially when you need to dab or stop on uneven ground. Previously I’d had to plan where I was going to stop, and any potholes or gradients sent my feet into panic mode as they tried to make contact with Mother Earth. Off-road mode knocks the power down from 160hp to 100 hp, making it easier to control in the dirt. (Jason Critchell/)We only got to tickle the new bike’s off-road capabilities, but combined with user-friendly off-road rider aids, the R appears to be more accessible than before. More than ever, it’s easier for less-advanced riders, thanks especially to the electronic rider aids that are so impressive off road. They flatter the rider and let you get away with mistakes that would normally have you eating dirt. The off-road ABS, for example, finds colossal amounts of grip everywhere. In the dedicated off-road mode, that 100 hp peak power cap is matched to a softer throttle map. Even so, it’s all too easy to gather speed, and it’s reassuring to have a raft of clever electronic packages to rescue you from disaster. You can opt for the full 160 hp off-road if you wish, or even turn off the rider aids, but I wouldn’t suggest this first time out. Let’s Go Touring There is a flip side to KTM’s sometimes-barking-mad Super Adventure R; its inner tourer. Cruise control comes as standard (unlike on the S, the Adaptive Cruise Control isn’t even listed as an optional extra) and revised switch gear makes activating and changing cruise speed simple and straightforward. The redrawn 7-inch TFT dash is both clear and functional, a big step in the right direction. See? I told you there was a sensible side to the R. A 7-inch TFT full color display is bright and easy to read. (Jason Critchell/)There are 11 seat options, though I had no grievances with the standard seat. The pegs have removable rubbers for off-road riding, and with the reduced seat height, they now feel closer. It’s still a roomy riding position, but taller riders may prefer to set the seat at its higher position or just opt for the taller seat. Before making a purchase, try the different seats in the showroom to see which fits you best. Remember, the bars, pegs, screen, and levers are adjustable to help optimize the riding position for the individual; KTM will fit the bike to you and the way you ride. The only touring blip is the small screen, which is beneficial off-road but doesn’t give much high-speed wind protection. It’s still manually adjustable, though lower than the S model’s. I’m on the short side, and it was OK, but I’m sure taller riders will go for a taller option. The 6.1-gallon saddlebag fuel tank should give a decent range, around 200 miles before you need to panic about petrol. Off-road ergonomics mean the KTM isn’t quite as comfortable as BMW’s R 1250 GSA, but several hours in the saddle aren’t a problem. The small compartment in front of the keyless fuel cap is useful for storing a cellphone, and there’s a USB charger in there too. As you’d expect these days, the full-color dash has Bluetooth connectivity should you want to take calls while riding off-road. The only niggle I can think of is the indicator switch, which isn’t positive enough; sometimes it’s on, sometimes not. High Level of Spec In addition to the riding modes, rider aids, and 7-inch TFT screen, there are plenty of new goodies. Keyless ignition also actuates the fuel cap and seat; yes, that’s an electronically locked seat! As mentioned, it’s just a shame the Quickshifter+ is optional, as is the hill hold control. As you would expect, KTM offers touring cases made from aluminum by Touratech. A top box isn’t listed in the accessories catalogue, but a soft luggage bag is. As usual, KTM offers an Akrapovič slip-on silencer. KTM Super Adventure R Verdict I was a huge admirer of the old Super Adventure R, both on and off-road, and that’s still a good bike. But KTM has upped the game for 2021. The ADV R is now more manageable for most riders, and is no longer a bike just for experts. The new subframe, seat, and multi-adjustable controls mean the R will now fit everyone and isn’t as daunting as before. The new switch gear and impressive TFT dash are a big step forward over the old bike. The Super Adventure R remains a benchmark in the big-bore adventure motorcycle segment when the road ends, but it is also a force to be reckoned with on the street. (Jason Critchell/)No matter what the conditions or riding environment, the long-travel suspension has a high level of control. We only got a general sense of what the bike can do off-road, but it should be an improvement over the old bike, which itself set a very high standard. In fact, the R is still a benchmark for big adventure bikes off-road, blowing dust in the faces of many other models in this category. A great motorcycle, now made even better. And a true off-road adventure bike capable of taking on almost anything. 2021 KTM Super Adventure R Specifications MSRP: TBA Engine: DOHC, liquid-cooled LC8 V-twin Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Compression Ratio: 13.1:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 160 hp @ 9,000 rpm Claimed Torque: 102 lb.-ft. @ 6,500 rpm Fuel System: Electronic fuel injection w/ 52mm throttle bodies Clutch: Wet, multiplate, PASC slipper function; hydraulically actuated Engine Management/Ignition: Keihin, ride-by-wire Frame: Chromoly steel trellis Front Suspension: WP Xplor 48mm upside-down fork; fully adjustable; 8.7 in. travel Rear Suspension: WP Xplor PDS monoshock; fully adjustable, 8.7 in. travel Front Brake: 4-piston radial-mount Brembo calipers, dual 320mm discs w/ ABS Rear Brake: 2-piston Brembo caliper, 287mm disc w/ ABS Wheels, Front/Rear: 21 x 2.5 in. / 18 x 4.25 in. Tires, Front/Rear: 90/90-21 / 150/70-18 Rake/Trail: 25.3°/4.4 in Wheelbase: 62.1 in. (1,570mm) Ground Clearance: 9.5 in. (242mm) Seat Height: 34.6 in. (880mm) Fuel Capacity: 6.1 gal. Claimed Wet Weight: 551 lb. Availability: Fall 2021 as 2022 model Contact: ktm.com Source

Ladies, start your engines on May 1 for the 15th annual International Female Ride Day. (Indian Motorcycle/)I always have a sense of pride and unity when I hear someone shout “Girl power!” when I’m riding or when a fellow female motorist approaches me to talk about motorcycles. There’s a sisterhood of riders out there and it’s growing. Riding isn’t just for the guys, it’s for everyone, and it’s events like International Female Ride Day (IFRD) that help spread awareness of the female demographic in motorcycling. IFRD is a globally celebrated event that encourages the worldwide female rider population, new and current, to get out and ride. And Indian Motorcycle is joining in to show its support for this year’s May 1, 2021 event. RELATED: International Female Ride Day Almost Here Explore your local roads as a group or solo. Either way, enjoy the ride and raise awareness for female riders everywhere. (Indian Motorcycle/)On Saturday, all Indian Motorcycle dealers will be handing out free Indian/IFRD co-branded neck gaiters and many dealers will host coordinated group rides. It doesn’t take much to incentivize motorcyclists to ride, but free event-themed swag and group rides with like-minded and adventurous riders are only more reason to get on a motorcycle. Call or visit your local Indian Motorcycle dealer for details. “It’s exciting to have the support of Indian Motorcycle, and team up to encourage even more women to join the movement,” IFRD founder Vicki Gray said, “This year, women around the world will be active, riding in celebration, unity, and support of the female riding community more than ever before. No matter the vehicle, riding continues to be an exhilarating, liberating, and fulfilling activity for women of all skill levels. The female riding community continues to expand every year, and this is our day to celebrate.” Author Serena McKnight will be out on the road celebrating IFRD. (Jeff Allen/)Photos are bound to be taken, so if you snap shots of your ride, post them on social with #IFRD2021, #FocusFemaleForward, and #InternationalFemaleRideDay hashtags so other riders can be inspired by the movement too. Make sure you tag @CycleWorld as well! RELATED: 2020 Indian Scout Bobber Sixty First Ride Review Whatever you ride, be it motorcycle, trike, ATV, UTV, or any other powersport vehicle—solo or in a group—just remember to celebrate on May 1 and make an awesome day of it. I have my Saturday blocked off for riding, so I hope to see you ladies on the road. For guidance on how to celebrate the event and more information, check out the IFRD website. Source

Phone calls, emails, and text messages came flooding in when I posted a teaser photo after my first day on the 2021 Harley-Davidson Pan America 1250 Special. Well? How is it? Is it a competitor? And the most important question: Did they pull it off? Yes. Yes, they did. The 2021 Harley-Davidson Pan America 1250 Special is finally here and it is darn good. (Kevin Wing/)Harley-Davidson has built a legitimate adventure-touring motorcycle. I’m going to get hate mail from both H-D loyalists and adventure fiends, but I’ll say it: The 2021 Harley-Davidson Pan America 1250 Special is the best motorcycle The Motor Company has ever produced. There. I said it. I stand by it. Come at me. Harley has succeeded, much to the dismay of the social media naysayers. The 2021 Harley-Davidson Pan America 1250 Special has an MSRP of $19,999 and is expected in dealers May 2021. (Kevin Wing/)Powering the Pan America 1250 is H-D’s new Revolution Max 1250, a liquid-cooled 60-degree 1,252cc V-twin. It’s a completely new engine designed from the ground up as the centerpiece, and structural chassis member, of the Pan America. Dual overhead cams are independently variable via cam phasers, operated by hydraulic pressure controlled by a solenoid plunger. Cam timing can be adjusted through 40 degrees of rotation, and because every cam has a phaser, front and rear cylinder valve timing are independent as well. Harley-Davidson pointed out that the drive-side cam journal is part of the drive sprocket, making it possible to remove the camshafts without disassembling the camshaft drive, simplifying service or upgrades. Roller-finger valve actuation is maintenance-free thanks to hydraulic valve lash adjustment. Crankshaft connecting-rod journals are offset 30 degrees, making for a 90-degree firing order, which Harley claims produces more on-power traction in the dirt. Forged aluminum pistons stroke through 72.1mm in a 104.9mm bore and feature a low-friction coating on the skirts, low-tension piston rings (again, to reduce friction), an anodized top ring land for durability, and underside oil jets for heat dissipation. The large bore requires the use of a dual spark plug design for complete and rapid intake-charge combustion. The compression ratio is 13.0:1, meaning the Revolution Max requires 91-octane fuel for best performance; knock sensors will trigger less aggressive ignition timing and fueling ratios. This will reduce the power, and although H-D reps declined to give a minimum octane number, they claim the engine can be run safely in regions with “low quality” gasoline. The all-new Revolution Max 1250 engine powers the Pan America. (Kevin Wing/)Wow. That’s the short of it when describing the Revolution Max, and the first word my furry mug blurted out as I grabbed my first handful of throttle in Sport mode. Power comes on strong at around 2,200 rpm and continues to build with more and more velocity as you cross the 8,500-rpm mark. After that it begins to taper off in aggression until you reach the rev limiter at 9,500 rpm. That’s 9,500 rpm from a Harley. And while the low-end and top-end performance are impressive, it’s the middle of the digital tach that is the sweetest. Third gear is a set-and-forget mark for winding backroads, as the Max pulls with simple tenacity at the 5K mark to spring you out of the corners. The lean-sensitive traction control, C-TCS in Harley-speak, is the least restrictive in this mode and will let the standard, specially developed Michelin Scorcher Adventure tires do much of the work. The future of this engine is very bright indeed. A claimed 150 hp and 94 pound-feet for torque from the Revolution Max 1250 make the Pan America a lively ride. Variable valve timing helps make it tractable. (Kevin Wing/)While Sport mode is the most aggressive and impressive of your choices, H-D has equipped the Pan America with Road, Rain, Off-Road, and Off-Road Plus modes. These modes are not only tied to engine performance but to suspension settings, engine-braking, and ABS settings. Road mode reduces that midrange stonk, but there’s still plenty of power on tap for any road work that doesn’t demand making the time between the corners short as possible. Rain mode reduces power significantly, but as there wasn’t even a chance of precipitation during our two-day test, only a quick confirmation of reduced power and maximum C-TCS was performed. Off-Road and Off-Road Plus provide a power level suited for dirt duty with a tractable character and reduced top-end power. There are also three user-customizable modes: Custom A, Custom B, and Custom Off-Road Plus. These allow the rider to set power level, throttle response, engine-braking, and C-TCS settings, along with the Showa electronically adjustable semi-active suspension fitted to the Pan America 1250 Special; the standard model comes with manually adjustable Showa suspension. A button on the right side of the bars allows the C-TCS to shut off completely with a long push while stopped. I played with the custom modes for the street, but Sport mode was where I lived for most of my time on asphalt. The Revolution Max is a unitized powertrain, meaning the transmission is integrated in the same case as the engine, unlike H-D traditional Big Twins. It’s a six-speed unit with roller bearings on the shift drum and Teflon-coated shift-shaft bushings. The cable-actuated clutch is a slipper/assist unit. And here we discover the first of a few misses on the Pan America: There’s no quickshifter. Clutchless upshifting and downshifting has become a common feature in big-bore adventure motorcycles and Harley’s omission is a big oversight, especially because the Revolution Max 1250 is so rev-happy. Clicking through the gears is solid, with quick and effortless engagement, and the clutch pull is light thanks to the assist design. But I still want the snappiness and convenience of a quickshifter. On or off the road, we wish the Pan America came equipped with a bidirectional quickshifter. (Kevin Wing/)The Pan America’s engine is impressive; the chassis is noteworthy. The Revolution Max engine is the main chassis structural component, with three frame assemblies attached. The package is light and rigid: A front frame for the steering head, a mid-frame that attaches the rear suspension, and a steel subframe for rider, passenger, and luggage. Attached to the front and mid-frame is the 1250 Special-specific semi-active electronic suspension. Other Pan America 1250 Special bits include tire pressure monitoring, a centerstand, brush guards, an aluminum skid plate, hand guards, heated grips, an Öhlins steering damper, a multiposition brake pedal, and a Daymaker Signature adaptive headlight for illuminating corners. RELATED: 2021 Harley-Davidson Pan America 1250 First Look The Special test units we rode also included two factory-installed options: $500 tubeless cross-spoke wheels and $1,000 Adaptive Ride Height (ARH). The former is good to have, and the latter is an adventure-touring game changer. The electronically controlled suspension’s preload is automatically set at an optimal 30-percent preload sag no matter rider weight, passenger weight, or luggage load. But that’s not the important bit. Our test Pan America 1250 Special was fitted with tubeless cross-spoke wheels to handle the rigors of off-roading. (Kevin Wing/)That would be how Adaptive Ride Height lowers the suspension when coming to a stop, effectively dropping seat height 1 to 2 inches depending on rear weight load. This makes the reach to the ground much easier for all riders, not just those with shorter inseams. Standard seat height on the non-ARH bike is 31.1 inches in low position and 32.1 in high. With ARH, the seat drops to just above 30 inches when stopped. Combined with the accessory low seat in its lowest of two positions, the seat can be as low as 28.1 inches, depending on your weight. How’s that for approachable? The best part is you don’t even feel it working on the automatic setting. You just arrive at a stop and you can touch the ground much easier than expected. In fact, for the first half hour I didn’t even think about it as I was paying attention to engine feel and chassis stability. Then I noticed how easy it was to maneuver on the gravelly turnouts for photo passes. The system begins to lower when the bike’s speed reduces to 15.5 mph and will vary lowering speed depending on braking rate, lever force, and chassis attitude. For those worried about losing ground clearance while off-road at slower speeds, there are options for a short (0.5 second) and long (2 seconds) delay in deployment of ARH after stopping, or the system can be locked out completely. Harley-Davidson has found a solution, so simple now that you see it, to make big-bore adventure-touring more accessible for those not comfortable with either standard ADV ride heights or the compromises that come with lowered suspension systems from other manufacturers. Harley-Davidson has a full line of accessories available for the Pan America, including a Screamin’ Eagle exhaust that cuts 7 pounds and a skid plate that better protects the voltage regulator/rectifier that is perched right behind the front wheel. (Kevin Wing/)The semi-active suspension is well damped in each of its five suspension settings. Sport is just firm enough to be well composed under hard braking and acceleration, with just enough squat and dive to efficiently transfer weight for excellent traction feel at both ends. Balance, used in Road mode, mellows out the ride with softer compression damping to smooth out imperfections in the road surface. Comfort, to be honest, felt similar to Road for the limited time I spent with it, though it did feel a little softer in all directions of suspension movement. Sport suspension mode turns the Pan America 1250 Special into a capable canyon carver. (Kevin Wing/)Off-Road Soft is ideal for washboard roads and rocky or bumpy terrain at slower speeds. Once you get the considerable weight of a fully fueled Pan America 1250 Special moving at rally speeds—or what feels like rally speeds—the Off-Road Soft bangs and bottoms out quickly. Off-Road Firm, then, is the only way to fly when off-road, so you don’t have to constantly make changes to match your speed and terrain. It’s stiff enough to stand up to bigger square-edged bumps and moderately sized obstacles. Even when it does bottom out, dragging bits of the centerstand and the right side of the skid plate, the path is predictable and stable. It’s perfectly capable of tackling the same terrain as other big bores at the same pace. A couple instances of headshake under neutral throttle over a rocky section made me wonder if the Öhlins steering damper really did anything. This is Off-Road Firm territory on the optional semi-active Showa suspension ride modes. (Kevin Wing/)Slowing the Pan America are radial-mount four-piston Monoblock Brembo calipers matched to 320mm rotors in the front and a floating single-piston Brembo caliper with a 280mm disc in the rear. The front and rear are linked in all modes except for Off-Road Plus, with the linking function proportional to your braking force input at the lever or pedal. More force links the brakes more strongly; light braking barely triggers the linked function. The Cornering Enhanced Electronic Linked Braking system works well, and ABS is not intrusive in any mode. Off-Road Plus braking mode disables rear-brake ABS and linking to allow for slides in the dirt; this is not an option in the street custom modes. Brembo braking components and lean-sensitive ABS slow the Pan America without drama. (Kevin Wing/)Some fiddling with the Custom Off-Road Plus mode allowed me to find the perfect setup for my aggressive off-road riding style. Adjusting power, engine-braking, ABS, and suspension setting is easy and quick once you learn your way around the full-color TFT screen, menu system, and buttons, or just forgo the buttons and use the touchscreen function, which works great with gloves. My personal Pan America 1250 Special recipe for dirt blasting: Power in Sport, for the hardest hit and a lively and light feel; Throttle Response at +1 for quick responses to throttle inputs in the dirt; Engine Braking at max, which keeps rear tire traction more consistent on deceleration; Suspension in Off-Road Firm to hold up to higher-speed impacts and jumps; ABS in Off-Road to allow rear wheel lockup to tighten up sharp turns; Traction Control set to off, to allow for steering with the rear at speed, though at slow speeds you have to be more precise with your throttle inputs. And make sure you’ve got the accessory Michelin Anakee Wild tires equipped. Ready to rip! Customizing the Pan America’s ride modes is easy via the full-color TFT touchscreen. (Kevin Wing/)Ergonomics are, for the most part, wonderful. The reach to the bars is an easy one for my 5-foot-10-inch frame, but I opted for the 2-inch-taller risers for a better position while standing. This made the bars a bit tall for seated riding; a 1-inch rise would be darn near perfect, so hopefully H-D offers more options in the future. The seat is soft and cushy, to a fault; after 45 minutes, my rear end began to become sore, as the seat lacks support for long stints in the saddle. The adjustable windshield provides excellent air management without buffeting in any of its four positions, which by the way span 1.8 inches. The Pan America ‘s seat is plush—too plush. Firmer foam and a more supportive shape are needed for long stints if your backside is sensitive to fatigue. (Kevin Wing/)After two full days on the Pan America 1250 Special, not all was rosy. During the second day, I encountered a check-engine light and a warning light regarding modes while hard on the gas in the dirt. A key-on-and-off cycle fixed the issue; Harley techs say the units we were riding are preproduction, and that some parameters are still being finalized before units are expected to arrive in dealerships in May. My windshield adjustment lever became nonfunctional after a full day of dirt duty and wouldn’t move from the low position; this system should be more robust for the rigors of off-roading. As the temperature rose in the Mojave Desert so did the heat radiated to my right boot from the Pan America’s catalytic converter. When the ambient temp gauge reached 94 degrees Fahrenheit, the heat became nearly unbearable at speeds below 45 mph. The well-shaped windscreen provides a turbulence-free rider air pocket, but the adjustment mechanism on our test unit stopped functioning after a hard day of off-roading. (Kevin Wing/)My two days ripping around in the desert on roads and trails yielded significantly higher fuel consumption than Harley’s EPA estimated 46 mpg. The first day I hit zero miles remaining (just two dashes showing on the gauges rather than a number) at 155 miles. Day 2 saw slightly better range; the bike hit the double dashes at 176 miles. One rider in our group ran dry at 181 miles; calculating for 5.6 gallons gives us 32.3 mpg. Granted, photography and testing at a launch require an unusually heavy right hand, and we look forward to testing the Pan America in a wider variety of conditions. Throwing the Pan America around on the street and dirt gives no clue to its overall weight. The $17,319 standard unit has a claimed wet weight of 539 pounds; the Special is a claimed 559 pounds in standard trim ($19,999), but the optional spoked wheels will add 14 pounds. Harley claimed the units we rode were at 574 pounds with a full tank of gas, spoked wheels, and ARH. Despite that impressively large final number, the bike feels light and flickable thanks to a slim seat and tank area and a lack of weight high up. “Flickable” might be my buzz word for the Pan America 1250 Special. (Kevin Wing/)Harley-Davidson has entered the adventure-touring market with a real competitor for the icons of the segment. It’s powerful, it’s capable, and it’s innovative, all without losing Harley-Davidson identity. As much as the internet wanted a train wreck, H-D has delivered a locomotive. The Pan America will change the face of Harley in the eyes of many motorcyclists. For now, I’m setting my auto replies to “Yes, Harley-Davidson has built an adventure bike. And yes, it’s good.” 2021 Harley-Davidson Pan America 1250 Special Specifications MSRP: $19,999 Engine: DOHC, liquid-cooled, 60-degree V-twin; 4 valves/cyl. Displacement: 1,252cc Bore x Stroke: 104.9 x 72.1mm Compression Ratio: 13.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 150 hp @ 9,000 rpm Claimed Torque: 94 lb.-ft. @ 6,750 rpm Fuel System: Electronic Sequential Port Fuel Injection (ESPFI) Clutch: Wet, multiplate slipper/assist; cable actuation Frame: Stressed-member alloy steel trellis; forged aluminum mid-structure Front Suspension: 47mm inverted fork, electronically adjustable semi-active damping, optional Adjustable Ride Height; 7.5 in. travel Rear Suspension: Piggyback monoshock; electronically adjustable semi-active compression and rebound damping, automatic electronic preload, optional Adjustable Ride Height; 7.5 in. travel Front Brake: 4-piston Brembo monoblock calipers, 320mm disc w/ ABS Rear Brake: 1-piston Brembo caliper, 280mm disc w/ ABS Wheels, Front/Rear: Cast aluminum, optional anodized aluminum laced tubeless; 19 x 3 in. / 17 x 4.5 in. Tires, Front/Rear: Michelin Scorcher Adventure Radial; 120/70R-19 / 170/60R-17 Rake/Trail: 25.0°/6.2 in. Wheelbase: 62.2 in. Ground Clearance: 8.3 in. Seat Height: 31.1 in./32.1 im. Fuel Capacity: 5.6 gal. Claimed /Wet Weight: 559 lb. Availability: May 2021 Contact: harley-davidson Source

CFMoto has taken the covers off its new 800MT this week at the Auto Shanghai show. (CFMoto/)The ties between KTM and China’s CFMoto are getting ever closer—with CFMoto recently starting to manufacture entire 790 Adventure and Duke models for sale in the Chinese market—and now the new 800MT has been officially launched as the first dedicated product to emerge from the joint venture. CFMoto already manufactures many of KTM’s engines, including the 799cc LC8c parallel twin, for sale worldwide, and complete KTM bikes for Asian markets, but for several years the companies have been working toward the creation of CFMoto-branded products with KTM power. The first clue came with the CFMoto V.02 NK concept bike, shown in 2017 and built around a version of KTM’s V-twin engine. CFMoto has since developed the 1250TR-G, a high-spec tourer with a 140 hp, 1,279cc engine evolved from the same KTM twin, but we’re still waiting for that model to reach production, and in the meantime CFMoto has fast-tracked the 800MT adventure bike as the first genuine production machine to come from its KTM partnership. (Note: The bike has been called “MT800” in previous posts, but new logos on this production version show 800MT.) The final 94 hp production version shows a good bit more refinement than past images, as well as a decent spec sheet that features cornering ABS and traction control. (CFMoto/)Based around the smaller 799cc LC8c engine rather than the 889cc version seen in the latest 890 Duke and 890 Adventure models from KTM, the 800MT achieves a peak power of 94 hp, allied to 57 pound-feet of torque. Those numbers alone instantly make it among the highest-performance motorcycles ever to emerge from a Chinese manufacturer. However, it’s the bike’s technology rather than its performance that makes it a real landmark for Chinese bikes, since the 800MT adopts Bosch’s cornering ABS and traction control along with a suite of electronics including a 7-inch IPS display, keyless start, heated grips and heated seat, built-in navigation, and even an automatic headlight dipping system. An earlier photo of the preproduction MT800 fitted with side cases and top box (since refined for the production version), giving it a weight of 547 pounds. (CFMoto/)Given CFMoto’s close relationship with KTM, it’s perhaps surprising the 800MT’s suspension isn’t from WP. Instead the bike uses KYB parts, while the brakes are from J.Juan. Both choices hint that the pricing for the 800MT will be significantly lower than an equivalent KTM model; unconfirmed Chinese reports suggest the bike will be sold there for between 50,000 and 70,000 yuan, which equates to around $8,000–$11,000. The 800MT’s steel tube frame is very similar to the KTM design, but gets its own aluminum swingarm and steers clear of the unusual low-slung fuel tank design of the KTM 790/890 Adventure models. The bike weighs in at 509 pounds without luggage or 547 pounds with the aluminum side cases and top box fitted. According to KTM’s latest investor relations documents, the 800MT is due to start production in Q2 of 2021, which fits with the bike’s official unveiling at Auto Shanghai this week and the fact it has recently been type-approved for sale in China. Export sales aren’t expected to start until significantly later, but CFMoto’s position as a global brand means the 800MT is likely to be offered in the West eventually. Source

“All that the light touches…” My Harley-Davidson Nightster 883 surveying the Moroccan desert. (Morgan Gales/)“I shouldn’t be here,” said one of the riders, speaking not just of the lone tree to whose shade we had fled after our bikes sputtered out of gas, but of the desert as a whole. “None of us should be here. Look at this place, man! I have kids!” We had spent the night before listening to a man with a broken leg cry in agony while the truck meant to take him to medical aid spun its tires in the distance, unable to break free from the distant dunes. Around midnight, a man on a camel delivered morphine. The cries subsided. In the morning, I would take the tires from his bike and put them on mine, hoping to fare better than he did on the way back to Marrakech. Two months earlier, I had been introduced to Fuel Motorcycles, a classic-style motorcycle gear company from Barcelona that puts on a couple of wild adventures every year. The guys at Fuel invited me out to the Scram Africa, a seven-day loop around Morocco on stylish though admittedly underqualified motorcycles. The idea was to challenge yourself and do it “the old way,” to cross the desert with some style and panache. I did too little research and quickly agreed, not knowing it would be one of the greatest adventures of my life. Fast Eddie on his Triumph, followed by a vintage Ténéré, a custom XR650, and an SR500. (Fuel Motorcycles/)The Scram changes slightly year to year but is always led by Karles Vives, the founder and creative director of Fuel Motorcycles. For 2021, your 3,000 euro sign-up fee covers a ferry to and from Barcelona, food and lodging, chase trucks, GPS, and miscellaneous little things. You’re responsible for getting to the ferry, bringing your bike or organizing a rental, and your fuel costs. Half the nights are spent in nice hotels, the other half in large canvas tents in the middle of the desert. The tents come complete with firm mattresses, a hot dinner, and coffee with breakfast in the mornings. Outside of the Hotel Kenzi Menara Palace, riders fill water packs, attach GPS units, and suit up with armor before the ride. (Morgan Gales/)I was an amateur off-road rider at best, though I wouldn’t have admitted that just yet. As we prepared for the trip, I was told my vehicle options included a Honda CRF250L and a Harley-Davidson Sportster 883. Possessed by the spirit of the trip and blind naivete, I opted for the 883. RELATED: Scram Africa Is Fueled By Love For Scramblers And Moroccan Adventure Our group met at the lavish Hotel Kenzi Menara Palace in Marrakesh, where the first wave had already finished their trip and gone, leaving only our rental bikes behind. This is where we first met, my 883 and I, the sand-spitting dune-dumping heavy Harley-Davidson that would carry me across the Sahara desert and through the next seven days. Joel pilots his Auto Fabrica-built SR500 through stage one of the Scram Africa. (Fuel Motorcycles/)The bike was a Nightster 883 equipped with mid-controls, patina paint, some larger H-D shocks, 2-into-1 exhaust, and a set of Bates Baja tires that had been run near bald by someone on the first wave. I would see the white cording of the tire by the end of the second day. By the fourth I would have completely sheared off the mounting bolt on one of those “upgraded” shocks. But she would prove a faithful beast, and kept powering along despite abuse. The last quarter-mile of stage one provided a glimpse of what was coming in the next few days. (Fuel Motorcycles/)In the morning we left the hotel and were quickly out of the city. It seemed as if we were somehow in the heart of the desert after only a single turn of the road, the city miles behind us. The first half of the day was spent crossing fields of rock ranging from golf balls to watermelons in size, no more sparse on our path than anywhere else. As we got farther from the city, the sand got deeper, the trail less defined. I was finding my footing, following the riders in front of me, not completely out of my depth just yet. Me on the left, David in the middle on his Royal Enfield Himalayan, and Liam on the Mutt on the right. (Morgan Gales/)The final stretch to our campsite gave me a glimpse of what was to come. We diverted from the trail as our bar-mounted GPS instructed and quickly found ourselves in deep, soft sand. A Sportster is made for American highways, not the Moroccan desert. Words from my colleague Justin Dawes rang in my ears: “Just let the clutch out and let the wheel spin until the bike starts to move. Don’t milk the clutch. You’ll burn it out.” This soon became my anthem. The wheel spun while I crabwalked, pushing on the handlebars, and the bike eventually started to move again. I was quickly exhausted and pulled into the campsite, a mere 100 yards away, ready for some water and our nightly one-to-two beer allowance. We started each day by dialing in our GPS units, filling our water packs, and grabbing extra water and a sack lunch. Then we’d gather for a quick morning briefing and head out on the trail. (Fuel Motorcycles/)The group sat outside on brightly colored pillows, drinking mint tea and talking about prior expectations versus our current reality. I laughed, nervous but not yet aware that the first day would be the easiest. Day two was almost entirely off-road, but ran mostly through wide-open expanses of desert, much faster than the first. Rain had come and gone, leaving the sand hard-packed. If you could find an untrodden path and were carrying enough speed, it was possible to maintain a steady course, even on a 550-pound machine like mine. We passed camels and large birds of prey, but no water. I only puked twice from exhaustion. My tire at the end of day two, and the “new” tire installed the morning of the third day. (Morgan Gales/)As happens with any larger ride, we fragmented into smaller groups determined by relative skill level and language spoken. We would merge and splinter from other groups, but I quickly latched on to the only person I knew before the trip, my buddy David Chang from @CafeRacersofInstagram, and my new Canadian pal Liam Cormier, proprietor of Treadwell Clothing and the lead singer of a band called Cancer Bats. David was riding a Royal Enfield Himalayan; Liam, his purpose-built Mutt, a CB200 replica that had been customized for just this trip. The Himalayan rode a little sideways after David sent ‘er 10 feet into the air, nose-first into the side of a dune. The Mutt chugged along like a champ the entire way with little issue and better fuel economy than any other bike on the trip. We called ourselves the Dune Goonz and laughed more than we crashed, which was a lot. The right-side shock on my Sportster after shearing its mounting bolt clear off. (Morgan Gales/)I don’t know where it happened, but somewhere in the course of the second day one of the other Sportster riders crashed hard. We had already arrived at our campsite outside of Tafraoute and didn’t notice his arrival until he had been loaded into a tent and laid out to await medical transport. He was from Chicago, and like me, had expected this ride to be much easier. He waited out the night, much quieter after receiving some pain meds, and was transported to the nearest city in the morning, where he was bandaged up and sent home. He said he’d try the Scram again next year. I had been told the worst terrain of the trip would come on the third and fourth days, and I was already in over my head. At stops, I would stand behind my bike, staring at the bald rear tire while I bit my nails anxiously. It looked like a dirt bike tire that had been used for a month of drag racing. It was completely squared off and showing white cloth underneath the rubber. In the morning, I recruited one of the mechanics and we switched the tire from the Chicago rider’s Sportster over to my bike before continuing on to the third stage. Experiencing the first of the “fesh-fesh” river silt. Notice the angle of my front tire—I can’t imagine this ended well. (Fuel Motorcycles/)Stage three started off easily enough, a fast ride through the M’harech Straight that turned onto a small segment of asphalt, where two Bedouin merchants were selling polished gems and silver. I bartered for a couple of souvenirs and headed on to Gara Medouar, a large horseshoe-shaped geological formation that looks like a massive crater in the middle of the desert. We rode to the top to drink some water and enjoy the view. Passing through large water wells that look like oversized anthills, we started onto a lone several-mile section of wind-chopped sand; essentially whoops. I stood on the pegs, leaned back, and stayed on the gas, bottoming out my suspension but not bounding around. I was maintaining a steady speed when I noticed my shocks get much softer. David pulled up next to me, pointing down. I had sheared off the top mounting bolt on my right shock. There was no shade while we waited for the chase truck. Enjoying a quick lunch in Ramlia before our longest river crossings. (Fuel Motorcycles/)When the mechanics caught up with us one of them hopped out of the truck, assessed the situation, and dove back into the bed to grab a flathead screwdriver and a hammer. Using the screwdriver as a chisel, he hammered a notch into the broken bolt shaft stuck in my bike’s fender strut. When the notch was deep enough, he angled the screwdriver and used the hammer to continue hitting the bolt, now slowly turning it counterclockwise. Ten minutes after they showed up, the bolt was out. Five of us loaded my bike into the back of the truck without the help of a ramp and I hopped in. Thirty minutes later we were in Erfoud, where we found a small mechanics shop with a replacement bolt for $0.55. We refueled and were quickly back in the sand heading toward the Erg Chebbi dunes. My experience in riding sand was really limited to the first two days of this trip, so I was figuring it out as I went, aside from Dawes’ helpful words. The sand here was not only deeper and finer than any I had ever ridden, but it seemed to go on forever. If you have spent time riding a motorcycle through deep sand, you know that speed is usually your friend. This is terrifying at first, as the bike is unstable until you are going fast enough to keep the front tire above the sand. Once you’re moving just fast enough for a crash to really suck, the bike starts to smooth out. Unless you’re on a 550-pound Sportster, in which case stability is the stuff of legends, a myth that riders repeat around the campfire, not something you’re ever likely to experience. We were crossing several rivers, so it was easy enough to get up some speed while dropping down the riverbanks. Riders lined up across the bank, watching as we crossed and then cheering on the others from the far side. The taller, lighter bikes crossed first with ease. Then came David, then Liam, and finally myself, wide open in second or third gear, sand spitting out in a tall arch behind me, praying I could keep that front tire above the sand. I made it through the first river, falling over only after climbing up the bank on the far side. We made it through two more river crossings, crashing a couple of times. I emptied my three-liter hydration pack while I sweated and cursed in my helmet. I knew the next day would be worse, but I also knew that the destination after the dunes was a hotel with a pool. I played in the dunes for a bit, but was jealous of the riders on lighter bikes that could make it look effortless. I was beat up and the idea of a beer next to a pool sounded like pure bliss. Relaxing after a nice “desert massage.” (Morgan Gales/)I soon confirmed that it was. We each drank a couple of beers and I even sprung for a gin and tonic with dinner. Good whiskey seemed to be hard to find in this area of the world, but I was still equally affected by adrenaline from the day’s ride and anxiety about the next, and a drink seemed as good a cure as any. Before we enjoyed our large buffet-style meal and then retired to air-conditioned rooms with showers and clean sheets, I nervously asked our leader, Karles, about stage four. “Tomorrow’s hard sections are just like today’s,” Karles said, “only longer.” He smiled the way every veteran smiles at a rookie who’s about to get his ass kicked. The next morning I woke up well before my alarm and was soon down by the bikes with my water pack filled, geared up and ready to go. A nice German couple had overcome the first several sets of obstacles for their vintage BMW and sidecar, but when the engine blew, they decided to just enjoy the ride stop to stop in the chase vehicles. They gave me some of their electrolyte packets. I probably looked scared. I was. The back tire spitting out clouds of red sand, keeping the front tire barely above it. Pinned in third gear, I make it through the fesh-fesh. (Fuel Motorcycles/)The first half of the day was great. We moved steadily through some small towns. Kids would come out and run along the street next to the bikes. Some waved, some held onto make-believe handlebars and made revving motions, others flipped us off, always smiling for some reason. Once again, we turned off into the desert and headed toward my assured destruction. We stopped for lunch in Ramlia, which really consists of one long building, likely built before the adjacent river dried up. What’s left is a wide wash full of the finest sand you’ve ever seen. Silt. They call it “fesh-fesh” in Morocco. I imagine it might not be quite as bad on a 300-pound bike, but on a Sportster, it’s quicksand. Now out of the desert and into the mountain crossings, I am relieved beyond belief and take a moment to soak in the scenery. (Morgan Gales/)Trying to remember what other riders had said at dinner, I attempted to stand on the pegs and squeeze the tank with my knees. But that’s just not how a Harley-Davidson is laid out. I crashed, picked up the bike, and spun the tire in first gear while trying to crabwalk the bike out of the sandy hole I had just created. Eventually, I would gain enough speed to put my feet back on the pegs. Then I would crash again. We took to calling it the ol’ desert massage. Luckily, fine river sand is a bit softer and crashing doesn’t really hurt, at least not the first 15 times. I would sit, pause, regroup, and then pick the bike up and do it all over again. I learned that if I sat far forward on the bike, and could get it up to the top of second or middle of third gear, I could get about 300 feet before crashing again, sometimes farther. I got a little bruised in the ribs from one handlebar, my pants tore from another, my boots melted from being pinned under an exhaust pipe. By the time we made it to the campsite, my body felt like a bag of hamburger meat. Karles came over and gave me a hearty pat on the back, throwing his arm around me with a huge smile. I couldn’t help noticing his face wasn’t covered in sand like mine was. “Well, we’re almost out of the hard stuff!” he said. “You did it!” I almost cried with relief. “But see that?” he said, pointing. “A sandstorm that will be here in two minutes.” We started tying up the tent flaps. I looked over to David. He knew what had to be done if morale was to be preserved. Pulling his phone from his pocket, he played Darude’s “Sandstorm.” We danced. We drank another single beer and more mint tea. We climbed to the top of a dune and watched the sunset. Stage five gradually took us out of the desert through some wide, open tracks and into some stony, broken, and more technical paths. We crossed the Saghro mountains, pausing for a moment at the peak to look back on everything we had just conquered. Then we left the desert behind us and descended into the Valley of Dadès. We arrived at our hotel in the town of Xaluca, where we came across the first tourists we’d seen yet. Some guy wearing a Philadelphia hot-rod shop’s T-shirt looked at the Sportster and smiled at me. I smiled back with a mouth still reddish-brown from eating dust all day. Philly dude and I were having very different Morocco experiences. The roads in this part of Morocco are an off-road playground. Here we are descending the mountain passes into Tabant. (Fuel Motorcycles/)The sixth day would be our prettiest yet, and having overcome the desert, I had found a new peace. We left Xaluca and followed a path along the Dadès River, where we saw more vegetation than we had the rest of the trip. We were covering roughly the same distance as the other days, but over much less challenging terrain, so we could stop more often to enjoy the scenery or cool off in the river. We climbed gravel roads to a peak of about 10,000 feet, actually experiencing cold for the first time on the trip before hitting the switchbacks down to the town of Tabant and the Valley of Happy People. This turns out to be more than just a pleasant name. More kids came out and ran along with us as we rode through. People heard the bikes and came outside to wave or just stare, but they were all smiles. Something tells me they don’t see Harley-Davidsons out here often. After Tabant, we said farewell to off-road riding; we would be on asphalt for the rest of the trip. The Sporty seemed to breathe a big, smoky sigh of relief. The asphalt was well groomed, so Liam, David, and I picked up speed to the night’s hotel. It felt great to be in a situation where the Sportster was now suddenly one of the more qualified bikes. The landscape was lush and green, the weather sunny but mild; it was perfect. You’d never know we were just a couple hundred miles from a bitterly inhospitable desert. We dropped down into the small town of Bin el Ouidane, perched on the lake of the same name; a little Middle Eastern paradise. Dominik on the left on his Triumph Scrambler, me in the middle, and David on the right as we pass through Dadès Gorges. (Fuel Motorcycles/)We all laughed and drank, finally able to have more than a beer or two, knowing that the next day would just be a pavement ride back to Marrakech. Karles conducted a bit of a ceremony after dinner, awarding each rider a medal for completing the eighth annual Scram. My medal hangs on the wall next to me like a trophy as I write this from my home office in Los Angeles. Audaces Fortuna Iuvat, it says; fortune favors the bold. I may have started naive, but by the end, I was bold. I may not have known what I was getting myself into, but I looked at that unknown and jumped in. Foolish, undoubtedly. But knowing what I know now, I would do it again in an instant. That last night we stayed up later than we had any night previously, laughing with the other riders about the level of absurd s—t we’d just made it through. Paul had somehow managed to bend both shocks on his W800, replaced them with some from a four-wheeler; they were locked stiff. Clean Jersey James was at the front of the pack the whole time, never giving anyone’s tire spittings the chance to sully his tidy shirt. Maris still had the Virgin Mary statue he’d been carrying the whole time. Joel had managed to pilot his much-too-expensive Auto Fabrica custom through each stage without any major damage. And we three, the Dune Goonz, were still laughing despite all of the desert massages we’d received. The daily briefing and pack-up were a bit quieter the next morning. This rowdy band of strangers from across the globe had grown pretty close over our seven days together, and now we were heading back to civilization and our lives. At least it was nice to ride without my chest and elbow armor for a day. Heading back to the city, I noticed black smoke coming from my Harley when accelerating or hard on the throttle. Some of that fine river silt had evidently made it through my air cleaner. Good thing we got insurance on the bike. The team sits on a dune to appreciate the sunset after one of our toughest days. Nothing brings people together like a challenge, and this ride was one hell of a challenge. (Morgan Gales/)We returned the bikes to, I must say, a very angry shop owner, and headed back to the hotel for our final night. Everyone cleaned up and arrived at the pool looking like new people, ready for some relaxation in their clean shorts and sandals before heading back to our homes in the morning. We taxied into the town medina to enjoy some mundane tourism and have dinner together. We are all motorcycle people, all adventurers, but overcoming everything we’d been through turned us into good friends. “Everyone says they would do it again, but on a more qualified motorcycle,” Karles said. “Then they try it, and they don’t have nearly as much fun. The fun is in the challenge.” Indeed. So. Who’s joining me for the Scram 2021? No need to pack light. We’re renting Gold Wings. Source

Royal Enfield takes its twin to dirt track (Brandon lajoie/)After 56 years off, Royal Enfield is going racing again—dirt-track racing. This is a company that built its first motorcycle in England in 1901, and thanks to globalization is now owned by Eicher Motors, an Indian com­pany. The bikes are manufactured in India, but designed by an R&D center near Leicester, England. Royal Enfield’s recently introduced 650 parallel twin model has sold strongly, and its compact engine, revealed in 2018, nicely fits the dirt track mold. The shocker is that its US development rider, Johnny Lewis, was able to put the RE prototype on the top box at an American Flat Track (AFT) Production Twins event in October of 2020. Royal Enfield’s traditionally styled air/oil-cooled twin has sold well worldwide; the attractive and reliable general-purpose middleweight goes for the knockout price of around $6,000. The RE product line, including the Himalayan and Bullet models, outsold Harley-Davidson globally in 2015. Royal Enfield wowed the crowd at the 2019 European EICMA show with a dirt-track-styled custom built around the 650 engine. It was so enthusiastically reviewed that the company decided to give racing a whirl. A powered-up 750 version of its twin was put into a dirt-track frame built by England’s Harris Performance Products (another Eicher-owned company, which has built MotoGP chassis for the Kenny Roberts team). In the hands of American dirt-track racer and trainer Johnny Lewis the bike evolved rapidly enough to achieve a win. The latest dirt-track chassis in the versatile build jig. (Brandon lajoie/)Adrian Sellers, RE’s tech center industrial design boss, arranged two Google Meets between myself and the chassis and engine people behind this project to discuss how the project came into being and to help me understand its unusually rapid evolution. Sellers told me they chose dirt track because, while roadracing’s popularity has declined, dirt track is accessible and attracts many intrigued new fans. Dirt track has become cool. “We did a bit of drag racing in Europe, and ran a bike at Bonneville—that got (management) comfortable with racing,” Sellers said. “The good news is, they have money to spend!” I had seen photos of the bike and was struck by its very short wheelbase. That’s what you see in the classic Harley XR; its wheels are about as close to its engine, front and rear, as they can possibly be. That makes the steering quicker and also maximizes weight transfer to the rear wheel during acceleration. Room for everything—the no-linkage single shock nestles between the pipes. (Brandon lajoie/)“We had no previous dirt-track experience, but we moved quicker with Johnny Lewis,” Sellers said. “It was a case of where do we start? Initially it was a stab in the dark. We thought, We’ll build a lot of adjustment into it and then look for the best settings.” Steering-head angle can be varied over a range of plus/minus 2 degrees, and steering yokes can change offset (and therefore trail) by plus/minus 4mm. The swingarm pivot height—crucial because it gives control over machine squat/anti-squat during acceleration—can move up or down by 5mm. “The biggest change was adding flex. Johnny wanted more flex as soon as he rode it,” said Sellers. “We have three chassis now. We started with a cradle frame, but now there’s no structure under the engine.” The chassis is low-temperature-brazed commer­cially available 1-1/4-inch 16-gage seamless steel tubing. Brazing, widely used in English tube chassis since its intro­duction by Rex McCandless on the 1950 factory Nortons, results in reliable joints because it forms smooth, stress-reducing fillets. Suspension, for the moment, is Showa up front and a single TTX 36 Öhlins unit at the rear. “Normally, single-shock rear suspension can provide a different feel by changing the link,” Sellers said. “But at Johnny’s request, now it has a direct (linkless) shock.” Wheels are spidery 16-spoke units from Roland Sands Design, machined by Performance Machine from forged billets, accepting the dirt-track standard “Barnes style” quick-change sprocket and brake disc carriers. This bike is short! Swingarm pivot height can be varied to control squat/anti-squat via alternative inserts. (Brandon lajoie/)Digital communication, the ability of the principals to talk face-to-face and exchange data at any time, has made a big difference to this extremely international program. Although the (originally) 78.0mm bore by 67.8mm stroke parallel-twin engine evokes the visual flavor of Royal Enfield’s British twin past, it is in fact a modern design in international style. The forged steel crank has three main bearings, whereas traditional British twins had only two, and the crankpins are set at 270 degrees rather than 360. Not only does this give the exhaust note the attractive syncopation of a V-twin, it also reduces the large, twice-per-revolution inertia torques of tradi­tional British twins, whose pistons start and stop together and cause a cyclic variation in crank speed. (Each time the pistons are accelerated from rest, the energy must come out of the crank, slowing it. When they decelerate again to a stop at TDC or BDC they accel­erate the crank.) A gear-driven balance shaft ahead of the crank reduces primary shaking forces. Boring the cylinders out to 83.5mm takes the engine to 750cc. In the head, a single cam operates four forked roller rocker arms to control eight valves whose stems are set at a 38-degree included angle. Stock pistons are almost completely flat. Stock power of the engine is 47 hp at 7,250 rpm. Now the question becomes one of doubling that power to make the engine competitive in AFT. Can it be done? Can it be done reliably? Rider Johnny Lewis with the very compact, mass-centralized RE. Note below his left hand one of two high-mounted oil coolers. (Brandon lajoie/)The second video meeting addressed these questions. “The problem is getting the revs up where the competitors’ engines are,” said Steven James of RE’s engine team. That means, in round figures, 10,000 rpm. “And not letting the head get too hot,” components and bottom end specialist Haydn Robinson added. A look at the stock bike reveals a large oil cooler; the dirt-tracker has two of them to remove heat from those parts of the engine not reachable by cooling air. Therefore cylinder-head cooling is shared between air and oil. This engine’s 67.8mm stroke is longish, but as Kawa­saki has shown with five consecutive World Superbike titles from its rather long-stroked ZX-10RR base engine, a longish stroke is not a disadvantage unless it leads to unreliability. In general it’s easier to achieve fast, efficient combustion in smaller-bore, longer-stroke cylinders than by going in the F1 direction of a huge bore and tiny stroke. To cope with traction on the dirt, a flat torque curve with no surprises is what past winners, such as Harley’s XR, Honda’s RS750, and Indian’s FTR750, have delivered. The Number 10 RE racing sideways in close company. (Brandon lajoie/)“The production engine has to last hundreds of hours,” James said. “The torque curve was quite flat before we began. We do quite a lot of numerical simulation, (so) getting more airflow is quite straightforward.” The old path to power was unending testing; build as many as 100 single-cylinder test engines to a variety of specs, dyno them, and develop the winner. Much of that pay-as-you-go cut-and-try can now be eliminated (and the schedule shortened) by intelligent simulation. Engine team leader Mike Coombs said, “We’ve got access to a good engineering team (in India) and quite sophisticated engine simulation techniques. We use that a lot. The first time on the dyno, we were pretty much where we expected to be. “The engine—stock—is pretty strong, considering. It’s a relatively recent development, a ‘world’ product.” OK, let’s speculate. If we push the revs to 9,500 and pick 90 percent of a fully developed engine’s stroke-averaged net combustion pressure, we get a ballpark peak of 97 hp. How hard is 9,500 going to be on pistons? On con-rods? A crude picture can be formed by arithmetic in the form of peak piston acceleration. For this engine, at 9,500 and with a normal rod ratio, we get 4,300 G, which is less than half the highest such accelerations reached in Formula 1′s V-10 era. Seems to me that RE can achieve both the necessary power and reliability. In dirt-track racing the traction changes as heats and semis roll by, so the bike’s settings have to change with it. (Brandon lajoie/)The Production Twins class in which this bike has run, the class with the greatest variety of machines and riders, is the apparent future of AFT. The Super Twins class that Indian has dominated since 2017 is for purpose-built race engines, so it has become mostly an Indian spec class with maybe a private Harley or Yamaha thrown in. The reason James spoke of keeping the head from getting too hot is that anything that heats the fresh charge before or during combustion makes detonation more likely. Detonation, an abnormal and destructive form of combustion occurring <i>after</i> the spark has ignited the fuel-air charge, sets the upper limit on engine compression ratio. We want high compression because it raises torque, but the higher we go and the hotter the piston and head operate, the more likely detonation becomes. The team, ready for action. As Rob Muzzy once said, “Don’t leave anything behind that you might need—the truck can carry it all.” (Brandon lajoie/)“Detonation is not a binary thing, like it’s knocking or it’s not knocking. To get maximum performance, you have to accept some light detonation,” Coombs said. I remembered Mick Doohan’s crew chief Jerry Burgess talking about the detonation counter—you tuned toward the limit until you had a certain number of counts per lap. Go too far and knock softens the piston and forges it down, trapping the top piston ring. But going for zero counts sacrifices some torque and power. Consensus is that if you can bring wide, flat torque and close to 100 hp to the series, you’re in with a chance. Making your bike handle? Making it reliable? Making it work on mile, half-mile, and TT? Those are other questions, but they’ll be easier answered with a cooperative major manufacturer smoothing the way. This shot shows the latest more-flexible chassis—structure under the engine. Also the floating link rear brake caliper that doesn’t hop or chatter the tire when you brake over bumps. (Brandon lajoie/)“We have access to simulations for the durability of parts. What’s the fatigue life of the crank? We have good confidence in components,” Coombs said. The good result at Daytona last October suggests that at least some handling issues are under control, as observers didn’t think that win came from horsepower. We want to see starting fields in AFT become deeper and competitive equipment more accessible, so we welcome Royal Enfield to flat track racing. Romantics want flat track bikes to be developed in private backyards and basements, but realists admit that engine development is a stretch for most Americans. Therefore the shortest path to deeper fields and closer racing is competitive bikes you can afford to buy. That’s exactly what the classic Harley XR was when it first became available in 1972. Source

International Female Ride Day’s 2021 logo. (Motoress/)Ever so slowly, it feels like things are getting back to the way they were in the before times, which increasingly includes motorcycle events like rallies, rides and shows. Case in point is the latest announcement from International Female Ride Day, which tells us it’s on for 2021, and is back to its usually scheduled slot in the first week of May. The worldwide event has been unfolding for 14 years now as a way to celebrate women motorcycle riders around the world; as founder Vicki Gray (also known as Motoress) tells it, “it is a globally synchronized “JUST RIDE!” day” created for all women…[and] to promote and highlight women riders while making a positive difference for women in motorcycling and powersports.” IFRD claims to be the world’s largest women rider and powersports event synchronized across all borders and all cultures. Last year’s edition got bumped from its normal May timing, and was moved to August. But we’re happy to report that the 2021 edition, which is also celebrating the 15th anniversary of IFRD, is May 1. Indian/Polaris are returning for 2021 as sponsors of IFRD. (Indian Motorcycles/)This year’s IFRD is already deep into the planning stage, with solo rides, socially distanced gatherings and women’s “Just Ride!” meetups all on the menu for the 15th global edition. Then, on Saturday May 1st, women riders around the world will hop on their motorcycles, scooters, and powersports rigs in a synchronized global ride day unfolding in over 120 countries and six continents. According to IFRD’s press release, “the movement places a spotlight on the diverse participation of women already engaging in motorcycling and powersports while inspiring other women to learn to ride and obtain their license.” It goes on to state that, even though female ridership has doubled over the last decade, women still represent just around 20 percent of all motorcycle owners, and the momentum needs to continue to advance the future of motorcycling for women, and arguably, the sport as a whole. RELATED: International Female Ride Day Is August 22 To that end, this year’s 15th edition is using the theme (and tag) of #FocusFemaleForward to put more emphasis on the IFRD’s goals, which, in a nutshell, is to encourage new women to ride while aiming to move women forward in all aspects. And although things are looking somewhat sunnier as far as health restrictions go this year, IFRD 2021 is still being planned with a careful eye toward navigating the coronavirus pandemic. Riders taking part are being reminded to enjoy the day within pandemic protocols and to follow guidelines for social distancing to protect against the spread of COVID-19. As in 2020, all participants have access to the complete Coronavirus guidelines and ride planning tools on the IFRD website, where you can also dig up ways to take part, and check out helpful tips to get your ride ready. Indian Motorcycle (and parent company Polaris) as well as Triumph Motorcycles are returning as IFRD’s partners again this year, while IFRD supporters include Can-Am (BRP) Yamaha and Harley-Davidson Footwear. But it’s key to remember that all are welcome to support the cause, participate and ride - no matter what they ride. Source

BMW rolls the R 18 cruiser onto American highways. We grab a Harley-Davidson Softail Slim to compare technology, tradition, and culture in two modern heavyweight twins. (Jeff Allen/)Two of the oldest, most famous motorcycle manufacturers in the world are using all the resources at their disposal to create motorcycles that inspire you, motorcycles that people write songs about and take pictures of everywhere they go. These two machines, the 2021 Harley-Davidson Softail Slim and BMW R 18 First Edition, are, first and foremost, emotionally evocative. In the time of the Harley-Davidson Knucklehead and BMW R 5, there were no micro-specifications or subcategories. Eighty years ago, motorcycles were just motorcycles, products of topography. A 1936 R 5 might look like a sportbike next to a Harley EL of the same year, as the BMW was developed for riding through European mountains and villages, not, say, crossing Kansas. Ever since, H-D has manufactured what is essentially the same silhouette, gradually updating technology as time passed. New H-Ds have new 45-degree V-twin engines, but squint hard at the 2021 Softail Slim and you can see the ghost of an EL. BMW, on the other hand, now has a different motorcycle at the top of every class of bike except cruiser. For BMW, a company known for technical expertise and engineering, this level of focus on visceral emotional response is new. BMW’s engineers had several clear goals for the R 18. The new bike had to fit the aesthetic parameters of an American cruiser, including the large engine as the centerpiece. The rider had to feel the bike come alive beneath them as it started up and see moving pieces like the exposed driveshaft. It had to maintain the flat-twin engine, evoke the R 5, and represent BMW’s technical prowess while simultaneously being a true spiritual evolution of the BMW lineage. That’s a lot to accomplish. Same notes, different songs, these two Big Twin cruisers are at their best on meandering backroads. (Jeff Allen/)Harley-Davidson, on the other hand, has developed the Softail models from a line of cruiser motorcycles stretching back almost a century. The defining aspects of the cruiser genre exist naturally within Harley-Davidson models because modern cruisers essentially all evolved from Harley-Davidson models. But as the originators of this genre, the company is held to a meticulously high standard. Change cannot come too abruptly or without serious consideration. As Cycle World Technical Editor Kevin Cameron said, “If you get the heritage part right, get the proportions, the colors, the unspoken but clear message right, you may earn the right to move ahead with change.” Ergonomic packages are similar on each bike, though aftermarket options are much greater on the Softail platform. (Jeff Allen/)So Harley-Davidson’s flagship line has progressed from what were once very loud, massive, shaky machines into relatively refined vehicles which still preach the silent message of the great American freedom machine. This refinement has come with decades of work, exhaustive study of customer desires, and extensive real-world testing. Three new laboratories have been built over the past two decades specifically for tuning sound and vibration. The Harley-Davidson Milwaukee-Eight 107 sits in the 2021 Softail Slim. (Jeff Allen/)The Softail’s Milwaukee-Eight engine is solid-mounted to the frame and 100-percent counterbalanced. The transmission of secondary vibration to the rider is controlled through touch points that vary model to model. For example, on the Slim, rubber-mounted handlebar risers and floorboard panels on bushings relay a steady combustion-pulse feeling, only really shaking hard for a moment with initial throttle application. That shake makes every crack of the throttle a joy. You have likely seen and heard the effects of this as Harley riders rev their bikes at stoplights. The engine sings beneath you under acceleration, and a rider can feel the hum of combustion in the best possible way. To achieve the desired cruiser feel, BMW’s R 18 engine was given its distinct pulse by omitting the balance shaft used on the company’s smaller-displacement flat-twins. Bearing in mind that peak torque was measured at 2,880 rpm, this omission was intended to provide enough vibration to tell the rider the engine is alive, but not so much that it would become irritating, especially as the redline was set at a low 5,500 rpm. The Rock ride mode applies a programmed-in shake and asynchronous rhythm to the idle, and is paired with the most aggressive of three throttle/fueling maps. The big boxer punches to life with a pull to the right, thanks to the longitudinal crankshaft and considerable flywheel effect. Any increase in throttle input torques the bike to some degree. Rain mode has an obvious application, but Roll was only used enough to determine that Rock is where we want to be, and that vibration at speed is the same in all modes. The R 18’s engine is the physical and visual center of the bike with its large, demanding presence. (Jeff Allen/)As revs climb past 3,000 toward peak horsepower at 4,800 rpm, that charming pulse feeling morphs into a droning and tiring vibration. My old 1974 BMW R90/6 had a similar endearing pulse at idle, but it smoothed out as the engine revved toward peak power output, which encouraged the rider to take advantage of the whole rpm range. But that old engine is half the size of this one, so even with the inherent flat-twin buzz, it was much less pronounced. In the R 18, that feeling moves from communicative and friendly in the low revs to an incessant buzz, compelling me to shift earlier than I might naturally and discouraging exploration of the upper horsepower range. A firm seat, solid-mounted handlebar risers, and footpegs bolted straight to the frame do little to damp this vibration. Therefore the charming idle so revered and expected among cruisers was achieved, but the bike must be ridden within certain parameters to avoid adverse effects. As Editor-in-Chief Mark Hoyer said, “The R 18 is very focused on the mellow experience, and if you ride specifically within that performance box, it feels great.” Floorboards on the Softail Slim allow for a range of motion while riding. (Jeff Allen/)Of course, the 244-pound engine and its two 900cc slugs affect the ride through more than just their moving parts. To fit a human to the R 18, it’s necessary to stretch the wheelbase to 68.1 inches. Even then, mid-mounted foot controls are tucked tightly beneath the massive cylinders, where both our large-footed testers still touched toes to cooling fins. The placement of the cylinders also eliminates any hope of forward foot controls or floorboards, staples of any cruiser acces­sory catalog. Early scrape points limit the R 18’s cornering ability at speed. Best to slow down and enjoy the ride. (Jeff Allen/)When it comes to appearance, BMW has done an incredible job. At the R 18 launch, BMW Director of Design Edgar Heinrich said, “In every detail, there must be love.” This shows in the motorcycle’s high level of finish, crisp lines, and lack of clutter. Wires, clamps, and bolts are all tucked neatly away. The R 18 draws from the company’s own classic style, but stretches and molds its lines to fit the American cruiser ethos. It’s hard to find any aesthetic fault in the R 18. The Softail Slim is also a beautifully styled bike, and it’s hard to beat a V-twin when it comes to the cruiser design. Still, when parked next to the R 18, little pieces that wouldn’t normally attract much attention, exhaust clamps and the like, suddenly jumped out. Harley-Davidson has always been known for its fit and finish and previously set the standard in this cate­gory, but the R 18 raises that bar higher. And perhaps it should, since our First Edition also costs $4,721 more than the Slim. Brake testing was the one performance category where the R 18 surpassed the Softail Slim. (Jeff Allen/)Riding the bikes back to back, we found the Harley-Davidson felt like a Ducati Monster compared to the BMW. The Slim was relatively light and agile, tipping into and pulling out of turns more easily and with more grace. Limited cornering clearance on the R 18 reminds you of what you already know: If you’re excited, you probably need to slow down. There is pleasure to be found in the R 18′s ride, but through scenery, not speed. Find a favorite road and take the time to enjoy it. You can get a swift flow going, but rushing is never rewarded on the R18. Exposed risers help to stir the aftermarket imagination. (Jeff Allen/)Limited suspension travel and low ride height, mainstays of the cruiser riding experience, are found on both models. Solo seats come standard on each, though the R 18′s is stiffer and less forgiving. Rear suspension travel is within a tenth of an inch, but you wouldn’t know it by riding the bikes. Spending a full Softail tank of gas on the highway may have you tired from fighting the wind, but the same distance on the R 18 exhausts riders through being on constant alert for bumps and shifting their weight to the footpegs to avoid compacting their tailbones. The BMW just rides harder out back. This comparison proved to be one of cultural significance, style, and emotional response more than engine performance, as the Slim outperformed the R 18 in nearly every test category. While the BMW produced more horsepower and torque on the Cycle World dyno, much of the disparity in our performance testing numbers can be attributed to the bikes’ 124-pound weight difference. The Slim was 0.69 second faster in the quarter-mile, 0.54 second faster to 30 mph, and 1.77 seconds faster to 100 mph. Only in brake testing did the R 18 surpass the Softail, stopping 2.89 feet shorter than the Slim from 60 mph. Classic-looking chrome bezels on round headlights belie modern technology inside. (Jeff Allen/)Much in the way that a recent religious convert might feel the need to extol the fundamentals of their newfound belief more than someone born into the faith, BMW has leaned into everything that makes a cruiser a cruiser. The R 18 is longer, heavier, and vibrates more than the competition. But it is also still remarkably BMW, with considerations like a reverse drive, adaptive headlight, heated grips, and the cutesy Rock and Roll ride modes. Herr Miritsch said, “It should be emotional, but without disturbing or even distracting the rider at any time.” And while the bike does succeed in delivering an emotional ride, there are undoubtedly disturbances and distractions if you get it even slightly outside of its designated comfort zone. The end result is something of an uneasy compromise, checking the cruiser boxes while hitting some BMW key points. It feels like Michael Jordan playing baseball. As a brand that has no real custom or cruiser heritage, BMW has managed to use its own history to create an endearing narrative around this new motorcycle. (Jeff Allen/)As a brand that has no real custom or cruiser heritage, BMW has managed to use its own history to create an endearing narrative around this new motorcycle. By adding a thicker seat and vibration-mitigating components at the footpegs, seat, and risers, the pleasure of use on the R 18 could be greatly expanded, its potential more thoroughly realized. The Softail Slim echoes the glory of Harley-Davidson’s century-plus of cruiser motorcycle manufacturing, and other specified Harley-Davidson models are available with the same engine and chassis, tuned to deliver a different experience with each model. BMW brings a solid contender to the fight, but for now, it’s all Harley-Davidsons on the Route 66 postcards. 2021 BMW R 18 First Edition 2021 Harley-Davidson Softail Slim ENGINE Type Air-/oil-cooled, horizontally opposed twin 45-degree Milwaukee-Eight 107 V-twin Displacement 1,802cc 1,745cc Bore X Stroke 107.1 x 100.0mm 100.0 x 111.1mm Compression Ratio 9.6:1 10.0:1 Valve Train OHV, 4 valves/cylinder OHV, 4 valves/cylinder Induction (2) 48mm throttle bodies (1) 55mm throttle body Trans. / Final Drive 6-speed/shaft drive 6-speed/belt CHASSIS Front Suspension 49mm telescopic fork, nonadjustable; 4.7 in. travel 49mm telescopic fork, nonadjustable; 5.1 in. travel Rear Suspension Steel swingarm w/ central shock strut, spring preload adjustable; 3.5 in. travel Coilover monoshock, spring preload adjustable; 3.4 in. travel Front Tire Bridgestone Battlecruise H50 120/70R-19 Dunlop D401 130/90B-16 Rear Tire Bridgestone Battlecruise H50 180/65B-16 Dunlop D401 150/80B-16 Rake / Trail 32.7°/5.9 in. 30.0°/5.8 in. Wheelbase 68.1 in. 64.2 in. Seat Height 27.2 in. 26.4 in. Fuel Capacity 4.2 gal. 5.0 gal. Dry Weight 764 lb. 642 lb. CW MEASURED PERFORMANCE Horsepower 81.3 hp @ 4,800 rpm 73.7 hp @ 4,900 rpm Torque 103.1 lb.-ft. @ 2,900 rpm 98.4 lb.-ft. @ 2,800 rpm Fuel Consumption 35.9 mpg 36.7 mpg Quarter-mile 13.82 sec. @ 100.82 mph 13.13 sec. @ 104.13 mph 0-30 2.37 sec. 1.83 sec. 0-60 4.96 sec. 4.39 sec. 0-100 13.50 sec. 11.73 sec. Top-gear Roll-on 40-60 4.44 sec. 3.93 sec Top-gear Roll-on 60-80 4.99 sec. 4.23 sec. Braking 30-0 34.0 ft. 35.8 ft. Braking 60-0 135.5 ft. 138.4 ft. Price $22,265 $15,999 ($17,544 as tested) Source

A successful retro standard motorcycle balances nostalgia and performance, style and rideability. Now, 54 years after the first V7 and 13 years after the first modern recreation, Moto Guzzi has released the fourth generation of that modern iteration of the V7 with an all-new engine and chassis. With iconic styling and all of the quirks and character that Guzzi is known for, the nostalgia is there. But has the classic-styled bike’s performance been updated enough to stay competitive with this quickly growing genre of motorcycles? The 2021 Moto Guzzi V7 Stone has a starting MSRP of $8,999. (Moto Guzzi/)The biggest update in this model is the new engine, designed to meet Euro 5 emissions standards and drawing on elements of Guzzi’s previous V9 and V85TT but unique to this model. Overall design of the engine is not radically different from previous versions of the bike, maintaining the two-valve-per-cylinder pushrod configuration. Thanks to the new larger displacement, we see a 25 percent increase in power over previous models, a claimed 65 hp at 6,800 rpm and 53.8 pound-feet of torque at 5,000 rpm. The crank has been re-balanced, and friction has been reduced to limit the torsional rotating effect so present when revving previous V7 models. That pull-to-the-right while revving is still there, for the nostalgic; it’s just reduced to a minor sway rather than a tug to one side. Our first ride test took place in the California desert outside of Palm Springs—a great destination for both wide open and twisty roads. (Moto Guzzi/)Power output of previous V7 models was notably underwhelming, so the increase in engine performance is something that we welcome eagerly, as it makes the new bike a much more capable machine. Most of that power comes on after the 3,000 rpm mark, but the engine produces tiring vibration through the handlebars at the same point; this does not smooth out until it reaches peak torque at 5,000 rpm. The cable-driven throttle provides a direct, connected feel, but fueling is abrupt with the initial twist; it takes slow, precise throttle application to achieve smoothness. The clutch lever is springy and the feel is very vague, making it hard to detect the engagement point based on your hand alone. The combination of abrupt fueling and lack of clutch feel can lead to a bit of lurching, especially if you have the traction control switched off. The 2021 V7 Stone with the Centenario version behind it. (Moto Guzzi/)At one point in our test ride, I was carving through some mountain roads while staying in the higher revs above 6,000 rpm, near peak horsepower. I closed and reopened the throttle quickly and was greeted with a pulsing effect from the fuel injector that upsets the chassis. Thinking it may have been a fluke, I tried this on three different motorcycles and found that it was consistent and repeatable. An all-new digital gauge on the V7 Stone, matching the shape of the new headlight. (Moto Guzzi/)Guzzi has developed a new chassis to house the new powerplant, though it’s a similar tubular steel layout with similar weight distribution to previous models. The rear shocks are larger with longer travel, and the swingarm is now larger and reinforced, with a new bevel gear on the shaft drive to better handle the higher torque output. Handling on the V7 is neutral and easy, but push it too hard and the soft suspension will remind you how this bike likes to be ridden. (Moto Guzzi /)The V7 easily drops into turns and now has the power to effortlessly pull out of them. Low-speed handling is neutral and easy. Going straight down the highway, the ride is smooth and stable. Only when pushing the bike, heavily leaning through turns at speed, did I find the shortcomings of the suspension. Both the fork and the shocks are a bit soft in both spring rate and damping, resulting in bouncing through bumpy turns and forcing me to slow down. Rebound is adjustable on the rear, which did help to slow the bobbing; the front is nonadjustable. Subtle Moto Guzzi branding hides throughout the bike, like the eagle silhouette that serves as a daytime running light. (Moto Guzzi/)A four-piston Brembo caliper grips a 320mm disc to stop the 18-inch front wheel, and while it takes a fair squeeze of the lever, there’s good feel for precise application. The rear two-piston caliper and 260mm disc are more than adequate as well; present, but not too grabby, with decent feel at the foot lever. The new bike comes in three models. As in previous years, the V7 Stone wears matte black paint with aluminum six-spoke mag wheels, a digital gauge cluster, and LED lighting, available for $8,999. For 2021 only, celebrating the 100th anniversary of Moto Guzzi, a Centenario version of the V7 Stone is available for $9,190, sharing all the same functional components as the V7 Stone but with a two-tone livery and a brown seat. Lastly there is the V7 Special, with glossy paint, dual analog gauges, and spoked wheels, as well as machined cylinder cooling fins and a brown swingarm for $9,490. Each 2021 model has the special 100th anniversary logo on the front of the fender. Brembo four-piston calipers provide excellent stopping power up front. (Moto Guzzi/)While the V7′s styling is very similar to what we’ve seen on model after model here, that is a good thing. It’s still undeniably attractive. The line from tank to seat, the knee indents, and subtle Moto Guzzi branding details throughout make it simply a great-looking standard. As each bike shares the same engine, tires, and chassis, there is room for up-spec’d models to be released later on. In true “Stone,” fashion, the base model V7 Stone comes only in matte black. (Moto Guzzi/)The gearbox on the new V7 is essentially a five-speed with an overdrive. Gears one through five feel great and are truly all you need for practical use, with fifth gear pulling 80 mph at 5,100 rpm. Sixth gear seems like a bit of a mileage play, as 4,000 rpm will only have you going 70 mph and vibrates too much for smooth highway cruising. Each V7 produced for 2021 will come with the special 100th anniversary logo on the front fender. (Moto Guzzi/)The retro standard category is growing quickly, with offerings from OEMs all over the world. From Triumph’s updated Bonneville line to Royal Enfield’s wildly successful $6,000 twins, there is something to fit every level of performance and most budgets. The Guzzi V7′s strengths are in its classic Guzzi character and styling, but when you view performance and pricing next to others in the class, it becomes hard to justify the purchase based on those factors alone. Moto Guzzis have always been funky motorcycles, bikes out on the fringe. They’re a choice for the rider who doesn’t want a Harley or a Triumph, but something more unique, Italian, and not seen quite as often. Thanks largely to the engine configuration, they’re quickly recognized by those in the know, and their classic styling is universally appreciated. It’s a friendly bike that isn’t too loud, too big, or unwieldy. It’s not trying to be a racebike. it’s just a simple, good-looking machine. Ride it within its capabilities and it will be good to you for many years to come. At 6-foot-4, editor Morgan Gales was surprised to find the V7 is a comfortable fit with his knees below his hips and body upright. (Moto Guzzi/)Gear Box Helmet: Hedon x Bike Shed Heroine Jacket: Alpinestars Brera Air Pants: Tobacco Selvedge Riding Jeans Gloves: Lee Parks Design Boots: Bates Fast Lane 2021 Moto Guzzi V7 Stone MSRP: $8,999 Engine: Air-cooled, transverse V-twin, pushrod; 2 valves/cyl. Displacement: 853cc Bore x Stroke: 84.0 x 77.0mm Transmission/Final Drive: 6-speed/shaft Claimed Horsepower: 65 hp @ 6,800 rpm Claimed Measured Torque: 53.8 lb.-ft. @ 5,000 rpm Fuel System: EFI w/ 38mm mechanical throttle body Clutch: Dry clutch Frame: Double cradle tubular steel frame Front Suspension: 40mm fork; 5.1 in. travel Rear Suspension: Dual Kayaba shocks, preload adjustable; 3.9 in. travel Front Brake: Brembo 4-piston caliper, 320mm disc Rear Brake: Brembo 2-piston floating caliper, 260mm disc Wheels, Front/Rear: Cast aluminum mags; 18-in. / 17-in. Tires, Front/Rear: 100/90-18 / 150/70-17 Rake/Trail: 26.4°/4.2 in. Wheelbase: 57.1 in. Ground Clearance: 6.1 in. Seat Height: 30.7 in. Fuel Capacity: 5.5 gal. Claimed Wet Weight: 481 lb. Availability: Spring 2021 Contact: motoguzzi.com/us_EN/ Source

For 10 years, the DGR has been encouraging you to dress funny and ride classic bikes in the name of men’s health awareness. (Shane Benson/Triumph Motorcycles/)That dapperest of all moto events, the Distinguished Gentleman’s Ride, is back at it again for 2021, and this time there’s even more reason to celebrate, beyond the fact that it likely won’t be a completely solo ride event as it was last year. Or at least, we hope not. As it has been for the last eight years, the ride is supported by Triumph Motorcycles which will help the DGR bring together classic and vintage-style motorcyclists on May 23, 2021. Also a big deal is the fact that this year’s event marks the 10th anniversary of the tweed-heavy hoedown, which has raised $27.45 million for men’s health causes since its first edition. Anyway, if buttoning up a waistcoat and waxing your mustache for a short spin on your bike sounds appealing, you’ll want to read on for the details. Tweed jackets and handlebar mustaches: ATGATT for hipsters? (Shane Benson/Triumph Motorcycles/)First a quick sidebar. Apparently, somebody on the inside didn’t do the math last year; weirdly enough, the DGR had also claimed the 2020 ride represented the 10-year mark. But as the inaugural event was in 2012, clearly this year is the true 10th anniversary. Maybe they didn’t count last year’s ride because of the COVID-caused restrictions—as you may recall, 2020′s DGR was literally a singular one, with riders going at it solo instead of clustered in a massive pack of cycles, so it’ll likely be a bit of relief for some participants to be riding among a throng of classic rigs once again. Visually anyway, it’ll just look cooler. RELATED: Triumph Partners With Distinguished Gentleman’s Ride As a refresher, the Distinguished Gentleman’s Ride was created to bring together classic motorcycle enthusiasts to help raise funds and awareness of prostate cancer and men’s mental health. This year, the fundraising event is aiming for the milestone of raising more than $30 million on its 10th year anniversary, to continue funding research and programs with Movember, such as the Social Connections Challenge and the Veterans and First Responders Challenge. The 2021 ride is once again being supported by Triumph Motorcycles. (Triumph Motorcycles/)To emphasize the DGR’s 10th running, this time around a one-off custom Triumph Thruxton RS will be built and revealed before the event, and it’ll go to the Gentlefolk Competition Winner for 2021. To get details on eligibility, register at gentlemansride.com and check out more event info there. As extra motivation, Triumph is donating four new motorcycles from its Modern Classic range to the three highest fundraisers worldwide. As for this year’s ride structure, due to the ever-changing COVID landscape and restriction levels in various countries, the format of The 2021 Distinguished Gentleman’s Ride will vary depending on the location. For now, organizers say it will be a mix of COVID-safe, Route Only, or Ride Solo events. Check gentlemansride.com frequently to see how rides near you will be shaping up. All participants are encouraged to operate within COVID-safe best practices, and maintain appropriate social distancing measures. Follow the hashtags #DGR2021 and #ForTheRide to interact and engage with participants worldwide, which we’re guessing will also include the usual bike-riding celebrities seen in past events. If you’re looking for an excuse to break out the monocle or granddad’s vintage pocket watch on a ride, this might be your best bet. One of the prizes you can win at this year’s event will be a one-off custom based on Triumph’s Thruxton RS model (stock model shown). (Triumph Motorcycles/)To learn more visit gentlemansride.com. Source

Kawasaki has two choices for street-legal small-bore fun based on the KLX300R: the supermoto-syled KLX300SM shown here and the KLX300 dual sport. (Kevin Wing/)A year ago Kawasaki introduced its KLX300R, an affordable user-friendly off-road enduro model appealing to dirt riders of all ability levels. At the time it was only natural to ponder the possibility of a road-legal dual sport version to follow. We didn’t have to wait long. Kawasaki has introduced a pair of road-legal KLX300 models for 2021. Offered alongside the on-and-off-road-capable KLX300 dual sport is the KLX300SM, a supermoto version for pavement-pounders seeking an affordable and ultra-agile urban scraper with roomy ergonomics and thrilling backroad potential. There’s a chance you may have already seen or sat astride the KLX300, as both versions have been available in dealerships for some time now. With COVID restrictions beginning to lift, Kawasaki recently invited members of the motorcycle press to Folsom, California, for two days of play aboard its fun-evoking KLX300 duo. As to be expected, the event was conducted in adherence to social-distancing protocol; to this end, the technical brief was held via a Zoom conference call a few days before the ride, and once on-site in Folsom, a face mask was to be worn when not wearing a helmet. Seems helmets can reduce the spread of the virus somewhat; who knew? Anyway, despite there being no group meals or broin’ at the hotel bar, it was great to get out and bump elbows with fellow enthusiasts. The dual sport KLX300 is fit with a 21-inch front tire and 18-inch rear. (Kevin Wing/)Our first day began with us riding a varied route incorporating freeway, winding pavement, and dirt backroads threading through the Sierra Nevada foothills aboard the dual sport KLX300. We spent the later part of the day trail riding at Prairie City SVRA off-road park. The next day found us tracing a similar route, sans dirt roads and trails, aboard the KLX300SM, once again arriving later at Prairie City for an afternoon hot-lapping the facility’s paved kart track. Supermoto-sized 17-inch wheels, shorter suspension, and a larger front brake differentiate the KLX300SM from its dual sport sibling. (Kevin Wing/)Engine-wise, the KLX300 retains the 61.2mm stroke of its 249cc predecessor, but uses a 6mm-larger bore. Its four-valve head shares the same cam profiles as the KLX300R. The fuel-injected liquid-cooled DOHC four-stroke 292cc single-cylinder engine churns out ultra-linear delivery from bottom revs to its 10,500 rpm limit. Power is accented with a whisper of top-end surge that comes in around 8,000 rpm and can be felt in the bottom gears of the six-speed gearbox. The chassis is a direct carryover from the KLX250 and features a lightweight perimeter steel frame and aluminum D-section swingarm. A 43mm inverted cartridge-style fork offers 16-way-adjustable compression damping and 10 inches of travel. Supporting the rear is a gas-charged piggyback reservoir shock offering preload adjustability and 30-way rebound damping adjustments to its 9.1 inches of rear wheel travel. Wheel size is a standard off-road combo of 21-inch front and 18-inch rear fitted with Dunlop D605 dual sport rubber. A 292cc four-stroke single powers both street-legal KLX300 models. (Kevin Wing/)I stand 5-foot-10 with a 32-inch inseam, and I found the KLX’s 35.2-inch unladen seat height does require a bit of a leg hike to mount. With the suspension compressed a few inches under my 185 pounds, my boot heels still hovered an inch off the ground with both feet down. Even so, I had little difficulty backing the light KLX out of a parking stall. Beyond that I rarely put both feet down, making traffic signals and trailside stops stable one-footed affairs. Equipped with EFI and convenient electric start, the KLX proved hassle-free to cold start, a momentary bump of the thumb button effortlessly prodding the motor into a smooth idle. The bike’s compact battery doesn’t offer much surplus capacity, as discovered by a few riders in the group who repeatedly left the ignition key on during our frequent engine-off photo stops, but the KLX bump-started with ease. The initial leg of our ride, along US Route 50, provided a positive impression of the bike’s freeway manners. The engine features a gear-driven counterbalancer that does an excellent job smoothing vibes, with only a light buzz detected in the bars and footrest, mildly gaining intensity when engine revs climb beyond 6,000 rpm. At an indicated 70 mph in top gear, the LCD bar-type tachometer registers 7,500 rpm. The KLX hums along contentedly at that pace and will pull upwards of 8,500 rpm on a level stretch; however, the assistance of a downhill grade or tailwind is needed to tap the remaining 2,000 revs in sixth. The KLX300′s cockpit is spacious and comfortable, and engine vibrations are well controlled via a gear-driven counterbalancer. (Kevin Wing/)The KLX’s upright riding position provides generous legroom, a relaxed feel, and a deeply padded urethane seat, a combination that suggests decent comfort range, though that couldn’t be confirmed on our fairly short 70-mile ride loop. I can say with certainty, however, that the airflow at head and shoulders level was without buffet, a credit to the stubby cowl above the headlight. Venturing onto a narrow winding backroad, the nimble KLX tipped into corners with just a hint of steering input. I initially felt the bike was too willing to fall in when entering slow to medium speed bends, a sensation I became accustomed to after a few miles of curves. Its plush suspension soaks up road bumps and ripples with ease, yet offers good damping control, delivering a comforting sense of overall stability and composure. Its light-effort clutch and slick shift action made selecting the proper gear easy work, and there’s enough low-end torque available to pull cleanly out of corners when you choose to play it mellow. When we left the pavement for a groomed gravel road, the chassis continued to track straight and true at speed whether seated or standing. Perching on the pegs felt natural, as the KLX300′s ergos are more akin to a full-size dual sport than small-displacement playbike. The road became more entertaining as rain-filled potholes of varying size provided a 50 mph slalom. The bike threaded through the larger water holes with ease and control; a total blast. At a casual pace the KLX300 has great trail manners. (Kevin Wing/)Prairie City offered a variety of slower technical terrain, including rutted single-track climbs, rocky creek beds, loamy sand, berms, and whoops. Being a casual trail rider at best, I appreciated the mild-mannered KLX300 when shaking off years of off-road riding rust. Intuitive throttle response and predictable power delivery help maintain rear grip. The engine chugs smoothly at its 1,800 rpm idle speed in low gear, with no hesitation as the throttle is cracked open, making it all the better when picking a line through the cannonball-sized river rocks littering several of the trails. The suspension had no issue dealing with anything I was inclined to tackle, such as hopping a log, rolling the whoops, or catching a pitifully modest amount of air. Your dual sport aspirations may well be more demanding. The KLX300′s suspension handled small hops and jumps with ease; fast, aggressive riders will most likely find the limits quickly. (Kevin Wing/)Being primarily a road rider, I immediately felt at home astride the KLX300SM for our supermoto play day. Its lowered suspension and 17-inch wheels amount to a 1.3-inch reduction in saddle height and allowed me a solid flat-foot stance. Cruising the freeway stretch at 70 mph registered a more relaxed 7,000 rpm on the tachometer due to a rear sprocket three teeth smaller than the KLX300′s. The SM also has rubber-topped footrests that effectively isolate what little vibration is felt through the dual sport’s dirt-style footrests. I also detected a slight reduction of vibes in the hand grips at any given rpm, something I assume can be attributed to a change of harmonic pitch with the SM’s inch narrower bar width. Or perhaps it’s the street-style mirrors? I digress. On the road the KLX300SM’s firmer springs and 17-inch wheels give more road feel and less weight transfer during acceleration and braking. (Kevin Wing/)Traveling a few of the same backroads as the previous day offered an interesting contrast in chassis feel. Compared with its dual sport sibling, the suspension spring rate of the SM is 39 percent firmer up front and 23 percent firmer at the rear. The result is dramatically greater tactile feel for the road surface, as in “dang, this road is kinda rough,” along with reduced fore-aft chassis motion when accelerating, and particularly so when applying a handful of front brake. The SM’s steering is very neutral and light in effort without the tippy feel I experienced the previous day. Despite the reduction in rake and trail, the sense of straight-line stability at speed hasn’t been compromised. A highlight of the event was leathering up and lapping the kart track. A mix of foot-out moto-style in the circuit’s tightest hairpins and knee-dragging in the faster bends proved a fun and effective way to rip it up. I came away impressed with the level of grip offered by the IRC Road Winner tires, which allowed peg-scratching cornering lean without a slip or slide. The SM’s larger-diameter (and 1mm thicker) floating front brake also impressed, offering fade-free stopping performance and a consistent firm lever feel. While many KLX300SM owners may not have access to a kart circuit, it doesn’t hurt to know the bike does have the potential. The KLX300SM was a blast on the karting track with fade-free braking and impressive grip from the IRC Road Winner tires. (Kevin Wing/)Which KLX300 model is the best choice for you will come down to riding priority. If off-road capability is in the cards, the choice is obvious; the dual sport provides that while still being an equally excellent economical commuter. But if dirt is an annoyance that you wipe off your shoes on the doormat before entry, the KLX300SM is a surefooted bet. 2021 Kawasaki KLX300 Specifications MSRP: $5,599 Engine: 292cc DOHC liquid-cooled single Bore x Stroke: 78.0 x 61.2mm Transmission/Final Drive: 6-speed/chain Fuel System: DFI w/ 34mm Keihin throttle body Clutch: Wet, multiplate Engine Management/Ignition: CDI Frame: High-tensile steel, box-section perimeter Front Suspension: 43mm USD fork; compression adjustable; 10 in. travel Rear Suspension: Uni-Trak piggyback shock; preload and rebound adjustable; 9.1 in. travel Front Brake: 2-piston caliper,250mm petal disc Rear Brake: 1-piston caliper, 240mm petal disc Wheels, Front/Rear: Spoked; 21/17 in. Tires, Front/Rear: Dunlop D605; 21 x 3.0 in. / 18 x 4.6 in. Rake/Trail: 26.7°/4.2 in. Wheelbase: 56.7 in. Ground Clearance: 10.8 in. Seat Height: 35.2 in. Fuel Capacity: 2.0 gal. Claimed Wet Weight: 302 lb. Availability: Now Contact: kawasaki 2021 Kawasaki KLX300SM Specifications MSRP: $5,999 Engine: 292cc DOHC liquid-cooled single Bore x Stroke: 78.0 x 61.2mm Transmission/Final Drive: 6-speed/chain Fuel System: DFI w/ 34mm Keihin throttle body Clutch: Wet, multiplate Engine Management/Ignition: CDI Frame: High-tensile steel, box-section perimeter Front Suspension: 43mm USD fork; compression adjustable; 9.1 in. travel Rear Suspension: Uni-Trak piggyback shock; preload and rebound adjustable; 8.1 in. travel Front Brake: 2-piston caliper, 300mm petal disc Rear Brake: 1-piston caliper, 240mm petal disc Wheels, Front/Rear: Spoked; 17/17 in. Tires, Front/Rear: IRC Road Winner; 110/70-17 / 130/70-17 Rake/Trail: 25.0°/2.8 in. Wheelbase: 56.5 in. Ground Clearance: 9.3 in. Seat Height: 33.9 in. Fuel Capacity: 2.0 gal. Claimed Wet Weight: 304 lb. Availability: Now Contact: kawasaki Source

Riding the 2021 Yamaha WR250F at Cahuilla Creek MX in Anza, California. (Mason Owens/)Every year a heavy focus is placed on motorcycle manufacturers’ newest motocross bikes as well as their cross-country racers and dual sports. However, sometimes it’s easy to overlook models that fall in between an off-road racebike, like the Yamaha YZ250FX, and a street-legal dirt bike such as the KTM 350 EXC-F. Although the Yamaha WR250F is not California green-sticker-eligible like some other manufacturers’ enduro models, it does qualify for a California red sticker like its YZ250FX counterpart. Last year, Yamaha’s 250 four-stroke enduro model was granted many of the same updates the YZ250F received in 2019. The WR250F is unchanged mechanically for 2021. (Mason Owens/)Designed for trail riders and enduro racers alike, the WR250F received several updates last year, many of which were also given to the YZ250F in 2019. We did not get an opportunity to test the WR250F last year due to the pandemic, so we were extra excited to get our hands on the 2021 model, which is mechanically the same as last year’s bike. After weighing, measuring, and dynoing it, we took the WR250F to some of our favorite trails in SoCal’s high desert and ended our rides with an ear-to-ear grin. Being that it’s an enduro bike, we would like to see the WR250F come with hand guards in stock trim. (Mason Owens/)2021 Yamaha WR250F Engine While the WR250F has different ECU tuning than the YZ250FX and a Forestry Service-compliant spark arrestor-type muffler, the engine itself is the same as the YZ250FX. What’s different is the WR250F’s enduro-specific engine tuning, which naturally means the ignition and fuel-injection maps are designed for enduro riding and racing. Aside from the ECU tuning and Forestry Service-compliant spark arrestor-type muffler, the WR250F’s engine package is the same as the YZ250FX’s. Our only gripe about the powerplant is that it’s a little hard to start when in gear. (Mason Owens/)What should be understood here is that because Yamaha designed the WR250F for enduro racing, the Tuning Fork guys made no attempt to make it a hybrid dual sport or, if you live in California, green-sticker-compliant. There is no carbon canister nor emission controls, which means you have a better-running enduro bike straight off the showroom floor. While the WR250F runs very well, its Forestry Service-compliant spark arrestor-type muffler causes its power output to be less than the YZ250FX and YZ250F, specifically 1.7 hp and 2.9 hp less at peak, respectively, than those two models. The six-speed transmission is shared with the YZ250FX and offers optimized gear selection for technical terrain as well as wide-open fire roads. The first and second gears are particularly useful. In second gear, I was able to still get down to a very low speed without losing throttle response; yet I was able to carry that same gear much further than expected. Because of the surprisingly long second gear, the amount of shifting on tighter trails is noticeably reduced, as is the gap between second and third. As expected, fourth, fifth, and sixth gears have a little more of a noticeable gap on this wide-ratio gearbox. A couple of the WR250F’s enduro-specific features include a multifunction enduro meter and a radiator cooling fan. (Mason Owens/)The 2021 WR250F engine has received a clutch basket update for durability, and the overall performance remains very good. Even though the engine is slightly restricted, clutch fade is almost nonexistent due to good gear ratios and sufficient roll-on power to make abuse of the clutch unnecessary. 2021 Yamaha WR250F Suspension The WR250F comes equipped with the same KYB Speed Sensitive System (SSS) coil-spring-type fork and KYB shock as the YZ250F, but with different valving and spring rates for enduro competition. Fork and shock travel are 12.2 inches and 12.5 inches, respectively. The fork is adjustable for compression and rebound damping, while the shock features spring preload, high-/low-speed compression, and rebound damping adjustability. The WR250F is an incredibly comfortable ride. The suspension settings are noticeably softer in comparison to the motocross version, but still offer plenty of resistance to bottoming. The fork offers enough holdup under braking that you still have confidence to drive harder into corners in comparison to other models. While they are still plush enough in the initial part of the stroke, you can ride through rocky sections with comfort. The shock is well balanced in relation to the fork. Although the WR250F’s engine is not quite the equal of the YZ250FX’s, it still makes plenty of usable power. (Mason Owens/)2021 Yamaha WR250F Chassis/Handling Keeping in mind that last year’s WR250F was completely updated to the 2019–2020 YZ250F chassis design, no changes were made to the 2021 model. The WR250F shares the same frame, subframe, swingarm, and suspension as the highly rated YZ250F. The KYB SSS fork and KYB shock are some of the most highly praised stock suspension components available. Some of the features differentiating the WR250F from its motocross-focused YZ250F counterpart include a larger 2.2-gallon fuel tank, which fits directly in place of the smaller motocross version without any unusual displacement of the bodywork; a radiator cooling fan, to assist in keeping the engine cool while negotiating tighter enduro-type trails; a full-coverage composite skid plate; an off-road-sized 18-inch rear wheel; Dunlop Geomax MX3S tires; a kickstand; a steel rear sprocket; and a sealed O-ring chain. The KYB suspension settings are noticeably softer in comparison to the YZ250F but still offer plenty of resistance to bottoming. (Mason Owens/)Additionally, the WR has several enduro-specific features including fuel level and engine warning lights, a stylish front headlight, and a compact taillight. There is also a multifunction enduro meter that incorporates two tripmeters, a clock function, and a race mode featuring an average speed display and a timer. How Does the 2021 Yamaha WR250F Ride? This bike is about as close as you can get to the full-race motocross version while still checking almost all the enduro requirement boxes. There are zero changes to ergonomics, even with the larger fuel tank. It may be bigger, but it’s no wider, as the Yamaha designers found a way to extend the tank lower in the chassis. The headlight and taillight are both well thought out and stylish in design. The taillight also seems to be extremely durable in comparison to some models using a more street-legal assembly. Considering the restrictive spark arrestor-equipped muffler, the engine produces an impressive 36.1 hp on the dyno. The WR250F’s engine power is certainly not equal to the YZ250FX or YZ250F, but it still makes plenty of usable power. The combination of gear ratios, engine settings, and rear sprocket size are well matched. First-gear crawling is very low, perhaps not two-stroke first-gear crawling low, but still impressive. Second gear is also usable down to almost the lowest possible speeds; the surprising part was how long it seemed to pull. I was able to make good use of second gear in single-track and did not have to shift nearly as often as expected, impressive for an enduro-tuned 250F powerband. Clicking up to third on flowing trails was also very good; keeping the revs up helped with recovery in some of the G-out sections where the rear suspension was a little softer. In fourth and higher, the bike ran clean with plenty of power for the two-track and fire-road sections. The WR250F’s chassis offers amazing comfort while not giving up too much performance. (Mason Owens/)The WR250F has the same sitting-in-the-bike feel as the motocross version. It also feels very planted, and because of the softer suspension, corners well without losing any of the Yamaha trademark stability. For me, a slightly taller seat would be nice; luckily, several aftermarket options are available. Also, if you are 6 feet tall or more, consider moving the handlebar mounts into the forward holes with the mounts facing rearward, which might help open up the cockpit. I rode this bike on two separate days at different locations and made zero adjustments. Straight off the showroom floor, I was able to ride the WR250F to 90 percent of my comfort zone and enjoy every minute of it. The most impressive thing was how well the whole package performed. We already know the YZ250F is at the top of its class; Yamaha has injected that DNA into its WR250F enduro racer. If you want more performance from the WR250F, Yamaha offers a line of Genuine Yamaha Technology Racing (GYTR) performance products featuring more than 50 items including a fully loaded GYTR performance cylinder head assembly, high-compression piston, and performance exhaust system. If you plan on racing the WR250F, you will most likely want to purchase an aftermarket muffler; if you do so, keep in mind that GYTR offers a performance ECU, programmable via the Yamaha Power Tuner app, which requires the GYTR Communication Control Unit (CCU) to connect to your phone. We already know the YZ250F is at the top of its class, and Yamaha has injected that DNA into its WR250F enduro racer. (Mason Owens/)Gearbox Helmet: Shoei VFX-EVO Goggle: Scott Prospect Jacket: Alpinestars Session Race Jersey: Alpinestars Techstar Venom Gloves: Alpinestars Techstar Pant: Alpinestars Techstar Venom Boots: Alpinestars Tech 7 2021 Yamaha WR250F Tech Spec PRICE $8,599 ENGINE 250cc, DOHC, liquid-cooled, single-cylinder four-stroke TRANSMISSION/FINAL DRIVE 6-speed/chain MEASURED HORSEPOWER 36.1 hp @ 12,000 rpm MEASURED TORQUE 17.9 lb.-ft. @ 8,100 rpm FRAME Aluminum bilateral beam FRONT SUSPENSION KYB Speed-Sensitive System (SSS) coil-spring fork, compression and rebound damping adjustable; 12.2 in. travel REAR SUSPENSION KYB shock, spring preload, high-/low-speed compression and rebound damping adjustable; 12.5 in. travel FRONT BRAKE Nissin 2-piston caliper, 270mm disc REAR BRAKE Nissin 1-piston caliper, 245mm disc WHEELBASE 58.3 in. MEASURED SEAT HEIGHT 37.6 in. FUEL CAPACITY 2.2 gal. MEASURED WEIGHT 254 lb. wet AVAILABLE Now CONTACT yamahamotorsports.com Source