Hugh Janus

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Spy shots of Husqvarna’s upcoming Norden 901 model reveal a close-to-finished adventure bike. (Husqvarna/)The Husqvarna Norden 901 concept revealed at last year’s EICMA show promised to be more than just another bike—it would be a machine that brought the Husqvarna brand into a new mainstream market, appealing to riders who’d never considered the company’s products before. Now it’s clear that the Norden is following in the footsteps of the firm’s Vitpilen and Svartpilen models, making the leap from concept to production with a minimum of changes compared to the show version and bringing with it an innovative style that’s instantly recognizable as one of Husqvarna’s growing range of road-focused bikes. There look to be only minor changes from the concept model, including lighting and cockpit displays. (Husqvarna/)The Norden in these spy pictures is clearly close to production-ready, featuring many of the components that we’d expect to be missing from a prototype that’s earlier in its development cycle. The headlight and windshield, for instance, are usually among the last parts to appear on testbikes, but they’re present and finished-looking on this model, as are elements like the metalized skid plates under and to either side of the engine and even the two auxiliary lamps that were a key element of the concept’s look. Have there been changes compared to last year’s show bike? Sure. Those lights are all different—the Norden concept’s aux lamps were yellow-tinted units with four LEDs behind each lens, and here they’re replaced with single LED white units, while the main headlight is also distinctly different. On board, the show bike featured an unusual dash with two stacked color LCD displays that could show a single image across both screens. Here we see a much more sensible single screen that appears to be borrowed from KTM’s latest 1290 Super Duke R. And that’s far from the only KTM component on view here; in fact, the Norden is rather like a Husky-shaped veneer over an existing KTM. The frame is pure KTM 890 Adventure, as is the 889cc parallel-twin engine. It’s KTM’s LC8c unit in its biggest-capacity form, and depending on the final state of tune power is sure to be somewhere between the KTM 890 Duke R’s 121 hp and the 890 Adventure’s 105 hp. The Norden concept bike Husqvarna revealed last year. (Husqvarna/)Like the 890 Adventure and the 790 Adventure before it, the Norden uses an unusual plastic fuel tank that’s wrapped over and around the engine, doubling as much of the bodywork. The bulk of the gas is held in two side-mounted sections—seen on either side of the engine with aluminum panels on them on this prototype—but the tank also arcs up and over the top of the bike, providing a conventionally placed fuel filler in front of the rider. While similar in concept to the KTM 890 Adventure’s tank, it’s a different unit as the rear sections of the radiator cooling vents are molded into it, and needed to be shaped to suit the Norden’s distinctive, neo-retro look. The swingarm, WP suspension, and KTM-branded brake calipers all appear to be directly from the 890 Adventure as well, and it’s likely that the Austrian bike’s spec sheet is a good guide to what to expect from the production version of the Norden 901. That means a dry weight in the region of 432 pounds, about 8 inches of suspension travel at each end, and electronics including Bosch 9.1 MP cornering ABS, lean-sensitive traction control, and riding modes that include an “off-road” setting. The wheels appear to be the same size as the KTM 890 Adventure, too, which means a 21-inch front and 18-inch rear—a setup that’s more off-road biased than most adventure bikes on the market. That means the Husqvarna should sit in a position of being slightly more luxurious and touring-oriented than the 890 Adventure it’s based on but without losing much of the KTM’s ability away from the beaten track. For more road-biased adventuring, the upcoming CFMoto MT800 uses many of the same KTM-sourced components but in a package designed with pavement use in mind. Had 2021 been a normal year, replete with major international motorcycle shows, we’d have expected to see the production version of the Norden 901 revealed at EICMA in Milan. However, with the November event canceled, many firms, including Husqvarna, appear to be opting to unveil new bikes individually and nearer their on-sale dates. Since the Norden isn’t expected to reach showrooms until well into 2021, it might be a while before the final version is given an official unveiling. Source

2020 KTM 300 XC-W TPI (KTM/)KTM continues to dedicate itself to its enduro two-stroke line. Proof lies in the KTM 300 XC-W TPI. This model has seen significant updates in 2020 and is a dirt bike built to tackle the extreme—we’re talking overcoming the insane technical muddied trails and tight taped-off tracks to unbelievable boulder climbing—KTM didn’t dedicate a Six Days- and Erzbergrodeo-specific XC-W models just for fun. These machines are meant to be ridden hard in every trail and technical scenario you can put them in. The TPI (transfer port injection) contributes to fuel efficiency and clean emissions. As an added bonus, TPI technology alleviates the need for premixing gas and jetting a carburetor, so you can fill up at the pump and leave your jetting kit at home. 2020 KTM 300 XC-W TPI (KTM/)2020 KTM 300 XC-W TPI Reviews, Comparisons, And Competition Competition for this model would include the KTM 250 XC-W TPI, Husqvarna TE 300i, Husqvarna TE 250i, GasGas EC 300, TM EN 300 Fi ES, Sherco 300 SE-R, and Sherco 300 SE Factory. If you desire a two-stroke with TPI technology, but are looking to ride faster-paced trails that require a little more support from the suspension, the KTM 300 XC TPI, KTM 250 XC TPI, Husqvarna TX 300i, or GasGas EX 300 may suit your fancy. Race ready? Dirt Rider took a closer look at Manuel Lettenbichler’s KTM 300 XC-W TPI and the adjustments he made to his championship-winning model. It was “built at the FMF KTM Factory Racing team’s shop in Murrieta, California. Manni brought his own suspension, ECU, Akrapovič exhaust system, handlebar, and grips,” DR covered. KTM 300 XC-W TPI Updates For 2020 The 300 XC-W TPI has been completely reworked for 2020. New elements include the frame and subframe, Pankl six-speed transmission, airbox, aluminum head stays, bodywork and seat, mapping, throttle body, battery, and exhaust. Parts that have been reworked and updated include the power valve drive mechanism, wiring harness, and WP suspension. 2020 KTM 300 XC-W TPI Six Days (KTM/)To commemorate the International Six Days Enduro (ISDE) and the Erzbergrodeo hard enduro, the 300 XC-W TPI is also available in the Six Days and Erzbergrodeo variants decked in special graphics. The Six Days features a skid plate, Supersprox two-piece rear sprocket, orange triple clamps, chain guide, and frame, and a Six Days seat to name a few add-ons over the standard model. The limited-edition Erzbergrodeo model is packed with KTM PowerParts and showcases a Selle Dalla Valle Factory seat, front and rear disc guards, closed hand guards, pull straps, and more. 2020 KTM 300 XC-W TPI Claimed Specifications Price: $9,999 (base)/$10,999 (Six Days)/$11,299 (Erzbergrodeo) Engine: Liquid-cooled single-cylinder two-stroke Displacement: 293cc Bore x Stroke: 72.0 x 72.0mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.8 in. Rake: 26.5° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 11.8-in. travel Rear Suspension: Fully adjustable; 12.2-in. travel Front Tire: 90/90-21 (base) / 80/100-21 (Six Days and Erzbergrodeo) Rear Tire: 110/100-18 (base) Wheelbase: 58.3 in. Fuel Capacity: 2.4 gal. Wet Weight: 228 lb. (base)/229 lb. (Six Days and Erzbergrodeo) Source

2020 KTM 250 XC TPI (KTM/)The 250 XC TPI is another two-stroke dirt bike in the KTM lineup, now equipped with transfer port injection, which improves fuel efficiency, reduces exhaust emissions, and removes the need for rejetting a carburetor and premixing fuel.The TPI system on the 250 XC TPI is the same as what is used on the 300 XC-W TPI and 250 XC-W TPI enduro bikes, Dirt Rider covered. The 250 XC TPI off-road racer works its way around the track with a 250cc engine that is equipped with a new ambient air pressure sensor that aids in providing a smooth, crisp-running operation at any elevation. 2020 KTM 250 XC TPI Reviews, Comparisons, And Competition The KTM 300 XC TPI, Husqvarna TX 300i, and GasGas EX 300 are three other TPI-equipped two-stroke options to consider if you don’t mind an extra 50cc of displacement. If you’re set on a 250cc engine for your two-stroke cross-country machine, the Yamaha YZ250X is another model on the market. 2020 KTM 250 XC TPI (KTM/)KTM 250 XC TPI Updates For 2020 Plentiful updates are seen on the 250 XC TPI. For starters, there’s the addition of transfer port injection. The model also sees a new ambient air pressure sensor, exhaust system, and revised WP Xact suspension. The model is topped off with new graphics. 2020 KTM 250 XC TPI (KTM/)2020 KTM 250 XC TPI Claimed Specifications Price: $9,799 Engine: Liquid-cooled single-cylinder two-stroke Displacement: 249cc Bore x Stroke: 66.4 x 72.0mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.4 in. Rake: 26.1° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 12.2-in. travel Rear Suspension: Fully adjustable; 11.8-in. travel Front Tire: 90/90-21 Rear Tire: 110/100-18 Wheelbase: 58.5 in. Fuel Capacity: 2.3 gal. Dry Weight: 223 lb. Source

2020 KTM Freeride E-XC (KTM/)Although available in other markets in 2014, the KTM Freeride E-XC made its US introduction in 2017 followed by a multitude of updates in 2018. Over the past couple of years the e-machine has not seen any additional changes, however, it remains a midsize electric dirt bike that both beginners and pros can enjoy. Beginners will benefit from its lack of a clutch and gear shift lever, while more experienced riders will enjoy tapping into its electric motor’s claimed peak power of 18 kW. Its 260-volt lithium-ion battery can last for a claimed 1.5 hours (depending on the riding style) while energy recuperates when coasting or braking for added range. Its chassis consists of a composite frame, WP Xplor 43 fork, WP PDS Xplor shock, and long steering head for stability and handling. 2020 KTM Freeride E-XC (KTM/)2020 KTM Freeride E-XC Reviews, Comparisons, And Competition When it made its way to the US in 2017, the KTM Freeride E-XC claimed praise for its tight maneuverability, carrying its 238-pound weight well, and accompaniment to rider skills with its three ride modes. After the 2018 updates were implemented, which included a new battery, improved suspension and brakes, and additional features, these all added up to “move the bike more toward serious off-roader from playbike.” 2020 KTM Freeride E-XC (KTM/)KTM Freeride E-XC Updates For 2020 No updates for 2020. It comes at a starting MSRP of $10,499. 2020 KTM Freeride E-XC Claimed Specifications Price: $10,499 Engine: Liquid-cooled permanent magnet synchronous motor Horsepower: 24.5 hp @ 5,000 rpm Torque: 30.9 lb.-ft. from 0 rpm Transmission: 1-speed Final Drive: Chain Seat Height: 35.8 in. Rake: 23.0° Trail: N/A Front Suspension: 43mm inverted fork, fully adjustable; 9.8-in. travel Rear Suspension: Preload and compression adjustable; 10.2-in. travel Front Tire: 2.75-21 Rear Tire: 4.00-18 Wheelbase: 55.8 in. Capacity: 3,900 Wh Wet Weight: 245 lb. Source

2020 KTM 1290 Super Adventure S (KTM/)The KTM 1290 Super Adventure S is built as a serious road-going adventure machine with moderate off-road capability. With a claimed 160 hp cranking out of the 1,301cc V-twin and plenty of rider aids, the KTM 1290 Super Adventure S allows the rider to push the limits both on road and off. Tech includes semi-active WP suspension, motorcycle stability control, cornering ABS, lean-angle-sensitive traction control, and four ride modes. While these will help you push the boundaries of the motorcycle, the standard KTM My Ride offers GPS navigation so you can push the map’s boundaries as well. This machine is for the experienced adventure seeker who wants a do-it-all machine as their steed. Looking for more off-road potential from KTM? The well-equipped, long-travel 1290 Adventure R might suit your style. 2020 KTM 1290 Super Adventure S (KTM/)2020 KTM 1290 Super Adventure S Reviews, Comparisons, And Competition When the standard model 1290 Super Adventure won Cycle World’s Ten Best in 2015, we claimed it was a “long-distance, earth-conquering traveler, capable on pavement, dirt, gravel, and mud. Great every day too.” Competition includes the Ducati Multistrada 1260/S ($18,995), BMW R 1250 GS ($17,895), and Honda Africa Twin ($14,399). 2020 KTM 1290 Super Adventure S (KTM/)KTM 1290 Super Adventure S Updates For 2020 No major changes were announced for 2020. The model comes in orange or silver at a starting MSRP of $18,599. 2020 KTM 1290 Super Adventure S Claimed Specifications Price: $18,599 Engine: Liquid-cooled LC8 V-twin Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Horsepower: 160.0 hp @ 8,750 rpm Torque: 103.3 lb.-ft. @ 6,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 33.9 in./34.4 in. Rake: 26.0° Trail: 4.7 in. Front Suspension: 48mm inverted fork, semi-active; 7.9-in. travel Rear Suspension: Preload adjustable; 7.9-in. travel Front Tire: 120/70ZR-19 Rear Tire: 170/60ZR-17 Wheelbase: 61.4 in. Fuel Capacity: 6.1 gal. w/ 0.9 gal. in reserve Dry Weight: 474 lb. Source

2020 KTM 1290 Super Adventure R (KTM/)KTM does off-road performance. Case in point, the 2020 KTM 1290 Super Adventure R. With Dakar-inspired styling, longer suspension travel than the road-going S model, crash guards, and spoked wheels, the R is geared for any challenging expedition. It’s equipped with the same 75-degree 1,301cc V-twin that claims 160 hp and lean-angle-sensitive ABS and traction control, four ride modes, cruise control, a 6.5-inch TFT display, KTM My Ride package with navigation capability. 2020 KTM 1290 Super Adventure R Reviews, Comparisons, And Competition When our tester rode the 2017 1290 Super Adventure R he concluded that the ADV machine “is a lot of motorcycle, yes, but it’s a lot of very capable motorcycle, and just as willing to go off the beaten path as you are.” Competition includes dirt-ready models like Ducati Multistrada 1260 Enduro, BMW R 1250 GS Adventure, and Honda Africa Twin. 2020 KTM 1290 Super Adventure R (KTM/)KTM 1290 Super Adventure R Updates For 2020 No major changes were announced. The model is available in one graphic/color scheme for a starting MSRP of $18,599. 2020 KTM 1290 Super Adventure R (KTM/)2020 KTM 1290 Super Adventure R Claimed Specifications Price: $18,599 Engine: Liquid-cooled LC8 V-twin Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Horsepower: 160.0 hp @ 8,750 rpm Torque: 103.3 lb.-ft. @ 6,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 35.0 in. Rake: 26.0° Trail: 4.8 in. Front Suspension: 48mm fork, fully adjustable; 8.7-in. travel Rear Suspension: Fully adjustable; 8.7-in. travel Front Tire: 90/90-21 Rear Tire: 150/70-18 Wheelbase: 62.2 in. Fuel Capacity: 6.1 gal. w/ 0.9 gal. in reserve Dry Weight: 478 lb. Source

2020 Husqvarna TC 125 (Husqvarna/)The TC 125 is Husqvarna’s motocrosser that provides a smooth entry for younger riders transitioning from the mini scene to the full-size classes. But heck, it’s just as much fun for the seasoned too. Powered by the 125cc two-stroke engine with impressive character, this thing rips—without the hit of the larger TC 250. As is common in Husqvarna models, the TC 125 features WP suspension, chrome-moly frame, and Magura clutch system. 2020 Husqvarna TC 125 Reviews, Comparisons, And Competition GNCC championship rider Jason Thomas races a TC 125 in the XC3 125 Pro-Am class and found that though riding for three hours on a 125 is tough it “works extremely well in mud races. In 2017, I finished seventh overall on a 125. That was out of every single Pro rider. People seem to think that was a big achievement. In reality, the 125 is lighter. It kind of floats on top of the wet stuff, even when mud sticks to the bike.” 2020 Husqvarna TC 125 (Husqvarna/)In Dirt Rider’s 2016 first impression of the TC 125, test rider Kris Keefer found the engine to have unbelievable character. It was snappy and hard-hitting down low, then screamed into midrange to top-end with minimal clutch use. Relevant models for your own side-by-side comparison include the TM MX 125, Yamaha YZ125, and KTM 125 SX. 2020 Husqvarna TC 125 (Husqvarna/)Husqvarna TC 125 Updates For 2020 Like the other 2020 TC and FC models in Husqvarna’s lineup, the TC 125 flaunts updated graphics. 2020 Husqvarna TC 125 Claimed Specifications Price: $7,399 Engine: Liquid-cooled single-cylinder two-stroke Displacement: 125cc Bore x Stroke: 54.0 x 54.5mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.4 in. Rake: 26.1° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 12.2-in. travel Rear Suspension: Fully adjustable; 11.8-in. travel Front Tire: 80/100-21 Rear Tire: 100/90-19 Wheelbase: 58.5 in. Fuel Capacity: 2.1 gal. Dry Weight: 193 lb. Source

CFMoto’s new, soon-to-be-launched MT800 will come in two distinct variants, including this adventure-biased version. (CFMoto/)It might not be due for launch until early 2021 but details of CFMoto’s upcoming MT800 adventure bike have emerged early thanks to Chinese vehicle-approval paperwork that includes both photos and specifications of the new machine. For those with the idea that Chinese-made bikes are cheap and nasty, the MT800 looks like it could break some preconceptions. Not only does CFMoto already manufacture several KTM models, offered both in Asia and elsewhere, but it makes many of the engines that are destined for KTMs sold worldwide. The more road-oriented trim features alloy wheels, but both models have the same KTM-sourced frame. (CFMoto/)KTM’s most recent investor presentation revealed there will be a “massive increase of cooperation level” with CFMoto in the months to come, and that cooperation starts with the MT800. The bike’s engine is the 799cc LC8c parallel twin that was previously used in KTM’s 790 Duke and 790 Adventure models. Both those bikes have become 889cc “890” machines now, leaving a space for the slightly less powerful CFMoto. The type-approval documents confirm that the MT800 makes 95 hp, the same as the old 790 Adventure. It’s enough to give the MT800 a rated top speed of 118 mph. The frame also appears to be straight from the KTM 790, albeit with CFMoto’s own swingarm design. It appears to be a longer arm than KTM used, as the CFMoto’s wheelbase is longer than the 790 Adventure’s—rising from 59.4 inches to 60.3 inches. While it’s not certain which markets the bike will be sold in at the moment, it’s worth noting the machines seen here wear Europe- and US-required elements like side reflectors on the fork—a clear indication the design has been created with global sales in mind. Both versions will have the option for fitting luggage; shown is the road version with bags. (CFMoto/)Although it’s an adventure-style bike, the MT800 doesn’t tread on KTM’s toes—it has a much more road-oriented design than the 790 or 890 Adventure. The wheels are smaller diameter, with a 19-inch front and 17-inch rear (the KTM wears 21-inch and 18-inch hoops, respectively), covered by 110/80 rubber at the front and a 150/70 at the back. It’s also a heavier machine, coming in at 509 pounds wet, or 529 pounds with the aluminum cases fitted. Along with the luggage option, the bike will be sold in two distinct model variants. The more road-biased version features cast alloy wheels and has the lower section of the engine exposed, while the more adventurous model uses wire wheels—still the same size as the alloys—and has an aluminum bash plate to protect the exhaust and engine cases. The suspension and brakes on all versions are the same, including radial-mount calipers and Bosch 9.1MP ABS. The adv-oriented model gets a skid plate and wire-spoked wheels, but otherwise looks very similar. (CFMoto/)The MT800 isn’t the only CFMoto/KTM-related model we should expect in months to come. The Chinese firm has already shown its 1250 tourer, which uses a highly modified version of KTM’s V-twin engine, and KTM’s investor presentation earlier this year said that CFMoto will be tasked with making a whole range of “750cc” KTM models for global markets, including a 750 Duke, 750 Adventure, and 750 Supermoto T. It’s possible, and even likely, that the CFMoto-made “750” KTMs will actually use the same 799cc engine seen in the MT800, simply understating their capacity to distance the models from the Austrian-made 890 Duke and Adventure machines. It’s a trick BMW uses on the F 750 GS, which actually has the same 853cc capacity as the F 850 GS but is simply detuned to make less power. Source