Hugh Janus

Triumph introduced the 2021 Tiger 850 Sport as a replacement for the base-model 900, distinguishing itself from the rest of the lineup as a more affordable and approachable middleweight adventure machine. The 850 Sport received slight revisions, as well as a price reduction to $11,995. Good stuff. Triumph 2021 Tiger 850 dyno (Robert Martin/)The Tiger 850 Sport uses an identical 888cc, T-plane crankshaft, DOHC inline-triple engine as the 900 family, but with dedicated ECU settings. According to Triumph officials, the ECU tune is said to deliver usable torque lower at lower rpm while providing a friendlier, linear power delivery. Ahead of an upcoming test, we strapped the Tiger 850 Sport to our in-house Dynojet 250i dyno, recording horsepower and torque measurements. The Tiger recorded a peak 76.93 hp at 8,030 rpm and 54.99 pound-feet at 6,930 rpm. Analyzing the curves, we see roughly 90 percent of usable torque is available from 3,500 rpm to 8,000 rpm, which makes for a seriously flexible a powerplant. Likewise, the power curve is incredibly smooth and linear. Source

Suzuki knows the Hayabusa will see modified engines and induction systems, so has made changes to the GSX1300R’s engine to increase durability. (Suzuki/)The Suzuki Hayabusa is unusual in that so many of its users modify the engine, sometimes subjecting it to loads four or more times greater than it was designed for. Suzuki engineers are well aware of this, and furthermore, management knows it’s essential to maintain this engine’s reputation for durability. It is only when no avenues of possible improvement remain that an engine is regarded as obsolete. In stock form, Hayabusa makes its power more through its 1,340cc displacement rather than revs. When turbocharged, it makes truly impressive power through much higher combustion gas pressures acting on its piston crowns. Fallible beings that we are, we seek ever more power, and the stress created by making that power requires periodic technical changes to handle that stress. Improved Crankshaft Oiling Engine survival depends on the oiling system. Even a momentary oil delivery shortfall or hiccup can result in a spun rod bearing, a situation in which under-lubricated bearing shells seize to the crank journal and spin in the rod or case. In the Hayabusa’s previous design, oil from the main gallery below the crank was supplied to the five main bearings; from four of those grooved and cross-drilled main bearings, oil entered drillings in the crank that conducted oil to the four adjacent crankpins. The upper main bearing shells, being less loaded, have a central groove. That, along with the cross-drilling of the main crank journals, assures there is always an open flow path from the oil pump, then into that groove, into the main journal, and ultimately by interior drillings to each crankpin and con-rod big-end bearing. The 2022 Hayabusa features new oil passages for better oil supply and durability. (Suzuki/)In the new design, a pair of diagonal internal drillings join the numbers 1-and-2 and 3-and-4 crankpins, passing through the main journal between them, where they pick up oil. From the graphics supplied by Suzuki, it appears that all crankpins are now also cross-drilled. Suzuki tells us that these changes have increased crank-bearing oil flow by more than 50 percent—without any change to the oil pump. The Oil Pump’s Job Is to Replace Oil Lost From Bearings Loads on crank bearings are not supported by pressure from the oil pump—it just pushes oil into the unloaded side of each bearing, while the very high pressure that supports the loads is generated by the viscosity of the oil, being swept constantly into the loaded zone by crank rotation. Loaded-zone pressure in supercharged engines can exceed 10,000 psi—more than 150 times stock pump pressure. The aim of cross-drilling is to ensure that the low-pressure side of every bearing is constantly able to receive “refill oil” from the pump. Bearing loads squeeze oil out the sides of the bearing, and the pump’s job is to continuously replace it. These changes have made that job easier. Reducing Crankcase Distortion During Assembly In an engine as heavily stressed as those in many modified Hayabusas, it is essential that the tightening of the bolts holding the cases together be uniform so distortion doesn’t occur. Crankcase distortion can result in unequal or edge loading of bearings. To achieve uniformity of bolt tension, Suzuki has switched from torque-based bolt tightening to angle-based. Torque-based tightening can work well if friction is identical from one bolt to the next, but angle-based tightening eliminates friction as a possible source of variation in bolt tension. The bolts are run in until they make solid contact, then are tightened by rotating each one through a specified angle. It’s spooky but reassuring to watch this on an automated production line. Roll-formed Internal Threads in the Crankcase Another durability improvement is a switch from internal case threads, which are cut with a tap, to cold-forging them by internal thread rolling. The advantages of roll-formed threads are that the material is work-hardened by cold-forming and the thread surface material is placed in compression by the high-pressure rolls. Cracking under stress requires tension, so putting residual compression into the threads means that applied load must first overcome that compression to even begin to create tension. The result is threads with a greater margin against failure. In one study I found, switching from cut to rolled threads increased strength 23 percent. Improved Pistons and Con-rods Today’s short “ashtray” pistons have a very short heat path from the hot piston crown to the wrist pin bosses. Raising boss temperature, plus very heavy loading, can lead to lube failure and scoring or the pickup of aluminum piston material on the wrist pin. This would be especially likely under the much higher pressures of turbocharged combustion. In fact, this happened when Ducati’s 916 went racing, and also in some modified BMW S 1000 RR applications. Part of the solution is the piston-cooling oil jets found in modern engines, but there is also another way. That is to maximize the area of wrist pin support in the rod and piston to more easily carry combustion loads, while sacrificing some bearing area in the opposite direction. A cross section on the 2022 Hayabusa’s piston. (Suzuki/)Tapering the sides of the small-end bearing in the rod (narrower at the top) places maximum width at the bottom to bear combustion loads, and tapering to a narrower width at the top where the only stress is that required to pull the piston downward on its intake strokes. The inner faces of the piston’s wrist pin bosses are similarly angled to maximize boss width at the top, where the piston bears hard against the top of the wrist pin. Such tapered-top rod small ends have been used in many designs to gain bearing area to reliably carry high combustion pressures. Supercharged aircraft piston engines were a prime example. Incidental reductions in piston and con-rod weight were also achieved—26 grams per piston and 3 grams per con-rod. The wrist pin has also been made shorter. Gearbox and Shifting Changes Gearbox shafts are typically supported at one end by a ball bearing, which positively locates the shaft endwise. The other end is then supported by a needle roller, which is able to accommodate the difference in thermal expansion between the steel shafts and aluminum case. The length of those rollers has now been increased by 18 percent. Suzuki tells us that in adopting a quickshifter, some detailed gearbox changes were required; these longer needle rollers plus changes to the gear selection mechanism. A new gearbox needle roller bearing featuring new longer rollers. (Suzuki/)There is also an improved slipper-assist clutch, and updates have been made to shifting to work with a bidirectional quickshifter. Plate-to-plate pressure and clutch slip torque are through ramps increased by engine torque, making some reduction in clutch lever pull force possible (no more “Oh my aching wrist tendons!”), and when the torque goes the other way (rear wheel driving the engine on closed throttle) back-torque acting through those ramps reduces plate-to-plate friction, allowing slippage during braking to prevent the upset of dragging or hopping of the rear wheel. Related Content: 2022 Suzuki Hayabusa Tech Explained Stiffer Valve Springs and Wider Cam Lobes As part of reducing emissions, valve overlap and duration (the number of crank degrees during which the valve is off its seat) have been slightly reduced. By requiring the same valve motions to be performed in slightly less time, this increases the accelerations required from both cam and spring to make the valve and tappet follow the cam contour. To prevent possible valve float, a phenomenon in which the valve train fails to follow the cam contour and instead rises or “floats” off of it, stiffer valve springs have been provided. To enable the oil film between cam lobes and their tappets to carry these increased acceleration and spring loads, the lobes have been made a bit wider; the heavier the surfer, the bigger the board. Stiffer valve springs combat valve float as valve opening duration decreases in the 2022 Hayabusa. (Suzuki/)Because the Hayabusa engine is an older design and is not under pressure to run at ever-higher revs, as sportbike powerplants did in their day, it continues to use the classic inverted-bucket valve tappets rather than the lighter finger followers found in the most recent engines. Indeed, the Hayabusa is remarkable for its low peak-power rpm of 9,700. That rpm, with the 65mm stroke, gives a moderate peak piston acceleration of 4,300g. Compare this with 600 Supersport numbers as high as 7,000g, and the 10,000g of the 20,000-rpm era in F1. Improved Cooling Just as it’s possible to space an air-cooled engine’s cooling fins so close together that cooling becomes worse rather than better, so it is with radiators. Suzuki has increased the throughput of cooling air past Hayabusa’s radiator by about 8 percent. The cam-chain tensioner has been redesigned to minimize chain runout and is slipperier. (Suzuki/)Improved Cam Drive Engineers are delighted when cam drives function reliably, because they know that all kinds of unwanted oscillations and parts damage can result when things are a little off. Why? Because the crankshaft doesn’t rotate smoothly, but rather in a series of speed variations as each cylinder fires. And because the cams’ resistance to rotation takes the form of sudden resistance, as valves are accelerated up off their seats, and sudden speed-up as fast-closing valves decelerate to seat at a survivably low speed (valves do not snap shut—that would quickly break them). Connecting two such “lumpy” processes together with a chain requires creative cut-and-try. In this case, Suzuki has redesigned the cam-chain tensioner “to minimize chain runout” and have added a slippery “Teflon veneer on the slipper surface” to reduce friction. Keeping up, not with the Joneses, but with the stress produced by hard-riding owners. Reading about all this improvement, I’d like to have my own design updated. Source

The 2021 BMW R 1250 RT gets a ton of tech in a comfortable and capable chassis. (Simon Palfrader/)When it appeared in 1976, the BMW R100RT model was the relaxed sister of the elegant and much sleeker R100RS. The R100RT was a fully dressed touring bike and featured a protective fairing derived from that of the R100RS, built fatter and fitted with a large straight-up windshield. The R100RS faded away by 1984, but the R100RT held on, as it was highly functional and fulfilled the needs of a good percentage of motorcyclists. When the new 1996 R1100 boxer twin replaced the last of the classics, the /7, the R1100RT was the flagship of the R1100 models range. It offered the same comfort and weather protection that made the original R100RT a success, but with a much more aerodynamic shape that bridged the designs of the previous RT and the R100RS. The RT model evolved steadily from there until the latest GS models took over the role of company flagship, but its unmatched efficiency and wonderful road manners meant it never faded into the background. For 2021 BMW upgraded the electronics on the BMW R 1250 RT adding lean-sensitive ABS and traction control. (Simon Palfrader/)The 2018 adoption of the 136 hp, 1,250cc, DOHC, four-valve boxer gave new credibility to the RT’s performance potential. Now BMW Motorrad has further enhanced the model’s appeal, offering an attractive 2021 edition with state-of-the-art technological advances. The new R 1250 RT is an absolute technological wonder, perhaps the most advanced motorcycle in the touring domain, and most importantly, it’s extremely easy to use. The R 1250 RT is equipped with two electronics suites, one to manage the bike’s dynamic functions and one managing the sophisticated engine. The two are fully interconnected, but I still rate them as two separate units given the multitude of functions they perform, both independently and cooperatively. The dynamic function suite is based on the latest Bosch six-axis inertial platform, the most advanced unit available, dedicated to ensuring safety and comfort levels never before offered. More advanced electronics just adds to the rider’s confidence in the R 1250 RT’s abilities. (Simon Palfrader/)The evolution of the antilock brakes provides a good example. With the new Full Integral ABS Pro system, the rider can activate the entire braking system with either the right-hand lever or the pedal. Both dual 320mm front rotors and their Hayes four-piston calipers and the rear 276mm rotor and two-piston floating caliper apply braking force from rider input, but also take into account the lean angle of the bike (cornering ABS) to automatically calibrate the amount of decelerative force applied to each wheel, calculating weight transfer in consequence of the braking force applied. This global ability to modulate the brakes frees the rider from the additional stress of worrying about lock-up or running wide. The renewed Dynamic Traction Control is further improved to ensure maximum control under all riding conditions. Dynamic Traction Control includes hill start control and can be integrated with the addition of the optional Riding Modes Pro, which offers four riding modes including Dynamic mode for a more spirited riding style and engine drag torque control under deceleration. There is also Eco mode, conceived to optimize fuel consumption when riding on open roads or highways. A front-facing radar allows for active cruise control, which keeps a set distance from the vehicle in front. (Simon Palfrader/)The new Dynamic Cruise Control is standard equipment and acts not only on the throttle but also on the braking system in order to ensure that a selected speed will not be exceeded going downhill. Active Cruise Control, available as an option, offers the ability to modulate the R 1250 RT’s speed in relation to that of the preceding vehicle to maintain a constant following distance as selected by the rider. This is achieved by a forward-looking radar that talks to the engine ECU. A set of dedicated cruise-control switches is located on the left grip, and an icon indicating the precise following distance appears on the bike’s 10.25-inch TFT display. This screen also gives access to the connectivity apps, the navigation system, various assistance and safety apps, and bike management electronics. The new TFT display ensures perfect readability in all lighting conditions and integrates navigation as well as smartphone connectivity, allowing the phone to be stored in a separate compartment where its battery can be recharged by an inductive system or by a USB connection. The massive electronics suite includes an optional audio system and adaptive LED headlights. The R 1250 RT’s 10.25-inch TFT display is bright and easy to read. (Simon Palfrader/)The latest edition of BMW’s boxer twin has achieved Euro 5 homologation thanks to a highly advanced ECU allowing the motor to maintain the previous model’s 136 hp at 7,750 rpm and 105 pound-feet of peak torque at 6,250 rpm while still reducing emissions. That torque number is impressive, approaching the 100 pound-feet per liter mark, and the torque curve as a whole is generous from 2,000 rpm on, with 88.5 pound-feet available at just 3,500 rpm. This motor retains the same bore and stroke measurements of its forbear, 102.5mm and 76mm respectively, and runs at a 12.5:1 compression ratio. The combustion chamber features an extremely compact profile with valves set at 18-degree included angle, 8 degrees for the intake valves, and 10 degrees for the exhaust. Valve diameters are 40mm for the intake and 34mm for the exhaust. Each cylinder breathes through 52mm throttle bodies equipped with twin injectors. The BMW technical team continues to evolve their legendary boxer twin to meet modern levels of sophistication. A variable timing and lift valve train modulates these two fundamental factors to adjust the engine response in relation to the demand of power and torque. Meanwhile, combustion is rigorously optimized to control emissions under all riding conditions. This highly complex process features the mechanical ability to shift from moderate to high-lift cam lobes and to reconfigure the camshafts in order to vary cam overlap. The valve train operates via finger-type cam followers. In addition, the inlet valves follow asynchronous opening timings in order to induce a high swirl turbulence and induce optimal combustion of the intake charge. A flat torque curve lets the R 1250 RT come out of corners with ease. (Simon Palfrader/)The combination of clean emissions and abundant power characteristics starts with the valve train, but an advanced sequential injection system and a large-capacity catalytic converter finish the job. The fundamental digital management functions are performed by a BMS-O ECU. The final touch of efficiency comes via the air/liquid-cooling system, which concentrates cooling fluid in the cylinder heads and the upper sections of the cylinders, where it brings the most benefits. The chassis structure centers on the massive engine block, which is employed as a stressed member with bolted frame elements front and rear. The fully adjustable ESA suspension units use a front Telelever and rear paralever unit, with fully electronically managed Dynamic ESA “Next Generation” available as option. The chassis spans a relatively short 58.5-inch wheelbase. Steering geometry is set at 25.9 degrees of rake (though with the Telelever suspension that varies with the wheel travel) and 4.6 inches of trail. The R 1250 RT rolls on 120/70-17 front and 180/55-17 rear radials, and the standard seat is set at 32.5 inches above the ground, though its position can be lowered to 31.7 inches. BMW claims a curb weight of 615 pounds, but weight distribution front to rear has not been disclosed. The profile of the new R 1250 RT is elegant, almost sleek, particularly in the brilliant metallic blue Sport version, but the front view shows a massive frontal area. This is fairly logical, given the bike’s mission of delivering maximum high-speed comfort in any weather. Wind tunnel research was used to develop airflow that diverts turbulence away from the rider, and the windshield is adjustable to prevent buffeting on the rider’s shoulders and helmet. On the highway section of our test, the R 1250 RT delivered incredible and almost total aerodynamic comfort at 100 mph on the Italian autobahn. In case of riding in low temperatures, heated grips and seats can be employed. In the raised position, the BMW R 1250 RT’s windshield cleanly diverts wind over the rider’s head and shoulders. (Simon Palfrader/)The engine is simply superb, with instant meaty throttle response at any speed, with supreme engine torque delivery assisting magnificently in both city and backroad duty. A balance shaft kills all vibrations coming from the boxer twin’s offset cylinders. Speaking of throttle response, I started the ride in Road mode which makes the throttle less direct and not as impressive. But switch to Dynamic mode and the engine’s response is connected and direct—as if the engine is connected to your wrist. Spot-on. Period. On smooth and flowing roads, the 2021 BMW R 1250 RT is a dream. (Simon Palfrader/)The steering is firm, precise, and stable even past the 120 mph mark on smoother and flowing roads. Off the highway, the R 1250 RT remained smooth and agile in medium to fast sweepers, with a front wheel that feels light but solidly in contact with the ground, allowing easy and instinctive control. On narrow and twisting Apennines mountain roads, badly deformed by roots growing underneath the surface of the road, the R 1250 RT was not as impressive, feeling top-heavy and less composed, with a bit of unpredictability. The optional adaptive LED headlights work terrifically on dark twisting roads. (Simon Palfrader/)The R 1250 RT offers extra security at night with a powerful LED headlight system, even in standard, nonadaptive trim. But upgrade to the adaptive headlight system and it’s simply terrific with the ability to project a powerful volume of light on the inside of a curve without disturbing the drivers of oncoming vehicles. The 2021 BMW R 1250 RT has been painstakingly conceived, designed, and honed to offer a satisfying ride on almost any road. Its engine is a superb piece of engineering that connects a pleasing traditional design with contemporary technology. And does it all with supreme class and composure. A proper continuation of the RT’s touring excellence. 2021 BMW R 1250 RT Specifications MSRP: $20,190 Engine: 1,254cc, DOHC, air/liquid-cooled flat twin w/ BMW ShiftCam Bore x Stroke: 102.5 x 76.0mm Transmission/Final Drive: 6-speed/shaft Claimed Horsepower: 136 hp @ 7,750 rpm Claimed Torque: 105 lb.-ft. @ 6,250 rpm Fuel System: EFI w/ ride-by-wire Clutch: Wet, multiplate; hydraulic actuation Frame: Two-section w/ load-bearing engine Front Suspension: 37mm BMW Telelever, central spring strut; 4.7 in. travel Rear Suspension: BMW paralever, WAD strut, spring preload, rebound damping adjustable; 5.4 in. travel Front Brakes: 4-piston fixed calipers, 320mm floating discs w/ BMW Motorrad Integral ABS Rear Brake: 2-piston floating caliper, 276mm disc w/ BMW Motorrad Integral ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in. Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 25.9°/4.6 in. Wheelbase: 58.5 in. Seat Height: 31.7/32.5 in. Fuel Capacity: 6.6 gal. Claimed Curb Weight: 615 lb. Contact: bmwmotorcycles.com Source

Benelli is giving its TNT 600 a restyle and upgrading performance as well. (Benelli/)When the Benelli brand was revived by Andrea Merloni back in the late ’90s, it hoped to become a genuine rival to the likes of Ducati and Aprilia as an Italian superbike maker. That didn’t come to pass, but after years of stagnation following its sale to Chinese brand Qianjiang in 2005, Benelli is having something of a resurgence with an increasingly convincing model range and fast-growing sales in its Italian home market. Now one of the company’s key models, the TNT 600, is getting ready for a revamp that should bring it back onto the European market years after it was forced off sale by emissions limits, as well as adding a useful performance and handling boost. The cancellation of last year’s EICMA show in Milan meant the usual platform for Benelli’s new releases was eliminated, and as a result we’ve yet to see any significant updates to the company’s range for 2021, but this revamped TNT 600 has emerged via Chinese type approval documents. In addition to a handful of technical details, the documents helpfully include a photo that gives a glimpse of the bike’s updated styling. Compare it to the current US-version of the TNT 600. (Benelli USA/)Visually, the updates are more extensive than they first appear. The headlight unit is the same one that was introduced with a minor revamp shown in 2019, packing LED bulbs instead of halogen ones and topped with a TFT color dashboard. However, the side panels are redesigned, with a slimmer look than the old ones and a pointier front edge on either side of the fork. Above them, the tank is the same as before, but the seat unit is completely new, with scooped-out moldings on each side that appear to funnel air to the underseat exhaust. That exhaust also appears to be updated with a more oval shape to the twin mufflers under the pillion pad. RELATED: Benelli 600RR Leaked Mechanically, the most obvious update is a new swingarm. It’s actually the same part that’s used on the new, Chinese-market QJMotor SRK 600—the first model to come from a new brand created by Benelli’s parent company, Qianjiang. It’s a shame that the rest of the SRK’s styling hasn’t been carried over as well, since the QJMotor is a sleeker-looking bike, but the updated Benelli also gets the same higher-spec fork used on the SRK 600, along with the genuine Brembo calipers and Bosch ABS. Performance-wise, the bike is understood to use the same 80 hp engine as the SRK 600, which is a substantial hike compared to the 67.1 hp claimed for the current US-market version of the TNT 600. While we still don’t know when the updated TNT 600 will be revealed, its appearance in type approval documents suggests it can’t be far from production now. Source

Benelli looks to be coming back to the sportbike arena soon with a restyle of its entry-level 302R. (Benelli/)We’ve yet to see any significant launches from Benelli for 2021, but the company has been busy developing new models that are sure to be officially revealed soon. One of them will no doubt be this new 302R baby sportbike based on the engine from the naked 302S. RELATED: 2015 Benelli BN 302 FIRST RIDE Motorcycle Review- Photos- Specifications While Benelli has made a 302R before (the number reflects its 300cc, two-cylinder configuration), and the old version remains on sale in some markets, it’s a dated-looking bike these days. The new version, seen here thanks to published type approval documents despite the fact it’s yet to be officially unveiled, solves that problem with entirely new bodywork, though the chassis and engine beneath are largely unaltered. Beneath the refreshed bodywork, mechanics should be similar to this current 302S naked model, with ABS included. (Benelli/)The styling starts with a vertically stacked pair of headlights, perhaps a nod to the design of the Tornado Tre that marketed the rebirth of the Benelli brand at the turn of the millennium. The light unit is set into a nose that manages to look slimmer than before by featuring separate side sections to reduce its visual mass and create mock air intakes with LED light strips inside. Further down, the side panels are actually much the same as the previous version, though new graphics and the addition of black paint to the lower section help make them look less bulky than before. It’s a similar story with the fuel tank, which retains the same uncomfortable combination of creases and bumps as the old 302R. Behind it, the seat unit is completely new, with some hints of KTM in both its orange paintwork and the use of flat surfaces and sharp creases. RELATED: Benelli Motorcycles FIRST LOOK Motorcycle Review, Photos Mechanically, the bike appears to be largely unchanged. It’s got the same steel tube frame as the old 302R, and the engine is still a 300cc parallel twin. Power is actually down a fraction, from 38 hp to 35 hp, probably due to emissions-related internal changes, but fortunately the new bodywork is also lighter than before—giving a fully fueled curb weight of 182 kilograms (401 pounds) compared to the old version’s 190 kilograms (419 pounds). The 1,410mm (55.5 inches) wheelbase is unchanged and the suspension looks to be the same as before, but Bosch 9.1 ABS has been added to the braking system to bring the bike into line with European regulations that make antilock brakes mandatory on new bikes over 125cc. As with the rest of Benelli’s new models for 2021 and 2022, we’re still waiting on official information and details about which bikes will be sold in the USA, but the new type approval means there’s no doubt that this machine is heading for production soon. Source

Honda’s looking to develop its own in-house radar system for motorcycles, with the setup likely to appear in the Africa Twin first. (Honda/)While radar-assisted cruise control has been available in cars for years, it’s taken a long time to make its way onto two wheels. Now it’s here though, and manufacturers that don’t have the technology are scrambling to catch up—with Honda working particularly hard on getting its own radar-assisted models into the range. For 2021, three manufacturers have managed to get radar-assisted bikes into production. Ducati offers a front and rear radar setup on the Multistrada V4 S, albeit as an option rather than standard kit. It’s an option on BMW’s R 1250 RT in 2021 too, though BMW will only sell you a front-facing radar so far. KTM, meanwhile, has introduced a front radar on the new-for-2021 1290 Super Adventure S, becoming the only company to offer the system as standard equipment so far. Patents show a radar layout using three separate sensors, one in front and two in the back. (Honda/)All those existing models use the same basic components, developed by Bosch. The radar sensors themselves are basically the same as those used in cars, but it’s taken years of work to create the computer systems that interpret their signals and react correctly on bikes. Motorcycles bring the added complication of leaning in corners and the fact that you can’t safely introduce automatic emergency braking systems to them, since unexpected braking is likely to cause more accidents than it prevents. As with their four-wheeled equivalents, the bike radars allow a motorcycle’s cruise control system to maintain a constant distance from vehicles ahead even as speeds change, while the rear-facing radar on Ducati’s Multistrada provides a blind spot warning system. Kawasaki is also signed up to adopt the Bosch radar system, and was recently seen testing just that on an updated version of the Ninja H2 SX SE+. The Africa Twin already has the perfect spot for tucking in a sensor unobtrusively, just under the headlights. (Honda/)Honda’s development work on radar so far suggests the firm is keen on creating its own systems rather than simply buying the existing Bosch setup, and a brace of new patents show how the company is looking to implement them on the Africa Twin. Instead of using just one front radar, or even a front and a rear unit, the firm’s designs show a bike with three separate radar sensors—one at the front and two at the back. The front radar looks much like the systems already used by BMW, Ducati, and KTM, and in fact the radar sensor’s positioning, just below and between the Africa Twin’s headlights, brings new sense to some of Honda’s styling decisions on the current version of the bike. There’s already a separate front body panel area with a prominent blank, flat section set into it that’s just about the perfect size to hide a radar. With the latest patent documents showing that the radar system was under development before the Africa Twin’s 2020 redesign, it’s virtually certain that the styling has been created with the introduction of radar in mind. Out back, there are two separate radar units on either side of the license plate, each angled slightly sideways. (Honda/)At the back is where Honda’s setup, as seen in the latest patents, departs from the norm. Instead of a single radar sensor facing directly rearward, as on Ducati’s Multistrada V4 S, there are two separate radar units mounted inside the license plate hanger, just where the license plate lamp is mounted. Instead of facing back, these sensors are angled to point largely sideways, with a slight rearward slant. Since each radar creates a wide detection cone, the result is a radar-swept area that covers not only the area behind the bike but each side as well, thus providing information to a blind spot warning system that can tell if a vehicle is alongside as well as if there’s one behind. Honda also suggests the system could be used as part of a lane-assist setup. The positioning allows the radar to cover both the rear as well as part of the sides of the bike. (Honda/)Another element of Honda’s radar patents we haven’t seen elsewhere is the use of transponders to broadcast information from the sensors to other vehicles or to roadside receivers. Honda, along with many of the world’s bike firms, has long been working on creating a standardized vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2X) system, allowing safety systems like radars or cameras on one car or bike to pass on the information they gather to other nearby vehicles. The idea is to create a daisy-chain of knowledge about each vehicle’s speed, acceleration, direction of travel, and its surroundings, which gets passed to other vehicles in the vicinity to allow them to build a picture of what’s going on, even if it’s out of the direct line of sight, so they can respond to potential dangers or warn their riders much earlier than is possible with today’s systems. Source

Honda officially confirmed the redesigned Grom will be in the US as a 2022 model. It’ll be available in May with ABS as an option (shown). (American Honda Motor Co./)Late last year Honda gave us word that a new, redesigned Grom would be hitting other parts of the world as a 2021 model, but besides a mention that it would also be eventually available in the US, no other details of the North America-bound mini moto were given. Changes revealed on the global model gave us some hints though, like the addition of a fifth gear, a new headlight, Euro 5 certification for the engine, and a full styling revamp, but we Yanks were left to ponder what the price tag or availability would be. Now that’s been settled, as last week American Honda officially announced that a new version of the Grom, one of its current best sellers worldwide, would be coming to our shores in May as a 2022 model. As noted in last year’s Euro release, the US-bound Grom will also have new bodywork and a Euro 5-spec engine with a five-speed gearbox. Here’s the base trim in Queen Bee Yellow. (American Honda Motor Co./)As we’d hoped, the made-over Grom for the US market will get those major revisions, including a reworked 125cc engine and a five-speed transmission. The two-valve single-cylinder mill has a higher compression ratio (now 10.0:1) and meets Euro 5 emissions standards, and the addition of the fifth gear gave Honda the opportunity to add a larger 38-tooth final-drive sprocket for a bit more snap. The 125cc two-valve engine has a narrower bore and longer stroke than its predecessor (50mm x 63.1mm compared to 52.4mm x 57.9mm) as well as a higher compression ratio of 10.0:1 (9.3:1 previously). (American Honda Motor Co./)Another big part of the makeover for the 2022 model year is the new bodywork with pared-down styling. Because the Grom has always been about easy customization, owners can get at the four main body panels via six big fasteners, allowing them to pop the panels off the steel backbone frame and mix and match colors for a simple way to swap looks. Also on the styling front is a new look for the engine, exhaust, wheels, and swingarm, which all get blacked out for a more up-to-date vibe; the wheels keep their signature 12-inch size, but feature a new design with a five-spoke pattern. The main body panels are easily removable via those quick-access recessed fasteners; shown is the SP graphic. (American Honda Motor Co./)You might notice a subtle change with the seat too; it’s flat rather than stepped and gets thicker padding. With that comes a new subframe, though the frame and suspension remain unchanged, and Honda is quick to point out that the saddle is still an easily cleared 30 inches off the tarmac. You’ll also see a more robust LCD display with provisions for a gear change indicator added to the speedo, tach, fuel gauge, clock, and twin tripmeters. Dig even deeper and you’ll find out that the mini moto’s 2022 iteration (the Grom’s third) now has a replaceable oil filter, ditching the previous oil spinner and screen for easier maintenance. There’s a redesigned exhaust pipe and muffler now designed as two separate parts, which should give customizers way fewer fits. Upgraded LCD dash now includes a gear position indicator to go along with the tach and speedo. (American Honda Motor Co./)For 2022, the Grom boosts fuel capacity a smidge to 1.6 gallons, and the upgraded LCD digital dash now has a gear-position indicator taking its place alongside the speedometer, tachometer, twin tripmeters, fuel gauge, and clock. 2022 sees a new two-part design for the muffler and exhaust, with wheels getting a new five-spoke pattern. (American Honda Motor Co./) New seat is flatter and plusher, and the fuel tank offers increased capacity for 2022. (American Honda Motor Co./) As a bonus—or at least, instead of an unwelcome surprise—Honda is keeping the price tag in line with last year’s model, at a suggested $3,399 for the base trim. But there are tastier options too, like the new special SP version which sports a gold finish on the fork, wheels, and brake calipers, and tucks in a yellow shock spring out back for an extra pop; that one’ll run you $3,499. Then there’s the higher-spec Grom ABS, which will run $3,599. The SP option serves up stylish graphics and gold finishes on key components. (American Honda Motor Co./) The base model in Matte Black Metallic. (American Honda Motor Co./) The Grom ABS now uses an IMU (inertial measurement unit) for better front-to-rear distribution of braking power. (American Honda Motor Co./)To sum up, the 2022 Grom can be had in Queen Bee Yellow or Matte Black Metallic for the base trim; the Grom SP with its stylish graphics and gold finishes for $100 more; or the Grom ABS, available only in Candy Blue, for $100 on top of that. The bikes will be available in the US sometime in May of 2021. Source

The 2022 Indian FTR 1200 transforms into a sport standard with several key revisions. (Jordan Pay/)Cycle World’s appreciation for the Indian FTR 1200′s rough-’n’-tumble feel is strong and deeply rooted. In fact, in a soul-searching five-bike comparison, we praised the American street tracker as possessing “the strongest spirit and personality of any bike in this comparison.” CW Editorial Director Mark Hoyer said it best: “The FTR’s strength is its successful evocation of Indian’s dominant, scratch-built FTR 750 flat-track racebike, and how well the company translated that into a ripping liter-plus street tracker. Its very limitations from a pure technical perspective and truth-to-trackerness are what make it so great.” Yeah, exactly. The R Carbon model is the halo of the FTR 1200 lineup, retailing for $16,999. In the sunlight, droolworthy carbon fiber paneling and Öhlins suspension catch the eye. (Jordan Pay/)But in an effort to civilize this street tracker and make it more approachable, Indian has traded in some of the FTR’s personality. After a day sampling the 2022 Indian FTR 1200 on the old-Western mountain roads around Phoenix, I can report that the FTR has been reined in for a more comfortable and practical ride, but it’s hard not to miss the looseness of its racing heritage. Previously the entire FTR lineup, except for the scrambler-styled Rally model, rolled on 19-inch front and 18-inch rear wheels with chunky dirt-track-inspired Dunlop DT3-R rubber. Indian has swapped the large hoops for traditional 17-inch cast-aluminum wheels and Metzeler Sportec street tires, a change that adds flexibility in aftermarket tire choices. Indian emphasized practicality with the new FTR, notably revising throttle response and incorporating heat-reducing cylinder deactivation and air channeling. (Jordan Pay/)Sharper and sportier chassis geometry also adds to the FTR’s new all-asphalt prowess. The bike loses a full degree of rake, which now sits at 25.3 degrees. Trail has also been reduced to 3.9 inches from 5.1 inches. Suspension travel of the fully adjustable Sachs components, or the Öhlins units fitted to our up-spec FTR R Carbon test unit, has been reduced to 4.7 inches; also lowering the claimed seat height to 32.2 inches. For reference, that’s 1.3 inches lower than the CW measured 33.5-inch seat height of the outgoing FTR. The design is meaner and more precise. A highlight of the FTR S and R Carbon? It’s hard to deny the appeal of the Akrapovič exhaust. (Jordan Pay/)The feeling is similar on tarmac. This Indian benefits from quicker handling and lighter turn-in effort than its predecessor while also providing a more sure-footed feel at maximum lean. Its long 60-inch wheelbase adds confidence-building stability on high-speed sections of road. The ProTaper handlebar has been reduced in width by 1.5 inches, balancing the already neutral rider triangle, and is more comfortable for this 5-foot-7-inch tester. Brembo Monoblock calipers carry over from the previous model and provide quick stopping ability and good feel. However, ABS is now non-switchable—a death sentence to the hacked-out corner-entry slides we loved so much on the tracker. Indian recalibrated the FTR’s 1,203cc 60-degree V-twin for smoother and more predictable throttle response without being as lurchy at initial touch. This makes for a smoother ride, especially in stoplight-to-stoplight and traffic-dense scenarios. Still, I chose the middle ground of the FTR’s three selectable ride modes, Rain, Street, and Sport, for the best balance of user-friendliness and immediate power delivery. Sport mode remains too abrupt for the tight confines of city riding, but is still preferred in the twisties. The FTR 1200’s rowdy personality has changed, but hasn’t been entirely eliminated. Wheelies galore! (Jordan Pay/)A cylinder deactivation system has also been incorporated, along with revised heat channeling to mitigate heat buildup. The system is activated above 176-degree Fahrenheit running temperature with the throttle shut and engine speed below 2,200 rpm, a nice touch for hot, summer days. The sporty Metzeler rubber does an excellent job of handling the FTR’s power delivery. Gone is the squirmy rear-end acceleration action of the chunky Dunlop dirt track tires, replaced with gobs of solid traction. It’s a conflicting feeling, really: On one hand, the quick acceleration of the new FTR being ushered away from the corner by the sticky tires is addictive and will get you from point A to B in less time and with more confidence; on the other, the rowdy slips and slides of the outgoing model made you feel like the next American Flat Track champion. That will be sorely missed. Revised geometry and sticky Metzeler tires make the FTR a menace at full lean. (Jordan Pay/)Still, opening the throttle on the FTR’s V-twin powerplant is always a hoot. The immediacy of the torque and a relatively quick-revving engine makes for a cruiser-meets-sportbike feel. This bike is originally based on the Indian Scout, after all. For reference, the last time we tested the FTR 1200 S on our in-house Dynojet 250i dyno, the Tracker produced 111.8 hp at 8,200 rpm and 80.5 pound-feet of torque at 5,800 rpm. The 2022 Indian FTR 1200 will be available in three variants. The base FTR model gets fully adjustable Sachs suspension components, an analog dashboard, and a price of $12,999. Upgrading to the S model will get you an Akrapovič exhaust, a 4.3-inch TFT dashboard with Bluetooth functionality, selectable ride modes, lean-angle-sensitive traction control, stability control, and wheelie control for $14,999. The $16,999 FTR R Carbon variant gets the same features as the S models, but is decked out with carbon fiber fenders, covers, and accessories, as well as top-shelf Öhlins suspension bits. The Indian FTR R Carbon leads the S and base models. Each guarantees a seriously good time on two wheels. (Jordan Pay/)The FTR 1200 isn’t just an upgraded version of the original model. It is a real step toward Indian holding a significant slice of the sport standard segment. The FTR, updated and revised for more pinpoint road performance, remains a genuinely fun motorcycle that promises a good time, just with a somewhat different personality. 2022 Indian FTR 1200 Specs MSRP: $12,999 (base model)/$14,999 (S model)/$16,999 (R Carbon) Engine: 1,203cc, DOHC, liquid-cooled, 60-degree V-twin Bore x Stroke: 102.0 x 73.6mm Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 120.0 hp @ 7,750 rpm Claimed Measured Torque: 87.0 lb.-ft. @ 6,000 rpm Fuel System: Closed-loop fuel injection w/ 60mm Mikuni throttle bodies Clutch: Wet, multiplate, assist and slip Front Suspension: 43mm telescopic Sachs fork, fully adjustable; 4.7 in. travel/ 43mm telescopic Öhlinsfork, fully adjustable; 4.7 in. travel (R Carbon) Rear Suspension: Sachs monoshock, fully adjustable; 4.7 in. travel/Öhlins monoshock, fully adjustable; 4.7 in. travel (R Carbon) Front Brake: Brembo 4-piston Monoblock calipers, 320mm discs w/ ABS Rear Brake: Brembo 2-piston caliper, 260mm disc w/ ABS Wheels, Front/Rear: 17.5 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Metzeler Sportec M9 RR; 120/70-17, 180/55-17 Rake/Trail: 25.3°/3.9 in. Wheelbase: 60.0 in. Ground Clearance: 6.5 in. Seat Height: 32.2 in. Fuel Capacity: 3.4 gal. Claimed Dry Weight: 482 lb./479 lb. (R Carbon) Availability: Now Contact: indianmotorcycle.com Source

2021 Honda ADV150 (Honda/)Ups Impressive, but modest off-road capabilitiesCommuter-friendly with automatic V-matic transmissionAgile for maneuvering through city trafficSmooth power deliveryCenter-/sidestand open up parking optionsDowns Low 6.5-inch ground clearance limits off-road abilitiesSomewhat tight trunk space, at least for full-size helmetBusy LCD dashVerdict The Honda ADV150 brings more adventure to the average scooter commuter with its impressive, yet modest off-road capability, general ease of use, and standard city-riding amenities. 2021 Honda ADV150 (Honda/)Overview The Honda ADV150 is the fourth and most recent addition to Big Red’s scooter lineup. It is based heavily on the PCX150 in both double-cradle frame and 149cc liquid-cooled single-cylinder engine, but differs in exhaust and intake tract. What further differentiates it from its stablemate is its off-road capability with Showa suspension and block pattern tires. There’s more ground to cover with this gravel-road-capable commuter. Updates for 2021 The ADV150 scooter is a new model in Honda’s 2021 lineup. Pricing and Variants Considering its versatility, this scoot is priced at a reasonable $4,299, only $600 more than the 2020 PCX150. 2021 Honda ADV150 (Honda/)Powertrain: Engine, Transmission, and Performance The ADV150 is powered by the 149cc, liquid-cooled, SOHC, single-cylinder engine. In our first ride review, our test rider appreciated its smooth pull from the line. Its low-to-midrange torque makes it a purposeful package for navigating the urban sprawl. Power, however, noticeably tapers after 50 mph, but the ADV150 is meant for city commuting and it does that admirably. One of the primary attractions of using a scooter for commuting is its automatic transmission. This scooter brings that twist-and-go ease of use with Honda’s automatic V-matic transmission. 2021 Honda ADV150 (Honda/)Handling The ADV150 carries its claimed 294-pound weight well on gravel roads and paved roads. The nonadjustable 31mm telescopic fork and twin Showa shocks keep the ADV on course and provide good front end feel and overall traction on the dirt. On paved roads, the ADV is nimble. It can make midcorner adjustments and bob and weave in and out of congested traffic as a city commuter should. When pushing the scooter to its cornering limits on the twisties, centerstand scrape was noted despite the 6.5-inch ground clearance. Brakes As noted in our review, “The braking department consists of a single 240mm disc (with ABS) at the front and mechanical 130mm drum at the rear. The front setup, though on the soft side, is noticeably more responsive than the spongy rear drum.” Fuel Economy and Real-world MPG After the 60-mile city/gravel ride of our first ride review, the LCD gauge indicated an average fuel consumption of 70.8 mpg (with a total of 200 logged miles on the test unit’s odometer). That means the 2.1-gallon fuel tank has potential for taking the rider about 140 miles between gas station stops. Ergonomics: Comfort and Utility A roomy floorboard-to-seat configuration allows for ample legroom, however, the handlebar is close, making the upper portion of the rider triangle a tad cramped for our 6-foot-tall rider. Overall, the riding position is comfortable and upright for the city commute, and standing up on the floorboards for rougher terrain is doable. Its utilitarian features include its center-/sidestand, toolless two-position adjustable windscreen, underseat and side compartment storage. The underseat compartment has a 27-liter capacity and a 2-liter side compartment with a 12-volt adapter inside. 2021 Honda ADV150 (Honda/)Electronics ABS is featured on the front end and a 12-volt accessory adapter allows for cellphone charging on the go. The scooter also forgoes an old-school and conventional key and utilizes a smart key. A full-LED lighting package is also equipped. Warranty and Maintenance Coverage Honda includes a one-year, unlimited mileage warranty. Quality Scooters present an around-town ease of use, but the ADV150 extends that friendliness to the dirt. Equipped with stable suspension, decent braking system, smart key, and LED lighting, this scooter offers versatility with modern amenities. 2021 Honda ADV150 (Honda/)2021 Honda ADV150 Claimed Specifications MSRP: $4,299 Engine: 149cc, SOHC, liquid-cooled 80º single-cylinder four-stroke Bore x Stroke: 57.3 x 57.9mm Transmission/Final Drive: Automatic V-Matic/belt Fuel Delivery: PGM fuel injection w/ 26mm throttle body Clutch: Automatic centrifugal dry type Engine Management/Ignition: Full transistorized Frame: Double cradle Front Suspension: 31mm Showa telescopic fork; 5.1 in. travel Rear Suspension: Twin Showa shocks; 4.7 in. travel Front Brake: 240mm disc w/ ABS Rear Brake: Mechanical 130mm drum Wheels, Front/Rear: N/A Tires, Front/Rear: 110/80-14 / 130/70-13 Rake/Trail: 26.5º/3.4 in. Wheelbase: 52.1 in. Ground Clearance: 6.5 in. Seat Height: 31.3 in. Fuel Capacity: 2.1 gal. Wet Weight: 294 lb. Contact: powersports.honda.com Source

2021 Honda CRF450R (Honda/)Ups Comfortable dirt-bike-like ergonomics and slimnessReceives an ECU reflash that improves the engine performanceExceptional nimblenessNoise reduction efforts are well thought out and well appliedLong 12-inch suspension travelGreat versatility in tire fitmentDowns Engine vibration felt from every touch point, especially at 90 mph speedsShort maintenance intervalsVerdict Shoppers looking for a versatile dual sport will find the CRF450RL to represent Honda’s dual sport class well with its durability, versatility, nimble, comfortable ride quality, and thoughtful detail. 2021 Honda CRF450RL (Honda /)Overview The Honda CRF450RL is a road-legal dirt bike with performance and durability for meeting off-road and street riding needs. The addition of the “R” to the name (previously known as the CRF450L) supports its roots of being heavily based on the competition-spec CRF450R platform. Updates for 2021 The main updates that Honda highlights is the name change to the CRF450RL, from the outgoing CRF450L of 2020. Additionally, the ECU is remapped, there are restyled graphics, hand guards now come standard, and the MSRP decreases by $400. Pricing and Variants The price drops to $9,999 ($400 dip from last year’s CRF450L). Powertrain: Engine, Transmission, and Performance The new CRF450RL is powered by Honda’s legendary 449cc Unicam single-cylinder engine. In Motorcyclist’s Adam Waheed’s MC Commute, he relayed that it produces around 38 hp, which is significantly less than the R model (around 55 hp), but it is detuned for reliability and durability. With its six-speed transmission and communicative cable-actuated clutch, it works really well. He also said that because of its 450R roots the engine is a little cold-blooded, but thanks to the reflashed ECU the engine runs cleanly and provides a smoother bottom-end performance. Engine vibration, however, is felt from every control point, especially at 90 mph speeds. 2021 Honda CRF450RL (Honda /)Handling This bike is extremely nimble with its claimed 291 pounds, though it is 47 pounds heavier than the motocross version. This weight difference is because Honda had to revise components to meet street-legal requirements and incorporated thoughtful noise reductions on the engine, swingarm, and drive sprocket. Suspension travel is 12 inches (front)/11.8 inches (rear) and provides, what Waheed stated, as a “very pleasing ride quality over the bumps.” The 21-/18-inch IRC tires provide good grip on both street and dirt, but if the rider prefers one application over the other, more street- or dirt-biased tires are easily available. Although our test rider did not get a chance to ride it in the traditional dual sport sense of going from street to dirt road, he did ride it on a G-rated arenacross track where the CRF450RL proved to be very capable and it will bring that capability to the dirt roads/trails with minor tweaks to tires and suspension. 2021 Honda CRF450RL (Honda /)Brakes The braking package includes a single 260mm disc/two-piston caliper (front) and 240mm disc/single-piston caliper (rear) configuration. The front and rear brake’s responsiveness is well liked by test rider Waheed, and braking performance for the street is just fine. Fuel Economy and Real-world MPG During Waheed’s commute, he reported that he averaged around 30 mpg if riding near its 90 mph top speed, but the average would be higher if ridden at city speeds. Ergonomics: Comfort and Utility The ergonomics are like, you guessed it, a dirt bike. The seat is at a tall 37.2 inches and is skinny between the legs. Waheed pointed out that the shrouds are nicely wide for gripping with the rider’s knees in both seated and standing riding positions. The position-adjustable Renthal handlebar has an upright bend keeping the rider sitting tall and comfortable. Its decently sized serrated footpegs are also appreciated by Waheed as it provides good boot-to-peg grip. Electronics The instrumentation is a simple, yet effective LCD display with dual tripmeters, gas mileage, clock, speedometer, and odometer. The LED headlight supplies a nice spread of light for night riding; the taillight and turn signals are also LED. 2021 Honda CRF450RL (Honda /)Warranty and Maintenance Coverage From a street rider’s point of view the maintenance intervals for this machine are very short—oil will have to be changed every 600 miles (or 30 hours of use). Warranty is a one-year unlimited mileage warranty with the option to extend with the HondaCare Protection Plan. Quality With Honda’s legendary craftsmanship and attention to ride quality, this slightly revised dual sport makes for an enjoyable ride for both on and off-road applications. A $400 price decrease is always welcome as well. 2021 Honda CRF450RL (Honda /)2021 Honda CRF450RL Claimed Specifications MSRP: $9,999 Engine: 449cc, OHC, liquid-cooled, single-cylinder four-stroke; 4-valve Bore x Stroke: 96.0 x 62.1mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Programmed fuel injection w/ 46mm downdraft throttle body Clutch: Wet, multiplate; cable actuated Engine Management/Ignition: DC-CDI Frame: Twin-spar aluminum Front Suspension: 49mm inverted telescopic Showa fork, compression and rebound damping adjustable; 12.0 in. travel Rear Suspension: Showa single shock, fully adjustable; 11.8-in. travel Front Brake: 2-piston caliper, 260mm disc Rear Brake: 1-piston caliper, 240mm disc Wheels, Front/Rear: D.I.D DirtStar; 21.0 in. / 18.0 in. Tires, Front/Rear: IRC GP; 80/100-21 / 120/80-18 Rake/Trail: 28.5°/4.8 in. Wheelbase: 58.9 in. Ground Clearance: 12.6 in. Seat Height: 37.2 in. Fuel Capacity: 2.0 gal. Wet Weight: 291 lb. Contact: powersports.honda.com Source

2021 Ducati Scrambler Desert Sled (Ducati /)Ups Wide, well-positioned handlebars offer good leverage for turns and off-road riding<br/> Easy-to-ride bike for many skill levels with its light clutch and easygoing engine<br/> Low-speed handling, decent suspension, 19-/17-inch spoked wheels, and its slide- and skid-ability make it a blast on the dirt<br/> Rad new paint schemeDowns Slippery pegs despite removing the rubber<br/> Could benefit from the larger 1100 engineVerdict The Desert Sled is Ducati’s more off-road-capable scrambler that is easy to ride and fun to slide. The paint may have changed, but the fun factor did not. 2021 Ducati Scrambler Desert Sled (Ducati /)Overview The 2021 Ducati Desert Sled is reminiscent of scramblers that laid claim to the rugged Southern California and Baja terrain in the ’60s and ’70s. It offers throwback styling, modern tech, and even genuine off-road capability. It features a high fender, 19-/17-inch rims, and adjustable suspension, paired with handling that makes it an easy-to-ride and fun-loving standard. Updates for 2021 About that nod to yesteryear, the new livery pays homage to enduro bikes from the ’80s. The seat is also new with an anti-slip lining that helps keep the rider in place when the roads get rough. 2021 Ducati Scrambler Desert Sled (Ducati /)Pricing and Variants The Desert Sled retails at $11,995, which is the highest price among its fellow 803cc Ducati Scrambler street-oriented siblings such as the new Nightshift ($10,995) and Icon ($9,695). Powertrain: Engine, Transmission, and Performance Propelling the Sled is the 803cc air-cooled L-twin. This engine produces a claimed 73 hp at 8,250 rpm and 48.9 pound-feet at 5,750 rpm. It is described by test rider Chris Northover as being an engine that “has enough power to be entertaining without being overwhelming for newer riders or too aggressive in nasty off-road situations.” Clutch pull is light so the rider can click through the six-speed gearbox easily. 2021 Ducati Scrambler Desert Sled (Ducati /)Handling In his test ride, Northover said the bike is “great fun in a relaxed kind of way.” Supporting comments refer to the bike’s chassis and how it doesn’t necessarily dart into the corners, but it doesn’t take a whole lot of persuasion to make a turn either. The chassis “follows obediently without shaking its head or resisting.” The fully adjustable fork and preload/rebound-adjustable shock provide 7.9 inches of travel. Brakes A large 330mm front disc and four-piston caliper is effective in bringing the bike to a stop. Pushing the bike supermoto-style, however, may require a little more power. The rear unit is situated with a 245mm disc and single-piston floating caliper. Stopping in midcorner turns is mitigated by cornering ABS and comes standard at both ends. Fuel Economy and Real-world MPG A reasonable 3.6 gallons of fuel can be loaded up in the tank. Fuel economy and real-world mpg is currently unrecorded. 2021 Ducati Scrambler Desert Sled (Ducati /)Ergonomics: Comfort and Utility The wide and tall handlebars offer leverage for tossing the bike from turn to turn. The seat is at a tallish 33.9 inches, but those who require something shorter, there is the 33-inch option. The seat’s flat base and anti-slip cover limit the rider from sliding around. Let’s leave the sliding to the gravel roads to the Off-Road ride mode, 19- and 17-inch wheels, and Pirelli Scorpion Rally STR tires. Electronics The Scrambler Desert Sled has modern electronics including cornering ABS, Journey and Off-Road riding modes, LED lighting, and is compatible with the Ducati Multimedia System (i.e., smartphone connectivity). Warranty and Maintenance Coverage A two-year unlimited mileage warranty is included. 2021 Ducati Scrambler Desert Sled (Ducati /)Quality Minor changes with the striking new paint scheme and new seat may not seem like a lot, but this bike provides a good deal of fun both on and off-road with tidy top-shelf quality that Ducati is known for. 2021 Ducati Scrambler Desert Sled Claimed Specifications MSRP: $11,995 Engine: 803cc air-cooled L-twin; 2 valves/cyl. Bore x Stroke: 88.0 x 66.0mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 50mm throttle body Clutch: Slipper and self-servo wet multiplate; hydraulically actuated Engine Management/Ignition: N/A Frame: Tubular steel trellis frame Front Suspension: 46mm USD fork, fully adjustable; 7.9 in. travel Rear Suspension: KYB shock, preload and rebound adjustable; 7.9 in. travel Front Brake: Radial 4-piston caliper, 330mm disc w/ Bosch Cornering ABS Rear Brake: 1-piston floating caliper, 245mm disc w/ Bosch Cornering ABS Wheels, Front/Rear: Spoked aluminum; 19 x 3.0 in. / 17 x 4.5 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 120/70R-19 / 170/60R-17 Rake/Trail: 24.0°/4.4 in. Wheelbase: 59.3 in. Ground Clearance: N/A Seat Height: 33.9 in. Fuel Capacity: 3.6 gal. Wet Weight: 461 lb. Contact: scramblerducati.com Source

Brough’s latest bike is this sleek, titanium-framed, 102 hp ode to T.E. Lawrence. (Brough Superior/)For those wondering what on earth happened to the buzzy revival of quintessential Brit brand Brough Superior, we’ve dug up a couple of answers. The first is, the pandemic knocked it a bit off track; the second is, the company has since regrouped and is back with a brand-new bike. The now French-based marque has just released its latest model, the Lawrence, a hand-built two-seater fittingly named after one of the brand’s most famous and ardent fanboys, Thomas Edward Lawrence, who owned seven Brough Superior motorcycles in his time. The new 2021 Lawrence is a premium model, essentially hand-built with high-end materials like titanium, carbon fiber, and aluminum. (Brough Superior/)Brough announced the reveal of this titanium-framed stunner a couple of days ago with little fanfare, having had its thunder stolen by the unfortunate cancellation of the 2020 EICMA event, where the Lawrence was set to have its worldwide coming-out party. But Brough still expects the new bike, the fifth in its current range, to make waves; it’s a departure from the brand’s SS100, Anniversary, and Pendine models, classically styled bikes that more closely echoed the original company’s low-slung designs (Brough’s AMB 001 collaboration with Aston Martin however is on a whole other planet). The new Lawrence is more trim, refined, and modern in tone, with curvier new carbon fiber bodywork (not that there’s all that much of it) and a new fuel tank with raised “brows” to set it distinctly apart from its stablemates. A Brough spokesman says the tank’s lines are designed after “the curved daggers Bedouins wore on their belts and pictured on Lawrence of Arabia” (or T.E. Lawrence to you and me). Daggers or not, neo-retro feels like the right description of this bike’s style. The Lawrence is powered by Brough’s in-house water-cooled, 997cc, eight-valve V-twin, claimed to output 102 hp. (Brough Superior/)Which is not to say the newest member of the Brough range is ditching the old reputation for innovation, performance, and lofty price tags; the Lawrence brings some unique engineering, exotic materials, and high-zoot components to the table. For instance, there’s that titanium frame, which is further bolstered by a titanium subframe; a Fior-type fork CNC-machined from aluminum with titanium links connecting to a centrally mounted monoshock (which offers preload and rebound adjustability); a cast aluminum swingarm that pivots in the engine crankcases, also joined to an adjustable monoshock; and machined aluminum wheels with a dual-disc Beringer brake setup upfront. All that aluminum helps keep claimed weight down to a featherweight 440 pounds (but it’s not clear if that’s wet or dry weight). It’s an interesting arrangement upfront, with a Fior-type aluminum fork and articulated titanium links attaching to a preload- and rebound-adjustable monoshock. (Brough Superior/)But Brough Superior being a small-volume maker of boutique bikes, there are certain components that necessarily get shared across the line. One is that 997cc, water-cooled, eight-valve, DOHC motor, a version of which Brough uses in its other bikes, originally built for Brough by Boxer Design (Boxer Design principal Thierry Henriette is the man building the new Broughs, by the way). The V-twin unit is set at 88 degrees and produces 102 hp at 9,600 rpm and 64 pound-feet of peak torque in this application, and is homologated for Euro 4. Even the high-mount pipes on either side sport meticulous detailing. (Brough Superior/)Despite the high-mounted chrome cannons sticking out on either side of the bike, Brough Superior calls the Lawrence a “cruising rider’s ideal” in its marketing copy, and the wider handlebar, deeply scooped saddle, and 200-section, 17-inch rear tire may have something to do with that. This also happens to be the company’s first two-seater, but these photos don’t make a very convincing argument that the skimpy pillion will be all that tolerable for your passenger. That said, the styling, ergonomics, and shape of the Lawrence mark a departure from Brough’s initial classic designs, and with Henriette at the helm, there’s a good chance we’ll see yet more wild designs to come from the brand—ones that are hopefully more affordable to regular Joes (and Janes). Aluminum components and details bring weight down to a superlight 440 pounds. The look is definitely futuristic from this angle. (Brough Superior/)This is probably a great place to mention that hand-built bikes made of top-shelf materials don’t come cheap, and this one will set you back a wallet-gouging 66,000 euros—or approximately 79,083 of today’s US dollars. And that’s provided you can get your mitts on one; Brough is minting just 188 examples of this model, as a tribute to T.E. Lawrence’s birth year of 1888. If he were alive today, Lawrence of Arabia would definitely have dug that, even if he couldn’t afford one. The rider - who some say looks like a French version of Ted Cruz - attempts to convince his unsuspecting lady friend that the brief pillion might actually be comfortable. (Brough Superior/) Success. And off we go to Cancun, on a French-built motorcycle inspired by a famous British bike brand. (Brough Superior/) Although it still maintains a long and low stance, the Lawrence model marks a departure from the rest of the modern Brough brand’s range. (Brough Superior/)Source

The 2021 Softail Slim is a classic-styled American cruiser that’s built upon—I’m sure you guessed it—Harley-Davidson’s Softail platform. Powering the Softail Slim is Harley-Davidson’s eight-valve Milwaukee-Eight Big Twin 107ci (1,745cc) engine, which is also seen in the current Softail Standard and Sport Glide as well as some Touring models. But what sets it apart? Stripped-down styling with cut-back fenders, floorboards, and relaxed ergonomics. The 2021 Harley-Davidson Softail Slim produced a peak 73.66 horsepower at 4.860 rpm and 98.39 pound-feet of torque at 2,790 rpm. (Robert Martin/)We strapped the Softail Slim to our in-house Dynojet 250i dyno, recording horsepower and torque measurements ahead of an upcoming comparison test. The Harley-Davidson produced 73.66 peak horsepower at 4,860 rpm and has a very linear, rider-friendly delivery on the way there. Note the torque curve’s usability as it shoots up from 1,300 rpm and steadily climbs to its 98.39 pound-feet peak output at 2,790 before beginning to taper off at 3,000 rpm. Source

Indian’s Chieftain Elite bagger rolls into 2021 with the same, air-cooled Thunderstroke 116 engine and more subdued bodywork. (Indian Motorcycle/)Within the driblet of options available for fans of production ultra-premium V-twin baggers, your choice really comes down to just two brands—Harley-Davidson and Indian. At least if you’re concerned with things like robust electronic suites, full-blown touring amenities, factory support, and a classic lineage, Milwaukee and Minneapolis are the top contenders on a very short list. And with H-D already having dropped its 2021 bagger lineup, now it’s Indian’s turn in the spotlight; enter the 2021 Chieftain Elite, an ultra-premium, limited-edition bike that serves as the high point of the brand’s bagger portfolio. New look brings a more custom vibe, but the two-tone paint still requires 24 hours to apply by hand. (Indian Motorcycle/)Related Content: 2018 Indian Chieftain Elite With its new, redesigned Chief debuting last month as a 2022 model, it doesn’t look like Indian will be giving any of the new-year Chieftain baggers that same level of updates; by way of example, the Chieftain Elite wears a 2021 model year designation and looks to be relatively unchanged from last year, which also means bikes will be available in dealerships right away. But that doesn’t mean Indian’s premium bagger is exactly the same; styling is more understated and “custom-inspired” for one thing, and for another, the 2021 Chieftain Elite is getting a limited run of just 120 units worldwide, making it Indian Motorcycle’s most exclusive Elite model yet. New Slate Smoke finishes on the Thunderstroke 116 air-cooled V-twin, and low-key badging throughout. (Indian Motorcycle/)The most apparent reshuffle on the new Elite is the change in attitude. Indian has dialed back the bling this year, giving the 2021 model a more subdued vibe than its lavishly accented predecessor, though you’re still getting a very luxe two-tone paint job; that’s a big part of Indian’s premium formula. The new Thunder Black Vivid Crystal over Carbon Crystal tones give the bike some gravity and seem to suggest that, hey, gallons of candy paint and gobs of chrome was so pre-pandemic; why don’t we take it down a notch or two. But we’ll still keep the war bonnet on the front fender. The adjustable tinted shield and streamlined fairing also return unchanged for 2021. (Indian Motorcycle/)That doesn’t mean the current Chieftain Elite’s paint process is any less meticulous; Indian claims it’ll require more than 24 hours to carefully lay down those colors by hand, and the gunmetal flake layered within the paint gives things a bit more punch and depth. This time around the engine finishes are done in a dusky Slate Smoke, giving the whole bike a more street vibe. The shapes and silhouettes keep their familiar lines, but that new color scheme tricks the eye a bit, with the streamlined fairing and slammed saddlebags taking on a harder edge. The custom vibe is further amped by the lowered suspension and more exposed 19-inch front wheel rolling under an open fender, though that in itself isn’t anything new. Same goes for the two-up Rogue seat and color-matched badging you’ll spy around the exterior (though these too seem less gaudy than in years past). Lockable and weatherproof saddlebags give you 18 gallons of capacity. (Indian Motorcycle/)Last year’s Chieftain saw the new Thunderstroke 116, and Indian’s most powerful air-cooled engine returns again this year complete with its (claimed) 126 pound-feet of torque and rear cylinder deactivation to help manage heat at lower speeds. And you still get three selectable ride modes—Tour, Standard and Sport—allowing you to dial in the throttle response to your preference. Given that it’s Indian’s flagship bagger model, some measure of high-end factory gear is to be expected on the Chieftain Elite, so you’ll find amenities like full Pathfinder LED lighting, a tinted flare windshield with push-button power, large floorboards, and an integrated 400-watt audio system with a big punch and superior sound quality, all standard. Also taking center stage is the handy 7-inch Ride Command infotainment system with available weather and traffic overlays and Apple CarPlay integration; other standard bits include ABS, keyless ignition, tire pressure monitoring, and weatherproof and remote-locking saddlebags offering more than 18 gallons of cargo capacity. The 10-spoke machined contrast-cut design is said to make the wheel look even bigger under that open fender. (Indian Motorcycle/)Accessories? Funny you should ask. Indian isn’t holding back in that regard, offering a full complement of add-ons for touring and comfort (handlebars and seats, a color-matched, remote-locking trunk and color-matched hard lower fairings with adjustable air vents, and more) as well as for pumping up the performance (Thunderstroke 116 Stage 1 and Stage 2 kits, the Stage 1 Slip-on Exhaust Kit, and Stage 1 Oval Slip-on Muffler Kit, and much more). Large floorboards accommodate easy movement on the bike. (Indian Motorcycle/)Even better news is the fact that Indian hasn’t hiked the price for the new model; you’ll pay (a still lofty) $34,999 for the Chieftain Elite. But that’s before you even start going down the rabbit hole of adding accessories, which will jack things up in a hurry. But even without any real updates or changes to speak of, the new Chieftain Elite is a handsome, well-appointed machine, and if you’ve got the cash—or just the curiosity—it’s in dealers now. Standard 400-watt audio system includes integrated speakers in fairing and saddlebags. (Indian Motorcycle/) The 2021 Chieftain Elite as seen from the back. (Indian Motorcycle/)Source

The 2022 KTM 1290 Super Adventure R comes Stateside in fall 2021, and features a new three-part fuel tank, a lower seat height, and chassis tweaks for better performance. (KTM/)These are heady days for adventure motorcyclists, with offerings to fit just about any size and budget. At the larger end of both of those spectrums lies the beastly KTM 1290 Super Adventure R, the more off-road-oriented sibling of the 1290 Super Adventure S, and KTM has just announced a slew of changes for 2021 that include a new three-part fuel tank à la the 790/890 Adventure, a new two-piece radiator, a lighter engine, and other tweaks said to result in a more agile ride. But wait, the title says 2022, not 2021? Well, that’s because while the rest of the world gets the new 1290 Super Adventure R in March as a 2021 model; we won’t see it here in North America until later this fall as a 2022 model. Maybe it has to quarantine? In reality, we have seen KTM implement this strategy with its street models for the last few years, usually in response to homologation and supply hurdles. The Super Adventure R’s stubby windscreen isn’t touring-friendly (look to the Super Adventure S if that’s your preference), but both R and S models get the three-part fuel tank design first seen on the 790 Adventure. On the R it’s wrapped in steel crashbars for the inevitable dirt nap. (KTM/)At any rate, the wait will be worth it, as the list of improvements is substantial, starting with the new 6-gallon fuel tank. The unique horseshoe-shaped, three-part tank carries the fuel much lower, for a lower center of gravity and therefore better handling, especially off-road. KTM also redesigned the stepped one-piece seat, bringing it about half an inch closer to the ground at 34.6 inches. The 1290 Super Adventure R also gets the same chassis adjustments as its S counterpart, with the steering head moved back 0.6 inch, the 1,301cc LC8 V-twin rotated slightly forward, and the new die-cast swingarm lengthened slightly, all of which is said to improve agility. Also in the improved handling checklist is the reworked 8.7-inch travel, fully adjustable WP suspension, which KTM says was perfected via testing in the California desert as well as varied landscapes across Europe. A big new 7-inch TFT display sits front and center over the adjustable handlebar. Windscreen, levers, and footpegs are all also adjustable. (KTM/)Keeping everything in line is a new six-axis Bosch IMU that controls the 1290 Super Adventure R’s plethora of electronic rider aids: Motorcycle Traction Control, Motor Slip Regulation, Motorcycle Stability Control, and the Offroad ABS system. There are four standard ride modes, Rain, Sport, Street, and Offroad, with the optional Rally mode unlocking the most aggressive throttle control and the ability to select from nine levels of rear wheelspin. Bear in mind that the aggressive throttle will be tethered to 1,301cc of LC8 engine that’s now 3.5 pounds lighter, with new pistons and redesigned exhaust headers, and which KTM says is good for 160 hp and 102 pound-feet of torque while still being Euro 5 compliant. Actually, I take back my previous question. Alpina wheels have sealed spoke nipples, so they can be run with tube-type or tubeless tires. (KTM/)Rounding out the updates for 2022 is a new two-piece radiator, replacing the previous single unit and promising better heat dissipation that won’t toast the rider’s legs. The airbox is now much easier to access, requiring the removal of just four screws, and it’s been redesigned to direct dirt and sand toward the bottom. I’m guessing these were lessons learned in the California desert. Overall, KTM appears to be continuing to maintain its position on the hard, sharp tip of the ADV touring spear, and the 2022 1290 Super Adventure R looks you in the eye and asks if you’re man (or woman) enough to flog it properly. Only one way to find out… Source

The Pan America has been revealed in two versions, the base 1250 and the better-equipped 1250 Special. (Harley-Davidson/)We’ve waited more than a year for it, but Harley-Davidson’s long-buzzed-about Pan America is now out in the world, and we can finally get around to chatting about the details of H-D’s very first adventure bike. Our own Technical Editor Kevin Cameron assembled a hugely informative big picture First Look into the 2021 Harley Davidson Pan America 1250, so you may want to check that out before going any further. Otherwise, let’s look at the differences between the base-model 1250 and the higher-spec 1250 Special. Both models ride on the same foundation, with the liquid-cooled Revolution Max 1250 as a stressed member of the chassis. (Harley-Davidson/)To reiterate, both the Pan America 1250 and Pan America 1250 Special are powered by the new liquid-cooled,150 hp Revolution Max 1250 engine, with the entire powertrain acting as a stressed member. The front frame, mid-frame, and tailsection bolt directly to the powertrain to reduce weight while stiffening up the chassis for better handling. Suspension travel is a healthy 7.5 inches at both ends—and adjustable. There are five ride modes, a host of electronic rider aids like cornering ABS and traction control and a configurable touchscreen display on both. So, other than the weight differential and different color options, what else distinguishes the base 1250 from the 1250 Special? The Pan America 1250 base model comes equipped with adjustable suspension front and rear. (Harley-Davidson/)Pan America 1250 The Pan America 1250 base model comes out of the box with passive suspension that’s fully adjustable for preload and compression/rebound damping, featuring a Showa 47mm inverted cartridge fork up front and a Showa piggyback reservoir shock at the rear. Both bikes also feature an all-new braking system with radial Monoblock four-piston (30mm) caliper and dual 320mm front brake rotors and adjustable lever response from the front brake master cylinder. You get cornering ABS and traction control as well as five ride modes on both models. (Harley-Davidson/)The base 1250 model also offers Cornering Rider Safety Enhancements, a collection of electronic systems to optimize bike performance handling when the motorcycle is leaned over. On the Pan America 1250 model the systems include Cornering Enhanced Electronic Linked Braking (C-ELB), Cornering Enhanced Antilock Braking System (C-ABS), Cornering Enhanced Traction Control System (C-TCS), Cornering Enhanced Drag-Torque Slip Control System (C-DSCS), and Hill Hold Control. Tying into those systems are five standard preprogrammed modes for riders to dial in, including Road, Sport, Rain, Off-Road, and Off-Road Plus. Each mode consists of a specific combination of power delivery, engine-braking, the C-ABS, and C-TCS settings made to pair performance to available traction during acceleration, deceleration, and braking. Both bikes also feature the Hill Hold Control (HHC) function, which is meant to prevent the bike from rolling when stopped, applying brake pressure until the rider actuates the throttle and clutch. RELATED: Harley Reveals Hardwire Plan Other standard features on both include cruise control, all-LED lighting, a four-way-adjustable windshield, toolless seat adjustability, and 6.8-inch tiltable TFT touchscreens. But from there, the Special ladles on extra tech for better ride adjustability, offers more protection, and adds minor convenience features as well. At the top of Harley’s first-ever ADV offering is the 1250 Special model, which adds another layer of tech and protection to the mix. (Harley-Davidson/)Pan America Special First up is the added versatility of the 1250 Special’s suspension, which trumps the regular model with a semi-active system designed to react to suspension position, vehicle speed, roll angle, roll rate, applied throttle, and brake torque within the selected ride mode. That’s coupled with an additional Vehicle Loading Control system that senses the weight of the rider, a passenger and automatically adjusts rear preload for optimal sag (unladen seat height is 33.4 inches in the low position and 34.4 inches in the high position). From within the semi-active suspension system, riders can choose from five preprogrammed profiles incorporated into each ride mode. There’s Comfort, which gives more compliance and isolates the rider from rough road conditions; Balanced, which balances ride comfort with control for all-around riding; Sport, which serves up maximum control with higher damping rates for more heated romps; Off-Road Soft, which backs off of initial damping for better suspension compliance on larger hits; and Off-Road Firm, which increases initial damping for aggressive riding. The actual components handling these scenarios are also well-matched, with a 47mm inverted Showa Balance Free Fork providing semi-active damping control on the front side, and a Showa coilover shock with electronic preload control and semi-active damping control out back. As with the 1250 base model, the rear suspension incorporates a linkage system connecting the shock, swingarm, and frame for a more progressive feel. Shorties rejoice; Adaptive Ride Height (only available on the Special) could well be a game changer in the ADV market. (Harley-Davidson/)Adaptive Ride Height If you’re looking for the latest bleeding-edge tech, the 1250 Special model can also be equipped with Adaptive Ride Height (ARH) as a $1,000 option—but on the Special only. The system, which H-D calls an industry first,” automatically transitions between a low stopped position and optimal ride height when the bike is moving. With Adaptive Ride Height, the seat is lowered 1 to 2 inches when stopped (depending on automatically selected rear preload), but raised to optimize ground clearance and ride quality when the bike gets moving again, all while still retaining the benefits (and full wheel travel) of the semi-active suspension. Without a rider, seat height is 32.7 inches in Low and 33.7 inches in High. Again, you have your modes here too. In Auto mode, suspension is lowered based on how forceful the braking, with the bike fully lowered by the time it comes to a stop; with Short Delay and Long Delay modes, the lowering waits until the motorcycle comes to a stop, with full ride height maintained otherwise; and in Locked mode, the ARH system stays at normal ride height all the way. Standard protective elements on the Special include an aluminum skid plate and tubular steel bars bracketing the radiator. (Harley-Davidson/)Hold on; there are still more modes to talk about. Along with the five preprogrammed ride modes available on the base model, the Special adds two more that can be customized by the owner (as well as giving you additional adjustments within each; for example, Sport mode will also increase the rate of semi-active suspension damping at higher speeds on the Special). The two added settings on the Special are tailored to more experienced riders, who can choose from Off-Road Plus or Custom Off-Road Plus modes, for more aggressive stints in the dirty stuff. As for Hill Hold Control, in the US market only, the Pan America 1250 Special comes with a sidestand sensor interlock, so HHC to be engaged in neutral (which is not available on the Pan America 1250). Tire Pressure Monitoring System (TPMS) also comes standard on the Special model,as do a centerstand, a rear brake pedal that’s height adjustable, and the expected vehicle protection accessories, such as steel brush guards for the radiator, aluminum skid plate to protect the engine crankcase, and hand deflectors. On the Special, heated handgrips are standard as well, while tubeless laced wheels are available as an option. This being a Harley-Davidson product, you’ll be able to farkle out your new 1250 with all manner of available accessories, from aluminum cases to auxiliary lighting to accessory mufflers. (Harley-Davidson/)Finally, you can choose more hues on the Special, with options for Vivid Black; Gauntlet Gray Metallic; Deadwood Green (in select international markets only); two-tone Baja Orange and Stone Washed White Pearl. The Pan America 1250 and Pan America 1250 Special models will arrive at Harley-Davidson dealerships in the spring of 2021. Source

Harley-Davidson’s Pan America 1250 is claimed to have 150 hp. (Harley-Davidson/)We’ve eyed the teaser shots of the Pan America 1250, and we’ve speculated as to what it is planned to accomplish. Now the lid is off, the 1250 adventure-tour bike’s specs are published, and the obviously proud and pleased engineers are talking about their work. The base-model Pan America will have an MSRP of $17,319, and the Pan America 1250 Special (with skidplate, centerstand, brush guards and other additional features) is $19,999. We are focusing on the Special because it is the technical top of the line by being equipped with semi-active suspension, and can be equipped with Adaptive Ride Height control. The 1250 is a huge leap for Harley-Davidson, setting its engineering department free to do what few engineers have the privilege of doing: designing an all-new bike from the ground up. Harley’s traditional products have made steady advances in sophistication over the years, but that work had to fit within the classic 1936 silhouette. Now, in a single platform, Harley has produced a liquid-cooled, DOHC, 60-degree V-twin “international” engine with variable valve timing (VVT). Rated at 150 hp at 9,000 rpm, it is carried in a stressed-engine hybrid chassis with a MIG-welded HSLA steel-trellis front frame, forged aluminum mid-frame, and one-piece cast aluminum swingarm. Clutch, alternator, and cam covers are magnesium, only two-thirds the weight of aluminum. The 5.6-gallon fuel tank is aluminum. Cycle World Editor-in-Chief Mark Hoyer and I were given an hour of video conversation with five of H-D’s engineers and Paul James, senior manager of PR who has also spent years working in product planning. Chief Engineer Alex “Boz” Bozmoski said, “We looked at adventure-tour as a natural fit for us. What basic characteristics would we need? For off-road, responsive low-end torque for low-speed maneuvering. But for road, it’s high-end performance you need. In making each design choice, we asked ourselves, ‘How do we win?’ The obvious answer here was VVT, and not the simple two-position kind. We needed map-controlled, continuously variable cam timing.” Driving cars with VVT cam phasers demonstrates the strong torque VVT provides at lower revs, <i>without</i> torque fade farther up the rpm scale. The 1250′s cam phasers are hydraulic and controlled by solenoid plungers. At rest, the intake cams default to full retard while the exhaust cams go to full advance, the positions of minimum valve overlap and strong bottom torque. Hydraulic cam phasers actuated by solenoid plungers control the Pan America’s VVT cam timing. (Harley-Davidson/)Boz said, “As a function of VVT, we have a super-broad powerband. People who ride KTM and BMW have said it <i>feels</i> more powerful than the competition.” One feature best characterizes the liberated thinking behind this bike: its Adaptive Ride Height system (a $1000 option only available on the Special), a first for any production motorcycle. To accommodate the 1250′s longer-travel (7.5 inches, front and rear) suspension without making the bike uncomfortably tall for some riders, an on-board system senses when the bike is being braked to a stop and smoothly reduces ride height by 1 to 2 inches, depending on suspension settings. That height is maintained until the bike is ridden away, when the normal seat height of 31.8 inches is smoothly restored. This system can be locked out by the rider. The Pan America 1250 is claimed to tip the scales at 503 pounds, as shipped. Seems Executive Editor Justin Dawes might owe the engineering team a pizza party. (Harley-Davidson/)This motorcycle also brings Harley-Davidson fully up to date in terms of electronic systems. All the electronic conveniences modern motorcyclists expect to find are present; five ride modes, cruise control, phone connectivity, hill hold, ABS, traction control, moving-map nav display, and cornering-enhanced function through the usual IMU. I asked if we can now regard such systems as generic plug-ins from the usual manufacturers. No, I was told, definitely not. Chassis and Suspension Engineering Systems Manager Bjorn Christensen said suspension-related software was written in-house through testing, discussion, and trial of alternatives. The result, he said with obvious pride, is tailored, seamless operation. Melissa McTavish, manager of engineering systems, infotainment & connectivity, noted that the large configurable touchscreen dash is designed to be operable while wearing gloves. Bozmoski said, “We got two basic responses from people given long rides on this bike. One, ‘Do I have to give it back?’ and two, that they found themselves riding more confidently.” Others called it the most comfortable bike they’d ridden. Our testers look forward to experience the bike and comparing it with the competition. The 1250 engine breaks Harley’s long-stroke tradition with its oversquare 1.46 ratio of bore to stroke. The large 105mm bore provides room for four large valves (the exhausts are internally sodium-cooled) that supply the air needed to make power at 9,000 rpm. Peak torque of 94 pound-feet comes at 6,750, but in engines with this kind of wide, flat torque, this is misleading: This peak is not a spike, but merely the highest point on a nearly flat line. The 1252cc Revolution Max engine produces a claimed 94 pound-feet of peak torque and 150 horsepower. (Harley-Davidson/)The 1250′s crankshaft has two crankpins, staggered at 30 degrees to each other. This reduces primary shaking force and spaces top dead center of the two cylinders (the rear is offset to the left) 90 degrees apart. A primary balance shaft deals with both shaking and rocking. A secondary balance shaft is located between the cams of the front cylinder, geared to one of the cam phasers. This shaft therefore gives a different vibration at idle, making the engine feel “alive,” but runs smoother at freeway speeds. Balance shafts save weight, for without them bikes would need heftier structure just to survive their own vibration. Why not balance everything to zero? Michael Carlin, Chief Engineer Powertrain, said, “In Milwaukee-Eight we intentionally kept some vibration, because otherwise it doesn’t feel right.” Cylinders are separate, with weight-saving Nikasil hard-plating instead of iron liners. Why not integrate the cylinders into the case, as some other makers do? It wouldn’t be a Harley if there were no way to boost displacement! Each cylinder head has dual ignition. Generally, twin plugs improve idle quality, reduce emissions, and allow higher compression. The foundation of engine reliability is its oil system. To make centrifugal force boost oil pressure rather than weaken it, they chose the best: Formula 1-style oil feed into the end of the Revolution Max 1250′s crank rather than traditional feed through the main bearings. There are three scavenge pumps: one for the crank chamber; one for the clutch case, where there’s a baffle to keep oil off the spinning clutch; and one for the alternator cavity. Scavenge capacity is enough to pull a significant vacuum on the crankcase, allowing use of friction-reducing low-tension piston rings, a concept from NASCAR. These are examples of the attention given to cutting parasitic losses in this engine. Rotating parts are high above the wet sump oil level, preventing them from creating an oil storm and losing energy that should be going to the rear wheel. A measure of success here is the claimed 48 mpg city/highway fuel mileage. Weight control is essential to a big-engined bike like this, dictating the magnesium engine covers, aluminum fuel tank, and aluminum swingarm and mid-frame. Shipping weight is claimed to be 503 pounds, running weight 534. An aluminum tank, swingarm, and frame sections along with magnesium engine covers are among weight saving measures in the Pan America. (Harley-Davidson/)Because this is a Harley-Davidson, it cannot have valve noise or require valve adjustments (service interval is 5,000 miles). Therefore its roller finger cam followers have hydraulic clearance adjusters. Cams are chain-driven. To accurately set compression ratio at 13.0:1, the crowns of the pistons are fully machined. Compression is the path to high torque! Recommended fuel is 91 (R+M)/2, but thanks to its knock detection/ignition retard system, the engine can run safely on lower octane fuel at some sacrifice of power. There are piston cooling oil jets in the crankcase, aimed up at the undersides of the piston crowns. Thanks to its vertically stacked gearbox, tucked under the rear cylinder, this engine is extremely short. The high location of the output sprocket testifies to lowest-possible positioning of the engine (“Moving weight south,” Bozmoski calls it) to ease low-speed maneuvering. H-D’s engineers achieved a short engine front to back by vertically stacking the transmission shafts. (Harley-Davidson/)The crankshaft drives the six-speed gearbox through a noise-reducing scissors primary gear. Remember Harley’s 1980s message: “We’re killing the noise so we can keep the music.” A slipper/assist clutch with eight friction discs cuts lever effort while preventing engine-braking from hopping or sliding the rear tire on closed throttle. A spring drive in the clutch outer smooths torque delivery. Mr. Bozmoski described the work leading to the choice of the 62.2-inch wheelbase. “In our early work we were riding and trying alternatives. A long wheelbase is stable; short is nimble. We think we found the right balance. This is a bike that can go 135 mph with rider and passenger, bags full. Our leading competitors’ bags have a sticker.” We’ve all seen such stickers, whose wording begins, “Do not exceed…” and goes on to require particular tires, forbid use of certain accessories, or mandate loading conditions. The Special’s front and rear Showa semi-active suspension offers 7.5 inches of travel. Semi-active defines suspension damping that is continuously ECU-adjusted according to how the bike is being used, via seven monitored variables. The hardware is Showa (for example, the electric rear preload adjuster), but the control software was written by H-D. The 47mm “Balance Free” inverted fork has aluminum crowns and the fork angle and steering head angle are both at 25 degrees of rake, working with 6.2 inches of trail. The piggyback BFRC rear unit controls the swingarm through progressive linkage. Right and left maximum lean angles (by SAE J1168 method) are 42 degrees. Brakes are radial Brembo with dual 320mm front discs and radial Monoblock calipers. The Pan America 1250 is a huge leap for Harley-Davidson: A clean-sheet adventure-touring motorcycle that is aimed at tackling terrain never before seen by a production model from The Motor Company. (Harley-Davidson/)Think about the riders this bike can attract. Its 7.5 inches of suspension travel in “comfort” mode makes it plusher than the short-travel heavyweights, but its no-fade horsepower wafts it up on-ramps and past grumbling tractor-trailer trains with greater ease than any 120-incher. Adaptive Ride Height delivers confident starting and stopping. And Pan America opens up the backcountry—thousands of miles of the road less traveled to touring riders who thought they’d seen it all. Could it be, as others have proposed before, that adventure-tour is the new standard? Specifications 2021 Harley-Davidson Pan America 1250 2021 Harley-Davidson Pan America 1250 Special MSRP: $17,319 $19,999 Engine: 1,252 DOHC V-Twin; four valves per cylinder 1,252 DOHC V-Twin; four valves per cylinder Bore x Stroke: 105 X 72mm 105 X 72mm Transmission/Final Drive: 6-Speed / Chain 6-Speed / Chain Claimed Horsepower: 150 hp @ 9,000 rpm 150 hp @ 9,000 rpm Claimed Torque: 94 lb.-ft. @ 6,750 rpm 94 lb.-ft. @ 6,750 rpm Fuel System: Electronic Sequential Port Fuel Injection Electronic Sequential Port Fuel Injection Clutch: Mechanical; 8-plate wet; assist & slip Mechanical; 8-plate wet; assist & slip Frame: Stressed-member alloy steel trellis; forged aluminum mid-structure Stressed-member alloy steel trellis; forged aluminum mid-structure Front Suspension: 47mm Inverted fork; compression, rebound, and preload adjustable, 7.5 in. travel 47mm Inverted fork; electronically adjustable semi-active damping control; optional Adjustable Ride Height; 7.5 in. travel Rear Suspension: Piggyback monshock; compression, rebound, an hydraulic preload adjustable; 7.5 in. travel Piggyback monshock; electronically adjustable semi-active compression and rebound damping control; automatic electronic preload control; optional Adjustable Ride Height; 7.5 in. travel Front Brake: 320mm Dual rotors; 4-piston monoblock calipers; ABS 320mm Dual rotors; 4-piston monoblock calipers; ABS Rear Brake: 280mm Single rotor; single piston caliper; ABS 280mm Single rotor; single piston caliper; ABS Wheels, Front/Rear: 19x3 in. / 17x4.5 in. Cast Aluminum 19x3 in. / 17x4.5 in. cast aluminum standard; anodized aluminum laced tubeless optional Tires, Front/Rear: 120/70R19 / 170/60R17 ; Michelin Scorcher Adventure Radial 120/70R19 / 170/60R17 ; Michelin Scorcher Rake/Trail: 25 Degrees / 6.2 in. 25 Degrees / 6.2 in. Wheelbase: 62.2 in. 62.2 in. Ground Clearance: 8.3 in. 8.3 in. Seat Height: 34.2 in. 34.2 in. Fuel Capacity: 5.6 gal. 5.6 gal. Claimed Wet Weight: 534 lbs. 559 lbs. Availability: May, 2021 May, 2021 Contact: Harley-Davidson Harley-Davidson Source

Most manufacturers will also trot out a custom version of new models to help sell the personalization possibilities. The first custom based on the revamped Indian Chief comes courtesy of Carey Hart. (Johnny Laney/)Indian Motorcycle just dropped its three totally redesigned 2022 Chief models, but certain insiders got their paws on the bike much sooner so that they could build a custom version based on the platform. The company may have officially taken the wraps off the Indian Chief, Indian Chief Bobber, and Indian Super Chief models this week but motocrosser and customizer Carey Hart was lucky enough to score an up-spec version of a stock Chief (in the form of an Indian Chief Dark Horse) some weeks ago and, as you’d expect, upped the specs and the stance even more. Related: 2022 Indian Chief First Look and Gallery The Chief Dark Horse Hart got his hands on packs the higher-compression Thunder Stroke 116 engine and Ride Command system as standard. (Johnny Laney/)With the new 2022 Chief’s design being a pretty radical departure from most of the other Chief iterations over the decades, Hart had a more minimal—practically blank, actually—foundation to start from. Given the skimpy bodywork, mid-mount controls, and drag bars, the new Chief already brings a more sporty riding position, and it looks like Hart took that aesthetic and added a more purposeful performance bias to it, swapping in new wheels, tires, brakes, fork… We’ll just get to as much as we can in the gallery that follows. Read on for the details. Related: Carey Hart’s “King Killer” Custom Indian The Indian Chief Dark Horse version packs the higher-compression Thunder Stroke 116 engine which Hart accented with new covers and graphics, though no word on if he did any internal tinkering. (Johnny Laney/) Replacing the stock model’s staggered dual exhaust is a 2-into-1 custom unit from Fab28 Industries; chain conversion is by Zipper’s. (Johnny Laney/) The new Chief also more easily allows for new suspension upgrades; the external stock shocks get swapped with a premium set of piggyback Fox units. (Johnny Laney/) The new copper-finish wheels are from San Diego Customs, and wear new Galfer rotors now clamped by Beringer calipers. (Johnny Laney/) In keeping with the performance theme, Saddlemen stepped in with a stepped, dragster-style seat to replace the wide, scooped stock unit. (Johnny Laney/) New finishes, paint, and trim fill in the cockpit area, with bars and grips from ODI; bar clamps, risers, and gauge bucket from Kraus Motor Co.; and mirror from Rizoma. (Johnny Laney/) The Chief takes on a way different demeanor viewed from the front, thanks to a Ness front fairing and fork extensions from Altered Industries. GP Suspension internals now live in the fork. (Johnny Laney/) Source

The benefits of light weight and simplicity in racing motorcycles. (Robert Martin/)Walking down from the shop last night I was humming The Beach Boys’ 1963 hit “Little Deuce Coupe” when I became curious about the relative weights of that famous coupe and the Thunderbird mentioned in the song. A few keystrokes later and I’d found that the T-Bird outweighed the coupe by around 40 percent. No wonder that “When somethin’ comes up to me, he don’t even try…” As anyone who’s ever played around with rockets and other things that accelerate knows, the rate of acceleration is the thrust divided by the mass of the vehicle. Reduce the mass by 40 percent while keeping the thrust the same, and the result is that the deuce coupe accelerates 40 percent faster with equal power. As soon as Detroit realized that Americans in the mid-to-late 1960s would buy thousands of factory hot rods, people mostly stopped building or even thinking about hand-built street coupes weighing 2,200 pounds. Machine shop, fab, and welding skills required? Forget that! Installment plan, here we come! Detroit was soon cranking out 7-liter monsters that could move mountains, which is just what those giant pressed-steel “lumber wagons” were. Yet weight remains as important as ever. If your bike with you on it weighs 600 pounds, and its engine makes 150 hp, that’s a power-to-weight ratio of 600/150 = 4 pounds per horsepower. That in turn tells us that the 4-pound pair of boots on your feet is costing you one whole horsepower. One whole horsepower is required just to accelerate those boots, while the other 149 get on with the big picture. In the early 1980s the weights of big-engine bikes had bloated their way toward 600 pounds, so Suzuki’s very light, original GSX-R750 was a dead cert to leave them behind, which it did. Weight crept up again, so Yamaha’s release of the first R1 literbike, hailed as “feeling like a 250,” taught the same hard lesson over again: Acceleration is the thrust divided by the weight. My doc (and any bike I might ride) wants me to weigh 167 pounds instead of my actual 200—a difference of 33 pounds. If every 4 pounds of weight reduction is equivalent to a horsepower, that’s like a gain of 8.25 hp. That makes me remember other terrible numbers. The four smokestacks on Yamaha’s two-stroke RZ500 four weighed 42 pounds! Later, when titanium pipes hit Supersport, I was handed a complete four-cylinder system, muffler included: 6 pounds! That’s a difference of 36 pounds. Weight growth affects air forces too. Here, let’s build a large number of small and inexpensive but extremely agile lightweight fighters. Then the process begins. Why limit ourselves to that tiny radar? Put on this larger array. Except that increases fuselage diameter, drag, and weight. It also sucks more electricity, so now we need more generator pads on the engine(s). Growing weight shortens range, so we have to fill every empty space with fuel, plus valves, lines, and pumps. Gosh, now we need to beef up the landing gear, and our airplane is starting to handle like what it’s becoming—an air tanker. No problem! An enlarged wing and bigger control surfaces will fix that right up. Hm, takeoff distance is growing because acceleration is dropping, so now we need a serious thrust increase from the engine… It doesn’t end until someone with the authority to change things pulls up a fresh screen and says, “Do it over. From the beginning. Get it right.” I was also impressed by the big differences in approach to racing motorcycle design in the 1950s. The English wanted more than anything else to win the Isle of Man TT, so they built engines and chassis rugged enough to finish the seven 37.5-mile laps. Speeds were generally high, so wheelbases tended to creep up, and engines were biased toward peak power (nothing below 5,500 rpm, all done at 7,000). Meanwhile at Guzzi, engineer Giulio Carcano, charged with winning the 350 GP championship over a variety of European tracks, some quite twisty, designed for acceleration. His engines featured wide torque ranges and his bikes weighed as little as 216 pounds. Guzzis took five successive 350 titles, 1953–1957 inclusive. Around 1980 Honda’s Shin’ichi Miyakoshi, impressed that the lap time difference between 500s and 250s in European GPs was small, thought about the idea of a 100 hp 250: “What if we built a bike with the weight and agility of a 250 and the power of a weak 500?” They built it and Freddie Spencer rode it. In 1982, at the very fast Belgian Spa circuit, his 108 hp Honda topped the Yamaha and Suzuki opposition, all making 25 percent more power. Freddie’s lap times showed that their extra power was just waste heat. A year later he was 500cc world champion. Weight is just one of a great many motorcycle variables, but if we don’t watch our motorcycle’s diet, weight creeps up and performance is lost. Remember: Acceleration equals thrust divided by the weight. Source

Off-road chops make the Desert Sled a standout in the Ducati Scrambler line. (Oli Tennent/)The retrobike scene is as strong as ever, with pretty much every manufacturer from Triumph to Kawasaki digging up heritage stories and building classically styled bikes to match. But the best thing about the current wave of retrobikes is that the sacrifice in performance for style is becoming less and less pronounced. And while the Ducati Scrambler Desert Sled would be hard work to actually race across a desert, it does have some genuine off-road capability. The fully adjustable Kayaba fork and preload/rebound-adjustable shock both have 7.9 inches of travel, and with more than 9 inches of ground clearance, you can tackle some decent terrain without tearing a hole in your cases. And sure, a 21-inch front wheel would be better off-road, but the spoked 19/17-inch wheel combo is a proven adventure bike setup for striking a balance between dirt and asphalt. Offering 7.9 inches of suspension travel at both ends gives the Desert Sled the ability to venture off the pavement. (Oli Tennent/)Equally important as ground clearance and suspension is riding position; no amount of travel will make up for ergonomics that don’t work when you’re standing up. Thankfully the Sled works well; it feels a little wide, particularly if you’ve just stepped off a dirt bike, but the bars are a good shape and well-positioned for standing operation. The only weak point here is down by your feet; the pretty aluminium footpegs look nice, but even with the rubber removed they’re slippery, especially when mud and water get involved. The Scrambler Desert Sled’s new seat sits at 33.9 inches above ground; there is a 33-inch option for those looking for a short reach. (Oli Tennent/)But enough number crunching; take a look at that new paint scheme. Changes to the new Desert Sled don’t really go much further than a new seat and new colors, but when the colors are this good, does that matter? This is definitely one of those bikes that looks even better in the metal and keeps looking better the longer you look at it. It’s a neat-looking bike too; not just neat as in “nice,” but neat as in “Marie Kondo would be proud of the lack of clutter and plumbing around the motor.” That’s obviously helped by the oil-/air-cooled L-Twin, which does away with the radiator and associated coolant hoses. But even aside from the benefits of the old-school cooling methods, the side view of the bike is pleasantly free from dangling wires and ugly sensors. And while there’s plenty of scope for customization and tuning, there isn’t much about the standard bike that could be considered awkward or out of place. There are now nine different Scrambler models available, two 1,100cc versions and seven 803cc bikes. There has to be a Disney remake in there somewhere. The seven dwarves have had a Nu-Wave Metal rebranding and are now called Icon, Icon Dark, Nightshift, Café Racer, Desert Sled, Full Throttle, and Sixty2. Think Snow White, as played by Shayna Texter, facing off against her wicked stepmother, played by Sammy Halbert in a wig, in a mile-oval race on reasonably priced Italian streetbikes. The new paint scheme of the Desert Sled is light and bright. (Oli Tennent/)The Desert Sled rumbles into life with that familiar slow cranking that sounds like the battery is going flat; don’t worry, sir, they all do that. The simple digital speedometer manages to pack in a decent amount of usable functionality, with on- and off-road riding modes called Journey and Off-Road respectively. In Off-Road mode the ABS system can be switched off to unlock “skid mode”—Ducati doesn’t actually call it that, but it definitely should. The minimalist dash is compatible with the Ducati multimedia system, allowing riders to control music with a smartphone and even use handlebar-mounted switch gear to answer calls. Better still, it can be used to reject calls with voicemail messages set to “Can’t talk; busy being awesome.” Like each of the seven different 803cc Scramblers, the Desert Sled is an easy bike to ride. For those who like to get both feet flat on the floor at a stoplight, the tallish 33.9-ich seat can be swapped for an accessory 33-inch option, but other than that the Sled is hardly an intimidating bike. The clutch is light, the throttle is soft, and the engine resistant to stalling at low speed. For newer or less confident riders, it’s a dream, allowing the rider to get on with looking cool and racking up miles of experience and fun. That doesn’t mean no fun for more enthusiastic Sledders; it just means all the slow-speed stuff is a doddle, including wheelies, spin turns, skids, and any other parking lot antics you fancy. The 803cc air-cooled engine of the Desert Sled has enough power to be entertaining without being overwhelming for newer riders or too aggressive in nasty off-road situations. (Oli Tennent/)On the road, the Sled is great fun in a relaxed kind of way. The 73 hp engine is never going to set your world on fire in a straight line, but it has plenty of go for cruising and enjoying twisty roads. Thrashing it up and down the gears, skidding into turns, and firing out into the straights is fun in its own way, but other bikes are better for this style of riding, not least Ducati’s own Hypermotard. The chassis follows the chilled-out theme: It doesn’t dart into an apex like a sportbike, but neither does it require 100 yards of persuasion to make a turn, like a big raked-out cruiser. Wide handlebars let you throw it around, flicking easily between turns, and the chassis follows obediently without shaking its head or resisting. Sitting down, the bars feel high, like you’re sitting behind them; this makes swinging the bike from turn to turn even easier. The large single front brake is, you guessed it, effective without being intimidating; if you want to ride it flat out like a supermoto, you might want a touch more bite and power, but the rest of the time it follows the Scrambler’s theme: simple and effective. On the road, the Ducati Scrambler Desert Sled is a chilled-out ride—a sort of different take on mild adventure riding. (Oli Tennent/)Heading off-road really brings the Desert Sled to life. The easy low-speed handling and predictable throttle response translate into endless miles of powerslides and skid turns. A little more power would make off-roading even more fun, but the fact that you have to provoke it makes it perfect for all riders, not just the crazy ones. On flowing gravel trails the Sled is a great fun bike to play around on, with enough travel to soak up the occasional pothole as you carve through the countryside. If you start turning up the speed and hitting larger obstacles, you get a sharp reminder from the rear shock that this is not a rally bike. Too much off-road speed doesn’t work on the Sled; try to hang with, say, the new KTM 890 Adventure R through the rough stuff and you’ll come unstuck from terra firma. But you’ll look cool doing it. The fact that I kept falling into the trap of riding it too quickly off-road speaks volumes about how well the Desert Sled does on the dirt; it’s too easy to forget that this is a streetbike first and off-road bike second. On more technical trails, the light clutch, decent clearance, and soft power delivery let you get the Desert Sled to places that no hipster-spec scrambler has any right to be. The Desert Sled is #Wheeliewednesday approved. (Oli Tennent/)Before riding the Desert Sled, my mind was split. It’s a stunning bike, ticking lots of the right boxes from the styling of dirt bikes I grew up wanting. The gold wheels from my Dad’s old XT350, the big fat, flat seat from ’70s Husky motocrossers; Ducati has been almost shameless in taking cues from the bikes of our youth. Still, the 44-pound weight gain over a Scrambler Icon and the 73 hp motor had me questioning whether I would find myself wanting more performance. But after a few tanks of gas, the Sled had really endeared itself to me. The Desert Sled is all about having fun, wherever you may be. (Oli Tennent/)It is not a bike for big adrenaline kicks and riding flat out. It’s a bike for having fun, for skidding along a gravel track just because you can, for riding up a mountain in the snow just for a laugh. When the update to the Scrambler range was announced, I was gutted that Ducati hadn’t yet released an 1,100cc version of the Desert Sled. I still think that bike would be awesome. But this 803cc version, with its new seat and fancy paint, makes perfect sense. At $11,995 it makes a great alternative to the swathes of big-screen, beak-sporting adventure bikes. It will tackle the same terrain and look good while doing so. Just make sure you befriend them so they’ll lend you a gallon of fuel to get back home. 2021 Ducati Scrambler Desert Sled Specifications MSRP: $11,995 Engine: 803cc air-cooled L-Twin; 2 valves/cyl. Bore x Stroke: 88.0 x 66.0mm Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 73.0 hp @ 8,250 rpm Claimed Torque: 49.0 lb.-ft. @ 5,750 rpm Fuel System: Electronic fuel injection w/ 50mm throttle body Clutch: Slipper and self-servo wet multiplate; hydraulically actuated Frame: Tubular steel trellis frame Front Suspension: 46mm USD fork, preload, compression, and rebound adjustable, 7.9 in. travel Rear Suspension: KYB shock, preload and rebound adjustable, 7.9 in. travel Front Brake: Radial 4-piston caliper, 330mm disc w/ Bosch Cornering ABS Rear Brake: 1-piston floating caliper, 245mm disc w/ Bosch Cornering ABS Wheels, Front/Rear: Spoked aluminium; 19 x 3.0 in. / 17 x 4.5 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 120/70R-19 / 170/60R-17 Rake/Trail: 24.0°/4.4 in. Wheelbase: 59.3 in. Ground Clearance: N/A Seat Height: 33.9 in. Fuel Capacity: 3.6 gal. Claimed Wet Weight: 461 lb. Availability: Now Contact: scramblerducati.com Source

IP filings from Europe show BMW working on a new safety bike design. (BMW/)Providing crash protection for riders is something that’s usually left to clothing and helmet makers but BMW has long been one of the few companies to explore how bike designs themselves could mitigate injuries from accidents. Whether it’s the C1 scooter from the turn of the millennium, the Simple and Clever three-wheeled concept duo from the mid-naughts, or the carbon fiber, roofed electric bike that we revealed in BMW’s own patents last year, the Bavarian firm has long been trying to find a way to keep riders safe in the event of a crash. Only Honda has shown a similar level of interest in bike-mounted rider safety with its airbag-equipped Gold Wing and, a decade ago, long-since canceled plans for a VFR1200-based sport-tourer with a front crumple zone. Unlike previous ideas, crash protection is provided by a roll cage arrangement rather than a full roof. (BMW/)The latest design to emerge from BMW’s R&D department once again pursues crash protection but dispenses with the idea of a complete roof, instead featuring a tubular roll cage around the rider’s back and head. However, there’s an even more fundamental rethink in the bike’s layout as the rider is moved backward, away from the most likely point of impact and allowing for a feet-forward riding position. It appears the rider will be positioned farther back, with the handlebar connected to a second steering tube also situated aft of the fork. (BMW/)Unusually, these images haven’t emerged from a patent that protects technical elements of the layout, but from a European IP filing used to prevent the visual aspects of designs from being copied. Normally, you’d expect to see bodywork here, but in this instance the chassis is visually striking enough for BMW to want to protect its appearance. To get the rider sitting as far back as possible, BMW has had to rethink the way the steering works. The bike features a front wheel gripped by what appears to be a cast alloy fork, presumably hiding a suspension spring and damper inside the steering head tube above it. However, the bars aren’t directly connected to the fork. Instead they’re atop a separate steering tube, parallel to the first but approximately a foot behind it. The designs don’t show how the two are connected, but presumably there’s a hidden linkage to make sure the front wheel turns with the bars. The secondary steering tube connects to the bottom of the frame, creating a stout front section ahead of the rider to absorb impacts. (BMW/)The secondary steering tube, which runs all the way to the bottom of the frame, creates a strong, triangulated front section of frame ahead of the rider, while his or her back and head are encased within the rear roll cage section. Although not shown, it seems certain that the idea would be to use a car-style seat, complete with belts to keep the rider in place in the event of an accident, while the elongated nose absorbs the shock of a head-on impact. No seat is shown though we can envision a car-style unit taking up the space underneath the roll cage. (BMW/)Although the power unit is missing from the design, it’s likely that this is intended to be an electric, urban-focused vehicle. The rear wheel hub incorporates a unit that could be the back of a scooter-style, swingarm/transmission package, or it could be a hub-mounted electric motor. Either way it doesn’t look like there’s space in the frame for a conventional combustion engine and transmission to be sited between the rider’s legs. Given the layback design, it’s likely this will be intended as an urban mobility vehicle, possibly electric-powered. (BMW/)BMW is already committed to electric power, and last year registered trademarks for a whole range of electric bikes and scooters. The first of those trademarks has turned into reality with the unveiling of the near-production EC-04 scooter, but the Bavarians still have another related name, EC-02, in their trademark armory. Intriguingly, BMW filed these designs with the EU Intellectual Property office back in August 2018 but requested that their publication be deferred until now. The implication is that the firm intended to officially unveil the machine using this design before now. It’s quite possible, indeed likely, that the design was to have been shown at an event in 2020 (perhaps the Intermot or EICMA motorcycle shows) that was canceled due to the coronavirus pandemic. Source

Did Valentino Rossi learn how to knock Marc Márquez down from Fast Freddie Spencer? Nick likes to think so. (MotoGP/)As told to Cycle World from an anonymous source: Before YCRS, Nick Ienatsch instructed at the Freddie Spencer school. During the three-day schools the students and instructors would slide around on Honda XR100s. Fun was had by almost all. One day, a young 125GP racer named Valentino Rossi arrived to say hi to Freddie and wandered out to the dirt track to watch the action. Freddie rode over to where Vale was standing and they talked, watching the riders circulate. Then Freddie drawled, “Hey! You wanna to see a funny trick?” Of course Vale did. Freddie kicked his XR to life and entered the track in an impressive broadslide, quickly closing on Ienatsch. As Freddie approached the hapless Ienatsch, he darted inside the slower rider’s line and then stood his bike up right into Nick’s front brake lever. A quick twitch of Freddie’s left knee and Nick’s front brake locked and down he went like a sack of untalented potatoes. RELATED: Valentino Rossi Talks About Clash with Marc Marquez at Sepang It wasn’t the first time the class had seen the trick played on Nick but it was still fun! Everybody laughed again and when Freddie returned to Vale the young Italian was choked with laughter. Vale wiped his tears and asked, “Who iz zee pathetic rider who just fell?” Freddie replied, “That’s Nick Ina-something.” “Who? He is a terrible dirt rider!” “Hah,” Freddie answered, “you think that’s bad, you should see him roadrace! Oh wait, here he comes.” Nick arrived and said in his pouty voice, “Freddie, you just took me out!” Freddie patted Nick’s muddy shoulder pads and said, “No I didn’t, you turned into me again.” “Really? I did?” Freddie nodded. “Yep, I was holding my line and you turned into me, knocking my foot off the peg and locking your front brake. Try to be more careful OK?” Ienatsch the day after dirt-tracking: “Yeah, I hurt my hand when I accidentally took out Freddie and Valentino.” A few years later, Marc Márquez would not see it this way. (Ienatsch Collection/)Nick apologized and wobbled off in first gear, at the limits of his ability. “Hey,” the young Rossi asked Freddie. “Can I try?” “Sure,” answered Freddie before yelling, “Hey Nick, keep lapping for a while!” At least that’s how I imagined it all happened… Understanding history is important when examining classic MotoGP moments like Sepang 2015. If you hunger for more of Nick’s fiction, and who wouldn’t, buy his novel <em>The Hill Ranch Racers</em> available on Amazon. (Amazon/)More next Tuesday! Source

Riding the 2021 GasGas EX 250F. (Mark Kariya/)After spending a day last December testing the 2021 GasGas MC 250F and MC 450F motocross bikes at San Bernardino, California’s Glen Helen Raceway for the final bike tests of the 2020 calendar year, GasGas sent us home with its new EX 250F. As the brand’s 250cc four-stroke cross-country motorcycle, the EX 250F is the base for the bike that Coastal GasGas Factory Racing’s Johnny Girroir will contest in the upcoming 2021 Grand National Cross Country (GNCC) series. We logged plenty of time on the EX 250F over the holiday break, learned a lot about its performance characteristics, and came away impressed with the new machine, especially considering its price point compared to the KTM 250 XC-F, its Austrian counterpart of the same displacement. 2021 GasGas EX 250F Engine Because the EX 250F runs a little rich in stock trim, it is advisable to install a KTM vented airbox cover for increased airflow. (Mark Kariya/)The EX 250F’s power is delivered smoothly, making usable power throughout the rpm range and bringing to mind a KTM 250 SX-F with a spark arrestor. It may lack a little excitement, but this can be a beneficial characteristic for trail riding or in slippery conditions. The only time the smoother power is a factor is when you cross over to a motocross track. In comparison to a motocross model, you get a sense that the EX 250F’s airbox feels a little choked up. Related: 2021 GasGas EX 250F Dyno Test Of all the Austrian-built bikes, the EX 250F may benefit the most from the optional vented airbox cover that comes with the KTM 250 SX-F, 350 SX-F, and 450 SX-F motocrossers. There is a slight dip in the power, mostly in third or higher gears and in the lower rpm (from 5,000 to 7,500 rpm). It feels somewhat rich, which might also be corrected with the vented airbox cover. First and second gears run as expected and the dip is less noticeable as you typically ride a little higher in the rpm range in those gears. Since this bike runs the same Keihin engine management system (EMS) as KTM and Husqvarna, adding the map/traction control switch along with a less restrictive muffler would be good options for this engine. Although the EX 250F’s engine power is a little down in stock trim, add-ons are available from the GasGas Technical Accessories catalog that can bring it right up to par with some of the most powerful 250cc four-stroke models in the class. (Mark Kariya/)I like the six-speed gearbox. As expected, first is nice and low, while up top you have sixth gear for the wide-open areas or longer fire road sections of a ride. With the gaps being a touch wider and this being a 250F, you notice them a little more than on some of the larger-displacement bikes. The Brembo hydraulic clutch offers a similar feel to that of the MC 250F motocross model, good for shifting, but could offer a little more feel with a stiffer lever pull. The EX 250F seems to stall more easily than its Austrian sibling of the same displacement. (Mark Kariya/)The EX 250F engine runs fairly well, makes good power for off-road conditions, and is extremely quiet when riding, though a slightly choked-up feeling goes along with the lack of noise. The bike runs clean through the lower gears, but there is a noticeable dip in power in the higher gears. We rode it at varying altitudes including everything from just above sea level up to areas that reached above 7,000 feet with a few inches of fresh snow. The EFI adapted well, helping the bike to only have a minimal reduction of power. One unusual thing was that I struggled with stalling the bike from time to time. I tried lowering the rear brake pedal hoping it was just me, but that didn’t really change much. The smoother power was most noticeable at the motocross track, where I have recently spent plenty of time at the controls of a 250F motocross model. The comparison made it much more apparent that the EX 250F’s engine was indeed choked up. The gears didn’t run out as far and the power didn’t build as quickly as on other bikes. This is understandable in light of the transmission, airbox, and exhaust differences from the 250 SX-F motocrosser. Add the KTM accessory vented airbox cover as well as the map/traction control switch (the GasGas comes prewired for it), and you will most likely be right on the rear wheel of the 250F motocross models. 2021 GasGas EX 250F Suspension The EX 250F’s suspension works reasonably well. Its main caveat is that it becomes out of balance when adding air to the fork for a rider who weighs more than 170 pounds. (Mark Kariya/)Although the EX 250F features the same WP Xact suspension components that come on the KTM 250 XC-F, it has different internal settings specific to the GasGas motorcycle. Naturally, being that it’s an off-road model, the EX 250F receives different suspension valving geared more toward cross-country competition. The suspension took some time to break in and I spent a fair amount of time finding a comfortable setting. Unfortunately, the rear was a touch on the soft side for me, making it a little difficult to find a good balance between the fork and shock. Instead of trying to over-stiffen the shock, I ultimately decided to accept that it might simply need a stiffer spring for my 175-pound weight. The initial feel of the shock was good, with no unusual bottoming, but it tended to wallow in the middle part of the stroke. The fork works reasonably well, and because of the WP AER (air spring) system, it offers almost endless adjustability. The one area I had difficulty improving on was the initial hits in rocky sections, where I would have liked to find a little more comfort. Keeping the fork free by adding air pressure and keeping the adjusters more open gave notable improvement, especially the rebound. After several days of off-road riding, I took the bike to a local and fairly typical motocross track, where the suspension and chassis seemed to perform at its best. I ended up setting the fork at 10.0 bar for the air pressure, 18 clicks out on compression, and 16 clicks out on the rebound. For the shock, my final setting was 12 clicks out on the low-speed compression, 0.4-turn out on the high-speed compression, and 14 clicks out on the rebound. 2021 GasGas EX 250F Chassis/Handling Although the EX 250F does not come with a handlebar-mounted map/traction control switch like the 250 XC-F, it can be purchased from the GasGas Technical Accessories catalog for approximately $169. (Mark Kariya/)As expected, the GasGas chassis feels similar to the KTM and Husqvarna motorcycles. There are some noticeable differences. The GasGas uses a KTM chromoly frame and aluminum subframe combined with a Husqvarna swingarm. GasGas also chose to use forged triple clamps in an effort to create more flex and comfort in the handlebar. It’s worth noting the red bike’s triple clamps use the same 22mm offset as the KTM and Husqvarna. The EX 250F’s radiator shrouds and front fender are specific to the GasGas models. The seat is the same as a KTM but with a red cover. Tires are supplied by Dunlop, with Geomax AT81 rubber front and rear mounted on 21-inch and 18-inch silver rims. The Neken handlebar is the same bend as the KTM’s but silver in color. Braking is provided by Brembo with a 260mm front rotor and a 220mm rear rotor. The remainder of the controls such as the footpegs, levers, and shifter are likewise the same as the KTM’s. Of all the manufacturers, it seems as though the Austrian bikes take the longest to break in. For that reason, it is advisable to be careful with making chassis changes early on. You will need a minimum of five hours of riding time, and the bike doesn’t really start to work well until the 10-hour mark. Fortunately, I had the opportunity to log many more hours than that on the GasGas over the 2020 winter holiday season, on a very wide range of terrain and conditions, and was able to feel how the bike got better over time. The GasGas chassis offers a very good amount of stability, but it might lose a few points in the tighter single-track areas. It’s not that it doesn’t corner well; rather, it has the long-wheelbase feeling typical of an Austrian bike, which is especially noticeable when riding in the woods. This means it needs more input from the rider’s body position and in the handlebar when navigating through tight enduro-type sections. For reference, the exact opposite of this would be a Honda CRF250RX, which has less stability but corners on a dime. Out in the more open flowing trails, the EX 250F corners well and has a good balance between stability and maneuverability. How Does The 2021 GasGas EX 250F Ride? If you like a KTM or Husqvarna, you’ll like the GasGas EX 250F. While there are noticeable differences between the other Austrian bikes, the EX 250F still feels very similar to a KTM. If you simply removed the red plastic, you might think the only difference is the red frame, but other parts and different settings separate the GasGas from its siblings. Forged triple clamps, a header pipe without a resonance chamber, and a Husqvarna swingarm contribute to the EX 250F having a feel and power character that is unique to the GasGas model. (Mark Kariya/)Riding the bike, you begin to appreciate the changes GasGas made and how it attempted to improve on the bike. The forged triple clamps and Husqvarna swingarm make a difference in allowing a little more flex from the fairly rigid Austrian frame. Although they went with forged triple clamps to offer a little more comfort, they oddly did not spec a rubber-mounted handlebar. Riding the EX 250F feels more like you are sitting on a KTM, but the swingarm and triple clamps provide a softer feeling, like a Husqvarna’s. Coming in at an aggressive price point of $9,099, the GasGas EX 250F retails for $600 less than the other Austrian 250cc four-stroke cross-country model—the KTM 250 XC-F. (Mark Kariya/)Overall, the GasGas cross-country and motocross models offer enough differences to make them a consideration over a KTM or Husqvarna. With a notably lower retail price and a good mix of parts, like a Husqvarna swingarm and forged triple clamps which help with flex and added comfort, you might be getting even more value for your dollar. If the EX 250F were my personal bike, I would consider adding the aforementioned KTM vented airbox cover and map/traction control switch, and possibly a slip-on muffler to help bring out some of the power we know is in the Austrian engine. Since I don’t think the suspension is that far off, I would also look into a stiffer shock spring and play with the adjusters to see just how good the stock suspension could perform for my weight. Gearbox Helmet: Bell Moto-9 Flex Goggle: Scott Fury Hydration Pack: Fly Racing XC 30 Jersey: Fly Racing Lite Gloves: Fly Racing Lite Pants: Fly Racing Lite Boots: Alpinestars Tech 10 Supervented 2021 GasGas EX 250F Tech Spec PRICE $9,099 ENGINE 250cc, DOHC, liquid-cooled, single-cylinder four-stroke TRANSMISSION/FINAL DRIVE 6-speed/chain FRAME Steel central double cradle FRONT SUSPENSION WP Xact 48mm fork, air pressure, compression damping, and rebound damping adjustable; 12.2 in. travel REAR SUSPENSION WP Xact shock, spring preload, high-/low-speed compression damping, and rebound damping adjustable; 11.8 in. travel FRONT BRAKE Brembo 2-piston caliper, 260mm disc REAR BRAKE Brembo 1-piston caliper, 220mm disc WHEELBASE 58.5 in. MEASURED SEAT HEIGHT 37.8 in. FUEL CAPACITY 2.25 gal. MEASURED WEIGHT 235 lb. wet AVAILABLE Now CONTACT gasgas.com Source

Nick Ienatsch lays out several methods on getting your tires up to temp with the help of industry experts. (Jeff Allen/)“Everyone knows we crash on cold tires, but riders continue to crash on cold tires.” That started last week’s study of how we’re falling off on cold tires; the underlying mistake in every scenario was our primary focus being somewhere other than our tire temperature. Last week’s examples revolved around track riding and racing, but I’ve seen cold-tire crashes several turns away from Newcomb’s Ranch and The Rock Store back in my California days, and cold-tire crashes as riders left dealerships and bike shows trying to impress. The cold, unwilling tires have no idea if it’s on Mulholland Drive or Road America; they need heat to work. Let’s look at how to bring and retain the heat. Process and Feel: Romo, Schellinger, Pridmore Tire experts Tony Romo and Mark Schellinger have witnessed cold-tire crashes as top-level racers, tire-manufacturer employees, and winning crew chiefs. Jason Pridmore is an AMA national champion and World Endurance champion who, like me, Romo, and Schellinger, began racing before tire warmers. These riders know the problems and solutions. As they walk us through some processes, I will add some personal notes and thoughts. Schellinger Mark Schellinger ran America’s largest Michelin race-tire distributorship and is very clear about warming tires: “The quickest way to warm a tire is straight-line braking and accelerating. That flexes the tire carcass and flex creates friction which creates heat.” This is something track riders can do in the empty part of a paddock after second call, even down pit lane if nobody is behind you; make sure you are off to the side of the pit lane and your left leg is off the footpeg to signal your intentions. This has become my habit on every street and track ride: accelerating and braking to warm tires, beginning gently at first and building pressures as the tires warm. Mark Schellinger heats his tire quickly with straight-line acceleration and braking. (4theriders/)“Weaving back and forth doesn’t put much flex into the tires, and most clubs have made rules against weaving because of the danger to following riders,” Schellinger continues. “In the bias-ply days we’d weave to remove the mold-release compound on the tires, but that is no longer necessary.” Schellinger has worked closely with the MRA’s (Colorado) six-time club champion Ryan Burke. “We’ll set our tire pressures on the warmers at 200 degrees Fahrenheit,” he says, “and Ryan will start his warm-up lap aggressively, but not quite flat out. But by the end of the warm-up lap, he’ll be at 100 percent.” Schellinger returned to racing recently on my CW long-term Tracer GT, and I watched him put his advice into play because he ran Dunlop Q4s with no warmers. He accelerated and braked as much as possible before the warm-up lap started, and built cornering speed all through the warm-up lap, while braking and accelerating very aggressively with little lean angle. He finished second in a field of race and race-replica bikes, much of it due to his confidence in his tire-warming procedures. Well, that and my crew-chiefing abilities… See video. Schellinger adds, “Race tires need heat, and that makes them a poor choice for street riding. Race tires need tire warmers, and I view tire warmers as well-controlled warm-up laps. You can run race tires without warmers, but it takes time and diligence when you roll out on the track. Much depends on the ambient temperatures of the day, but I’d say three or four laps minimum to get an unwarmed race tire to begin to work. Luckily, almost every tire maker has high-performance street tires that are awesome on the track and don’t require warmers.” Romo Tony Romo is Dunlop’s roadrace technician with an impressive racing and tuning résumé; this expert stresses a very important point: “What so many riders overlook are track temperature, pavement condition, and temperature. On many cold-tire crashes I’ve seen, the track just wasn’t warm enough for the pace of the rider. We’ve got to let the track come up to the levels of the tire.” Romo’s experience is vast and leads him to this insight: “Think about skipping the first session of the morning. We need to realize that the problems lie in the shadows, some morning dew under the bridges, and the cool edge of the track that is close to dew-covered grass.” For years, Daytona International Speedway rookies have paid a price due to what Romo is describing. “Daytona is a perfect example of traction changes during the day,” he says, “especially in the Chicane. The Chicane is close to Lake Lloyd, has grass on both sides, and in the shadows for a long time. You just can’t run the speed and lean angle there in the morning.” Look into Tony Romo’s eyes: They’re telling you that these rubber donut thingies work best when hot. (Dunlop/)Romo’s focus on track conditions is fascinating, and it led Dunlop to an experiment with MotoAmerica’s Taylor Knapp during a WERA race at Mid-Ohio. Knapp won the Open Superstock and Open Superbike (two of the premier classes) on Dunlop’s Q4, a street-legal trackday tire. “Taylor won two expert races and ran within 2.5 seconds of the track record,” Romo relates. “It shows the importance of matching the tire to the track temperature. The hotter the track and ambient temperature, the more a race tire works. I see most high-performance street tires struggling in ambient temps above 40 degrees Celsius (104 degrees Fahrenheit), while most high-performance trackday tires will be good to 45 degrees Celsius (113 degrees Fahrenheit), then it’s time for a race tire that even works above 50 degrees Celsius (122 Fahrenheit).” Romo encourages track riders to pay special attention to warm-up procedures when track temps are below 15 degrees Celsius (59 degrees Fahrenheit). “You want to have warmers on your tires between 30 and 60 minutes,” he says. “I advise riders to not pull warmers at third call, but pull them when they hear bikes rolling onto the track. If you pull them and roll out at third call and there’s a delay, the heat comes out of the tires very quickly, especially on a cool day.” Romo geeks out on Formula 1 tire-temperature data and was shocked to see a blanket-heated tire drop 25 degrees Celsius (77 degrees Fahrenheit) by the time the car arrived in turn 1. Romo most often hears “I couldn’t get enough heat in the front” after a cold-tire crash. “Riders usually lose the front in a cold-tire crash,” he says. “That has prompted Dunlop to begin recommending our softest front slick (0516, usually a qualifying tire) for many of the Twins bikes that don’t get a lot of load in the front [due to chassis design and bike weight].” For all of us track riding, Romo is telling us to focus most intently on building and maintaining front-tire temperature. See last week’s article for more information on overloaded and underloaded front-tire crashes. Romo finishes with, “There are guys who just never fall off on cold tires, and that’s because they just aren’t ripping around on tires and a track that aren’t ready for the pace.” Pridmore Jason Pridmore is the type of rider Romo refers to because this roadracing champion and riding instructor has only fallen off on a cold tire once, when the tire warmer failed and was pulled with a gloved hand; see No. 9 from last week. Pridmore has ridden and raced thousands of laps on a variety of tires, always respecting tire temperature first. “I do a lot of winter trackdays here in California,” Pridmore begins. “The main misconception I see is that tire warmers prevent cold-tire crashes. What happens is that a rider pulls the warmers on a cold day, then heads out on the track and rides like his tires are cold, rides like it’s a warm-up lap for the first few laps. During those slow laps, the tires are losing the heat the warmers put in them! Then on the third lap when he starts to push, he’s on cold tires and falls.” Jason Pridmore insists that if you are on tires heated by warmers you must ride hard immediately to keep the heat in the tires. (JP43 Training/)Pridmore learned a lot about first laps on new tires during his endurance racing heydays because tires were swapped during every fuel stop. “It would be freezing cold in the middle of the night,” he relates, “and the team would wait until the last possible second to pull the warmers, they’d wait until my teammate was headed down pit lane. I had a habit of putting my bare hand on the tires to have confidence because I had to push hard the moment I cleared pit lane. Because I was in a race, I jumped over the common mistake I see: Not pushing hard on lap 1 to keep the heat in the [blanket-warmed] tires. It’s super important that you get going right away.” The champion thought about the first few corners of each track. “If I exited the pits into long-radius corners,” Pridmore explains, “I knew I could build or maintain the heat because I had to use the edge for a long time. I remember that Magny-Cours was tough because the first few corners were short-radius.” This is the level of focus champions put into the processes of gathering championship points. The first few corners of Pridmore’s first lap were examined for tire-temperature retention. He pushed immediately to not just win races, but to keep heat in the blanket-warmed tires. Pridmore proved the adage that “you win championships on the bad days”—the days when your rivals fall off a cold tire because they were not mentally ahead of the game. Pridmore was speaking to me from trackside at Chuckwalla Valley Raceway where he was ready to roll out on ambient-temperature (no tire warmers) Dunlop Q4s, a high-performance track tire that is street legal, a product other tire makers have in their line. “I run these everywhere with no warmers,” he says. “By the end of the first lap, I’m pushing pretty hard. I remember being at Buttonwillow Raceway Park on a 50-degree (Fahrenheit) day and there were so many cold-tire crashes in the first right/left transition, but the high-performance street tires I was on (Q3+) were perfect for that situation. That’s an excellent example of getting the right tire, because riders were having trouble keeping heat in the pure race tires.” Pridmore’s use of and belief in tires like Dunlop’s Q3+ and Q4 backs what we see at ChampSchool, and what Knapp proved at Mid-Ohio: they’re damn good and can eliminate the hassle/expense of warmers. But the message that must be remembered by all of us on race tires coming off warmers is Pridmore’s view of retaining heat on the first lap (usually the warm-up lap unless you’re endurance racing) by running a strong pace. Notes to End I won two No. 1 plates at Willow Springs back when we raced every month of the year and tire warmers were not yet invented. Since 1997 I’ve taught schools every month of the year on high-performance street tires with no warmers. My thoughts: Feel this: As we develop the ability to relax at speed on the motorcycle, the tires will constantly inform us of their heat/traction levels. Right now readers are wondering, “How many turns until the tires are ready?” We want solid answers like “three rights and five lefts,” but that’s not how this sport works. As we learn to use our core and legs to hold ourselves on the bike, the hands and butt gain feel. All experts have this feel and know when the tires say, “OK, let’s push.” Solar heated: On the next chilly but sunny day, put your bare hand on a car or bike tire. Feel the sunny part, feel the shaded part. Amazing difference. Now you know why experts’ bikes (without warmers) are parked in the sun if possible, on these chilly days. I’ll constantly roll my Q3+-shod trackday bike around to get sunlight on more rubber, concentrating on the front tire and the side of the tire that is least-used due to the track layout (more lefts than rights, for instance, means more sun on the left side). This was 7 a.m., but by 11 we were riding on a cold, wet track and by 1 p.m. it was dry—but still cold. A trackday was enjoyed by all as we learned to adjust our riding to the conditions of the day. (Alexander Hatfield/)Wind shielding: If you run warmers on a windy day, add a second layer to insulate the warmers. Ideally this second layer is wind-proof and can be something as simple as a windbreaker jacket—anything to block the wind that’s taking heat off your warmers, tires, and wheels. Second call: When possible, I’m suited up at first call and on the bike at second call, out in the empty part of the paddock braking and accelerating to warm the tires when I don’t have tire warmers. It’s good for my tire temps and good for my brain; we both roll onto the track warmer. Habit: On every street ride I do two or three hard stops on the frontage road that follows the dirt road I live on. It helps me adapt to the day’s bike, but also allows me to put heat in the tires as quickly as possible. A quick check on following traffic is mandatory before these two or three stops. Try to do these stops early in your ride because you never know when you need warm tires. Fast but not risky: At ChampSchool we interchange the words “lean angle” and “risk.” Our instructors run stunningly fast warm-up laps on ambient-temperature tires, but with minimal risk, minimal lean angle, when compared to hot-tire laps. We get to and from the corners quickly, using quite a bit of throttle and brakes when we’re relatively vertical, then tiptoe through the corners, relatively speaking; we aren’t asking the cold edges of the tires to do much at all. And how do we reduce lean angle even further? We are in full-GP body position from the moment we leave the pits. More next Tuesday! Source

2021 Honda Trail 125 (Honda/)Ups Spot-on throwback to the classic<br/> Lightweight, low seat height, and step-through design makes it approachable<br/> Welcomes all skill levels<br/> Exceptional fuel economyDowns Causes too many dreams of exploratory riding (but is that really a bad thing?)Verdict The Trail 125 invites adventure in a raw and simplistic way. No, it’s no tech-rich ADV, but it doesn’t skimp on the off-road fun factor. It’s ready to tackle the road or single-track trail if you are. 2021 Honda Trail 125 (Honda/)Overview From the ’60s to the ’80s, the Honda Trail was the ride of choice for small-town and countryside adventure. It was an all too common sight to see Jack or Jill bounding around town or down the local trail on the minibike, or for it to be seen strapped to the back of an RV as the family was headed to the campsite. Now Honda is resurrecting that beloved classic in the 2021 Trail 125. Cycle World Editor-in-Chief Mark Hoyer worded it best when he said, “The Trail 125 makes you feel good in a pure way not matched by many vehicles. It’s the combination of its handy, agile chassis, automatic clutch, and a demeanor that says, ‘Relax and enjoy the scenery.’” Updates for 2021 The Trail 125 is a new model for 2021 and the latest reincarnation of the beloved CT/Trail models from the ’60s, ’70s, and ’80s. 2021 Honda Trail 125 (Honda/)Pricing and Variants The Honda Trail 125 has a price tag of $3,899 which adds to its overall approachability. Powertrain: Engine, Transmission, and Performance With a 125cc air-cooled single-cylinder engine, the Trail sits in the fun-bike category with adventure in mind. Its four-speed semi-automatic transmission and smooth-delivering single-cylinder engine offers a fantastic reintroduction to riding for the nostalgic, older generation as well as less experienced newer riders. In Motorcyclist’s First Ride, test rider Serena McKnight noted, “It is approachable because the semi-automatic transmission removes the traditional clutch lever. Clutch function is integrated into the transmission. Twist the throttle, grab a gear, and away you go.” Pinning the throttle results in a 55 mph top speed, and the Trail’s test run on our in-house dyno recorded 7.9 hp at 5,710 rpm and 7.4 pound-feet of torque at 4,650 rpm. 2021 Honda Trail 125 (Honda/)Handling With the 1.4-gallon fuel tank located under the seat, the Trail’s light, low-slung 259-pound weight is conveniently centralized. Combine that with a compact 49.4-inch wheelbase and there’s the ticket for a flickable and an approachable ride for any terrain. Additionally, the 27mm telescopic fork and twin shocks “deliver a nice ride over road and trail, though washboard bumps rattle the rider,” we reported in Motorcyclist’s first ride. Brakes While its predecessors featured drum brakes, Honda has updated this latest-generation model with hydraulic disc brakes, 220mm disc at the front and 190mm at the rear. ABS is equipped at the front so riders can brake loose the rear tire for off-road shenanigans, if desired. Fuel Economy and Real-world MPG When Mark Hoyer took the Trail on a 60.5-mile adventure only 0.541 gallons of fuel was used, giving the Trail about 112 miles per gallon or 159-mile range to empty. 2021 Honda Trail 125 (Honda/)Ergonomics: Comfort and Utility Hoyer also noted in his review, “The ergonomics for my 6-foot-2 frame were just spacious enough, though I had to repeatedly remind myself to scoot forward on the solo saddle lest my tailbone hit the luggage rack. Standing on the pegs as a periodic and brief relief from big bumps was workable, but there was no ‘rally stance’ for me on this little bike.” The upswept exhaust, 17-inch tires, and high intake and air filter are purposeful in exploration. Center- and sidestands, skid plate, and 45-pound-weight-capacity luggage rack are useful components as well. Electronics The engine can turn over via an electric starter button or also-equipped kickstarter. Other electronics are kept relatively simple on this machine. ABS is equipped on the front brake and LED lighting throughout brings a modern touch to an otherwise retro-looking design. Warranty and Maintenance Coverage The Trail comes with a one-year unlimited-mileage warranty with the option to extend coverage with the HondaCare Protection Plan. Quality This model is an uncanny replication of its predecessors, but with modern power and electronics to suit today’s riders. Raw, simple, and pure fun. 2021 Honda Trail 125 (Honda/)2021 Honda Trail 125 Claimed Specifications MSRP: $3,899 Engine: 125cc, SOHC, air-cooled single; 2-valve Bore x Stroke: 52.4 x 57.9mm Transmission/Final Drive: 4-speed semi-automatic/chain Fuel Delivery: PGM fuel injection w/ 24mm throttle body Clutch: Automatic centrifugal Engine Management/Ignition: Full transistorized Frame: Reinforced steel backbone chassis Front Suspension: 27mm inverted telescopic fork; 3.9 in. travel Rear Suspension: Twin shocks; 3.4 in. travel Front Brake: Hydraulic caliper, 220mm disc w/ ABS Rear Brake: Hydraulic caliper, 190mm disc Wheels, Front/Rear: Spoked wheels Tires, Front/Rear: 80/90-17 / 80/90-17 Rake/Trail: 27.0°/3.1 in. Wheelbase: 49.4 in. Ground Clearance: 6.5 in. Seat Height: 31.5 in. Fuel Capacity: 1.4 gal. Wet Weight: 259 lb. Contact: powersports.honda.com Cycle World Tested Specifications Seat Height: 31.6 in. Wet Weight: 259 lb. Rear-Wheel Horsepower: 7.9 hp @ 5,710 rpm Rear-Wheel Torque: 7.4 lb.-ft. @ 4,650 rpm Source