Hugh Janus

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

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for Cycle magazine and, since 1992, for <em>Cycle World</em>. (Robert Martin/)Back in the 1980s I wrote a TDC column (then in Cycle) titled “Sleeping in Vans.” It was about weekends spent roadracing at tracks within a few hundred miles of Boston. We drove to them overnight, leaving 11 p.m. Friday and arriving for sign-up and first practice the next morning. Whoever wasn’t driving slept in the right-hand seat, far short of a bed. Trust whoever’s driving not to doze off, as he will soon trust you. No heroics—each drove one tank of gas. At the track, unload (no ramp—these 35 hp 250s weighed 25 pounds less than a Lambretta), put the bikes on their stands, and head for registration. Mix two-stroke oil and gas, gas up, air up. If you hadn’t entered by mail and been given numbers in advance, you cut them out of shelf paper and stuck them on. This was the 1960s, when gas was 32 cents, and you could—if you paid dealer net for parts—replace a piston and its single ring for $6. If you seized when the heat of combustion made the piston too big for the cylinder, there were two possibilities. A happy seizure was one that could be cleared by just removing melted piston aluminum from the cylinder wall by sanding or hydrochloric acid. Slip a fresh piston and ring on that con-rod, drop the cleaned-up cylinder back over the studs, and you’re good. A sad seizure? When you pulled the heads and saw the porous chrome plating of the bore was chipped or peeled. Junk. That meant a fresh cylinder. Forty-odd dollars flew away. RELATED: Man In A Van With A Plan 2.0—The 2017 Season In Review Seizing was death and taxes: inevitable. The game was to jet down until the spark plug insulators were white—appliance white—because power rose as you neared the best-power mixture. There were no oxygen sensors, so tuning relied on “reading” the spark plugs for the information they gave. If your engine was correctly timed “out of the truck,” checking again after first practice would reveal that the mag was now out of time. With a dial gauge and holder screwed into a spark plug hole, and the trusty Okuda Koki meter’s clip leads across that cylinder’s contact breaker, you slowly rotate the engine to find TDC, zero the dial gauge, and back up the crank to see where the points were opening. Then you retimed at 2.0mm BTDC. Track food? Soggy sandwiches from the cooler? You pick. Another practice and the clutch is slipping. Lay the bike on its right side to avoid draining the trans oil and pull off the left-hand engine cover to get at the clutch. We didn’t have spare clutches, just plates. So everything had to come apart to check each and every one. Is it coned? Is it blue? Is it cracked? Out with the bad, in with new from the spares box. Back together again. Track time and wrench time alternate. Everyone is tired but up. We are young men on a mission. The Vietnam War raged. The Beatles were new and fresh. No one could know his future. Off weekends we went to the North Shore to see and hear Chuck Berry or the Flamingos at the Ebbtide. The tracks were our natural home because racing pushed everything but now out of mind. I am real and my bike is real. Not sure about the rest. Sunday after racing, everything back in the van and homeward. We racers-for-a-day would emerge from the eight-hour return trip to jobs, phones, and bosses. The bikes went down the basement stairs and back onto their build stands. Another weekend was coming. Source

The new Street Scrambler Sandstorm is rumored to be coming here for 2022, and it may look something like this. (Triumph Motorcycles/)Triumph is set to launch a new version of the 900cc Street Scrambler under the name “Sandstorm” later this year along with revisions to the base model and updates to the Street Twin that shares its engine. The bike’s existence has been betrayed by new documents published by the EPA and confirmed by type-approval details filed with authorities in Europe. The EPA filing shows that the Street Scrambler Sandstorm will be classed as a 2022 model, but the fact that it has already been approved around the world suggests it’ll make its debut long before the end of 2021. The document also confirms a new version of the Street Twin, called the Street Twin Goldline, will be added to the range at the same time. The normal Bonneville T100, Street Scrambler, and Street Twin will also continue into 2022, along with the 1,200cc Bonneville Bobber, Bonneville Speedmaster, and Thruxton RS. EPA filings suggest the new bike will have mostly unchanged dimensions and similar performance as the current stock Street Scrambler (shown). (Triumph Motorcycles/)The US paperwork confirms that the new version of the Street Scrambler, including the Sandstorm, will have largely unchanged performance, with 47.8kW (65 PS or 64.1 hp) on tap, though the power peak will arrive slightly earlier in the rev range, at 7,250 rpm instead of 7,500 rpm. Matching European documents show a little more detail; in addition to confirming the updated bike’s power, they reveal the new model’s peak torque of 59 pound-feet is unchanged, though there’s further evidence of engine tweaks since that peak will arrive at 3,250 rpm instead of 3,200 rpm. German emissions documents, which name the updated bike “Street Scrambler Sand” rather than “Sandstorm,” show a reduction in hydrocarbons and NOx compared to the existing model. That’s vital, as the new bike must meet Euro 5 emissions limits to be sold in Europe and many other markets aligned with the same standards. Euro 5 puts particularly tough restrictions on hydrocarbon and NOx emissions, as reflected in the new bike’s German paperwork. RELATED: 2019 Triumph Street Twin And Street Scrambler Review The European paperwork also lists the updated Street Scrambler as having identical weight and dimensions as the current model, with a ready-to-ride mass of 492 pounds for both the current and future machines. That includes a full tank of fuel as well as filled oil and water systems, putting it roughly in line with Triumph’s claim of a dry weight of 447 pounds. Ernie Vigil’s modified Scrambler 1200 XE desert racer may provide inspiration for the new 900cc model’s styling. (Jeff Allen/)What will differentiate the Street Scrambler Sandstorm from the normal version of the bike? That remains to be seen, though it’s clearly more than a paint job since it’s earned its own designation in type-approval listings. In 2019 Triumph backed Ernie Vigil’s campaign in the Mexican 1000 by providing a modified Scrambler 1200 XE, so it’s possible the Sandstorm will carry some of the same styling cues seen on that bike, which had a high-mounted front fender (also seen on the Scrambler 1200 Bond edition). Triumph’s existing Urban Tracker kit of update parts for the Street Scrambler, which includes a high fender, could give a clue to the Sandstorm’s appearance. The second new model revealed in the EPA filings is the Street Twin Goldline, though the documents and name give fewer hints to what will differentiate it from the standard model. “Goldline” is likely to refer to cosmetic changes or an improved level of equipment, since there’s no difference in its performance or emissions levels compared to the normal Street Twin. Source

Not thinking about cold tires is one of the quickest ways to end your trackday early. (Courtesy of Michelin/)Everyone knows we crash on cold tires, but riders continue to crash on cold tires. My last crash (2013) was a cold tire—if you don’t count a stuck float coating the rear tire in Yamalube and 110-octane fuel—and most of my instructors’ last crashes were cold tires. And we’re supposed to be the professionals! I’m just back from Homestead Miami Speedway where we completed our first-ever ChampSchool and combined it with a trackday weekend put on by our friends at N2 Trackdays. We had a cold-tire crash in the school, and there were more than a few during the N2 days. Let’s Discuss All the Problems: 1. Lean angle is not your friend: We leave the pits on a cold tire and might be sitting in the middle of the seat because “it’s just the warm-up lap.” Wrong! Go full-GP right away. More body hanging off the inside of the bike equals less lean angle if all other things are the same. Try to look like Marquez right away. Get off the side of the bike. 2. The vast majority of cold-tire crashes are underloaded tires: We get to the first long-radius corner slowly because “it’s just the warm-up lap.” We enter the corner slowly and don’t need the brakes, so we’re riding through the beginning of the corner with the throttle open. Therefore the weight is to the rear, front tire is unloaded, and the contact patch is small. We get to where the radius tightens, or the “direction change,” and just add lean angle with the throttle open. Bam, we’re down because that little cold patch of rubber and silica (front tire) has no grip. We asked the front tire to steer the bike without a load on it. We must learn to close the throttle and even sneak on 2 percent of brakes to put a load onto that little piece of hard rubber that needs heat to become rubber with mechanical and chemical grip. 3. Waiting on pit road: We pull our warmers at third call and roll onto the grid, but a rider in the previous session runs out of gas on the checkered flag. The crash truck rolls, and we sit with heat leaking off our tires. We might even get impatient. When the green flag waves our tires have cooled and our ire has risen. When forced to wait, our first priority must be tire temperature. 4. Our competitive urges become our first priority: We roll onto the grid at third call and spy that rider we feel compelled to catch and pass. That thought becomes prioritized above cold tires, and we ask too much of a tire not yet at temperature. Make cold-tire management our first priority in every session. 5. Forgetting that tires have two sides: At Inde Motorsports Ranch, our winter home in Arizona, the first four corners of the 21-corner lap are all right-hand turns. By the fourth corner, the Dunlop Q3+ tires we run are starting to feel pretty darn good. “Time to go, baby!” Bam, we’re down in turn 5 because the left side of the tire is still cold and untouched. We must remember to warm (use) both sides of the tire; if our track has a predominance of left-hand corners, the left side of the tire will warm more quickly than the right. 6. We are told to “follow me” in a session: A coach or a friend invites us to follow them and they leave the pits quickly on blanket-warmed tires while we roll out on air-temperature tires. We mistakenly prioritize staying with them over warming our rubber. Then we crash chasing them because our tires simply aren’t ready for their pace. Warming our tires is priority one, no matter the offer. 7. Not taking note of the weather: A windy, cold, overcast day produces pavement temps that make tire-warming an even longer process. A chilly wind pulls heat off the pavement even if the sun is shining. That same chilly wind pulls heat off our tires as we sit in hot pit waiting for our session’s green flag. Winter trackdays are phenomenal in terms of comfort and cool intake air, but extra care and time must be given to tire warming. 8. We don’t note the pace: Some trackdays mandate “no passing” for the first two laps of the first morning session. We pull our warmers and roll out, only to be caught behind someone who is extra cautious and slow. During those two laps, our tires lose heat as they roll unloaded around the track. We then crash on the third lap as we impatiently blast past on tires significantly cooler than they were in pit lane. When we’re forced to ride slowly, we must restart our tire-warming procedures. 9. We pull our warmers with gloved hands: Third call echoes through the paddock and we yank our warmers and roll out. Unbeknownst to us, our front warmer popped a fuse and that tire is cold. We crash because we weren’t in the habit of always pulling our warmers with at least one bare hand to check heat. If a crew member pulls warmers, they must check the tire surface temperature with a bare hand. 10. Mid-session changes: It’s common to pit halfway through a session to make a change to the bike. As our tires sit and cool, our mind is on the change. As we roll back out on a cooler tire, our mind is on the results of the change, and that is not the correct focus. The results of the change can only be focused on after our tires are back to temperature. Liquid-cooled tires: We will occasionally ride on a drying track, or a track with puddles or streams that don’t dry as quickly as the line dries. We might think, “Be careful through the stream because wet pavement can be slippery,” but I’ve seen some extremely gifted riders crash after the stream. They tip-toed through the water and then went back to speed too early. This crash is also due to stream water getting into our tires’ siping, but we must take into account the cooling effects of water on rubber. Cold Tires! At ChampSchool our habit is to yell “Cold tires!” as we are getting ready to ride. We’ve learned to tell students to re-warm their tires after they get off a two-up lap because we’ve had cold-tire crashes on bikes that have sat for five minutes in a chilly breeze. Same advice after we’ve stopped to watch a demonstration before a drill. We’ve learned to stop the van in turn 5 at Inde Motorsports Ranch or turn 3B at New Jersey Motorsports Park to identify these turns as the first left-hand turns of the lap and a common place for cold-tire crashes. We’re learning through hard knocks. You don’t have to learn this way; think “cold tires” in every scenario described above, whether you’re on the street or track. Use our experience to skip over the silliest, stupidest, and most-avoidable money waster in our sport: the cold-tire crash. “Cold tires!” More next Tuesday! Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for Cycle magazine and, since 1992, for <em>Cycle World</em>. (Robert Martin/)Yesterday I wrote about a certain kind of rider, one who has grind marks on the fork caps of his very second-hand-looking daily driver. It was clear from some comments (which I’m always delighted to have) that a few readers found that obscure. The fork caps are the aluminum fittings screwed into the tops of the fork legs. They get grind marks on them when ardent riders push their learning process, crash with panache, and their tumbling bike chances to slide up the road, wheels uppermost. In my experience, this kind of thing is not limited to racetracks at all. When I was hoping college would end soon one way or the other, like-minded persons with bikes were taking them to places like the Elliott Rotary and going ‘round and ‘round until they found the traction limit. They wanted to find it, and they found it. Mike Baldwin, before he hied himself to the track, would go out riding in the Connecticut countryside and come home with his jeans destroyed. There was a footpeg hierarchy. Less driven riders could only dream of having a peg on the pavement, trailing sparks. I’ve written before of riders waiting for some service or other in my little shop and spying the belt grinder. Yes, it’s true: some of us are not Michael Hailwood reborn, and the only way our footpegs will strike sparks and our helmets will get those exciting grind marks is on the belt grinder. Help yourself, I told them. Attitudes toward the motorcycle change constantly. When I was first messing with bikes, life had a slightly unreal and statistical character brought about by not knowing if or when the letter would come from the draft board, morphing the recipient into a rifleman in Southeast Asia. It might be wise to tuck some fun under one’s belt before things got too real. One night I dreamed I looked down from an upper-floor lineup waiting to be checked for flat feet and saw my friends loading their TD1s, tools, and spares into their vans to go to the next race. Then in the 1970s we had the bike shop and young men (and some less so) came in, saying things like, “Well, they let me go at work yesterday, so I decided to buy a bike.” Today the PC thing to do would be to pontificate on responsibility and prepping for the rainy day, but then we just sold and serviced bikes. Bang, everything changed again. In the 1980s, fun was the last thing on the minds of young men (where did those good industrial jobs for non-degree-holding fellows aged 18 to 25 go?). They wanted solid achievement, Beemers if possible, with four wheels, child safety seat, and string-backed driving gloves to go with the Driving Machine. Every article of clothing clearly brand new. Older men had to responsibly take over the task of buying bikes. It was the era of the CEO Harley rider, rolling up 300 miles a year as a member of the Riding Club of Greenwich. Bikes were in fact a blessing for those people, liberation from what the sociologist would call “class expectations.” In fact this was a real kind of freedom, unbuttoning the buttoned-down. The industry, performing its due diligence, soon discovered that what its new buyers wanted was more expensive, more interesting bikes. Begone, ye undignified crotch rockets such as Kawasaki’s most-bang-for-the-buck Mach IV 750 H2. I saw the new owners, taking the Harley factory tour in Milwaukee. Carefully dressed. No lint. But having a new kind of fun. Harley-Davidson was lured away from its intended error called “Nova,” a V-4 it hoped would compete with Japan. Its Minneapolis ad agency put them straight: Harley is the flag, the heart of being an American, equivalent in gender certification to serving four years in the Marines. It worked. No one in the industry could understand how. Its intense customer loyalty brought Ford Motor Company into “commercial companionship” to investigate how Harley did it. At present, we’re holding onto what we’ve got, washing and waxing as we go to sustain resale value. Some people pick the bikes they buy based on that alone. You’d have to be crazy to grind your fork caps, in either nature’s accidental way or on the belt grinder. You have any idea what those parts cost? And you’d hafta get someone to install them at a hundred dollars an hour. That’s OK. Competition from video games is fast leaving reality behind. I have no clue what’s next. Source

Riders on air-cooled Harley-Davidson motorcycles line up for practice at Chuckwalla Valley Raceway. (Justin George/)Following the successful King of the Baggers Race last October, a new race series has just been announced: the Bagger Racing League. This past Monday, more than 100 Harley-Davidson and V-twin riders met at SoCal’s Chuckwalla Valley Raceway for a trackday, but this day at the races would prove to be only the beginning. Formed by many of the same teams that were behind the first race of its kind at Laguna Seca last fall, the Bagger Racing League will be a V-twin-centered series of events outside of the continued MotoAmerica King of the Baggers series. Mark Atkins of the Rusky Butcher ready to race his modified Road Glide. (Justin George/)The Bagger Racing League is a nationwide race series consisting of four race classes: Hooligan, Big Twin, Stunt, and Bagger. Hooligan is the Sportster, FTR, Scout, Buell, even LiveWire class. Up next is the Big Twin class, where we’ll see pushrod Indians, Dynas, FXRs, Softails, and the like. Then there’s a new, slightly perplexing but guaranteed to be entertaining class, the Stunters, where riders will qualify the night before the race by putting on a stunt show to determine their starting positions. Lastly, the main event is the Baggers, where we will see many of the teams from King of the Baggers, as well as new additions, line up to send their (formerly) heavyweight touring bikes around the track. While all other classes are V-twin specific, the Hooligan class will include the H-D LiveWire, seen here piloted by Shaun Guadardo. (Justin George/)And while the Bagger Racing League is going to be entirely centered around racing, attending the events promises to feel more like a motorcycle rally than a typical sanctioned race. “It’s going to be the fastest bike show in the world!” founder Rob Buydos said. “We’ll have an Arlen Ness custom bike show, stunt show, live music, and a vendor village full of high-performance Harley-Davidson and V-twin-specific parts.” Eric Stahl of Jiffy Tune guiding his carbon fiber-adorned Road Glide around the track at Chuckwalla Raceway. (Justin George/) RELATED: Indian Motorcycle Teams With S&S For King Of The Baggers Jeff Flaherty, better known as @CBearsStunts, taking the guesswork out of figuring out which class he’ll be racing in. (Justin George/)“The goal for us is to take the energy and excitement that any person throwing their leg over a motorcycle has, and bring that into a competitive and safe environment, to the racetrack,” said John Oakes, cofounder and operations officer of the new Bagger Race League. “There are elements of what we do that will attract non-motorcyclists. But our goal is to entertain motorcyclists, whether you ride a couple weekends out of the year, or you put down a million miles. Watching guys on Street Glides and Road Glides clock a buck-25 on the straightaway and stuff it into the corner on a roadrace track is just awesome entertainment!” Baggers and Big Twins overlapping on an exhibition lap. (Justin George/) Peanut, also known as @BagDraggin_37, will be performing stunts at night and racing the next day in the Bagger Race League Stunt class. ( Justin George/)Performance-minded motorcycle customization has been a real movement in the last few years, with many of the brands that sponsor this race series helping to drive that movement forward. By focusing this event on the V-twin community specifically, those behind this event hope to reach the relevant market more directly than they would at a MotoAmerica race. Tony Sollima of Shred Moto Co. finding the limits of his bagger’s lean angle. (Justin George/)The first event kicking off the Bagger Racing League series will be in Salt Lake City at the Utah Motorsports Campus on June 25, 26, and 27. More info will be coming to baggerracingleague.com shortly, but details are currently very limited. Source

Yamaha has been using VR systems for years and recognized that nausea in some users can be a problem. (Yamaha Motor Corp./)Virtual reality headsets have been a technology that’s “just around the corner” for decades, but with the advent of mainstream kits like the Sony PlayStation VR and smartphone-based VR headsets it’s finally becoming something that normal people are likely to use on a regular basis. Yamaha sees that it also offers potential for motorcycle R&D and as such has set out to solve the problem of motion sickness dogging many VR users since the systems have become more common. If you’ve never experienced it, that VR sickness can be a deal-breaker. The conflict between the convincing visual signals that you get from a virtual reality headset and your other senses, combined with the imperceptible lag between your movements and the image on the display, can lead to nausea almost immediately in some users. Masayuki Miki (left) with Yamaha’s Technical Research and Development Center says ongoing research into VR sickness can help with product functionality down the line. (Yamaha Motor Corp./)Yamaha has been using VR for R&D purposes in motorcycle development for a while and found that nausea was a big enough stumbling block that it set out to solve the problem. Masayuki Miki, a member of the joint research team at the Fundamental Technology Research Division at Yamaha’s Technical Research and Development Center, explains: “Since VR allows us to ‘ride’ a wide range of products on all kinds of road environments our simulators and VR equipment play an important role in our research into rider–machine dynamics. It also goes toward achieving our Jin-Ki Kanno development ideal (Yamaha-speak for the ‘seductive exhilaration of being one with the machine’) as well as serving as a component contributing to the strong reputation we have for Yamaha handling.” With several of its own test riders suffering from VR sickness when using the equipment, the company has taken part in research with the Makoto Miyazaki lab at Shizuoka University to tackle the problem. Miki says: “At Yamaha, we already had our own theories based on experience, like that no accompanying sound in the simulations seemed to make the sickness worse or that vibration seemed to help reduce its degree, but we had no clear evidence for any of them.” In research using a scooter simulator, the company found that better synchronization of visuals with sound and vibrations led to lower levels of VR-induced nausea. (Yamaha Motor Corp./)During the research, 80 riders were asked to take five-minute rides on a scooter simulator, wearing an Oculus Rift VR headset on a program that took them down a twisting road. The test subjects were split into groups, some experiencing just the VR visuals, others getting visuals and matching sound effects via Bose noise-canceling headphones, and finally some experiencing the full simulation including visuals, sound, and vibrations through a pad in the scooter’s seat. That last group, experiencing visuals along with the right sound and vibrations for the most immersive experience, suffered significantly lower levels of VR-induced nausea. The results were published in a scientific paper, “Effects of synchronized engine sound and vibration presentation on visually induced motion sickness.” With that knowledge in hand, Yamaha has plans to use VR as a way to engage its customers more in the development of new bikes. “If this ongoing research project leads to a substantive solution,” Miki says, “it will become possible to have riders with different riding techniques and perceptions participate in virtual test rides of prototype vehicles in the early stages of development using existing roads from around the world. I’m sure that this will lead to product development that is not just more efficient and more in line with the actual use conditions of our customers, but also results in products with greater performance, functionality, and more uniquely Yamaha qualities. It will surely also help with creating social VR environments and facilitating remote communication.” Source

The 1290 Super Adventure S gets tighter steering geometry, updated suspension, adaptive cruise control and more for 2021. (KTM/)The 1290 Super Adventure S, KTM’s beastly street-oriented ADV-tourer, has been updated for 2021 with tighter steering geometry, updated semi-active WP suspension, radar-based adaptive cruise control, a new 7-inch TFT display, and more. Well, for the European market, anyway. But in light of KTM’s penchant for giving Europe a head start, we’re betting the 1290 Super Adventure S ends up on the North American new-for-2021 or -2022 list. If crushing mile after twisty mile without visiting your chiropractor afterward is your idea of a good time, the 2021 Super Adventure S would really like to be your friend. Updates include a shorter frame and longer swingarm, with the 1,301cc LC8 V-twin rotated forward 2 degrees and the rake/trail tightened from 26 degrees/4.7 inches to 24.7 degrees/4.3 inches for sharper handling without sacrificing stability. A new, taller windscreen is adjustable with either hand, and the LED headlight has a wider throw than before. (KTM/)While power output remains unchanged (KTM claims 160 hp at 8,750 rpm and 103.3 pound-feet of torque at 6,750 rpm), the high-strung twin is now even lighter thanks to thinner engine cases and a redesigned oil system. A revised Pankl gear mechanism improves feel and performance from the optional Quickshifter+, and new radiators shed heat away from the rider. The current Super Adventure S already boasts numerous rider aids, but the 2021 model throws down with adaptive cruise control, a first for KTM. This radar-based system, developed with Bosch, automatically maintains spacing from vehicles ahead and can be adjusted in five levels from Very Short to Very Long. With 160 hp (claimed) on tap and an optional Rally riding mode that unleashes all the beast’s potential, the 1290 Super Adventure S is ready to get as frisky as you dare. (KTM/)The semi-active WP suspension also gets an updated Suspension Control Unit that magnetically adjusts damping in real time and offers more rear preload adjustability than before. A new six-axis Bosch IMU is the brains behind the MSC (stability control), cornering ABS, and MTC (traction control). There are four standard ride modes: Rain, Street, Sport, and Offroad, with a Rally mode offered as an option. The rider controls the Austrian wizardry via redesigned switch gear with programmable favorites, all viewable on a new 7-inch color TFT display that is Bluetooth compatible and ready for KTM’s My Ride app. New 7-inch TFT display is larger and more intuitive, with KTM My Ride functionality. (KTM/)Lightly redesigned bodywork wraps up all these goodies in a black-and-orange package. The windscreen adjusts over a 2.2-inch range with either hand. The new shorter seat height is adjustable from 33.4 to 34.2 inches. It remains to be seen whether we will get similar options, but Europe’s 2021 KTM 1290 Super Adventure S will be available as a base model with three factory packages available. The Rally Pack features the Rally riding mode with associated MTC setting and adjustable throttle response. The Suspension Pro features individual damping for the fork and shock, automatic preload adjustment with three settings, and an On/Off Anti-Dive. The Tech Pack gives you all that and a bag of chips: all of the above plus Motor Slip Regulation, Hill Hold Control, Quickshifter+, and an adaptive brake light. The 2021 KTM 1290 Super Adventure S puts the “sport” in adventure sport. (KTM/)US pricing is, of course, not yet available. But we’ll be on the lookout for news regarding if and when the updated Super Adventure S will be on its way to our shores. Source

The German simulation firm has published new designs for an innovative, high-end motorcycle simulator. (German Patent Office/)As computers continue to follow Moore’s law and get exponentially more powerful with every passing decade it’s inevitable that reality simulation has become more prevalent in every aspect of research and development. Bikes are no exception, and motorcycle simulators—which have lagged their four-wheel equivalents for years—are catching up fast. We’re not talking about the latest MotoGP-licensed console game here but the sort of high-end simulation that’s used at industrial levels to make the development of new products quicker and more effective than in the past. Most manufacturers use simulators in some form, but the design seen here pushes the boundaries to create a more accurate and immersive setup by simulating the forces on the rider as well as those on the bike. The patent application shows how forces are introduced onto the rider using a frame attached to the rider’s back. (German Patent Office/)On a normal motorcycle simulator, the bike (or a representation of the bike—often just a seat, tank, and bars) is fitted onto a moving platform that allows it to pitch, lean, and yaw in harmony with the image projected onto a huge, curved screen ahead of the rider. Although mostly convincing in the lean angles they’re able to achieve, these simulators alone can’t accurately replicate the inertia of the rider—the push backward as you accelerate, or forward under braking—and mimicking the centrifugal forces that push you into the seat as you’re banked in a corner is an even more difficult challenge. Actuator-operated cords attached to the frame mimic the pulling and pushing action of braking and acceleration forces to give a more real-world experience. (German Patent Office/)This new design, revealed in a patent application from German simulator specialist VI-grade GmbH, shows a simulator rig that solves the key problem of introducing forces to the rider as well as the bike. It uses a real motorcycle mounted on six hydraulic ramps that match its lean angle, pitch, and yaw to the inputs from the controls. That’s fairly conventional, but what’s new is the frame strapped to the rider’s back that’s attached to eight cords, each able to pull the rider in a different direction using actuators mounted under the simulator platform. Used in different combinations, the pulling action on these cords can simulate acceleration, braking, and cornering forces on the rider to give a more realistic riding experience. Simulators like this can be a boon for race teams testing out new bike setups or looking to replicate different environmental conditions. (German Patent Office/)What’s the point of a simulator like this? For a bike manufacturer it means it’s possible to run computer simulations of designs and setups across a variety of surfaces and weather conditions without having to ship prototypes around the world or wait for the right conditions for a test. While practical, real-world tests are still vital, simulations can reduce the number of them that are needed by eliminating development dead ends before expensive and time-consuming real-life testing starts. There’s also a potential market for these types of simulators to help race teams train their riders and run computer simulations of bike setups and new components. Simulation is already a vastly important part of F1 racing, where rules mean real track testing time is severely limited, and every team on the grid has at least one ultra-realistic simulator running back at their base. VI-grade’s simulator patent appears to offer the same possibilities for bikes. This particular simulator uses a full-size motorcycle mounted on hydraulic ramps to lend a more immersive quality to the setup. (German Patent Office/)The German firm isn’t the first to try to simulate forces on riders. McLaren Applied Technologies, which is an engineering arm of the same McLaren that races in F1 and builds supercars, filed patents for a similar idea back in 2016, using actuators pulling strings attached to different parts of a rider’s suit and helmet to copy the forces felt during riding, though unlike the new VI-grade design it didn’t also use a complete, full-size motorcycle. Source

Kevin Cameron (Robert Martin/)This is clearly a stupid question. Because people use motorcycles for so many different purposes, this is like asking which fighter aircraft of World War II was the best. Best defensive interceptor? Best bomber escort? Best carrier fighter? Ground attack? Night? The requirements for each category are so different that they make the question pointless. Yet in 1972, there was the late professor Gordon Blair, announcing that the ideal displacement for a motorcycle—at least for lap time and at that moment—was somewhere around 375cc. Why? Because, with Honda winning the Daytona 200 in 1970 with a derivative of its new CB750 four, and a BSA 750 triple taking the 1971 race, it was a shock to see the great race won in 1972 and ’73 by little Yamaha 350 twins with less than half their displacement. That time the clear cause was tires. The then-new 750 two-strokes from Suzuki and Kawasaki tore up their tires while the 350 twins cruised. Tires continue to define limits today; MotoGP races are won by the best tire management. It happened again in 1982-83 when Freddie Spencer rode Honda’s lighter, lower-powered three-cylinder NS500 against the might of the four-cylinder rotary-valve Grand Prix establishment. Again, a surprise; he became world champion in 1983 with the least power in the paddock. As new product was released in the late 1980s, Honda’s CBR1000F boldly pushed on toward 600 pounds. But the emerging sportbike market was seized by Suzuki’s revolutionary GSX-R750, which was, in round figures, 100 pounds lighter than its apparent competitors. This would not be the last time the market was seized by making a motorcycle lighter, less bulky, and easier to ride; think of the 1998 intro of the 1,000cc Yamaha R1, which was hailed as “feeling like a 250.” How much power can we use? Through the sportbike era the cry had been “Too much is just enough!” But today, we have to ask: What’s wrong with the KTM 890 parallel twin’s 120 hp in a (claimed) 400-pound package? Let’s do the numbers: The CBR1000F’s 602-pound wet weight plus a 175-pound rider is 777 pounds, which must be thrust forward by 113 rear-wheel horsepower (RWHP) for a power-to-weight of 6.88. Compare to the 890′s maybe 111 RWHP: 405 + 175 = 580/111 = 5.22 lb./hp. Okay, I’m comparing 1987 with 2020, which is unfair. But the point I’m trying to make is that today’s smaller, lighter bikes are achieving greater overall performance than the admired giants of the past, and seasoning the result with lightness and agility at the same time. Now let’s factor in Honda’s World Superbike homologation special, the CBR1000RR-R. Weight is maybe 443, wet, and CW’s dyno found 165 RWHP. So 440 plus the 175-pound rider is 615, then divide by 165 to get 3.74 pounds per horsepower. Pretty impressive. But let’s consider lightness and agility. We know that Dorna’s new electric bike class has run at selected MotoGP events. The spec Energica electric racebikes generate extreme torque and accelerate hard. But perhaps because of their 589-pound weight and its effects on tire durability (to say nothing of agility), their lap times remain slower than those of Moto3, which is powered by (drum roll) single-cylinder 250cc engines making roughly 55 hp. Do I hear a chorus of angry “Yabbuts”? Yes, certainly, more powerful bikes usually lap more quickly in races when ridden by experienced pro riders. And they are quicker away from the stoplight for anyone with the knack. What happens when Mr. Checkbook shows up at the trackday with his 214 hp missile? Do others, impressed by his financial achievement, meekly load up and leave? No, the frequent result is the local ace on a banged-up nothing of a bike (he has grind marks on his fork caps) repeatedly passing the Checkbook Special on the brakes, on the outside, over and over until its rider becomes frustrated enough to run off, crash, and do 10 or 15 grand of damage. Multiple riding modes and anti-spin electronics are great, but even in these modern times there is still no Win Mode. That can come only from the rider, whose skill may very well be a replacement for displacement. How much performance can we, as average riders, actually use? As our experience and skill increase, we may be able to use more. But not always. I’ve seen a fair number of riders who were pretty good on a 125, a bit slower on a 250, and a bunch slower on a 750 or 1000. There’s another point to consider. As motorcycle manufacturers have tackled tightening emissions limits, they’ve had to shorten cam timing to prevent loss of fresh charge out the exhaust during the overlap period (so-called “hot” cams begin to open the intake valves well before TDC, and the exhausts don’t close until some time after TDC, providing a “window” through which charge loss can take place). As it happens, the shorter the cam timing (giving less valve overlap and lower emissions of unburned hydrocarbons), the broader and easier to ride the powerband becomes. Especially if the manufacturer is compensating for the shorter timing by opening the valves further (higher valve lift). This is more appreciated now that the competitive madness of the sportbike era is behind us. Bikes can now have good performance without need of spiky torque curves. Here I have to repeat a story I’ve told before. Back when Honda was considering building a light, powerful 900cc four-cylinder sportbike, there was concern that average street riders might find such a bike to be just too much. Accordingly, a numerical “rideability index” was devised and a prototype was built to showcase the qualities the research had identified. As you’d expect, focus groups of average riders loved the bike. What was not expected was that professional riders also went faster on the highly rideable bike than they did on their highly tuned hot rods. Thus, there is a difference between a bike that’s just frightening and hard to ride and a bike that actually does what you ask it to. Enjoyment of life is the goal, so it’s sensible to seek bikes that make us happy. Why do we ride motorcycles? Is it just good fun that we can afford? Do we seek a lick of too-muchness, scaring ourselves back to basic sanity? Is it the healing isolation of no phone, no talk, no distractions, and eyes on the horizon? Is there an element of the peacock’s feather display? Do we hope that “When something comes up to me, he don’t even try” (thank you, Brian Wilson)? Does it allow us to feel we have, through the multiplying effect of the motorcycle, “take[n] up arms against a sea of troubles” (thank you, Bill Shakespeare)? Despite the reams of psychoanalytic tripe that have been written about “the motorcycle,” it’s different for everyone. I’ve seen really large men on extended-and-lowered wheelie-bar-equipped ‘Busas making not-too-graceful U-turns on Route 92 in front of the Daytona Speedway. I saw, at least 25 years ago, four young women laughing and shouting as they struggled with the weight of the Sportsters they were riding through a two-stoplight town in New Hampshire. Blip the throttle as you look over at the banged-up twin next to you. Are there grind marks on its fork caps? Source

2021 Moto Guzzi 100th Anniversary livery. (Moto Guzzi/)Following the news that Moto Guzzi is updating its V7, V9, and V85 TT models for 2021, the Mandello del Lario marque is unveiling limited-edition silver and green livery in honor of its centennial. Students of motorcycling history (“there are dozens of us!”) will find the inspired color scheme a long overdue comeback and a fitting tribute to a rich history headlined by one of motorcycling’s most legendary racing machines. The V7 Stone 100th Anniversary will land at US dealerships at the end of March with an MSRP of $9,190, the V9 Bobber 100th Anniversary ($10,690) will arrive in July, and the V85 TT Adventure 100th Anniversary will land by the end of April 2021 and cost $13,190. The Anniversary models will feature the iconic colors, leatherlike saddles, and a special gold eagle emblem. The 2021 V85 TT was updated for 2021 and looks extra sharp in silver and green. (Moto Guzzi/)In 1921, Genoese entrepreneur Emanuele Vittorio Parodi, his son Giorgio, and friend Carlo Guzzi founded the company and selected an eagle as its emblem in honor of Giovanni Ravelli, Parodi’s friend and fellow pilot, who died in a test flight in 1919. Moto Guzzi quickly became a major producer. And a major player in grand prix racing. The reunion of the Larian eagle and the silver and green paint evokes its most luminous period, reminding motorcyclists of the marque’s grand racing heritage. By the 1950s, its facility overlooking Lake Como—where it produces motorcycles to this day—was outfitted with the latest tooling and R&D technologies. In its employ was an army of engineers and old-world craftsmen who produced aircraft parts during the war. Silver and green are to Moto Guzzi as silver and red are to MV Agusta. It’s a shame the livery is reserved for 2021 only. Hopefully we won’t have to wait another 100 years for Guzzi to bring it back again. (Moto Guzzi/)Moto Guzzi was particularly dominant in the 350cc class, where it won the world championship every year between 1953–1957. Its sweet-handling single-cylinder racer defeated the likes of the DKW two-stroke triple and the inline-four Gilera. At the same time, Guzzi developed a 500cc V8 roadracer, the legendary Otto Cilindri. The Honda NR500 of its day, the V8 featured innovative thinking that proved both its making and its doom. Like the oval-pistoned Honda, it never realized its potential, but remains one of motorcycling’s greatest icons. Just consider: The Otto Cilindri was liquid-cooled; it revved past 12,000 rpm; its engine was impossibly narrow given the number of cylinders; and the whole bike weighed a mere 330 pounds—the same as today’s MotoGP bikes. And it was fast. Really fast. At the 1957 Belgian Grand Prix, the Otto Cilindri was clocked at a hair-raising 178 mph. With its hand-formed green dustbin fairing and silver tank it’s immediately recognizable for the legend it is. The Otto Cilindri. (Moto Guzzi /)While other European motorcycle manufacturers, like Triumph and Ducati, have achieved notoriety in the broader cultural milieu, Moto Guzzi has remained less visible to the unwashed masses. And that’s just fine by us. While an anniversary paint scheme will mean little to the unacquainted, it will serve as a reminder of the brand’s legacy to the proud Guzzi owners who revel in the famous colors of a glorious past. The V9 Bobber in front of the Moto Guzzi Rowing Club. Yes, there’s a rowing club. (Moto Guzzi/)It’s been an exceptional hundred years. With newly updated models, Moto Guzzi is on firm footing to begin its next one hundred years. Happy birthday, Moto Guzzi. Source

New documents show KTM’s upcoming 1290 Super Duke RR will likely be lighter and somewhat cleaner than the 1290 R. (KTM/)The slow-drip pattern of info for new 2021 KTM models seems like it’ll continue with the revamped, radar-equipped 1290 Super Adventure set to take a bow on January 26, followed by a high-spec 1290 Super Duke RR shortly afterward. But more details of the new Super Duke RR have started to emerge thanks to published emissions tests results and type-approval documents, confirming some of the changes we can expect on the bike. German emissions tests were the first firm evidence of the bike’s existence. Published in December, they revealed that the bike’s peak power, 132kW (or 179 hp), is the same as that of the standard Super Duke R, but that the RR’s emissions differ slightly, with higher carbon monoxide output and lower hydrocarbons and NOx results. Now further information has emerged via type approval documents in Europe that reveal a little more about the Super Duke RR. Type approval documents show the new RR will likely get a new exhaust, possibly this titanium Akrapovič unit. (KTM/)Firstly, the documents confirm that the RR gets a slight change to its exhaust, with one of the type-approved silencers featuring a different part number than that on the Super Duke R. A check against KTM’s PowerParts web page reveals that the new number matches the optional Akrapovič slip-on titanium and carbon silencer already offered as an extra for the Super Duke R. This tweaked exhaust probably accounts for the minor change in emissions performance during the German type-approval tests. A tweaked exhaust is probably the main reason for the RR’s different results in German emissions tests. (KTM/)An aftermarket exhaust alone doesn’t merit a completely new type-approval and model designation though, so what else varies on the Super Duke RR? The big difference between the RR and the Super Duke R is weight, with the high-spec new model coming in 10 kilograms (22 pounds) lighter than its cheaper sibling. The documents we’ve seen list the two bikes in an unusual way, including a full tank of fuel and adding an arbitrary 75 kilograms (165 pounds) for an “average” rider. They put the Super Duke RR at 275 kilograms (606 pounds) in this form, which sounds massive, but once the 75-kilogram/165-pound rider is removed it comes to a neat 200 kilograms (441 pounds) for a fully fueled curb mass. In the equivalent type-approval documents for the Super Duke R, the existing model is listed at 285 kilograms (628 pounds) including all fluids and a 75-kilogram rider, putting its wet curb weight at 210 kilograms (463 pounds). RELATED: Onboard Video: One Lap Aboard The 2017 KTM 1290 Super Duke R At The Losail International Circuit A lower curb weight, reduced hydrocarbons… Plus the new pipe just flat out looks better. (KTM/)Just to add another layer of confusion, KTM normally quotes “dry” weight for its bikes, with no fuel, water, or oil on board. In this form the normal 1290 Super Duke R comes in at 189 kilograms (417 pounds), so it’s likely the 10-kilogram-lighter RR will be listed at 179 kilograms (395 pound) on the spec sheet. If KTM chooses to use other components from its PowerParts catalog, that will also shave pounds and boost performance on the new RR. (KTM/)Where does the weight saving come from? That’s not known for certain, but the strong money must be on the use of more of KTM’s PowerParts components. The firm offers a full carbon bodywork set for the 1290 Super Duke R, and paired with the titanium Akrapovič pipe, the lighter mass of those parts might add up to a reasonable slice of the 22 pounds the Super Duke RR has lost. Other PowerParts like CNC-machined triple clamps and footpegs are also likely to be used, adding up to further weight savings. Lighter wheels and/or machined triple clamps and footpegs might also appear on the new bike. We’ll find out soon enough. (KTM/)Whether the firm goes further still and adds lightweight wheels or higher-spec suspension remains to be seen, but we don’t have long to wait before we find out as KTM is expected to unveil the 1290 Super Duke RR officially within a few weeks. Source

Piston internal combustion engines are still the most effective at the time being despite advances in alternative propulsion methods. (Ducati/)It’s clear from some of the comments appearing on this site that there are quite a few people who are impatient at how slowly the future of transportation is arriving. That’s only natural, as the hype celebrating battery power so easily outruns reality. Therefore I ask myself, as I’m about to write something about motorbikes and their internal combustion (IC) engines, “Is this all irrelevant now, devoid of interest because it’s about to be swept away by the very next thing? Am I just a playback of tech writers of the 1930s, scribbling on about variable cutoff schemes for steam locomotives when diesel was the obvious future, boosting fuel efficiency by a factor of six?” It’s not that simple. A while back I wrote a series of five articles for this site on electric vehicle propulsion: on electric motors, batteries, power supplies, charging systems, and component cooling. They provoked near-zero interest from our readers. No one at all wrote in saying “Gimme more! I thirst to hear about more efficient IGBT power transistors and I-squared R heating!” Piston IC engines are still the norm and will be for quite some time. (Ducati/)Therefore I think I should periodically review the several reasons why piston IC engines are still with us, still responding usefully to development, and likely to continue for quite a while. The world is tooled to produce, service, and supply consumables to the IC engine. This is a complex economic system; scrapping and replacing an existing economic system is a huge expense that responsible money managers seek to avoid. Scrap and replace 160,000 gas stations? Retrain 756,600 auto technicians (US Bureau of Labor Stats 2019 figure)? The replacement processes for steam-to-diesel and aircraft piston engine-to-turbine were driven, respectively, by strongly positive fuel and maintenance economics and by the Cold War. If anything, IC-to-electric suffers from negative economics for two major reasons: batteries remain expensive and electric-car makers understandably like their present upmarket customers. Tesla is the new Cadillac.<br/> For a time in the 1950s and ’60s the “mechanix magazines” (the print equivalents of today’s New Atlas and similar tech-enthusiast websites) told us to make ready for turbine cars, as Rover in England and Chrysler in the US showed prototypes. But no, the efficiency of gas turbines falls steeply as they are throttled to less than full power, and cars and bikes typically cruise on 15 to 25 percent power. Giving the turbine a regenerator, which recycles exhaust heat, reduced fuel consumption but made the power system quite large. The efficiency of the piston IC engine depends on its compression ratio, which doesn’t change with load. Cheap turbines were expected to appear as miracle ceramics replaced expensive jet engine superalloys, but it took decades longer than expected. As turbines are made smaller, loss from tip leakage around whirling turbine blades increases loss. Yes, the large fan engines on commercial aircraft have active tip clearance control, but those engines cost tens of millions apiece. And so turbine road vehicle engines were briefly hailed, then became a yawn.<br/> A favorite of tech writers is to compare the fuel efficiency of piston IC engines (between 25 and 42 percent, roughly) with the electrical efficiency of electric motors, which has been in the mid-to-high 90s for more than 100 years. Fuel efficiency and electrical efficiency are not the same, because that comparison leaves out the fuel efficiency of generating electricity. According to the US Energy Information Agency, 79 percent or more of US electricity in the first half of 2020 came from thermal plants, mostly burning natural gas, some coal, and the fissionable materials whose radioactive decay heats nuclear plants. Conventional thermal plants (coal, nuclear) offer roughly 35 percent efficiency, but the best of the new combined-cycle gas/steam turbine plants now coming online push 60 percent. The fast-starting simple-cycle gas turbine plants used to compensate for the on-again, off-again nature of wind and solar offer lower efficiencies in the range of 25–30 percent. Around 10 percent of generated electricity is consumed by transformer and line losses, and for electric vehicles there are the battery’s charge-discharge cycle and power supply efficiencies to consider, which are in the range of 75–85 percent and 90 percent respectively. Not surprisingly, when you work through all the energy transformations involved in the two systems—IC power and battery-electric—there is no clear advantage to either one. Yes, petroleum must be wrested from the earth, processed into fuels, and delivered to the user, but there are similar costs on the electrical side regarding the supply of natural gas, coal, and uranium.<br/> From time to time we are told promising power sources are “now being tested at Southwest Research Institute,” as if being tested were the same as being proven outstandingly efficient. Such power sources are also being shown to the usual possible investors. There have been new types of steam engines, superefficient Stirling-cycle engines, and marvelously compact barrel and rotary piston engines. All depend upon some combination of energy transformations. Chemical energy from fuels must be converted into heat and thence into pressure or velocity. Power from gas pressure or velocity must be converted into mechanical power such as a rotating shaft. Electrical power must be transmitted through resistances and processed into waveforms that can drive efficient electric motors. Each transformation involves some loss. Then the question is, can a hoped-for gain in efficiency pay the costs of converting the world to the new system?<br/> One thing we know: There will be surprises. At present, the possibility of commercial fusion power is attracting fresh attention, just as is commercial space flight. Will private capital and the profit motive do the trick of unleashing unlimited electric power? Will inexpensive and safe battery systems enable wind and solar to power the world day and night? Let’s live long and see how it all plays out. Source

2021 KTM 450 SMR (Jeff Allen/)Ups Finely tuned supermoto performance available at the dealership<br/> Strong performance basis of ultra-competitive KTM 450 SX-F motocrosser<br/> Top-shelf Brembo brakes<br/> Consistent Suter slipper clutchDowns Low 16.5-inch front tire availability<br/> Racetracks few and far between in some geographical locationsVerdict A dedicated supermoto machine that is ready to rock the kart track straight off the showroom floor. Overview The 2021 KTM 450 SMR looks to break the often expensive and time-consuming barriers of entry to supermoto racing as a dedicated racebike that’s available at the dealership. KTM took the highly potent 450 SX-F motocross platform, fitted it with supermoto-specific components like Brembo brakes, Bridgestone racing slicks, and a Suter slipper clutch among other bits, and cut it loose for closed-course supermoto racing. And it’s ridiculously fun. Updates for 2021 The KTM 450 SMR is an all-new motorcycle for the 2021 model year, following a seven-year hiatus in the North American market. Pricing and Variants Priced at $11,299, the KTM 450 SMR is $1,100 more expensive than the 450 SX-F on which it’s based. The KTM’s supermoto counterpart, the Husqvarna FS 450, has an identical $11,299 MSRP. Powertrain: Engine, Transmission, and Performance KTM 450 SMR used the same 450cc, SOHC, liquid-cooled single as found in the 450 SX-F motocross platform, which last produced an impressive 54.8 hp at 9,500 rpm and 34.6 pound-feet of torque at 7,400 rpm on our in-house Dynojet 250i dyno. Internally, KTM mated a supermoto-specific Suter slipper clutch to its five-speed gearbox for consistent deceleration. Road Test Editor Michael Gilbert noted in his First Ride Review, “The 450 SMR has smooth, predictable power delivery at corner exit, which makes for deceivingly fast straightaway speed. At first touch of the throttle, the KTM offers crisp, tractable acceleration before rocketing off the corner with the front wheel pointed skyward.” 2021 KTM 450 SMR (Jeff Allen/)Handling The KTM 450 SMR shreds tight kart track layouts with serious conviction, with an incredible balance of agility and confidence-inspiring composure. The Bridgestone Battlax racing slick tires offer seriously impressive amounts of grip, while the feel and performance of the WP Xact suspension suit the needs of supermoto well. Brakes A top-shelf Brembo M50 four-piston Monoblock caliper clamping to an oversize 310mm disc brings the 450 SMR to a serious halt, with great feel at the lever. A single 220mm wave rotor and single-piston caliper handle rear braking duties. Fuel Economy and Real-world MPG Claimed or measured mile-per-gallon information is not available. Ergonomics: Comfort and Utility KTM struck balance in a well-proportioned rider triangle with a narrow midsection at the radiator shrouds. The Neken handlebar is a touch wide for our liking, especially in head-down roadrace position. Seat height is a claimed 35 inches, which is significantly lower than the SX-F motocrosser’s measured 37.6 inches due to the reduced suspension travel. At 5-foot-7, Road Test Editor Michael Gilbert found it comfortable at slow speeds and stops. Electronics The KTM 450 SMR comes equipped with two selectable engine maps, which tailor power delivery. A traction control aid is also equipped, and can be disabled. Both the engine maps and TC can be changed on the fly via buttons located on the left handlebar. A launch control map is also equipped for race starts. Warranty And Maintenance Coverage No warranty information is available. Quality Fit and finish quality of the 450 SMR is second to none. KTM fitted the platform with only top-shelf supermoto specific components, like the Suter slipper clutch, Alpina wheels, and Bridgestone Battlax racing slicks. 2021 KTM 450 SMR (Jeff Allen/)2021 KTM 450 SMR Claimed Specifications MSRP: $11,299 Engine: 450cc, SOHC, liquid-cooled single-cylinder four-stroke Bore x Stroke: 95.0 x 63.4mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Fuel injection w/ 44mm throttle body Clutch: Wet, multiplate, slipper clutch, Bremo hydraulically actuated Engine Management/Ignition: Keihin EMS Frame: Central double-cradle chromoly steel Front Suspension: WP Xact inverted 48mm, fully adjustable; 11.2 in. travel Rear Suspension: WP Xact monoshock, fully adjustable; 10.5 in. travel Front Brake: 4-piston Brembo M50 radial-mount Monoblock caliper, 310mm disc Rear Brake: 1-piston Brembo caliper, 220mm disc Wheels, Front/Rear: Alpina; 16.5 x 3.5 in. / 17 x 5.0 in. Tires, Front/Rear: Bridgestone Battlax Supermotard; 120/600-16.5 / 165/630-17 Rake/Trail: 26.1°/ N/A Wheelbase: 57.8 in. Ground Clearance: 11.4 in. Seat Height: 35.0 in. Fuel Capacity: 1.9 gal Wet Weight: 225 lb. w/o fuel Contact: ktm.com Source

2021 Yamaha YZ450F (Yamaha/)Ups Torquey engine character that makes it an absolute monster on the track<br/> Confidence-inspiring suspension that allows for easy adjustment (if needed)<br/> Unparalleled stability that “encourages outside lines and higher speeds”<br/> Free and best-in-class tunability via the Power Tuner appDowns Loud exhaust and airbox noise<br/> Cable clutch could be replaced with hydraulic unit<br/> A taller seat can improve uncomfortable rider triangleVerdict Although it may sing a loud tune from the exhaust and airbox, the Yamaha YZ450F’s engine, suspension, and chassis sing in great ride-quality harmony. 2021 Yamaha YZ450F (Jeff Allen/)Overview To determine the best full-size motocrosser for 2021, the annual Dirt Rider shootout was conducted, in which the Yamaha YZ450F took second place on the podium yet again. The reason for its continued success is that it is widely regarded for its engine power, predictable handling, and comfortable suspension. Its ergonomics, however, is one of the departments that slightly holds it back. 2021 Yamaha YZ450F Monster Energy Yamaha Racing Edition (Yamaha/)Updates for 2021 Mechanically, the Yamaha YZ450F remains unchanged for 2021. It does feature changes with blue number plates, black fork guards, and new radiator shroud graphics where the Monster Energy Yamaha Racing edition features a factory team-inspired graphics and black plastics. Pricing and Variants The Yamaha YZ450F is slated as one of the most capable motocross bikes right off the showroom floor, and at the dealer showroom you will find it has an MSRP of $9,399. The Monster Energy Yamaha Racing Edition is also available at an MSRP of $9,599. Powertrain: Engine, Transmission, and Performance Equipped with a 449cc, liquid-cooled, DOHC four-stroke engine, the Yamaha YZ450F is fast. To find how much power the YZ450F produces at the rear wheel, we tested it on our in-house dyno where 53.1 hp was recorded at 9,700 rpm and 32.7 pound-feet of torque at 7,400 rpm. Test rider Tanner Basso stated, “It has lots of overall power and torque, revs very quickly, and is aggressive yet rideable. Also, the Power Tuner app allows for endless fuel delivery and ignition timing tunability.” Tunability through the Power Tuner app, first introduced in 2018, offers a best-in-class tuning capability that we found useful in smoothing the engine’s power delivery. In regard to engine-braking we noted in our first ride that it “might be a touch more noticeable in comparison to other 450s, but for the most part, you ride the YZ450F in a lower rpm and it’s not a significant factor.” The five-speed transmission is modulated with a cable clutch that has an easy pull and doesn’t fade. Our test riders would like to see the cable replaced with a hydraulically actuated unit. 2021 Yamaha YZ450F (Yamaha/)Handling The KYB suspension of the YZ450F provides the most comfort and plushest feel in the class. They are easily adjustable and work great even for a variety of rider abilities and weights. Base settings are excellent and barely require further adjustment after sag is set. Thanks to its phenomenal suspension, our test riders felt that they could push the bike harder than most of the others in the comparison. A fairly compliant frame offers stable handling and excellent comfort, but it falls short of the Kawasaki KX450 in terms of flex. Although it is one of the heaviest bikes in the comparison at 248 pounds, the stable handling “encourages outside lines and higher speeds.” 2021 Yamaha YZ450F (Jeff Allen/)Brakes Stopping the motocross bike is a 270mm disc/Nissin two-piston caliper pair out front and 240mm disc/Nissin one-piston caliper out back. In our First Ride Review, test rider Allan Brown wrote, “The Yamaha brakes have a distinctly progressive feeling. The front is easy to modulate and the rear is progressive, making it easy to drag the brake without locking up the rear wheel.” Fuel Economy and Real-world MPG Fuel economy figures are currently not recorded, however, the YZ450F has one of the smallest fuel capacities in the class at 1.6 gallons, the same tank size as the Kawasaki KX450. Ergonomics: Comfort and Utility The cockpit of the YZ450F is particularly roomy, especially with the handlebar positioned in the stock position. In order to reduce headshake and improve steering, our test riders preferred to move the handlebar to the rearward holes instead of the stock’s forward setting. Good news is this change did not make the cockpit feel cramped. The rest of the ergonomics and rider triangle does feel off though. This is because the thin, low, and slightly uncomfortable seat has a noticeable dip that makes movement around the machine more difficult. Yamaha’s Tall Seat option could significantly improve these issues. Electronics A map switch offers two different engine maps. The YZ450F is also equipped with launch control. As stated above, tunability is easy to use thanks to the Power Tuner app, which connects to the bike via Wi-Fi. Warranty and Maintenance Coverage The Yamaha has a comparable 30-day factory warranty. Quality Although there are some gripes in terms of ergos and comfort, the YZ450F takes “best in class” for a variety of categories including suspension, engine tunability, and engine character. 2021 Yamaha YZ450F (Jeff Allen/)2021 Yamaha YZ450F Claimed Specifications MSRP: $9,399 Engine: 449cc, DOHC, liquid-cooled single-cylinder four-stroke Bore x Stroke: 97.0 x 60.9mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Mikuni electronic fuel injection w/ 44mm throttle body Clutch: Wet, multiplate, cable actuated Engine Management/Ignition: N/A Frame: Aluminum bilateral beam Front Suspension: KYB Speed-Sensitive System (SSS) coil-spring fork, fully adjustable; 12.2 in. travel Rear Suspension: KYB shock, fully adjustable; 12.5 in. travel Front Brake: Nissin 2-piston caliper, 270mm disc Rear Brake: Nissin 1-piston caliper, 240mm disc Wheels, Front/Rear: Spoked wheels Tires, Front/Rear: Dunlop MX33; 80/100-21 / 120/80-19 Rake/Trail: 27.0°/4.7 in. Wheelbase: 58.3 in. Ground Clearance: 13.0 in. Seat Height: 38.0 in. Fuel Capacity: 1.6 gal. Wet Weight: 245 lb. Contact: yamaha-motor.com Cycle World Tested Specifications Seat Height: 37.9 in. Wet Weight: 248 lb. Rear-wheel Horsepower: 53.1 hp @ 9,700 rpm Rear-wheel Torque: 32.7 lb.-ft. @ 7,400 rpm Source

2021 Honda CRF450R (Honda/)Ups Significant updates for 2021 make for a major improvement<br/> Most powerful dyno figures for its class and fastest on the track<br/> Great cornering capability<br/> Comfortable ergonomicsDowns Needs better ECU mapping, because it bogs in low rpm<br/> Could use a suspension revalve for better all-around performance<br/> Slightly rigid chassisVerdict Its 2021 redesign makes for significant improvements over the previous model year, and its power figures continue to impress. Just a little more fine-tuning is needed. 2021 Honda CRF450R (Jeff Allen/)Overview The Honda CRF450R is new and improved for 2021, so much so that it is considered the most revised model in its class for the new year. It competes with motocross bikes like the Kawasaki KX450, Yamaha YZ450F, KTM 450 SX-F, and Husqvarna FC 450, as seen in Dirt Rider’s 450 Shootout, but can also find itself head to head with the GasGas MC 450F and Suzuki RM-Z450. One of the feathers in its cap is the fact that it has the most peak horsepower and torque figures of the 450 class. 2021 Honda CRF450R (Honda/)Updates for 2021 The 2021 Honda CRF450R received so many updates that it gets nearly its own detailed article explaining them all, which you can find here in our 2021 model unveil coverage. A summarized list of changes include: a new frame/reconfigured chassis, new Nissin hydraulic clutch, redesigned exhaust system, various engine updates, refined suspension, different airbox, airboot, and air filter, new handlebar-mounted engine map select button, slimmer bodywork, new radiator shroud, and new Dunlop MX33 tires. Pricing and Variants The CRF450R is available at an MSRP of $9,599 and the CRF450RWE (Works Edition) is available for $12,380. The Works Edition includes the following features: a Yoshimura exhaust, Twin Air filter, Throttle Jockey seat cover, Hinson clutch basket and cover, D.I.D DirtStar LT-X rims, Kashima- and titanium nitrate-coated fork, a red cylinder-head cover, and a special cylinder-head porting. Powertrain: Engine, Transmission, and Performance With mechanical changes made to the engine we were curious what the dyno chart would reveal. Yet again, the Honda had the most peak horsepower and torque numbers for the third time in a row compared to the competition: 55.2 hp at 9,300 rpm and 35.1 pound-feet of torque at 7,100 rpm, which is up from last year’s documented 53.3 hp at 9,800 rpm and 32.2 pound-feet of torque at 6,900 rpm. The engine is identified by its racy and aggressive character and controllable power. The engine accelerates the bike quickly and focuses its power between the midrange to top-end. A complaint Dirt Rider mentioned is that the engine “sporadically bogs and hesitates at low rpm. This is most noticeable when exiting corners. Interestingly, it doesn’t have this hiccup when blipping the throttle while warming it up before a moto. It only occurs when the bike is being ridden on the track and under acceleration.” 2021 Honda CRF450R (Jeff Allen/)Handling The CRF450R’s chassis offers more flex than its previous generation, and this is reflected in its excellent cornering performance, responsiveness, and lightweight feel. The CRF450R feels the most rigid of the group, which makes its faults in handling known on rougher tracks. The positive aspects of its handling make it better suited for tight, smooth tracks. Test riders noted that suspension is improved for this latest-generation model, however, the Showa 49mm fork and Showa shock are “both too soft, which causes them to ride low in the stroke.” Feedback when hitting bumps and fork dive under braking were also noticeable, though the latter does seem improved since 2020. With that said, “The CRF450R’s suspension components have good bones to work with, but the fork would benefit from having stiffer springs, and possibly even a revalve of both ends would make the Showa components more suitable to the demands of a motocross track, especially a rough one like Glen Helen.” Brakes Being the fastest bike in the class is great, but controlling that speed is equally important. Thankfully, the red machine’s brakes do a sufficient job of slowing it down when needed. The Nissin units’ job is made easier by the fact that the 2021 CRF450R is 6 pounds lighter than the prior year model. 2021 Honda CRF450RWE (Honda/)Fuel Economy and Real-world MPG Fuel economy has not been recorded, however, the 1.7-gallon tank puts the CRF as the second largest tank capacity among its competitors. Ergonomics: Comfort and Utility Dirt Rider’s Allan Brown reported that the rider triangle is comfortable. He was very happy with how the CRF450R was slimmed down and said, “Even more surprising is that it does not bow out very much at the end of the radiator shrouds or at the rear by the muffler. The seat is narrow, thin, and just firm enough that you don’t feel the seat base, but not too firm as a result of its thinness. The handlebar, grips, and front brake lever are all the same and feel comfortable.” Electronics The 2021 CRF450R utilizes the new handlebar-mounted switch for toggling between three ignition maps (Standard, Smooth, and Aggressive), three levels of Honda Selectable Torque Control (HSTC), and three modes of HRC Launch Control. Warranty and Maintenance Coverage The CRF450R and the WE trim do not have a warranty. Quality The CRF’s vast improvements, slim design, cornering maneuverability, powerful engine, and comfortable ergonomics continue to hold it in high regard. Some fine-tuning may be needed, but with an expert’s touch riders can get the most out of its overall performance. 2021 Honda CRF450R (Jeff Allen/)2021 Honda CRF450R Claimed Specifications MSRP: $9,599 Engine: 450cc, SOHC, liquid-cooled, single-cylinder four-stroke Bore x Stroke: 96.0 x 62.1mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Programmed fuel injection (PGM-FI) w/ 46mm downdraft throttle body Clutch: Wet, multiplate, hydraulically actuated Engine Management/Ignition: DC-CDI Frame: Aluminum twin-spar Front Suspension: 49mm Showa inverted fork, compression and rebound adjustable; 12.2 in. travel Rear Suspension: Showa shock, fully adjustable; 12.4 in. travel Front Brake: Nissin 2-piston caliper, 260mm disc Rear Brake: Nissin 1-piston caliper, 240mm disc Wheels, Front/Rear: Spoked D.I.D DirtStar wheels Tires, Front/Rear: Dunlop MX33; 80/100-21 / 120/80-19 Rake/Trail: 27.1°/4.5 in. Wheelbase: 58.3 in. Ground Clearance: 13.2 in. Seat Height: 38.0 in. Fuel Capacity: 1.7 gal. Wet Weight: 244 lb. Contact: powersports.honda.com Cycle World Tested Specifications Seat Height: 37.6 in. Wet Weight: 244 lb. Rear-wheel Horsepower: 55.2 hp @ 9,300 rpm Rear-wheel Torque: 35.1 lb.-ft. @ 7,100 rpm Source