Hugh Janus

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

2020 Suzuki DR200S (Suzuki /)Beginner riders may have their eyes on Suzuki’s smallest-displacement dual sport, the DR200S. Its sub-300-pound weight makes it maneuverable both on and off-road making it a manageable option for newer riders trying their hand at both. The 199cc air-cooled and carbureted engine provides moderate power that is unintimidating to the target audience. Not only does the RM-Z styling make it look off-road ready, the 8.1-inch suspension travel of the telescopic fork and single shock help carry it over dirt and rocky terrain. Disc front and drum rear brakes also offer adequate braking performance. 2020 Suzuki DR200S Reviews, Comparisons, And Competition Direct competition would be the Yamaha TW200, but slightly more powerful options like the Honda CRF250L/Rally and Kawasaki KLX230. 2020 Suzuki DR200S (Suzuki /)Suzuki DR200S Updates For 2020 Solid Iron Gray is a solid (and only choice) in color for the 2020 DR200S. 2020 Suzuki DR200S Claimed Specifications Price: $4,649 Engine: Air-cooled SOHC single-cylinder Displacement: 199cc Bore x Stroke: 66.0 x 58.2mm Horsepower: N/A Torque: N/A Transmission: 5-speed Final Drive: Chain Seat Height: 33.3 in. Rake: 29.0° Trail: 4.4 in. Front Suspension: Telescopic fork; 8.1-in. travel Rear Suspension: Preload adjustable; 8.1-in. travel Front Tire: 70/100-21 Rear Tire: 100/90-18 Wheelbase: 55.3 in. Fuel Capacity: 3.3 gal. Wet Weight: 278 lb. Source

2020 Suzuki DR650S (Suzuki /)The flagship dual sport from Suzuki is the DR650S. It is a fun and capable machine that leads Suzuki’s dual sport charge with a trusty 644cc air- and liquid-cooled four-stroke engine and five-speed transmission. Large 21- and 17-inch tires and 10.2-inch travel get this machine ready for the rough terrain while a long seat, aluminum footpegs, and grab handles allow for two-up riding. So whether you are hitting the moderate trails or cruising around town, the DR650S does so reliably. While the seat height starts at 34.8 inches, shorter-inseam riders can drop it nearly 2 inches with the optional low seat accessory. Suspension is also height adjustable in both the front and rear, but it consequently drops the suspension travel. 2020 Suzuki DR650S Reviews, Comparisons, And Competition Competition in the higher-displacement dual sport realm includes the Kawasaki KLR650, Honda XR650L, and KTM 690 Enduro R, though the KTM is almost double the Suzuki’s pricing. Dropping down in price and displacement, the other dual-sport options include the Royal Enfield Himalayan, Honda CRF250L/Rally, Yamaha TW200, or Kawasaki KLX230. 2020 Suzuki DR650S (Suzuki /)Suzuki DR650S Updates For 2020 Suzuki’s flagship dual sport features a new colorway and graphics package for 2020. 2020 Suzuki DR650S Claimed Specifications Price: $6,699 Engine: Air-/liquid-cooled SOHC single-cylinder Displacement: 644cc Bore x Stroke: 100.0 x 82.0mm Horsepower: N/A Torque: N/A Transmission: 5-speed Final Drive: Chain Seat Height: 34.8 in./33.0 in. (low seat) Rake: 28.5° Trail: 4.4 in. Front Suspension: Telescopic fork; 10.2-in. travel Rear Suspension: Preload and compression adjustable; 10.2-in. travel Front Tire: 90/90-21 Rear Tire: 120/90-17 Wheelbase: 58.7 in. Fuel Capacity: 3.4 gal./3.2 gal. (CA model) Wet Weight: 366 lb. Source

Technical Editor Kevin Cameron shares his wealth of motorcycle knowledge, experiences, insights, history, and much more. (Cycle World/)Ordinarily I’m not much for ­nostalgia. At vintage meets, I see bikes that I saw for the first time in the showroom. In the 1980s, in response to a story I’d written about a 1965 Yamaha TD1-B 250 production roadracer, a kind reader wrote to ask me if I’d like to have the parts to build such a bike. I had owned a used one for $500 in 1967 and had ridden it in a few novice club events. I drove to Maryland to pick up the parts. For 35 years, those parts rested quietly in boxes in my shop. I made occasional gestures toward restoration. I bought pistons, seals, and gaskets while Yamaha still listed them, and a friend painted the chassis and swingarm. The parts in their boxes winked at me with some reproach. I had plenty of ­other things that needed doing. For no reason that I can assign, this June I went up to my shop, found my trove of TD1-B crankshaft parts, and began (after much finding and cleaning of necessary tools) by pressing the center main ball bearings into their center block. I had rebuilt many of these cranks for Boston Cycles in the mid-'60s at $10 apiece. Each step called up ­detailed memory of the process. RELATED: Glorious Motorcycle Nostalgia I was pleased with that. ­Another day, I found my best used crankpins and rods, and with new big-end roller sets, I pressed together and aligned the right and left crankshaft halves. I liked it. I liked discovering that my hands were still comfortable in this work. And I was surprised too. Too often, shop work has consisted of finding and fixing the tool I need for the job—something I dislike because it inter­rupts the typing that has long been this family’s livelihood. It also reminds me that I’ve let my shop ­become lawn-mower storage. So, while I was searching out the things I ­needed, I cleaned up. Although I didn’t know why, this didn’t annoy me. I just kept at it, gradually making myself a fresh work area. I was methodical, completing A, then tackling B, without urgency or impa­tience. The shop was soothing. I counted gear teeth and identified parts to make a complete gearbox. Pressing the two halves of the crank together was important, for it left me with something to look at—a complete zero-time crankshaft, ready to go into the crankcase. The TD1-series engines were based on the production ­YDS-2/3 streetbike engine, which had die-cast ­cases, but for some reason a few early B cases, including this one, were sand-cast. This bike had been raced at Daytona in 1965, ’66, and ’67, so only vigorous cleaning could remove the age-hardened Castrol R30. I found that I liked very much to lift those case halves out of their final hot-water rinse and just stare at their shapes and fine-grained gray finish. Over many years, I’ve learned a lot by such staring. Motorcycle engine (Cycle World Archives/)The coming of the virus and its anxiety made the silence and expand­ing order and function of the shop an antidote. Part of each shop session consisted of putting things where they belonged, and of long-neglected maintenance such as “reforesting” drill indexes depleted by years of child users. I didn’t mind doing these things; ­gradually, I learned where everything was, and the clutter receded. As the bike came together, the circles of laid-out parts shrank, then disappeared. Beginning each assembly task, I could feel the space that should have been filled with irritation and hurry, but they were missing. Oh, one of the lower fork bushings—a thing of metering holes and O-ring grooves—was missing. I would have to make one. It took several days, but I hardly noticed. Each night, trying to sleep, I found myself planning the next operation rather than turning over useless thoughts. And then actually going to sleep. When it was time to assemble the fork, I played back an operation of making and fitting dowel pins that I’d last carried out in 1968. When the fork was together with damping fluid in place, I was pleased to find that each leg compressed easily and rebounded ­slowly—as fork legs should. With new gearbox bearings in place, I installed the shafts and gears, closed the cases, and mounted the shift forks and mechanism. Everything turned, and it shifted five speeds. Another step. These bikes had big drum brakes made just for racing—not shared with production. When Boston-­area racer Andres Lascoutx came in from the first Vineland, New Jersey, practice on a B model in 1965, he was grinning. “If I want to go faster, I just turn the throttle more! If I need to stop quicker, I just pull the lever harder! Nothing like a streetbike!” He won races, and whatever wins defines beauty. Even though drum brakes are long gone, their grace affected me now as I handled the parts I was cleaning and assembling. It was a return to the ­beginning—the satisfying complexity of their shapes and their aura of potency. Former emotion, long quiet, inhabited me. The grand old man of tech editors, Gordon ­Jennings, built a 250 Ducati single to 25 hp and wrote about it in ­Cycle magazine. But the TD1-B’s 35 hp was almost unfair. When ­Lascoutx showed up at Mosport Park in ­Ontario, Canada, local champion Charlie Ingram put his Ducati back on the trailer and went home. The proper way to pass the Ducatis, I was told, was to pull out of their draft and, as you sped past, sit up and pretend to adjust your goggles. The US two-stroke revolution—love it or hate it—began in those years. US bike sales doubled from 1965 to 1970, and doubled again by 1974. To modern eyes, bikes from that era are spindly and archaic, but then, they were locomotives—long and charged with power. The mass of fins on cylinders and heads told the tale, looking just like those of the factory RD-56 twin on which Phil Read won two world championships, in 1964 and ’65. The engine is now in the frame. The fork, swingarm, and wheels are on. A new fairing hangs ­nearby, ready to mount. Lots of tasks remain, but this is now a bike on its footpeg stand, up on the build ­table. Like a proper race machine. What will I do once it’s done? I’ll start the engine so my hands can remember being put to sleep at Harewood Acres, Ontario, by its terrible vibration. No vintage racing—racing requires endless fresh cylinders, pistons, and rings. Then I’ll empty the fuel system and put the bike on its stand in the house. It will remind me that we have ­become partners in existence. Source

2020 Suzuki V-Strom 1050 (Suzuki /)The Suzuki V-Strom 1050 and its two other iterations, the XT and XT Adventure, bring on the adventure (with some road-biased intent). The 2020 MY V-Strom experiences updates to the 1,037cc V-twin to improve power output while meeting stricter Euro 5 emission standards, as well as improvements to the electronic rider-aid package. The three models differ in that the base features cast aluminum wheels instead of the spoked ones seen on the XT and XT Adventure. The XT also features a centerstand, crash guards, brush guards, cruise control, hand-adjustable windscreen, and a slew of rider aids. The XT Adventure has the same features as the XT, but pumps the model up with heated grips and aluminum panniers. 2020 Suzuki V-Strom 1050 XT (Suzuki /)2020 Suzuki V-Strom 1050/XT/XT Adventure Reviews, Comparisons, And Competition In regard to the redesign, test rider Seth Richards applauded Miyata-san’s reboot saying it “finally makes the V-Strom as desirable as it’s always been capable.” Further, the 1050 XT’s “engine is refined and well-mannered, the powerband is still characterful, begging to be run hard between apexes—a feeling furthered by the slick-shifting transmission and slipper-assist clutch. Yes, on paper the V-twin lump is a little long in the tooth, but you’ll never think twice about it in the real world, where it provides the marriage of excitement and usability you want in a do-it-all motorcycle.” The mid-tier 2020 V-Strom 1050 XT ran on our in-house dynamometer to record these rear-wheel horsepower and torque measurements: 93.4 hp at 8,650 rpm and 64.5 pound-feet of torque at 4,630 rpm. 2020 Suzuki V-Strom 1050 XT Adventure (Suzuki /)Suzuki V-Strom 1050/XT/XT Adventure Updates For 2020 The V-Strom 1050 is significantly updated for the 2020 model year. The engine internals see new camshafts and pistons which are fed by a pair of 49mm ride-by-wire throttle bodies. Four modes are now available to choose from in the new traction control system as well. The V-Strom is completed by new styling and a new multifunction instrument panel. 2020 Suzuki V-Strom 1050/XT/XT Adventure Claimed Specifications Price: $13,399 (base)/$14,799 (XT)/$16,999 (XT Adventure) Engine: Liquid-cooled DOHC V-twin Displacement: 1,037cc Bore x Stroke: 100.0 x 66.0mm Horsepower: 106 hp Torque: 74 lb.-ft. Transmission: 6-speed Final Drive: Chain Seat Height: 33.7 in. (base)/33.5 in. (XT/XT Adventure) Rake: 25.7° (base)/25.5º (XT/XT Adventure) Trail: 4.3 in. Front Suspension: 43mm inverted fork, fully adjustable; 6.3-in. travel Rear Suspension: Preload adjustable; 6.3-in. travel Front Tire: 110/80R-19 Rear Tire: 150/70R-17 Wheelbase: 61.2 in. Fuel Capacity: 5.3 gal. Wet Weight: 520 lb. (base)/545 lb. (XT/XT Adventure w/o accessories) Cycle World Tested Specifications (XT) Seat Height: 33.6 in. Wet Weight: 543 lb. Rear-Wheel Horsepower: 93.4 hp @ 8,650 rpm Rear-Wheel Torque: 64.5 lb.-ft. @ 4,630 rpm Source

2020 Suzuki V-Strom 650 XT (Suzuki /)Situated below the V-Strom 1050 lies Suzuki’s well-balanced middleweight ADV, the V-Strom 650. Its relaxed riding position and amicable V-twin engine character make it a qualified daily commuter and longer-distance rider. Suzuki has given this model three forms that make it increasingly suitable for the adventurer. These forms include the base, XT, and XT Adventure models. The XT takes a step closer to adventure with spoked wheels, skid plate, and hand guards, while the XT Adventure piggybacks on those upgrades and also employs aluminum panniers, crash bars, handlebar cross-brace, and mirror extensions. 2020 Suzuki V-Strom 650/XT/XT Adventure Reviews, Comparisons, And Competition The 2019 V-Strom 650 XT spun its Bridgestone Battlax radial on our in-house dyno to find that it produced 65.2 hp at 9,300 rpm and 42.1 pound-feet of torque at 6,500 rpm. Our previous test rider, Barry Hathaway found that the V-Strom 650′s “on-road manners are impeccable, and the new [for 2017] V-Strom makes a guy want to ride to the horizon and beyond. With the factory offered, street-oriented Bridgestones fitted, though, the adventure of leaving the pavement is more the ‘trying not to crash’ kind than it is the Paris-Dakar ideal.” 2020 Suzuki V-Strom XT (Suzuki /)We ran the 2019 V-Strom 650 XT on our in-house dyno, where it produced 65.2 hp at 9,300 rpm and 42.1 pound-feet of torque at 6,500 rpm. The BMW F 700 GS or Kawasaki KLR650 serve as Suzuki’s mid-tier ADV competition. Suzuki V-Strom 650/XT/XT Adventure Updates For 2020 The 2019 MY lineup had the XT Touring model as the up-spec version, but this year Suzuki has swapped it out for the XT Adventure. 2020 Suzuki V-Strom 650 (Suzuki /)2020 Suzuki V-Strom 650/XT/XT Adventure Claimed Specifications Price: $8,799 (base)/$9,299 (XT)/$10,399 (XT Adventure) Engine: Liquid-cooled DOHC V-twin Displacement: 645cc Bore x Stroke: 81.0 x 62.6mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 32.9 in. Rake: 25.7° Trail: 4.2 in. Front Suspension: 43mm telescopic fork, preload adjustable; 5.9-in. travel Rear Suspension: Preload and rebound adjustable; 6.3-in. travel Front Tire: 110/80R-19 Rear Tire: 150/70R-17 Wheelbase: 61.4 in. Fuel Capacity: 5.3 gal. Wet Weight: 470 lb. (base)/476 lb. (XT)/528 lb. (XT Adventure w/ accessories) Source

Scooter or motorcycle? Either way, the Golden Age concept is pretty clear about where it gets its design influences. (NMoto/)You could say Alexander Niznik is something of a BMW fanatic. Why else would a serial entrepreneur go to the trouble of starting his own design studio to recreate the iconic BMW R7 with an R nineT as the platform? His studio/shop NMoto won plaudits and worldwide recognition for that Nostalgia/R nineT project when it was released several years back, but now NMoto is on to a new concept. Dubbed Golden Age, the sleek prototype isn’t based on an iconic BMW model this time, but seeks instead to channel the Courtney Streamline motorcycle, a pure concept machine built in 1936 by one Orley Ray Courtney. That deco masterpiece used an existing machine—a Henderson KJ Streamline model—for its base, and NMoto’s Golden Age also relies on a modern foundation, with a C 400 X scooter to carry its curvaceous bodywork (and keep the BMW theme intact). Related: NMoto’s Nostalgia Channels The Iconic BMW R7 The long, flowing bodywork rides atop a BMW C 400 X scooter chassis. (NMoto/)The Courtney Streamline’s sleek profile was made possible by the Henderson donor bike’s compact inline four-cylinder drivetrain, and the finished prototype featured high-profile balloon tires to smooth out the ride. Courtney was a big fan of Chrysler’s just-released Airflow model which integrated the new streamlined art moderne style of the era, and his motorcycle prototype carried many of the same elements. The bike’s sheet-metal panels wrapping the modified Henderson frame and engine were meticulously shaped by Courtney himself with a power hammer, and the builder was awarded a US patent for his streamlined, one-off work of art. This one-off prototype by O. Ray Courtney served as prime inspiration for NMoto’s design. Underneath the sleek sheet metal is a 1930 Henderson KJ Streamline. (Andrew Cherney/)With the Golden Age concept bike, NMoto leveraged the C 400 X’s slim dimensions to similar effect, taking advantage of the midsize scooter’s simple tubular steel frame and single-cylinder engine layout as an accommodating base for all those flowing art deco-inspired forms. The liquid-cooled 350cc engine is rated at a claimed 34 hp, and the C 400′s dimensions and modern mechanicals fit the Golden Age concept too, with a 30.5-inch seat height and CVT gearbox promising accessibility and an easy-to-ride quality, all while providing thoroughly modern features like ABS and ASC (automatic stability control). NMoto’s concept rounds over the sleeker bits for a VW Beetle-like effect. Not sure if those rear pods are for storage or not, but the seat looks pretty plush. (NMoto/)NMoto says Golden Age’s low center of gravity, reasonable running weight (the C 400 X claims 450 pounds ready to ride), and ample power mean it will be nimble and practical for city streets, but we’re guessing the buyers of this thing will be pretty stoked on the visuals as well. “NMoto have always been inspired by art deco design. But we’re also futurists as much as we are classicists,” Niznik says. The C 400 X scooter comes with CVT transmission, ABS, and ASC as standard equipment, but we’re as yet unsure if its 6.5-inch TFT display will transfer to the NMoto model. (BMW Motorrad/)As the renderings show, the bike’s design is complete and the company says production of the first prototype is underway, but no pricing, specs, or details were available at this time. What we do know for sure is that Golden Age will look like nothing else out on the streets when it’s finally produced —though the Honda NM4 does have a similarly wild aesthetic and some closely related features too. Guess it all depends on what era you’re looking to riff on. NMoto says a public reveal will happen in spring of 2021. For more information, visit: nmoto.com/golden-age/. How’d you like to spot this BMW-shaped grille in your rearview mirror? (NMoto/)Source

2020 Triumph Street Scrambler (Triumph/)The Triumph Street Scrambler shares much with the Street Twin stablemate, but nestles its toes in the sand for some good dirty fun. It is powered by the same character-rich 900cc 270-degree-crank Bonnie engine, but it swaps the low-slung exhausts for “swan neck” duals for a scrambler-vibe and purpose. Spoked rims wrapped in dual-purpose rubber, a larger 19-inch front wheel, a wider spaced fork, wider handlebar, as well as off-road-friendly electronics further round out the multifaceted machine. The Street Scrambler pairs its full-bodied character with modern retro good looks for a wonderful taste of what it means to be a modern scrambler. 2020 Triumph Street Scrambler (Triumph/)2020 Triumph Street Scrambler Reviews, Comparisons, And Competition The recently revised 2019 Street Scrambler claimed test rider’s praise for the exhaust and its note: “The exhaust note of the Scrambler is more noticeable, again, adding a sprinkle of character, and, chasing a pair of them as the sun went down, I’d say the view from the rear of that distinctive high-level exhaust is memorable. It operates with a sweet-natured efficiency. It’s user-friendly in the extreme.” Competition includes the Ducati Scrambler Icon, Husqvarna Svartpilen 701, and BMW RnineT Scrambler. 2020 Triumph Street Scrambler (Triumph/)Triumph Street Scrambler Updates For 2020 No significant changes for the 2020 model year. Colorways available include Fusion White, Cranberry Red, and Matte Khaki/Aluminum Silver. 2020 Triumph Street Scrambler Claimed Specifications Price: $11,000 Engine: Liquid-cooled SOHC parallel twin Displacement: 900cc Bore x Stroke: 84.6 x 80.0mm Horsepower: 64.0 hp @ 7,500 rpm Torque: 59.0 lb.-ft. @ 3,200 rpm Transmission: 5-speed Final Drive: Chain Seat Height: 31.1 in. Rake: 25.6° Trail: 4.3 in. Front Suspension: 41mm cartridge fork; 4.7-in. travel Rear Suspension: Preload adjustable; 4.7-in. travel Front Tire: 100/90R-19 Rear Tire: 150/70R-17 Wheelbase: 56.9 in. Fuel Capacity: 3.2 gal. Dry Weight: 448 lb. Source

The Ducati Multistrada V4 will be making its way stateside in January of 2021, with a base MSRP of $19,995 (Ducati/)18 years and 110,000 units after the original Multistrada hit the market, the fourth generation 2021 Ducati Multistrada V4 has been unveiled at Borgo Panigale by CEO Claudio Domenicali. Domenicali, as much an enthusiast as a corporate higher-up, laid out all the technical and functional details that set the new Multistrada V4 apart from its previous iterations and competitors. With the decline of superbike sales, Ducati has invested in the development of highly functional, practical, versatile bikes like the all-new Multistrada V4. And on paper, the V4 appears to be a platform built to meet the expectations of sport touring enthusiasts without the mythical exclusivity of the brand’s past. The heart of the Ducati Multistrada V4 is the 1,158cc Granturismo V4, sans that engine’s desmodromic valve train. The new powerplant is claimed to produce an impressive 170 horsepower at 10,500 rpm and 92.2 pound-feet of torque at 8,750 rpm while meeting the tightening Euro 5 emissions standards. One up-spec option of the Multistrada V4 is the S model, featured here. With semi-active suspension, a larger TFT dashboard, Brembo braking components, and more electronic adjustability, this model also comes from Ducati equipped with panniers. (Ducati/)Claimed numbers are impressive, to be sure; but Ducati also claims the new powerplant is more than two pounds lighter than the Testastretta DVT 1260cc V-twin engine in its predecessor. It’s more compact, too, allowing for optimal engine location for proper weight bias and neutral handling character. Wheelbase has also shrunk by one inch, to 61.7 in. Thermal comfort was analyzed while designing the Multistrada V4, resulting in strategically placed venting to improve heat dissipation, particularly at low speeds and while stopped. The engine also automatically shuts off the rear cylinders at low speeds to prevent uncomfortable heat build up underneath the seat. Harnessing the engine’s performance is a sophisticated electronic rider-aid package, with a six-axis Bosch inertial measurement unit (IMU) at the forefront. The system manages the Multistrada’s Ducati Traction Control (DTC), Ducati Wheelie Control (DWC), and Cornering ABS function on all Multistrada models, while the up-spec V4 S platforms incorporate Cornering Lights (DCL) and Vehicle Hold Control (VHC). A bi-directional Ducati Quick Shifter (DQS) is also fitted. The S model increases the TFT display size from 5 inches to 6.5 inches. (Ducati/)Multistrada V4 S models also incorporate an all-new radar system, co-developed with Bosch, allowing for Adaptive Cruise Control (ACC) functions, as well as Blind Spot Detection (BSD) for more comfortable, safer riding. The system will reportedly be available in the United States in mid 2021; once certified, the pack will be offered as an $850 option. Inspired by Ducati’s Panigale superbike platform, the Multistrada V4 does away with the classic steel trellis frame and adopts a fully integrated cast-aluminum pyramid-shaped monocoque structure, although steel tubing can still be seen in the subframe. A new aluminum swingarm is featured, encompassing the base model’s Marzocchi gas-charged shock. A massive 50mm Marzocchi fork is used on the base model, and suspension travel is a respective 6.9 inches up front and 7.0 inches in the rear. Geometry-wise, the chassis features slightly reduced front end rake and trail compared to the outgoing Multistrada 1260. Rake is down from 25° to 24.5° and trail from 4.4 in. to 4.03 in. Being more compact, the engine is set higher, which is said to generate a more balanced and homogenous man-machine association for sure-footed feel at all lean angles, as well as allowing more generous clearance over rough terrain. A pair of beloved Brembo Stylema calipers and 330mm discs are fitted to the S model for superior stopping power. (Ducati/)A wind-tunnel developed front fairing inspired by the Panigale V4 improves rider comfort, while the 5.8 gallon fuel tank has been reshaped to offer an easier reach to the ground. Standard seat height is 33.0 inches, while lower (31.9 in.) and taller (34.5 in.) seats are offered by Ducati for a more custom fit. Ducati is offering the new platform in three different levels: the standard Multistrada V4; the Multistrada V4 S; and the Multistrada V4 S Sport. The two up-spec models include semi-active Marzocchi suspension with Ducati’s Skyhook technology and an auto-leveling system which automatically adjusts for extra load on the chassis (passengers, luggage, etc.). They also receive top-shelf Brembo Stylema calipers with larger 330mm discs (compared to 320mm on the standard), the radar system with adaptive cruise control and blindspot detection, additional riding and suspension modes, and a larger 6.5-inch TFT dashboard in comparison to the base model’s 5-inch TFT display. The top-tier Multistrada V4 S Sport gets an Akrapovič exhaust, carbon front fender, and unique livery. (Ducati/)The Sport model comes equipped with a unique livery, Akrapovič exhaust and carbon front fender. Ducati will offer additional accessory packs, the Enduro, Touring, Urban, Performance, and Travel, each designed with additional features to suit every rider’s needs. All in all, the Multistrada V4 is intended to be a real game changer in the sport-touring category, and Ducati does not want to miss a beat in creating the most diverse model line in its history; a model that might convince the Borgo Panigale-based manufacturer, led by enthusiast Domenicali, to increase the production numbers. MSRP for the 2021 Multistrada V4 begins at $19,995 in the United States, while the V4 S with Travel and Radar will cost $24,095. Each is expected to hit stateside dealerships in January of 2021. Source

The 2021 Ténéré 700 is Yamaha’s highly anticipated middleweight adventure motorcycle, which shares an engine with the popular MT-07 naked platform. It’s aimed at accessibility and affordability. In fact, the new Ténéré has a relatively low $9,999 MSRP, which is significantly less than the competing KTM 790 Adventure R’s $13,699. Powered by the same 689cc CP2 parallel-twin engine as the MT-07 and XSR700 models, the Ténéré offers approachable off-road power delivery. To achieve a more dirt-focused engine characteristic with a broader, more usable torque curve, Yamaha tuned the powerplant with dedicated ECU settings, a Ténéré-specific airbox, and new muffler. 2021 Yamaha Ténéré 700 dyno (Robert Martin/)Ahead of an upcoming comparison test, we ran the Ténéré 700 on our in-house Dynojet 250i dyno, recording 63.78 peak hp at 8,870 rpm and 44.09 pound-feet of torque at 6,640 rpm. For reference, the last time we ran the Yamaha MT-07 on the dyno, it produced slightly higher numbers: 67.60 hp and 46.54 pound-feet of torque, but the Ténéré 700′s torque curve is slightly flatter across the midrange. This offers more flexibility of gear selection needed for tricky off-road sections and romping around the city alike. The flexibility and usable power delivery of Ténéré's CP2 engine makes it a fun-loving platform with a ton of capability in every scenario. Source

Yamaha’s been busy of late, this time with a new triple-cylinder turbocharged prototype. (Japanese Patent Office/)We’ve known for a while that Yamaha’s R&D department has been working on turbocharged motorcycle projects, and now the company has revealed the first details of a prototype that further explores turbo technology. Last year Yamaha filed patent applications for a turbocharged parallel twin derived from the MT-09, but with one cylinder removed. However, the prototype is a bespoke 847cc three-cylinder turbo machine. Tests have shown impressive power and torque numbers for the prototype, with emissions far below that of comparable normally aspirated machines. (Japanese Patent Office/)While the 847cc capacity matches that of the 2014-2020 MT-09, the turbo bike’s engine is quite different—with a longer stroke (73mm) and smaller bore (67.5mm) to make for a relatively low-revving, high-torque design. During tests the bike hit a power peak of 180 hp at 8,500 rpm, along with a massive 130 pound-feet of torque on tap. Around 90 percent of that maximum torque turned out to be available all the way from 3,000 rpm to 7,000 rpm, easily outmuscling the V-Max’s numbers in the process. Also impressive is that this was achieved with 30 percent lower CO2 emissions than comparable normally aspirated engines and a vast reduction in carbon monoxide, NOx and hydrocarbon emissions, all coming in well under half the levels permitted by the latest Euro 5 rules being introduced in Europe from January next year. Direct injection and variable valve timing help the engine run cleaner as well. (Japanese Patent Office/)The turbo alone isn’t responsible for the improved emissions. The engine also features direct fuel injection, squirting gas straight into the combustion chambers rather than into the throttle bodies. The lower-revving nature of the turbo motor probably helps here, since making DI work on screaming normally aspirated motorcycle engines is known to be a tricky engineering task. Yamaha has also added variable valve timing to both the intake and exhaust camshafts, mimicking the sort of technology that’s commonplace on modern cars but has yet to make the leap to motorcycles. Related Content: Yamaha Developing Turbocharged Twin While the question of turbo lag has always hung over turbocharged motorcycles, with any delay in throttle response hampering the riding experience, Yamaha seems to have cracked that nut during the prototype’s development, using advanced boost-control electronics, so that during tests at 3,000 rpm in third gear it takes just over one second to reach 90 percent of peak torque. This prototype is meant simply to showcase the turbo technology rather than serving as a template for a production model. (Yamaha/)While the engine is a bespoke design, the prototype it’s bolted to draws heavily on MT-10 parts—using the standard production bike’s Deltabox beam frame, swingarm, fork, and even much of its bodywork, including the tank and tail unit. The side panels, which hide the turbo’s intercooler, are purpose-made for the prototype, while the water radiator hangs uncomfortably close to the ground underneath. However, bear in mind that this prototype is simply exploring turbo technology, not a design that’s destined for production in this form, or anything like it. With around 12.5 percent more power than an MT-10 and a huge 50 percent boost in peak torque, the fact that the prototype is around 44 pounds heavier than an MT-10 at 507 pounds isn’t likely to blunt its performance much either. With a purpose-made chassis to suit the engine, some of that excess weight could probably be trimmed too. Although the prototype is well within Euro 5 emissions limits, there’s a good chance Yamaha will wait for Euro 6 rules to be set before moving forward on the project. (Japanese Patent Office/)How far off is a turbocharged Yamaha production bike? That’s an unknown at the moment, but it’s worth noting that Kawasaki was busy filing patent applications and developing prototypes for its supercharged Ninja H2 a full five years before the production model was launched. With no firm introduction date or definite requirements set for Euro 6 emissions limits yet, it’s likely that Yamaha is biding its time until it knows where the target is before pushing ahead with this project. Suzuki is also working on turbocharged bikes at the moment, with the Recursion parallel twin slowly edging toward production, while both Kawasaki and Honda are nailing their colors to supercharging tech. Kawasaki is clearly leading the pack with its H2 range, while Honda recently filed patents for a supercharged Africa Twin. All the Japanese Big Four firms currently have turbo projects in the works. (Yamaha Motor Corp./)Source

Kevin Cameron (Robert Martin/)As a young adult, free at last to embrace the motorcycle, I began to drink in its culture through the British magazines on offer at a nearby news kiosk. Magazines and newspapers in every language were crowded together on four walls and some jostling was required to reach the titles I wanted. Soon I learned the litany of British motorcycle design: that a low center of gravity was the key to handling. It didn’t occur to me to ask myself, “What is handling?” because I had no experience—only interest. Only gradually would I learn that handling was something like rapid, stable, and predictable maneuverability. I learned also that motorcyclists were divided by strong and contradictory opinions. Riders of large, heavy machines tended to look down upon riders of British twins and singles as upstarts, newbies ignorant of what’s really important. The buy-British crowd loved the lightness, quicker maneuverability, and stronger acceleration of the bikes they rode, and regarded the heavyweights as relics of a 50-year tradition. Just beginning to appear in 1960 were small Japanese machines, hardly more than overgrown mopeds at first. For riders of heavy bikes, having a low center of gravity makes the machine feel lighter and requires less muscle to reliably support at stoplights or during parking maneuvers. The lower most of the weight is located, the less it moves off-center for a given angle of tilt, and the less it feels as if it might get away from you if it tips too much. You feel this apparent lightness by standing over the bike and rocking it from side to side; the lower the CG, the more manageable the bike’s weight feels. Outstanding in this respect is Honda’s Gold Wing, which feels much lighter than its 800 pounds because its six cylinders and its heads are at the same height as its longitudinal crankshaft. Honda’s Gold Wing feels much lighter than its 845-pound weight because of the low center of gravity. (Jeff Allen /)On the other hand, no one is going to pretend that the long wheelbase and weight of touring machines give them “rapid, stable, and predictable maneuverability.” Stable and predictable they are, but quick-steering they are not. That’s fine for their purpose, which is to cruise the highways in comfort. Another specialized activity in which low CG works is drag racing. Because front wheel lift sets the upper limit to acceleration, drag racers are built as low as possible, with their major masses far forward. This is a specialization not practical on street or highway because the low engine touches the pavement at even a modest angle of lean and the extreme weight on the front wheel makes low-speed steering heavy. Dragsters have traction not available on the street because their tires are preheated before each run. Let’s set aside the special cases of touring and dragbikes and consider the British twins that invaded the US after World War II. What many riders liked about them was their more athletic nature. They accelerated strongly and responded quickly to rider inputs. They made their riders feel more like they were on a quick-turning quarter horse than at the throttle of a thundering locomotive (clearly, both have their appeal). Elements of the difference were lower weight, shorter wheelbases around 54 inches (as opposed to over 60 for many heavyweights), and steering geometry biased toward quick response (around 27 degrees of rake and 4 inches of trail) than toward all-day cruising stability (30-32 rake, 4.5 inches trail). Another element was generally lighter wheels, whose lower gyro resistance to steering reduced control forces at the bars. Did British bikes have low CGs? In fact they did not, as their engines had to be mounted high enough not to ground during sporty turning. The British-made machines most praised for their handling—the classic single-cylinder roadrace bikes like Norton’s Manx and the Matchless G50 had tall vertically mounted engines—every one with its complex and heavy OHC head up high, right against the bottom of the gas tank. Off I went to the races as a know-nothing, to find that unquestioned beliefs and second-hand magazine wisdom weren’t much help. Things happened that those ideas couldn’t explain. Around 1971 everyone was nodding and smiling in agreement that the path to stability and control was longer swingarms. But the next year, there was our heroic Master of Wobbles, Yvon Duhamel, at an Ontario Motor Speedway test day, turning the gas to accelerate off corners with the prescribed long swingarm and spinning—not hooking up and going forward. Sliding out. Going slow. But when they switched to a shorter swingarm, turning the gas threw more weight on the back tire, it hooked up, and his lap times dropped. Could it be that there is a difference between handling and performance? The long swingarm certainly killed some wobbles and made bikes of that time easier to handle. But they went slow. The late Hurley Wilvert, a great rider/engineer in the best American tradition, rode a comparison test between his own Kawasaki H2R (whose low frame he had designed in the British low-CG style) and a bike with a much higher-set engine, built by team tech Randy Hall. Wilvert told me the stopwatch and his own perceptions didn’t lie. As much as he wanted to believe his own bike was on the cutting edge, he was faster on Hall’s tall bike. On his own low bike, when he fed throttle while leaned over to exit a corner, the tire spun rather than hooked up. But on the tall bike, during acceleration the extra height transferred more weight onto the rear tire, making it hook up and go forward. Sure, the front kept lifting up and letting the bike head for the outside, but it was definitely better to go faster on a bit of a handful than to go slow on a tour bus. In 1984, Honda brought its first NSR500 to Daytona, built in approved low-CG style with the fuel tank slung under the engine and the exhaust pipes (which are mostly empty space) routed over the top with the rider protected from their heat by an insulated dummy “tank.” Honda was funding a French group that was applying Formula 1 concepts to bikes. Very exciting. The new NSR’s problems didn’t appear until later in the Grand Prix season, when rider Freddie Spencer noted that it was sluggish in direction changing on twisty tracks. A test was laid on, consisting of a slalom course made with traffic cones. The rider would ride the slalom at successively higher speeds until he began to knock down some cones. Baseline was the best slalom time Spencer could achieve on last season’s three-cylinder NS3, a fast-maneuvering bike. Both bikes were tested with full fuel. When Spencer entered the cones on the new bike at the NS3′s highest entry speed, the bike knocked down the cones; it could not be manhandled through the direction change as quickly as the triple. Next, they removed all but a quart or two of fuel from the new bike’s underslung tank, and added roughly 35 pounds of lead weights above the engine, simulating a full top-mounted tank. This time, the new bike went through the cones just as quickly as had the triple. Why? Engineers had imagined that as a bike rolls in changing direction it is pivoting on a line through its two tire footprints. If that were true, putting the fuel on the bottom would make it easier to pivot because it would be swinging through a shorter arc than if it were up on top of the engine, farther from the ground. But that’s not what happens. At one track I could stand and watch bikes coming straight toward me, then turning right. In light rain I could see the trace of their travel as a line on the track. As the riders countersteered to their left to make their bikes flick to the right, the tire footprints moved to the left as the tops of the bikes tilted to the right: They were rolling, not around a line connecting the tire footprints, but around the center of gravity of bike, fuel, and rider, which is about 22 inches off the pavement. They were pivoting around their roll axes. Seen in this way, the slalom test result makes sense. Putting the fuel under the engine moved it farther from the roll axis, creating more resistance to the motion. Putting the fuel back above the engine reduced its distance from the roll axis by roughly half. No wonder fuel tanks in MotoGP have been changing their shape, growing a “foot” that extends back under the rider’s seat, where the fuel’s mass is right on the roll axis. At Laguna one year American Honda set out one of its RC45 V-4 750 Superbikes as a display. I went to it and measured its crankshaft height, wheelbase, and distance from front axle to crankshaft. Then I went to see Rob Muzzy and asked if he’d mind my doing the same with one of his team bikes. Result? Another upsetting, funny-shaped brick to somehow be fitted into the temple of knowledge. The Kawasaki, with its wide four-cylinder inline engine, carried its crankshaft some 2.5 inches lower than did the V-4, which was only two cylinders wide. How could this be? Doug Chandler’s riding style was high corner speed, so the Kawasaki was built for stability: long and low. Because Chandler’s apex speed was high, he braked and accelerated less. Miguel Duhamel, getting the “terrible 45” turned in point-and-shoot style, needed instant weight transfer to generate prompt rear traction to accelerate early and hard. Honda’s RC45 carried its crankshaft 2.5 inches higher than the Kawasaki ZX-7RR that it competed against, suiting Miguel Duhamel’s point-and-shoot riding style. (Cycle World Archives/)For me the final nail was the discovery that sometimes braking distances are shorter if a bike is made taller. As a bike accelerates from one corner to the next, its tires cool significantly, losing some grip. If the rider just pulls the lever at his/her braking point, the cooled front tire may lack grip and slide or lock. But make that bike just a bit taller, increasing the brake-induced transfer of weight to the front, and the extra load makes it grip. Most road and street riders wisely do not ride at a level that brings all of the above into play, but it does partly explain why powerful sportbikes are built as tall as they are, with higher riding positions than in the past. The rest of the explanation, of course, is that today’s much grippier tires allow lean angles that were impossible 20 or 30 years ago. That requires engines and footpegs to be placed higher to allow cornering clearance. Source

Back to the future? New patents show Yamaha is exploring hybrid motorcycle designs once again. (Japanese Patent Office/)Most people seem to forget, but Yamaha embraced hybrid motorcycles early on. Do a quick rewind to the early part of the 21st century and you’ll see the company was one of the strongest proponents of the idea of hybrids at the time; in fact, if it wasn’t for the 2008 financial crash, it might well have been selling them for a decade by now. RELATED: Where Are The Hybrid Motorcycles? But Yamaha’s hybrid project ground to a halt around 2009-2010 as bike firms worldwide slashed R&D expenditure, and there’s been no sign of a revival for the idea until now. A new patent application in Japan has revealed that the firm is once again ramping up its hybrid efforts. Yamaha’s latest idea is for a series hybrid rather than a parallel design. The single-cylinder engine is attached to a generator, which powers the battery. (Japanese Patent Office/)To get an idea of how strongly Yamaha believed in hybrid bikes, we need to go back to the 2005 Tokyo Motor Show, where the firm revealed its Gen-Ryu cruiser concept. It was powered by the 600cc four-cylinder engine from the R6 sportbike, driving through a planetary gear transmission like that of a then-current Toyota Prius, thus allowing a large electric motor/generator unit to either take up drive on its own, assist the combustion engine, or to regenerate electricity. The high-concept four-cylinder Gen-Ryu concept of 2005 revealed the high level of Yamaha’s interest in hybrids. (Yamaha Motor Corp./)Although clearly a pretty wild concept, the Gen-Ryu’s technology was based on a real R&D project at the time, which emerged four years later—again at the Tokyo Motor Show—as the much more down-to-earth HV-X. However, unlike most show concepts, the HV-X wasn’t trumpeted by Yamaha, and indeed it has only been revealed by the firm as a cutaway model at the Tokyo event and in a video showing the bike in action. However, design patents at the time revealed a surprisingly production-ready machine. It appears that Yamaha’s low-key unveiling, which came just as the motorcycle industry retracted in the face of the financial crisis, was due to the project being shelved at around the same time. The Gen-Ryu begat the HV-X concept bike in 2009, which used a CVT transmission to tap both gas and electric power. (Yamaha Motor Corp./)Like the Gen-Ryu, the HV-X used a Prius-style planetary gearset to create a CVT transmission that could seamlessly mix gas and electric power. This time the engine was a 250cc single allied to a 15kW (20 hp) electric motor and bolted into the frame from an XP500 TMAX. A 300V battery sat between the rider’s legs, with a gas tank under the seat. The HV-X design called for a 250cc single paired with a 15kW electric motor bolted onto the frame of a TMAX scooter. (Yamaha /)Since 2009 there’s been no sign of Yamaha’s hybrid project until the publication of a new patent application in Japan showing the idea is once again in development, albeit in a very different form. Yamaha’s new design patent relates mainly to the chassis layout, which uses the single-speed gearbox as a structural element. (Japanese Patent Office/)The Gen-Ryu and HV-X projects of the time were so-called “parallel” hybrid designs, where both the combustion engine and electric motor were able to drive the rear wheel, but the new design is of a series hybrid. That means the ICE (internal combustion engine) can’t drive the vehicle, instead powering a generator that charges the battery. The single-cylinder engine sits where you’d expect on a scooter-style vehicle, but it’s attached to a generator that’s bolted alongside it (numbered “42” in the patent images). Behind it an electric motor (51) is mounted on a single-speed reduction gearbox that drives the bike’s front sprocket. A fairly large battery (60) sits under the seat. The patent itself relates to the layout of the chassis, which uses the reduction gearbox as a structural part, with a frame ahead of it to support the steering head. It’s basically the same chassis idea the TMAX scooter uses and that the HV-X intended to borrow, just reworked to suit a series hybrid design. Using the chassis design of an existing model but with a different power source could be Yamaha’s way into the electric market. ( Japanese Patent Office/)With electric bikes still remaining niche vehicles, in part because of the range anxiety that comes with the knowledge that you can’t simply top up a fuel tank when the power runs out, hybrid bikes like this could still have a viable future. Combustion engines might be more complex than electric motors, but they’re cheap thanks to a century of mass production, and a series hybrid could get away with a smaller battery or use cheaper, less energy-dense battery technology to reduce weight or cost compared to a fully electric bike of similar performance and range. Hybrids might not be as cutting-edge as they were when Yamaha first started working on the idea around 20 years ago, but it might yet get them into mainstream use one day. Source

Kawasaki’s latest patent application shows a complete rethinking of motorcycle engine basics. (Japanese Patent Office/)Despite revealing its decade-long electric bike development project a year ago, Kawasaki has since emphasized that it had no production plans for a purely electric-powered motorcycle. Now the company’s R&D appears to be increasingly focused on hybrids that combine conventional gas engines with electric motors to improve performance, economy, and emissions without the need to lug big, heavy batteries around. Kawasaki’s patents show a traditional manual transmission with clutches to connect the combustion engine, the electric motor, or both. (Japanese Patent Office/)Over the years Kawasaki has worked on several hybrid projects, ranging from economical single-cylinder machines to superbikes that could benefit from an electric boost. None have even reached the show stands, let alone production, but recently the firm’s research activity on the subject has accelerated. The latest set of patents show an array of new developments including increased concentration on controlling a bike with not just one but two power units on board. Related: Where Are The Hybrid Motorcycles? As with many hybrid cars, the idea is to make a machine that can run on its combustion engine alone, on purely electric power, or with both systems working together for maximum performance. Relatively small batteries can be charged via regenerative braking or by using the internal combustion engine to ensure there’s always electricity on tap when needed. However, while cars such as Toyota’s Prius often combine their power units using an automatic gearbox or continuously variable transmission, Kawasaki is keen to keep the rider involved on any hybrid bike it develops. Hence the normal, manual transmission is retained, with clutches to connect the combustion engine, the electric motor, or both to its input shaft. The electric motor’s batteries can be charged via regenerative braking, so there’s always electricity (and torque) on tap if needed. (Japanese Patent Office/)That decision aligns with the all-electric prototype Kawasaki showed last year. Unusually, it combined an electric motor with a conventional foot-shifted transmission and hand-operated clutch, with the intention of creating a familiar riding experience. However, the prototype’s electric motor was relatively small, lacking performance compared to current state-of-the-art electric bikes from firms like Zero. If that electric prototype is only half of the equation, and Kawasaki intends to combine that low-powered motor with an internal combustion engine, it makes a lot more sense. Another patent detail reveals plans for a performance-enhancing boost button near the throttle grip. (Japanese Patent Office/)One of Kawasaki’s latest patents focuses on the controls for a future hybrid bike, revealing a four-way rocker switch for riding modes attached to the throttle twist grip, allowing a rider’s thumb to remain on it at all times. Even more intriguing is a separate “boost” button fitted below the mode switch. The patent explains that hitting that “boost” will allow several seconds of additional performance from the electric motor. Various safety nets would stop the boost when it’s not needed, such as when the rider rolls off the throttle or hits the brakes. An electric motor’s max torque at zero revs, combined with a gas engine’s different torque curve, can yield the best of both worlds. (Japanese Patent Office/)Another of the company’s new patents shows how the electric motor uses its main performance benefit of maximum torque at zero revs. It combines with the gas engine’s torque curve, which rises with rpm, to give the best of both worlds, as electric torque drops off rapidly at higher speeds. How Kawasaki envisions the hybrid’s different motor and system scenarios in operation. (Japanese Patent Office/)Kawasaki started developing its electric bike around 10 years before showing a prototype in public. Patents for the firm’s supercharged H2 started to emerge a full five years prior to its launch. So the recent rush of hybrid patents doesn’t mean we’ll see the fruits of Kawasaki’s labors right away. In five years or so, though, they could be a reality. Source