Hugh Janus

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

The second custom from BMW’s SoulFuel collaboration series is Spirit of Passion, from Dirk Oehlerking of Kingston Custom. (Ben Ott/BMW Motorrad/)Although it’s been in existence for less than a year, BMW’s R 18 cruiser has already served as the inspirational platform for a diverse assortment of wild-ass customs. Tarmac-rippling dragster courtesy of Roland Sands? Green-lit. Single-seated power cruiser from Blechmann? Check. Airy, Maserati-meets-Ernst Henne titanium art piece from Revival Cycles? Call it the Birdcage bike. It started back in 2019 with the absolutely bonkers trellis-framed build by Custom Works Zon, dubbed Departed. Along the way we even saw a sporty concept from the Haus of Munich itself in the form of the R 18 /2. But there was nothing really like this opulently curved art deco build from Dirk Oehlerking of Kingston Custom. You can see why it’s officially called the Kingston Air Stream Roadster Limited Edition; the 1930s design influence is strong. (Ben Ott/BMW Motorrad/)But then, that’s the whole point of a custom—to be a one-off interpretation. And even if you dismiss the bike’s bulbous front appendage as a scooter-chic cowcatcher, it might help to know that this build is officially called the Kingston Air Stream Roadster Limited Edition. So yeah, there’s some history there. The bodywork, fenders, and fairing are all handmade, but most of the stock R 18 lives on underneath. (Ben Ott/BMW Motorrad/)In the custom world though, this creation is dubbed Spirit of Passion, and the wildly inflated fairing is the clear visual draw here, with all the bodywork, handlebars, and fenders handmade and finished by Kingston. The BMW R 18 exhaust was modified by Oehlerking in Kingston Roadster style, but in fact, much of the stock bike’s underpinnings were left alone, with even the fuel tank and suspension remaining untouched. “The frame is 100 percent original and so sophisticated that nothing should be changed here,” he said. BMW says all this custom work is made easier due to the R 18′s “conversion-friendly architecture,” but that really doesn’t give Oehlerking enough credit. That’s an original R 18 fuel tank (though the bodywork and handlebars around it are not). (Ben Ott/BMW Motorrad/)The overall design is done in classic art deco style, while the custom elements also adopt the stock bike’s original artwork and pinstripe lines. For Oehlerking, the challenge was to make the mechanical bits disappear: “My motorbikes always convey soul, charm, and character,” he said. That attention to detail goes all the way to the slim wing and skin-tight all-enveloping rear wheel cover out back, which serves as a sleeker counterpoint to the sweep of the bike’s bow. Front inset grille is another sweet art deco-inspired detail. Who needs ground clearance anyway? (Ben Ott/BMW Motorrad/)The front grille set into that curvaceous fairing is also a throwback reference to one of Oehlerking’s favorite decades: the 1930s, when the Streamline Moderne style was making a name for itself. The radiator grille of a 1930s BMW roadster served as a model for this intricate hand-built detail which faintly emphasizes the outline of the R 18. Out back, the BMW R 18 exhaust has been modified by Oehlerking in Kingston Roadster style, while the saddle is swiped right from BMW’s range of universal accessories. Lending a modern touch to the front end is an inset LED headlight that’s not just a cosmetic afterthought, but is actually integrated into the fairing/trim panel. The turn signals are updated Kellermann indicators. Cockpit features a combination of original BMW and Kingston custom components. (Ben Ott/BMW Motorrad/)It’s the second BMW R 18 custom in what the company calls the SoulFuel collaboration series, with the first being Blechmann’s R 18 conversion. But this isn’t Oehlerking’s first rodeo with Motorrad either—he’s got more than a dozen BMW custom machines under his belt, including the Black Phantom and its sibling bike, the White Phantom. You can see the lineage of his style and influences in those earlier builds, but with Spirit of Passion, it feels like Oehlerking may just be starting a whole new chapter. The nicely proportioned solo saddle comes straight out of BMW’s accessory catalog. (Ben Ott/BMW Motorrad/) Of the design process, racer, designer, and craftsman Dirk Oehlerking said, “It’s a lot of work, but it’s not work at all.” (Ben Ott/BMW Motorrad /) RELATED: BMW Introduces R 18 Classic A stylish handmade fin extends from the rear wheel to contrast with the vast expanse of bodywork up front. A small taillight is tucked within. (BEN OTT/) This handmade cover completely envelops the rear wheel; a hinge enables access to the wheel. (Ben Ott / BMW Motorrad/) Modern LED headlight inset into the fairing leads the way; Kellermann turn indicators replace the stock pieces. (Ben Ott/BMW Motorrad /) RELATED: A Timeline Of The 2021 BMW R 18 Launch Precisely positioned cutouts expose much of the original brake, drive shaft, and engine. In daylight, the swoopy profile looks even more massive. (Ben Ott/BMW Motorrad/) See the stylistic connection? One of Oehlerking’s earlier BMW builds, the R 75-based Black Phantom. (Ben Ott/Kingston Custom/)See the making and riding of the bike here. 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/)This week I discovered that an old 250 twin engine under a bench in my shop is from a YDS-1 Yamaha, made 60 years ago. Because I had just been installing cylinder studs in a later engine, I looked more closely at the older engine’s studs. They looked really fat to me, so I fetched the Vernier caliper. What a difference. The slender studs I’d been setting into a 1964-65 crankcase measured 7.15mm (0.281 inch), but those in the older YDS-1 engine were 7.95 (0.313 inch). Why? There is always a story behind such detail changes. Experience with other cylinder studs over the years makes me pretty sure that Yamaha adopted slender studs for later engines because it had suffered some breakages with the fatter ones. How can that be? You’d think the fatter studs should be stronger, but in fact the reverse is the case. When studs break, they nearly always do so at the root of the first thread. The nominal diameter of the root of an 8 X 1.25mm external thread is 6.445mm, so at that point there is a sudden reduction in cross section (by about 1/3) from the 7.95mm stud shank, down to the small thread root. In a highly stressed part like a cylinder stud, any sudden change of cross section concentrates stress there. The stress in the shank of the stud concentrates at the root of that first thread. There, the slightest lack of surface smoothness is easily transformed by cyclic stress into a crack. In 1970 studs broke on our Kawasaki H1R 500 triple roadrace engine. Although Kawasaki soon supplied H1R owners with improved replacement studs, I decided to try what I’d seen in mechanical engineering texts—to reduce the stress concentration by machining the shanks of the studs to a diameter slightly smaller than their thread root diameter—just over 6mm. To my delight, not one of those machined-down studs ever broke in service. Why not? Because, without the original stress concentration at the root of the first thread, the fatigue life of the stud became much longer. When the improved studs arrived from Kawasaki, they looked just like what I’d seen in the textbooks. Makers of other highly stressed parts have had to learn the same lesson: expect fatigue cracking wherever there are sudden changes of cross section, notches, sharp edges, or holes. This is why pistons and connecting-rods—subject to reversing stress thousands of times per minute—are given the smooth, graceful shapes they have. Motorcycle manufacturers are organizations of humans who, like ourselves, learn from experience. As Mr. Honda liked to say, we learn more from failure than from success. When we succeed, we go to the party with everyone else. When we fail, we stay up late trying to understand how to do better. Source

The 2021 KTM Duke 890 gets more power, more rider aids, and a slightly higher price tag. (KTM/)Q: When is a middleweight no longer a middleweight? A: Who cares? Just two years ago, KTM presented us with the successor to its 690 Duke, the 790 Duke, aka “The Scalpel,” a beast of a middleweight with a 414-pound curb weight, 95 rear-wheel horsepower on tap, and enough electronics to keep you (mostly) out of trouble. But wait. There was more. Perhaps sensing that we would all need a bit of cheering up in the near future, in March 2020 KTM dropped the news that the 790′s even sharper stablemate, the more powerful and up-spec 890 Duke R, would be making its way to US dealers that spring. And there was much rejoicing. Now, less than a year later, KTM is once again delivering a reason to smile, announcing the new 2021 890 Duke as the replacement for the outgoing 790. Positioned as a slightly more street-oriented (and more comfortable) scalpel than its 890 R sibling, the 890 Duke sports the 890 R’s 889cc parallel twin that KTM says is good for 10 more horsepower and almost 4 more pound-foot of torque than the 789cc mill that powered the 790 Duke, and it now shares the 890 R’s 6D lean angle sensor to complement its Cornering ABS (with Supermoto ABS mode), two-axis MTC (traction control), Sport, Street, and Rain ride modes, and optional MSR (controlled engine-braking). Other optional equipment includes a Track ride mode with nine-level adjustable MTC, launch control, and disabled wheelie control, and Quickshifter+ for clutchless up- and downshifting. A $10,999 MSRP is a $300 increase from the outgoing 790 Duke. (KTM/)The 300mm dual floating front discs benefit from what KTM describes as “improved” four-piston calipers, and though the 43mm WP Apex USD cartridge-style fork contains new, lighter springs and a new base valve for better high-speed damping, it is still not adjustable. The WP Apex rear shock remains adjustable for preload only. With its $10,999 base MSRP coming in at just $300 more than the outgoing 2020 790 Duke, however, the 2021 890 Duke still is enough to induce a Pavlovian response. Because let’s face it: Sometimes more is more. Source

2021 KTM 250 SX-F (KTM/)Ups Most-in-class peak horsepower Nimble and lightweight handling Well-tuned suspension settings Best-in-class brakes Downs Less low-end power than class-leading Yamaha YZ250F Wider-than-usual handlebar Verdict Raw horsepower and leading torque figures, a proven chassis, and improved suspension settings make the 250 SX-F a well-rounded racebike right out of the box. 2021 KTM 250 SX-F (Jeff Allen/)Overview As winner of Dirt Rider’s Best Motocross Shootout for two consecutive years (2019 and 2020), the KTM 250 SX-F was bound to stoke the fires of competition, and so it did. While the Yamaha YZ250F took first place for 2021′s shootout, the KTM still followed closely behind taking second. Its strong and fast engine, nimble handling, tunable suspension, light weight, and excellent brakes continue to serve this machine well. Its high-rpm powerband makes it a suitable ride for intermediate and pro-level riders. Updates for 2021 New inlay graphics, improved WP Xact air fork and WP Xact shock, along with the addition of new low-friction linkage bearing seals made by SKF are the updates seen for the 2021 model. 2021 KTM 250 SX-F (KTM/)Pricing and Variants The KTM 250 SX-F is available for an MSRP of $9,299, $1,000 more than the YZ250F and Kawasaki KX250, but $100 cheaper than the Husqvarna FC 250. Powertrain: Engine, Transmission, and Performance The KTM 250 SX-F is powered by the same liquid-cooled, DOHC, 250cc four-stroke engine as its counterpart, the Husqvarna FC 250. In measuring the machine’s rear wheel power figures for the five-bike comparison, the SX-F produced the highest horsepower figures and second highest torque numbers: 41.1 hp at 13,700 rpm and 19.1 pound-feet of torque at 9,100 rpm. While the engine doesn’t produce the strongest low-end power, it excels in seemingly endless top-end pull. Contributing to its low-end power performance and rpm recovery characteristics is the bike’s long gear ratios. Handling 2021 KTM 250 SX-F (Jeff Allen/)The SX-F’s proven chassis and light 232-pound weight make it easily maneuverable on the track. Stability at speed and corners, effortless cornering while standing, and narrow bodywork are notable praises we attributed to the model in the shootout. Brakes The braking system on the SX-F is top of the class. The Brembo brakes with 290mm and 220mm discs, front and rear, provide a ton of braking power that quickly brings the machine to a stop. Fuel Economy and Real-world MPG Mile-per-gallon figures are currently unavailable. 2021 KTM 250 SX-F (KTM/)Ergonomics: Comfort and Utility Although test riders would prefer to swap out the wider-than-usual Neken handlebars, this did contribute to a large and roomy cockpit. The bike received praise for its comfortable seat and excellent ODI lock-on grips. Electronics Traction control, launch control, and handlebar map selection are among the electronics featured on KTM’s four-stroke. Warranty and Maintenance Coverage The Austrian brand offers a 30-day limited warranty. Quality As a top performer in the past and present, the 2021 KTM 250 SX-F continues to be a high-quality four-stroke machine with a quality engine, chassis, and suspension package with a price to match. 2021 KTM 250 SX-F (Jeff Allen/)2021 KTM 250 SX-F Claimed Specifications MSRP: $9,299 Engine: 250cc, DOHC, liquid-cooled single-cylinder four-stroke Bore x Stroke: 78.0 x 52.3mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Keihin electronic fuel injection w/ 44mm throttle bodies Clutch: Wet, multiple disc, Brembo hydraulic actuation Engine Management/Ignition: Keihin EMS Frame: Central double-cradle chromoly steel Front Suspension: 48mm USD WP Xact AER fork, fully adjustable; 12.2 in. travel Rear Suspension: WP Xact shock, fully adjustable; 11.8 in. travel Front Brake: Brembo 2-piston caliper, 260mm disc Rear Brake: Brembo 1-piston caliper, 220mm disc Wheels, Front/Rear: Spoked wheels w/ Excel rims; 21 x 1.60 in.; 19 x 2.15 in. Tires, Front/Rear: 80/100-21 / 110/90-19 Rake/Trail: 26.1°/N/A Wheelbase: 58.5 in. Ground Clearance: 14.6 in. Seat Height: 37.4 in. Fuel Capacity: 1.9 gal. Wet Weight: 218 lb. (w/all fluids except fuel) Contact: ktm.com Cycle World Tested Specifications Seat Height: 37.2 in. Wet Weight: 232 lb. Rear-wheel Horsepower: 41.1 hp @ 13,700 rpm Rear-wheel Torque: 19.1 lb.-ft. @ 9,100 rpm Source

2021 Kawasaki KX250 (Kawasaki/)Ups Well-rounded performanceNow has electric startPraiseworthy chassisUpdates galoreDowns Drawbacks with preprogrammed settings of EFI mappingEngine character and power delivery leaves a bit to be desiredOverly stiff suspension with little comfortVerdict For 2021, the Kawasaki KX250 is one of the most improved models. These updates make it an even more competitive four-stroke for intermediate to pro-level riders. 2021 Kawasaki KX250 (Jeff Allen/)Overview The Kawasaki KX250 is a four-stroke motocross bike that takes after its bigger stablemate, the KX450, in chassis, EFI mapping system, hydraulic clutch, and front brake setup for 2021. The smaller KX also sees a multitude of other improvements, making it one of the most revamped models this year. As a well-rounded machine in stock form, the 2021 Kawasaki KX250 offers a nice mix of trickled-down improvements and a higher revving four-stroke 250cc engine. This model ranked fourth among the other 250 four-strokes in Dirt Rider’s 2021 250 Four-Stroke Motocross Bike Comparison Test where it was praised for its neutral-handling chassis, great ergos, competitive top-end power, and smooth clutch pull. 2021 Kawasaki KX250 (Jeff Allen/)Updates for 2021 The Kawasaki KX250 sees major updates for 2021, namely an electric start, the latest-gen aluminum frame, new brakes, new bodywork, as well as updates to the engine internals such as the cylinder head, camshafts, valve springs, piston, cylinder, crankshaft, and connecting rod. Peak rpm has also been increased to 14,500. The hydraulic clutch is a welcome change and the clutch assembly is also new, Kawasaki replaced the previous coil-spring system with the cone-disc spring. Pricing and Variants The 2021 Kawasaki retails for $8,299 and is available in Lime Green. Powertrain: Engine, Transmission, and Performance The KX250 is powered by the 249cc, four-stroke, DOHC liquid-cooled engine. This dirt bike recorded 39.60 hp at 13,220 rpm and 18.38 pound-feet at 9,440 rpm on our rear-wheel in-house dyno. The engine’s internal components have seen quite a few updates, but characteristics are very similar to what was seen in 2020. Now it has a little more over-rev because of the increased rev limit, and power delivery is better if you keep the revs up. The Dirt Rider 250 four-stroke comparison test did find that the engine characteristics and power delivery did still leave a bit to be desired though. Second gear will be used in most corners. Third is not needed until corner exits and is overall very useful. Fourth only needs to be used on faster straightaways, we reported in our First Ride Review. Further, shifting under load was reasonably easy with only a small amount of clutch lever input needed thanks to the new hydraulic clutch. 2021 Kawasaki KX250 (Jeff Allen/)Handling The 2021 Kawasaki KX250 is one of the best-handling 250F motocrossers on the market, being praised for its balance of cornering ability and straight-line stability. At 238 pounds fully fueled, it is the heaviest bike in its class, but feels nimble on the racetrack. A gripe? Showroom suspension settings are on the stiff end of the spectrum, especially for those who are lightweight or novice level in ability. Brakes The brakes are updated with the front brake setup being carried over from the KX450 and the rear brake rotor decreasing by 10mm to 240mm. Overall, our rider liked the brakes, especially the thinner front brake lever and its easy modulation. 2021 Kawasaki KX250 (Jeff Allen/)Fuel Economy and Real-world MPG Claimed or measured currently not available. Ergonomics: Comfort and Utility The KX250 is known to have a well-laid-out, neutral rider triangle that is adjustable via Kawasaki’s Ergo-Fit system. The handlebars feature four-way adjustability, while the footpegs have two positions. The chassis is narrow between the legs and, combined with a flat seat, gives off a comfortable sit-on-the-bike feeling, Electronics Technology on this model includes the Kawasaki Launch Control Mode as well as the new electric starter. Power delivery can be tuned via EFI mapping couplers located near the steering stem, which is an inconvenience in relation to the handlebar-mounted, on-the-fly mapping adjustments available on some of the KX250′s competition. Warranty and Maintenance Coverage Warranty not available. Quality With the addition of electric start and other major improvements, the KX does have a lot more to offer than the last generation. One change we wish occurred was a handlebar-mounted engine map select button instead of EFI couplers. 2021 Kawasaki KX250 (Kawasaki/)2021 Kawasaki KX250 Claimed Specifications MSRP: $8,299 Engine: 249cc, DOHC, liquid-cooled, single-cylinder four-stroke Bore x Stroke: 78.0 x 52.2mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: DFI w/ 44mm Keihin throttle body and dual injectors Ignition: Digital CDI Frame: Aluminum perimeter Front Suspension: KYB 48mm coil-spring fork, compression and rebound damping adjustable; 12.4 in. travel Rear Suspension: KYB shock, spring preload, high-/low-speed compression, and rebound damping adjustable; 12.4 in. travel Front Brake: Nissin 2-piston caliper, 270mm disc Rear Brake: Nissin 1-piston caliper, 240mm disc Wheels, Front/Rear: Spoked; N/A Tires, Front/Rear: 80/100-21 / 100/90-19 Rake/Trail: 28.0°/4.6 in. Wheelbase: 58.5 in. Ground Clearance: 13.2 in. Seat Height: 37.4 in. Fuel Capacity: 1.6 gal. Wet Weight: 237 lb. Contact: kawasaki.com Cycle World Tested Specifications Seat Height: 37.0 in. Wet Weight: 238 lb. Rear-Wheel Horsepower: 39.60 hp @ 13,220 rpm Rear-Wheel Torque: 18.38 lb.-ft. @ 9,440 rpm Source

2021 Kawasaki KX450X (Kawasaki/)Ups New model in its classSpecific suspension setting ready for off-road competitionOff-road-ready and durable Dunlop Geomax AT81 tiresGreat priceDowns Motocross-size fuel tank limits ride length on a single fill-upGearing makes it difficult to set up for both tight trails and high-speed sectionsEFI couplers are becoming long in the toothVerdict A bike that shares so many similarities with Dirt Rider’s 2019, 2020, and 2021 450 Motocross Shootout winner and has minor tweaks for off-road racing is inevitably going to be a solid option. 2021 Kawasaki KX450X (Kawasaki/)Overview A new model to Kawasaki’s lineup for 2021, the KX450X is Team Green’s flagship cross-country motorcycle. Intended to slalom through the trees of GNCC and power across the more wide-open terrain of the WORCS series, the KX450X is designed to tackle just about anything you can throw at it in terms of off-road riding and has plenty of motocross prowess in its DNA as well. Updates for 2021 Being that 2021 is the first year the KX450X has appeared on the market, it is a new model, but it shares many of the same components as the KX450. Some of the differences between the KX450X and its motocross-focused counterpart are that it has softer spring rates and different valving in the Showa 49mm coil-spring fork and Showa shock, an 18-inch rear wheel, one-tooth-larger rear sprocket, and a kickstand. Pricing and Variants At $9,599, the Kawasaki KX450X is the least expensive 450 cross-country model on the market and as much as $1,200 under the pricier options like the KTM 450 XC-F and Husqvarna FX 450. 2021 Kawasaki KX450X (Kawasaki/)Powertrain: Engine, Transmission, and Performance A 449cc, DOHC, liquid-cooled engine is housed inside the KX450X’s aluminum perimeter frame. Although we haven’t run the KX450X on our dyno, the KX450 motocrosser, which shares an identical engine, churned out 52.4 hp at 9,600 rpm and 32.6 pound-feet of torque at 7,000 rpm. Dirt Rider test rider Allan Brown is a fan of the KX450X’s powerplant, stating it is “user-friendly and enjoyable to ride. It comes on nice with a reasonable amount of hit, has good midrange grunt, and runs out just long enough so that you don’t have to shift before the next corner.” 2021 Kawasaki KX450X (Kawasaki/)Handling The KX450X’s neutral-handling chassis is complemented by its peppy engine character, which makes the entire bike feel lively, while its softer suspension setting gives it a more planted feel than its motocross sibling. Brakes Although it has off-road-specific front brake pads, the KX450X’s braking feel and power is unsurprisingly similar to the KX450. The Nissin units on the green machine work well, but aren’t as powerful as the Brembo components on the KTM and Husqvarna or as progressive as the Nissin brakes on the Yamaha. Fuel Economy and Real-world MPG Claimed or measured mpg information is not available, but we can say that if you want to go on a considerable trail ride (30 miles or longer), you’ll either want to carry gas or purchase a larger-capacity aftermarket fuel tank from a company like IMS Products because the KX450X’s 1.6-gallon unit is the same one that comes on the motocross model and is in no way sufficient for lengthier rides. 2021 Kawasaki KX450X (Kawasaki/)Ergonomics: Comfort and Utility A slim radiator shroud area, narrow midsection, flat seat, and excellent rider triangle give the KX450X some of the best ergonomics of any bike on the market. Kawasaki’s flagship cross-country model also offers the most ergonomic adjustability in the class with its adjustable footpeg and handlebar position. Electronics Kawasaki is the only one of the Big Six manufacturers in the 450 cross-country dirt bike market not offering a handlebar-mounted electronics suite to adjust the EFI mapping. Instead, Team Green has three color-coded EFI couplers—black (mellow), green (standard), and white (aggressive). The couplers make a noticeable difference and can be tuned using the KX FI Calibration Controller, which is available for purchase as an accessory for $699.95. Warranty and Maintenance Coverage A warranty is not available for the 2021 Kawasaki KX450X. Quality The plastics on Kawasaki’s motocross and cross-country models look a bit more weathered after about 20 hours of use compared to other bikes in the class and the small bolts like those used for the plastics and number plates are a little flimsy by comparison to the competition as well. Aside from that, the fit and finish of the KX models is solid. Also, reliability on the models has improved this year with Kawasaki’s new coned disc-spring clutch, which increases the component’s service life. 2021 Kawasaki KX450X (Kawasaki/)2021 Kawasaki KX450X Claimed Specifications MSRP: $9,599 Engine: 449cc, DOHC, liquid-cooled single-cylinder; 4 valves Bore x Stroke: 96.0 x 62.1mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Electronic fuel injection w/ 44mm throttle body Clutch: Wet, multiplate, hydraulic actuation Engine Management/Ignition: Digital DC-CDI Frame: Aluminum perimeter Front Suspension: 49mm Showa coil-spring USD fork, fully adjustable; 12.0 in. travel Rear Suspension: Showa shock, fully adjustable; 12.1 in. travel Front Brake: 2-piston caliper, 270mm disc Rear Brake: 1-piston caliper, 240mm disc Wheels, Front/Rear: Spoked wheels w/ aluminum rims Tires, Front/Rear: Dunlop Geomax AT81; 80/100-21 / 120/80-19 Rake/Trail: 27.6 ̊/4.8 in. Wheelbase: 58.5 in. Ground Clearance: 13.2 in. Seat Height: 37.4 in. Fuel Capacity: 1.6 gal. Wet Weight: 246 lb. Contact: kawasaki.com Source

A counterbalancer is used to lessen a single’s primary shaking force that moves along the cylinder centerline. (KTM/)We can analyze a lot of engine vibration situations by a simple method: adding up the forces that act at four positions of the crankshaft: top dead center (TDC), 90 degrees after top dead center (ATDC), bottom dead center (BDC), and 270 degrees ATDC. A single-cylinder piston internal-combustion engine vibrates because the startings and stoppings of its piston generate inertial shaking forces. As the crankshaft yanks the rising piston to a stop at TDC, the whole engine is, to a degree, pulled upward along with it. Ninety degrees later, with the piston mainly coasting in mid-stroke, there is very little piston-generated inertia force. Then, as the crank decelerates the piston to BDC 90 degrees after that, the force required to stop and reverse the piston’s motion drags the whole engine downward. And halfway up its stroke, 90 degrees later, the piston is again mostly coasting and generating little up or down force. This shows us that a simple single-cylinder engine’s piston generates a primary shaking force, meaning one in step with crank rotation, acting along the cylinder center line. There is essentially no forward-and-back force at 90 degrees to the cylinder axis because when the piston is in these positions it is mostly coasting. Engineers thought they could do better by attaching counterweights to the crankshaft at 180 degrees to the location of the crankpin. Sure enough, when they added enough counterweight to cancel 25 percent of the engine’s reciprocating weight—namely the piston, rings, wrist pin, and the small end of the connecting rod—the engine felt a bit smoother. Now, as the piston stopped and reversed at TDC, the upward yank on the engine was reduced by 25 percent. Better yet, peak loading on the crankshaft’s main bearings was also reduced by 25 percent. This wasn’t all gravy though. When the crank turned 90 degrees more, as before the piston, mostly coasting now, generated close to zero up-or-down force. But as the piston moved from TDC to 90 degrees ATDC, that 25 percent counterweight we added was now pulling the engine to the rear, one-quarter as hard as did the unbalanced piston at TDC or BDC. This is something new. Continuing around the circle, the piston decelerates and reverses direction at BDC. There, because of the 25 percent balance weight, which is now trying to lift the engine, the downward force on the engine is only 75 percent as great as with no counterweight at all. Less vertical shaking force is good, and so is less peak force on main bearings. Now as the crank turns another 90 degrees, putting the piston into coasting mode in mid-stroke, there is close to zero piston shaking force. But there is that 25 percent counterweight, directly opposite the crankpin, trying to yank the engine forward. OK, to review: We’ve reduced the up-and-down shaking force by 25 percent, and we’ve reduced peak forces on crank main bearings by 25 percent. Those are good gains, worth pursuing further. We don’t have to consider the rotating parts, such as the big end of the connecting rod, its bearing, and the crankpin. Because these parts only rotate, we can balance them with counterweights placed opposite to them on the crank. In this discussion we’ll assume this has been done, so we don’t have to consider rotating imbalance. If a little bit of counterweight is good, how about increasing our crank counterweight to 50 percent of the reciprocating mass? Let’s check the four stations: TDC, 90 degrees ATDC, BDC, and 270 degrees ATDC (and return to TDC). Now we find similar but larger effects. The vertical yankings of the piston as it starts and stops at TDC and BDC are reduced by 50 percent and so is peak crank main bearing load. Excellent. But now, because we’ve doubled our counterweight mass, we’ve caused our engine to be yanked forward and back by that heavier counterweight twice as hard as before at the 90- and 270-degree positions. And if we think through the four crank positions, we find that now the counterweight is yanking the engine forward and back just as hard as the piston is yanking the engine up and down. If we draw a diagram of these forces, we find that as the crankshaft rotates one way, the arrow representing the shaking force is half as long as it was before we added any counterweight, and that this arrow is rotating opposite to the crankshaft. RELATED: Motorcycle Vibrations and Natural Frequencies Here’s why. At TDC, the piston’s upward yank is being reduced 50 percent by the downward yank of the counterweight. At 90 ATDC, the piston is in mid-stroke, mostly coasting, and so it produces near-zero shaking force. But the 50 percent counterweight, being located at 180 degrees from the crankpin, is now yanking the engine to the rear with its 50 percent. The imbalance force has not changed; it’s still 50 percent of the original unbalanced force, but it has now rotated to the rear, where it’s yanking the engine rearward. We continue to BDC, where the piston’s inertia is driving the engine downward at 100 percent, but half of that force is now canceled by the counterweight, which is now yanking upward one-half as hard. As a result, the net downward force on the engine remains 50 percent of the original unbalanced piston inertia force. Now we come to 270 degrees ATDC, which places the piston again at mid-stroke, coasting and generating no shaking force to speak of. But the pesky 50 percent counterweight is trying to pull the engine forward. Therefore the unbalanced force remains unchanged, at 50 percent of the unbalanced piston’s inertia force. In other words, by counterweighting at 50 percent of the engine’s reciprocating parts weight, we have changed the original up-and-down shaking force, that peaked at 100 percent at TDC and BDC, into a constant force one-half as large—which is rotating opposite to the crankshaft. At this point it doesn’t take a very clever engineer to say, “Hey, let’s gear another shaft to the crank so they rotate in opposite directions at identical speeds, and let’s put a counterweight on it which cancels this constant rotating imbalance force that we’ve created by counterweighting the crank at 50 percent.” This is exactly how counter-rotating primary balancers work. But what if we continue to add counterweight, beyond 50 percent? Again, we can map it all out, crank position by crank position. At TDC, the piston is trying to yank upward with 100 percent of its reciprocating weight, but at the same time, a 75 percent counterweight is yanking down, leaving a net 25 percent. The same will be true at BDC, but reversed in direction. This is good; vertical shaking force has now been reduced to 25 percent of what it was in the original non-counterweighted engine. But at 90 degrees and 270 degrees, we’ve created a monster. The piston is coasting in those two positions, generating little shaking force, but those bigger 75 percent counterweights are yanking the engine forward or back quite hard now. And peak force on crank main bearings is rising again; instead of the 50 percent we saw with 50 percent counterweighting, now we are back at 75 percent. The news is no better with a 100 percent counterweight; all it accomplishes is to move the shaking force from the up-and-down direction of the original unbalanced engine to a back-and-forth direction. And our peak main bearing force is back up at 100 percent, just as bad as in the unbalanced engine. This explains why so many engines are balanced at 50 percent of their reciprocating mass: because doing so cuts the main bearing peak inertia force in half and offers an opportunity to add a contrarotating balance shaft that can cancel essentially 100 percent of shaking force. I use words like “essentially” and “mostly” because there is a second source of inertial shaking force: the angling of the connecting rod, as its big end swings around in a circle on the crankpin. This angling generates a twice-per-revolution variation in piston height of roughly one-quarter the amplitude of the primary piston inertial shaking force. The name for this beast is secondary shaking force (called “secondary” because it occurs at twice crankshaft speed). Many of today’s inline four-cylinder engines with 180-degree (flat) crankshafts have secondary balance shafts which rotate at twice crankshaft speed to cancel this force. Using this same method of adding up forces from piston inertia and rotating counterweight, we can also see how a 90-degree V-twin (both con-rods sharing a common crankpin) can be given near-perfect primary balance by adding a counterweight that cancels 100 percent of one piston’s inertia force. Top dead center: The piston in the vertical cylinder is at TDC and the 100 percent counterweight is directly opposite it, yanking in the opposite direction, so the two forces add to zero. In the horizontal cylinder the piston is near mid-stroke, coasting, so it contributes little inertia force. There is no net primary shaking force. Ninety degrees ATDC: Now the piston in the vertical cylinder is at half-stroke, coasting, and generates little or no inertia force. The piston in the horizontal cylinder is at TDC, yanking forward, but the 100 percent counterweight, being at 180 degrees to the crankpin, is pulling in the opposite direction with the very same force and so cancels it. No net primary shaking force. Bottom dead center: The piston in the vertical cylinder is at BDC, pulling the engine downward as it slows and reverse direction, but the 100 percent counterweight is at 180 degrees to it, canceling its force. The piston in the horizontal cylinder is at mid-stroke, neither accelerating nor decelerating, and so generating near-zero inertia force. Result? No net primary shaking force. And at 270 degrees ATDC: This situation is the reverse of that at 90 degrees ATDC; the piston in the horizontal cylinder is now at BDC, and the 100 percent counterweight, being at 180 degrees to its force, cancels it. The piston in the vertical cylinder is at mid-stroke, where it generates little net force. Again, no net primary shaking force. This is why 90-degree V-twin engines, such as those made by Ducati and Moto Guzzi, are balanced in this way. Those of you who have experience with classic British parallel twins, such as Triumph, BSA, and Norton, know that such engines were typically balanced, not at 50 percent of reciprocating weight, but in a range of 65 to 85 percent. How does this fit into the above discussion? The answer is it doesn’t. What happens with such engines is that up-and-down shaking force is felt more acutely by rider and passenger than forward-and-back shaking. As the balance factor is raised, vertical shaking grows smaller and fore-and-aft shaking grows larger. It was typical in developing such engines to balance a set of several cranks at different balance factors (in percentage) and to then road test to find out which was least unpleasant to ride. Source

Kevin Cameron (Robert Martin/)As we picked up the economic pieces after 2008, we saw motorcycle sales plummet just as boat and watercraft sales had sunk in 1997. People weren’t committing to any big purchases, either because they didn’t have the money or were too nervous over what might happen next. We all wondered what would be next for motorcycling. There was no shortage of theories: the ADV, the mythic Urban Transportation Module with its sacred lockable storage, lightweight 300s as the new entry level. There were some sales, but none of it took fire. When I was a partner in a bike shop it was the 16-to-25s who bought motorcycles with money they’d been saving since their first supermarket bag-boy job. Then in the 1980s, thirtysomethings sought success, BMWs, and sharp fashion. Motorcycle buying became the province of born-again motorcyclists, people who had ridden years before but had given it up for family and professional image. Older now, they realized motorcycles were still important to them. And they could afford nicer things. This was the time of the “CEO Harley rider,” and the Sunday supplements offered countless stories of how motorcycling had matured in the hands of corner-office executives. One I knew flew to Sturgis and had his bike driven there in a van by others. The day he rode without a shirt was liberation for him. The late 1980s brought the sportbike, an evolution of the dinosaur literbikes of the late ’70s, offering performance beyond that of any $100,000 sports car. Custom roadrace style, condescendingly called “cafe” (short for “cafe racer”) through the 1970s, finally caught the market and flourished for an amazing 15 years. 2008 killed the sportbike—with so few today being built, race sanctioning bodies are scratching for new ways to go racing, such as King of the Baggers. What next? Tour-bike racing, complete with a passenger? These waves of change have left us with a lot of motorcyclists who lack either disposable cash or confidence in the economy in general. Yet the manufacturers, in their understandable efforts to get the two-wheeled market going again, have ignored that population of actual motorcyclists in favor of imaginary new groups of persons with new requirements. Imagine that national governments suddenly stopped buying ships, missiles, planes, tanks, and guns from the defense industry. Imagine further that the defense industry responded by shifting their marketing to housewives, stamp collectors, and fly-fishing organizations. When I attended the release of a major brand electric bike at $30,000 a pop, I was told the following: The future is electric, so we must accept that.<br/> America has become an urban nation.<br/> Electric bikes appeal to a class of educated persons who are concerned for the environment.<br/> Therefore we must seek future sales to urban buyers with up-scale jobs and a taste for quality and style.<br/> Each of the four points seems OK by itself, but taken together they amount to “Let’s ignore the whole class that actually buys and rides motorcycles, and shift our marketing to an entirely different part of society, one that has never shown much interest in motorcycles of any kind.” I was speechless. My mouth opened, but for a long time, no words came out. Replacing your entire customer base can’t work. A stamp collector does not set aside his/her magnifying glass and place an order for automatic rifles. The only thing that can work is to offer a range of products that your established customer base does in fact find attractive and can afford. Something similar had happened when maxi-scooters and lockable storage were hailed as the New Focus: “Let’s forget the motorcyclists whom we know to actually exist, who have spent real money for years to ride motorcycles, and instead let’s try to believe in millions of New Urban Buyers who may not even exist at all.” Another viewpoint was that motorcycling had to start over, with a new Origin Myth that sounded a lot like Grey Advertising’s 1962 masterpiece. “You meet the nicest people…” Millions in that long-ago prosperous America could afford a harmless and cute $265 step-through. So let’s start over with these toned-down 300s. That didn’t carry the freight either. Who’s old enough to remember the Studebaker Scotsman? Where other cars had chrome, the Scotsman had paint. Painted hubcaps! This car sent an undignified message: America is booming, but I’m driving this pile with cardboard door liners because it’s all I can afford. RELATED: Yamaha’s 689cc CP2 Parallel Twin—One Engine, Many Roles Right now it looks to me as if the happening class of bike is the middleweight parallel twin. Most manufacturers have one on offer, suggesting they’re getting nibbles and even netting a few. Parallel twins are powerful enough to be ridden two-up and fast enough to scare most of us, yet their parts counts and prices are down where we can think about walking into a dealer, signature outstretched. They are full-size proper motorcycles that we’d like to ride, but they aren’t 20 grand. Think about a parallel twin: half as many pistons, rods, bearings, valves, spark plugs, and coils. Half the number of cams and cam drives as in a V-twin. Parallel twins with 270-degree crankpin spacing sound just like vee motors, if that’s what sings your anthem. Looks to me like there is a good reason for middleweight twins to exist, and in such numbers: They can appeal to the large number of real, licensed motorcyclists who actually exist. Source

The Kawasaki Versys-X 300 offers beginner and more experienced riders an attainable adventure. (Jeff Allen/)Motorcyclists are inherently adventurous. We seek thrills outside of the norm. The adventure-ready 2020 Kawasaki Versys-X 300 brings that excitement with its peppy power, stable handling, and upright ergonomics for a wallet-friendly price. As one of the smallest-displacement adventure-touring motorcycles on the market, the little Versys-X will be approachable for beginners, but the fun factor from its capability in the twisties and off-road potential appeals to riders of all skill levels. One of the key features that make the Versys-X 300 so approachable is the Ninja-derived liquid-cooled two-cylinder 296cc engine. Its linear, mild-mannered power, makes the bike easy to handle and control, particularly in low-traction and tricky off-road situations. Gearing is quite short, which is great when negotiating challenging trails. But on the road it takes a rapid run through first, second, and third gear to keep up with faster-paced traffic when leaving stops. This shifting exercise is made easier with an extremely light clutch pull thanks to the assist and slipper clutch. The engine has enough pep to help the Versys-X keep up with the brisker pace of the freeway, but its short gearing causes the engine to run in a higher rpm range that introduces mild vibration. This is felt through the handlebars, with some buzz coming through the pegs, numbing the feet after longer stints. “While overall a smooth-running platform, the short final-drive gearing creates a tiresome vibration at highway speed, where it spins at 9,000 rpm at 70 mph with little power left in reserve to pass traffic,” Road Test Editor Michael Gilbert said. The mild-mannered engine delivers 32.3 peak horsepower at 11,370 rpm. (Jeff Allen/)Testing the Versys-X 300 on our in-house rear-wheel dyno resulted in 32.3 hp at 11,370 rpm and 16.7 pound-feet of torque at 8,600 rpm. These are pretty impressive numbers given the displacement, and the torque curve is broad and smooth. But, like my predecessors, I wish that the Versys-X 300 could creep up in displacement to the Ninja or Z400′s engine and receive the 12 extra ponies and 9 additional pound-feet of torque that we measured in the 2019 Z400′s 399cc engine. An engine swap isn’t as easy as pluck and plop, however, because of chassis differences between models. That begs the question: What about a chassis redesign too? The Versys-X has enough cornering clearance for tight twists and turns at a good pace. (Jeff Allen/)Overall initial impressions of the Versys-X tend toward capable commuter, thanks to its peppy-but-tractable engine and commanding, upright riding position. But is it a twisty tackler? Why, yes. The Versys’ firmness at both the 41mm telescopic fork and Uni-Trak swingarm communicate well in corners. Nimbleness and low-slung weight allow for confident tip-ins and quick side-to-side transitions. Despite a light feel while in motion, the Versys-X has a measured 410-pound dry weight that’s on the heavy side for the class (and its displacement) compared to the 431-pound Honda CB500X and 387-pound KTM 390 Adventure. The 7.1-inch ground clearance aids in scrape-free cornering even in tighter off-camber turns, and invites more adventure—provided dirt-appropriate tires are mounted on the 19- and 17-inch wheels. The stock, street-biased IRC Trail Winner GP-210 rubber provides good grip and sure-footed handling even on rough and bumpy roads. The nonadjustable fork provides 5.1 inches of travel and the preload-adjustable shock offers 5.8 inches, and both ends are compliant enough to tackle uneven surfaces without stress. The small Versys could stand better feel at the brake lever. (Jeff Allen/)If there’s anything that lets down overall performance, it’s the lack of brake power and feel. The two-piston calipers hugging the front 290mm and rear 220mm discs simply don’t provide good power, even with above average lever/pedal effort, and therefore our non-ABS testbike (it’s a $300 option) required a little extra tarmac to come to a complete stop. Brakes were also found lacking in our 2017 review. Stand or sit, the Versys-X 300 is comfortable either way. (Jeff Allen/)In regard to ergonomics, the Versys-X’s do not tilt a 6-foot-tall rider like me too far over the tank. Reach to the bars is neutral and peg position provides a comfortable bend at the knee for an easy hop up into standing position. The windshield deflects the wind away from the chest and up toward the neck with minimal helmet buffeting. Were adjustability available, it might have diminished it altogether. The windshield works well deflecting wind from the rider. (Jeff Allen/)Seat height is a reasonable 32.3 inches, 1.4 inches lower than the comparable KTM 390 Adventure and 0.3 inch lower than the Honda CB500X I previously tested. The Versys-X’s seat is on the firmer side, but provides comfortable lower back support with the front edge of the passenger pillion. Nothing overly complicated about this gauge. The accessory LED auxiliary light set ($409.95) can be powered on with a simple click of the button on the right. (Jeff Allen/)An easy-to-read LCD gauge sits behind the windshield, providing plenty of useful info (speedo, tach, average mpg, range, current mpg, odometer, and two tripmeters). Minor criticisms are that the toggle buttons are difficult to press with a gloved finger, and the tiny turn signal indicators are difficult to see. The Versys-X 300 is amiable in both character and price. (Jeff Allen /)Kawasaki struck a nice balance with this attractively priced small-displacement ADV. Most of the Versys-X 300′s nearest competition are priced above $6,000 (with the exception of the $5,795 BMW G 310 GS), but the Kawi’s $5,499 base MSRP is reasonable considering its approachable and peppy engine, sure-footed handling, and comfortable riding position. After all, attainability and rideability can be attractive to riders of all skill levels. A Couple of Notes About Our Accessorized Unit With its low MSRP, the Versys-X 300 leaves room in the budget for accessories. Our test unit was equipped with just over $1,000 worth of extra equipment from the Kawasaki catalog. The auxiliary light set ($409.95) helps increase visibility and augments the exploratory character of the bike; its power button is easily activated to boot. A relay kit ($19.95) is needed for the light set, the DC outlet (also equipped, $89.95), and any other electrical accessories. The auxiliary lights add value. (Jeff Allen/)The hand guard set ($115.95) deflects wind and protects against dust and small rocks, but in terms of stronger protection, a support bar from the grips to the guards would be preferred. Rugged in looks, but cheap in material. (Jeff Allen/)The 17-liter hard bag set ($439.95) looks rugged, but its polypropylene plastic is flimsy and its structural integrity makes us concerned it would be compromised if the bike went down. A look at the aftermarket to compare other options is worthwhile. Other notable accessories include the engine guard ($225.95) and centerstand ($299.95). With a low MSRP, the Versys invites riders to look into OEM or aftermarket catalogs. (Jeff Allen/)2020 Kawasaki Versys-X 300 Specifications MSRP: $5,499 (non-ABS)/$5,799 (ABS) Engine: 296cc, DOHC, liquid-cooled two-cylinder Bore x Stroke: 62.0 x 49.0mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 32.3 hp @ 11,370 rpm Cycle World Measured Torque: 16.7 lb.-ft. @ 8,600 rpm Fuel Delivery: Fuel injection w/ 32mm throttle bodies Frame: Tubular, diamond frame Front Suspension: Telescopic fork; 5.1 in. travel Rear Suspension: Uni-Trak swingarm, spring preload adjustable; 5.8 in. travel Front Brake: 2-piston caliper, single 290mm disc Rear Brake: 2-piston caliper, 220mm disc Tires, Front/Rear: IRC Trail Winner GP-210; 100/90-19 / 130/80-17 Rake/Trail: 24.0º/4.3 in. Wheelbase: 57.1 in. Ground Clearance: 7.1 in. Cycle World Measured Seat Height: 32.3 in. Fuel Capacity: 4.5 gal. Cycle World Measured Wet Weight: 410 lb. (w/ bags) Contact: kawasaki.com Source

Royal Enfield has been India’s primary classic bike builder, but it’s seeing more competition in the segment of late. (Royal Enfield/)“The more things change, the more they stay the same” is an old chestnut that continues to have relevance in the world of motorcycle design, and in the case of India, especially so. In case you hadn’t noticed, India (and the South Asian market writ large) is gaga for retro rigs. For proof, you need look at just the last three years, when no fewer than seven trademark applications have been filed in support of resurrecting classic badges, and in some cases, leading to collaborations with existing brands. That includes familiar stalwarts like Royal Enfield and Triumph, but lately, classic Brit also-rans like BSA and Norton have entered the fray as well. Jawa Motorcycles is one of the classic brands recently resurrected in India and being built there by Indian giant Mahindra. (Jawa Motorcycles/)Of course, there are plenty of other two-wheeled styles to be had on the Indian subcontinent, even if you adjust for the overwhelming crush of sub-100cc motos dominating the landscape. For example, BMW has an agreement with India’s TVS Motor to build its G310 R (the first BMW not to be built in Europe) and G310 GS models there, while the KTM-Bajaj partnership has resulted in the 125, 200, 250, and 390 Duke models being manufactured in India (as well as the RC 390), with all enjoying great popularity in the local markets. Homegrown Hero MotoCorp and Bajaj Auto regularly swap positions as the top sellers in India, with most of their bikes being of the standard or naked variety. But they just don’t bring the same cachet and brand reverence as classic marques from early days, and the Indian thirst for retro-style bikes is clear whether you’re talking about Royal Enfield’s ubiquitous Bullet 350 or the more up-to-date, ’70s-influenced Honda H’ness CB350. The latest moves in the segment show an influx of British retro reboots; TVS bought the remains of Norton earlier this year, and Mahindra is signaling the debut of a new BSA model shortly. All that action is in addition to the new Triumph-Bajaj cruiser set to debut sometime in 2022. There are others nipping at the edges too, including Czech-based Jawa, and of course Harley-Davidson retains a foot in the Indian subcontinent with dealers still selling its bikes. So why the classic-style popularity? There’s the fact that the once-thriving British bike industry had deep roots in its former colonies (like India, Malaysia, and Thailand) and its retro designs and motorcycling history have infiltrated much of the culture. It’s also pure economics: India is the world’s largest bike market (recently surpassing China), and it’s also home to some of its biggest manufacturers. Economic developments have also led to middle-class growth and an increase in both leisure time and disposable income for the population. There’s also the sense that retro-style bikes are easier to build and enter into the market for manufacturers, are usually better suited to rough Indian roads, and provide an affordable alternative for new riders. In India, the retro boom is also widely seen as a response to the rapid growth of Royal Enfield, which has seen remarkable sales increases in the last few years. Currently Active Brands The new 650 twins are best sellers for Enfield both locally and in foreign markets. (Royal Enfield/)Royal Enfield One of the world’s oldest bike brands has been building machines in India since 1925 and, since its acquisition by India’s Eicher Group some 25 years ago, is close to being Indian bike royalty—even if its actual overall sales are well below those of market leaders Hero and Bajaj. It also means British-bred Royal Enfield has deep pockets and more R&D resources; the brand has scored major successes with its newest in-house designs. The modern Interceptor 650 twin, for example, is the best-selling middleweight motorcycle in the UK in 2020, and is selling briskly in the US as well. The brand’s smaller-displacement 350cc models are huge sellers in the home country. The KX V-twin concept Enfield showed last year had everyone wondering if the company was dipping a toe into the heavyweight segment. (Haniman/Royal Enfield/)Even though it only plays in the middleweight segment (250–750cc class), Enfield’s regional sales have grown 88 percent in the last year, and it’s looking to expand across Asia even more, with recently announced plans to open a new factory in Thailand. “It’s a long game we are playing in the international market,” Siddhartha Lal, managing director and CEO at Eicher Motors Ltd., said recently. Enfield recently launched the Meteor, an all-new model sporting a fresh engine and chassis. (Royal Enfield/)The brand also just launched the 350cc Meteor model in India (and it’s coming to America), but there’s been some speculation that RE might enter the more premium heavyweight segment as well, fueled by the cherry KX concept shown back in 2018. RE’s Lal has even said that all the hype around Harley when it first entered India gave cruiser biking new appeal; riders would come check out new Harleys but ended up buying more affordable Enfields. The KX might be the heavyweight they’re looking for. Both the Street Twin and the T120 models are big sellers for Triumph in India. Could a baby Bonnie be next? (Triumph Motorcycles/)Triumph Motorcycles Triumph Motorcycles and Bajaj Auto formally announced their partnership only last year, but by all accounts are still on track to release the joint venture’s first new model, a cruiser, in 2022, even with supply-chain issues due to COVID-19. Overall, the two companies will be jointly developing a stable of midsize motorcycles to be manufactured in India, ranging in size from 200cc to 750cc, to serve emerging markets. There are no official details on the individual products as yet, but some have speculated that a mini single-cylinder Bonneville with a sub-300cc displacement would make for a solid competitor to the new-generation Royal Enfields. That would make sense, seeing as how the Street Twin is currently Triumph’s best-selling model in India. Honda’s ultra-classic CB350 was released in India just a few months back and is already a big hit for the Japanese manufacturer. (Honda Scooter and Motorcycle India/)Honda Motorcycle & Scooter India Big Red’s got the street cred, so why not join the fray? Honda officially launched its own classically styled bike with the recently unveiled H’ness CB350, which comes in DLX and DLX Pro trims. The model is seen as Japan’s direct response to Royal Enfield’s Classic 350 and follows in the footsteps of Honda’s CB1100 EX and CB750, bearing the same CB silhouette, and even though it did get some tech updates, it still bears that unmistakably retro design. Of course, Honda’s no stranger to the Indian market either, though most of its current catalog in the country consists of scooters and small-displacement commuter bikes. Is the Benelli Imperiale 400 a Chinese or Italian bike? Yes. (QJ/Benelli/)Benelli Motorcycles India The 120-year-old original Italian manufacturer of motos and small arms is now fully owned by China’s Qianjiang Group, though some of its models are still partially designed in Italy at the Benelli QJ HQ. The Benelli bikes themselves, however, have been manufactured since 2005 at Qianjiang’s factory in Wenling, China. In India, its retro-fied, Brit-flavored Imperiale 400 model was launched last year to compete in the popular and increasingly crowded 350cc segment. The 374cc model will be joined by the scrambler-y Leoncino Trail 250 and 500 models this year to give the brand even more options in the retro category. After initial production gaffes early on, Jawa came roaring out of the gate in 2020. Here’s the new Perak bobber. (Jawa Motorcycle Company/)Jawa Motorcycles Classic Legends (part of the Mahindra Group) bought and revived the Jawa bike brand back in 2016 in a bid to tap into India’s booming retrobike market. The Czech-born marque has enjoyed a devoted, almost cultlike following in India since the 1960s, but Classic Legends released a range of new retro-influenced designs in 2018 based on its existing Mojo platform, followed closely by the bigger Perak bobber model, though the roll-out was plagued by production issues and delays early on. Toward the end of 2020, Jawa issued a statement saying it had sorted out the problems, and announced sales of more than 50,000 units in the Indian market in “12 months of full operations,” which is both impressive but also a bit misleading. Jawa currently has three bikes in its portfolio—the Jawa, Jawa Forty Two, and Perak—all of them competing in the small to middleweight classic segment; the Perak bobber packs a liquid-cooled 334cc single, six speeds, and ABS as standard. Jawa has said it’s started exporting bikes to Nepal and Europe. Harley has ceased manufacturing operations, but the MoCo may still debut a small-capacity cruiser in India this year. (Harley-Davidson/)Harley-Davidson Harley’s story is more complicated. As we know, The Motor Company struggled to gain relevance in the Indian market, and it didn’t help that import taxes made the price of a new Harley unattainable for much of the population. Last year H-D shut down production in India after 10 years of dismal sales, but in November, as part of its ReWire strategy, Harley signed a new distribution and licensing agreement with India’s largest bike builder, Hero MotoCorp. A joint release says the latter firm will be responsible for sales and service support for Harley-Davidson motorcycles via existing outlets in India, with the Indian partner also selling Harley’s components, accessories, gear, and general merchandise via Harley dealers and Hero’s existing dealership network. The licensing agreement meanwhile (if it’s still in effect) will have Hero develop and sell a range of “premium” Harley-branded bikes, presumably like the arrangement TVS Motor Company has with BMW Motorrad and its G 310 R and G 310 GS models. Other sources have suggested there probably won’t be any clean-sheet product development, as Harley’s already partnered up with Chinese bikemaker Qianjiang to build small-capacity motorcycles for global markets, with the first offering purported to be a somewhat retro-ish 350cc cruiser that would put it on competitive footing with Enfield in India—if it ever shows up. In short, there continue to be a lot of moving parts with The Motor Company, which hopefully will be clarified during its 2021 model launch on January 19. Harley’s current big seller in India is the Street 750. (Harley-Davidson/)The smallest and most affordable Harley-Davidson currently available in India is the Indian-built Harley-Davidson Street 750. Forthcoming Resurrections All signs point to a new gasoline-powered BSA model coming out of England sometime in the next few months. (Mecum Auctions/)BSA India automotive manufacturer Mahindra & Mahindra acquired the BSA brand back in 2016 with the intent of moving into the premium motorcycle market, but four years later, we’re still waiting to see results. The Indian giant owns 60 percent of the Classic Legends label, which will be behind the revival of the century-old bike maker, with the latest report mentioning plans for a technical and design center as well as a factory in England, with bikes also being assembled in the UK. Post-Brexit, Classic has understandably adopted a wait-and-see approach for the long term, though the first new internal-combustion BSA is still due to debut sometime in 2021, with an electric-battery bike to follow at the end of the year. (Mahindra also said it had been focusing on clearing the Jawa backlog first before turning to BSA.) When the lines start rolling, BSA plans to export the majority of the bikes to the US, Australia, and Japan, after which it will supposedly make its way to the Indian market. Given all the cachet of the Gold Star name, might we see a retread of that classic model? Seems likely. Norton Commandos are said to be the first models to come off the restarted production line this year. (Norton Motorcycles/)Norton India’s TVS Motor bought another classic UK motorbike company, Norton, out of administration last April. India’s third-largest motorcycle maker purchased the iconic 122-year-old British brand as part of a distress sale through one of its subsidiaries, and according to TVS’s joint managing director Sudarshan Venu, the firm would offer “full support for Norton to regain its full glory.” RELATED: Norton Motorcycles Bought By TVS Motor TVS is probably counting on Norton’s expertise in the cruiser segment to give it some ammo in a battle with Royal Enfield, though the new bikes are being built in England and it’s not clear whether models will also be specced for India; the current portfolio boasts larger-displacement bikes which will open up new markets for the Chennai-based manufacturer, though not necessarily back home. TVS has recently restarted the production lines with the first new bikes built at the UK facility to be the popular Commando models, according to the company’s interim CEO John Russell. That will be followed by outstanding V-4 models, and then the 650cc Atlas models. In short, TVS may eventually bring Norton to India, but some house cleaning is in order first. Excelsior-Henderson naming rights were recently bought by India’s Bajaj group, but we’re not sure if that means a new model is being developed. (Cycle World Archives/)Excelsior-Henderson The latest classic brand acquisition is Bajaj’s application for trademark rights to the Excelsior-Henderson name and logo for use on motorcycles, parts, and clothing. It’s said that Bajaj bought the brand name from Daniel Hanlon, who was one of the chief drivers behind the 1990s revival of the American brand that came so close to success. Bajaj’s interest in Excelsior is likely a reaction to nearly all of its domestic rival manufacturers buying and launching all those dormant iconic motorcycle brands or the rights to their names of late, but whether or not we’ll see an actual ‘new’ Excelsior production bike is an open question. Indian Motorcycle Yes, Indian has a presence in India. Still, the company’s smallest offering in that country is the 1,133cc Scout, and while its core V-twin products are fairly successful in the market, a smaller model would likely increase its sales volume in the region dramatically. We can only speculate about what a 500cc Scout thumper might look like. Source