Hugh Janus

Adventure bikes are the conquerors of just about all of the land the sunlight touches, but up until recently they were large, tanks of machines built for more experienced riders. Beginners like to explore too. Honda’s CB500X was first introduced in 2013 as a means to hit the more urban side of the adventure category and fill a void that larger-displacement ADVs left unconquered. And now, to the enjoyment of newer riders, just about every displacement level is represented in the ADV category with the Honda CB500X laying claim to the small parallel-twin realm. The 2020 Honda CB500X makes adventuring possible for the common commuter. (Jeff Allen /)As you may recall from our 2019 review, this motorcycle started out as a midsize commuter. Owners were adventure-fying it with modifications to the suspension and swapping to knobby tires. Honda noticed and last year gave it an adventure-focused makeover that we see today. On road the CB500X flaunts its commuting roots. (Jeff Allen /)The first thing you will notice when twisting the throttle is the CB-X’s smooth transmission and a mild-mannered 471cc parallel-twin engine. The clutch pull is light and modulation is easy thanks to the slipper assist function—a perk for navigating the daily stop-and-go. While the gear changes are nice and smooth, downshifting between first and second does occasionally catch on neutral. The engine, although docile, was in no way lacking when it came to the spirited paces of Southern California’s busiest freeways. Its 42.45 hp at 8,130 rpm and 29.25 pound-feet at 6,500 rpm recorded during a fourth-gear pull on the CW in-house dyno are plenty for an adventure motorcycle meant to be friendly and usable. The 471cc parallel twin is a very smooth deliverer of power and is suitable for any type of rider or riding. ( Jeff Allen/)Vibration is well tamed until the machine is revved to about 7,0008,000 rpm—only a faint buzz is felt through the seat at and above that point. When cruising along at speed the windscreen serves its purpose in deflecting the wind, but you best be sure the placement is suitable before your journey because the two-height adjustability does require tools. When wearing an ADV-style helmet I did notice the wind buffeting the visor when hitting freeway speeds, nothing a little more tuck behind won’t fix. RELATED: 2019 Honda CB500X First Ride Review Another commuter-friendly benefit of this machine is that it sips fuel from its 4.6-gallon fuel tank. With an average of 54.6 mpg recorded, in the best case scenario of economical riding, roughly 251 miles can be had per tank. The CB500X’s fuel efficiency is very impressive. (Jeff Allen /)On the pavement, the CB-X’s 41mm telescopic fork and single shock are soft and don’t allow for a planted feel in switchbacks—mid-turn bumps have the rear pogoing over those undulations, causing instability. The rear’s setup only allows for preload adjustability, which will not help tame the rear end’s undulations. Suspension at a price comes with some compromises. The combination of the softer suspension and 19-inch front wheel suits the dirt roads well though. Washboard bumps and jagged ruts are soaked up without much issue, and the blows are softened without jarring to the rider, even when the 5.9 inches of front-end travel was bottomed out on larger obstacles. The soft suspension does provide more comfort in the dirt, though it is not as stiff as preferred for tackling twisties on the pavement. ( Jeff Allen/)The chunky block Dunlop Trailmax Mixtour tires that wrap around 19- and 17-inch cast aluminum rims provide a blend of both paved and dirt road capability. The tires stick well to the asphalt and offer commendable grip on fire road surfaces. There is, however, a bias toward harder-packed dirt over gravel since the rear tire struggles to find forward drive in deep gravel. The rider triangle is a comfortable one. Standing up, however, does present a few flaws. (Jeff Allen /)Seat height is 32.7 inches but it feels a little taller than that with the seat’s somewhat boxy spread between the legs. While I had no issue with flat-footing, riders with shorter inseams will be on their toes. Commuting to and from the office or around town is done in comfort; the ergonomics are upright with the tapered handlebar and central peg position. The width of the bar and low-slung CW-measured 431-pound weight allow for easy slow-speed maneuvering. Standing up on the pegs for dirt sections was only fairly comfortable since the bars were just a tad low and back causing me to bend more over the bars than preferred while intruding on my knee space. With the balls of my size 10 feet situated on the pegs my right heel rested on the exhaust cover when in a standing position as well, further cramping the rider’s space. Another tight area was the mirror height above the grips—the stubby mounts don’t give a lot of space above the grips, something that was most noticeable when in a standing position or when replacing hands to the grips. The windshield provides added comfort for the commute, however, giving the mirrors a fist pump is a fairly common occurrence when putting your hands back on the grips at a stoplight. (Jeff Allen /) Both the front and rear brakes are not noticeably aggressive, but they do sufficiently bring the bike to a stop without drama. ( Jeff Allen/)With a single finger pull at the brake lever, the front’s single Nissin two-piston caliper offers decent grip on the 320mm rotor, but not an overly aggressive one—a positive for less experienced dirt riders. The single Nissin one-piston caliper out back offers a controlled and communicative pressure to the 240mm disc as well. In short, no criticisms are warranted—they simply get the job done without drama. Our test unit was the non-ABS version; ABS is available for a $300 upcharge. The profile hints at adventure. (Jeff Allen/)Not only does the suspension and large chunky-block tires hint to its ADV designation intent, the slight ADV-like beak protrudes from beneath an LED headlight to further the ADV story. LED blinkers also offer a clean and polished look that is so prevalent on the latest Hondas. A light bar, hand guards, and pannier sets are also available as accessories to make this machine more suited for longer, more rugged journeys. RELATED: 2019 Honda CB500X vs. Kawasaki Versys-X 300 The gauge is easy to read. There is a second digital tachometer located in the bottom right toggle menu which seems redundant considering the larger circular one on the left. (Jeff Allen/)Finally, the LCD display provides easily discernible figures for the gear position, speed, clock, toggle menus, and a circular tachometer, but what left me a bit confused was the redundancy of tachometers—a larger circular one on the left and a digital one in the bottom right toggle menu. Regardless, you will be well informed of how quickly that crankshaft is spinning. Commute? Absolutely. Dirt? Sure! ( Jeff Allen/)The CB500X’s appeal is its lighter, more beginner-friendly approach to the ADV class and while it does have a commuter background, it can handle a bit of off-road. So go ahead and have fun on the dirt on weekends and then ride it down the freeway to your 9–5 the rest of the days of the week. It’ll take it. Go ahead and explore a little. (Jeff Allen /)2020 Honda CB500X Specifications MSRP: $6,699 (non-ABS)/$6,999 (ABS) Engine: 471cc, DOHC, liquid-cooled parallel-twin Bore x Stroke: 67.0 x 66.8mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 42.45 hp @ 8,130 rpm Cycle World Measured Torque: 29.25 lb.-ft. @ 6,500 rpm Fuel System: PGM-FI w/ 34mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Computer-controlled digital transistorized w/ electronic advance Frame: Diamond-type frame Front Suspension: 41mm telescopic fork; 5.9 in.-travel Rear Suspension: Pro-Link single shock adjustable for spring preload; 5.9-in. travel Front Brake: 2-piston caliper, 320mm petal-style disc Rear Brake: 1-piston caliper, 240mm petal-style disc Tires, Front/Rear: 110/80-19 / 160/60-17 Rake/Trail: 27.5º/4.3 in. Wheelbase: 56.9 in. Ground Clearance: 7.1 in. Seat Height: 32.7 in. Fuel Capacity: 4.6 gal. Cycle World Measured Wet Weight: 431 lb. Availability: Now Contact: powersports.honda.com GEARBOX Smooth-going comfort and exploratory fun. (Jeff Allen /)Helmet: Bell MX-9 Adventure Jacket: Tourmaster Transition Jacket Pant: Tourmaster Caliber Pant Gloves: Tourmaster Super Tour Gloves Boots: Tourmaster Solution WP Boot Source

The 2021 Kawasaki KLX300SM. (Kawasaki/)As far as product announcements go, a small-displacement dual sport and supermoto are never going to be as eye-catching as, say, a new supercharged superbike or racy supersport, but in real life, an inexpensive built-for-fun bike may actually get your adrenaline going more than anything with 200 hp. OK, maybe that’s an exaggeration—horsepower does seem to have a direct relationship to immediate adrenaline production. But you can have a heck of a lot of fun on a lightweight, inexpensive motorcycle you’re not afraid to crash when you’re hitting jumps in your backyard or doing burnouts in the driveway. Heaven knows that’s what saved my summer (more on that in a bit). The 2021 Kawasaki KLX300. Can the motorcycle world have too many lightweight dual sport options? Probably not. (Kawasaki /)Kawasaki is well aware of the human need to burn off some steam, which is why for 2021, in a stroke of genius foresight, it’s introducing two motorcycles that will likely be perfect pandemic partners in crime: the Kawasaki KLX300 dual sport and KLX300SM supermoto. The KLX features a 292cc liquid-cooled single-cylinder engine that has a 6mm-larger bore than previous KLX250s. With fuel injection and an electric start, there’s little standing in your way of taking a spin. The dual sport version has 21-inch front/18-inch rear wheels; 43mm inverted fork (adjustable for compression) with 10 inches of travel; and a monoshock (adjustable for compression and rebound) with 9.1 inches of travel. The 9.8 inches of ground clearance and a claimed 302-pound curb weight will encourage you to drain the contents of its 2-gallon tank in search of off-road fun. While it’s 35.2-inch seat height may sound kind of tall on paper, the suspension will compress with your weight on board, so it’ll be pretty reasonable. If you’re inseam-challenged, go sit on one before you write it off. MSRP is $5,599 for Lime Green and $5,799 for Fragment Camo Gray. The engine features a gear-driven balancer for smoother power delivery. (Kawasaki /)The KLX300SM is the supermoto version, featuring 17-inch wheels, shorter-travel suspension, a larger 300mm front disc brake (up from 250mm on the dual-sport), a narrower handlebar, and reconfigured footpeg position. Kawasaki claims the SM has a curb weight of 304 pounds. The SM is available in Lime Green/Ebony and Oriental Blue/Ebony colorways for an MSRP of $5,999. Not too exciting, right? Well, it depends on your perspective. This year, all of our lives have looked pretty different. I became a full-time stay-at-home dad when the pandemic hit. My son is two, so he can’t even accurately aim a spoon at his mouth, let alone stay home by himself, which meant I had very little time to ride motorcycles. Fortunately, my friend gave me a 2001 XR200R that was sitting unused in his dad’s barn—not exactly a holy grail barn find, but close enough for my purposes, as it turns out. The KLX300 features a basic LCD dash. (Kawasaki/)After mowing a circuit through my 9-acre yard, I couldn’t help but rip around on it everyday while my son slept. The Nap-time TT, as I called it, kept me sane. It was probably the most fun thing I did on two wheels all year. It also got me thinking. The XR (or its modern equivalent), though not a direct competitor with the KLX300 by any means, is about 255 pounds dry—not too much lighter than the street-legal KLX300. Since falling in love with the little XR, I’ve imagined how awesome it would be if I could legally ride it through the back roads and fire roads by my house. Lightweight motorcycles make everything easier. They flatter your riding skills. On a big ADV bike, momentum can be your enemy, but on a little piddler, it’s your best friend. Squishy suspension and not-quite full-size ergos just make everything’s so unserious. Which makes them seriously fun. Not a bad way to spend an afternoon, eh? (Kawasaki/)So, I look at these KLXs and think Kawasaki’s on to something: a bit more power than the KLX230, a heck of a lot more tech (liquid-cooling, electric start, fuel injection) than my old XR, and a lot less power and weight than anything too serious. And street-legal. Are they as exciting as a Kawasaki Ninja H2? I can’t believe I’m saying this, but in their own way, yeah (geez, will I even recognize myself after this pandemic?). The thing is, the best bike for you is often the one that best fits the time, place, and circumstance in which you find yourself. Source

Working on increasing lean angle needs to be done in a controlled and safe manner. (KTM/)When a new rider tells the YCRS instructor crew, “I want to carry more lean angle but I’m scared.” We answer, “Us too!” At YCRS we equate lean angle with risk and use the two words interchangeably. A core school value centers around what makes up front- and rear-tire grip, and you can see it in our video, 100 Points of Grip. We are constantly balancing braking and throttle “points” against lean-angle points. The more risk (lean-angle points) we carry, the fewer brake and throttle points are available. We are closer to the edge of grip with more lean angle, and that should always spark our self-preservation instincts. RELATED: Motorcycle Lessons Beyond the Classroom A few columns ago I described the “old man’s disease” I suffer from when compared with my fastest instructors who lean over farther than I dare. Leaning a motorcycle over is perhaps the single-most enjoyable part of riding, but lean angle is not just enjoyable, it’s central to steering a motorcycle through a corner. I push myself to run more lean angle on the racetrack to improve my lap time; new riders must become comfortable with lean angle to ride a motorcycle safely. All things being equal, the more lean angle a rider carries through a corner, the faster we can go at the same radius. Newer riders become frustrated with their slow corner-entry speed because they are not comfortable with adding more lean angle. Veteran riders who are lean-angle nervous begin to lose the joy of riding. This BTC article hopes to give you a plan and method to safely increase your lean-angle comfort. And remember this, new riders: We’re all in this together! Incremental Increases In a nutshell: To carry more lean angle a rider must enter the corner faster if all other things are equal. You know that, I know that—but can we convince our brains that the tires will stick? Will they stick? “Nick, can you guarantee that my tires will stick if I enter the corner faster?” RELATED: Getting Ready to Stop Beyond The Classroom Part 2 No, I can’t. But I can guarantee that our tires will gently and smoothly slide slightly if we gently and smoothly increase our entry speed. We might think, “I can get into this corner 20 mph faster.” But if we adopt an “incremental increase” approach, we can enter the corner 1 mph faster 20 times in a row and then discover that at 17 more mph the tires are at the limit. They will gently slide and whisper, “That’s all I’ve got.” If we had tried for a 20 mph increase in one pass, we would have crashed immediately because the tires went quickly beyond their grip limits. Train Our Brain Increasing entry speed in a linear fashion makes sense when we realize what the challenge is: Training our minds to realize the higher entry speed won’t hurt us! In my world, most of my laps are on school bikes on Dunlop’s excellent Q3+ with nothing on the line, no reason to push. Then I arrive at a track to race Rusty Bigley’s TZ750, Chris Carr’s GPz550, and especially the Speedwerks’ NSR250 increasing entry speed for added lean angle is all I work on! My brain is grooved for streetbikes on street tires but must grow to the pace of racebikes on race tires if I want to do well. So, new riders, take heart: We are all working on increasing lean angle while retaining safety—emphasis on while retaining safety. Necessities for Improving If you study the 100 Points of Grip video, you will see that traction is on a sliding scale depending upon pavement temperature, moisture, tire temperature, and tire compound. In other words, we can’t expect a cold tire to run the lean angle of a hot tire. “Yeah, I know that,” you think, yet almost every YCRS instructor has crashed on a cold tire, asking too much of it. So use our mistakes as a reminder that tires must be warm before asking for too much performance. Until they are warm, we must run less lean angle, less brake pressure, and less throttle pressure. Sometimes in the rain that means we hardly lean over all day, and our lean angle additions (and brake and throttle) are extra smooth. To experiment with lean angle, we need: A linear, gradual, and smooth approach to adding speed.Hot tires that are not worn out.A nice day.Clean pavement.A repeatable corner, such as lapping at a trackday or a clean and safe parking lot.A scrubbing line on the rear tire.<br/> Scrubbing Line How do we know if we are running more lean angle? Feeling? Yes, but how about this: Draw a line on your rear tire from the edge to the center with a sharpie or paint pen. Draw it at the valve stem so you can find it easily. Now incrementally increase your corner entry speed and begin to scrub that line off. Note that it is the rear tire we are examining because many bikes will not use all of the front-tire contact patch. The scrubbing line on my FJR1300′s rear tire tells me I had additional lean angle available during my last ride. This gives me confidence to add lean angle on my new-to-me sport-touring bike if the pavement is suitable, the tire is warm, and I stay linear. (Nick Ienatsch /)Note that some bikes will drag footpegs and hard parts before they will use all of the rear tire; if you have a bike like this, then the gradual, linear increase of lean angle makes sense because riders who “flick” the bike into the corner can lever the tires off the ground and crash. Linear steering helps with tire traction and gently touching hard parts to the pavement. This is my FZ1 rear tire after a day at Colorado’s High Plains Raceway, a tremendously safe place to scrub the scrubbing line right off. (Nick Ienatsch /)IT front tire.jpg | This is my FZ1′s front tire from the same High Plains Raceway school and note that all the tread is not used. I see this on most if not all the Yamahas we use at Champ School: in other words, add a scrubbing line to your rear tire and let that be your guide. | Photo: Nick Ienatsch When Should Maximum Lean Angle Happen? As we experiment with lean angle, we can’t forget tire loading! Maximum lean angle in the majority of corners happens as the bike finally slows to match the radius, at the end of the trail-braking zone or deceleration zone if it’s a corner we don’t brake for. Maximum lean angle should happen with a closed throttle and might last for some distance with a neutral or maintenance throttle (just enough throttle to keep the bike on line) until the corner opens and we can take away lean angle. RELATED: Motorcycle Lessons Beyond the Classroom, Part 3 Be cautious of getting so enthralled with lean angle practice that you begin to add lean angle with the throttle open. That means weight is off the front tire, yet adding lean angle is asking that front tire to work. Get back to the 100 Points of Grip video and other articles on Ienatsch Tuesday to realize that a tire must be loaded if we want it to seriously grip. “Seriously grip” means significant lean angle, brake pressure, or throttle pressure and gets us back to the reminder that almost any technique works at slow speeds and low tire loads. If we want tires to grip with significant pressures, they must be loaded—and in this discussion, it means maximum lean angle with the throttle shut or very slightly opened—not yet accelerating. RELATED: Motorcycle Lessons Beyond the Classroom, Part 4 To be specifically clear: If we are adding lean angle and throttle, we will either lose front grip (unloaded front tire) and crash, or lose rear grip (overloaded rear tire) and crash. So in this lean-angle practice and for the rest of our riding careers, we must let the bike turn down to whatever maximum lean angle we need for the corner off throttle, and only begin serious acceleration when we can stand the bike up as the corner opens. Your maximum lean angle on the street must include the ability to add more if needed in an emergency. (Jeff Allen /)Street Riding and Safety Margins Experienced veteran riders have a safety margin in hand while street riding to deal with the unexpected, and one of the most vital safety margins is lean angle. If we use maximum lean angle consistently on the street, we will be caught out by unexpected traction and radius changes. That said, we must experiment with approaching our bikes’ maximum lean angles in a controlled environment so we can ride confidently in corners. Having a margin we are familiar with is vital. “I can lean over farther if necessary” comes from consistent and linear practice and soon replaces, “I hope I can lean over farther.” This is why an occasional trackday is so helpful: safe lean-angle practice in a controlled environment, using the scrubbing line to incrementally increase comfort at additional lean angle. More next Tuesday! Source

2020 Husqvarna EE 5 (Husqvarna/)For 2020, Husqvarna makes its first jump into electric mobility with the EE 5. According to the Austrian manufacturer, this machine is capable of holding its own against 50cc gas-powered machines making it an appropriate choice for youngsters with a competitive spirit who also might want to learn to ride in an environmentally friendly way. Two hours of beginner-level ride time (25 minutes for serious racers) is claimed output from a full 907Wh lithium-ion battery, and charging time is a reasonable 70 minutes. Key features include its electric motor that claims to produce a peak power of 5kW, six ride modes, WP Xact suspension, and an adjustable seat height. 2020 Husqvarna EE 5 left side (Husqvarna/)2020 Husqvarna EE 5 Reviews, Comparisons, And Competition Although the realm of electric minibikes is still somewhat sparse, the EE 5 does see competition with the KTM SX-E 5, Oset MX-10, and Oset 12.5 Racing. Once the child grows up and is interested in full-size e-dirt bikes, they can look to Cake’s lineup or larger offerings from Oset, KTM, and Zero. Dirt Rider put together a list of the best electric dirt bikes for 2020—a list that includes the EE 5—and provides more information on the above electrics as well. 2020 Husqvarna EE 5 front right (Husqvarna/)Husqvarna EE 5 Updates For 2020 This electric mini is new to the Husqvarna lineup for 2020. 2020 Husqvarna EE 5 Claimed Specifications Price: $5,149 Motor: Air-cooled electric motor Power: 5kW Transmission: 1-speed Final Drive: Chain Seat Height: 26.9 in. Rake: N/A Trail: N/A Front Suspension: 35mm inverted fork, preload and rebound adjustable; 8.1-in. travel Rear Suspension: Fully adjustable; 7.3-in. travel Front Tire: 60/100R-12 Rear Tire: 2.75 x 10 Wheelbase: 40.6 in. Fuel Capacity: N/A Dry Weight: 89 lb. Source

2020 Husqvarna TX 300i (Husqvarna/)As you may have noticed, Husqvarna added a significant letter to the end of the TX 300′s name and this letter means that its 293cc two-stroke engine is now fuel injected, a change that is new for 2020. Originally introduced in 2017 as the carbureted TX 300, this machine was intended to be just as capable on the track as it is on the trail, and to tackle off-road or motocross racing as easily as a casual weekend ride. Now, with the fuel-injected update it will improve the model’s fuel consumption and emissions for this day and age and continue to be a do-it-all cross-country dirt bike. 2020 Husqvarna TX 300i Reviews, Comparisons, And Competition In Dirt Rider’s first impression review of the 2017 TX 300, test riders stated: “On the track it was called stable and in the tight trails it was called nimble, light, and thin. In corners, Dylan praised the bike for laying over and not wanting to pop up mid-turn. Tyler loved the stability while flat tracking around slick turns. Neither rider noticed much vibration, something the Husqvarna engineers worked to minimize.” Competition for the TX 300i includes the TM CC 300 Fi, KTM 300 XC TPI, and Beta 300 RR. 2020 Husqvarna TX 300i (Husqvarna/)Husqvarna TX 300i Updates For 2020 One of the biggest announcements during Husqvarna’s 2020 motocross and cross-country model unveiling was when the TX 300 made the switch to fuel injection. As Dirt Rider reported, the TX 300i is similar to last year’s carbureted TX 300, but this one is fuel injected. “It features a newly developed cylinder along with a new heavy-duty header pipe that has a corrugated surface to increase strength for impact resistance and reduce noise levels,” Dirt Rider continued. The engine also features a redesigned Dell’Orto 39mm throttle body. 2020 Husqvarna TX 300i (Husqvarna/)2020 Husqvarna TX 300i Claimed Specifications Price: $10,099 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: 37.4 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: 224 lb. Source

2020 Husqvarna 701 Supermoto (Husqvarna/)As the name implies the Husqvarna 701 Supermoto is a supermoto motorcycle powered by a big-bore 693cc single-cylinder engine pulled from the KTM 690 Duke. The Husky is a lightweight package (claimed 319 pounds) that delivers plenty of hooligan character, encouraging the Continental ContiAttack Supermoto front wheel to rise on the track or road. Buckets of electronic rider aids are available including cornering ABS, lean-angle-sensitive traction control, ride modes, and easy shift (up and down quickshifter) as standard. Apexes beware. 2020 Husqvarna 701 Supermoto 701 Reviews, Comparisons, And Competition We found that the 2017 701 Supermoto was “a fantastic platform for just about everything” from canyon roads, track tarmac, or daily riding. The Aprilia Dorsoduro 900 serves as one of the Supermoto’s competition, but we also ran it in an earlier comparison test against the Ducati Hypermotard 939 and KTM 690 Duke. We found the Husky “is not overwhelmingly uncomfortable or impractical, however, and in a lot of ways the bike is more than its design initially leads you to believe it would be, Husqvarna engineers having very clearly tuned the engine to offer more than just around-town antics…of all three bikes, this is the one you’d actually consider taking to a trackday at your local kart track.” 2020 Husqvarna 701 Supermoto (Husqvarna/)Husqvarna 701 Supermoto Updates For 2020 The electronics suite is all-new for 2020 as are some fresh new graphics and bodywork. 2020 Husqvarna 701 Supermoto (Husqvarna/)2020 Husqvarna 701 Supermoto Claimed Specifications Price: $11,999 Engine: Liquid-cooled SOHC single-cylinder Displacement: 693cc Bore x Stroke: 105.0 x 80.0mm Horsepower: 74.0 hp @ 8,000 rpm Torque: 54.2 lb.-ft. @ 6,500 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 35.0 in. Rake: 26.4° Trail: N/A Front Suspension: 48mm inverted fork, compression and rebound adjustable; 8.5-in. travel Rear Suspension: Fully adjustable; 9.4-in. travel Front Tire: 120/70-17 Rear Tire: 160/60-17 Wheelbase: 57.9 in. Fuel Capacity: 3.4 gal. Wet Weight: 319 lb. Source

2020 Husqvarna FE 501 right side (Husqvarna/)The Husqvarna FE 501 platform serves as the Austrian marque’s flagship enduro and dual sport models. Powered by a 511cc single-cylinder four-stroke engine, the 501 leads the displacement charge from the 350cc models, while packing modern electronics like traction control and adjustable engine maps for tackling washes or rock-strewn trails. The S model differs from the base in that it is a street-legal dual sport version (license plate bracket, turn signals, etc.). The S’ rubber is also wrapped around Giant rims (instead of the D.I.Ds used on the base) and it weighs a claimed 247 pounds (239 pounds, base). 2020 Husqvarna FE 501 (Husqvarna/)2020 Husqvarna FE 501/S Reviews, Comparisons, And Competition When it won Cycle World’s Ten Best Dual Sport, the FE 501 S took the throne in 2015 since it “combine[d] the powerhouse engine with incredible handling and trail compliance, and you have the best dual-sport machine we’ve ridden.” As with any model that crosses Cycle World’s garage threshold, we ran the FE 501 S on the dyno to measure the horsepower and torque figures: 40.3 hp at 8,100 rpm and 28.2 pound-feet of torque at 5,700 rpm. When it comes to competition, the FE 501 S model faces the dual sport KTM 500 EXC-F and Beta 500 RR-S. 2020 Husqvarna FE 501 (Husqvarna/)Husqvarna FE 501/S Updates For 2020 The FE 501 does have a few internal changes including a new, more compact cylinder head, new camshaft, and new Konig piston that helps reduce oscillating masses. The FE 501 S also features a shorter and lighter cylinder head, a new camshaft, an increased compression ratio, and a new exhaust system. 2020 Husqvarna FE 501/S Claimed Specifications Price: $11,099 (base)/$11,499 (S) Engine: Liquid-cooled SOHC single-cylinder four-stroke Displacement: 511cc Bore x Stroke: 95.0 x 72.0mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.4 in. Rake: 26.5° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 11.8-in. travel Rear Suspension: Fully adjustable; 11.8-in. travel Front Tire: 80/100-21 (base)/90/90-21 (S) Rear Tire: 110/100-18 (base)/120/90-18 (S) Wheelbase: 58.5 in. Fuel Capacity: 2.2 gal. Wet Weight: 239 lb. (base)/247 lb. (S) Cycle World Tested Specifications Rear-Wheel Horsepower: 40.3 hp @ 8,100 rpm Rear-Wheel Torque: 28.2 lb.-ft. @ 5,700 rpm Source

2020 Husqvarna Svartpilen 701 right side (Husqvarna/)The Husqvarna Svartpilen 701, known as the “Black Arrow,” is the amalgamation of futuristic design and flat-track inspiration. Unlike the more café-inclined Vitpilen, this standard streetbike has upright, pulled-back bars, Pirelli MT 60 rubber, and a nod-to-flat-track number plate. Otherwise along with WP Apex suspension and Brembo brakes it also sees the same torquey 673cc single nestled in the steel tubular trellis frame. In fact, back in our 2019 first ride review, the combination of these aforementioned features led us to say that it is the best of the Swedish arrows. 2020 Husqvarna Svartpilen 701 Reviews, Comparisons, And Competition In our 2019 review of the Svartpilen 701, Cycle World Senior Editor Justin Dawes praised the single-cylinder engine for its tire-twisting torque: “It’s truly a legendary powerplant that is smoother than it should be considering its raucous delivery. Many a twin could only hope to have as much character.” Since the 701s of Husky’s lineup share the same single, you can watch our in-house dyno run of the Vitpilen 701 to get an idea of the Svartpilen’s power numbers. With their similarities the two ‘Pilens also piggyback on many of the same competitors: KTM 790 Duke, Yamaha MT-07, Kawasaki Z650, Honda CB650R, Suzuki SV650, and Ducati Monster 797. 2020 Husqvarna Svartpilen 701 front right (Husqvarna/)Husqvarna Svartpilen 701 Updates For 2020 As covered in our first look, the Svart 701, like the Vitpilen 701, sees CNC-machined rearsets, spoked wheels, and an awesome new color scheme for 2020. 2020 Husqvarna Svartpilen 701 left side (Husqvarna/)2020 Husqvarna Svartpilen 701 Claimed Specifications Price: $9,499 Engine: Liquid-cooled OHC single-cylinder Displacement: 693cc 693cc Bore x Stroke: 105.0 x 80.0mm Horsepower: 75.0 hp @ 8,500 rpm Torque: 53.1 lb.-ft. @ 6,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.9 in. Rake: 25.0° Trail: 4.7 in. Front Suspension: 43mm inverted fork, compression and rebound adjustable; 5.9-in. travel Rear Suspension: Preload and rebound adjustable; 5.9-in. travel Front Tire: 110/80R-18 Rear Tire: 160/60R-17 Wheelbase: 56.5 in. Fuel Capacity: 3.2 gal. (0.7 gal. in reserve) Wet Weight: 355 lb. Source

Max Biaggi achieved a new electric motorcycle land speed record on the Voxan Wattman. (Voxan/)“It’s official, record [408 kph]. Thanks my team, @Voxanmotors.” A simple tweet from Max Biaggi, shouting his satisfaction to the world. “Your courage has remained untouched,” his friend and former on-track rival Loris Capirossi said. Despite six world titles, and an ID that states his age as 49, Biaggi continues to surprise. For his latest adventure, on October 31, the Italian rider set the world top speed record on an electric bike: 228.05 mph, achieved on a Voxan Wattman built by the Monaco-based Venturi Group. With that performance, Biaggi dethroned previous record holders Ryuji Tsuruta and Mobitec EV-02A, with their speed of 204 mph. But what impresses even more was that, after three days of testing at Châteauroux airfield in France, Biaggi achieved the tremendous top speed of 254 mph. A rocket. “At this speed the vision becomes narrower and narrower, and the air seems an impenetrable wall,” said Biaggi, who three years ago decided to stop riding bikes after he was seriously injured in a crash at the Sagittario track near Rome. But for a professional rider a life away from motorcycles is hard to conceive. So, in addition to being back on the MotoGP paddock as the team owner of a Moto3 squad, Biaggi took on this ambitious and innovative project that wants to push the limits of sustainable mobility. Two hundred fifty-four mph on two wheels. Impossible? Not anymore. “When Gildo Pastor, the president of the Venturi Group, approached me about this project, I was very curious, but at the same time a little concerned,” Biaggi said. “I had several question marks as it was an entirely new project, and honestly I didn’t know what to expect. Why did I accept it? All my life has been about challenges and pushing the limits a bit forward. So, when they told me, ‘We came close to 373 mph on four wheels, and now we want to flirt with 249 mph on two wheels,’ I said yes. I saw a team really determined and motivated and I wanted to be part of it,” he continued with obvious pride. In accordance with FIM (International Motorcycle Federation) regulations, the Voxan Wattman’s speed was measured from a flying start over 1 mile in opposite directions, within a period of two hours. According to the protocol, the final speed is the average of the two speeds recorded over these two runs. The Voxan sent records tumbling as the GPS speedometer peaked at a speed of 254 mph. “The sensations I experienced were quite different from those that have characterized most of my life and my career on two wheels,” il Corsaro said, particularly noting the lack of engine roar. “The first thing that you notice is the lack of the classical familiar noises. The sound of an electric engine is completely different, the same for the power delivery.” Sitting in the motorcycle rather than on it was a change for Biaggi. (Voxan/)With 1,470 cells (and a weight of 140 kilograms, almost 309 pounds), the Voxan Wattman’s battery delivers 317kW (431 hp) of nominal power, with a capacity of 15.9kW. “A speed record is all about power: power that you lose due to aerodynamics and power that you gain with acceleration. You need to find the right balance. The design and aerodynamic profile of the motorcycle become crucial.” For aerodynamic efficiency, there is no radiator and the “tank” is inside the bike. The rider also has to do his part. “I had to change my approach and my riding style because on an electric Voxan Wattman you are completely encapsulated by the machinery. And if there is a No. 1 rule, it is: stay still. You don’t have to move your body on the bike. This is something unnatural for a racer who comes from MotoGP or World Superbike: remaining still to go fast. The seating position, too, is very different from a conventional motorbike because the center of gravity is very low. I was not allowed to move. This is something I had to adapt and force on myself, because I’m used to moving my body on the bike. I remember one of the first times, project leader Franck Baldet told me, ‘Forget that you are riding a motorcycle and believe in the system to extract the maximum performance.’” Easier said than done. And then the sense of the competition. “This time I was competing for the record alone, without rivals. This also was a new feeling,” Biaggi said. But what struck him the most was something else: “I had never touched 400 kph. At these speeds the perspective of the space around you changes completely. The aerodynamic effects become crucial. The air is an impenetrable wall and you begin to fight with forces that I would find…unknown. It was a new adventure, difficult to describe because the sensations were not familiar. In the end the rituals are the same: You put your gloves on, you tighten your helmet, you have a look at the dashboard…” But how does it feel to be the fastest man on earth on an electric bike? “It was a huge satisfaction. We made it thanks to a bit of craziness. It was not easy at the beginning; I had to do a shift in my mentality. I had to adapt to ride completely encapsulated in the machine without the possibility to move. The feeling is very weird.” Biaggi says the feeling of riding the Wattman was weird. The feeling of accomplishment, we assume, is a little less weird for the six-time world champion. (Voxan/)On board the Voxan Wattman, propelled by its powerful 270kW engine, Max Biaggi achieved nine different speed records at Châteauroux airfield. The team says this is only the beginning. Pastor, founder of the Venturi Group, which has competed in the world Formula E championship since season 1, is a pioneer in eco-mobility. Biaggi’s land speed record celebrates the 20th anniversary of the Venturi Group’s electric sustainable mobility adventure. It has now officially created the fastest-ever electric vehicles on two and four wheels (Venturi VBB-3, FIA record: 549 kph/341 mph), and in the four-wheel fuel cell category (Venturi VBB-2, FIA record: 487 kph/303 mph). What shall we expect next? Source

2020 Husqvarna Vitpilen 701 (Husqvarna/)In 2018, Husqvarna introduced its four streetbikes, each bringing modern character through futuristic styling and a thumping single-cylinder engine. The sharp-styled Vitpilen 701 might just steal the show. Being the big brother to the Vitpilen 401, the 701 still flaunts the more aggressive ergos seen in the smaller iteration, but offers a more aggressive yet incredibly smooth power delivery via a 693cc single-cylinder engine. Not only that, but the braking department features Brembo brakes, Keihin EFI (compared to the 401′s Bosch system), stainless steel exhaust, aluminum clip-ons, Bridgestone Battlax tires, traction control, and more fuel capacity. 2020 Husqvarna Vitpilen 701 Reviews, Comparisons, And Competition In our first look, we reported that Husky is “aiming to improve on an already proven platform” with minor changes that ultimately add a premium touch to the models. Although 2020 sees some minor changes to the Vit, they do add a premium touch to the models. When the Vitpilen was first announced we snagged a model to run on our in-house dyno to record rear-wheel numbers: 70.95 hp at 8,200 rpm and 51.08 pound-feet of torque at 6,730 rpm. 2020 Husqvarna Vitpilen 701 (Husqvarna/)Competition can include its own kin, the KTM 790 Duke or Svartpilen 701, but otherwise the onslaught comes from other standard machines like the Yamaha MT-07, Kawasaki Z650, Honda CB650R, Suzuki SV650, and Ducati Monster 797. Husqvarna Vitpilen 701 Updates For 2020 For 2020, the Vitpilen is fitted with CNC footpegs and spoked wheels as standard. A striking blue and white color scheme with new graphics grace the bodywork of the 2020 Vitpilen 701. 2020 Husqvarna Vitpilen 701 (Husqvarna/)2020 Husqvarna Vitpilen 701 Claimed Specifications Price: $9,499 Engine: Liquid-cooled OHC single-cylinder Displacement: 693cc Bore x Stroke: 105.0 x 80.0mm Horsepower: 75.0 hp @ 8,500 rpm Torque: 53.1 lb.-ft. @ 6,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.7 in. Rake: 25.0° Trail: 4.3 in. Front Suspension: 43mm inverted fork, compression and rebound adjustable; 5.3-in. travel Rear Suspension: Preload and rebound adjustable; 5.3-in. travel Front Tire: 120/70R-17 Rear Tire: 160/60R-17 Wheelbase: 56.5 in. Fuel Capacity: 3.2 gal. (0.7 gal. in reserve) Dry Weight: 348 lb. Source

2020 Husqvarna Vitpilen 401 (Husqvarna/)The Husqvarna Vitpilen 401 is the Swedish manufacturer’s entry-level naked bike with futuristic design cues and more aggressive café-racer-like ergonomics compared to its upright scrambler-esque sibling, the Svartpilen 401. The heartbeat of this machine comes from the approachable 373cc single-cylinder engine, which is similar to that found in its parent company’s KTM 390 Duke and RC 390. It features a steel trellis frame, adjustable WP Apex suspension, ByBre brakes (Brembo’s subsidiary), and 17-inch spoked wheels to tackle the urban sprawl. 2020 Husqvarna Vitpilen 401 Reviews, Comparisons, And Competition Cycle World put the 2018 Vitpilen 401 on the in-house dyno to record rear wheel power figures and this single produced 41.4 hp at 8,740 rpm and 26.4 pound-feet of torque at 6,880 rpm. In our small bike comparison between the Honda CB300R, KTM 390 Duke, and Husqvarna Vitpilen 401, we stated that the Vitpilen was a motorcycle that’s styling commanded attention and its ergos were the most aggressive of the group. “If you’re a taller, lanky fellow, the setup works well,” Waheed wrote. 2020 Husqvarna Vitpilen 401 (Husqvarna/)Husqvarna Vitpilen 401 Updates For 2020 For 2020, the Vitpilen’s bolt-on subframe has been extended to increase support and comfort for the passenger. The color has also been updated with a subtle silver as the primary color with bronze accents highlighting the design. 2020 Husqvarna Vitpilen 401 (Husqvarna/)2020 Husqvarna Vitpilen 401 Claimed Specifications Price: $4,999 Engine: Liquid-cooled DOHC single-cylinder Displacement: 373cc Bore x Stroke: 89.0 x 60.0mm Horsepower: 44 hp @ 9,000 rpm Torque: 27.3 lb.-ft. @ 7,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.9 in. Rake: 25.0° Trail: 3.7 in. Front Suspension: 43mm inverted fork, fully adjustable; 5.6-in. travel Rear Suspension: Fully adjustable; 5.9-in. travel Front Tire: 110/70R-17 Rear Tire: 150/60R-17 Wheelbase: 53.4 in. Fuel Capacity: 2.5 gal. (0.4 gal. in reserve) Dry Weight: 333 lb. Source

The 2021 BMW G 310 R. There’s no word yet on availability. (BMW Motorrad /)For 2021, BMW refreshes the G 310 R, its single-cylinder entry-level roadster, with new styling, a slipper clutch, ride-by-wire throttle, LED lighting, and Euro 5 homologation. LED DRL is a highlight of the more focussed design. (BMW Motorrad/)The G 310 R and G 310 GS, introduced in 2018 and built in India by TVS, are important gateway models into the BMW Motorrad fold. The 313cc single’s unique rearward orientation (think: rear cylinder bank of engines with V layouts) also has a “backward” cylinder head layout in which the exhaust port exits at the rear to create a more compact unit. BMW claims it produces 34 hp at 9,500 rpm and 21 pound-feet of torque at 7,500 rpm. For 2021, the G 310 R benefits from the addition of a slipper clutch. BMW also equipped it with a new ride-by-wire throttle, or what it terms an “electromotive throttle controller,” which one can only hope is an odd translation and not intentionally obfuscating marketing-speak. The G 310 R has a single 300mm disc with four-piston caliper in the front, and a 240mm disc in the rear. It’s equipped with ABS as standard. (BMW Motorrad /)BMW also fit new four-way-adjustable front brake and clutch levers, which is a great move. Not to name names, but it’s befuddling when motorcycles—especially ones that cost three times as much as the G 310 R—don’t have adjustable levers. So we applaud BMW for the useful update that’s great for riders of all experience levels. The G 310 R also comes with full LED lighting. Here’s a good look at the LCD dash and that “electromotive throttle controller.” (BMW Motorrad/)The press release describes the G 310 R’s revised styling as being “softly reimagined,” which would be a great name for, say, a Hall & Oates cover band, but doesn’t do justice to the streamlined looks cooked up BMW’s design team, but that’s neither here nor there. Alexander Buckan, head of BMW Motorrad Vehicle Design, says, “From the beginning, it was a main goal of ours to increase the value of the overall design by reducing the black grained plastic and increasing the painted surfaces.” In general, the design is more fully realized with a stronger resemblance to the just-announced BMW S 1000 R hyper naked. In other words, the restyle isn’t a major departure, but more of an edit. So, maybe “softly reimagined” is an accurate description after all. The base model is available in Cosmic Black and Polar White. The Limestone Metallic colorway is available with an extra cost. (BMW Mottorad/)At the moment there’s no word on pricing or availability, but for reference, the 2020 model starts at $4,945. Source

Honda’s autopilot patent for motorcycles looks to use self-steering and adaptive cruise control, familiar ideas for the firm. (German Patent Office/)Radar-assisted adaptive cruise control is looking to be one of the key new motorcycle technologies for 2021, with BMW and Ducati already announcing the feature on the R 1250 RT and Multistrada V4. KTM and Kawasaki are also working on similar setups with launches expected soon, so it’s no surprise that Honda has got its eyes on the technology as well. But where BMW, Ducati, KTM, and Kawasaki have all teamed up with Bosch, resulting in similar systems, Honda’s latest patent application, filed in Germany, suggests the firm wants to take the idea to the next level, adding the ability for the on-board computer to steer the bike as well as controlling the throttle and brakes. The patent suggests the system’s adaptive cruise control will allow for lane changes around slower traffic. (German Patent Office/)It’s a development pattern that’s already familiar on four wheels. In cars, radar cruise control systems have been around for two decades and the ability to help drivers steer as well as accelerate and stop is something that an increasing number of vehicles offer. While “self-driving” cars make headlines now, Honda first added self-steering ability to the Inspire sedan back in 2003 in Japan. By 2006, Honda’s ADAS (Advanced Driver Assistance System) including adaptive cruise control, lane-keeping assist, and collision-mitigation auto-braking was offered worldwide on the Legend and Accord cars, putting Honda at the vanguard of such systems. So the firm has plenty to draw on in developing the idea for two wheels. An electric motor behind the headstock can be called upon if steering intervention is necessary. (German Patent Office/)The company’s latest patent shows an adventure-touring-style bike—roughly an approximation of a CB500X—fitted with the setup, which includes an electric motor mounted behind the headstock that can turn the front wheel if it needs to intervene. RELATED: BMW’s Motorcycle Active Cruise Control A vast number of sensors are needed to make a system like this work. Not only does the patent suggest the bike has acceleration, throttle position, brake pressure, lean-angle, and speed sensors, but also devices to measure how much steering torque is being applied by the rider. Then there are the radars and cameras. The patent suggests both radar and camera sensors pointing forward to monitor the traffic, road markings, guard rails, and a host of other things using object-recognition software. There’s also a second camera in the instrument panel that points backward—straight at the rider’s head—with a third fitted on the tail of the bike and pointing forward toward the rider. Whereas Ducati uses front-facing radar to enhance its adaptive cruise control, Honda’s patents show cameras that monitor rider positioning as well. (Ducati /)That’s similar to the systems being employed by some of the latest cars in their increasingly advanced semi-autonomous driving systems. Cadillac’s Super Cruise hands-free driving system, for instance, has a “driver attention camera” that makes sure you’re watching the road even if the car is doing the steering. Honda’s setup in its auto-piloted motorcycle is similar, but instead of watching the rider’s eyes it pays attention to body position. It’s not just for cruise control either. By watching the rider’s position the system is intended to be able to work out whether maneuvers are intentional—in which case it will allow them—or accidental. That means the auto-steering system can work a bit like ABS or traction control, kicking in to make corrections even if the cruise control isn’t being used. The patent also mentions using the system to make corrections when the bike is blown off-course by side winds. RELATED: Kawasaki To Employ Radar-Assisted Safety Systems When cruise control is in use, Honda’s patent suggests the bike will be able to change lanes automatically to move around slower vehicles, and thanks to built-in GPS mapping it can even take off-ramps when a navigation destination is programmed in, though the intention appears to be for the system to be used on freeways rather than back roads. As with a lot of patents like this, the system isn’t likely to be on a production bike any time soon. But given the speed of development, and the fact that semi-autonomous driving systems are already in use in cars, it’s very probable that setups like this will appear on motorcycles within the next decade. Source

2020 Husqvarna Svartpilen 401 (Husqvarna/)Taking a more scrambler-like approach of Husqvarna’s smaller-displacement streetbikes is the Svartpilen 401. This standard bike’s spoked wheels wrapped in blocked rubber and upright ergonomics make it an urban machine with an explorative attitude, differentiating it from the café-styled Vitpilen 401. Like its sibling, this machine floats on WP Apex suspension, stops with ByBre brakes, and runs on a 373cc single-cylinder thumper. The urban roads and rough side streets look pretty inviting from the cockpit of this Husky. 2020 Husqvarna Svartpilen 401 (Husqvarna/)2020 Husqvarna Svartpilen 401 Reviews, Comparisons, And Competition Running the 2018 Svartpilen 401 on our in-house dyno, we documented 40.27 hp at 8,650 rpm and 25.81 pound-feet of torque at 6,890 rpm. Compare this model to the likes of the Ducati Scrambler Sixty2, Honda CB300R, Yamaha MT-03, or even its relatives like the Vitpilen 401 and KTM 390 Duke. Husqvarna Svartpilen 401 Updates For 2020 The 2020 Svartpilen 401 sees the same changes as the Vitpilen 401, which include an extended subframe for what Husky claims improves passenger comfort and new colors that accentuate the model’s design. 2020 Husqvarna Svartpilen 401 (Husqvarna/)2020 Husqvarna Svartpilen 401 Claimed Specifications Price: $4,999 Engine: Liquid-cooled DOHC single-cylinder Displacement: 373cc Bore x Stroke: 89.0 x 60.0mm Horsepower: 44.0 hp @ 9,000 rpm Torque: 27.3 lb.-ft. @ 7,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.9 in. Rake: 25.0° Trail: 3.7 in. Front Suspension: 43mm inverted fork, fully adjustable; 5.6-in. travel Rear Suspension: Fully adjustable; 5.9-in. travel Front Tire: 110/70R-17 Rear Tire: 150/60R-17 Wheelbase: 54.1 in. Fuel Capacity: 2.5 gal. (0.4 gal. in reserve) Dry Weight: 335 lb. Source

2020 KTM 390 Adventure (KTM/)New for 2020, the KTM 390 Adventure is the first beginner adventure motorcycle from the Austrian manufacturer. It is powered by the familiar and approachable 373cc single-cylinder motor seen in the 390 Duke, with styling cues that match the larger ADV bikes in KTM’s lineup. Unlike the street-focused brother, this model is destined for the dirt with its long-travel WP Apex suspension (6.7-inch front, 7.0-inch rear), knobbed 19- and 17-inch front and rear Continental TKC 70 tires, and an ABS off-road mode that disengages ABS to the rear wheel. This beginner-friendly ADV doesn’t skimp out on tech either with cornering ABS, traction control, ride-by-wire throttle, and a slipper clutch to name a few. Beginners now have a small ADV machine from KTM for slogging around in the dirt and down rough roads. 2020 KTM 390 Adventure Reviews, Comparisons, And Competition Upon our First Ride, resident KTM expert Justin Dawes claimed, “It’s a capable, comfortable, and entertaining adventure motorcycle, displacement be damned. Its street civility and off-road chops will allow it to hang with larger and much more expensive adventure motorcycles. KTM listened to the fans and gave them what they have asked for: a small-displacement motorcycle worthy of the KTM Adventure name.” Rolling it into the in-house dyno, the KTM 390 Adventure produced 37.5 hp at 8,970 rpm and 23.2 pound-feet of torque at 6,990 rpm at the rear wheel. While this may be the first small ADV from Austria, the Bavarians and Japanese have already introduced their own mini ADVs with the BMW G 310 GS, Honda CB500X, and Kawasaki Versys 300-X. 2020 KTM 390 Adventure (KTM/)KTM 390 Adventure Updates For 2020 The KTM 390 Adventure is a new model for 2020 and comes in white or orange colorways, and $6,199 is starting MSRP. 2020 KTM 390 Adventure (KTM/)2020 KTM 390 Adventure Claimed Specifications 2020 KTM 390 Adventure Claimed Specifications $18,699 Price: $6,199 Engine: Liquid-cooled DOHC single-cylinder Displacement: 373cc Bore x Stroke: 89.0 x 60.0mm Horsepower: 44.0 hp @ 9,000 rpm Torque: 27.3 lb.-ft. @ 7,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 33.7 in. Rake: 26.5° Trail: 3.9 in. Front Suspension: 43mm fork, compression and rebound adjustable; 6.7-in. travel Rear Suspension: Rebound and preload adjustable; 7.0-in. travel Front Tire: 100/90-19 Rear Tire: 130/80-17 Wheelbase: 56.3 in. Fuel Capacity: 3.8 gal. w/ 0.9 in reserve Dry Weight: 348 lb. Cycle World Tested Specifications Seat Height: 33.7 in. Wet Weight: 387 lb. Rear-Wheel Horsepower: 37.5 hp @ 8,970 rpm Rear-Wheel Torque: 23.2 lb.-ft. @ 6,990 rpm Source

The Honda Trail 125 faces Captain Overkill and comes out humbly victorious. (Jeff Allen /)The phenomenon of riding the 2021 Honda Trail 125 ABS off-road is that everyone you see looks like Captain Overkill. Even that rider I saw on a Yamaha WR250R. “NICE BARGE, BRO! SEE YOU AT STARBUCKS.” I didn’t actually get quite that wound up. It’s simply that the Trail 125 brings the off-road chill, like, “Why do you need a 5,000-pound lifted Silverado with 37-inch tires and 4 billion LED lumens of light bars?” You just don’t. I’m not knocking giant trucks (OK, maybe a little), or remarkable dual-sports (I own and enjoy a 2013 WR250R), or adventure bikes. But the simple, light fun of a motorcycle like the Trail 125 makes you feel good in a pure way not matched by many vehicles. It’s the combination of its handy, agile chassis, automatic clutch, and a demeanor that says, “Relax and enjoy the scenery.” Which is exactly what I did with our early-access testbike. Sure, I rode around town—to and from the office, on errands, etc. It’s fun for that, and a little more rough and ready than the Super Cub (see page 54). But the Trail 125 is the kind of bike you want to wake up to on a Saturday morning, walk out to your yard in a heavy riding flannel, hiking boots, and an open-face helmet, wipe the dew off the seat, fire up the bike, and go exploring. I am fortunate to live near motor-legal national forest trails that wind their way around and over mountains more than a mile high. It’s mostly bumpy fire road with a few short technical single-tracks here and there. Perfect for wandering around, and just technical enough to see what this Trail 125 was up for. Despite my excitement for climbing mountains, I felt obliged to ride at about 45 to 50 mph on the meandering two-lane that takes me there, and really didn’t get much past 55 despite my best efforts. Versus the Super Cub, the Trail has a three-tooth-larger, 39-tooth rear sprocket, plus longer intake and tuned exhaust to boost low-end and midrange power. So, it gets busy if you try to go “fast” on the road. My smile was biggest if I kept it around 40 on tarmac. That different engine tuning was plain to see on our dyno. The Super Cub laid down 8.1 hp at 7,100 rpm and 7.1 pound-feet at 5,100, while the Trail 125 did 7.9 hp at 5,710 and 7.4 at 4,650. It’s always grand to see engineering at work to achieve specific goals and meaningful differences, even in this small-displacement, fun-bike category. Workboots, a flannel, an open-face helmet, an apple crate, and some time­: This is everything you need on the Trail 125. (Jeff Allen /)All the better for my first long fire-road climb, taken mostly in first and second gear of the four available. A steady 17 mph in first was just about right for the bumpy, occasionally rocky road. When it smoothed out, a quick click to second and 25 mph or a bit more dusted off the miles a little quicker. The pace matched the suspension damping just fine, and I had a ride free of bottom-out clanks. The fork has 0.4 inch more travel than the Super Cub, a slightly longer wheelbase, and a taller seat that’s ­narrower at the front to help feet reach the ground despite an ­0.8-inch increase to 31.6 inches total. The ergonomics for my 6-foot-2 frame were just spacious enough, though I had to repeatedly remind myself to scoot forward on the solo saddle lest my tailbone hit the luggage rack. Standing on the pegs as a periodic and brief relief from big bumps was workable, but there was no “rally stance” for me on this little bike. Our photo model, at 5-foot-8 and 120 pounds, had a lot more options for moving around. Adventure is out there, and the Trail 125 is a willing companion. (Jeff Allen /)These are the same roads I took on my old yellow 1969 Trail 90. You can think of the 125 as the “Dakar” bumper bike in comparison to the 51-year-old model, though I have to give credit to the 90 for having the dual-range transmission. The first time I really got into dirt on my ’69, I rode the first 10 miles of trail in the High range, but after struggling to get up a sandy hill, I switched to Low by shifting the lever on the gearbox. Holy moly, did it make a difference. Aside from that, the new 125, not surprisingly, worked better. That said, the 125′s gearing was good for most of what I was riding, though a few steep uphills taxed the automatic clutch because first gear was a bit tall. The bike benefited from me adding some extra torque of the “pound-feet” variety. I have to admit I am a 225-pound pizza-loving primate; your results may vary. The auto­matic clutch was consistent and, after some miles of practice for coordinating shifts, provided a smooth and easy experience when clicking up or down through the gears. There was just no worry at all about stalling the bike. It was a nice feature on one not-quite-nasty uphill single-track trail, a rock-strewn tunnel through scrub. The benefit here was not needing to duck due to the bike’s compact dimensions. I was so proud of my successful time in this single-track, I stopped to take some selfies. What is an adventure without proof? Anyway, as I clicked off a few shots and enjoyed mountain air redolent of sage and manzanita, a fellow on a KTM 500 came ripping up the trail and stopped behind me, as there was no place to pass. “Hey, sorry I’m blocking the trail,” I said. “No problem, man,” he said. “Wait, did you ride that here?” I just smiled, hit the starter button, and putt-putted up the last part of the narrow trail, my way back onto the rocky fire road that would take me to the 5,500-foot peak I was looking to conquer. One-eighth of a liter returns a 112 mpg fuel econ­omy. (Jeff Allen /)His question was certainly valid, even if it should have been obvious that I didn’t carry the 125 there. But in our current moto-world context of 600-plus-pound adventure bikes and race-ready dual-sports with shockingly short major-service intervals, it’s not a crazy question. We often think we need these bikes to really go anywhere exciting. The 259-pound Trail 125 makes a compelling argument to the contrary. After parking at my conquered peak and gazing east to the desert, and west to the ocean and Catalina Island, it came time to revel in the speed-enhancing effects of gravity as we shed more than 4,000 feet in something like 20 miles. I decided to play the rugged individualist role here and kickstart the Trail 125, since the option was available and the bike was poised on its centerstand. It was almost too easy; you barely had to breathe on the lever and away the two-valve OHC single went. I’m just kidding about it being “too easy.” Cripes, I wish I could get a Velocette to start this easily. Or to start at all. But then again, no Velo I’ve owned has had EFI or a 190-watt alternator. Or a 190-watt anything, in fact. The 17-inch wheels (with stainless spokes) rolled over most obstacles just fine, and the chunky sort-of street ADV tread never “broke” “traction,” unless asked to. As on the Super Cub, the single front disc brake (220mm, two-piston caliper) has ABS, while the rear (190mm, single piston) does not. The front ABS would at first offer a hard lever on initial application as I bounced my way down, but would settle into normal-feeling operation. The Trail 125’s easy operation and capable off-road manners will keep you chasing the sun over that next hill. (Jeff Allen /)This particular road-to-mountain adventure clocked up 60.5 miles, during which the Trail 125 burned all of 0.541 gallon of gas. Yes, a few molecules over a half-gallon. With its 1.4-gallon tank and 112 mpg, range to empty is 159 miles, or about three hours and 25 minutes at a constant 45 mph. What’s worth remarking on here is the six-segment fuel gauge on the round LCD speedo/info screen. The BMW R 18, just $18,366 more (as tested) than the $3,899 Trail 125, doesn’t have a fuel gauge, and it only gets 35 mpg. In any case, with the Trail 125′s range and easygoing personality, I’ve been having visions of strapping a tent and hiking stove to its large cargo rack, along with a couple of extra bottles of fuel, and getting lost in Death Valley and Panamint for days on end. The weather is just cooling off… Like the original Trail models dating back to 1961, the 125 is one of those bikes that everyone seems to have room for. It costs about as much as a midgrade mountain bike and hardly takes up more room in the garage. Speeds are moderate and handling docile, and yet it has the ability to ride over just about anything resembling a road. No wonder, then, that during the 30-year run of the original Trail series, from the 50cc CA100T to the final Trail 110 of the 1980s, Honda sold more than 725,000 units. The essential charm of the old CT90 and 110 remain, but re-envisioned for the EFI era. The Trail 125 will never replace your adventure bike or enduro-ready dual-sport. It simply asks you to come as you are, gives you the simplest tool for riding where you want to go, and makes you smile the entire way. Honda Trail 125 Specifications Price: $3,899 Displacement: 125CC Seat Height: 31.6 IN. Fuel Capacity: 1.4 GAL. Wet Weight: 259 LB. Source

Spending time in the garage with your motorcycle will make you a better, safer rider. And it’s fun! (Nick Ienatsch /)This Lessons Beyond the Classroom series has a simple goal: Improve the riding life of low-hour riders. The first three installments look at riding-technique approaches that help backfill the information most riders receive in a class, but in this fourth installment we approach riding joy from a different angle: in the garage. RELATED: Motorcycle Lessons Beyond the Classroom My motivation for this angle is twofold. First, motorcycling can appear to be an insider’s sport because the bikes are so different from what most people deal with; they can seem complicated and daunting—too trick to touch. Second, our industry will only retain new members if they feel the inclusion, joys, challenges, and satisfaction on two wheels. Part of that, as many veteran riders know, happens in the garage alone with our bikes. Understanding our machines, working on them, and improving them with our own hands is part of making new riders lifelong riders. If you need inspiration, walk through the pits at AHRMA! I filled my phone with beautiful bikes and came home with lots of ideas. (Nick Ienatsch /)Have Wrenches, Have Courage, Have Logic A motorcycle is a beautifully assembled collection of jewellike parts. You should learn to disassemble and assemble those parts for several reasons: 1. You can save a few dollars. Pulling your wheels and taking them into a shop for new tires will often be cheaper than taking the entire bike. Replacing brake pads is straightforward but must be done exactly. Renewing a chain and sprockets takes some time but is simple. Oil changes are important and simple. All these tasks vary in complexity, but they all will be less expensive when you do the work yourself. I read a great electrical tip on thegsresources.com, a site for those of us who own GS-model Suzukis, that many apparently bad electrical components are most often traceable to dirty, corroded connectors. That has proven true in my experience, and is a terrific example of how the group mind will help. Also, add a voltage meter to your tool list. (Nick Ienatsch /)2. Your bike will live longer. If you want the silver bullet to bike longevity, it’s maintenance. A lubricated and correctly adjusted chain is paramount to keep the chain on the sprockets, preventing suspension interference, and avoiding an eventual break. Fresh oil and oil filter puts clean and stable oil into important places that can fail catastrophically when fed dirty, old oil. A clean air filter keeps fueling correct. New fork oil helps internals stay within spec longer. Learn to do it all yourself or at least be knowledgeable enough to discuss it intelligently with your shop. RELATED: Getting Ready to Stop Beyond The Classroom Part 2 3. You will be safer. While adjusting your chain you might notice a loose rear caliper bolt. Bleeding the brakes will improve braking feel and power, and while bleeding the front brake you can check over the rest of the front end. Your newfound wrenching confidence will have you checking things and someday you’ll find a loose axle nut that would have become, in the mildest of terms, “unpleasant.” Performing your own maintenance on one area of your motorcycle will give you the opportunity to check over everything nearby. (Motorcyclist /)4. You will gain confidence. Are the brake calipers tight? Is the oil filter properly installed? Is my brake system free of air bubbles? Did my mechanic get things right? Those are the thoughts of many riders whose bikes are a mystery to them. When it’s our own hands and eyes on the bike, even if they are simply checking that the shop got everything right during a valve-adjustment, confidence soars. 5. It’s therapeutic. Yes, we get “helmet therapy” on our bikes, but many veteran bike riders also enjoy “garage therapy” when off the bike. You might discover this therapy is addictive to the point that you buy the old bike you’ve always wanted, restore it, and then have a “new” classic. Smooth, Clean and Lubricated Yes, you can do this with patience, forethought, organization, and logic. If parts aren’t going together smoothly, then you’re doing something wrong. Pull back, review what you’re doing, and start again. Take notes, take pictures, use a piece of cardboard for fasteners, or do what I do: Work alongside your much-smarter brother who remembers all that stuff. RELATED: Motorcycle Lessons Beyond the Classroom, Part 3 Because you aren’t slamming things around in an attempt to get them done in the shortest time possible to make the most money possible, you will add lubricants to rubber and metal parts. You will clean everything you remove. You’ll pull the rear shock linkage apart and grease the needle bearings the next time you change the rear tire, for instance. You’ll be comfortable changing exhaust systems and fork springs. And you’ll have fun—the main reason we are motorcyclists. It’s Not Who You Are Now Perhaps you think, “I’m not mechanically inclined.” To that I answer, “Not yet.” I meet many newish riders and have noted their interest in the mechanical side that is mixed with a major hesitation to try it. This column urges you to begin with small steps, such as removing, cleaning, and replacing parts. A clean motorcycle says “enthusiast” when you take it into a shop for something beyond your current mechanical scope, such as replacing steering-stem bearings. Professional mechanics appreciate machines that arrive clean, and that appreciation encourages them to talk with you about the work done. They talk, you learn. Take advantage of your friends' knowledge before digging into the unknown. This guy, DynoJet’s Chris Geiter, still picks up the phone and answers my basic questions with amazing patience. (Nick Ienatsch /)A workshop manual, lots of YouTube vids, bike-specific forums, and a growing collection of tools that includes a torque wrench (one of the most important in a toolbox) all help in reaching the goal of being a self-sufficient motorcyclist. I have a few friends on speed-dial, borrowing their expertise when I’m facing the unknown, and I bet you have that knowledge base too. Tap into it, ask questions, and work carefully and logically with focus. COVID This As the virus swings around to smack us again, make the most of it. Buy that used bike you’ve always wanted and go through it. We all have a bike that caught our eye, that bike that our neighbor owned or our hero raced. We have bikes we’ve always wanted to ride, like a two-stroke big-bore motocrosser or an older V-twin like an Ascot, Vision, or Sportster. Jump on the classifieds and find it. Strip it, clean it, refurbish, and rebuild it into the bike you’ve always wanted. Who knows, you might be racing AHRMA with us soon! I’ll close with these two thoughts: Many of us are elbow-deep in a project right now. We try, we study, and we learn. But we are no smarter than you!<br/> When someone says, “nice bike,” about a machine you disassembled, modified, and reassembled yourself, it really means a great deal. It makes you a stronger part of this incredible two-wheeled world.<br/> More next Tuesday! Source

The 2021 Triumph Tiger 850 Sport. (Triumph /)In order to distinguish it from the rest of the Tiger 900 family, Triumph is replacing the base-model 900 with the Tiger 850 Sport, dropping the price to $11,995 and making a few minor tweaks. In spite of the name change, the 2021 Tiger 850 Sport has the same 888cc T-Plane crank triple as the rest of the lineup; in fact, it’s essentially the same motorcycle as the outgoing base-model Tiger 900. The biggest difference is revised ECU mapping that delivers power and torque lower in the rev range and provides a friendlier, more linear power delivery. As a result of the softer tune, the 850 Sport loses more than 10 percent peak horsepower, producing a claimed 84 hp at 8,500 rpm and 60.5 pound-feet of torque at 6,500 rpm. The outgoing model (and the rest of the Tiger 900 range) produces a claimed 93.9 hp at 8,750 rpm and 64 pound-feet of torque at 7,250 rpm. “The engine power target was set at the start of the project,” says Steve Sargent, Triumph chief product officer. “The focus was on producing a manageable and accessible power delivery at the bottom-end and midrange where most people will ride these bikes. While there is a reduction in power compared to the Tiger 900, the peak performance is still strong when compared to our direct competitor.” The 850 Sport in Graphite and Diablo Red. With a new name and more friendly tune, the 850 Sport stands apart from the 900 range. Like its higher-spec’d siblings, it’s an all-purpose motorcycle. In 850 Sport guise, Triumph is aiming it at riders who want to take advantage of a great platform but don’t need the ultimate expression of it. The ECU tune should make it an even more competent urban commuter. (Triumph/)The folks at Triumph illustrate the 850 Sport’s relationship to the Tiger 900 in German terms: as the BMW F 750 GS is to the F 850 GS, the Tiger 850 Sport is to the Tiger 900—same engine capacity, different electronic tune. Other differences between the 850 Sport and the outgoing base-model 900 are a new graphics package, LED lighting, and the $500 decrease in price. With cast wheels, the 850 Sport, like the GT models, is aimed at street riding. (Triumph/)At first glance, it may seem an odd move, but upon further reflection, the name change makes sense considering its relationship to the rest of the lineup. The Tiger 900 GT models range from $14,300 to $16,200, and the off-road-focused Rally models range from $15,000 to $16,700. They feature a ton of tech and features that, frankly, not every rider wants or needs. The gulf between the base model and the top-end Tiger 900s is large enough that it warrants separating out the most basic model. Triumph hopes by doing so it will create more clarity for consumers and shine a light on the base model’s value. Let’s put it in human terms. If, say, you have a brother who is more successful and better-looking, you may feel more at ease with yourself when you’re not standing right next to him, wondering why he got broad shoulders and a medical degree while all you could muster is puny arms and a paltry BA in English. Maybe I’m just projecting here. The 850 Sport’s 5-inch TFT display is clear and easy to use and it still feels like a premium touch. (Triumph/)Anyway, by renaming the base model, Triumph emphasizes that the entry-level middleweight triple is really targeted at a different rider than the bikes in the 900 range. It’s not a cut-rate Tiger 900 GT Pro (OK, it sort of is) as much as it’s a bike with its own unique identity. Sure, it doesn’t have a massive 7-inch TFT display, five ride modes, fully adjustable suspension, or a quickshifter, but it’s still very well equipped. The Tiger 850 Sport has two ride modes, a 5-inch TFT dash, and the same engine, frame, and top-shelf Brembo Stylema brakes as the rest of the lineup—pretty impressive, really. The 850 Sport in Graphite and Caspian Blue. Triumph is hoping its pared-down spec sheet is less intimidating to some consumers. (Triumph/)If one wants a modern three-cylinder bike to commute on, ride on the weekends, and take on the occasional tour, maybe a $16,000 adventure bike is overkill. If you like the basic package of the Tiger 900, but aren’t so nearsighted that you need a 2-inch-larger dash, aren’t so hardcore that you need a Rally, and can’t be bothered with all the rider aids and adjustability of the higher-priced models, then the Tiger 850 Sport may be for you. It has a lot to feel good about; just don’t park it next to a Tiger 900 GT Pro. Source

The 2021 Ducati Scrambler Nightshift. (Ducati /)Ducati’s ever-morphing Scrambler lineup gets a new addition for 2021: the Nightshift, a stealthy tracker put together by the parts-bin hunters at Borgo Panigale that’s intended to replace both the Scrambler Café Racer and Full Throttle models. As with most of the 803cc Scramblers—Desert Sled excepted—the Nightshift is mostly a styling remix. As such, it features number plates from the Full Throttle, a flat bar from the 1100 Sport Pro, bar-end mirrors from the Café Racer, and 18-inch front/17-inch rear wheels. Unique to the Nightshift are the spoked wheels and a new flat bench seat. MSRP is $10,995. The Nightshift is available in an aviator gray color scheme. (Ducati /)For 2021, the Scrambler 800 range will comprise the Nightshift, the Icon ($9,695, available in red and yellow), the Icon Dark ($8,895), and the Desert Sled ($11,995), which has a new Sparking Blue livery. No, that’s not a typo—it really is “sparking,” not “sparkling.” While the Icon and Desert Sled have become mainstays in the lineup, Ducati has continuously introduced new variants that riff on scrambler/tracker/café racer themes. It’s interesting to see the Nightshift morphing the tracker and café racer styles, begging the question: what else can Ducati do with the 803cc Scrambler lineup before it gets a major overhaul? Is it a tracker, a café racer, or a scrambler? Whatever it is, it does put a grown-up spin on the Land of Joy schtick. (Ducati /)Much of the Scrambler’s appeal is its simplicity, which, one would imagine, could complicate further product development. Moving forward, does Ducati give it higher-spec components or a more feature-rich technology suite? Is that antithetical? How much longer can the air-cooled engine survive in an age of more stringent emissions standards? For now, we’ll simply enjoy the Scrambler as it is and hope that tomorrow will take care of itself. The 2021 Scrambler Desert Sled in Sparking Blue. Looks cool, right? (Ducati /) The classic Scrambler Icon. The first modern Scrambler was introduced in 2015. (Ducati /)Elsewhere in the Scrambler world, the 1100 lineup returns with the 1100 Pro ($13,495) and 1100 Sport Pro ($15,495). Source

Serial 1’s Rush/CTY comes in step-through (pictured) and high-step versions. (Serial 1 Cycle Company/)The first word of a Harley-Davidson-inspired electric bike appeared in 2018, having been conceived in the Milwaukee moto manufacturer’s skunk works Product Development Center. This year a change in Harley-Davidson’s strategic corporate vision led to a spinoff of the ebike business as Serial 1 Cycle Company, with Harley holding a minority stake. Led by former Harley-Davidson employees involved in the initial concept work, the management of Serial 1 includes Jason Huntsman, president; Ben Lund, vice president, product development; Aaron Frank, brand director; and Hannah Altenburg, lead brand marketing specialist. Cycle Volta contributor Lou Dzierzak (left) gets the download on the Mosh urban ebike from Serial 1 brand director Aaron Frank in Harley-Davidson’s hometown of Milwaukee. (Serial 1 Cycle Company/)Last week, Cycle Volta visited Harley’s Milwaukee headquarters for a sneak peek at the brand’s first ebike line. Offered in two styles, the three-model Rush/CTY line is designed for commuting. A single model, called the Mosh, is described as “the ultimate urban playbike.” Prices range from $3,399 to $4,999, with the brand launching initially in the US and Germany for expected delivery in early spring 2021. Related: Harley-Davidson Spins Off Ebike Business In a crowded ebike market with a long list of brands vying for urban commuters, Serial 1 strived to launch a compelling initial product line. “Our challenge as a brand is to really differentiate ourselves. We’re really digging into our history of providing freedom and adventure and seeking to own that lifestyle space,” Serial 1′s Frank said. “Think about Harley-Davidson motorcycles. They’re not about performance. They’re not about being lightweight.They’re not about horsepower. They’re just about adventure, getting out there, and seeing the world. There is an opportunity for a brand to own that experience.” Integrated lighting on the Rush/CTY commuter model. (Serial 1 Cycle Company/)Target Customer Serial 1′s initial four pedal-assist ebike models are designed for commuters. Serial 1 president Jason Huntsman describes the brand’s target audience thusly: “First, city commuters. People are using bikes to navigate urban environments. Second, recreationalists who are just looking for easier access to healthy lifestyles and an easy way to get outside for fitness. Third is city hipsters who want a cool way to get around and want to be on the cutting edge of mobility.” Related: Harley-Davidson Ebikes Delayed Until 2021 Another target audience: current Harley-Davidson devotees. “Our people love everything Harley-Davidson, and they are curious about ebicycles,” Huntsman said. Recognizing city commuters and recreational riders as the largest and most established market for pedal-assist bicycles, Serial 1 has designed the line to address the needs of these consumers. “Our goal is focusing on the customer experience, making sure that customers understand what they’re getting and when they’re getting it. A lot of people are very excited about Serial 1, and we’re trying to meet all their expectations. We want to follow up after the bike is delivered with free service. Meeting the consumer’s expectations flawlessly—that’s what we’re trying to do on a daily basis,” Huntsman said. Brose’s S Mag mid-drive provides pedal assist on the Serial 1 ebikes. (Serial 1 Cycle Company/)Product Line All Serial 1 models feature a long list of components and construction details including an aluminum frame, integrated battery, mid-mounted Brose S Mag motor, Gates belt drive, an auto-shifting Enviolo Automatiq transmission, hydraulic disc brakes, and integrated lighting. A Gates belt drive and Enviolo’s Automatiq rear hub transmission are spec’d across the Serial 1 line. (Serial 1 Cycle Company/) Built for speed: The Rush/CTY Speed provides pedal assist up to 28 mph. (Serial 1 Cycle Company/)Designed for commuting, the Rush/CTY is offered in three versions. The high-step Rush/CTY model is a premium, full-featured commuter ebike. The Rush/CTY Step-thru offers a step-through frame for riders who prefer a more stable platform when at a stop. Both have Class 1 pedal assist up to 20 mph. Activated by a push button on the handlebar, a “walk assist” function provides low-speed motor assist to maneuver at walking speeds. The Rush/CTY Speed, available exclusively in the US this spring, is a Class 3 ebike with pedal assist up to 28 mph. All three Rush/CTY models feature integrated front and rear fenders and racks. Prices for the Rush/CTY models range from $4,499-$4,999. Serial 1 describes the Mosh ebike as “the ultimate urban playbike.” (Serial 1 Cycle Company/)The $3,399 Mosh is designed to appeal to a faster-paced urban rider. Outfitted with Schwalbe Super Moto-X 27.5 x 2.8-inch tires, the Mosh delivers a ride that is nimble and inspires a more aggressive riding style. All four Serial 1 ebikes have four assist levels: Eco mode for a modest amount of assist in flat conditions; Tour mode balances pedal assist and battery economy under mixed riding conditions; Sport mode for strong support out of corners and over rolling terrain; and Boost mode for overcoming steep hills, headwinds, or conditions requiring sustained support. “We’re very confident that the specifications and technology meet or exceed our competition in every way. We brought in some of the best engineers for both the motorcycle side and the bicycle side to develop these bikes,” said Ben Lund, Serial 1′s vice president of product development. Distribution At launch, Serial 1 is prioritizing entry into the US and Germany using a combination of direct-to-consumer online ordering through serial1.com and availability at participating Harley-Davidson dealerships. Integration of cockpit components is very clean. (Serial 1 Cycle Company/)Serial 1 is recruiting dealer partners in the top 25 American cycling cities compiled by nonprofit bicycle advocacy group PeopleForBikes. “We’ve taken extra steps to make sure we will have representation in those cycling hot spots,” Serial 1′s Frank said. PeopleForBikes' 2019 “Places for Bikes CIty Rantings” listed Boulder and Fort Collins, Colorado; Eugene, Oregon; Manhattan, New York; and Arlington, Virginia, as the top five ranked cities. Related: Harley’s Purchase Of StaCyc May Mean An “Electric For All” Strategy Initial reactions from Harley-Davidson dealers have been very positive, according to Serial 1. “We have more than 150 dealers signed up, and expect more will be added after they see the product,” Frank said. “A lot of these dealers have ridden bicycles or are serious cyclists themselves. They’re very interested in this product segment and customer.” A two-week-old social media teaser campaign has attracted more than 30,000 followers on Facebook. Harley-Davidson’s post about Serial 1′s launch has generated thousands of comments ranging from high curiosity to scornful taunts. Related: Harley-Davidson Releases Limited-Edition Kids Balance Bikes Acknowledging a highly opinionated Harley-Davidson consumer base, Frank is optimistic about curating meaningful conversations. “The response to the bicycles has been more positive than I expected. The kind of tension between traditional analog cyclists and ebicyclists hasn’t really surfaced on our channels.” The Serial 1 website will include a dealer locator and allow potential buyers to check availability of demo models for test rides. If needed, dealer sales staff will assist consumers with online ordering. The Rush/CTY Step-thru’s 529Wh battery gets a claimed 30 to 90 miles of range. (Serial 1 Cycle Company/)Service When direct-to-consumer customers receive their Serial 1 shipment, the ebikes will be 75 to 90 percent assembled. Owners will install front wheels, seats, and pedals. D2C buyers have the option to have their order shipped to a participating Harley-Davidson dealer for final setup. “There are some people who don’t want to do the assembly. Everyone has the option, even the people who buy online, if they want to pick it up at a dealer fully assembled,” Huntsman said. “As we build out our service, we’re going to take care of the customer no matter what. We have an internal team providing a first response, and Harley-Davidson dealers will provide services. Consumers can call our customer service line with any questions.” Source

2020 Suzuki DR-Z125L (Suzuki /)Are the local trails on the horizon for your next family ride? The DR-Z125L would be one of three trailbike offerings you would look at from Suzuki if that is the case. Placing itself between the other playbikes like the DR-Z50 and RMX450Z, the DR-Z125L is a 124cc single-cylinder-powered trailbike that is kicked to life when ready to ride. It has 19-inch front, 16-inch rear wheels and longish travel for soaking any root, rock, or rut the rider may come across. It’s not limited to just younger riders either. Thanks to its 32-inch seat height and fully sized chassis, this can be ridden by young adults, teens, or shorter riders. 2020 Suzuki DR-Z125L Reviews, Comparisons, And Competition Taking to the trails you will find similar 125cc competition in the Yamaha TT-R125LE, Honda CRF125F/CRF125F Big Wheel, or even Kawasaki’s KLX140/L/G models. 2020 Suzuki DR-Z125L (Suzuki /)Suzuki DR-Z125L Updates For 2020 The sole update made to the DR-Z125L for 2020 is updated graphics. 2020 Suzuki DR-Z125L Claimed Specifications Price: $3,299 Engine: Air-cooled SOHC single-cylinder Displacement: 124cc Bore x Stroke: 57.0 x 48.8mm Horsepower: N/A Torque: N/A Transmission: 5-speed Final Drive: Chain Seat Height: 32.0 in. Rake: 27.5° Trail: 3.9 in. Front Suspension: 30mm telescopic fork; 7.1-in. travel Rear Suspension: Preload adjustable; 6.7-in. travel Front Tire: 70/100-19 Rear Tire: 90/100-16 Wheelbase: 50.0 in. Fuel Capacity: 1.3 gal. Wet Weight: 196 lb. Source

2020 Suzuki DR-Z50 (Suzuki /)The smallest (and arguably cutest) motorcycle in Suzuki’s lineup is its DR-Z50 trailbike. This little machine is designed for the youngest members of the family who have what it takes to start a two-wheeled life. This 50cc dirt bike not only has mellow power, but has a three-speed transmission with an automatic clutch to shorten the learning curve for the new rider. Need to step in to monitor the power output? Thanks to the adjustable throttle limiter, you can tailor delivery to the rider’s skill level. The DR-Z50 features an electronic push-button start in addition to the kickstarter. 2020 Suzuki DR-Z50 Reviews, Comparisons, And Competition Other tiny, beginner-friendly trailbikes include the Honda CRF50F and Yamaha TT-R50LE and PW50. More track-oriented competition in the kid’s 50cc genre include KTM’s 50 SX and 50 SX Mini or Husqvarna’s TC 50. 2020 Suzuki DR-Z50 (Suzuki /)Suzuki DR-Z50 Updates For 2020 As an all-new model in 2019, the DR-Z50 now only sees revised graphics for 2020. 2020 Suzuki DR-Z50 Claimed Specifications Price: $1,749 Engine: Air-cooled OHC single-cylinder Displacement: 49cc Bore x Stroke: 39.0 x 41.8mm Horsepower: N/A Torque: N/A Transmission: 3-speed automatic Final Drive: Chain Seat Height: 22.0 in. Rake: 24.3° Trail: 1.4 in. Front Suspension: Telescopic fork; 3.8-in. travel Rear Suspension: Nonadjustable; 3.0-in. travel Front Tire: 2.50 x 10 in. Rear Tire: 2.50 x 10 in. Wheelbase: 36.8 in. Fuel Capacity: 0.8 gal. Wet Weight: 119 lb. Source

2020 Suzuki RM85 (Suzuki /)The 2020 Suzuki RM85 is a kid’s motocrosser. Although it does have approachable power from the 85cc single-cylinder two-stroke engine, its six-speed transmission makes it more appropriate for kids who have already mastered the art of shifting. The RM85 is the smallest of the track-oriented dirt bikes from Suzuki—the other small offering from Suzuki is the more trail-focused DR-Z50. The RM85′s Showa suspension is fully adjustable, making it easy to adapt to track conditions. The wheel sizes (front 70/100-17 and rear 90/100-14) also meet AMA 85cc class regulations, and the ability to earn Suzuki contingency and track-side support with this model mean that Suzuki intends for it to spin around the track. 2020 Suzuki RM85 Reviews, Comparisons, And Competition Some competition for the RM85 include Japanese bikes such as the Yamaha YZ85 and Kawasaki KX85, and European and significantly more-expensive bikes like the KTM 85 SX, Husqvarna TC 85, and TM MX 85. 2020 Suzuki RM85 (Suzuki /)Suzuki RM85 Updates For 2020 New features for 2020 include RM-Z250- and 450-inspired body panel colors, graphics, and seat cover colors. 2020 Suzuki RM85 Claimed Specifications Price: $4,249 Engine: Liquid-cooled single-cylinder Displacement: 85cc Bore x Stroke: 48.0 x 46.8mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 33.5 in. Rake: 28.5° Trail: 3.4 in. Front Suspension: 37mm telescopic fork, fully adjustable; 10.8-in. travel Rear Suspension: Compression and rebound adjustable; 10.9-in. travel Front Tire: 70/100-17 Rear Tire: 90/100-14 Wheelbase: 48.8 in. Fuel Capacity: 1.3 gal. Wet Weight: 161 lb. Source

2020 Suzuki DR-Z400SM (Suzuki /)The DR-Z400SM puts a supermoto spin on the popular middleweight dual sport DR-Z400S. The DR-Z400SM is primarily suited for riding (and racing) on the paved surfaces, but has an off-roader’s character with its lightweight handling and slim design. This DR-Z has done away with knobby tires for a slicker Dunlop D208, but that isn’t the only difference. Suzuki relays that other key differences between its DR-Zs include the SM’s inverted fork, wide, spoked rims, and 300mm-diameter floating front brake rotor. The SM’s five-speed transmission works with a 398cc liquid-cooled single-cylinder engine. 2020 Suzuki DR-Z400SM Reviews, Comparisons, And Competition While some might argue the niche supermoto is a bit impractical, past test rider Blake Conner stated. “The DR-Z is anything but impractical. Despite its relatively small 398cc engine, the SM is a very entertaining motorcycle, whether you are commuting in an urban environment or heading out into the twisties on the weekend. About the only place that the 400 feels out of place is on freeways, especially if the trip is longer than 10 or 15 minutes.” Although packed with a little more oomph than Suzuki’s supermoto, its competition may include the Ducati Hypermotard, Aprilia Dorsoduro, KTM 690 SMC R, or Husqvarna 701 Supermoto. 2020 Suzuki DR-Z400SM (Suzuki /)Suzuki DR-Z400SM Updates For 2020 The Suzuki DR-Z400SM’s only change for 2020 is the new color options to choose from: Solid Iron Gray and Solid Special White No. 2. 2020 Suzuki DR-Z400SM (Suzuki /)2020 Suzuki DR-Z400SM Claimed Specifications Price: $7,399 Engine: Liquid-cooled DOHC single-cylinder Displacement: 398cc Bore x Stroke: 90.0 x 62.6mm Horsepower: N/A Torque: N/A Transmission: 5-speed Final Drive: Chain Seat Height: 35.0 in. Rake: 26.3° Trail: 3.7 in. Front Suspension: Inverted fork, compression and rebound adjustable; 10.2-in. travel Rear Suspension: Fully adjustable; 10.9-in. travel Front Tire: 120/70R-17 Rear Tire: 140/70R-17 Wheelbase: 57.5 in. Fuel Capacity: 2.6 gal./2.5 gal. (CA model) Wet Weight: 321 lb. Source

2020 Suzuki DR-Z400S (Suzuki /)The DR-Z400 has been around since 2000 and this dual sport is still competent for trail riding and urban cruising with its 398cc liquid-cooled single cylinder engine. Dirt-bike-like suspension travel of 11 inches with a fully adjustable front and preload- and compression-adjustable rear setup make the DR-Z400S ready for any terrain. Easy-to-access covers to the air filter and clutch make maintenance easy as well. It may not be the most high-tech dual sport out there with components like a carburetor, LCD screen, and halogen lighting, but when you are out there on the trails sometimes the bare minimum is all the tech you need. 2020 Suzuki DR-Z400S Reviews, Comparisons, And Competition A key competitor of the DR-Z400S is the Royal Enfield Himalayan, however, other smaller-displacement dual sports include the Honda CRF250L/Rally, Yamaha TW200, or Kawasaki KLX230. 2020 Suzuki DR-Z400S (Suzuki /)Suzuki DR-Z400S Updates For 2020 New graphics are featured on the black bodywork of the 2020 DR-Z400S. 2020 Suzuki DR-Z400S Claimed Specifications Price: $6,799 Engine: Liquid-cooled DOHC single-cylinder Displacement: 398cc Bore x Stroke: 90.0 x 62.6mm Horsepower: N/A Torque: N/A Transmission: 5-speed Final Drive: Chain Seat Height: 36.8 in. Rake: 27.2° Trail: 4.2 in. Front Suspension: 49mm telescopic fork, fully adjustable; 11.3-in. travel Rear Suspension: Preload and compression adjustable; 11.6-in. travel Front Tire: 80/100-21 Rear Tire: 120/90-18 Wheelbase: 58.5 in. Fuel Capacity: 2.6 gal./2.5 gal. (CA model) Wet Weight: 317 lb. Source