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Hugh Janus

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  1. The 2021 Gold Wing Tour now has a bigger trunk that Honda says will easily fit two full-face lids. (American Honda Motor Co./)Resolutions for the new year? If you’re Honda, it’s to make your first new model announcement for 2021 all about comfort. Perhaps as an antidote to what’s definitely been an uncomfortable year for most, Big Red has chosen to give the 2021 Gold Wing upgrades in the areas of plushness and convenience, which can only enhance its status in the long-distance touring segment. Among the improvements are redesigned passenger accommodations and upgraded audio as well as a capacity increase for the Tour version’s trunk, which now can swallow two full-face helmets. RELATED: 2020 Honda Gold Wing Tour DCT Test Review If you want it in black, you’ll have to step down to the airbag-less Gold Wing Tour DCT model. (American Honda Motor Co./)The main change addresses previous requests to boost the Wing’s storage capacity, specifically on the up-spec full-dress bikes. That means the Tour model’s top storage compartment expands by 11 liters, giving it a total of 61 liters of capacity which should be plenty for two helmets; previous designs could accommodate certain helmets if they were arranged just so, and getting two to fit was often a stretch. (It’s a welcome update but we have to wonder why it took so long.) The Tour models also sport a redesigned backrest for the passenger seat, which gets a more relaxed angle, better padding, and a taller profile. In fact, the saddle area on all the Wings dial up the swank a touch, with a premium suede-like cover appearing on the Tours, while the Gold Wing and Gold Wing Automatic DCT get colored seat piping for added contrast. And the aforementioned trunkless models get a few more subtle styling tweaks to boot, with solid red taillights and new paint choices. The two trunkless Gold Wings—the Gold Wing and Gold Wing DCT—feature a new gray colorway for 2021. (American Honda Motor Co./)Covering long distances also usually means tapping into the onboard entertainment options at will, so Honda also upgraded the speakers to 45-watt units, giving them richer audio characteristics, and dialed in the automatic volume-adjustment level. An XM radio antenna is now standard, and all Gold Wings are now Android Auto compatible (from 2018-on) as well as offering Apple CarPlay integration. You can still choose between manual-transmission models or Gold Wings featuring Honda’s automatic DCT transmission, in either full-dress configuration or trunkless versions. The Gold Wing and Gold Wing DCT also gain orange accent stripes and all 2021 Wings are now Android Auto compatible. (American Honda Motor Co./)Seems like other prerequisites for new model year machines are a fresh palette and a bump in price, so Honda juggled around the colors for the new Wings and added some dollars to the final cost. The top-of-the-range Gold Wing Tour Air Bag DCT, for example, will retail for $32,600 in Candy Ardent Red, the color we saw on last year’s Tour model. Meanwhile the Gold Wing Tour DCT will list at $29,300 and the Gold Wing Tour has an MSRP of $28,300; either one can be had in Candy Ardent Red or Metallic Black. The trunkless Gold Wing DCT will sell for $25,100, while the base Gold Wing is priced at $23,900; both of those get a new color for 2021 which Honda calls Deep Pearl Gray. The entire Gold Wing range will be available in the US this February. Source
  2. Properly braking for a corner is the key to going quick while being safe. Check out the illuminated taillight as the rider trail-brakes into the corner. (Jeff Allen/)Welcome to 2021, the year of the brake light. Lighting the red light at the back of your bike is much more than a sign of braking; the more I ride, race, and coach, the higher braking expertise rises in my safety and speed priorities. Yes, speed. Braking expertise adds speed in terms of consistently faster lap times. Yes, safety. Braking expertise adds safety in terms of consistent midcorner bike placement and the ability to stop your bike efficiently anywhere, even midcorner if necessary. There’s even more, so tune in next week please. Consistent Speed…Everywhere! Speed on the street is a touchy subject so I refer to track lap times, but we all realize how fast some riders go on public roads. The leading killer of American riders is running wide in a curve, and those deaths are not caused by entering corners too slowly. There are speed limits and it’s illegal to ride above them, but no preaching here; let’s simply recognize that riders enjoy the feeling that a twisted throttle brings. I don’t care how fast you ride. My interest is in helping you control the speeds you choose. On the street or track, each curve has a maximum midcorner speed at the lean angle you choose. You’ve chosen this lean angle because: A) It’s raining. B) You’re brand new and scared to lean over further. C) Your pipe and/or undercarriage drags at this lean angle. D) You’re on a gravel road. E) Your tires are brand new. F) Your tires are completely worn out. G) You’re an A-group trackday rider at the edge of grip on hot slicks. Whatever the reason, you have a maximum lean angle. For example: At the lean angle you choose, your bike will negotiate a particular curve safely at any speed below 34 mph. At 35 mph your bike runs slightly wide. And 36 mph makes it worse, and in another one or two mph your bike is out of its lane, into oncoming traffic in a right-hand corner, or into guardrail, trees, off the cliff in a left. Stack another 15 mph on top of that and the bike hardly even turns before it exits the lane. It’s a massive crash and adds to the statistic quoted above. If you’ve realized how safe most racetracks are to experiment with entry speed, your slight miscalculation of one or two mph just puts you off the apex and waiting to accelerate as your bike finally gets direction. The 15 mph mistake puts you into the grass with a fighting chance of surviving unscathed. If you fall down, mandatory safety gear helps prevent injury and an ambulance can be at your side within 60 seconds, called by corner workers who are now waving yellow flags. The word racetrack could be Latin for “great place for riders to experiment”; there’s a world of trackday providers waiting to welcome you into the fold. Understand that the bike and tires do not know if you are running wide in a canyon or in the Corkscrew at Laguna Seca…and if you agree with that sentence, you must realize that the fix to the street or track problem is the same. Street and track safety are the same, with a difference in the application of body position and the nuances of traffic, because the bike works best with certain exact inputs on the way to work or on the way to the podium. 34 MPH at Your Lean Angle We are back to the aforementioned corner with a maximum speed of 34 mph. When we approach the corner at 40 mph, simply rolling off the throttle and allowing engine-braking to slow us gets us below the 34 mph number. We are safe, but not particularly consistent because engine-braking is not adjustable or repeatable. Next weekend, or the next lap, we approach the corner at 50 mph. We close the throttle earlier and snap off a downshift so the higher rpm of the lower gear slows us better. If we’ve done this in time, the bike slows to or below 34 mph. Safe this time, but for riders who want to ride with a sporting intent, we are going down the wrong path—a path that gets fatally treacherous in a great big hurry. I add “sporting intent” because many riders are happy to ride around a racetrack without constantly pushing, or go street riding at or below the speed limits. These riders are under-represented in the crash statistics, but I will speak to them next week because their riding world can be even safer. This week is all about attaining consistency at speed. It’s Not Speed. It’s a Lack of Control. At this point we have survived the 34 mph corner as we approached it at 50 mph, just by closing the throttle and grabbing a downshift. Engine-braking has gotten us to or below 34 mph. But we have done it out of control because engine-braking is not something we can adjust, which defines control. Every motorcycle has a maximum speed in which it can safely complete a corner due to many factors. Here a limited lean angle is a dominant factor. (Jeff Allen/)We need brakes. We need to realize that we closed the throttle because our brains said, “Slow down to make that corner.” As we approach the same corner the next weekend or the next lap with more speed, say 75 mph, rolling off the throttle and downshifting will not get us to or below 34 mph. We need to roll off the throttle to the brakes, then downshift to put our bike in the gear needed for the exit, and also to help slow us. I’ve written a lot about which brake, but the best riders prioritize the front brake over the rear brake because it better controls steering geometry, and our gloved fingers have more feel than our booted feet. In an instant of brake-lever squeeze, we have taken control of our corner-entry speed with a component that is adjustable and repeatedly gets us to exact speeds. Riders, this is the missing ingredient in the riding of so many YCRS students. They are trying to increase their speed with the hugely wrong decision of using less brakes. That is 100-percent incorrect. The faster we approach the corner, the more brakes we will need to get the bike consistently to the speed at which our lean angle allows us to stay on line. Sitting there, you are hearing the truth of that message, yet riders are dying by running wide in corners. Knee-jerk reaction is that they are riding too fast, but in truth, these riders are failing to control the speed their acceleration produced. In my job at Champ School I have watched slower riders run wide in corners even though they approached those corners 20 mph slower than my instructors. The instructors approached the corner faster and went to the brakes to control their speed and steering geometry, while the slower riders entered the corner with less mph but no control in place. No brakes. As they attempted to ride faster with that technique, they ran wider and wider, relying only on lean angle to make the corner. Is lean angle infinite? Are we all comfortable leaning over to 64 degrees like our GP heroes? No, and no. Drama results not from too much entry speed, but a lack of controlling that speed all the way to the corner’s slowest point (nowhere near the turn-in, by the way) with trail-braking, which we call Brake-Assisted Steering. Big speed on the street is insane due to the number of uncontrolled variables, but outright speed is not the issue in the vast majority of “running-wide” crashes. It’s a lack of control, a lack of braking and trail-braking. I’ll close Year of the Brake Light Part 1 with a long caption to this simple illustration of two corner-entry approaches. The speeds noted are street speeds, but the faster the speeds, the more this counts. Rider A believes in engine-braking and closes the throttle at 65 mph quite early and then downshifts. This rider is hoping the engine decelerates him/her enough to make the corner, in this case: 34 mph at the lean angle they are comfortable with at the corner’s slowest point. As this rider tries to go faster, or the corner is tighter than expected, this style becomes increasingly more difficult; making the corner begins to depend on lean angle and hope. This approach is eventually scary and often leads to a lack of riding and a bike sale…if injury and death are avoided. Rider B carries their speed longer into the corner because they have the confidence of slowing and turning their <em>bike in less time and distance</em>. They are significantly “faster” farther down the straight, but use the brakes to finely control their entry speed. Rider B doesn’t roll off the throttle and hope the bike slows to 34 mph or less; Rider B rolls off the throttle and brakes to guarantee that speed. Because the brakes are an adjustable and repeatable control, this approach allows this rider to precisely match their speed, and thus their cornering radius, to every corner they encounter. Consistency and confidence soar. Lap times drop. It’s fun. It’s fast. It’s efficient. It’s safe. It’s trophy-winning. It’s industry-growing. At the exit of this corner, Rider B accelerates because they plan to use their brakes for the next corner. Rider A’s plan to decelerate and hope in the next corner begins to severely limit acceleration, and enjoyment. Rider B is consistently faster but, as we’ll discuss next week, also safer. (Robert Martin/)Let’s see more brake light! More next Tuesday! Source
  3. The adventure motorcycle segment kicked off in 1980 with BMW’s R 80 G/S. At the time, many wondered who would want an overweight, undersuspended dual-sport. Turns out, more riders wanted one than anyone would have guessed. The segment has gained more power and long-range touring capability over the years, along with more mass and girth to wrestle when off-road. Now a new generation of adventure bikes has come along to buck the trend of bigger is better, altering what and how far are possible when the pavement ends. Leading the charge are two models inspired by modern rally racers: Yamaha’s Ténéré 700 and KTM’s 790 Adventure R. No longer do ADV bikes have to be overweight and undersuspended. “Our first love is motorcycles, and always will be, whether they are on the highways, tracks, tearing across some unsettled expanse, or being used as everyday transportation.”— Joe Parkhurst, founding publisher. (Jeff Allen/)Both motorcycles are powered by parallel-twin ­engines, both are equipped with long-travel suspension, and both bear some resemblance to the machines each brand races in Dakar. And now these Yamahas and KTMs can be seen on off-road-racing starting lines around the world. But the real story with these motorcycles is that while they are the most capable examples of the segment, they also address a practical reality for many adventure riders—time. Yamaha’s Ténéré 700 and KTM’s 790 Adventure R are the two most capable motorcycles in the adventure segment for when the road ends and rally dreams begin. (Jeff Allen/)The dream of packing all your essentials into 100 liters of aluminum boxes and aiming for the farthest reaches of a cardinal point sells motorcycles. Responsibilities have a way of keeping that dream in check. So, how to get the most dream into your schedule? Go faster and deeper off-road. Ditch the panniers, grab a backpack, and hold your own rally special stage. That’s what we did with the 790 Adventure R and Ténéré 700 in search of a quick adventure and the answer to which bike would deliver that fix best. First up: KTM’s 790 Adventure R, the reigning ­champion of the middleweight class. Named Cycle World’s Best Adventure Bike in 2019, this sharply styled parallel twin comes chock-a-block with all of KTM’s tech, like lean-sensitive traction control and ABS, off-road ABS, ride modes, a full-color TFT dash, and Bluetooth connectivity—all features you’d see in larger, big-bore ADVs. Yet thanks to a compact engine and frame, the 790 Adventure R weighs in at 468 pounds on the CW scales. Hefty, but still 157 pounds less than the BMW R 1250 GS Adventure, the sales-floor king. A WP Suspen­sion Xplor 43mm fork and linkageless PDS shock provide 9.5 inches of travel at both ends, with preload, compression, and rebound adjustability. Fuel capacity of the low-slung, rally-style fuel tank is 5.3 gallons. All of this comes with a price tag of $13,699. Yamaha’s Ténéré 700 rings in at $9,999, and for that you get a more stripped-down, or perhaps more distilled, adventure motorcycle, depending on how you interpret a lack of electronics. Traction control for the revered CP2 parallel twin is found at the connection between your wrist and the throttle; how well that works is up to your internal CPU. Ride modes are also absent, and ABS is either on or off. A 43mm Kayaba fork strokes through 8.3 inches, and has rebound and compression damping, while the rear Kayaba is adjust­able for preload, compression, and rebound, and provides 7.9 inches of travel through a linkage design. A no-nonsense LCD gauge does not connect to anything beside the motorcycle itself. On the CW scales, the Ténéré comes in at 466 pounds, 2 pounds less than the KTM. Just 37 $100 bills in your back pocket will cut that weight differential in half. Dirt-bike-like ergonomics on the Yamaha Ténéré 700 give more control in technical off-road situations. (Jeff Allen /)Price is an important factor in deciding what motorcycle is right for you, and it’s a call we can’t make for you. So we will not factor it for a winner. We seek the best performer, not the most expensive or lowest priced. Best is best, regardless of cost. The 790 Adventure R’s WP Suspension is well-suited to aggressive riding. (Jeff Allen/)Power from both the Ténéré 700 and 790 ­Adventure R powerplants is well-suited for more aggressive adven­ture riding, with plenty of power to cover highway stretches, and enough punch for really aggressive off-road duty. The Ténéré's 689cc DOHC CP2 engine has lively delivery down low, giving it a dirt-bike-like character right off the bottom. A quick tug on the clutch lever lofts the front end over obstacles with ease. Once you hit the upper half of its 10,500-rpm tach, the crossplane twin begins to run out of steam. On the CW dyno, peak horsepower is 63.8 at 8,900 rpm. However, the flat torque curve jumps above 40 pound-feet at 2,200 rpm for that fun and playful character, hitting a 44.1-pound-feet peak at 6,600 rpm. Although it has 83.4 hp on tap, the 790 Adventure R is easy to control off-road. (Jeff Allen/)Although the Yamaha’s engine has an entertaining and usable punch, it’s outclassed by the LC8c parallel twin powering the 790. By the time the engine reaches 3,000 rpm, the KTM’s power and torque rocket away from its competition. At 799cc, the KTM has a displacement advantage of 110cc, helping it to put out 19.6 hp and 13.6 pound-feet more than the CP2. On the Cycle World Dynojet 250i, the KTM produced 83.4 hp at 8,500 rpm and 57.7 pound-feet at 6,800 rpm, and that sent it down our quarter-mile seven-tenths of a second quicker. But more important than power output and quarter- mile times is how well a machine puts the power down in the dirt where traction is variable. Although it has the most power, the KTM is more manageable when the going gets loose, as it should be given its lean-­sensitive traction control and ride modes. It’s especially good when using Rally mode, which allows for on-the-fly adjustment through nine levels of rear-wheel spin. Even in the loosest setting, the KTM moves forward out of a corner while the rear end steps out and chucks rocks from the Metzeler Karoo 3 rear tire. You can turn off TC completely, but you are not better than KTM’s ­dial-a-slide technology. Rally mode has nine levels of rear-wheel spin that are adjustable on the fly. (Jeff Allen/)On the Ténéré 700, it’s all up to your know-how and skill, but it’s easy with such an agreeable engine. With your fingers dancing on the clutch lever and a ­well-calibrated wrist, it’s possible to be 90 percent as efficient as the KTM. But when the off-road terrain gets loose and rocky, you will become tired more quickly as you jockey for every ounce of rear-tire hookup. On the street, even on its chunky Pirelli Scorpion Rally STR tires, the Yamaha is connected to the asphalt. Heading up into the mountains, both bikes handled much better than they should on the tight and twisting blacktop. Here the Yamaha was a step ahead of the KTM, with better front-end feel while leaned over, almost supermotolike in its ability to charge into and hold onto a corner. The Adventure R feels more like a dual-sport, with a less connected feel to the front tire. Once into the dirt, the roles reverse. KTM’s dirt-bike know-how is showcased here; the 790 feels like an overgrown dual-sport. Feet up or leg out, standing or sitting, it’s easy to hit your mark on the KTM. You can feel when the front tire is biting and when it isn’t giving you massive confidence. The low center of mass makes flicking the Adventure R into corners quick and controlled. It’s a looser, less controlled ride on the Ténéré 700, largely due to those Rally STR tires that work so well on the street. There is less sidewall bite as you lean the bike over, and there were multiple times the front had to be saved with extra throttle and a foot down while trying to hang with the KTM. Off the beaten path, standing up, and on the gas­—this is when the 790 Adventure R and Ténéré 700 are at their best. (Jeff Allen/)Differences in suspension performance on the street are negligible, but once again the KTM outclasses the Yamaha the farther you stray from the road. Less travel, softer springs, and less aggressive damping from its KYB suspension have the Ténéré at its limits well before the longer-travel WP Suspension-equipped Adventure R. At slower speeds, the Yamaha is compliant and comfortable. Don’t expect to be attacking the trail like you are Adrien Van Beveren on his rally bike, but you’ll be leaving your riding buddies who aren’t on KTM 790 Adventure Rs in the dust. Yamaha nailed the rally-racer look on the Ténéré 700. (Jeff Allen/)On the KTM, you’ll swear your name is Toby Price—at least until you get in over your head and are reminded this is still a 468-pound off-road missile. As the Ténéré 700 bottomed out, the 790 was just finding its happy place—jumps, small whoops, and G-outs are laughed off. Get on rough, rocky single-track and pin it; the small bump compliance is just as good as the big. It makes you wonder how close this contest might be with an extra $3,700 put into the Yamaha’s suspension. But as it stands, if you want to travel in the dirt as fast as ­possible, the KTM is the clear choice. The Ténéré 700 outperforms the 790 Adventure R on tight and twisting mountain roads. (Jeff Allen/)As with the traction control and ride modes, more options and tech are available on the 790 Adventure R than the Ténéré 700 when it comes to the brakes. KTM’s lean-sensitive ABS with three choices—on, off-road, and off—is well-calibrated and not intrusive at the wrong times. The off-road setting is especially impressive, with a specific ABS setting for the front tire without any ABS on the rear tire. This gives you confidence on fire roads, dry lake beds, and even steep, loose downhill sections. We only turned the ABS off completely to test the function. Notably, in the Rally setting, the off-road ABS setting remains engaged even when turning off the bike. No surprises after taking a break on the side of the road. Brake feel, from four-piston radial-mounted calipers gripping dual 320mm discs, is exceptional. A squeeze of the lever gives a strong initial bite that isn’t too much for the dirt. The rear brake’s dual-piston floating caliper and 260mm rotor are likewise communicative and strong. “On” or “Off-Road” are your ABS choices on the Ténéré 700, the latter of which disables the system completely. ABS on-road works well, with just as much control and confidence as the KTM. Deactivating the Yamaha’s ABS is also easier and more straightforward, requiring only a single long press on a dedicated dash button. However, unlike the KTM, the Yamaha’s ABS reverts to road settings each time the 700 is turned off. This did cause a handful of “oh no, I’m not stopping” moments when we forgot to do the long press after an engine-off stop in the dirt. It’s no slouch on the street, but the 790 Adventure R’s Karoo 3 front tire is less confidence-inspiring than the Ténéré 700’s Scorpion Rally STR. (Jeff Allen/)Pull the lever to actuate the Ténéré's four-piston Brembo calipers, and you are met with a softer initial bite on smaller 282mm discs. This is more friendly to less aggressive riders, and even with the less aggressive feel, braking power is there as you squeeze deeper and harder. The rear brake, bluntly speaking, is not up to the standards of this class. Toeing—no, stomping on the rear brake—reveals a mushy lever that goes from underwhelming action straight into ABS kickback on the street, or locked up in the off-road setting. Chalk up another one for the KTM. Adventure riding has always been about long days on the bike, and both the Ténéré 700 and 790 Adventure R provide plenty of comfort. Similar seat heights, 33.9 inches and 34.4 inches for the KTM and Yamaha, respectively, stretch the inseam, but if you want ground clearance, you have to get up in the air. Both have roomy cockpits with long seats, allowing for plenty of movement. Both are narrow in the midsection; however, it is easier to get up over the front of the KTM when standing thanks to that low-slung tank configuration. That tank also has more capacity, at 5.3 gallons to the Ténéré's 4.2. The Ténéré is slightly more fuel-efficient, returning a 41.5 mpg average compared to 41.3 mpg for the 790. On the highway, the Ténéré offers better wind protection from its taller and more vertical rally-style windscreen. The Ténéré 700 is the ultimate value in adventure bikes. But the KTM 790 Adventure R is the ultimate performer. (Jeff Allen/)Each covers the basics convenience-wise, but the KTM offers some features to make travel more pleasant, like its full-color TFT dash that can connect to your smartphone and headset to display calls and music data. You can also get turn-by-turn navigation on that screen via the KTM My Ride app. Cruise control is an option for the KTM, but not the Yamaha. Both have provisions for optional side cases, if you must. KTM’s 790 Adventure R is the ultimate performer for off-road action in the adventure-bike category, no matter your skill level. (Jeff Allen/)As sunset over the San Bernardino Mountains found us thousands of feet above our starting point, the KTM remained the king of the middleweight class. Yamaha has built something special in the Ténéré 700, which both looks the part and backs it up, with a well-balanced chassis and an engine you can’t help falling in love with. It is the ultimate value in adventure bikes. But the KTM 790 Adventure R is the ultimate performer. More power, better suspension performance, and lean-sensitive rider aids push the limits of what can be done with an ­adventure motorcycle. 2020 KTM 790 ADVENTURE R and 2020 YAMAHA TÉNÉRÉ 700 SPECIFICATIONS 2020 KTM 790 ADVENTURE R 2020 YAMAHA TÉNÉRÉ 700 ENGINE Type Liquid-cooled parallel twin Liquid-cooled parallel twin Displacement 799cc 689cc Bore x Stroke 88.0 x 65.7mm 80.0 X 68.6mm Compression Ratio 12.7:1 11.5:1 Valve Train DOHC, 4 valves/cylinder DOHC, 4 valves/cylinder Induction (2) 46mm throttle bodies (2) 38mm throttle bodies Final Drive 6-speed/chain 6-speed/chain CHASSIS Front Suspension 48mm WP Xplor fork w/ adjustable compression, rebound damping, spring preload; 9.5-in. travel 43mm KYB fork w/ adjustablecompression, rebound damping; 8.3-in. travel Rear Suspension WP Xplor shock w/ adjustable compression, rebound damping, spring preload; 9.5-in. travel KYB shock w/ adjustable compression, rebound, damping spring preload; 7.9-in. travel Front Tire Metzeler 3 Karoo 3 90/90-21 Pirelli Scorpion Rally STR 90/90-21 Rear Tire Metzeler 3 Karoo 3 150/70-18 Pirelli Scorpion Rally STR 150/70-18 Rake / Trail 26.3°/4.3 in. 27.0°/4.1 in. Wheelbase 60.2 in. 62.8 in. Seat Height 33.9 in. 34.4 in. Fuel Capacity 5.3 gal. 4.2 gal. Dry Weight 435 lb. 440 lb. CW MEASURED PERFORMANCE Horsepower 83.4 hp @ 8,500 rpm 63.8 hp @ 8,900 rpm Torque 57.7 lb.-ft. @ 6,800 rpm 44.1 lb.-ft. @ 6,600 rpm Fuel Consumption 41.3 mpg 41.5 mpg Quarter-Mile 12.62 sec. @ 108.17 mph 13.33 sec. @ 101.11 mph 0-30 1.95 sec. 1.90 sec. 0-60 3.94 sec. 4.53 sec. 0-100 9.71 sec. 12.88 sec. Top-Gear Roll-on 40-60 3.71 sec. 4.08 sec. Top-Gear Roll-on 60-80 4.45 sec. 4.90 sec. Braking 30-0 39.5 ft. 37.0 ft. Braking 60-0 149.6 ft. 144.6 ft. Price $13,699 $9,999 Source
  4. Technical Editor Kevin Cameron shares his wealth of motorcycle knowledge, experiences, insights, history, and much more. (Cycle World/)Here I am, writing the last print “TDC” column of a series that began by accident 38 years ago in the exasperation of the late Phil ­Schilling. In 1982, he planned a set of new monthly columns for ­Cycle magazine, to be written by staff in rotation. No one in the office wanted the tech column, “TDC,” so it just wasn’t getting written. As planned, it was deadly dull: “Maximizing the Life of Your Battery” or “Prepping Your Bike for Winter Storage.” Useful, maybe, but dull as simonizing Dad’s car. I had begun to write ­occasionally for Cycle when editor Cook Neilson asked me to write about my 1972 project to go AMA roadracing with an English rider on my homebuilt Kawasaki H2R 750 triple. Response to the article was positive, and the relationship stuttered along. In 1978, Neilson surprised us all by giving two weeks’ notice, but I had carried on as one of ­Schilling’s stringers. I was therefore delighted when he phoned to offer me the tech column on a monthly basis. Regular income, modest though it was, made a welcome supplement to what I was scratching up from porting two-stroke cylinders and fabricating exhaust pipes. Writing “TDC,” which was ­limited to a page of 1,000 words, was a powerful education in getting the most out of a fixed format. Writing short is always more difficult than rambling on. I wanted to clearly explain to readers the technical and ­other things related to motorcycling that fascinated me. Doing it in 1,000 words required combing out unneeded adjectives, ­eliminating weak qualifiers like “I think…,” and generally getting solidly behind every word. On this ­basis, “TDC” evolved into a monthly ­letter to like-minded readers, mostly about the cool tech stuff that ­really ­interested me. Subjects could range from the process of the breakup and evaporation of fuel droplets in an engine’s intake tract, to how the Phillips screws that held so many Japanese engines together were an invention of the devil. Every one of us is full of stories and experiences that could be told. Writing them down is another matter. The best reasons not to are the questions, “What if somebody reads it? What if my writing is full of mistakes, lacks grace, and is a bore? Everyone will have written proof that I’m a weenie!” Another reason never to put ­fingertips to keyboard is ­memory of the school experience. Too often, written assignments became humil­iation, leading to an unspoken deter­mination never to repeat such ignominy. This is a shame because I know so many ­people who are full of fascinating spoken stories and understandings, but have never written anything down. When they pass out of this life, they will take it all with them, denying such stories to us all. Enthusiasm for my subjects got me past the negatives. I liked word pictures of how natural phenomena occur, but I had not been one of the gifted ones who could survey a daunting 20-foot-long equation on a university classroom blackboard and ­cockily say, “We see by inspection…” RELATED: Motorcycles And Motorcycle Racing In A College Town In 1966 I could do the labs and get ­accurate results, but those ­20-footers weren’t my future. I wanted to be at the racetrack, and I managed to get there, spending the roughly 20 years after 1964 building and tuning racebikes. I led a dual existence—a day job that gave me access to machine tools, and a nightlife building racebikes in a basement for weekend action. Friday nights in season, friends and I would leave in vans full of prepared bikes, tools, and parts for long drives to tracks in the Eastern US and Canada. We’d arrive in time for sign-up, practice Saturday, race Sunday, and return. It was a kind of madness, made possible by youthful energy, 32-cent gasoline, and a willingness to put our money into cylinders, pistons, and tires rather than advisable, ­responsible mutual funds or mortgage payments. We put it into living as we chose to live. During those long drives, we shed our work-a-day selves to become racer-hopefuls. I now think of motorcycling as my Christmas tree, and the orna­ments that adorn it are all the things I’ve had to try to under­stand along the way—about rubber ­technology, about metal alloys, about gasoline, and about aerodynamics. After some fascinating 1976 conversations with the late Gary Nixon, I also became curious about the details of how riders do what they do. I was the little boy whose dad, as a train trip to the grandparents was about to get underway, carried me up to the huge frightening locomotive. It shimmered in its heat and shot out jets of steam. I was terrified, but I so wanted to be there, to take it all in, to make sense of such power. What was it? I collected roadside treasures—bolts and other parts fallen from cars—because they seemed to contain hints for me. Technical writing is humbling ­because, two paragraphs into a subject, I may find I don’t really know what I’m talking about. Then it’s time to pull out and properly review books or papers with mouth-filling titles like “Deflagration of Monodisperse Sprays.” Or to phone those who do know and are willing to take the time to explain. Only once I could make clear spoken sense of the subject could I return to the keyboard. I owe a great deal to ­people like Harley’s Dick O’Brien, “Mr. ­Superbike” Rob Muzzy, and Miche­lin’s Francois Decima, who were willing to tell me real stuff. Because the tech writer’s job is to make the complex understandable, I had first to explain it clearly to myself in words—if possible, in terms of phenomena we have all experienced. Kevin Cameron in his shop assembling a Yamaha TD1-B 250. (Gordon Cameron/)During the present tedious epidemic, I returned to my shop after too long an absence and began the assembly of a Yamaha TD1-B 250 two-stroke roadracer like the one I’d ridden several times in 1967. Because it had been apart for more than 50 years, there were parts missing and cleaning to do. I had to make some things, requiring revived fabricating skills—the lathe, the milling machine, the welding torch. Walking away from the keyboard and returning to the racebike was not unlike the transformations that had taken place during those eight-hour van trips to the races, from ordinary working stiff to someone sharply focused on a special activity that had nothing to do with becoming department chairman, making money, or impress­ing anyone but the stopwatch. That special activity is ours alone. “TDC” has been and will ­continue to be a distillation of those experiences, and the preparation and study that make them possible. I hope you will join me as the printing press yields to a digital future. Source
  5. 2020 Vespa Sei Giorni 300 (Vespa/)As the embodiment of “Vespa’s Racing Soul” the Vespa Sei Giorni 300 brings some of Vespa’s racing heritage to the scooter lineup. You read correctly, Vespa’s racing heritage. The iconic Italian brand pays homage to the model that was produced for the Varese International Six Day race in 1951. The black number plate on the side and front are accented by other black details throughout the machine. This model differs from the other lineup offerings with its low headlight position, smoked windshield, and “single seater” seat (also approved for a passenger, Vespa says). This scooter is powered by a 300cc HPE engine that’s suitable for making a mini racecourse out of the spaces between the bumper-to-bumper traffic. 2020 Vespa Sei Giorni 300 Reviews, Comparisons, And Competition Some competitors of the Sei Giorni 300 could include Vespa’s very own GTS 300. If you are looking for higher engine displacements in a scooter, then you can look up the Suzuki Burgman 400 for example. 2020 Vespa Sei Giorni 300 (Vespa/)Vespa Sei Giorni 300 Updates For 2020 The numbered Sei Giorni II Edition now has an LED taillight and redesigned shield and is powered by the 300 HPE engine. It is available in Sei Giorni Grey. 2020 Vespa Sei Giorni 300 Claimed Specifications Price: $7,749 Engine: Liquid-cooled single-cylinder Displacement: 300cc Bore x Stroke: 75.0 x 63.0mm Horsepower: 23.8 hp @ 8,250 rpm Torque: 19.2 lb.-ft. @ 5,250 rpm Transmission: Automatic Final Drive: Belt Seat Height: 31.1 in. Rake: N/A Trail: N/A Front Suspension: Single arm w/ helical spring and hydraulic shock absorber; N/A-in. travel Rear Suspension: Preload adjustable; N/A-in. travel Front Tire: 120/70-12 Rear Tire: 130/70-12 Wheelbase: 54.1 in. Fuel Capacity: 2.2 gal. Wet Weight: N/A Source
  6. 2020 MV Agusta Brutale 1000 RR (MV Agusta/)The MV Agusta Brutale 1000 RR is a high-speed winglet-equipped naked bike that is, according to our test rider, “equally at home blasting at no-prisoners speed on the highway, carving good lean angles on a twisty back road, or even cruising downtown, where its agility pays unexpected dividends.” The Bosch 9 Plus ABS ECU offers a race mode to the Brembo Stylema brakes, while digitally managed Öhlins suspension work on maintaining stability at speeds and confident flicking on curvaceous back roads. A 998cc engine powers the beast for a claimed 208 hp at 13,000 rpm and 86 pound-feet at 11,000 rpm. The 5-inch TFT dash keeps the rider connected to the ride with navigation, four ride modes, active cruise control, and eight traction control settings. With a premium price of 29,990 euros (about $36,300) you better bet this machine has the componentry and power to deliver white-knuckle fun. 2020 MV Agusta Brutale 1000 RR Reviews, Comparisons, And Competition In his First Ride review, Bruno dePrato went so far as to say that the 2020 Brutale 1000 RR may be the best naked superbike in production today, concluding that the Brutale 1000 RR “proved extremely friendly, solid at any speed, and comfortable.” When it comes to superbike-like expectations and 208 hp, another comparable naked bike offering includes the Ducati Streetfighter V4 S, which is about $12,000 cheaper than the Brutale. Other rivals include the Aprilia Tuono V4 1100, BMW S 1000 R, KTM 1290 Super Duke R, and Yamaha MT-10, all of which being serious competition. 2020 MV Agusta Brutale 1000 RR (MV Agusta/)MV Agusta Brutale 1000 RR Updates For 2020 The redesigned engine is operated by a new EM2.0 ECU with its unchanged frame design making up the skeleton. 2020 MV Agusta Brutale 1000 RR (MV Agusta/)2020 MV Agusta Brutale 1000 RR Claimed Specifications Price: 29,990 euros (est. $36,300) Engine: Liquid-cooled DOHC four-cylinder Displacement: 998cc Bore x Stroke: 79.0 x 50.9mm Horsepower: 208 hp @ 13,000 rpm Torque: 86 lb.-ft. @ 11,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 33.3 in. Rake: 23.3° Trail: 3.8 in. Front Suspension: 43mm inverted fork, fully electronic; 4.7-in. travel Rear Suspension: Fully electronic; 4.7-in. travel Front Tire: 120/70-17 Rear Tire: 200/55-17 Wheelbase: 55.7 in. Fuel Capacity: 4.2 gal. Dry Weight: 410 lb. Source
  7. 2020 MV Agusta Brutale 800 RR (MV Agusta/)MV Agusta’s Brutale 800 RR is the Italian company’s dynamic and refined naked bike. The 798cc inline-triple delivers a claimed 140 hp at 12,300 rpm. In regard to riding the smaller Brutale, we found that in the past the chassis was excellent, the bike lightweight, and its handling responsive. An overall balanced machine. Quickshifter, ride-by-wire throttle, ride modes, eight-level traction control, and LED lighting complement the look and feel of the 800 RR. 2020 MV Agusta Brutale 800 RR Reviews, Comparisons, And Competition When Cycle World reviewed the 2018 Brutale B3 800 RR our test rider wrote: “the Brutale B3 800 RR is nimble, fast (151 mph claimed top speed), and offers terrific acceleration, but it is also a very versatile mount with excellent riding manners.” Like many MV Agusta models, limited editions are often released. For example a couple of years ago there was the 800 RR America that flaunted the trio of American colors. There was also the very red LH44 model that was introduced in 2018 as well. 2020 MV Agusta Brutale 800 RR SCS (MV Agusta/)MV Agusta Brutale 800 RR Updates For 2020 New countershaft and redesigned primary, optimization of manifold and cam phasing, redesigned valve guides, and new engine covers for increased protection and noise reduction. Different variants include the Brutale 800 RR (15,990 euros, est. $19,400) and the Brutale 800 RR SCS (16,990 euros, est. $20,600). 2020 MV Agusta Brutale 800 RR (MV Agusta/)2020 MV Agusta Brutale 800 RR Claimed Specifications Price: 15,990 euros (est. $19,400) Engine: Liquid-cooled DOHC three-cylinder Displacement: 798cc Bore x Stroke: 79.0 x 54.3mm Horsepower: 140.0 hp @ 12,300 rpm Torque: 64.2 lb.-ft. @ 10,100 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.7 in. Rake: N/A Trail: 4.1 in. Front Suspension: 43mm inverted fork, fully adjustable; 4.9-in. travel Rear Suspension: Fully adjustable; 4.9-in. travel Front Tire: 120/70ZR-17 Rear Tire: 180/55ZR-17 Wheelbase: 55.1 in. Fuel Capacity: 4.4 gal. Wet Weight: 386 lb. Source
  8. “If it hadn’t been for motorcycle racing, I’d have been just another guy in a rusty pickup truck on his way home from work in the almond groves.” (Cycle World Archives/)It is a comforting fiction of our settled life that intelligence must be identified in early childhood and cultivated by professional educators to produce the leaders and creators of the future. Yet there are schools without classrooms that focus ­intelligence just as effectively. For Kenny Roberts, three-time world champion in 500cc Grand Prix roadracing, that focus came from riding. “If it hadn’t been for motorcycle racing, I’d have been just another guy in a rusty pickup truck on his way home from work in the almond groves,” he once told me. If you get to know Roberts even a little bit, you quickly discover he has no use for the human politics of playing the hero. He can be funny, irritable, annoying, or deliberately insulting in quick succession. Yet the whole time you feel his wit and intelligence. During his racing career with Yamaha team manager (and former 250 world champion) Kel Carruthers, the two often addressed each other as “Asshole” and “Dummy.” The last time I saw him, he looked at me with mock disbelief and said, “Are you even still alive?” Yet when he went to Europe to contest the Grands Prix, he rejected the disconnect between the pomp of the FIM officials, clad in blue blazers and self-importance, and the almost nonexistence of significant prize money, or even basic rider safety, in the “highest form” of roadracing. When presented with a silver bowl at an early prize-giving after a Grand Prix win, he handed it back, saying: “Here, you keep this. Maybe you can sell it,” implying that such a sale might yield funds for more than the usual “tip” that was rider prize money 42 years ago. Roberts became AMA national champion in 1973—his second season in the series. It took him three weeks to get used to the high speeds in roadracing. (Cycle World Archives/)Other riders in the past who had openly criticized the sanctioning body’s actions had been “disciplined”—by license suspension. Roberts had two weapons that would ultimately give him power over the men in blue: 1) the strength that comes from not caring; he’d already been the US national champion and knew the FIM wasn’t the only game in town; and 2) he had become “the show” in GP racing, bringing his dirt-track-originated riding style of steering the rear wheel with the throttle to a fast-expanding and delighted audience. Racetracks used by MotoGP today, with gravel runoff areas and Airfence, did not exist then. Many circuits were still lined with the steel Armco barriers once demanded by F1. Others were bordered by giant trees, whose trunks were “pro­tected” by a few hay bales. Provisions for rider safety and treatment after injury were thin. Roberts, determined to change such things, did not shut up on command. Roberts with other top riders at the Trans-Atlantic Match Races, where up in the Goodyear truck he discovered the winning power of the brain. (Cycle World Archives/)When Cycle magazine editor Cook Neilson first interviewed Roberts, he said: “I expected to find some quick-wrist kid who just gets out there and skids ‘er around. Instead, I found…an intellectual of motorcycle racing who could speak clearly about exactly what he was doing and how it worked.” In 1980, when I went to interview Roberts at his home in Modesto, ­California, I sat a moment in my rental car, considering the tools of my trade—notebook and tape recorder. I left them on the seat. What I wanted was a conversation. Once we were settled in a quiet room, I asked him, “How long were you in top-level motorcycle racing before you realized you were more intelligent than others around you?” Then he told me the most ­remark­able things. Of being ­desperate at the 1974 English Trans-Atlantic Match races with a third-best practice time and no idea of how to fix it. He was already US national champion then. Needing to be alone, he made a hidden space in the Goodyear truck. After a time, he found he could play back in his mind, “almost like frame by frame,” what his British rivals were doing. Gradually—over a period of three hours—he came to understand what they knew how to do that he did not. He understood why it was working, and how he could do better. If you can’t steer it with the front, steer it with the rear. He’d soon make throttle steering work just as well on pavement. (Cycle World Archives/)Here an essential point must be made. It is one thing to understand and know what you must do. It is quite another to make it work—to invisibly reweave that understanding into your style and turn it into lap time. Many a rider, tempted by the beginner syndrome of rushing corners, has been told how to do better. A few have been able to make it work in practice, but in the rush of racing itself have reverted to their own natural style and slowed back down. This list includes some impor­tant champions. But hardly any are able to race from sheet music that they’ve just written. Wayne Rainey (right, with Roberts in leathers) won three 500cc world championships with the man from Modesto’s team (Cycle World Archives/)Roberts came out of the truck, Carruthers put the chosen tires on the bike, and in three laps he was on the lap record. “That was the first time in my life that I realized that lap times were coming from my brain and not from my wrist.” Because it had worked so well, he went back up in the truck again. When the FIM refused to budge on operational and organizational changes that had been urgently needed for years, Roberts joined forces with Manchester Guardian motorsports writer Barry Coleman to create a new and forward-thinking racing organization—the World Series. As the FIM blustered, Roberts and company busily set about signing up racetracks and sponsors. Life never becomes simpler. Roberts would be second to Jack Middlelburg this day at Silverstone in 1981, and Marco Lucchinelli (Suzuki) would be champion that year. (Getty Images/)I suspect in hindsight that the FIM then realized that motorcycle GP racing had become a valuable property, and that powerful people who knew this might actually take it from them. Roberts was a plausible threat because in every race he was showing his willingness to put everything into success. He had taken on and defeated media sensation and 1976-77 500cc World Champion Barry Sheene, the fast-talking Cockney who had taken the microphones so often shoved in his face and by his fast and witty repartee made GP bike racing into the most talked about of sports, and a favorite venue of the beautiful people. In 1979, Roberts returned as 500cc champion after falling behind at the first race, Venezuela. Then he fought his way back—winning Austria, then coming second in Germany (shown here). (Cycle World Archives /)Faced with these threats from the future, the FIM released its fixation on 1920s attitudes and made changes. Roberts accomplished that by throwing all the power that success in racing had given him into forcing the FIM to give riders their share. Like pitching it into a corner and trusting the front will hold. Those who know him know that when he doesn’t like the company, he will say breathtakingly un-PC things that some folk just can’t accept. I’ve seen it. When a particularly tiresome hanger-on at Laguna one year made a bore of himself, Roberts switched to what I think of as “Modesto mode,” and the unwanted person melted away. Three races, three wins. This is May 1980, Paul Ricard Circuit in the south of France. Roberts stands with his crew—Nobby Clark on his right, and Kel Carruthers and Trevor Tilbury on his left. (Getty Images/)And if right-thinkers don’t like it? The air forces of the world face a similar problem—which would they prefer? A smooth Kiwanis talker with good hair who can spearhead the bond drive? Or a pilot who has proved that when he goes up, enemy aircraft come down? In the first case, what you need is an actor. In the second, you need action. After his retirement as a rider, at first Roberts ran a GP team of factory Yamahas. In the process, he attracted a group of get-it-done-today technical men whose ambition was to carry out the R&D that they felt was lacking. One of them was pipe-and-cylinder experimentalist Bud Aksland. Another was Mike Sinclair, and the third was the late Warren Willing. It was natural that such an experienced and dissatisfied group would inevitably design its own GP bike—in this case, a two-stroke triple based on what looked like a loophole in the rules, a weight break. Roberts as team manager, with Marlboro Team riders Eddie Lawson (left) and Wayne Rainey (Cycle World Archives/)The details aren’t as important as the lesson, which is that total commitment and intelligence cannot unlock every door. Sometimes in life there is no substitute for state-of-the-art R&D resources that only the overdogs can deliver. After two redesigns, the KR triple set pole at the last race of the 500cc two-stroke formula. Then it was a mad race to build their own V-5 four-stroke for MotoGP, based on combustion-chamber insights from Rob Muzzy and finance from a Southeast Asian captain of industry, who by chance had been one of Roberts’ golf partners. It was fun while it lasted, but as Aksland put it: “I don’t mind putting in an all-nighter now and then—that’s part of racing. But I don’t want to just live in a crisis.” Roberts returns to the Indy Mile in 2009, with the “unrideable” TZ750-powered Yamaha on which he miraculously won in 1975. Yes, that’s Valentino Rossi (center) and Carruthers (left). (Brian J. Nelson/)After the passage of time, Roberts can be forthright about things that were once most secret, revealing that racing success often had to begin with big gambles, like sawing off the steering head of an ill-­handling bike and welding it back at a different angle. (“How’s it look? OK? I’ll tack it there.”) Or stripping off the cylinders of a precious multi­million-dollar prototype and machining them to alter performance. Because Roberts knew on the track what was wrong, and with that knowledge he and Carruthers had done what needed doing. Experience, knowledge, intelligence, and willingness to commit to action now. Source
  9. The famed Glen Helen Raceway hosted the last bike introduction of the 2020 calendar year as GasGas rented out the main track for us to spin laps on two of its newest motocross bikes—the MC 250F and MC 450F. These models will serve as the basis of the racebikes used by the Troy Lee Designs/Red Bull/GasGas Factory Racing team’s racers in the upcoming 2021 Monster Energy AMA Supercross series and the Lucas Oil AMA Pro Motocross Championship. Riding the 2021 GasGas MC 450F at Glen Helen Raceway in San Bernardino, California. (Mason Owens/)Although the MC 450F shares the majority of its components with the KTM 450 SX-F, it has some notable distinctions over the orange bike in addition to the cosmetics including a forged triple clamp, header pipe without a resonance chamber, different suspension setting, Maxxis MX-ST tires, and no map/traction control switch—all of which make for a difference in performance on the track. With a limited supply of bikes at the 2021 GasGas press launch, we rode the MC 250F in the morning and the MC 450F in the afternoon, which meant we had to apply graphics after the latter had been ridden on the track and was a bit dirty. After wiping down the plastics, we applied our DeCal Works preprinted number plate backgrounds, which fit perfectly and went on effortlessly. (Mason Owens/)2021 GasGas MC 450F Engine The MC 450F engine has a similar feel to the Husqvarna FC 450′s. It has a good, smooth, linear power delivery and it may be a little subdued when compared to the KTM 450 SX-F. The mapping is clean and responsive with good throttle control for a 450. The straight-tube header (as opposed to having a resonance chamber like the 450 SX-F and FC 450) and having the airbox more closed off may help with smoothing out the power curve. The MC 450F’s power delivery is ultra smooth and easy to handle. (Mason Owens/)The GasGas runs well, but does feel like there is a little torque missing. It is free-revving and revs quite high, but does not make as much power in the higher rpm as its Austrian counterparts, meaning you might need to shift a little more often per lap. There is also some noticeable engine vibration through the handlebar and footpegs. The gear ratios are reasonable and are similar to most 450s. I used third gear 80 percent of the time on our initial test day at Glen Helen and selected fourth in the higher-speed sections and used second only in the tighter corners. The Brembo hydraulic clutch works well and it does not require too much input to shift under load. It is minor, but there is some noticeable vibration from the engine through the handlebar and footpegs. (Mason Owens/)2021 GasGas MC 450F Suspension & Chassis/Handling The GasGas chassis is very similar to the KTM. It carries over the same chrome-moly frame and aluminum subframe, while sharing the same swingarm as the Husqvarna. The radiator shrouds and front number plate are specific to the GasGas, and while the side panels and rear fender aren’t identical to the KTM, they are very alike and of course red. The seat is the same as a KTM, but with a different cover. The WP Xact fork and WP Xact shock are the same components that come on the KTM and Husqvarna. However, the internal settings are specific to the GasGas motorcycle. The Neken handlebar is the same bend as the KTM’s but is silver instead of black. While it features the same WP Xact fork and WP Xact shock as the KTM 450 SX-F and Husqvarna FC 450, the MC 450F’s suspension settings are softer and in the range of most vet motocross riders, though a stiffer shock spring rate may be needed for those weighing more than 175 pounds. (Mason Owens/)The GasGas’ suspension is noticeably softer than the 2021 KTM’s; it feels more like the Husqvarna’s setting from 2020. It still has good bottoming resistance, but is just a little too busy in the initial part of the stroke. There is a little bit of an unbalanced feeling because while the air fork has a progressive feel when it goes deeper in the stroke, the shock unfortunately does not get as progressively stiff, which causes it to wallow a little under load. I made some adjustments to the shock—mainly closing off the high-speed compression adjuster to a half-turn open in an effort to help hold up the rear. I also went in on the rebound adjuster to help control the shock a little more. These tweaks helped, but ultimately I think a stiffer spring would be needed for my 175-pound weight. The fork settings are a little closer in the range of vet motocross. The biggest advantage of the air fork is the increased adjustability. I was able to add 0.2 bar of air pressure to the fork and only moved the rebound adjuster in two clicks to get a setting I was comfortable with for the track conditions. RELATED: 2020 GasGas TXT Racing Trials Bike Information While the bike turns very well, I found that at times I could misjudge the front wheel traction. To make it a little more stable and predictable, I dropped the fork from the second line down in the clamps to the first line. For me, this helps with steering and also gives me a little more confidence on the bike. The rider triangle is as close to the KTM as you would expect. The seat cover is slightly different, and the gas tank may have a slightly different shape as they are not interchangeable. How Does the 2021 GasGas MC 450F Ride? It is difficult not to compare the GasGas to a KTM or Husqvarna. My first impression is that it’s much closer to a KTM because of the subframe, airbox, seat, and handlebar. However, while I was riding the bike, I got more of a sensation of riding a Husqvarna because of the smoother power delivery and softer suspension settings—not the 2021 FC 450, it felt more similar to the 2020 model. The power delivery is slightly toned down in comparison to the KTM—mainly because of the exhaust and the slightly more restrictive airbox cover. We were informed that the engine and ECU settings are the same as the KTM, meaning if you are looking for more power, it is already in the bike. I am not saying the bike is low on power; it’s certainly a good-running 450, just maybe not the fire-breather of a Yamaha YZ450F or Honda CRF450R. Although the GasGas models do not come standard with a map/traction control switch like the KTM and Husqvarna, the motocross bikes we tested were outfitted with them so we could compare the different settings for our review. The map/traction control switch can be purchased through the GasGas Technical Accessories catalog for $169, and the wire harness is designed to accept it. (Mason Owens/)Items like a vented airbox cover and the map/traction control switch that come on the KTM will increase the engine’s output without breaking the bank. Our testbike at the intro day was equipped with the optional map/traction control switch, which can be purchased through the GasGas Technical Accessories catalog for $169, and the differences between map 1 and map 2 are noticeable. It’s an easy installation as the wire harness is designed to accept the switch. If you still want more power and also want to save some weight, you could also look into an aftermarket exhaust. A full titanium system will set you back a few bucks, but you can drop a few pounds and increase power all at the same time. Overall, the MC 450F handles well and is fun to ride. The settings are maybe more entry-level for a 450 motocross competition model and there is plenty of room for adjustments, which for most people, should be enough to be able to get comfortable. A stiffer shock spring would most likely benefit anyone heavier than 175 pounds. The spokes on the MC 450F seem to come loose quickly. If you own one, keep an eye on them and tighten as needed, especially when the bike is new. (Mason Owens/)In addition to the bright red color that looks great, the most exciting thing is the price point. Until now, if you wanted a KTM or Husqvarna motorcycle, you were probably looking at an extra $1,000 over some other bikes in the same category. GasGas was able to omit a few items, such as the map/traction control switch and hourmeter, and use some less expensive components, such as the forged triple clamp and standard header pipe, to in turn reduce the retail price by $800 over the KTM 450 SX-F and $900 compared to the Husqvarna FC 450. What it kept was the high-performance, lightweight, low-maintenance package that is offered from KTM and Husqvarna. The engine, ECU, chrome-moly frame, WP Xact suspension, and the rest of the major components are all the same. If you are the type of rider who is going to buy an exhaust and get your suspension revalved to your personal specifications, then there is no reason for you not to consider a GasGas. Gearbox The 2021 GasGas MC 450F is the only Austrian-built 450 motocross bike you can buy that retails for under five figures. At $9,399, it costs $800 less than the KTM 450 SX-F and $900 less than the Husqvarna FC 450, and still boasts nearly all of the same proven components of its higher-priced counterparts. (Mason Owens/)Helmet: Shoei VFX-EVO Goggle: 100% Racecraft Jersey: Alpinestars Techstar Gloves: Alpinestars Techstar Pants: Alpinestars Techstar Boots: Alpinestars Tech 7 2021 GasGas MC 450F Tech Spec PRICE $9,399 ENGINE 450cc, SOHC, liquid-cooled, single-cylinder four-stroke TRANSMISSION/FINAL DRIVE 5-speed/chain FRAME Steel central double-cradle FRONT SUSPENSION WP Xact 48mm fork adjustable for air pressure, compression damping, and rebound damping; 12.2-in. travel REAR SUSPENSION WP Xact shock adjustable for spring preload, high-/low-speed compression damping, and rebound damping; 11.8-in. travel FRONT BRAKE Brembo 2-piston caliper, 260mm disc REAR BRAKE Brembo 1-piston caliper, 220mm disc WHEELBASE 58.5 in. SEAT HEIGHT 37.4 in. FUEL CAPACITY 1.8 gal. CLAIMED WEIGHT 220 lb. (w/ all fluids except fuel) AVAILABLE Now CONTACT gasgas.com Source
  10. Peter Williams celebrating his win at the Isle of Man in 1973. (Cycle World Archives/)Peter Williams, designer of the celebrated monocoque Norton racebike, has died. He was 81. The son of Jack and Thora Williams, Peter had grown up immersed in his distinguished father’s world of racebike engineering. Jack Williams, a respected TT rider himself before the war, put his hand to development at AMC (Associated Motor Cycles) where his particular project was the AJS 7R 350 single. When I met and spoke with Peter at Daytona 47 years ago he was full of enthusiasm and hope for the bike he had just designed for his employer, Norton-Villiers-Triumph (NVT). It was a brilliant packaging of a classic British parallel twin into a 250-sized low-drag form capable of reaching speeds competitive with the high-power two-strokes then just appearing. A problem with the engine’s intake airbox prevented a result in the Daytona 200. Related Content: Peter Williams John Player Norton - First Look Williams was already accustomed to translating his own advanced concepts into hardware, having created in 1969 the Tom Arter-backed Matchless G50 known as “Wagon Wheels.” On it he pioneered the use of both disc brakes and cast wheels rather than wire-spoked wheels—concepts that have since become near-universal in motorcycling. As is so often the case with projects that must rely more upon ideas than upon R&D spending, Williams’ John Player Nortons did not achieve consistent success. Williams won the Formula 750 TT race on a John Player Norton, serving as the team designer and rider. (Cycle World Archives/)After the high point of winning the Isle of Man F750 TT in 1973 on his own design—he was badly injured in a race at Oulton Park, losing much of the function of his left arm. This, combined with the simultaneous steep decline of the British motorcycle industry, kept him from continuing his career of two-wheeled innovation. In the present moment, when motorcycles are often appreciated as art or fashion, Peter Williams stands out for his rigorous use of analytical thinking, just as does the late John Britten. Williams employed his mind to release the motorcycle from the compromises of tradition and bring it to a high and rising level of rational function. Source
  11. Parkhurst in a nutshell: smiling and riding a motorcycle. “I often marveled at the incredible life I was leading as it unfolded. Here we were at one of the greatest tracks in the world, and it belonged to us for the day. We could ride endless hours, as fast as we were able. Silly to say, it was fun…pure fun of the kind few experience. And we got paid to do it! Did I ever feel guilty for such an abuse of privilege? Naaah.” (Cycle World Archives/)Before Cycle World Vol. 1, No. 1, in 1962, motorcycle magazines were just mouthpieces for the industry network, but Joe Parkhurst changed all that. As Peter Egan once said, Cycle World was finally a magazine “for those of us who wanted to buy motorcycles rather than sell them.” Parkhurst put it simply in his later years: “I was just a guy who worked on magazines, loved motorcycles, and could never find anything worthwhile to read about them.” He had been art director at Road & Track, long our sister publication, and was editor and art director at Karting World, the first high-quality magazine on that subject. “Editorial integrity and quality, though essential to the success of a magazine, were not readily accepted by an industry that had never ever heard a disparaging word about its products,” Parkhurst said. Gordon Jennings, Cycle World’s first technical editor and good friend to Parkhust, said it best in one of his final columns for Motorcyclist before his death in 2000: “Joe Parkhurst founded Cycle World on the then-radical notion that a motorcycle magazine should do road-test reports that provided consumers honest, objective acceleration numbers and equally honest, if necessarily subjective, comments about handling, braking, and rider comfort. Cycle Publisher Floyd Clymer denounced Parkhurst’s plans, saying that taking an advertiser’s money and then criticizing his product was the same as stealing. … Parkhurst talked the printers into extending a line of credit, sold his sailboat and Porsche, drove around in an old Ford station wagon with matching holes in its floor and exhaust system, and on a couple of occasions, borrowed eating money from me. It was hollow-belly time for him, and things started that way for many lean months. I think most men would have tossed in their cards. He didn’t, and CW became America’s first modern-era motorcycle magazine, burying its feeble competition. … Give thanks to Joe Parkhurst, who started it all. Others might have done it, but Joe did.” A love of competition was a part of <em>Cycle World</em> from the beginning, and firsthand participation has always been key to progress, understanding of technology, and a great story. (Cycle World Archives/) Technical Editor Gordon Jennings with a Bonneville salt-flats official for the 1963 attempt at a speed record. Jennings rode the beautiful Triumph Bonneville to a class record of just over 137 mph. “After Gordon set the record, I decided to give it a try,” Parkhurst recalled. “Nearing 140 mph passing through the timing lights, I rolled off the throttle, and all hell broke loose. The engine backfired through the left-hand carburetor. The explosion blew off the bracket holding the exhaust pipe, footpeg, and rear brake pedal. When the blast hit the hot exhaust pipe, everything caught fire. As the bike slowed, the flames got worse and the fiberglass fairing began to blaze. The Triumph and I then parted company. It came to a stop 100 yards away and continued to burn. The bike was burned to a crisp.” (Cycle World Archives/) There were many trips to the racetrack and many <em>Cycle World</em>-sponsored racers. National-level racer Tony Murphy talks to Jennings (back to camera). (Cycle World Archives/) Early tests included Murphy’s 350 Manx Norton, Yamaha TD1-Bs, and whatever else the <em>CW</em> team could get its hands on. (Cycle World Archives/) Model for the all-around <em>Cycle World</em> enthusiast? Parkhurst himself, a lover of all types of riding. Here he is rocking his signature style on a Montesa trials bike. (Cycle World Archives/) Headquarters at 1499 Monrovia Ave., purpose-built to house enthusiast magazines, and even a planned rooftop restaurant with motorsports theme. Fine dining never came, but John Bond’s Road & Track, where Parkhurst had been art director for a time, and Cycle World shared this building on the bluffs overlooking the Pacific for ­decades. (Cycle World Archives/) Parkhurst with his signature style in the 1970s. In 1973, he sold the magazine to CBS Publishing and stayed on as ­publisher until 1977. (Cycle World Archives/) The evolution of the <em>Cycle World</em> logo. Current style was inspired by the 1962 original. (Cycle World Archives/) Spiritual home for Joe? The Baja Peninsula. Parkhurst rode thousands of miles in Mexico’s off-road paradise, and chose Baja for the first Cycle World Trek, an annual industry invitational gathering hosted by him so he had another excuse to ride with his friends. (Cycle World Archives/) Always a man of style, Parkhurst cruises an Earles-fork BMW testbike in the 1960s. (Cycle World Archives/) As co-founder of SoCal’s Saddleback Park, Parkhurst led motorcycle sport and recreation with one of the first dedicated off-road riding areas. It also hosted world-class racing and racers, including the 1975 Trans-AMA series. Here, Parky awards International Class Champion Roger DeCoster the silver trophy. (Cycle World Archives /) Obviously enjoying one of his many trips to Japan as the country grew a strong foundation in the 1960s for its later industry dominance. (Cycle World Archives/) Paul Dunstall of Dunstall Norton fame at left, with Gordon Jennings, at the Isle of Man TT, 1964. The TT was a favorite of Parkhurst, and he’d write off his trips as “stockholder’s meetings,” even though Cycle World had none! (Cycle World Archives/) He never lost his sense of fun, and visited the Newport Beach office (and photo studio, obviously) on a regular basis. (Cycle World Archives/) Perfect pose for the man to whom we owe it all. (Cycle World Archives/)Parkhurst died in 2000, age 74, and left behind a legacy, a lifestyle, and a meeting place for all of us to share. In a lot of ways, Cycle World has also been a delightful textbook that continues to help people become more knowledgeable enthusiasts and better informed riders. Source
  12. Clockwise from top left: Custom Works Zon’s Departed, Roland Sands’ Dragster, Blechmann’s R 18, and Revival Cycles’ Birdcage: four radically different customs used to herald the arrival of the 2021 BMW R 18. (BMW Motrrad/)Ahead of the R 18′s release, BMW looked to two custom shops to provide the public’s first view of the engine. As Custom Works Zon’s Departed and Revival Cycles’ Birdcage stirred our imaginations, these master makers also provided feedback, allowing for a more easily customized motorcycle. By showing unique models of the R 18 prior to the final product, BMW let the consumer envision what the bike could be before the company defined it. The 2021 R 18 debuted with a unique consideration of home customization. An easily removed subframe and entirely steel bodywork lay the base for serious modification, while universal fitments on things like foot controls and handlebars allow for quick minor changes. Robot-painted pinstripes and an exposed nickel-plated drive shaft evoke the 1936 R5, simultaneously representing tradition and modern manufacturing in a wholly new machine. With the production model unveiled, two more builders were commissioned to work with the new Bavarian cruiser. Roland Sands Design and Austrian builder Blechmann were each supplied with a complete motorcycle and given a brief to highlight BMW’s design language while demonstrating the platform’s aesthetic potential through their own visions. BMW has designed ­customization into the R 18, and the tools of these four builders demonstrated that beautifully as the company prepared and launched this new motor­cycle. Other production motor­cycles have grown into custom icons. BMW is using these builders to create one. CW Zon CW Zon (Tadashi Kohno/)Yuichi Yoshizawa had few restrictions when working with the R 18, the first motorcycle built around BMW’s all-new engine. But he also had only the engine, gearbox, and final drive to build upon. So Yoshizawa started his work as he would any other custom-framed project: by fabricating a jig. However, because this new engine was substantially larger than any powerplant he had built around before, special considerations had to be made. A first jig was built to determine the position of the engine as it would sit relative to the ground, and then a second jig was made to position the frame around the engine. This allowed Yoshizawa to work freely in designing the frame to his aesthetic and structural standards while ensuring the drivetrain would still work as originally intended and the exposed shaft drive would be maintained. This custom jig was Yoshizawa’s most important tool in making the first frame that the public would see around BMW’s R 18. Revival Cycles Revival Cycles (Revival Cycles/)The build from Texas-based Revival Cycles highlights the R 18′s engine in a deceptively functional way. The titanium spiderweb of the frame is technical and staggering, but noticed only after peering through it to view the mammoth 1,800cc boxer engine in the center. The 138 structural members of the hyper-minimal Birdcage were cut, coped, and welded in with Revival’s Lincoln 375 TIG welder. Board-track-style handlebars mount to a minimal carbon fiber and tita­nium Telelever front suspension for a juxtaposition of new and old, more appropriate on an R 18 than we suspected at the time of this bike’s unveiling. Blechmann Blechmann (BMW Motarrad Austria/)Bernhard Naumann of Blechmann works with methods all his own. Rather than sketch out a finished product, Naumann works on a motor­cycle with only his most valuable tools: his hands. Starting with cardboard models, he builds a figure to discern proportions before finally going to sheet metal. With more than 450 hours into his build, it is a labor-intensive and time-consuming process, but the final result proves to be worth it. Using a mixture of materials, includ­ing cast iron and hand-shaped sheet metal, Naumann constructs entirely new bodywork that flows perfectly with the engine and frame. Classic BMW paint adorns pieces only Blechmann could make. His bike is an incredible example of what can be done with custom bodywork on an unmodified chassis. “You can’t be closer to the design process than on the object directly,” Naumann says. ­ Roland Sands Design Roland Sands Design (Jeff Allen/)At Roland Sands Design, a ­custom motorcycle is often just the beginning of a larger project. In making the R 18 Dragster, the goal was to not only make a striking machine, but also for that machine to serve as a platform for a soon-to-be-released line of hard parts. By modeling products in the ­computer-aided design environment SolidWorks and printing them with the com­pany’s rapid prototyping device, the team was able to produce custom-machined components on an almost unthinkably short timeline. The result is a custom motorcycle completed in a matter of weeks, with finished, machined pieces of the highest quality, instantly streamlined for production. Sands is not only helping to shape what he believes the aftermarket will want, he is also making and selling it. Source
  13. After enjoying updates each year since its radical revamp back in 2018, the Honda CRF250R returns as the exact same model as the prior year for 2021. While Big Red’s 250cc four-stroke motocrosser has plenty of positive qualities that make it an enticing option, especially for those who are looking for a fun 250F to ride, it still has a number of areas that could be refined to make it a better overall racebike. And in a class as competitive as the 250F motocross segment, having even just a few aspects to improve upon can push a bike to the bottom of the rankings, as is the case with the CRF250R. “I really enjoyed my time on the Honda CRF250R. In comparison to the last time I rode it, which was a 2019 model, it feels much more stable and confidence inspiring to charge hard, while also offering an incredibly smooth powerplant that is so good on so many levels. Seriously, it’s so easy to ride (but not slow!) at every rpm. Honda has done great work here.” <em>—Michael Gilbert</em> (Jeff Allen/)2021 Honda CRF250R Engine Hitting the scales at 237 pounds, the CRF250R weighs 1 pound less than the heaviest bike in this comparison test. (Jeff Allen/)After taking delivery of Honda’s 250F motocrosser, we took it to our shop, mounted a Dunlop D404 street tire on the rear wheel, and ran it on our in-house dyno. Churning out 39.0 hp at 12,900 rpm and 18.8 pound-feet of torque at 9,500 rpm, the red machine ties the Yamaha YZ250F for the least peak horsepower and ranks third in peak torque. The Honda’s dual exhaust system is a contributing factor to it being one of the heavier bikes in the class. (Jeff Allen/)The Honda produces the most horsepower of all the bikes from 3,400 rpm 5,000 rpm, at which point it gets passed by the KTM 250 SX-F and Husqvarna FC 250, then gets overtaken by the YZ250F at 5,700 rpm, meets the blue bike along the horsepower curve very briefly from 7,300 to 7,500 rpm, then passes the YZ250F from that point until the two machines hit an identical peak horsepower figure of 39.0 at a similar rpm (12,900 for the CRF250R, 13,000 for the YZ250F). After matching the 250 SX-F and FC 250 from 8,200 to 8,400 rpm, the CRF250R makes the most horsepower of all the bikes from 9,700 to 10,800 rpm, at which point it gets passed by the FC 250 and later the 250 SX-F at 11,600 rpm. The Honda makes more horsepower than the Kawasaki KX250 from 3,400 to 12,000 rpm, then is passed by the green machine from that point until 14,000 rpm. Related: Best Motocross Bike 5th Place—2021 Honda CRF450R As far as torque, the CRF250R makes the most of all the bikes from 3,400 to 4,500 rpm, where it meets the FC 250 from that point until 5,200 rpm, where it also gets passed by the Husky and the 250 SX-F, then by the YZ250F at 5,700 rpm. It meets the blue bike at 7,300 rpm, passes it at 7,500 rpm, and produces more than the YZ250F from that point until peak. The Honda meets the Austrian duo on the torque curve from 8,000 to 8,500 rpm, then gets passed by the two until 9,600 rpm, meets them again at 10,600 rpm, then is passed by them one final time at 11,700 rpm until peak. Cranking out 39.0 hp at 12,900 rpm and 18.8 pound-feet of torque at 9,500 rpm on the dyno, the CRF250R ties the Yamaha YZ250F for the least peak horsepower and ranks third in peak torque. (Michael Gilbert/)The CRF250R’s free-revving engine is one of the characteristics that make it so much fun to ride. It offers a smooth, linear powerband from bottom to top with no real hit anywhere in the rpm range, all of which contribute to the bike’s ability to get great traction. On the flip side of that, although its bottom-end and midrange power have been improved in the last few years since the latest engine design was introduced in 2018, it still needs work to be competitive with more hit and overall torque. The most effective way to ride the CRF250R is by maintaining as much momentum as possible and keeping the rpm sky high as it takes a while for the engine to get back into the meat of the power when letting it dip too low in the rpm range. “The Honda’s bottom-end and midrange power have been improved since the latest-generation model was introduced in 2018, but it still needs work to be competitive.” <em>—Allan Brown</em> (Jeff Allen/)Although there isn’t a world of difference between the three maps toggled via the handlebar-mounted engine mode select button, test riders preferred map 3 for its increased torque feel at low rpm. Minimal engine-braking is a praiseworthy quality of Honda’s quarter-liter engine. As one of the two bikes in this comparison test equipped with a cable clutch, the CRF250R has the hardest clutch pull and its clutch fades a little too much under heavy use. Related: 2020 Honda CRF250RX Dyno Test 2021 Honda CRF250R Suspension Having the most performance-based suspension setup of all the bikes, the CRF250R’s Showa 49mm coil-spring fork and Showa shock offer a fair amount of comfort, and have reasonable holdup and good bottoming resistance. Both units, namely the fork, are a little firm in the initial part of the stroke, but offer a plusher feel deeper in the stroke—most notably on bigger impacts such as jump landings—and get better the faster and more aggressively you ride the bike. 2021 Honda CRF250R Chassis/Handling “In addition to its suspension lacking some suppleness in the initial part of the stroke, the CRF250R’s chassis has a slightly rigid feel as well—the combination of which make it fun to ride on a smooth track with lots of corners, but not as enjoyable or predictable on a rough and gnarly track like Glen Helen.” <em>—Andrew Oldar</em> (Jeff Allen/)With light and nimble handling characteristics combined with having the shortest-feeling wheelbase of all the motorcycles in this comparison test, the CRF250R is very maneuverable and the easiest bike to corner. It leans more toward turning ability than straight-line stability, which leads to it being prone to some headshake in rough terrain. The Honda gets excellent rear wheel traction despite its stink bug (high rear end) stance, which can be reduced by lowering the rear end of the bike by adding more shock sag. Contributing to the CRF250R’s sharp handling is that the chassis is a bit on the rigid side, which decreases rider comfort on bumps and becomes more noticeable as the track gets rough. Ergonomically, the Honda is the easiest bike to hop on and get used to right away as a result of its comfort and neutrality. The rider triangle is well-proportioned and its flat seat makes it easy to move forward and back on. The only downside to the CRF’s ergonomics is that its radiator shrouds and midsection are a little wider than most of the other bikes, the latter of which is due to the dual exhaust system. Why the 2021 Honda CRF250R Should Have Won “The Honda is nimble and one of the best at carving corners. The seat has a flat feel to it, which is bittersweet as you have room to move, but the bike can get out from underneath you on hard acceleration.” <em>—Michael Wicker</em> (Jeff Allen/)Excellent cornering ability, a light and nimble feel, and great ergonomics make the CRF250R an enticing option. It’s also the least expensive bike of the five gathered here. Why the 2021 Honda CRF250R Didn’t Win Returning completely unchanged for 2021, the Honda CRF250R finishes one mark below its ranking in last year’s 250F Motocross Shootout. (Jeff Allen/)Having the least low-end power and torque feel throughout the rpm range, the firmest clutch pull, and being the most unstable bike in the test hold the CRF250R back from standing atop the podium in this competitive class. Gearbox Helmet: Bell Moto-9 Flex Goggle: Oakley Airbrake MX Neck Brace: Alpinestars BNS Tech-2 Jersey: Thor MX Prime Pro Gloves: Thor MX Agile Plus Pant: Thor MX Prime Pro Boots: Alpinestars Tech 10 Source
  14. It seems as though an all-new Kawasaki KX250 has been in the works for a while, but it’s finally here in 2021. Perhaps that wait was prolonged by how much we’ve enjoyed riding and testing the KX450 since it received a complete revamp in 2019. We figured the KX250 would enjoy those same updates—namely the chassis—and sure enough it did, though a year later than we originally anticipated. “Overall, the Kawasaki KX250 offers a great package with its linear power delivery, simple suspension setup, and being one of the most agile and nimble bikes in the class. Although, its EFI mapping changes should be able to be done on the fly, which is not the case with the couplers.” <em>—Michael Wicker</em> (Jeff Allen/)The all-new KX250 retains several of the same qualities we praise the KX450 for in the handling department, but some of the engine’s characteristics along with the power delivery still leave a bit to be desired. Also, the suspension is still on the firm side for the average 250F rider, and even those who are on the heavier or faster side of the spectrum for that matter. Fourth place doesn’t warrant how great of a bike the 2021 KX250 is because it’s the most improved 250 four-stroke motocross bike for this year and is nipping at the heels of the top three finishers in this comparison test. Related: 2021 Kawasaki KX250X Review First Ride The Kawasaki KX250 is the most significantly updated 250 four-stroke motocross bike of 2021. It is improved in many ways over its predecessor, but misses the mark in a few key areas in stock trim. (Jeff Allen/)2021 Kawasaki KX250 Engine Runs on the Dirt Rider dyno were in order for the KX250 and the four other bikes before the comparison test got underway. After mounting a Dunlop D404 street tire on the rear wheel, we conducted a number of pulls on the green machine and documented 39.6 hp at 13,200 rpm and 18.4 pound-feet of torque at 9,400 rpm. With those figures, the Kawasaki ranks third in peak horsepower and fourth in peak torque. Producing 39.6 hp at 13,200 rpm and 18.4 pound-feet of torque at 9,400 rpm on the <em>Dirt Rider</em> dyno, the KX250 ranks third in peak horsepower and fourth in peak torque. (Michael Gilbert/)The KX250 produces slightly more horsepower than the Yamaha YZ250F from 4,000 to 5,500 rpm, but makes less than all of the other bikes from 5,500 to 8,800 rpm. It passes the YZ250F back at 8,800 rpm, matches it from 10,200 to 10,700 rpm, then surpasses it from that point until 12,400 rpm. The green machine rises above the CRF250R at 12,200 rpm until hitting its 14,500 rpm rev limiter. The KX250 is unable to match the KTM 250 SX-F and Husqvarna FC 250 at any point along the horsepower curve from 5,000 rpm all the way to peak. Related: Best Motocross Bike Winner—2021 Kawasaki KX450 As far as torque, the Kawasaki makes the least of all the bikes from 5,500 to 8,800 rpm, then passes the YZ250F at that mark and matches it at various points along the torque curve including from 10,000 to 10,600 rpm and 12,000 to 12,600 rpm. The KX250 makes less torque than the 250 SX-F and FC 250 from 5,000 rpm until they each hit their respective rev limiters and produces just a touch more than the CRF250R from 12,700 to 14,000 rpm. “The Kawasaki offers a good, broad power with decent torque and over-rev. However, it seems to struggle a little with recovery when missing a downshift—mostly when you should have been in second gear and got caught in third.” <em>—Allan Brown</em> (Jeff Allen/)Possessing a fairly broad power delivery, the KX250 can carry a gear well into the rpm range and works best when ridden that way. It has more bottom-end power than the CRF250R, but noticeably less than the YZ250F and not quite as much as the 250 SX-F or FC 250 either. Although the Kawasaki has a quick, free-revving nature, it lacks some torque feel throughout the rpm range compared to the top three finishers in this shootout as well. Therefore, if you miss a downshift, it takes a moment for the bike to recover and get back into the meat of the power. For all of those reasons, the KX250 still has a mostly intermediate- to pro-level engine package in that it requires an aggressive throttle hand and a finger on the clutch in case the rider loses momentum or is in the wrong gear and needs to coax it back into the upper echelons of the rpm range. Thankfully, the KX’s new Nissin hydraulic clutch offers a smooth, nearly effortless pull that makes it almost enticing to use. The green machine rivals the YZ250F for being the loudest bike in the class and is the raspiest sounding as well. 2021 Kawasaki KX250 Suspension “The suspension on the KX250 took the longest for me to find the right setting, and even then, it still felt very stiff over small- to medium-sized chatter bumps and deceleration bumps.” <em>—Michael Gilbert</em> (Jeff Allen/)Kawasaki spec’d the KX250 with a KYB 48mm coil-spring fork and KYB shock last year, which we felt were too stiff. Those same components return on the 2021 model, but with a one-rate-softer fork spring setting of 4.9 Nm and the same shock spring rate of 54 Nm. Although the softer fork springs help provide more comfort compared to last year’s model, the KX250′s suspension setup is still the stiffest of the bikes gathered here. Its excessive firmness is mostly noticeable on braking bumps—namely those of the small- to medium-size variety—and becomes increasingly apparent as the track gets rougher. On smoother, jumpier tracks, the KX250′s suspension setup is acceptable, but on a rough and demanding track like Glen Helen, it provides the least rider comfort and the most feedback on acceleration chop and braking bumps, especially those that are square-edged. The KX250′s firm suspension setting matches its engine package in that it works best in the hands of an intermediate- to pro-level rider, but even those more skilled pilots may find themselves going out on the compression and rebound clickers at both ends in search of more comfort and movement from the KYB components, especially if they weigh under 160 pounds. To further indicate how firm the KX250′s stock suspension setup is, even our heaviest test rider of 175 pounds and Vet Expert in skill level went out five clicks on the fork compression, three clicks out on the fork rebound, five out on the shock’s low-speed compression, a half-turn out on the shock’s high-speed compression, and three clicks out on the shock rebound before he found the comfort he was looking for. 2021 Kawasaki KX250 Chassis/Handling Kawasaki added electric start to the KX250 for 2021. While that feature is certainly a welcomed addition, it is a major contributing factor to the bike gaining 5 pounds over the prior year model as it now weighs 238 pounds, making it the heaviest motorcycle in this comparison test. (Jeff Allen/)Equipped with a frame that is based off the KX450′s and sharing the same swingarm as its larger-displacement counterpart, the KX250 is one of the best-handling machines in the class and features the best overall ergonomics. It offers the most neutral handling characteristics between cornering capability and straight-line stability, and is the narrowest from the radiator shrouds all the way back to the number plates, which make it the easiest bike to move around on. It also possesses a nimble feel despite being the heaviest motorcycle in this comparison test at 238 pounds. “Because I very much enjoy riding the Kawasaki KX450, I figured I would like the KX250 even more being that I am on the lighter side of the weight spectrum. However, that assumption proved to be incorrect. As it is on the 450, the smaller-displacement KX’s chassis is remarkable in the way it handles neutrally and offers the best ergonomics, but I feel its potential is hidden beneath a stiff, overly sprung suspension setup for the average 250F rider.” <em>—Andrew Oldar</em> (Jeff Allen/)The KX250 has somewhat of a stink bug stance, which is magnified by the recommended shock sag setting being a relatively high 102mm. To combat this, some test riders increased the sag and went a half-turn out on the high-speed compression. Contributing to the KX250′s class-leading ergonomics package is its neutral rider position, near-perfect rider triangle, flat seat, and sit-on feel. Why the 2021 Kawasaki KX250 Should Have Won It has the most neutral-handling chassis, the best ergonomics, competitive top-end power, and a silky smooth clutch pull. “Initially, I could not keep the KX250 under control. It felt very bouncy and stiff; the bike would skip across bumps and wouldn’t go through them. I went two clicks out on the rebound front and rear, and it was a lot more plush and planted. On the plus side, the bike is narrow, very nimble, and plants nicely in ruts.” <em>—Tanner Basso</em> (Jeff Allen/)Why the 2021 Kawasaki KX250 Didn’t Win The engine lacks a little bit of low-end power and some torque feel, and the suspension is stiff and a bit harsh in stock trim, especially for those who are on the lighter side and novice level in ability. Also, we would like to see the KX250 feature a handlebar-mounted engine map select button instead of EFI couplers. Gearbox Helmet: Arai VX-Pro4 Goggle: Fox Racing Vue Jersey: Fox Racing Flexair Gloves: Fox Racing Flexair Pant: Fox Racing Flexair Boots: Fox Racing Instinct Source
  15. Rounding out the podium in the 250F Motocross Shootout for the second year in a row is the Husqvarna FC 250. With a smooth yet powerful engine, suspension settings that do a fantastic job of gobbling up small chop, and a chassis that is lower to the ground and corners better than in years past, the FC 250 is a very user-friendly motorcycle. It could be considered a slightly milder-mannered version of the KTM 250 SX-F in some regards, and a number of those differences in attributes suit riders of certain weights and skill levels better than others. With that, which Austrian-made 250 four-stroke motocross bike is best for you depends mostly on your weight, riding ability, and what you value in a 250F motocross bike as far as suspension setup and handling. “Overall, the Husqvarna FC 250 is a very easy motorcycle to hop on and ride, but seems to keep getting better with more speed. It is a winner in my book as it blends the balance of potency and rideability that I am looking for.” <em>—Michael Gilbert</em> (Jeff Allen/)2021 Husqvarna FC 250 Engine Before loading all of the bikes in the van and heading to the track, hard empirical numbers needed to be established, which included runs on the Dirt Rider dyno. The FC 250 cranked out 40.3 hp at 13,300 rpm and 19.3 pound-feet of torque at 9,100 rpm with a Dunlop D404 street tire mounted on the rear wheel, which put it in the runner-up spot in the peak horsepower rankings of the class along with the most peak torque. Related: 2021 Husqvarna FC 350 Review First Ride Being that it shares the same engine as the KTM 250 SX-F, the FC 250 unsurprisingly shares a nearly identical horsepower and torque curve to it. The only notable differentiation along the curve between the two Austrian bikes are that the FC 250 makes just a minuscule amount more than the 250 SX-F from 8,800 to 9,800 rpm and a touch less than the orange bike from 11,000 to 11,500 rpm and 11,900 to 12,400 rpm before the 250 SX-F begins to ascend higher on the curve at 12,700 rpm until it makes its peak horsepower of 41.1 at 400 rpm higher than the FC 250. When all is said and done, the Husqvarna makes 0.8 hp less than the KTM at peak. The FC 250 is competitive on the dyno; 40.3 hp at 13,300 rpm puts it in the runner-up spot in peak horsepower and 19.3 pound-feet of torque at 9,100 rpm is the highest peak figure in the class. (Michael Gilbert/)Compared to the three Japanese bikes, the FC 250 makes more horsepower than the Honda CRF250R, Kawasaki KX250, and Yamaha YZ250F from 5,200 to 8,200 rpm. The Austrian machine is matched by only one of those three bikes, the CRF250R, from 8,200 to 8,400 rpm, and then passed by the red machine from 9,600 to 10,800 rpm. The FC 250 follows the same horsepower curve as the CRF250R from 10,800 to 11,600 rpm, then passes it until both machines reach peak. Related: Best Motocross Bike 4th Place—2021 Husqvarna FC 450 As far as torque, the FC 250 again follows a similar curve to the 250 SX-F with the only notable differentiations between the two being the amount of peak torque they make; both record their highest figure at 9,100 rpm with the FC 250 producing a class-leading 19.3 pound-feet and the 250 SX-F churning out just 0.2 pound-feet less. Also, from 13,000 rpm to peak, the FC 250 is down just slightly compared to its orange counterpart. Making more torque than the CRF250R from 5,200 to 8,000 rpm, the FC 250 meets the red bike briefly from that point until 8,400 rpm. It then supersedes the CRF250R until 9,500 rpm, gets passed by it from 9,500 to 10,600 rpm, follows a similar curve to Big Red until 11,600 rpm, then remains higher on the curve than it from that point until peak. The FC 250 makes more torque than the KX250 and YZ250F from 5,200 rpm all the way to their respective rev limiters. “Although the Husqvarna is very mellow from the low-end to midrange, the power is nice on the top-end. I wasn’t very impressed with its Magura hydraulic clutch as I felt like it needed more input to help with shifting.” <em>—Michael Wicker</em> (Jeff Allen/)With its broad power delivery, the FC 250 builds power in a very linear manner throughout the rpm range and really comes alive in the midrange to top-end. It pulls all the way to the rev limiter and can run a gear effectively the second-longest behind the 250 SX-F, which pulls an extra 400 rpm before signing off. Although the FC 250′s torque feel isn’t as plentiful as the YZ250F’s, it is stronger than the KX250′s and CRF250R’s and comparable to the 250 SX-F’s. Selecting map 2 on the handlebar-mounted engine map select button increases the bike’s torque feel slightly and is Dirt Rider testers’ go-to map regardless of the track conditions. The FC 250′s bottom-end power falls in the middle of the five bikes as it makes more than the CRF250R and KX250, but not quite as much as the 250 SX-F and noticeably less than the class-leading YZ250F. Part of the reason the FC 250′s low-end grunt isn’t quite as plentiful as the 250 SX-F’s is due to airflow. While the 250 SX-F comes with an optional ventilated airbox cover that has 10 relatively large perforations, the FC 250′s six slit-shaped vents are not only less in quantity, but smaller in size, which limits airflow and makes for slightly less throttle response. The FC 250 can be made to run more similar to the 250 SX-F by drilling holes in the airbox cover that emulate the size and pattern of those on the KTM’s. Equipped with a Magura hydraulic clutch, the FC 250 has the second easiest clutch pull in the class behind the KX250. Some test riders commented that the clutch felt like it needed more input to help with shifting under load, and that keeping the clutch lever adjusted as far out as they were comfortable with was key to having good clutch input and easy shifting. As it has been for the past several years, the FC 250 is easy on the ears as the quietest bike in the class. 2021 Husqvarna FC 250 Suspension With 10mm (0.4 inch) lower suspension via shorter fork cartridges and outer tubes along with a revised shock linkage, the Husqvarna FC 250 is differentiated from its orange Austrian counterpart more than ever in 2021. (Jeff Allen/)Like the rest of Husqvarna’s 2021 full-size motocross bike lineup, the FC 250 features 10mm (0.4 inch) lower suspension than prior year models via shorter fork cartridges and outer tubes along with a revised shock linkage, which is now one of the major differentiations between it and the 250 SX-F. The FC 250′s suspension setup is a noticeable improvement over the prior year model and the most comfortable Husqvarna we’ve swung a leg over in terms of suspension feel. For riders who are novice level in ability and less than 150 pounds, the WP Xact air fork and WP Xact shock have a near-perfect setting for a rough track like Glen Helen. Because of the suspension’s somewhat soft setting in stock trim, the fork and shock tend to move too quickly through the stroke and can come close to bottoming in the case of a big impact such as an overjump, but this can mostly be alleviated by stiffening the compression at both ends. “I have always really appreciated the WP air fork on both of the Austrian motorcycles, mainly for the ease of adjustability. They do a fantastic job of blending a balance of small bump compliance and big-hit support, and have always been very easy for me to dial in.” <em>—Michael Gilbert</em> (Jeff Allen/)For riders more than 150 pounds, regardless of ability, the FC 250′s suspension is a little soft and springy with the stock settings, and some pitching is noticeable in braking bumps. This causes the components to ride a little low in the stroke, which can provide a bit of a harsh feel in rough areas of the track, especially acceleration bumps. Increasing the fork’s standard air pressure setting from 10.5 bar to 10.7 bar and going in a few clicks on the compression improves the fork’s initial bump absorption. Also, raising the sag from the recommended 105mm to 103mm helps get the shock to ride in the softer part of the stroke, which makes for more comfort on bump absorption. 2021 Husqvarna FC 250 Chassis/Handling “The FC 250 has a distinct lower ride height. The chassis is stable and almost no longer has a hinged feeling under load.” <em>—Allan Brown</em> (Jeff Allen/)The FC 250 is a very neutral-handling bike that corners better than ever thanks to its distinctly lower ride height compared to the other bikes in this test. It has a slight chopper feel to it, which is mostly alleviated by decreasing the sag (raising the rear of the bike) and stiffening the shock’s high-speed compression. These adjustments also improve the Austrian machine’s already-impressive turning capability. Being the only motorcycle in the class to feature a composite carbon fiber subframe, the rear portion of the FC 250 provides the most suppleness and comfort in terms of chassis feel. Like its handling characteristics, the FC 250′s ergonomics are mainly neutral. The rider position is right where it should be thanks to the bike’s well-proportioned rider triangle and having more of a sit-on feel. There are no unwanted protrusions in the bodywork that inhibit rider movement either. Also, its handlebar is noticeably wider than those on the Japanese models and offers more flex and comfort than the Neken bar found on the KTM. Sharing Brembo brakes, which are the strongest in the class, and ODI lock-on grips with the 250 SX-F are just a few additional features that make the FC 250 such an excellent bike right off the showroom floor. “In a sport as gnarly and demanding as motocross, it’s nice to have a bike like the Husqvarna FC 250 underneath you. It offers a smooth, super-predictable power delivery that pulls seemingly forever, a plush suspension setup, and a well-rounded chassis that has plenty of compliance thanks to the composite carbon fiber subframe and ProTaper handlebar. The Husqvarna is the most expensive of the five bikes gathered here, but its multitude of high-quality components and fit and finish reflect the premium price tag.” <em>—Andrew Oldar</em> (Jeff Allen/)Why the 2021 Husqvarna FC 250 Should Have Won The FC 250 produces some of the highest numbers on the dyno throughout the rpm range including the most peak torque. On the track, it has a great combination of high-rpm power combined with an impressive torque feel, the most comfortable suspension setup in stock trim for lighter, novice-level riders, a compliant chassis that handles very neutrally, the best brakes, and several other high-quality components in stock trim. Why the 2021 Husqvarna FC 250 Didn’t Win It doesn’t have as strong of a bottom-end power delivery as the YZ250F or 250 SX-F, lacks some suspension holdup on large impacts, and the shock rides a little low in the stroke when the bike is piloted by heavier riders. With that being said, although it’s improved in this area over last year, the FC 250′s suspension setup still isn’t quite as suitable for a wide range of rider weights and abilities as some of the other bikes in the class. Gearbox Helmet: Arai VX-Pro4 Goggle: Scott Fury Jersey: FXR Racing Podium MX Gloves: FXR Racing Clutch Strap MX Pant: FXR Racing Podium MX Boots: Sidi Crossfire 3 SRS Source
  16. As the bike that began and set the standard for the current trend of high-revving, high-horsepower 250 four-stroke motocross bikes, the KTM 250 SX-F still reigns as king of the class in terms of raw horsepower while producing some of the best torque figures. Combine that with its improved suspension settings and proven chassis, and you have a well-rounded package right out of the box. Perhaps the KTM’s only perceived shortcoming is that its high-rpm powerband naturally suits those who ride aggressively, which happens to mostly be riders and racers of intermediate to pro level in skill. And while that can also be said of the three other bikes that finished behind it, the 250 SX-F is still the second best bike in terms of low-rpm power and torque feel, which is one of the reasons it finishes in front of them. “The KTM 250 SX-F is an expert’s motorcycle that has widespread gear ratios and requires revs to make it go anywhere, but it is approachable to the everyday rider.” <em>—Michael Gilbert</em> (Jeff Allen/)In fact, the only machine that is ranked in front of it has more low-end grunt and is now a competitor in the high-rpm horsepower battle—the combination of which enables it to be ridden easier and more effectively by lower level riders who aren’t willing or don’t want to go for broke with their throttle hand, while also being given the nod by intermediates and pros alike. It’s close at the top of the 250F motocross bike class, and although the KTM 250 SX-F didn’t take the victory this year, it is still an excellent choice for riders far and wide, especially those who fit the bill for its engine characteristics. Hitting the scales at 232 pounds, the 250 SX-F is the lightest bike in the class. (Jeff Allen/)2021 KTM 250 SX-F Engine Like it has in years past, the 250 SX-F performed superbly on the dyno with 41.1 hp at 13,700 rpm and 19.1 pound-feet of torque at 9,100 rpm, which gives it the most peak horsepower in the class and the second most peak torque. The KTM is the king of the dyno in the 250 four-stroke motocross bike segment once again. Its 41.1 hp at 13,700 rpm is the highest peak figure in the class, while 19.1 pound-feet of torque at 9,100 rpm puts the orange machine at just 0.2 pound-feet less at peak than the Husqvarna FC 250. (Michael Gilbert/)Sharing the same engine as the Husqvarna FC 250, the 250 SX-F follows a similar horsepower curve to its Austrian counterpart with both bikes producing the most horsepower in the class from 5,200 to 8,200 rpm. The Austrian duo are matched by the Honda CRF250R from 8,200 to 8,400 rpm and surpassed by it from 9,700 to 10,800 rpm. The 250 SX-F and FC 250 make more horsepower than the KX250 and YZ250F from 4,800 rpm on up. The 250 SX-F produces just a touch more horsepower than the FC 250 from 6,100 to 6,500 rpm, 11,000 to 11,500 rpm, 11,900 to 12,400 rpm, and 12,700 rpm until peak. The only area along the horsepower curve the 250 SX-F is down from the FC 250 is a minor amount from 8,800 to 9,800 rpm. The 250 SX-F also makes its class-leading 41.1 peak horsepower at the highest rpm of all the bikes. Related: 2020 KTM 450 SX-F Factory Edition Review First Ride As far as torque, the 250 SX-F again follows a similar curve to the FC 250 with the only minor exception being their peak figures. Although the Austrian duo produce their highest number at 9,100 rpm, the 250 SX-F spins just 0.2 less pound-feet at peak than the FC 250. Another notable point is that the 250 SX-F cranks out slightly more torque from 13,000 rpm to peak. Compared to the Japanese bikes, the 250 SX-F makes more than the KX250 and YZ250F from 5,200 rpm on up and is only matched by the CRF250R from 8,000 to 8,400 rpm and is superseded by the red bike from 9,500 to 10,600 rpm. After following a similar curve to the CRF250R until 11,600 rpm, the 250 SX-F is unmatched by any of the Japanese bikes from that point until peak. Related: Best Motocross Bike 3rd Place—2021 KTM 450 SX-F On the track, the 250 SX-F doesn’t have the strongest low-end power, but it does have the second most behind the YZ250F. From there, it only gets better as the rpm increase. The engine pulls seemingly forever and never signs off. When it does reach the rev limiter, it doesn’t hit a proverbial wall and lose power; it just keeps pulling and maintains momentum until the rider grabs another gear. The 250 SX-F ties the FC 250 for the second best torque feel in the class as it doesn’t offer as much as the class-leading YZ250F, but does possess more than the KX250 and CRF250R. For that reason, if the rider misses a shift or selects the wrong gear, it gets back into the meat of the power quicker than the red and green bike, but not nearly as swiftly as the YZ250F. Other factors that play into the 250 SX-F, and the FC 250 for that matter, having less low-end grunt and rpm recovery than the YZ250F are the Austrian bikes’ gear ratios and the gearing itself. Because the gear ratios are long, it makes gear selection more crucial to using their power effectively. The best strategy is to ride each gear as long as possible, ideally until coming close to or actually hitting the rev limiter, then finally upshifting. Also, the 250 SX-F and FC 250 come with fairly tall 14/51 gearing. Taking all of that into account, some test riders commented that they would consider adding a tooth or two to the rear sprocket or even trying a 13-tooth countershaft sprocket to liven up the bottom-end power and make gear selection less critical. 2021 KTM 250 SX-F Suspension Updates to its WP Xact air fork and WP Xact shock along with the addition of new low-friction linkage bearing seals made by SKF are the mechanical changes the KTM 250 SX-F enjoys for 2021. (Jeff Allen/)KTM makes changes to the suspension setup of its motocross bikes each year, and the 2021 250 SX-F features the best suspension setting it has had since the latest generation was introduced in 2019. The WP Xact air fork and WP Xact shock have somewhat of a springy feeling while sitting on the bike, but have decent rebound control while riding. The WP components are also more progressive than ever with a fairly supple feel in the initial part of the stroke combined with impressive bottoming resistance. “The WP Xact suspension components on the KTM are plush. They soak up all bumps very well, yet hold up great over big landings and deep in the stroke.” <em>—Tanner Basso</em> (Jeff Allen/)The stock settings are tunable, and although many test riders set the sag and left the clickers alone for the most part, a few others noted improvements to the fork by increasing the air pressure from the stock 10.5 bar to 10.7 bar, which offered more holdup and comfort and helped reduce pitching. The shock settings are also very close in standard trim. Some test riders opted to raise the sag from the recommended 105mm up to 103mm and added anywhere from a quarter to a half turn on the shock’s high-speed compression to help pick up the rear of the bike, which rides just a little low in the stroke. Both of these adjustments improved the shock’s comfort and reduced the chassis’ slight chopper stance. 2021 KTM 250 SX-F Chassis/Handling “The KTM chassis feels much more lively than the Husqvarna’s, meaning it takes time for the bike to settle into the corner and rip out. It turns well, and in combination with its easy power delivery, makes for an easy motorcycle to ride. Like the Husqvarna, the KTM has a ton of braking power that quickly brings it to a stop.” <em>—Michael Gilbert</em> (Jeff Allen/)With its light and nimble feel on the track, the 250 SX-F is one of the easiest bikes in the class to maneuver. That can partially be attributed to the fact that it is indeed the lightest 250F motocross bike at 232 pounds. It is plenty stable at speed and corners well, and some test riders commented that it is also the most effortless to corner while standing. The orange machine’s slight chopper feeling is decreased by setting less shock sag and its cockpit is large and roomy, assisted by the wider than usual Neken handlebar. Test riders noted that if the 250 SX-F were their personal bike, instead of cutting the stock handlebar by 4–5mm on each side to give it a more traditional width like those that come standard on the Japanese models, they would instead prefer to invest in a different handlebar altogether such as a Renthal Fatbar or ProTaper Evo for more flex and comfort. Narrow bodywork and a sit-on feeling contribute to the KTM’s racy feeling as well. Like all of the Austrian brand’s full-size motocross bikes, the 250 SX-F features Brembo brakes, which are the most powerful in the class. Test riders also praised the bike for its comfortable seat and excellent ODI lock-on grips. “Although it doesn’t have a ton of initial hit, the 250 SX-F has a very smooth yet aggressive pull when transitioning from the bottom-end to the midrange, and then continues to pull all the way up to the top-end. Also, the Brembo hydraulic clutch is great! It has an awesome feel and doesn’t fade.” <em>—Tanner Basso</em> (Jeff Allen/)Why the 2021 KTM 250 SX-F Should Have Won It has a strong, fast engine that makes the most peak horsepower, an improved suspension setup with good base settings, a neutral-handling chassis, agreeable ergonomics, the best brakes, an awesome Brembo hydraulic clutch that provides a positive and consistent feel at the lever, and is the lightest bike in the class. Why the 2021 KTM 250 SX-F Didn’t Win The 250 SX-F has less low-end power, torque feel, and suspension comfort than the YZ250F. “The 250 SX-F is narrow, has a little bit of a chopper feeling, and feels like a longer wheelbase bike. The front and rear wheel seem to track in line versus a hinged feeling that I recall from the previous year model.” <em>—Allan Brown</em> (Jeff Allen/)Gearbox Helmet: Shoei VFX-EVO Goggle: 100% Racecraft Jersey: Fly Racing Lite Gloves: Fly Racing Lite Pant: Fly Racing Lite Boots: Sidi Crossfire 3 SRS Source
  17. In a class that is based heavily on engine power, a bike’s ranking is weighed most heavily on its output—both on the track and the dyno. Although suspension performance and handling characteristics certainly come into play as well, 250 four-stroke motocross bikes are somewhat defined by how their engines perform and what characteristics they have in stock trim. In years past, the YZ250F came to the fold with its trademark low-end to midrange power delivery and plentiful torque feel—the combination of which make it unlike any other 250F motocrosser on the market, but it lacked some high-rpm power in comparison to most of the competition. Related: 2021 Yamaha YZ250F Review First Ride The Yamaha YZ250F wins <em>Dirt Rider</em>’s 2021 250 Four-Stroke Motocross Shootout with its well-rounded package in stock trim. (Jeff Allen/)Regardless, it has finished on the podium in Dirt Rider’s 250F Motocross Shootout since the 250F class has become a high-rpm horsepower battle in recent years. Most of what it needed to take the win was just that—additional top-end power. For 2021, the bLU cRU machine not only enjoys a more well-rounded powerplant, it also features chassis and suspension updates that yield even better performance in those areas, which enabled it to capture the victory in Dirt Rider’s 2021 250F Motocross Shootout. Related: Best Motocross Bike 2nd Place—2021 Yamaha YZ450F Although it looks fairly similar to last year’s model with the exception of the number plate and fork guard colors, the Yamaha YZ250F received some calculated refinements to its engine, suspension, and chassis for 2021. (Jeff Allen/)2021 Yamaha YZ250F Engine All five bikes in the comparison test were run on the Dirt Rider dyno before the on-track testing commenced, where the YZ250F spun 39.0 hp at 13,000 rpm and 18.0 pound-feet of torque at 9,700 rpm. With those numbers, the YZ250F sits tied with the Honda CRF250R for the least peak horsepower, while also producing the least peak torque. The YZ250F makes the least horsepower of all the bikes from 4,500 to 5,500 rpm, where it passes the Kawasaki KX250, then rises above the CRF250R shortly after at 5,700 rpm. From that point, the YZ250F produces the third most horsepower until it meets the CRF250R from 7,300 to 7,500 rpm, then gets passed by the red machine from that point until they meet once again from 12,100 to 13,100 rpm. The Yamaha ties the Honda CRF250R for the least peak horsepower of the bikes in this comparison test with 39.0 hp at 13,000 rpm. Its 18.0 pound-feet of torque at 9,700 rpm is the lowest peak figure of the five motorcycles gathered here as well. Despite not being the top performer on the dyno, the bLU cRU’s engine is remarkable on the track. (Michael Gilbert/)After passing the KX250 on the horsepower curve at 5,500 rpm, the YZ250F engages in a back-and-forth battle with it. The Yamaha maintains a sizable gap over the green machine until 8,800 rpm, where it gets overtaken by the KX250 from that point until 10,200 rpm. The two bikes meet from that engine speed to 10,700 rpm, where the KX250 once again pulls a gap on the YZ250F before meeting it for the last time from 12,400 to 12,600 rpm. Team Green maintains its lead in the dyno duel against the bLU cRU from that point until peak. The YZ250F is unable to match the Austrian duo of the KTM 250 SX-F and Husqvarna FC 250 from 4,500 rpm to peak along the horsepower curve. On the torque curve, the YZ250F performs similarly as it does on the horsepower curve in regard to where it stacks up against the competition at different rpm ranges. It makes the least pound-feet of torque from 4,500 to 5,500 rpm, passes the KX250 and CRF250R at 5,500 and 5,700 rpm, respectively, then gets passed by the CRF250R at 7,500 rpm and the KX250 at 9,000 rpm. The YZ250F then matches the KX250 from 10,000 to 10,700 rpm before getting surpassed by the green bike once again from that point until matching it for a final time from 12,000 to 12,600 and equaling the CRF250R from 12,000 to 13,100 rpm. Although it comes close to doing so at 8,000 rpm, and from 10,000 to 10,300 rpm the YZ250F does not tie or beat the 250 SX-F and FC 250 at any point along the torque curve. “The YZ250F’s low-end power and torque feel throughout the rpm range are unmatched, and with the updates made to the cylinder head and intake for 2021, it is comparable to most of the other bikes in the upper part of the rpm range.” <em>—Andrew Oldar</em> (Jeff Allen/)If you were to only look at the dyno chart, you might not think the YZ250F possesses one of the most potent engines in the class, but nothing could be further from the truth. With its class-leading low- to midrange power and torque feel throughout the rpm range combined with its crisp throttle response, the YZ250F accelerates the quickest of all the bikes and reaches its rev limiter in a swift manner because of how strongly it pulls from bottom to top. Producing 0.8 more peak horsepower at 500 rpm higher than last year’s model, test riders appreciated the YZ250F’s additional top-end and longer powerband as they no longer felt the desire or need to short-shift the bike like in years past. Possessing more bottom-end power than any other bike in the class enables the YZ250F to remain the most capable at riding a gear high in most areas around the track as well; it even comfortably pulls third gear in some fairly tight corners. “Yamaha might have the most balanced engine package of all. Its power delivery is slightly harsher off the bottom in my opinion, but that’s not necessarily a bad thing as it allows you to get up to speed out of a slow corner or hit a jump out of a tight line. The only downside is that it’s still loud!” <em>—Michael Gilbert</em> (Jeff Allen/)The YZ250F features the best cable clutch in the shootout with an easy pull, but it does fade a little when abused unlike the hydraulically actuated units on the 250 SX-F, FC 250, and KX250. Also, although the bLU cRU machine has some detectable engine-braking, it is not excessive and easy to control. One of the only minor downsides to the YZ250F engine is that although the 2021 model’s new muffler is 70mm (2.75 inches) longer than the outgoing unit, the bike is still fairly loud. 2021 Yamaha YZ250F Tunability Yamaha is currently the only manufacturer to offer free and wireless EFI tuning capability for off-road motorcycles with its Power Tuner app, which is an iOS- and Android-based smartphone application that connects to the bike via Wi-Fi and enables the user to adjust the fuel delivery and ignition timing of the bike for different power delivery characteristics. In addition to having preconfigured maps available in the app, Yamaha is constantly creating, testing, and publishing additional maps for the YZ250F and its other four-stroke motocross and off-road models that can be viewed and downloaded on its website. Another convenient factor about the Power Tuner app is that it logs the engine’s total run time, thereby alleviating the need to purchase and install an hourmeter on the bike. The Power Tuner app has enabled the Tuning Fork brand to remain at the forefront of EFI tuning capability since it was first introduced on the 2018 YZ450F, and the same rings true for yet another year. Although the YZ250F’s stock map is excellent and very well-rounded, Dirt Rider test riders spent plenty of time spinning laps with different maps uploaded to the bike that were created by Yamaha’s in-house test team. Test riders commented that the “Over-rev Map” provided a slightly broader delivery with longer pulling power up top, which was useful on the long straightaways and uphills of Glen Helen. On the other hand, the “Exciting Power (Low-Mid Pulling Power Feel) Map” performed great as well, but would be more beneficial on a tighter track with more short acceleration zones. 2021 Yamaha YZ250F Suspension “There are only minimal changes to be made to the YZ250F’s suspension depending on the track conditions because it is so close to perfect in stock form. The balance is very close. I made no adjustments to the ride height and didn’t notice any excessive pitching either.” <em>—Allan Brown</em> (Jeff Allen/)With its KYB Speed Sensitive System (SSS) fork and KYB shock, the YZ250F easily has the best suspension in the class with the most comfort. The components are supple in the initial part of the stroke, maintain great holdup, and are very progressive throughout the entirety of the travel. Bottoming resistance is excellent and the balance from front to rear is near perfect. The YZ250F’s suspension setup is the most well-rounded and versatile for the widest range of rider weights and skill levels, and is no more than a few clicks away from an ideal setting for those who feel they need to make adjustments. It is also worth noting that with the YZ250F’s standard shock spring rate of 56 Nm, we were able to set the bike’s sag to the recommended 102–106mm for a fairly wide range of rider weights; in our case, ranging from 125 to 175 pounds. 2021 Yamaha YZ250F Chassis/Handling “The Yamaha is stable over bumps, down straightaways, and in corners. Also, the wheelbase feels short, which makes the bike easy to control and put it where you want it.” <em>—Tanner Basso</em> (Jeff Allen/)Retaining its accolade of being the most stable and planted 250F motocross bike, the YZ250F corners better than ever and has a slightly nimbler overall feel than in years past. It refuses to shake its head and stays as straight as an arrow in rough terrain, which makes it the most confidence-inspiring bike to ride as the day wears on and the track gets rougher. With that, it gives up a little bit of cornering ability in comparison to the other motorcycles—namely upon initial lean-in, but not much or enough for test riders to want to make any adjustments to try to improve it. At 235 pounds the YZ250F hits in the middle of the spectrum of the five bikes in terms of wet weight. (Jeff Allen/)Coming in at 235 pounds on our automotive scales, the YZ250F falls right in the middle of the weight spectrum of the bikes in this comparison test. It is 3 pounds more than the lightest bike, the 250 SX-F, and 3 pounds less than the heaviest machine, the KX250. Despite that, it feels like it could be the heaviest when ridden on the track due to its weight feel, but it is a minor point and is mostly detectable only when comparing it back to back against the other bikes. Although the YZ250F’s Nissin brakes aren’t as strong as the Brembo units that come standard on the 250 SX-F and FC 250, the Yamaha’s binders are plenty powerful and have a remarkably progressive feel at the lever. The YZ250F is noticeably a little wider than the other machines in the radiator shroud area and the upper part of the midsection where the fuel tank is. Also, its rider triangle is a bit off. One contributing factor to that is that the handlebar is positioned in the forward holes of the top triple clamp in stock trim; test riders prefer to have it mounted in the rearward holes to improve the steering control and make the rider triangle feel more neutral. Additionally, because the seat has fairly thin seat foam and a noticeable dip in it, the distance between it and the footpegs is a bit short. A relatively inexpensive and easy-to-install part to improve the rider triangle is the GYTR Tall Seat, which also makes it easier to go from sitting to standing. “The few downsides of the YZ250F are that it is not the most agile bike and its bulky feel makes it a little difficult to lean and carve corners.” <em>—Michael Wicker</em> (Jeff Allen/)Why the 2021 Yamaha YZ250F Won The YZ250F boasts the most well-rounded engine with the best bottom-end power, a meaty midrange, decent top-end, and the most torque feel throughout the rpm range. It also features the best suspension in the class that is attached to a chassis that is stable, predictable, and nimbler than the outgoing model. Lastly, its EFI tuning capability is world-class, wireless, and free. Why the 2021 Yamaha YZ250F Shouldn’t Have Won It doesn’t corner quite as well as some of the other bikes, is a bit wide in the radiator shroud area and upper midsection, has a slightly disproportionate rider triangle, and is still one of the loudest bikes in the class. Gearbox Helmet: Shoei VFX-EVO Goggle: EKS Brand Gox Flat-Out Jersey: Alpinestars Techstar Factory Gloves: Alpinestars Techstar Pant: Alpinestars Techstar Factory Boots: Alpinestars Tech 10 Source
  18. Although Dirt Rider’s 2021 450 Motocross Shootout took place approximately a month and a half later than usual due to a few bikes becoming available at a later time in light of the COVID-19 pandemic, the 2021 250 Four-Stroke Motocross Shootout transpired around the same time as it has in recent years. For the smaller-displacement motocross bike comparison test the same manufacturers were present: Honda, Husqvarna, Kawasaki, KTM, and Yamaha. Husqvarna FC 250 vs. Kawasaki KX250 vs. Honda CRF250R vs. KTM 250 SX-F vs. Yamaha YZ250F (Jeff Allen/)The GasGas MC 250F and Suzuki RM-Z250 weren’t available when we scheduled the shootout. We will review each of those bikes when we take delivery of them, so stay tuned to the site for our first-ever test of a GasGas motocross bike along with the returning RM-Z250. With that, we rounded up the five competing motorcycles—the Honda CRF250R, Husqvarna FC 250, Kawasaki KX250, KTM 250 SX-F, and Yamaha YZ250F—and brought them to our shop to gather hard empirical numbers. Each machine in the 250 four-stroke motocross bike comparison test was adorned with DeCal Works preprinted number plate backgrounds and arched front fender stickers. (Jeff Allen/)After applying DeCal Works preprinted number plate backgrounds on each machine, we then mounted Dunlop D404 street tires on the rear wheels for runs on the Dirt Rider dyno. Dunlop provided us with its excellent Geomax MX33 soft-to-intermediate-terrain tires for the comparison test, which ensured that traction was not a variable from one bike to another. The final shop tasks included weighing each motorcycle with a full tank of fuel on our automotive scales and then measuring the seat heights. Traction parity among the five motorcycles was ensured with the use of Dunlop Geomax MX33 soft-to-intermediate-terrain tires. (Jeff Allen/)The on-track portion of the 250F motocross bike comparison test took place at various tracks in Southern California. The first two days were spent at Fox Raceway gathering static and action shots of the bikes. After our cameras were loaded with photos and video footage, we turned our full attention to testing. Cahuilla Creek MX served as the location for our initial dedicated test day. The Anza, California, track sits at an elevation of approximately 3,500 feet and features rolling hills and soil that consists mostly of decomposed granite along with some hard-packed areas. Works Connection stands were used for the static shots of the bikes, and all of the video footage and images were captured at Fox Raceway. The two additional test days took place at Cahuilla Creek MX and Glen Helen Raceway. (Jeff Allen/)Glen Helen Raceway was selected as the grounds for the final test day. The national-level track features several steep uphills and downhills, high-speed straightaways, and plenty of corners. Its deeply tilled soil allows for the formation of deep ruts and becomes hard-packed in certain areas as the day wears on. 2021 250F Motocross Shootout Dyno Comparison Chart (Michael Gilbert/)Each manufacturer was present at Glen Helen to make any necessary adjustments to their respective bikes for each rider. The test team consisted of five riders ranging in ages from 22 to 50, abilities from novice to AMA pro, and weights from 125 to 175 pounds. Read on to find out how the five bikes finished when the dust settled and the results were tallied. Bike Weight, Full Tank (lb.) Fuel Capacity (gal.) Seat Height (in.) MSRP CRF250R 237 1.6 37.2 $7,999 FC 250 233 1.8 36.9 $9,399 KX250 238 1.6 37.0 $8,299 250 SX-F 232 1.8 37.2 $9,299 YZ250F 235 1.6 37.0 $8,299 Best Motocross Bike Winner—2021 Yamaha YZ250F Best Motocross Bike 2nd Place—2021 KTM 250 SX-F Best Motocross Bike 3rd Place—2021 Husqvarna FC 250 Best Motocross Bike 4th Place—2021 Kawasaki KX250 Best Motocross Bike 5th Place—2021 Honda CRF250R Source
  19. On May 2, 1915, these two women departed Brooklyn, New York, for the Panama-Pacific Exposition in San Francisco, aboard a sidecar-equipped 1915 Harley-Davidson F-11 motorcycle. (Harley-Davidson Archives/)Amid the women’s suffrage movement—five years prior to the ratification of the 19th Amendment—daughter-mother duo Effie and Avis Hotchkiss took a journey that would cement them into motorcycling’s history as the first women to take a motorcycle/sidecar across the US and back. On May 2, 1915, these two women departed Brooklyn, New York, for the Panama-Pacific Exposition in San Francisco, aboard a sidecar-equipped 1915 Harley-David­son F-11 motorcycle. According to the 1916 Harley-Davidson Enthusiast, Effie stated, “We merely wanted to see America and considered that the three-speed Harley-David­son for myself, and sidecar for mother and the luggage [were] best suited for the job.” Not only were these women riding during a tumultuous social movement, but they also faced other problems on their transcontinental expedition. Effie had learned how to ride and repair her motorcycle prior to the trip, but there came a time when improvisation was needed for a roadside fix. After running out of inner-tube spares (which were a necessity considering the horrendous road conditions—the US didn’t start funding federal highway projects until 1916 and beyond), the two settled on an innovative solution for a defunct tire: a blanket. These two women had to cut down a blanket, roll it up, and stuff it into the tire to continue on their way. When it came to environmental challenges, inclement rainy weather and 120-plus-degree temperatures did not make the underdeveloped roads any easier for the pair. Rain sometimes muddied the roads, and then scorching temperatures welcomed them in California. Harley-Davidson’s coverage reported that Effie also made use of her firearm when both a rattlesnake and coyote crossed their path. It was in August 1915 that the team made it to the Pacific Ocean in San Francisco, three months after the start of their journey, and by October 1915, they had returned to Brooklyn, reportedly having traveled approximately 9,000 miles in total. Harley-Davidson’s <em>Enthusiast</em> magazine documented the momen­tous accomplishment of Effie Hotchkiss pouring Atlantic Ocean water into the Pacific. (Harley-Davidson Archives/)Effie and Avis were not the only female moto-pioneers. Other inspirational women include another sidecar rider, Della Crewe, and her ride from Waco, Texas, to New York City in 1914; the Van Buren sisters, siblings who were the first women to ride their individual motorcycles across the US in 1916; and Bessie Stringfield, who in 1930 was the first African American woman to ride solo across the US. In Motorcyclist magazine (January 1935), Mrs. Rural Murray documented her own 10,000-mile Indian Scout US ride and stated, “Women and girls lived sufficiently restricted lives in those days that my motorcycle riding brought forth much comment.” Today, female ridership continues to grow, and manufacturers have paid attention, speaking to women on their own terms more than ever. In 2018, the Motor­cycle Industry Council reported that nearly 1 in 5 riders was female, compared to the 1 in 10 figures reported less than a decade prior. This data suggests that women could soon make up one-quarter of owners, the MIC says. Fellow rider and MIC director of communications Andria Yu states: “We’ve seen with our own eyes many more women riders—on the roads, on the trails, on the track, with families, at motorcycling events, forming clubs, and just being part of everyday group rides. Many people in the industry have worked some 30 years to achieve this, and now the data confirms it: More and more women are getting out there and enjoying motorcycles.” The world has come a long way since Effie and Avis’ sidecar adventure. Their story, and those of the many other historic women who also traversed the continent on two (or three) wheels, is wonderfully uplifting. These women’s fearless, adventurous spirit challenged not only themselves and the motorcycles they rode, but also society’s stereotypes. Female riders today can be inspired by what past counterparts achieved and can further expand on the legacy that was started by some of motorcycling’s wonder women. Source
  20. 2020 Moto Guzzi V85 TT (Moto Guzzi/)They’re calling it a “classic travel enduro,” but awkward marketing phrases aside, the V85 TT does indeed showcase Moto Guzzi’s unique approach in its re-entry to the adventure market. The V85 TT wraps Guzzi’s redesigned transversal 853cc V-twin in a balanced new trellis frame supported by long-travel suspension, and gives it retro styling that taps into Paris-Dakar-era machines. The result is a solid all-arounder that’s more adventure-touring than singletrack focused, but the V85 TT can still get dirty if need be. 2020 Moto Guzzi V85 TT Reviews, Comparisons, And Competition We were thoroughly impressed by the bike’s manners at its launch last year, saying, “The surprisingly capable 2020 Moto Guzzi V85 TT and V85 TT Adventure have the real-world chops to stand among some of the best-in-class adventure-tourers, especially for the price. The base model is…a versatile on-road motorcycle with great engine character, adequate suspension, and a stiff chassis.…” 2020 Moto Guzzi V85 TT (Moto Guzzi/)Moto Guzzi V85 TT Updates For 2020 You can get the V85 TT in standard trim or as the higher-level Adventure spec which adds different paint and graphics, a full set of saddlebags, engine protection and more dirt-biased tires, among other features. As a late-year release, Guzzi also added the V85 TT Travel version, which slots in as a more touring biased trim level, complete with dedicated side bags, touring shield and unique livery, among other features. 2020 Moto Guzzi V85 TT Travel (Moto Guzzi/)2020 Moto Guzzi V85 TT/Adventure/Travel Claimed Specifications Price $11,990 (base)/$12,990 (Adventure)/ $13,390 (Travel) Engine Air-cooled, transverse V-twin; 2 valves/cyl. Displacement 853cc Bore x Stroke 84.0 x 77.0mm Horsepower 80 hp @ 7,750 rpm Torque 59 lb.-ft. @ 5,000 rpm Transmission 6-speed Final Drive Shaft Seat Height 32.7 in. Rake 28.0° Trail 5.1 in. Front Suspension 41mm telescopic fork, preload and rebound adjustable; 6.7-in. travel Rear Suspension Preload and rebound adjustable; 6.7-in. travel Front Tire 110/80-19 Rear Tire 150/70-17 Wheelbase 60.2 in. Fuel Capacity 6.1 gal. Wet Weight 505 lb. (base)/ N/A (Adventure) Source
  21. Honda’s new patent shows a CBR1000RR fitted with a prechamber combustion system. (Japanese Patent Office/)Making high-revving, high-powered superbikes that squeak past the latest emissions laws while churning out ever more power is becoming increasingly difficult, and it looks like Honda is turning to the lessons it’s learned in building Formula 1 race engines to achieve that target. A new patent application filed in Japan shows a version of the latest CBR1000RR Fireblade fitted with an unusual version of the prechamber combustion system that’s become the norm in current era hyper-efficient Formula 1 cars. As the name implies, prechamber combustion relies on fuel being injected into a chamber above the main combustion chamber near the spark plug. (Japanese Patent Office/)Prechamber combustion is one solution to the problem of getting an air-fuel mixture close to the ideal 14.7:1 stoichiometric ratio to burn efficiently in the harsh environment of an engine’s combustion chamber. In theory that ratio—14.7 parts air to each part fuel—gives ideal combustion, resulting in the cleanest, most efficient burn and the most power. In practice, though, it’s hard to achieve that ratio and burn all the mixture in the combustion chamber. A richer mixture with more fuel will consume more of the available oxygen, resulting in extra power but also inevitably resulting in some unburned fuel being wasted into the exhaust. Rich mixtures also reduce cylinder temperatures, allow the use of higher compression ratios, and reduce the chance of detonation, where the mixture explodes rather than burning in a controlled way, thus potentially damaging pistons and valves. Unlike the F1 systems, Honda’s bike application utilizes two injectors per cylinder for more efficiency. (Japanese Patent Office/)In F1, where both the total amount of fuel used in a race as well as the fuel flow are limited by regulations, wasting gas by using a rich mixture isn’t an option. Every last ounce of power needs to be extracted, and prechamber combustion is the way to do it. It means the fuel is injected into a chamber above the main combustion chamber, where the spark plug also sits. Holes between the prechamber and the main chamber allow the fuel through more slowly than the initial injection, so when the spark plug fires there’s a rich, easily ignited mixture in the prechamber and a leaner mixture in the main combustion chamber. Jets of flame from the prechamber then shoot into the main chamber, providing a more complete burn than you’d get from a spark alone. Honda’s new prechamber idea for bikes is similar but because it’s unfettered by restrictive F1 regulations, should be more effective and cheaper to produce. In F1, for example, a key rule is that only one fuel injector is allowed per cylinder, but in Honda’s bike engine design, there are two. We’ve already seen that Kawasaki is working on a dual-injection engine, combining conventional indirect fuel injection—where the injector fires into the inlet tract—with direct injection. Such systems offer the efficiency benefits of direct injection but address some of the cost and wear issues related to pure DI engines. Honda ups the game again by adding prechamber combustion. A rotating tube in the prechamber driven by the cam chain acts as a door between the two chambers. (Japanese Patent Office/)One of its injectors is completely conventional, firing into the intake tract just below the throttle butterfly. The other is located in the prechamber. Cleverly, Honda has isolated the prechamber from the main combustion chamber with a rotating tube that acts like a rotary valve. Driven by the cam chain, this rotary valve solves one of the problems of prechamber combustion, which is that it’s difficult to completely purge exhaust gas from the prechamber during the exhaust stroke. Honda’s rotary valve arrangement opens a wide “door” to the prechamber during the exhaust and intake strokes, making sure all the burned gas is replaced with fresh charge. This “door” then closes during the compression stroke, allowing the second fuel injector to add more fuel to the prechamber without mixing any of it into the much leaner mixture in the main chamber. Related Content: Ask Kevin: Is Direct Injection Coming for High-Performance Streetbikes? Finally, at the point of combustion, the valve exposes small holes between the prechamber and the main combustion chamber, directing focused jets of burning mixture into it to ensure a complete burn of the leaner mixture in the main combustion chamber. The result should be more power for less fuel, while still allowing the use of higher compression ratios without the risk of detonation. At combustion, jets of burning mixture are directed through holes from the prechamber into the main combustion chamber. (Japanese Patent Office/)Although there’s no indication from Honda’s patent that its system will reach production, there’s a growing interest in dual-injection engines that combine direct and indirect injection, particularly for high-revving motorcycle applications. Direct injection (where fuel is fired straight into the combustion chamber) is hard to apply on its own to a bike engine, particularly a high-revving one, as massive fuel pressure is needed to atomize the fuel into the air in the combustion chamber fast enough. Dual injection, with one direct injector sited near the spark plug to enrich the mixture near it and one conventional injector supplying a lean mixture to the rest of the intake charge, gives most of the benefits of direct injection in terms of reducing how much unburned fuel escapes into the exhaust, but at a lower cost. The arrangement allows for a better purge of exhaust gases in the prechamber and a more complete burn in the main chamber. (Japanese Patent Office/)When Euro 6 emissions rules are brought into force in Europe, many manufacturers believe that direct or dual injection will be needed to meet them, though at the moment the exact standards and their date of introduction have yet to be established. The question now, with many countries already looking to ban or scale down the use of internal combustion engines, is whether this sort of technology will even reach production before the industry adopts a more mainstream shift toward electric power. Source
  22. 2020 BMW F 850 GS (BMW/)The current BMW F 850 GS and Adventure models follow the lead of the original 2009 F 800 GS as a wallet-friendly and approachable adventure-ready alternative to BMW’s larger, more premium 1250 GS/Adventure—price points are around $4,000–$6,000 less and the power source is a smaller 853cc parallel-twin engine. The engine, we reviewed in 2019, is energetic and quick to rev with a higher rev and a little less noise than we were expecting, but it is more than happy to deliver smooth power down stoplight-riddled streets, open highways, or challenging dirt trails. 2020 BMW F 850 GS (BMW/)2020 BMW F 850 GS/Adventure Reviews, Comparisons, And Competition Compared to Honda’s Africa Twin, the F 850 GS supplies a sophisticated package and premium feel with its features and technology, but odd clutch feel and limited fuel range led test riders to side with the Africa Twin in the end. 2020 BMW F 850 GS Adventure (BMW/)BMW F 850 GS/Adventure Updates For 2020 The MSRP of the F 850 GS and GS Adventure increases by $150 compared to 2019, but now includes TFT/connectivity as standard. 2020 BMW F 850 GS/Adventure Claimed Specifications Price: $13,345 (base)/$14,445 (Adventure) Engine: Liquid-cooled DOHC parallel twin Displacement: 853cc Bore x Stroke: 84.0 x 77.0mm Horsepower: 90.0 hp @ 8,000 rpm Torque: 63.0 lb.-ft. @ 6,250 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 33.9 in. (base)/34.4 in. (Adventure) Rake: 28.0° 26.0° Trail: 5.0 in. (base)/4.9 in. (Adventure) Front Suspension: 43mm inverted fork; 8.0-in. travel (base)/9.1-in. travel (Adventure) Rear Suspension: Preload and rebound adjustable; 8.6-in. travel (base)/8.5-in. travel (Adventure) Front Tire: 90/90-21 Rear Tire: 150/70-17 Wheelbase: 62.7 in. Fuel Capacity: 4.0 gal. (base)/6.1 gal. (Adventure) Wet Weight: 505 lb. (base)/538 lb. (Adventure) Source
  23. 2020 Aprilia Dorsoduro 900 (Aprilia/)Aprilia is most known for its white-knuckling V-4-powered sportbikes, but one of the other stablemates that still offers rip-roaring good times is the Dorsoduro 900. When the 2018 model was announced, the manufacturer had taken the predecessor’s 750cc 90-degree V-twin and increased the stroke from 56.4mm to 67.4mm to develop the supermoto’s currently equipped 896cc unit. Not only does this configuration focus on torque and responsiveness in the low to midrange, but power delivered is a claimed 95.2 hp at 8,750 rpm and 66.4 pound-feet at 6,500 rpm. The Dorsoduro’s maneuverability makes it easily rideable for novices or shredders to enjoy. 2020 Aprilia Dorsoduro 900 Reviews, Comparisons, And Competition We calculated the 2018′s performance numbers on our in-house dyno: 83 hp at 8,990 rpm and 56.38 pound-feet of torque at 6,000 rpm. When riding the 2018 model, the machine performed well when pushed and the motor and fuelling were excellent. Competition for this supermoto includes the Ducati Hypermotard 950, KTM 690 SMC R, and Husqvarna 701 Supermoto. 2020 Aprilia Dorsoduro 900 (Aprilia/)Aprilia Dorsoduro 900 Updates For 2020 The Aprilia Dorsoduro 900 has only seen graphic updates since the 2018 model year. The model is available in Adrenalic Silver and Exciting Dark. 2020 Aprilia Dorsoduro 900 Claimed Specifications Price: $10,999 Engine: Liquid-cooled DOHC V-twin Displacement: 896cc Bore x Stroke: 92.0 x 67.4mm Horsepower: 95.2 hp @ 8,750 rpm Torque: 66.4 lb.-ft. @ 6,500 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 34.3 in. Rake: 26.0° Trail: 4.3 in. Front Suspension: 41mm inverted fork, preload and rebound adjustable; 6.7-in. travel Rear Suspension: Preload adjustable; 6.3-in. travel Front Tire: 120/70ZR-17 Rear Tire: 180/55ZR-17 Wheelbase: 59.6 in. Fuel Capacity: 3.2 gal. Wet Weight: 467 lb. Source
  24. At 36,300 euros on the price tag here’s MV Agusta’s latest limited-edition motorcycle, the Superveloce Alpine. (MV Agusta/)Alpine is a French sports car marque that was founded in 1955 and developed ultra-compact early models powered by Renault engines displacing no more than 1 liter. They proved good enough to dare challenge the best of the world in the classic Nürburgring 1,000 Km; Alpine won in 1963. In 1974, Alpine enlarged the Renault engine to 1.6 liters, creating the legendary and final version of the A110, a car capable of incredible performance despite its small engine thanks to extremely light weight and a highly aerodynamic profile. In 1971, the A110 won the Monte Carlo Rally and became a legend. But businesswise, the gallant little make was declining. In 1978, Alpine was acquired by Renault, and from then on it was relegated to producing high-performance versions of Renault models. Finally, in 2016 Renault revitalized Alpine to its original vocation and in 2017 introduced the new A110, powered by a turbocharged Renault 1.8-liter engine good for 252 hp. The new A110 is clearly inspired by the original A110, both in its design and in its compact measurements. Not to mention its performance potential. Thanks to the quality of the new A110, Alpine has begun to rebuild its legend as a revered name among sports car enthusiasts. This was duly noted by MV Agusta CEO Timur Sardarov. An Alpine A110 classic Medium Blue and Ago Silver paint scheme get the best out of the Superveloce’s lines. (MV Agusta/)MV Agusta got in contact with Patrick Marinoff, managing director of Alpine. The two firms, well aware their respective makes represent something unique in their domains, decided to pursue a joint project. Not a radical innovative technology effort—that might come in the future. A special edition of the most seductive model in MV Agusta’s line, adopting iconography and graphics derived from the present Alpine A110 model. Enter the MV Agusta Superveloce Alpine, another limited-edition special out of Varese. We have seen this before, but in this case the final result is worth a second look, and we do mean look, as from a technical point of view the bike is totally standard. But the paint scheme and the general finish are absolutely outstanding. The graphics were conceived at the MV Agusta Monaco Design Studio at their Monte Carlo dealership, which is owned by former 500cc GP racer and 1987 TT Formula 1 World Champion Virginio Ferrari. The result is a combination of the classic French-Alpine Medium Blue and what they call Ago Silver. The graphics get the best out of the Superveloce’s design, delivering an undeniably elegant image. Even the frame, painted in a medium “avio-gray,” looks absolutely perfect. Add the wheels in black and you have a truly fascinating Superveloce. An Alcantara seat with blue double stitching and a number of carbon fiber components completes the refined finishing. Alpine is there with the A crest and logo. From a technical point of view the bike is totally stock, which is not that bad given the 147 hp 800cc MV Agusta three-cylinder and its very good chassis. One of three classically styled black megaphone exhaust tips exits the left side of the Superveloce Alpine. (MV Agusta/)You may have noticed that the announced peak power is 147 hp and not the customary 148 hp; well spotted. In fact, the Superveloce Alpine gets the 2021 edition of the most powerful version of the 800cc MV Agusta three, which is fully Euro 5 compliant. No shortcuts taken. R&D Director Dr. Brian Gillen confirmed that to meet the stringent Euro 5 emission standards, the 800cc three was upgraded to the latest MV Agusta electronics suite. This includes a much more advanced integrated engine management system, the same one that makes the new Brutale 1000 RR so incredibly smooth from idle to 13,000 rpm. And this came at the modest price of a single horsepower. We can take it. Of course only 110 units of the Superveloce Alpine are available—or should we say were? (MV Agusta/)The MV Agusta Superveloce Alpine, the name of which is displayed on the top triple clamp, will be available in a special run of 110 numbered units, to match the model designation of the Alpine A110. Price in Italy is 36,300 euros, including the racing kit, which in turn includes the classic-looking and rather unique exhaust system featuring triple-megaphone-style mufflers. And mere hours after the press launch in Italy, all 110 units had been sold. Source
  25. 2020 BMW R 1250 GS Special Edition (BMW/)You say you’re looking for a grand adventure? BMW says “bring it on” with its flagship adventure motorcycle, the R 1250 GS or off-road-capable GS Adventure. 2019 saw a boost in the flat twin’s displacement with an increase to 1,254cc, but the machine has always been ready for adventures since the first R80G/S launched in the ’80s. Current model years are spruced up to suit today’s modern riders with electronics and luxurious riding comforts, but it’s the powerful boxer engine and long-travel suspension that makes it capable of crossing all kinds of terrain across the countries or counties. 2020 BMW R 1250 GS/Adventure Reviews, Comparisons, And Competition In Editor-In-Chief Mark Hoyer’s 2019 review, he stated, “Performance from the GS is pretty remarkable, especially given its size and weight. Compared to KTM’s bigger adventure offerings, it is more plush and has a greater feeling of luxury. Performance isn’t as edgy, and most KTMs give you more of a feeling of riding a big off-road racebike or rally bike than does the BMW. In a way, the very GS-ness of the GS is its greatest strength, and also its weakness, if you can call it that. But there are few motorcycles that will go so far so comfortably in such wide conditions, and they’ve been ridden to the ends of the earth since the first R80G/S.” 2020 BMW R 1250 GS (BMW/)When 2019′s model was dyno’d on our in-house dynamometer we recorded 116.4 hp at 7,540 rpm and 92.2 pound-feet at 6,240 rpm. Competition is, in fact, the KTM 1290 Super Adventure R, Honda Africa Twin, Ducati Multistrada 1260 Enduro, and Moto Guzzi V85TT Travel. BMW R 1250 GS/Adventure Updates For 2020 Graphics changes were announced for both the R 1250 GS ($17,895) and its athletic R 1250 GS Adventure ($20,195) stablemate. 2020 BMW R 1250 GS Adventure (BMW/)2020 BMW R 1250 GS/Adventure Claimed Specifications Price: $17,895 (base)/$20,195 (Adventure) Engine: Air-/liquid-cooled DOHC flat twin Displacement: 1,254cc Bore x Stroke: 102.5 x 76.0mm Horsepower: 136.0 hp @ 7,750 rpm Torque: 105.0 lb.-ft. @ 6,250 rpm Transmission: 6-speed Final Drive: Shaft Seat Height: 33.5 in. (base)/35.0 in. (Adventure) Rake: 25.5°(base)/24.5º(Adventure) Trail: 3.9 in. (base)/3.6 in. (Adventure) Front Suspension: 37mm inverted fork; 7.5-in. travel (base)/8.3-in. travel (Adventure) Rear Suspension: Preload and rebound adjustable; 7.9-in. travel (base)/8.7-in. (Adventure) Front Tire: 120/70R-19 Rear Tire: 170/60R-17 Wheelbase: 60.0 in. (base)/59.2 in. (Adventure) Fuel Capacity: 5.3 gal. (base)/7.9 gal. (Adventure) Wet Weight: 549 lb. (base)/591 lb. (Adventure) Source
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