Hugh Janus

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

KTM surprised the US market with the introduction of the small-displacement 200 Duke this summer. It may be an unassuming new model, but an attractive $3,999 MSRP is awfully enticing to first-time buyers or as a low-budget bike for everyone else. Powering the 200 Duke is a compact DOHC, 200cc, liquid-cooled, single-cylinder engine with a four-valve cylinder head. KTM employs a Bosch electronic fuel-injection system for smooth running and runs it all through a close-ratio six-speed transmission. 2020 KTM 200 Duke dyno (Robert Martin/)The moment we had our hands on the baby Duke, we rolled it onto our in-house Dynojet 250i dyno, where the KTM produced 22.17 hp at 10,090 rpm and 13.13 pound-feet of torque at 8,060 rpm. These friendly peak figures and flexibility make for an ideal platform for less-experienced riders to hone their skills before moving onto faster, larger-displacement bikes. For reference, the Duke 200′s peak output is roughly half of the 40.53 hp at 8,850 rpm and 26.10 pound-feet of torque at 6,920 rpm that the larger-displacement 390 Duke produced, emphasizing a similar power-to-displacement ratio by KTM. This means that just because of the smaller displacement, it isn’t lower tech. The KTM 200 Duke’s rider-friendly power and low cost of entry make it a worthy option for less-experienced riders. Source

2020 KTM 690 Enduro R (KTM/)The KTM 690 Enduro R is a favorite among big single-cylinder adventure riders. And for good reason: The Enduro R blends off-road focus with streetbike functionality (namely ride by wire, rider aids, and even a quickshifter) for an anywhere-anytime attitude. It is powered by KTM’s 690cc LC4 engine that delivers usable on- and off-road power, and is equipped with large 21- and 18-inch wheels and fully adjustable WP Xplor suspension to flaunt its prowess when the asphalt ends. 2020 KTM 690 Enduro R Reviews, Comparisons, And Competition Dirt Rider tested the 2019 machine and found that, “While riding at highway speeds the bike feels more like a twin than a single; its smooth character is capable of slaying comfy miles.” Further, “This updated LC4 engine proves to be the best yet with its plentiful torque, smooth delivery, and extremely tractable power. It has an exhilarating engine character that is capable of third-gear wheelies and cracking triple-digit speeds.” We ran the 2019 690 Enduro R on our in-house dyno to find the rear wheel numbers recorded: 59.2 hp at 8,200 rpm and 43.4 pound-feet of torque at 6,800 rpm. Competition includes its Husqvarna stable mate, the 701 Enduro, Honda XR650L, and Suzuki DR650S. KTM 690 Enduro R Updates For 2020 It was highly revamped in 2019, but no major updates for 2020. It did increase in price by $200 from 2019. 2020 KTM 690 Enduro R Claimed Specifications Price: $11,899 Engine: Liquid-cooled single-cylinder four-stroke Displacement: 693cc Bore x Stroke: 105.0 x 80.0mm Horsepower: 74 hp @ 8,000 rpm Torque: 54.2 lb.-ft. @ 6,500 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 35.8 in. Rake: 27.7° Trail: 4.6 in. Front Suspension: 48mm inverted fork, fully adjustable; 9.8-in. travel Rear Suspension: Fully adjustable; 9.8-in. travel Front Tire: 90/90-21 Rear Tire: 140/80-18 Wheelbase: 59.1 in. Fuel Capacity: 3.6 gal. Wet Weight: 322 lb. Source

2020 KTM RC 390 (KTM/)First imported to the USA back in 2015, the KTM RC 390 is the company’s lightweight, street-legal supersport machine. Powered by the same 373cc single-cylinder as its 390 Duke naked bike sibling, the RC is a perfect option for less-experienced riders who are looking for a more aggressive, sport-inspired option or an entry-level trackday ripper. In fact, the RC also served as a platform for spec-class racing in MotoAmerica and various series around the world. Shredding apexes? No problem. 2020 KTM RC 390 Reviews, Comparisons, And Competition Competition both on the tracks and on the street for small-bike models include these from the Big Four: Yamaha YZF-R3, Kawasaki Ninja 400, Honda CBR300R, and Suzuki GSX-250R. 2020 KTM RC 390 (KTM/)KTM RC 390 Updates For 2020 New colors, trim, and graphics for 2020. The new look is available for $5,549. 2020 KTM RC 390 (KTM/)2020 KTM RC 390 Claimed Specifications Price: $5,549 Engine: Liquid-cooled DOHC single-cylinder Displacement: 373cc Bore x Stroke: 89.0 x 60.0mm Horsepower: 44.0 hp @ 9,500 rpm Torque: 25.8 lb.-ft. @ 7,250 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.3 in. Rake: 23.5° Trail: 3.5 in. Front Suspension: 43mm inverted fork; 4.9-in. travel Rear Suspension: Single shock; 5.9-in. travel Front Tire: 110/70ZR-17 Rear Tire: 150/60ZR-17 Wheelbase: 53.3 in. Fuel Capacity: 2.5 gal. w/ 0.4 gal. reserve Dry Weight: 329 lb. Source

The 2021 MSX125 Grom as it will appear across the pond. (Honda/)American Honda has confirmed there will be a new Grom for the US market. The US subsidiary offers no additional information, saying it will provide a full briefing in the new year, but Honda’s global press sites give us an idea of what to expect. In global markets, the Grom will be available as a 2021 model, the MSX125 Grom. Outside of the US and Japan, the Grom was previously known as the MSX125 (Mini Street X-treme 125). The new Grom, at least as it will appear in other markets, has new bodywork, a Euro 5-spec engine with a five-speed gearbox, IMU-managed ABS, and a new LCD dash. Check out the new seat and bodywork. The low seat height remains unchanged. (Honda /)The bodywork, which more than ever has a toy-like aspect, attaches with just six fasteners per side, each accentuated by a recessed surround. One imagines a Lego Technic version would look incredibly lifelike. Up front, there’s a new LED headlight and LCD dash that includes a tachometer and gear position indicator. In addition to complying with Euro 5 emission regulations, the 125cc two-valve engine has a smaller bore and longer stroke (50mm x 63.1mm compared to 52.4mm x 57.9mm), and should deliver more torque at lower rpm. It also has a higher compression ratio of 10.0:1, compared to 9.3:1 in the previous generation. With the addition of a fifth gear, Honda was able to add a larger 38-tooth final-drive sprocket (up from 34 teeth) to improve acceleration without sacrificing top speed or high-speed cruising comfort. Customizers should be pleased to hear that the muffler is now bolted to the exhaust pipe for painless slip-on installation. Big Red’s little red. (Honda /)While the frame and suspension are unchanged, the European press release says ABS is managed by an IMU. It just goes to show how cornering ABS, which was considered high-end as of, like, yesterday, is trickling down to even entry-level bikes. The keen minimoto rider will know that the Honda Monkey ABS is also equipped with an IMU, so it’s really no surprise to see it debut on the Grom, which has sold 750,000 units since its debut. Will the US market’s Grom be any different? (Honda /)Interestingly, Honda teased an HRC-fettled Grom on its @hondaracingcorporation instagram account. The post is written in Japanese, so for all I know, it could say, “stupid journalists who can’t read that this says ‘photoshop mockup’ are going to go nuts for this,” but it’s worth taking a look at in case you’re trying to find inspiration for your own Grom customization project. New LED headlight. (Honda /)When we find out more information about the US Grom, we’ll be sure to keep you updated. Source

2020 Kawasaki KX100 (Kawasaki/)As your young rider continues to grow they need a dirt bike that can be there for when they make the transition from the small bikes to a full-size motocrosser. Enter the 2020 Kawasaki KX100. The KX100 continues the two-stroke line of engines from Kawasaki, and is actually the only two-stroke model on the market with 99cc. To create a smooth transition to full-size motocrossers, the KX100 is fitted with 19-inch front and 16-inch rear wheels (in comparison to the 17-inch and 14-inch wheels on the KX85), as well as an adjustable handlebar mounting system. Not to mention the KX100 is a prominent platform for Team Green’s amateur racing program and serves as a steppingstone for racers looking to move to the 125 two-stroke or 250 four-stroke class. 2020 Kawasaki KX100 (Kawasaki/)2020 Kawasaki KX100 Reviews, Comparisons, And Competition Being the only two-stroke in its displacement level, the Kawi doesn’t have many bikes that act as its competition. The KTM 85 SX and Husqvarna TC 85 models are offered in two wheel sizes—17/14 inches and 19/16 inches—with the latter serving as the KX’s competition. More rivals would be Yamaha YZ85, Suzuki RM85, and TM MX 85, as well as the Honda CRF150R and CRF150R Expert models. 2020 Kawasaki KX100 (Kawasaki/)Kawasaki KX100 Updates For 2020 A minor update includes the swap of color on the number plate—it is now green for 2020. 2020 Kawasaki KX100 Claimed Specifications Price: $4,599 Engine: Liquid-cooled two-stroke single-cylinder Displacement: 99cc Bore x Stroke: 52.5 x 45.8mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 34.3 in. Rake: 29.0° Trail: 4.3 in. Front Suspension: 36mm inverted fork, compression adjustable; 10.8-in. travel Rear Suspension: Fully adjustable; 10.8-in. travel Front Tire: 70/100-19 Rear Tire: 90/100-16 Wheelbase: 51.6 in. Fuel Capacity: 1.3 gal. Wet Weight: 170 lb. Source

2020 Kawasaki KX85 (Kawasaki/)The 2020 Kawasaki KX85 is a staple in the 85cc motocross competition. Serving as a steppingstone between the KX65 and full-size motocrossers, the 85cc class offers a small-displacement opportunity for riders to cut their teeth before more power and more weight. The KX is powered by a 84cc two-stroke engine and rides on the same 17-inch front and 14-inch rear wheels that are standard in the class. For those looking for something larger or a transition to full-size bikes, stepping up to the bigger-displacement KX100 adds an extra bump in power, as well as larger wheels. 2020 Kawasaki KX85 (Kawasaki/)2020 Kawasaki KX85 Reviews, Comparisons, And Competition The KX85 has stiff competition, namely the Yamaha YZ85, KTM 85 SX, and Husqvarna TC 85. Suzuki also steps in with the RM 85 as does TM with the MX 85. It’s important to mention the Honda CRF150R four-stroke, which fits in the same motocross class. 2020 Kawasaki KX85 (Kawasaki/)2020 Kawasaki KX85 Updates For 2020 No updates were highlighted for 2020. 2020 Kawasaki KX85 Claimed Specifications Price: $4,349 Engine: Liquid-cooled two-stroke single-cylinder Displacement: 84cc Bore x Stroke: 48.5 x 45.8mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 32.7 in. Rake: 29.0° Trail: 3.8 in. Front Suspension: 36mm inverted fork, compression adjustable; 10.8-in. travel Rear Suspension: Fully adjustable; 10.8-in. travel Front Tire: 70/100-17 Rear Tire: 90/100-14 Wheelbase: 49.8 in. Fuel Capacity: 1.3 gal. Wet Weight: 165 lb. Source

2020 Kawasaki KX65 (Kawasaki/)Youngsters who have sights set to the circuits and want a fully geared machine to begin their ascent to the big leagues of racing will look for something like the 2020 Kawasaki KX65 (get ready, mom and dad). It has been a staple of Team Green’s amateur racing success. Its 65cc two-stroke engine with a six-speed gearbox offers a steppingstone between 50cc and 85cc motocross classes, while also packing adjustable suspension and a lightweight chassis. The relatively low 29.9-inch seat height makes the KX65 approachable to a wide range of riders. 2020 Kawasaki KX65 (Kawasaki/)2020 Kawasaki KX65 Reviews, Comparisons, And Competition Competing in the same league with the KX65 are the Yamaha YZ65, KTM 65 SX, and Husqvarna TC 65. The KX comes at a lower $3,699 price tag where the competition is priced at $4,599, $5,049, and $5,149, respectively. 2020 Kawasaki KX65 (Kawasaki/)2020 Kawasaki KX65 Updates For 2020 No updates for 2020. 2020 Kawasaki KX65 Claimed Specifications Price: $3,699 Engine: Liquid-cooled two-stroke single-cylinder Displacement: 64cc Bore x Stroke: 45.5 x 41.6mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 29.9 in. Rake: 27.0° Trail: 2.4 in. Front Suspension: 33mm telescopic fork, rebound adjustable; 8.3-in. travel Rear Suspension: Preload and rebound adjustable; 9.4-in. travel Front Tire: 60/100-14 Rear Tire: 80/100-12 Wheelbase: 44.1 in. Fuel Capacity: 1.0 gal. Wet Weight: 132 lb. Source

2020 Kawasaki Concours 14 (Kawasaki/)When the tour needs a bit more thrill a sport-tourer comes to the rescue, one such as the 2020 Kawasaki Concours 14. With its Ninja blood running deep—from the monocoque aluminum frame to the 1,352cc engine—the Concours will navigate through highway and city traffic and demonstrate its athletic capabilities on the canyon roads. The riding position is more relaxed and upright compared to its ZX-14R compadre. Kawasaki says the handlebars are four inches higher and further back than the sportbike. Rider aids include traction control and Kawasaki’s K-ACT ABS system (a linked brake system that distributes the ideal brake force to front and rear calipers during braking). Heated grips, locking storage, standard hard luggage, adjustable windscreen, and even small details like keyless ignition and a power outlet make this ride tour-ready. 2020 Kawasaki Concours 14 front right (Kawasaki/)2020 Kawasaki Concours 14 Reviews, Comparisons, And Competition Aside from putting a few Cycle World Ten Best awards into its trophy case (see 2008, 2009, and 2010 Best Sport-Tourer excerpts) for its smooth performance, versatility, and handling, it also received praise in a 2015 review for its excellent comfort, predictable braking, and its reasonable MSRP (which has only increased by $100 since 2015). Look to the KTM 1290 Super Duke GT, Ducati Multistrada 1260/1260 S, Yamaha Tracer 900 GT, and BMW K 1600 GT as competition in the sport-tourer realm. Kawasaki Concours 14 Updates For 2020 No updates for 2020. 2020 Kawasaki Concours 14 (Kawasaki/)2020 Kawasaki Concours 14 Claimed Specifications Price: $15,599 Engine: Liquid-cooled DOHC four-cylinder Displacement: 1,352cc Bore x Stroke: 84.0 x 61.0mm Horsepower: N/A Torque: 101.0 lb.-ft. @ 6,200 rpm Transmission: 6-speed Final Drive: Shaft Seat Height: 32.1 in. Rake: 26.0° Trail: 4.4 in. Front Suspension: 43mm inverted fork, preload and rebound adjustable; 4.4-in. travel Rear Suspension: Preload and rebound adjustable; 5.4-in. travel Front Tire: 120/70-17 Rear Tire: 190/50-17 Wheelbase: 59.8 in. Fuel Capacity: 5.8 gal. Wet Weight: 673 lb. (w/o saddlebags)/690 lb. (w/ saddlebags) Source

2020 Kawasaki Z900RS (Kawasaki/)Throwing it back in terms of styling is commonplace among many of the manufacturers nowadays, just look at all the retro and café racer renditions out there. Retro sport motorcycles like the 2020 Kawasaki Z900RS and its café sibling, the Z900RS Café, are a couple samples from Team Green. While it is true the Z900RS pays homage to the 1973 Z1, that doesn’t mean it is remiss of modern features. Take the 948cc inline-four engine, for example. It’s the same powerplant found in the Z900, but optimized more for low to midrange power where the Z900 encourages a higher-rpm operation, the manufacturer says. And let’s not forget the host of electronics (LED lighting, ABS, and traction control), and adjustable suspension as examples of its modern machinery. Collect miles between your local haunts or up and down the winding roads, either way, do so in modern/vintage style. 2020 Kawasaki Z900RS Café (Kawasaki/)2020 Kawasaki Z900RS/Café Reviews, Comparisons, And Competition In his 2018 review, Morgan Gales, stated, “From the classic paint scheme to the iconic tailsection, the Z900RS harkens back to the glory days of superbikes while still looking and performing like a modern motorcycle. We love the aesthetics and think this bike has incredible potential once the engineers work out that twitchy throttle!” Like we said above, the segment is full of modern throwbacks. These include: Honda CB650R, Triumph Street Twin, Yamaha XSR900, Ducati Scrambler Café Racer, Royal Enfield Continental GT, Suzuki SV650X, BMW R nineT Racer, and even Kawasaki’s own W800 Café. Kawasaki Z900RS/Café Updates For 2020 The 2020 Z900RS sees an updated TFT with smartphone connectivity and a new Candytone Green paint. MSRP starts at $11,199. The Z900RS Café adds a front cowl, drop-style handlebars, café racer seat, brushed silencer, and a Vintage Lime Green/Ebony paint scheme for a café aesthetic at $600 more than the base model. 2020 Kawasaki Z900RS (Kawasaki/)2020 Kawasaki Z900RS/Café Claimed Specifications Price: $11,199–$11,799 Engine: Liquid-cooled DOHC four-cylinder Displacement: 948cc Bore x Stroke: 73.4 x 56.0mm Horsepower: N/A Torque: 72.3 lb.-ft. @ 6,500 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 31.5 in. (base)/32.3 in. (Café) Rake: 25.0° Trail: 3.9 in. Front Suspension: 41mm inverted fork, fully adjustable; 4.7-in. travel Rear Suspension: Preload and rebound adjustable; 5.5-in. travel Front Tire: 120/70ZR-17 Rear Tire: 180/55ZR-17 Wheelbase: 57.9 in. Fuel Capacity: 4.5 gal. Wet Weight: 472 lb. (base)/474 lb. (Café) Cycle World Tested Specifications (Café) Seat Height: 32.4 in. Wet Weight: 479 lb. Rear-Wheel Horsepower: 94.65 hp @ 8,590 rpm Rear-Wheel Torque: 63.51 lb.-ft. @ 6,040 rpm 0–60 mph: 3.5 sec. 1/4-mile: 11.85 sec. @ 116.54 mph Braking 30–0 mph: 34.6 ft. Braking 60–0 mph: 132.1 ft. Source

2020 Kawasaki KLX140L (Kawasaki/)Step up, step up, and step up. The Kawasaki KLX140 and its two other variants, L and G, suit varying heights with increased wheel dimensions and ground clearances for an approachable trail platform. Its 144cc single-cylinder four-stroke engine places it in the middle ground between average playbikes (125cc and below) and full-size dirt bikes, making it suitable for newer riders who have sights set on local trails. In fact, this dirt bike is suitable for newer adult riders seeing as Dirt Rider stated that the G, for example, has “big bike feel in a fun-sized, minibike package.” 2020 Kawasaki KLX140/L/G Reviews, Comparisons, And Competition Upon riding the 2017 KLX140G, our Dirt Rider test rider stated, “It’s obvious the engineers worked to make this bike friendlier to new riders by shaving off the heavyweight feeling that most bikes in class have.…… The narrow frame really makes the bike’s appearance stand out from the standard wide-trailbike look, and Kawasaki even noted that it was designed with inspiration from the KX motocross bike.” Competition for this dirt bike includes the Honda CRF125F/Big Wheel ($3,099), Yamaha TT-R125LE ($3,349), and Suzuki DR-Z125L ($3,299). 2020 Kawasaki KLX140 (Kawasaki/)Kawasaki KLX140/L/G Updates For 2020 No key updates were announced for 2020. The KLX140 comes in three variants: base ($3,099), L ($3,399), and G ($3,699). The L sees an increase in wheel diameter to 19 and 16 inches and therefore increases the dirt bike’s ground clearance. The G increases to full-size off-road 21- and 18-inch wheels. 2020 Kawasaki KLX140 (Kawasaki/)2020 Kawasaki KLX140/L/G Claimed Specifications Price: $3,099 (base)/$3,399 (L)/$3,699 (G) Engine: Air-cooled SOHC single-cylinder four-stroke Displacement: 144cc Bore x Stroke: 58.0 x 54.4mm Horsepower: N/A Torque: N/A Transmission: 5-speed Final Drive: Chain Seat Height: 30.7 in. (base)/31.5 in. (L)/33.9 in. (G) Rake: 27.0° Trail: 3.3 in. (base)/3.8 in. (L)/4.6 in. (G) Front Suspension: 33mm telescopic fork; 7.1-in. travel (base and L)/7.5 in. travel (G) Rear Suspension: Preload (base) and rebound adjustable (L and G); 7.1-in. travel (base and L)/7.9 in. travel (G) Front Tire: 70/100-17 (base)/70/100-19 (L)/2.75x21 (G) Rear Tire: 90/100-14 (base)/90/100-16 (L)/4.10x18 (G) Wheelbase: 71.7 in. (base)/74.6 in. (L)/78.9 in. (G) Fuel Capacity: 1.5 gal. Wet Weight: 205 lb. (base)/209 lb. (L)/218 lb. (G) Source

2020 Kawasaki KLX110 (Kawasaki/)Is your kid new to the dirt? An unintimidating, small-displacement dirt bike like the Kawasaki KLX110 serves the beginner rider with an automatic clutch for ease of use and also has an easy reach to the ground with a low 26.8-inch seat height. The KLX110 isn’t alone in getting new riders on the dirt either. It comes with a larger sibling in the KLX110L. The KLX110L, as the “L” implies, has a taller 28.7-inch seat height, longer suspension travel, and an extra 1.9 inches of ground clearance, and a four-speed transmission with a manual clutch. 2020 Kawasaki KLX110 (Kawasaki/)2020 Kawasaki KLX110/L Reviews, Comparisons, And Competition Both the KLX110 and L are primarily offered for kids, but who said adults don’t like to have some fun on these minibikes too? The L version, however, does take the cramped feeling out while leaving all the fun intact in this midsize kid-O bike, Dirt Rider had reported in the past. Some competitors of the KLX110 include the Honda CRF110F and Yamaha TT-R110LE. 2020 Kawasaki KLX110 (Kawasaki/)Kawasaki KLX110/L Updates For 2020 No significant updates were made to the 2020 model. 2020 Kawasaki KLX110/L Claimed Specifications Price: $2,299 Engine: Air-cooled SOHC single-cylinder Displacement: 112cc Bore x Stroke: 53.0 x 50.6mm Horsepower: N/A Torque: N/A Transmission: 4-speed automatic (base)/4-speed manual (L) Final Drive: Chain Seat Height: 26.8 in. Rake: 24.8° Trail: 2.0 in. Front Suspension: 30mm telescopic fork; 4.3-in. travel Rear Suspension: Nonadjustable; 4.3-in. travel Front Tire: 2.50x14 Rear Tire: 3.00x12 Wheelbase: 42.3 in. Fuel Capacity: 1.0 gal. Wet Weight: 168 lb. Source

2020 Kawasaki KLX250 (Kawasaki/)Despite dual sports being around since the ’60s, they have recently seen another spike in popularity in recent years for their do-it-all characteristics and lighter weight than larger adventure motorcycles, so it makes sense for manufacturers to have a couple of models in their lineups. The Kawasaki KLX250 is Team Green’s highest-displacement dual sport for 2020, the other offering being the air-cooled KLX230. What the KLX250 offers is still a new-rider-friendly mount that borrows from the KX line for dirt capability with long suspension travel, high ground clearance, and large-diameter tires, but this has a slightly-shorter-than-dirt-bike seat height at 35 inches. Further, its slim design makes it easy to maneuver down both dirt roads and through the urban jungle. 2020 Kawasaki KLX250 (Kawasaki/)2020 Kawasaki KLX250 Reviews, Comparisons, And Competition When the KLX250 returned for the 2018 model year after a four-year break, we had to throw a leg over the returning dual sport. Our test rider found the bike to be very smooth and mild in the power department. “The meat of the power is found in the midrange, and, if you keep it there by keeping up your momentum and flowing down dirt roads, the 250 is pleasantly capable,” test rider Sean Klinger reported. Yamaha comes at the KLX250 from two sides with the WR250R and XT250, and Honda follows suit with the CRF250L and CRF250L Rally. If you don’t mind a slight dip in displacement, Suzuki also has its DR200S and Yamaha its TW200. 2020 Kawasaki KLX250 (Kawasaki/)Kawasaki KLX250 Updates For 2020 No significant changes were announced for the 2020 model year. The KLX250 is available in two colorways: green ($5,399) and camo ($5,599). 2020 Kawasaki KLX250 Claimed Specifications Price: $5,399/$5,599 (camo) Engine: Liquid-cooled DOHC single-cylinder Displacement: 249cc Bore x Stroke: 72.0 x 61.2mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 35.0 in. Rake: 26.5° Trail: 4.1 in. Front Suspension: 43mm telescopic fork, compression adjustable; 10.0-in. travel Rear Suspension: Fully adjustable; 9.1-in. travel Front Tire: 3.00x21 51P Rear Tire: 4.60x18 63P Wheelbase: 56.3 in. Fuel Capacity: 2.0 gal. Wet Weight: 304 lb. Source