Hugh Janus

Honda’s announced the return of the Monkey and Super Cub 125 to the European market for 2022. (Honda/) Honda recently announced updates to its Monkey 125and Super Cub 125models for the European market for 2022, which bodes well for those of us in the States looking for revisions to those same miniMotos when/if they appear in Honda’s lineup here. With new air-cooled—and cleaner—engines along with minor chassis tweaks to boost comfort and a few new colorways (of course), two of Honda’s most accessible—and fun—bikes are set to return for 2022. Many of those changes were reflected in the new 2022 Grom we just rode in the US (read it here) so it stands to reason we’ll be seeing some of the same updates on the US-spec Monkey as well, given that it shares the same platform. New air-cooled engine is cleaner and more fuel efficient, while the five-speed gearbox is a welcome addition for 2022. (Honda/) For instance, the European-market 2022 Monkey now gets the same new air-cooled 124cc Euro 5-approved engine and five-speed gearbox the European Grom received, which we also just experienced on the new US Grom (sans emissions tweaks; it’s good for 9.7 hp and 7.7 pound-feet of torque). That new-ish 123.9cc motor features slightly different bore and longer stroke dimensions, with an airbox reshaped specifically for it, along with a new intake and revised catalyzer. That all adds up to an output of 9.25 bhp, says Honda, which is unchanged from last year, though fuel economy is said to be marginally improved. The rangier five-speed gearbox also has lower overall gearing, making for a less buzzy experience at higher speeds. A pair of new two-stage shocks are added to improve ride quality. (Honda/) Otherwise that funky Monkey style is left alone, with mini-ape handlebars, chromed fenders, high-mounted muffler, and a fat padded seat riding on chunky 12-inch tires, for an instantly recognizable profile. A new blue colorway joins the now-classic red and yellow schemes. Bikes are supposed to be available in Europe sometime in August. Mini-apes take center stage in the surprisingly well-appointed cockpit, which also features a digital full LCD meter. (Honda/) The Super Cub also gets a new engine, though the transmission is unchanged. (Honda/) As for the Honda Super Cub—the world’s bestselling motorcycle—it retains its familiar retro silhouette though you can clearly pick out the added passenger seat and matching footpegs, which are now standard. It too gets changes to the SOHC engine, though this one is effectively a new design, with a new bore and stroke (as on the Monkey), revised ECU settings, and just a wee bit more power (a claimed 9.7 hp). The four-speed transmission remains unchanged, with power put down via a centrifugal clutch. Fuel economy also remains the same, all while meeting new Euro 5 standards. To match the engine improvements, the Super Cub dials up the comfort level with new springs in the fork and shock to smooth out ride quality. The Super Cub is the world’s bestselling motorcycle, having moved well over 100 million units. (Honda/) A new pillion seat takes up the rear, done up in classic red as an homage to the original. (Honda/) Modern touches include LED lighting, keyless ignition, and a proximity fob, while the classic red seat pays homage to the original model. The Super Cub 125 motor may be all retro style on the outside, but the cockpit features some nice modern touches like keyless ignition and a proximity fob. (Honda/) For 2022, the European-spec Honda Monkey features a new blue colorway option. (Honda/) The Monkey manages to be modern yet totally retro from every angle. (Honda/) With the new Grom now in the Honda’s US lineup for 2022, we’re assuming the same updates will carry over to the US Monkeys (Monkees?) later this year. [This cool riding video from Honda will have to hold you over in the meantime. Source

Marc Márquez returned to the top step at the German GP. (MotoGP/)Marc Márquez has lived through his year of injury and emerged triumphant, with a win at Germany’s Sachsenring, a circuit where he has won 11 straight events. At the start he came under Yamaha’s Fabio Quartararo from the second row, forcing him to lift, and led every lap thereafter. Then came rain. “When I saw a few drops on lap four or five, I said ‘It’s my race.’ Then at that point I pushed and kept the same race pace as before.” This is what great champions in all forms of racing do—they instantly make ground while others’ minds are diverted. Years ago a rider said to me, “If you see the ambulance move, you go—while the others stare.” “Even when it started the second drops,” Márquez said, “I pushed even more, and I said it was time to take a risk. “Then [began] the second race with Miguel [Oliveira]. He pushed. It was hard, was really hard to keep concentrated.” Márquez’s comments from earlier in the weekend revealed that although Sachsenring’s ten lefts and three rights favored his uninjured side, he was far from certain of what was possible. “Before I come in this weekend I say, OK, I will try to fight for the podium. I will try to be close to the top guys,’” Márquez said. “But the victory was low possibility. But I say, ‘If it’s the perfect condition, I will try.’” When asked if he would bet 10 euros on his winning, he said, “No, I would not bet 10 euros. That’s why I didn’t put on the soft tire [in qualifying; he qualified fifth]. I didn’t have the power to ride for pole, even if it was planned.” Again, as in previous races this year, qualifying times were very close, and a tenth of a second could set a rider back an entire whole row. Yet there remained Márquez’s incredible record of wins here—an unbroken string stretching back to 2010. Against that were ranged the Ducatis and their new turning capabilities—with Johann Zarco on pole and Jack Miller fourth—and the fast-improving Aprilia of Aleix Espargaró along with Oliveira’s KTM and its powerful new grip (which Miller characterized as “incredible”). Where was previous wonder-worker Quartararo and his strangely fast (because the other three are so slow) Yamaha? He had been quick through practice but lacked confidence in the front. At the start he fell back to sixth but was able to recover to third by the end, finishing 6.77 seconds out of first and behind Oliveira. Fabio Quartararo finished nearly 7 seconds behind Márquez in third. (MotoGP/)“We knew that in the second sector at turns six and seven,” Quartararo said, “we would have some problems, and so it was also in the race.” Márquez and Oliveira were not his focus (with 16 and 54 points respectively, to his own 115), but rather the Ducatis that follow him in the championship, second, third, and fourth. “I concentrated on finishing the race well, trying if possible to finish in front of the Ducatis.” Oliveira (KTM) said, “…the key moment of the race was when the rain came down and as we know Marc was able to understand quite quickly the grip level and he made the gap there. “Then when I got to the second place I tried hard. I put the pressure on him. “…but I didn’t have the best situation to manage the tire because I used a lot to…get to him.” Miguel Oliveira pushed hard to close the gap on Márquez, but it was not enough. (MotoGP /)Márquez was careful to say, “This victory gives me further motivation, but I’m still not the same Marc I was in 2019. It’ll take time and I already know that I’ll struggle in Assen.” The Dutch TT is next weekend—after which comes the summer break until August 8. He spoke of a half-hour phone call from five-time 500 GP champion Mick Doohan: “I was just listening, he was speaking everything. He was explaining his situation [when he was badly injured], but he was also like he was explaining my situation.” Singing my life with his words. Think what these men have overcome in order to return to their full abilities. Many a rider has, after a major accident, never fully returned. As Richard Gabriel described in his book, No More Heroes, something in the inaccessible part of the mind can become unwilling to again unlock that person’s full abilities. Longtime race watchers saw it happen to Freddie Spencer. After his accident he remained fast, graceful, and experienced—but he was not the trans-human force he had been. Think of being told your injury requires a second operation. Think of having to consider a persistent infection. That a third operation is needed. We can’t know what Márquez’s interior story has been, but we must respect his strength in coming this far. Onto something entirely different, which presents itself for our consideration. Recently, some riders have complained that using the holeshot device (which lowers ride height for the start) to enhance acceleration through a whole race creates a danger. During acceleration and the run down a straight, the suspension is in the low (dragster) position, but as the rider brakes, he releases it, allowing the bike to rise to normal ride height. Here’s the problem: At the same time the front is diving under braking force, the rear is rapidly rising from its previous latched-down position, and the two add up to such a rapid forward pitch that when the fork springs finally stop the motion, the remaining momentum can make the back end light or even lift it off the pavement. A dedicated rebound damper inactivated when the bike achieves normal rear ride height can mitigate this. That rebound damper can be adjusted, slowing the rate of rise back to any desired degree. Even now, it remains spooky to see one of the Ducati riders, preparing to make a practice start, reach up to the fork crown and twist something. Immediately some mysterious force pulls the rear of the bike down to its “dragster” position. And it works—the starts some riders are getting are a tremendous advantage; think of all the times riders have wasted their tires trying to make up ground lost at the start. If technology—winglets, spoons, fork fairings, variable ride height—makes you nervous, then you’re casting a vote for MotoGP to become a static vintage class while production bikes adopt the self-same advanced features. Mr. Dall’Igna at Ducati and the managers of all the other factory teams now encourage their engineers to propose blue-sky ways to boost performance, using R&D money that would traditionally have been spent on engines (which are for the moment “frozen”). Why didn’t we see Márquez’s win coming in the form of the usual predictor—long, fast tire evaluation runs in practice? Because he knows his stamina is not yet at 100 percent, and he can’t afford to squander his energy. It’s no different than saving your tires. But the other riders saw his improved level and were not surprised. You can be sure there was pressure aplenty. Racing costs every factory many millions. Did an HRC big cheese show up at Barcelona to personally evaluate the situation? Possibly. It’s not for nothing that so many riders now have psychological trainers to help them focus on what is possible rather than digesting themselves with performance anxiety. The present competitiveness in MotoGP has been a long time in creation, and now that it’s here it brings fresh problems. (Eat your hearts out, Formula 1.) Again there are complaints of riders riding qualifying slowly on or near the racing line in hope of picking up a tow. There is no guaranteed employment continuity in this business—its love is strictly conditional. Idling along waiting for a tow has long been the rule in Moto3, and we all know that the tighter the groups of bikes, the more likely it becomes that someone’s small mistake will bring them all down. Will Dorna have to add a system that continuously monitors everyone’s speed and electronically issues “tickets” to violators? I much prefer racing to courtroom drama, and hope a way forward can be found without more petty punishments and penalties. Onward to Assen. Source

2021 Royal Enfield Meteor 350 (Royal Enfield/)Ups The beginner cruiser market gains one more competitorImpressive, well-balanced handlingEngine power may not be jaw-dropping, but its mild-mannered delivery and lack of vibration provides a very relaxed rideWell-cushioned seat provides all-day comfortOozes timeless charmThree-year warrantyDowns Brake dive is noticeableBrakes have mushy communication and poor performanceSloppily-wrapped wiringVerdict Timeless good looks, impressively neutral handling, and all-day riding comfort is enough to sell many on the Meteor 350, and the sub-$5K price makes it even harder to resist. 2021 Royal Enfield Meteor 350 (Jeff Allen/)Overview Small-displacement cruisers are wonderful bikes that appeal to newer riders because of characteristically low seat heights, approachable power, and cool cruiser aura. The 2021 Royal Enfield Meteor 350 is one such bike, and it has a distinct cruiser charm and pleasingly smooth single-cylinder engine to attract any rider or skill level. Its air/oil-cooled single brings the currently reigning liquid-cooled singles some competition. Updates for 2021 The Meteor 350 is a new model for 2021. Pricing and Variants The blacked-out base Meteor, known as the Fireball trim level, is available for $4,399 with the upper trims increasing by $100. Stellar trim, which has chrome details and includes a passenger backrest, has an MSRP of $4,499, and the Supernova (also chrome details and passenger backrest, but adds front windshield) is priced at $4,599. Powertrain: Engine, Transmission, and Performance This small-displacement cruiser is powered by a 349cc air/oil-cooled electronically-fuel-injected single-cylinder engine that produces very smooth, approachable power for easygoing cruising. And we mean easygoing as the Cycle World-measured peak horsepower is 17.4 and peak torque is 18.2 pound-feet, but don’t let that discredit the mild-mannered engine since getting up to freeway speeds is doable, but tops out around 75 mph. The engine is notably vibration free thanks to a balance shaft. Shifting presents some mild issues since the toe-heel shift lever was difficult for test rider Serena McKnight to wedge a toe under, but the heel shifter was a suitable alternative to clicking through the five-speed gearbox. The clutch lever is meaty, but the pull is easy, McKnight reports. 2021 Royal Enfield Meteor 350 (Jeff Allen/)Handling The Meteor’s handling is impressive. The 41mm telescopic fork and twin downtube chassis remains incredibly steady through turns and that boosts confidence. The suspension provides excellent small-bump compliance for tackling the rough roads, and the center of gravity of the measured 418 pounds is low and stable. A criticism that McKnight points out is the soft rear twin tube emulsion shocks wallow in wavy pavement troughs. Taking leisurely cruises down urban roads and scenic byways is the Meteor’s happy place, but it is also a comfortable ride on the freeway with its straight-line stability. Brakes Braking is done by ByBre, specifically, a two-piston floating caliper and single-piston floating caliper grip on the 300mm and 270mm discs (front and rear respectively). McKnight reported mushy brake feel, but overall stopping power is adequate. Standard-issue ABS is there to help in panic-braking scenarios. 2021 Royal Enfield Meteor 350 (Royal Enfield/)Fuel Economy and Real-World MPG Real-world miles per gallon is currently unrecorded. Fuel capacity is 4.0 gallons. Ergonomics: Comfort and Utility Who can say no to all-day comfort? McKnight wrote that due to its fanned out, well-cushioned seat, the Meteor is superbly comfortable for all-day riding. The low 29.7-inch seat height is complemented by a relaxed reach to the bars, and pegs are slightly forward for a laid-back riding position. 2021 Royal Enfield Meteor 350 (Jeff Allen/)Electronics While its main competitors have full LED lighting systems, the Royal Enfield features a halogen headlight, with an LED running light and LED taillight. Where the Meteor outshines its competitors lies with the standard Tripper Navigation unit which displays turn-by-turn directions on a color gauge beside the larger analog speedometer gauge. ABS is also standard with the braking package. Warranty and Maintenance Coverage The three-year, unlimited-mileage warranty gives the owner one less thing to worry about. Three years is a substantial time frame especially considering competition often has one or two years’ worth of coverage. Quality Sloppily wrapped wiring is a bit of an eyesore, but overall the timeless, classic motorcycle look is executed nicely. 2021 Royal Enfield Meteor 350 (Royal Enfield/)2021 Royal Enfield Meteor 350 Claimed Specifications MSRP: $4,399–$4,599 Engine: 349cc, SOHC, air/oil-cooled single Bore x Stroke: 72.0 x 85.8 mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Electronic fuel injection Clutch: Wet, multiplate Engine Management/Ignition: N/A Frame: Twin downtube spine Front Suspension: 41mm telescopic fork; 5.1 in. travel Rear Suspension: Twin tube emulsion shocks, preload adjustable; 3.5 in. travel Front Brake: 2-piston floating caliper, 300mm disc w/ ABS Rear Brake: 1-piston floating caliper, 270mm disc w/ ABS Wheels, Front/Rear: Alloy Tires, Front/Rear: 100/90-19 / 140/70-17 Rake/Trail: N/A Wheelbase: 55.1 in. Ground Clearance: 6.7 in. Seat Height: 30.1 in. Fuel Capacity: 4.0 gal. Wet Weight: 421 lb. Contact: royalenfield.com Cycle World Tested Specifications Seat Height: 29.7 in. Wet Weight: 418 lb. Rear-Wheel Horsepower: 17.4 hp @ 6,090 rpm Rear-Wheel Torque: 18.2 lb.-ft. @ 2,860 rpm Source

Vespa’s 75th anniversary calls for a special model—and a celebration! (Piaggio/Vespa/)Italy has given the world countless beauty icons: actresses, great paintings, cathedrals, and some of the most gorgeous motor vehicles in the world. Today most motorcyclists think of Ducati when it comes to sexy bodywork, but it’s arguably little Vespa that deserves the credit. Recognizable worldwide, and now 75 years old, the Vespa not only mobilized the Italian workforce from the rubble of the second world war but did it in style. Best of all, a new Vespa is as beautiful today as it was with Audrey Hepburn sitting on the saddle decades ago. But let’s start at the beginning. Before Vespa there was Piaggio, founded back in 1884 by Mr. Rinaldo Piaggio, a gallant 20-year-old entrepreneur. Western countries were at last moving away from coal and steam, exploring oil and internal combustion. It was a time rich with incredible opportunity and ripe for a new generation of visionaries, businessmen who believed in their own capabilities. The French called it La Belle Époque, the beautiful age. Located in the port of Genoa, the original Piaggio company started out supplying interior components and furniture to the local shipyards, soon expanding its production to locomotives and railway carriages. When World War I erupted Rinaldo Piaggio looked to the sky and aircraft production, building new factories in Pisa and then in Pontedera. Between the first and second world wars, Piaggio grew to become one of the most prominent Italian aviation manufacturers, specializing in large, multi-engine aircraft. The company also established ties with Pratt & Whitney, manufacturing a number of R-1830 Twin Wasp engines under license; American readers will know the R-1830 powered the B-24 Liberator and C-47 transport. Piaggio went on to develop its own P.XII RC35, a twin-row 18-cylinder radial putting out 1,500 hp; four of these engines powered the Piaggio P.108, Italy’s only four-engined bomber. The man who started it all: Enrico Piaggio. (Piaggio/Vespa/)Speaking of bombers: Piaggio’s Pontedera factory employed up to 10,000 people until the B-17s and Pratt & Whitney-powered B-24s visited. After the smoke cleared the factory was in ruins. It was time to rebuild with a new vision. Enter Rinaldo Piaggio’s sons, Enrico and Armando, and their two-tiered approach to getting back to work. Armando was focused on the aviation business and rebuilding the Finale Ligure aircraft factory; Enrico took one look at the post-war Italian economy and saw no market for aircraft. He believed Italy really needed basic transportation. This would be the focus of the Pontedera factory. In the beginning, the Vespa factory (shown here in 1947) was pretty basic. Today, many readers have home garages that are better equipped! (Piaggio/Vespa/)Dr. Corradino D’Ascanio, aerospace engineer and Piaggio employee, was still at his desk in Pontedera. Known and respected for his creativity and ingenuity, he was on the team which built Italy’s first helicopter. Now his job was to design a two-wheeled vehicle, more accessible and utilitarian than a contemporary motorcycle, able to cope with the awful Italian roads. Ducati had Taglioni, but the father of the Vespa and the engineer who crafted its timeless style was Corradino D’Ascanio. (Piaggio/Vespa/)D’Ascanio didn’t really care about motorcycles, but thought something like a motorized scooter would work. A step-through frame would make it practical, but nothing available was inexpensive, reliable, or offered any weather protection. The very first Vespa prototype from 1946. All the elements are already in place. (Piaggio/Vespa/)With his aviation-engineering background, D’Ascanio started by drawing a unitized steel chassis/body. He gave it an engine/transmission/final-drive “power egg” and stuffed that under the center-rear section of the unibody and seat. The front of the vehicle was a one-piece element, a floorboard that ramped up to become a leg shield. This floorboard/leg shield featured a central backbone section to stiffen up the assembly and brace the steering axis. Contrary to legend, D’Ascanio never adapted the P.108′s tailwheel suspension to the new scooter’s front suspension, nor did its 98cc two-stroke engine have anything to do with the starting system of the P.XII RC35 radial. A single-sided trailing-link front suspension held an offset front wheel, making it easy to fix flats. The same was true at the rear. The engine was offset to the right of the swingarm/rear-wheel assembly, which explains the classic Vespa bulbous rear section: On the right sits the protected engine and transmission; on the left, a removable cowl covering the spare wheel. That bulbous rear section also inspired the new scooter’s name: Vespa. When Enrico Piaggio first saw it, he thought it looked like a wasp. Piaggio was granted its patents on April 23, 1946, and went into production just a few months later. The original version was powered by a 3.3 hp 98cc two-stroke single; a hand selector on the left handlebar controlled the three-speed transmission, along with a clutch lever. Check out this Vespa streamliner, which in 1950 set world speed records at Montlhéry, France, in the 100-mile, 500-mile, and 1,000-kilometer events. (Piaggio/Vespa/)The small two-stroke engine had a mean tendency to overheat and seize; again D’Ascanio came to the rescue, incorporating a forced ventilation cooling system including a fan and cylinder-head baffling. Production was just 2,484 units in 1946, but Enrico Piaggio sensed he had a winner and went all-in, betting his company on the Vespa. It was a magnificent gamble; the next year, 10,535 Vespa 98s rolled off the line, and a year after that 50,000. Piaggio then introduced a 125cc version with improved suspension and expanded internationally, signing licensing contracts with Hoffman-Werke in Germany and Douglas in Bristol in the UK. More licenses followed in France and Spain. By 1953 the 125cc engine was delivering 5 hp, and sales reached past 170,000 units. Vespa, not yet an icon, was succeeding purely on its practical merits, winning hearts and minds with its functionality and reliability. Thousands of Vespa fans started Vespa clubs, with enthusiasts from Italy to Argentina flogging their Vespas over insane distances: Milan to Tokyo, Copenhagen to Bombay, USA to Tierra del Fuego, London to Australia. Then, in 1953, came the film Roman Holiday, with Gregory Peck and Audrey Hepburn flashing through the streets of Rome on their Vespa. Now the whole world was watching and falling in love with the little wasp. The iconic machine that introduced Vespa to the world: the 1951 Vespa 125 which appeared in the film Roman Holiday. (Piaggio/Vespa/)Vespa’s continued improvement and innovation through the 1950s is best epitomized by the Vespa 150 GS, a machine inspired by the 10 very special Vespas that had taken part in the 1951 International Six Days Trial endurance event (now the ISDE). Like all previous Vespa engines, the 150 GS was a classic two-stroke with cylinder-port induction and forced-air cooling. But its 148cc displacement came from “square” 57mm by 57mm bore and stroke construction. A high-turbulence head and a new flat-topped piston helped it deliver 8 hp at 7,500 rpm through a four-speed gearbox. The wheels had grown too, up to 10 inches from the previous eight. Top speed was 101 kph (62.7 mph) The styling department gave the 150 GS a more muscular look with a broader, more stylish front shield and rounder rear bulges. A new cast-aluminum handlebar replaced the old steel-tube element and incorporated the headlight in its design. Given the generously rounded hips, the enthusiasts promptly called the Vespa 150 GS “Vespone”—the “-one” suffix denoting something bigger or larger. The 150 GS is the model most coveted by Vespa collectors. In 1964, D’Ascanio took on his last Vespa project, the tiny Vespa 50. This model was conceived to take advantage of a new traffic law allowing 14-year-olds to ride motorized two-wheeled vehicles up to 1.5 hp and capable of speeds up to 40 kph. The Vespa 50 is significant for two reasons: First, it exploited a new market segment, and introduced more young riders to the company. Second, the new engine canted the cylinder at 45 degrees (the earlier models set the cylinder horizontally). Most important of all, induction was now through the crankcase, with one of the crankshaft cheeks shaped to act as a sort of rotary valve. Simple and extremely functional, this new layout improved lubrication so efficiently that the premix ratio dropped to 50:1. Race Paris-Dakar on a Vespa? It’s been done! Note the spare fuel can on the rear, and the desert-spec air filter. (Piaggio/Vespa/)Full-sized Vespa models were facing a new challenge from the automotive side: Fiat had recently introduced the tiny Fiat 500. So the Vespa 50′s new engine architecture began to spread throughout the larger models, with a new 125cc unit going into production in 1966. At the same time the classic 150 GS grew to 180cc and then to 200cc. The latter was a real gas-guzzler, however, more of a pig than a wasp. To cover the 130 miles separating Bologna and Milan, I had to refuel twice, and I won’t even start about the lack of seating comfort. In 1968 Vespa shoehrned a new and more compact 125cc engine inside a slightly modified Vespa 50 body; enter the Vespa Primavera. And just in time: The larger Vespa models were declining in popularity, and the Primavera proved to be another great marketing intuition, and was Vespa’s financial lifeline from 1968 to 1978. Piaggio had acquired Gilera, but it never brought in much cash. The Agnelli family, of Fiat fame, came to the rescue, and Umberto Agnelli became Piaggio’s new CEO. As an example of how dire things became under Agnelli, his brightest idea was to change the name from Vespa to Cosa (Thing). Thankfully, in 1976 Chief Project Engineer Dr. Lucio Masut got things under control, refining the Primavera with a three-transfer-port cylinder and an electronic ignition to create the Vespa Primavera ET3. Two years later came the new PX series of 125, 150, and 200cc models, the latter with a separate lubrication system, obviating the need for premix. The Vespa PX is still in production in small batches because the die-hard traditionalists rate it the most classic Vespa of all time, an absolute must for any collector. In 1983 Vespa introduced the new Vespa junior model (PK), in 50cc and 125cc. The PX and PK are the last of Vespa’s two-stroke engines. Post-apocalyptic Vespa: Built for French paratroopers in the 1950s, the Vespa TAP 150 mounted a 75mm recoilless rifle on the scooter for anti-tank use. (Piaggio/Vespa/)In 1996 came Vespa’s first four-stroke, the ET4 125, which took the European market by surprise. More four-stroke models followed; in 2000 the ET4 50 set records for ultra-low fuel consumption, going 500 kilometers (310 miles) on a single tank. By 2003, Masut finalized his four-stroke revolution with the Granturismo 200L and 125L models. These were new machines from the ground up, featuring a new and much stiffer unibody structure that greatly improved handling. The steering response was vastly more precise, and teamed a front disc brake with an anti-dive front suspension. The engine, a modern liquid-cooled SOHC four-valve unit design, featured a highly oversquare bore and stroke (72mm x 48.6 mm) and producing 19.7 hp at 8,500 rpm. Gone was the hand-shifted four-speed, replaced by a modern automatic CVT. In 2006 the Vespa GT 200L passed the torch to the GTS 250, i.e., a solid improvement in terms of engine displacement and performance with further refinements to the unibody structure and chassis. The new liquid-cooled SOHC 250cc engine had the same 72mm bore of the 200, but with a longer 60mm stroke. In addition, it featured electronic fuel injection and a marginal power increase to 21 hp at 8,500 rpm. The GTS 250 also featured major braking upgrades: a rear disc and two-channel ABS. The growing success of the GTS 250 and 300 let Vespa do a little celebrating, and the team introduced a limited edition featuring touches of retro styling: The headlight moved back down onto the front fender, historical colors and graphics were used, and typical accessories of the past were offered. More meaningful evolution came from adopting 12-inch wheels and fatter tires. And of course, modern electronics, including a traction control system were employed, interfacing with the Vespa Mia app allowing personalized adjustments and controls. The latest Euro 4 updates helped the 300 gain almost three extra horsepower as well as more torque, making it the most powerful Vespa ever. Vesparados! Vespas have always had a huge fan base, inspiring rallies all over the world. This is in Mantua, Italy, in 2014. (Piaggio/Vespa/)The Vespa junior series went through a series of name changes, going from Primavera to S and back to Primavera, but there were no real substantial differences. Their big evolution came in 2014 with the new air-cooled SOHC three-valve 125/150cc engine, a modern design which replaced the previous air-cooled SOHC two-valve. Its 155cc displacement featured a square 58.0mm x 58.6mm bore and stroke, generating almost 13 hp. Two models, the Sprint and Primavera, were separated by minor details, the most meaningful being wheel size: 11 inches for the Primavera and 12 inches for the Sprint. The junior models also got front and rear disc brakes, ABS, and Vespa Mia. Finally, in 2015, the Vespa 946 went into production. The 946 was based on an ultrarefined concept bike featuring sheet-aluminum unibody; however, when it came time to put it into production, the marketing department opted for steel construction to keep the price in line. Still, it retained a number of solutions that set it apart from other Vespas: the right-side cowl complete with air intake and its seat design being the most evident. The 946 uses the excellent air-cooled SOHC three-valve 150cc engine. Lovely and expensive, it remains a limited-production model. The latest evolution of the Vespa is the Elettrica. While not specifically conceived as an electric vehicle, it shares the same basic steel unibody structure of the Primavera; after all, a Vespa must look like a Vespa, even when propelled by a 4kW motor, the most powerful allowed for a “moped” under Italian law. The Elettrica benefits from low insurance rates and no yearly road tax. When riding through urban traffic its lack of top-end power is meaningless, more than offset by the torque characteristics of an electric motor. The complete electric power unit was developed by Piaggio, including the air-cooled 4.2 kWh lithium-ion battery. While an appropriate addition for the times, the Elettrica’s sales numbers are modest. Still, about the time Vespa celebrated its 75th anniversary, it also topped a sales record of 19 million total units. Vespa’s electric-powered Elettrica model doesn’t use a gasoline-powered engine, but keeps the classic Vespa lines. (Piaggio/Vespa/)In those 75 years, Vespa has gone from using a cheap 3.3 hp two-stroke power unit to a modern and efficient 23 hp four-stroke; from rolling on 8-inch wheels to 12-inch rims; from tiny drum brakes to disc brakes and ABS. The list goes on. But at its heart, the most important aspect still remains: A Vespa is still a Vespa, unique and identifiable from miles away. They’ve always been practical. They’ve always been agile. They’ve always perfectly reflected the times. And most important, they’ve always made us smile. Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)Cycle World’s readership continues to surprise. I never expected the growing stream of comments on my recent flat motors story, which discussed engines such as BMW’s boxer twins and the Honda Gold Wing’s fours and sixes. As it happens, right around the time that Max Friz was laying out the BMW R32, several makers around the world, including Mercedes, were making or planning small opposed-twin aircraft engines. The design was clearly in the air at that time, and BMW’s lasting faith in the layout attests to its fitness. Reader lumpy rightly reminds me that VW and Porsche have built a great many successful flat engines. In their case, cooling is accomplished by use of a large blower that pushes cooling air through the fins of all cylinders equally. BMW’s R 1200 GS was the first boxer from the brand that featured water-cooling to critical areas of the engine. (BMW/)In aircraft use, the pressure required to push that cooling air through fins spaced as closely as 0.132 inch (in the case of the forged-and-machined heads of late postwar Wright R-3350s) had to come from the ram pressure of the aircraft’s speed through the air. B-29s really needed to be going 200 mph to ensure adequate cooling. In some cases even that was deemed insufficient, as Germany’s Fw 190 fighter and the US-built six-engined B-36 bomber had engine cooling fans. RELATED: The Advantages of Flat Motorcycle Engines Another reader, RZ500, shows admirable compassion for the rear cylinders of the four-row, 28-cylinder Pratt & Whitney R-4360 air-cooled radial (used on the aforementioned B-36, among other aircraft). “How to cool the rear cylinders?” he asks. At one time I had three of those engines in my shop, and can tell the tale. Between each slightly curving array of four cylinders and the next was a diagonal sheet-metal divider. One side of it, acting as the cold duct, brought cold air from the front of the engine, that air flowing sideways through the fins of each of the four cylinders it served. Subsequently, that heated air emerged into the next row’s “hot duct,” which also contained its exhaust pipes. The cold ducts tapered, largest at the front, smallest at the rear, while the hot ducts expanded from small at the front to wide at the rear, ultimately joining to flow out the ring of adjustable cowl flaps. Design chief Luke Hobbs had several alternative cooling schemes thoroughly rig-tested before choosing that as the best. The frequently commenting Ricardo Juliet called attention to the wonderful combination of a König flat-four liquid-cooled racing outboard powerhead and a Norton gearbox in a rather long motorcycle chassis, ridden by the late Kim Newcombe in the early 1970s. Newcombe and wife Janeen went to Europe in 1969; he worked at König and developed the idea of putting the engine in a bike. Have a look at the heartbreaking 2006 film Love, Speed, and Loss. Newcombe was able to give 500-class-dominating MV and Giacomo Agostini real competition, some of the first glimmerings that two-strokes could succeed in the 500 class. Our appreciated engineering scholar Basil presents the concept of “the in-line boxer” (q.v.) which avoids the problem of rod offset in a 180-degree flat twin by having three crankpins. The center one carries a single con-rod linked to one piston, while two other crankpins at 180 degrees to the first carry two con-rods linked to the other piston. This places both pistons in the same plane. Longtime BMW riders will remember that, as the original 500 flat twin was enlarged in steps to its present 1,250cc size, its oscillation around a vertical axis through the crankcase (known to me as “BMW buzz”) increased with growing piston weight to the point that the makers now provide a balancer to cancel it. Erica writes to say that the Bavarian flat twin “feels like riding a tractor.” My chemist friend who values his BMW as a platform for mind-clearing revels in his BMW’s “steadiness,” and was clearly sincere when he said to me, “I just can’t understand why anyone would want any other make of motorcycle.” But Erica clearly does, and sales of such things as blazing 600 sportbike fours revving to 16,000 rpm were lively for years. To each his or her own. Ed wants us to remember rotary engines, but doesn’t say whether he means Wankel rotary-piston engines or the World War I aircraft rotary radials whose crankcase and cylinders whirled around while their crankshafts were stationary, bolted to the firewall. Why such craziness? Two reasons: First, the whirling engine was its own flywheel; second, cylinder heads whirling about at 200 or more feet per second could still be well-cooled even though early-war aircraft barely had any airspeed at all, putt-putting along at 60 mph. Saddle Burns writes to remind us that there’s a difference between low center of mass (useful on heavy tour bikes because they try less hard to fall over at stoplights) and mass centralization. Erik Buell had fancy mass properties rigs in his factory to make sure that his bikes could change direction quickly. The analogy is between a 24-pound ladder, 8 feet long, and a 24-pound cannonball, just under 6 inches in diameter. The cannonball has excellent mass centralization! Reader keechmabreeks would have liked to see mention of Douglas motorcycles, which were twins with one air-cooled cylinder forward and the other backward. And there they were, in the last paragraph of my “flat motors” article. Douglas oriented the cylinders of its flat twin front to back. (Gérard Delafond / Wikimedia Commons/)A parting shot from RZ500 calls attention to video of a Short Brothers Stirling bomber, its quartet of Hercules sleeve-valve 14-cylinder radials visibly smoking on takeoff as it drags a troop-carrying invasion glider into the air. Only a part of that smoke came from lube oil: to increase engine power for takeoff, the fuel mixture was enriched 20–30 percent as a means of limiting flame temperature and avoiding detonation (an abnormal and destructive form of combustion) while on high supercharger boost. That extra fuel released the black free carbon you see in the exhaust. You’ll see the same for any of the other great air-cooled radials, roaring and laboring down the runway on takeoff power. It was similar for air-cooled motorcycle engines, especially in racing. Engines were run one or two sizes rich. Why? Tuners had discovered that although best-power jetting made the first three laps really fast, jetting rich (more fuel in relation to air in the mixture) could lessen the slow-down that resulted from overheating. Fuel-cooled. The variety of these reader responses gives assurance that none of us ever need be bored, and for that we should all be thankful. Source

The 2022 Grom adds more than new colors. An extra gear, a new oil filter, and bigger tank are part of the changes. (Honda/)This is the land of $100,000 pickup trucks with bed rails that come to your eyebrows. Of Big Macs and bigger gulps. Of superhighways and megayachts. Where the word “small” might as well have four letters. Despite this, Honda has built an empire by selling Americans an armada of tiny motorcycles. None of it makes any sense. How could a nation with Manifest Destiny tattooed on its eyelids fall in love with any machine with less horsepower than your lawnmower? But Honda has sold around 10,000 Groms per year in the US since the tiny bike bowed in 2014. A higher 10.0:1 compression ratio and longer stroke help add power down low while maintaining the Grom’s excellent fuel economy. (Beth Bowman/)That makes it one of the best-selling motorcycles in America. And this year, Honda debuted the bike’s first real mechanical refresh. The 2022 Grom has a new higher-compression 124cc engine, jumping from 9.3:1 to 10.0:1. It’s good for a dazzling 9.7 hp and 7.7 pound-feet of torque. Engineers decreased the bore and increased the stroke for more grunt lower in the rev range without dinging the bike’s baffling 155-mpg estimated fuel economy. And the engine comes with a removable oil filter for the first time (earlier models made do with an oil spinner). The transmission is now a wide-ratio five-speed, replacing the old four-speed. All right, but none of that explains the draw, how a machine with a cylinder smaller than a coffee cup could woo us all and find a home in the hearts of longtime and first-time riders alike. Part of the charm is the bike’s complete lack of ego. It has exactly nothing to prove, leaving tired superlatives like “fastest” and “most powerful” to other idiots. Its new, wider seat is low and comfy. The bars are tall, so the rider sits upright. Everyone wants to throw a leg over it. And they can; the physical barrier to entry is lower than a ten-speed bicycle, which explains why Honda says 30 percent of Grom buyers are new riders. This thing is a riding gateway drug. SP trim nets you gold fork legs, wheels, and calipers, plus the red, white, and blue livery. (Honda/)For the rest of us, it feels like those machines we knew as kids. The Z50s and XR50s. Spend five seconds behind the bars, and you’re high on that same illicit thrill you got blitzing through your neighbor’s backyard just before dark. That little voice, long dormant, begins whispering in your ear again. “You can take this anywhere.” We spent a few hours ripping around the hills near Barber Motorsport Park in Leeds, Alabama, a handful of grown men laughing like jackals as we clung to our momentum through each corner, drafting each other on the exit in a desperate press for 65 mph. It’s hard to ride the thing without hearing the Wicked Witch’s theme in your ears. When was the last time you blitzed past a cop at wide-open throttle and he didn’t even bother to look up? (Honda/)At a claimed 227 pounds for the non-ABS model, it weighs next to nothing. Seems like you could pick it up and put it in your pocket. That combination of low mass and low power makes the Grom friendly for beginners and an accomplice for everyone else, turning otherwise level-headed riders into hooligans. But even at its most naughty, you’re never exceeding the speed limit. Cops look on and shake their heads, laughing. Like all good Hondas, the Grom’s engine is happiest when it’s screaming its head off. Claimed output numbers show peak torque comes on at 5,500 rpm, and peak horsepower comes along shortly after at 7,000 rpm, but the single is happy to pull all the way up to its 9,000 rpm fuel cutoff. Acceleration isn’t quick, but it’s more than enough to contend with modern traffic in town. The ’22 Grom now has a 38-tooth rear sprocket, up from the 34-tooth piece on earlier models, and it helps the bike get up to around 63 mph of its own accord. Tuck in behind a buddy, get a big downhill on your side, and you might be able to squeeze another 10 mph out of the bike. I promise you: 73 mph has never felt faster. Handsome? Sure. In a sentient vacuum kind of way. (Beth Bowman/)Riding with a group of Groms feels like Mario Kart made real. When you’re playing with single-digit horsepower, missing a shift can be the difference between keeping pace and watching your friends ride off into the sunset. Likewise, acing an apex can close a gap in a heartbeat, and skipping dessert at lunch might just put you at the head of the pack. There’s no massive swell of power to hide your sins, so you better ride tidy. The Grom turns every two-lane into your own GP course while never coming close to exceeding the speed limit, more fun per pound than anything else on two wheels. Nothing about the Grom is cutting edge, and that’s fine by us. (Beth Bowman/)An adorable 31mm inverted fork keeps the front end up while a single shock serves the rear. None of it is space-age stuff, but there’s so little mass to the machine that it doesn’t matter. Same with the brakes. A tiny two-pot caliper squeezes a 220mm disc up front, while a single-piston piece works a 190mm disc in the back. They wouldn’t look out of place on a golf cart, but they do the job of bringing the Grom down from top speed well enough. Base models start at $3,399, but I’m a sucker for a gold fork and wheels, so the SP trim gets my vote at $3,499. ABS will cost you another $100, plus a few pounds. Depressed? Bored? Take two and call us in the morning. (Beth Bowman/)That’s shockingly little money for the amount of joy the Grom brings to the world. Everywhere we rode onlookers were glad to see the little bikes, kids and adults waving or laughing. I’ve never seen anything like it. Maybe that’s what motorcycling has been missing all these years. Maybe that’s what Honda figured out early and never forgot: that bigger rarely means better. 2022 Honda Grom Specifications MSRP: $3,399 (base) Engine: SOHC, air-cooled single; 2 valves/cyl. Displacement: 124cc Bore x Stroke: 50.0 x 63.1mm Compression Ratio: 10.0:1 Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 9.7 hp @7000 rpm Claimed Torque: 7.7 lb.-ft. @ 5500 rpm Fuel System: PGM-FI Clutch: Wet Engine Management/Ignition: Electronic Frame: Steel mono-backbone Front Suspension: 31mm telescopic fork; 3.9 in. travel Rear Suspension: Single shock; 4.1 in. travel Front Brake: 2-piston caliper, 220mm disc Rear Brake: 1-piston caliper, 190mm disc Wheels, Front/Rear: 10-spoke cast wheels; 12 in. Tires, Front/Rear: 120/70-12 / 130/70-12 Rake/Trail: 25.0°/3.3 in. Wheelbase: 47.2 in. Ground Clearance: 7.0 in. Seat Height: 30.0 in. Fuel Capacity: 1.6 gal. Claimed Wet Weight: 227 lb. (non-ABS) Availability: Now Contact: powersports.honda.com Source

2021 Ducati Multistrada V4 S (Ducati/)Ups Engine update to spring-operated valves, plus the engine produces more powerDucati keeps the electronics coming with new radar systemLonger service intervalDucati-level quality standardsDowns No more desmoPriceyTired of tech? This model may have too much tech for someVerdict The Multistrada continues to meet the demands of a wide range of uses as a heavily revised, tech-laden adventure-tourer, arguably one of the most tech-rich on the market. This Ducati continues its engine’s developments with the drop of desmo for the conventional spring-valve configuration. 2021 Ducati Multistrada V4 S (Ducati/)Overview The Ducati Multistrada enters its fourth generation with some major changes for the 2021 model year, namely with the new V4 Granturismo engine. As the flagship adventure-tourer of the Ducati lineup, the Multistrada straddles the line of a dual terrain conqueror and practical, daily sport-tourer. Long-travel suspension, large 19-inch front wheel, and low-end response of the engine aids in the dirt, while new integrated navigation and cornering lights support the tour or daily use. Get your adventure gear ready. Updates for 2021 Ducati’s flagship adventure-tourer, the Multistrada faces the major change of replacing its well-known desmodromic valve engine with the conventional spring-operated valved V4 Granturismo engine. Other updates include a new double-sided swingarm, shorter wheelbase (now 61.7 inches), new cast-aluminum pyramid-shaped monocoque chassis (with reduced rake and trail), improved subframe, an integrated navigation system, and the industry’s first front and rear radar. 2021 Ducati Multistrada V4 S Sport (Ducati/)Pricing and Variants The base Multistrada starts at $19,995, followed by the $24,095 V4 S, and then the V4 S Sport at $26,095. The S variant offers two color options and two different wheels (alloy or spoked—pricing varies depending on color option and wheel type), cornering lights, vehicle hold control, Ducati Skyhook suspension, Ducati Quick Shift, 6.5-inch TFT display with Ducati Connect and full-map navigation system, and a full LED headlight. The V4 S Sport has the same electronics equipment as standard on the S, however, takes the package even further with model-specific livery, Akrapovič exhaust, and carbon front fender. Powertrain: Engine, Transmission, and Performance The Multistrada’s headlining change lies in the powerplant, now the V4 Granturismo engine. The Multistrada, and many Ducatis, are well-known for the desmodromic valve timing, but this swap has been made in order to increase the service interval (now 37,250 miles), meet Euro 5 standards, and ultimately be cost effective. Cycle World’s Italian correspondent Bruno dePrato considered this engine change a “very logical choice.” Ducati claims this engine will produce 170 hp at 10,500 rpm and 92.2 pound-feet at 8,750 rpm. When Motorcyclist reviewed the V4 S, test rider Adam Child reported: “On the road, fueling is perfect and the V4 is smooth and chilled. In the dedicated Urban riding mode [one of four available], it’s particularly easy and user-friendly to ride, while the new chassis has none of the top-heavy, intimidating feel of some adventure bikes. With the manually operated screen fully upright there is little wind noise, and comfort and ride quality are all-day excellent. In fact, with the BSD system watching your back and the ACC managing and monitoring the traffic in front, the Multi V4 S experience is super relaxed.” 2021 Ducati Multistrada V4 S (Ducati/)Handling In terms of handling, Motorcyclist’s Adam Child stated: “The V4 S does not turn like a ponderous, 536-pound adventure bike running on a 19-inch front tire either. Instead, steering is accurate and the bike deceptively nimble, even at speed, while refined cornering ABS and powerful Brembo Stylema front brakes are always on hand if you should dive in a little too hot.” Brakes And that transitions into brakes; the V4 stops with Brembo Stylema four-piston calipers with a 320mm (330mm for V4 S and V4 S Sport) front disc, 265mm rear disc, and three-level adjustable cornering ABS. As Adam stated, the brakes are powerful and the cornering ABS is refined. Fuel Economy and Real-World MPG Real-world miles-per-gallon figures are currently unavailable. 2021 Ducati Multistrada V4 S (Ducati/)Ergonomics: Comfort and Utility “The slim seat allows you to move freely whilst standing up, the high bars are more accommodating, the mirrors don’t get in the way of your arms, and there is lots of peg room for bulky boots,” Adam Child covered. If adjustments are needed to the handlebar position, that adjustment is easily made. Electronics When it comes to electronics, the Multi has a long free-flowing list that is worn as a badge of honor. This model’s IMU manages electronics such as the cornering ABS, wheelie control, traction control, and the S version’s cornering lights. The S also sees vehicle hold control, semi-active Ducati Skyhook suspension, and a new left-handlebar joystick to navigate through the menu on the adjustable 6.5-inch TFT unit (5-inch unit on base). A USB connector is also located in the tank compartment. The radar system is one of the newest technological components of the Multistrada and the manufacturer says this allows the use of Adaptive Cruise Control (ACC) and Blind Spot Detection (BSD). Warranty and Maintenance Coverage The Multistrada has a two-year unlimited-mileage warranty. Roadside assistance is also available within the Limited Warranty coverage period. Quality Ducati’s quality is second to none, and that is reflected in the continuous advancement of the Multistrada. The revised engine, chassis, and integrated tech continue to keep this rig at or very near the top of the adventure-touring segment food chain. 2021 Ducati Multistrada V4 S (Ducati/)2021 Ducati Multistrada V4 Claimed Specifications MSRP: $19,995–$26,095 Engine: 1,158cc, DOHC, liquid-cooled V-4; 16-valve Bore x Stroke: 83.0 x 53.5mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Fuel injection w/ 46mm throttle bodies Clutch: Wet, multiplate slipper clutch; hydraulic actuation Engine Management/Ignition: N/A Frame: Aluminum monocoque Front Suspension: 50mm USD fork, fully adjustable; 6.7 in. travel Rear Suspension: Marzocchi monoshock, fully adjustable; 7.1 in. travel Front Brake: Radial-mount 4-piston caliper, 330mm disc w/ cornering ABS Rear Brake: 2-piston caliper, 265mm disc w/ cornering ABS Wheels, Front/Rear: Alloy cast wheels (base/S/S Sport), alloy spoked (optional on S); 19 x 3.00 in. / 17 x 4.5 in. Tires, Front/Rear: Pirelli Scorpion Trail II; 120/70-19 / 170/60-17 Rake/Trail: 24.5°/4.0 in. Wheelbase: 61.7 in. Ground Clearance: 8.7 in. Seat Height: 33.1–33.9 in. Fuel Capacity: 5.8 gal. Dry Weight: 478 lb. (base/S Sport)/480 lb. (S) Contact: ducati.com Source

Yamaha did not lose the MT-07′s easy-to-like character in the updated 2021 model. (Jeff Allen/)The most impressive thing about Yamaha’s MT-07, now updated for 2021, is who’s been buying the prior versions. The MT has been one of Yamaha’s best-selling motorcycles in the US since it was introduced, as a FZ, in 2014, with a total of 25,000 sold. It’s been purchased by almost as many members of Generation Z as by boomers. And while 27 percent of the owners have just bought their first motorcycle when they picked up their MT-07, even more (36 percent) of them have been riding for more than 20 years. What is it about this machine that gives it such broad appeal? And has Yamaha sustained it with the new version? The appeal starts with the concept. According to Aaron Bast, senior product planner at Yamaha Motor Corporation, USA, the MT-07 has always been focused on delivering three things: easy sports excitement (defined by torque and agility), easygoing character, and smart value. The purchase price was perhaps the thing that most defined the first 07: It was introduced seven years ago at what was then a mind-blowing suggested retail of $6,990. Even the 2021 version, with its LED headlight, standard ABS braking, and other upgrades, has only gone up from that number by 10 percent, to $7,699. The Yamaha MT-07′s pricing has increased 10 percent in the seven year since it’s introduction. The 2021 MT-07 has a MSRP of $7,699. (Jeff Allen/)2021 Yamaha MT-07 Engine Details As engineers like to point out, it’s harder to build a really good inexpensive bike than a high-priced, high-performance superbike. From the beginning, Yamaha was focused on keeping the MT-07′s design simple, doing only what added value and nothing else. Take the 07 engine: It’s a 689cc twin-cylinder in the same family as the three-cylinder MT-09 engine; the two share a four-valve combustion chamber, a valvetrain design, and their general layout. But the MT-07 goes for a proportionally longer stroke, with valve timing that even further emphasizes midrange over high-rpm power. This engine is the product of a company that never gave up on the parallel twin, a company that reinvigorated the configuration with a 270-degree crankshaft that gave it the firing order and much of the feel of a 90-degree V-twin. It’s an engine whose mild tuning has allowed Yamaha to continue to use, even in 2021, standard rider-controlled throttle bodies rather than more expensive throttle-by-wire. Yamaha’s plucky CP2 engine gets updates to conform to Euro 5 regulations. (Jeff Allen/)The engine changes for 2021 are focused on what had to be done to meet Euro 5 regulations, including a new intake system with shorter intake runners, a redesigned exhaust with the catalytic converter moved forward for quicker warm-up, and a couple other minor changes for rideability and durability. The exhaust-valve seats are made of an alloy with higher cobalt content to handle the higher heat brought by the Euro 5-compliant calibration, and the dog spacing on second and third gear has been tightened by about 5 percent for less drivetrain lash. The new valve seats also allow the valve check interval to be moved out to 26,600 miles. When we dynoed the 2021 machine, we found that the power and torque were very similar to past years, with a peak of 67 hp and 42 pound-feet. Short gearing and a flat torque curve ensures the MT-07′s hooligan character remains intact. (Jeff Allen/)How Does the 2021 Yamaha MT-07 Ride? Riding the 2021 reassured us that the bike’s hooligan character remains unchanged. With relatively short gearing and a torque curve that stays above 40 pound-feet from 3,500 to 8,800 rpm, the MT-07 rockets away from traffic lights. It’s a machine that feels strong anytime 4,000 shows on the tach; a machine that you can ride like a supersport, keeping the rpm high, or relax a little and let the torque pull you along with less engine speed. The twin-cylinder feels relaxed on the freeway, only starting to get a little buzzy if the speed is pushed above 80 mph in sixth gear. It’s a 407-pound bike that feels much lighter. Some of that is because the 2021 got a handlebar that’s 1.3 inches wider and is positioned about half an inch higher and closer to the rider, for a slightly more upright riding position and more steering leverage. The MT feels like you can place it anywhere on the road at any time. It’s quick and responsive and agile, a motorcycle that will make any rider feel as if his skills have improved just by hopping on. You can place the MT-07 anywhere you want it on the road with ease. (Jeff Allen/)The front brakes are also noticeably more powerful, as the front discs have grown to 298mm (up 16mm from prior years), and ABS is standard on all US 07s. There are still limits to what $7,700 will buy you, and the MT hasn’t gained any of the sophisticated traction control, lift control, or cornering ABS of its 900cc stablemate. Neither has it received the inertial measurement unit (IMU) that would enable those systems to function. But the discs are now round rather than wave-rotor shaped, and the standard ABS system prevents wheels from locking and kept the rear wheel on the ground during the few stops that were hard enough to engage the front ABS. The front brake rotors have increased in size to 298mm and are round rather than wave or petal shaped. (Jeff Allen/)The LED headlight, though, is cosmetically similar to the MT-09′s projector unit, and is one of the more controversial styling features of the 2021 MTs. It’s a clever headlight, with its low beam controlled by two projector lenses and the high-beam shaped through an internal reflector and the big front lens. The compact headlight allows the entire front of the bike to be pulled closer to the fork, a compact look that Yamaha stylists very much wanted. Not everyone is prepared for the stark modernity of the small headlight. But no one will complain that the headlight is brighter or has a better beam pattern, just as no one will dislike the more compact LED turn signals the new 07 has received, or the two LED running lights that bracket the headlight. Similarly, the 07 foregoes the full-color TFT dash of the 09, but gets a revised cluster of its own with white numerals and bars on a black background. It has an analog tach gauge, a digital speedometer, a bar graph for fuel level, and a gear indicator. The tripmeter can be set with controls on the left-hand switch cluster. 2021 Yamaha MT-07 Chassis Details Much of the chassis remains unchanged. The tubular steel chassis is dimensionally similar, and the Kayaba rear shock and 41mm Kayaba standard front fork return; the shock is still stroked directly by the swingarm, without a linkage. This is certainly one of the things that helps Yamaha meet its value target. And very occasionally, say when riding over sharp-edged bumps, you might wish for a more sophisticated suspension system. But generally, the MT’s suspension just works, and it won’t leave you worrying about whether you have set it up correctly. Only the shock offers choices, with preload and rebound damping adjustments available. The MT-07′s shock is adjustable for preload and rebound; the fork is non-adjustable. (Jeff Allen/)A lot of the MT-07 is like that: The specifications may be a little disappointing if you’re looking for the newest and the latest with all the clicks and contrivances. But the bike is so much fun to ride and its engine is so charismatic that you find yourself not caring. Yamaha’s new YZF-R7 sportbike, built around this same basic engine, gets a dual-acting slipper clutch, for example. But on initially riding the new MT, we weren’t even sure whether it had a slipper clutch or not, even when downshifting under hard braking in an attempt to get the rear wheel to hop or disobey, only to find it stayed resolutely in line. The answer: It doesn’t have a slipper, and it doesn’t really need one. The MT-07 feels new but still familiar as the good-times machine it has always been. (Jeff Allen/)As many, many motorcyclists have found, Yamaha has reduced the motorcycle to its sporting core in the MT-07 by giving you the things that you really need, the things that reward you, and then stripping almost everything else away. It’s a brilliant job of engineering editing. For 2021, the Tuning Fork engineers have changed enough to make the MT seem new while keeping everything that has made a broad array of motorcyclists happy before. Bravo. 2021 Yamaha MT-07 Specifications MSRP: $7,699 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 689cc Bore x Stroke: 80.0 x 68.6mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 67 hp @ 8,700 rpm Cycle World Measured Torque: 46.3 lb.-ft. @ 6,250 rpm Fuel System: Fuel injection Clutch: Wet, multiplate; cable actuated Frame: Tubular steel double backbone Front Suspension: KYB 41mm right-side-up fork; 5.1 in. travel Rear Suspension: KYB shock, preload and rebound damping adjustable; 5.1 in. travel Front Brake: Advics 4-piston calipers, dual 298mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 245mm single disc w/ ABS Wheels: Cast aluminum Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 24.8°/3.5 in. Wheelbase: 55.1 in. Ground Clearance: 5.5 in. Seat Height: 31.7 in. Fuel Capacity: 3.7 gal. Cycle World Measured Wet Weight: 407 lb. Availability: Now Contact: yamahamotorsports.com Source

2021 Yamaha WR250F (Yamaha/)Ups Very little clutch use required thanks to well-spaced gear ratios and sufficient roll-on powerHighly praised stock suspension is softer than the YZ250F, but maintains plenty of bottoming resistanceLower gears are useful when navigating technical terrain; second gear in particular has good low-speed capability and can pull longer than expectedDowns Engine is difficult to start when in gearAdjustments to the ergonomics are preferredNo stock hand guardsVerdict When you pull DNA from the top-of-the-class YZ250F, there aren’t many downsides. The WR250F is a capable four-stroke enduro with plenty of power, suspension comfort, and handling capability for great trail riding. 2021 Yamaha WR250F (Yamaha/)Overview The 2021 Yamaha WR250F is based on the YZ250F motocross platform, but with an enduro, trail-focused spin. It differs from the YZ-F by including a skid plate, 18-inch rear wheel, 2.2-gallon fuel tank, radiator fan, sealed O-ring chain, enduro meter, steel rear sprocket, different ECU tuning, spark-arrestor-equipped muffler, a headlight, taillight, and kickstand. The combination of these qualities make the quarter-liter WR-F ready and willing to tackle technical trails. Updates for 2021 Seeing as the 250 enduro received several updates last year, the only changes seen are in its appearance, namely in the form of a blue headlight, blue side number plates, black fork guards, and new graphics. Pricing and Variants At $8,599, the WR250F is $300 more than the bLU cRU’s motocrosser of the same displacement. Powertrain: Engine, Transmission, and Performance Accelerating the WR250F up and down trails is a 250cc liquid-cooled four-stroke engine. In order to make it suitable for enduro-style riding, it is equipped with a spark-arrestor-type muffler approved by the Forestry Service and unique ECU tuning. Other than that, the engine is the same as its off-road model counterpart, the YZ250FX. In his review on Dirt Rider, Allan Brown noted that the engine runs very well, but its muffler does decrease power output, making it produce 1.7 and 2.9 hp lower than the YZ250FX and YZ250F, respectively. When this enduro-focused machine was put on the in-house Cycle World dyno the result was 36.1 hp at 12,000 rpm and 17.9 pound-feet of torque at 8,100 rpm at the rear wheel. First and second gears of its six-speed gearbox are particularly useful, Brown writes, because when in second gear throttle response was not lost at crawling speeds and that gear could be used longer than expected. This made for reduced shifting in low-speed, technical trail sections. Fourth, fifth, and sixth have a little more of a noticeable gap on the wide-ratio gearbox. Brown continues, “The 2021 WR250F engine has received a clutch basket update for durability, and the overall performance remains very good. Even though the engine is slightly restricted, clutch fade is almost nonexistent due to good gear ratios and sufficient roll-on power to make abuse of the clutch unnecessary.” 2021 Yamaha WR250F (Yamaha/)Handling In short, the WR250F is very comfortable to ride. Its highly praised KYB Speed Sensitive System (SSS) coil-spring-type fork and KYB shock have different valving and spring rates specific for enduro, and have a softer feeling compared to the motocross version, but offer plenty of bottoming resistance. Suspension travel is listed at 12.2 inches (front) and 12.5 inches (rear). Because suspension is softer, Brown reports that it helps the bike “corner well without losing any of the Yamaha trademark stability.” “Straight off the showroom floor,” he said, “I was able to ride the WR250F to 90 percent of my comfort zone and enjoy every minute of it.” Brakes With a front Nissin two-piston caliper, 270mm disc and rear Nissin single-piston caliper, 245mm disc, the WR-F has a 5mm larger rear disc than the YZ250F, which we reported had plenty of stopping power, but its brakes were not as strong as the KTM 250 SX-F’s and Husqvarna FC 250′s Brembos. Still, the WR250F’s Nissin brakes are some of the most progressive on the market. 2021 Yamaha WR250F (Yamaha/)Fuel Economy and Real-World MPG While miles per gallon is currently unlisted, the WR250F has a 2.2-gallon fuel tank which is 0.6 gallon larger than the YZ250F motocrosser. This tank size fits within the confines of the bodywork without any unusual protrusions. Ergonomics: Comfort and Utility Test rider Brown would prefer a slightly taller seat for the WR250F, but the aftermarket is a great source for those types of modifications. Riders taller than 6 feet would also consider repositioning the handlebar in order to open up the cockpit. Being an enduro machine, we would have also liked to see hand guards come stock. 2021 Yamaha WR250F (Yamaha/)Electronics The WR250F features electronics such as an electric starter, headlight, taillight, and an enduro meter that lists two tripmeters, and a race mode that features an average speed display and timer. Warranty and Maintenance Coverage The 2021 WR250F comes with a 30-day limited factory warranty. Quality With YZ250F DNA coursing through this enduro-tuned 250cc liquid-cooled four-stroke machine, the WR250F provides usable power for technical riding. Many trail riding features are stock, but patrol the aftermarket for a taller seat and hand guards. 2021 Yamaha WR250F (Yamaha/)2021 Yamaha WR250F Claimed Specifications MSRP: $8,599 Engine: 250cc, DOHC, liquid-cooled, single-cylinder four-stroke Bore x Stroke: 77.0 x 53.6mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Mikuni fuel injection w/ 44mm throttle body Clutch: Wet, multiplate Engine Management/Ignition: N/A Frame: Aluminum bilateral beam Front Suspension: KYB Speed-Sensitive System (SSS) coil-spring fork, compression and rebound damping adjustable; 12.2 in. travel Rear Suspension: KYB shock, spring preload, high-/low-speed compression and rebound damping adjustable; 12.5 in. travel Front Brake: Nissin 2-piston caliper, 270mm disc Rear Brake: Nissin 1-piston caliper, 245mm disc Wheels, Front/Rear: Spoked wheels; 21 in. / 18 in. Tires, Front/Rear: Dunlop MX3S; 80/100-21 / 110/100-18 Rake/Trail: 27.2°/4.6 in. Wheelbase: 58.3 in. Ground Clearance: 12.6 in. Seat Height: 37.6 in. Fuel Capacity: 2.2 gal. Wet Weight: 254 lb. Contact: yamaha-motor.com Cycle World Tested Specifications Seat Height: 37.6 in. Wet Weight: 254 lb. Rear-Wheel Horsepower: 36.1 hp @ 12,000 rpm Rear-Wheel Torque: 17.9 lb.-ft. @ 8,100 rpm Source

2021 Yamaha YZ250FX (Yamaha/)Ups The 250cc four-stroke engine excels at midrange torque and even nips at the heels of 350cc enginesFree Power Tuner app expands the engine’s versatilityWell-balanced handlingConfidence-inspiring suspensionDowns Slightly wide compared to competitionPocketed seat limits rider maneuverability when sittingHas difficulty starting in gearVerdict Although it may feel wider and also place the rider further back in its seat, the Yamaha YZ250FX provides a confidence-inspiring suspension package and manageable power for a ride that has the capability to conquer the off-road terrain and its competition. 2021 Yamaha YZ250FX (Yamaha/)Overview The Yamaha YZ250FX is the cross-country version of the YZ250F. It is designed with Grand National Cross Country (GNCC) and Hare Scramble races in mind with its six-speed transmission, 2.2-gallon fuel tank, 18-inch rear wheel, and skid plate. The front-intake, rear-exhaust engine design is what Dirt Rider’s Allan Brown says helps make the bike so powerful by 250F standards and contributes to it being a very versatile bike in stock trim. Updates for 2021 For 2021, the YZ250FX sees no mechanical changes after being heavily updated the year prior. However, it does have an aesthetic change with different number plate and fork guard colors. Pricing and Variants The YZ250FX is available in Team Yamaha Blue for an MSRP of $8,499. Powertrain: Engine, Transmission, and Performance The FX powers across GNCC-style terrain via its 250cc liquid-cooled four-stroke single-cylinder engine. Test rider Brown said that this engine, which is based on the YZ250F motocross model, has “amazingly broad power and strong durability,” and is even considered to be just about flawless, and it could compete with larger-displacement models such as the Husqvarna FX 350. When put on our in-house dyno, this single sent 37.8 hp at 12,200 rpm and 18.3 pound-feet of torque at 8,400 rpm to the rear wheel. One complaint Brown had was that the 250 has difficulty starting, especially in gear, but an upgrade to the battery and keeping the clutch cable snug are two solutions he recommends. 2021 Yamaha YZ250FX (Yamaha/)Handling Like the carryover of the engine, the FX plucks the chassis from the F model as well. Brown reports, “The bike’s broad, easy-to-use engine power, good stock suspension settings, and equal balance of stability and cornering make it very easy to get comfortable on.” Suspension components include a fully adjustable 48mm KYB Speed Sensitive System (SSS) coil-spring-type fork and fully adjustable KYB shock. Suspension is confidence-inspiring with its proficiency at tackling a variety of technical trails and higher-speed terrain, and offers adjustability useful to riders of varying weights and skill levels. Brakes Front brake feel from the Nissin two-piston caliper/270mm disc combo is reported to be the most progressive in the market, Brown stated. Some might love that and others might not—that choice comes down to personal preference. A Nissin one-piston caliper and 245mm disc serves as stopping power out back. 2021 Yamaha YZ250FX (Yamaha/)Fuel Economy and Real-World MPG Fuel economy numbers are not listed by the manufacturer. Fuel capacity is listed at 2.2 gallons. Ergonomics: Comfort and Utility Ergonomics are easily identifiable as Yamaha with a “distinguishable handlebar bend and noticeable pocketed seating position.” This pocketed seating position is a small complaint Brown has, as it makes the rider slide back easily. 2021 Yamaha YZ250FX (Yamaha/)Electronics One of the more notable tech features is the bike’s compatibility with the Yamaha Power Tuner app, which allows the rider to make fueling and ignition timing changes via the smartphone app. Additionally, a handlebar-mounted switch makes preselected engine map swaps a cinch. Powering on the bike is simple with the electric start button. Warranty and Maintenance Coverage The FX comes with a 30-day limited factory warranty. Quality Some gripes about starting in gear and seating position when riding, but overall our test riders place this bike among the top 250F off-road competition models due to its quality suspension and powerful engine. 2021 Yamaha YZ250FX (Yamaha/)2021 Yamaha YZ250FX Claimed Specifications MSRP: $8,499 Engine: 250cc, DOHC, liquid-cooled, single-cylinder four-stroke Bore x Stroke: 77.0 x 53.6mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Mikuni fuel injection w/ 43mm throttle body Clutch: Wet, multiplate Engine Management/Ignition: N/A Frame: Aluminum bilateral beam Front Suspension: KYB Speed Sensitive System (SSS) coil-spring fork, compression and rebound damping adjustable; 12.2 in. travel Rear Suspension: KYB shock, spring preload, high-/low-speed compression damping, and rebound damping adjustable; 12.5 in. travel Front Brake: Nissin 2-piston caliper, 270mm disc Rear Brake: Nissin 1-piston caliper, 245mm disc Wheels, Front/Rear: 21 in. / 18 in. Tires, Front/Rear: Dunlop MX3S; 80/100-21 / 110/100-18 Rake/Trail: 27.2°/4.6 in. Wheelbase: 58.3 in. Ground Clearance: 12.6 in. Seat Height: 37.6 in. Fuel Capacity: 2.2 gal. Wet Weight: 245 lb. Contact: yamaha-motor.com Cycle World Tested Specifications Seat Height: 37.7 in. Wet Weight: 246 lb. Rear-Wheel Horsepower: 37.8 hp @ 12,200 rpm Rear-Wheel Torque: 18.3 lb.-ft. @ 8,400 rpm Source

2021 Suzuki RM-Z450 (Suzuki/)Ups Cheaper MSRP compared to others in its classExcels in corneringNew MX-Tuner 2.0 offers engine-character adjustabilityDowns No electric startShowa 49mm fork is good, but is held back by the Showa Balance Free Rear Cushion (BFRC) shockHeavier than the competition in both feel and actual weightVerdict Although it hasn’t seen a major overhaul in recent years, the RM-Z450 is fun to ride and is less expensive than its competitors. 2021 Suzuki RM-Z450 (Mason Owens/)Overview The 2021 Suzuki RM-Z450 is the Japanese manufacturer’s one and only 450cc dirt bike. In last year’s Dirt Rider shootout, staff determined that the RM-Z450 was “a good motocross bike in a segment filled with greats.” Noticing the RM-Z’s potential, Dirt Rider improved its power and suspension with aftermarket products in its 2021 Suzuki RM-Z450 Project Bike build in order to make the good bike even better. It’s a bargain at $8,999, which gives some room for improvements, especially if the end user plans on racing. Otherwise, the ideal demographic of the stock trim version are casual trail riders, vets, or even mom/dad going on the occasional weekend trip with their kids. Updates for 2021 The bodywork’s graphics are new, but no mechanical updates for the 2021 engine. There is, however, engine tunability with the MX-Tuner 2.0 system and smartphone app. This app allows the user to change fuel delivery and ignition system settings. Pricing and Variants At $8,999, the full-size Suzuki motocrosser sits well below the $9,399 MSRP of the Kawasaki KX450 and Yamaha YZ450F, which are the lower-priced models in the competitive 450 class. Powertrain: Engine, Transmission, and Performance The 449cc liquid-cooled four-stroke engine continues to power the 2021 RM-Z450. As mentioned, the powerplant is tunable with the help of the MX-Tuner 2.0 app where EFI can be adjusted via four preprogrammed maps and custom fuel and ignition maps can be built. Upon review, Dirt Rider observed that the bike is heavier than its competition both in its measured 250-pound weight and hefty feel on the track, the latter of which is attributed to its heavy engine character. Luckily, the MX-Tuner app helps lighten these engine characteristics. Prior to playing with the engine maps, it ran on our in-house dyno where it produced 50.2 hp at 8,800 rpm and 33.2 pound-feet of torque at 7,600 rpm at the rear wheel. Compared to others of its class this is not a “fire-breather” as test rider Allan Brown put it, but it makes good torque that “is responsive enough off the bottom, and revs just high enough to not feel flat.” Shifting through the five-speed transmission is reported to be smooth and clutch fade is minimal. 2021 Suzuki RM-Z450 (Mason Owens/)Handling This 450 motocrosser’s chassis provides excellent cornering, and overall handling is “decent despite its rigid feeling,” Brown says, but this stiffness does result in decreased comfort. The RM-Z450 features a Showa 49mm twin-chamber coil-spring fork and Showa Balance Free Rear Cushion (BFRC) shock, both of which have remained largely unchanged since they debuted on the bike in 2018. The shock specifically is what needs an update most. Test rider Brown wrote that if this motocrosser is used more casually it will probably do, but more aggressive riding or racing requires modifications. Because the chassis is so rigid, the rider is inclined to soften the suspension. However, softening the settings causes pitching which was resolved when Brown nearly fully closed the compression and rebound adjusters and also set the sag close to 100mm. The resulting high rear-end stance, however, did add some harshness to the fork. Brakes Braking is done with a Nissin two-piston caliper and 270mm wave-style front rotor and Nissin single-piston caliper and 240mm rear rotor. The same caliper size and disc diameter is seen on the Yamaha YZ450F. Fuel Economy and Real-World MPG No real-world miles-per-gallon figures, but the RM-Z’s 1.7-gallon fuel tank is the same size as the Honda CRF450R, 0.1 gallon less than the Austrian competition, and 0.1 gallon larger than its Team Green and bLU cRU competitors. Ergonomics: Comfort and Utility The cockpit feels a bit smaller than other bikes in its class and is fine for riders 6-foot and under, but taller than that and the rider may want to look at a taller handlebar or lower footpegs. 2021 Suzuki RM-Z450 (Mason Owens/)Electronics While it has EFI and new MX-Tuner 2.0 connectivity, one downfall is that there is no electric start. Other electronics include Suzuki Holeshot Assist Control (S-HAC) and a traction management system. Warranty and Maintenance Coverage No warranty is available. Quality Although its suspension needs attention and its measured weight is heavier than the competition, the RM-Z is still fun because it corners well and has usable, now easily tunable, power. 2021 Suzuki RM-Z450 (Suzuki/)2021 Suzuki RM-Z450 Claimed Specifications MSRP: $8,999 Engine: 449cc, DOHC, liquid-cooled single-cylinder four-stroke Bore x Stroke: 96.0 x 62.1mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Electronic fuel injection w/ 44mm throttle body Clutch: Wet, multiplate; cable operation Engine Management/Ignition: N/A Frame: Twin-spar aluminum Front Suspension: Showa 49mm coil-spring fork, compression and rebound damping adjustable; 12.0 in. travel Rear Suspension: Showa Balance Free Rear Cushion (BFRC) shock, spring preload, compression damping, and rebound damping adjustable; 12.3 in. travel Front Brake: Nissin 2-piston caliper, 270mm disc Rear Brake: Nissin 1-piston caliper, 240mm disc Wheels, Front/Rear: Spoked wheels w/ black anodized rims; 21 in. / 19 in. Tires, Front/Rear: Bridgestone Battlecross X30; 80/100-21 / 110/90-19 Rake/Trail: 27.8°/4.7 in. Wheelbase: 58.3 in. Ground Clearance: 13.0 in. Seat Height: 37.8 in. Fuel Capacity: 1.7 gal. Wet Weight: 247 lb. Contact: suzukicycles.com Cycle World Tested Specifications Seat Height: 37.5 in. Wet Weight: 250 lb. Rear-Wheel Horsepower: 50.2 hp @ 8,800 rpm Rear-Wheel Torque: 33.2 lb.-ft. @ 7,600 rpm Source

2021 Suzuki DR-Z400SM (Suzuki/)Ups Simple and reliable single-cylinder engineEasy to rideRetro vibesAffordable price tagMirrors provide a great look behind the rider and offer plenty of adjustabilityWith its long run on the market there are plenty of accessories availableDowns Retro lighting and dash in an advanced-tech worldFootpegs provide not a whole lot of real estateMaster cylinder needs to push more fluid through to the hydraulic brakes to enhance stopping powerVerdict Retro from the overall design to the speedometer cable making its way to the front wheel, the DR-Z400SM provides some old-school charm for those looking for entertainment on a street-legal supermoto. Overview Since its production in the early 2000s, the Suzuki DR-Z400SM has been bringing fun to the pavement as Suzuki’s supermoto spinoff of the DR-Z400 dual sport. Its reasonable price in the market, tried-and-true engine, and flickable characteristics make it an attractive offering in the supermoto realm. Its street legality makes the world your go-kart track. Updates for 2021 The DR-Z400SM flaunts different graphics as well as a black colorway that replaces last year’s gray one. It also sees a $100 price hike from the previous year. Pricing and Variants Suzuki’s supermoto has an MSRP of $7,499 which is more than a few thousand dollars cheaper than KTM’s returning 450 SMR and Husqvarna’s FS 450 (both $11,299) competition-only models. Kawasaki’s new KLX300SM, however, has a cheaper retail price of $5,999. Powertrain: Engine, Transmission, and Performance The DR-Z400SM is powered by a carbureted 398cc DOHC liquid-cooled single. Yes, carbureted. This helps Suzuki pass emissions and sound regulations and contributes to an overall smooth-running engine. A couple of years ago we ran the DR-Z400S dual sport on our in-house dyno where it delivered 32.4 hp at 8,400 rpm and 24.6 pound-feet of torque at 5,900 rpm, so similar numbers can be expected with the SM’s single. “It definitely has some zip in the lower gears…and a top speed of around 93 mph,” Motorcyclist’s Adam Waheed recounts in his MC Commute. The clutch does not require a heavy grasp, making it friendly for novice riders. 2021 Suzuki DR-Z400SM (Suzuki/)Handling “It is very light, very maneuverable, very easy to put where you want. You definitely feel some of the big bumps through the suspension, but in all the other smaller stuff the suspension goes over the bumps fairly well,” Adam Waheed stated. The 49mm inverted Showa fork is sourced from the old RM250, and the swingarm and rear Showa shock is pulled from the RM-Z. One unique element of the SM is that it has tubed tires, the reason other manufacturers might forgo the tubed tire option is that there is less reciprocating mass and less weight at the wheels. Tubed tires do have their advantages in that if the dreaded flat does occur, a simple tube swap is all that is needed to go about your business. Brakes Stopping the bike are hydraulic disc brakes, front and rear. The front brake has enough power to slow down the bike, but the master cylinder doesn’t have the power to push fluid through it and requires a firmer grasp at the lever to really slow the bike down, Waheed said. The brake lever and brake pedal are both adjustable. ABS is not equipped on this machine. Fuel Economy and Real-World MPG The 2.6-gallon fuel tank (2.5 gallons for California) is large compared to the KTM 450 SMR’s 1.9-gallon fuel tank, for example. Miles-per-gallon figures are currently unavailable. Ergonomics: Comfort and Utility When Waheed rode the bike, he stated, “When sitting on the bike it feels like a dirt bike. That’s because it is a dirt bike.” He loved the slimness as well as the Renthal Fatbar with its upward bend that results in a commanding stance. One main complaint Adam fielded was with the small footpegs. A little more room would provide more of a base to stand up on. The 35-inch seat height may also be somewhat intimidating to newer riders, but it is slightly lower than the DR-Z400 dual sport’s 36.8 inches. Electronics Following suit of its retro vibe, the bike offers rider aids and tech that are kept to a minimum. No ABS, no LED lights, no fancy gauge. The speedometer can be calibrated to varying tire circumferences if a swap is made, which is a nifty feature. Sometimes the bare essentials are all you need to have fun. Warranty and Maintenance Coverage This supermoto has a one-year unlimited-mileage warranty. Quality Some may be looking for a fully up-to-date supermoto, but the charm of the Suzuki DR-Z400SM is its retro looks, reliable engine, and street-legal fun. 2021 Suzuki DR-Z400SM (Suzuki/)2021 Suzuki DR-Z400SM Claimed Specifications MSRP: $7,499 Engine: 398cc, DOHC, liquid-cooled single; 4-valve Bore x Stroke: 90.0 x 62.6mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Mikuni BSR36 carburetor Clutch: Wet, multiplate; cable operation Engine Management/Ignition: N/A/Electronic ignition (CDI) Frame: Steel Front Suspension: 49mm inverted Showa fork, compression and rebound damping adjustable; 10.2 in. travel Rear Suspension: Hydraulic Showa shock, fully adjustable; 10.9 in. travel Front Brake: Axial-mount 2-piston caliper, floating 300mm disc Rear Brake: 1-piston caliper, 240mm disc Wheels, Front/Rear: Die-cast aluminum; 17 x 3.5 in. / 17 x 4.5 in. Tires, Front/Rear: Dunlop Sportmax D208; 120/70-17 / 140/70-17 Rake/Trail: 26.2°/3.7 in. Wheelbase: 57.5 in. Ground Clearance: 10.2 in. Seat Height: 35.0 in. Fuel Capacity: 2.6 gal. Wet Weight: 322 lb. Contact: suzukicycles.com Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)Why do we ride motorcycles? Is motorcycling, as marketing people have so long insisted, just another leisure activity, like watching sports on TV or stargazing? Hmmmm, don’t know what to do with myself for the next couple of hours. Maybe I’ll cool down my photomultiplier tube and have a quick gander at Epsilon Aurigae. While it may be like that for a few riders, for most of us the motorcycle is not an elective time killer. It is a permanent state, a part of our lives. For most of those who take up riding, motorcycles become a permanent part of their lives. (Jeff Allen/)For some, the wind and the 360-degree view of the world provided by motorcycles remind us that life is not a video game. For others, it’s the practice of skills in an unforgiving environment. For still others, it’s the rush of acceleration and cornering. Although tolerance for motorcycles increased after the era of “You meet the nicest people,” there remains, especially in the case of parents, wide disapproval, fear, or outright prohibition. This, naturally, only increases the appeal of these machines to young people. As they seek to find their place among the many, the motorcycle becomes an instrument of resistance toward the humid smugness of a conforming majority: the <i>Rebel Without a Cause</i> aspect. When I bought my first motorcycle, a BSA Bantam hardly worthy of the name, I was told, “Well of course, you’ll have to sell it. Those things are just too dangerous.” Needless to say, I did not sell it, and I did get safely through the critical first six months. Young people are naturally drawn to activities that fight conformity, motorcycles fit that bill. (Jeff Allen/)Older self-styled experts assured me that the law of averages dictated the longer I rode, the more certain I was to be injured or killed. I knew that was stupid nonsense, otherwise no airline pilot could ever reach retirement age. The simple fact is that the more a rider rides, and the more flight hours a pilot accumulates, the more secure they become, thanks to their ever-increasing experience. The first reason to ride is that it looks like fun, and is. Would you rather be skiing or riding in the resort’s snow tractor? On skis, once you’ve acquired the basic skills, you are free to transmute height into velocity and back again, and you can play the powerful forces of turning against gravity. In the snow tractor, with the heater and CD player blasting, you’re just self-loading freight. Some riders I’ve known just got it from the beginning. They were the naturals whose existence former GP racer Mike Baldwin has always denied. (“Everything I know how to do on a motorcycle, I had to learn.”) One of the naturals was Bill Dutcher, who for years ran the Aspencade Rally. He has always declared, “A motorcycle is a motorcycle,” meaning that once you’ve attained some proficiency in one discipline, say, motocross, you will find the other disciplines, such as trials, roadracing, or enduro, to be closely related. He demonstrated over and over that he could ride anything, on or off-road. Another was Anthony Gobert, who seemed to jump on a bike and win races effortlessly, no thought or analysis required. Sitting on a hillside with him, overlooking the track at Laguna Seca, I asked him how he’d got his skills. “I didn’t,” he said. “I could just always ride a motorbike.” Gobert has not had an easy life since, but his riding ability was remarkable. For some others, learning the necessary skills was the first problem that really focused their interest. Nick Richichi took his Z1 Kawasaki streetbike to Loudon, crashed it, and painfully sprained a foot. To many, this would have been a disaster, but Richichi was delighted! “No cops, man! Go as fast as you want!” But he wanted more, to run with the really fast people, and he was persistent and methodical about learning how to excel. In the simplest of terms: Motorcycles are fun. Plain and simple. (Jeff Allen/)Can any of us admit, even a little bit, that the motorcycle can also be the elk’s antlers or the peacock’s plumage, attracting attention? (Cough, cough, chrome, cough.) Riding a motorcycle can drain life’s pond of distractions, revealing with clarity the bare bones. A BMW rider I knew was a chemist. When confronted with a problem he wasn’t able to solve in his office chair or by awakening at 4 a.m. in where-am-I confusion, he would just get on his bike and ride, heading out of town and onto some go-anywhere rural roads. Over a period of three hours, the concentration riding required would gradually push aside the mess in his mind and shake the problem down to essentials. A solution would appear. And it worked over and over. The motorcycle is also play, and play is rehearsal for life. When it has rained steadily for days and now the sun comes out, horses that have been standing in stalls are let out to pasture. They gallop, they leap straight in the air, they turn, kicking up clods of earth, and they lie down and roll. They are excited to be in the open. This is nature’s way of honing our survival skills: by making them enjoyable. How different is an office cubicle from that stall? A part of every one of us longs—needs!—to leap and gallop. On one of my trips to visit Continental Tire in Germany, my guide waved toward a glass-sided office building and said, “What you must understand about these salarymen is that they know too much about their future: when they can afford to marry, to own a car, how much their pensions will pay. Life is good, but a prison. So for them, the motorcycle is a door. They will never open the door to ride across Africa to Dakar, but it is there, quietly reassuring them. That is a freedom.” A motorcycle in the garage promises the ability to go anywhere, anytime. It is freedom. (Sebas Romero/)The motorcycle binds together freedom and responsibility. Manage the freedom or fall. That bargain stays with every rider. What happens to us during our first six months on a motorcycle? We either learn the alert vigilance of squirrels, mountain climbers, and combat soldiers, or we quit. I once visited a friend in the hospital after his third urban motorcycle crash. He gave this evidence against himself: “Every damn time, I’ve had the right of way.” There is no right of way for the motorcyclist. We alone can assure our own security. So many motorists just don’t see motorcycles at all, and others are barely conscious, texting. Constant alert vigilance is the only security. Just as the horse takes delight in running up and down, so we are refreshed by exercising this high state of awareness that is so underused in our daily lives. The motorcycle, product of human imagination, magnifies our own limited animal speed and strength. This power and expansion of being fills us with excitement, as it did those unknown adventurers who, more than 50 centuries ago, first learned to ride horses. Many of my friends are unable to separate that excitement from the process of trying to get the most from motorcycle performance. I think of the distinguished rider-engineers, such as Bill Lomas, Hurley Wilvert, Albert Gunter, and Kel Carruthers. And for myself, the motorcycle has been the Christmas tree on which the decorations are the many technologies I need to study in the process of seeking the most from the machine. The late Ian Gunn, eminent creator of the Gunn diode, a microwave-source-on-a-chip, was a physicist at IBM Watson and a lifelong motorcyclist. One day people from the hard-drive group appeared in his office. They explained they were having trouble reducing the time taken by hard-drive read heads in flicking from data track to data track. (Today, solid-state drives eliminate those read heads and spinning discs.) Taking a torn-open envelope from his desk, he sketched a read-head arm of minimum polar moment, tapering from wider at the pivot to narrow at the head, with a tapering series of lightening holes through it. They took the envelope and returned to their section. Weeks later they came back to thank him, saying his sketch had produced a much faster drive. He was puzzled. “Why did you bring this question to me?” “Because we see you sometimes in the parking lot, doing stuff to your motorcycle, so we thought you might have some idea about this kind of thing.” They were right to ask him, because a motorcycle requires practical understanding and practical skills. Being just a pair of wheels, an engine, and a place to sit, it reveals the principles that make it possible. Motorcycles require grace. The late Big Sid Biberman, builder and poet of Vincent motorcycles, once said to me, “I’ve always been big. In my whole life, the motorcycle was my first experience of grace.” Big Sid Biberman, 1930-2013. (Cycle World Archives/)Grace: elegance or refinement of movement. A state in which varying forces are continuously in balance. Physical grace fosters a mental state of grace. Others say this more simply: Speed is life. Speed is life. (Larry Chen/)Big Sid brought this back down to earth by saying there is nothing better than motoring along a country road on a fine day, on a long-legged motorcycle, seeing everything. That too is a state of grace. More of the clarifying power of the motorcycle was revealed by a friend who is a published poet. His written words said to me that when his mind was distressed and stopped by the problem of finding sense in life, he rode his motorcycle. It combed the nonessentials, the do-loops from his mind, streamlining his thought process. It left him in alert vigilance, aware of everything around him, safe, clear-headed, and alive. That, and more, is why we ride. Source

2021 Kawasaki KLX300 (Kawasaki/)Ups A boost in engine sizeUltra linear power deliveryWell-tamed engine vibrationNeutral-handling chassisMinimal buffeting thanks to cowlDowns Suspension handles off-road terrain well, but limits may be found with more aggressive ridingTall 35.2-inch seat height requires a single-footed stoplight stance (at least for our 5-foot-10 test rider)Verdict The new KLX300 offers more power in the form of its 292cc single-cylinder engine. Combine that with a lightweight chassis carried over from the previous KLX250, and agreeable ergonomics for street and off-road riding fun. 2021 Kawasaki KLX300 (Kawasaki/)Overview A dual sport’s versatility is a driving factor in its appeal. A beefier 292cc motor too? Things just got even more interesting for Kawasaki’s KLX dual sport. For 2021, Team Green has given a boost to the previous 249cc engine of the outgoing KLX250 with the help of a 6mm larger bore. Some other dimensions have also changed (noted below), but what is still prevalent is the bike remains a viable offering for riding around town and slogging around in the dirt whenever the urge arises. Updates for 2021 New year, new engine. The KLX is now equipped with a larger, 292cc engine that has a 6mm larger cylinder bore than the previous KLX250. Rake and trail also vary from last year’s model. This year the rake and trail specs are now 26.7 degrees and 4.2 inches. Other differences that Dirt Rider noted the current model has compared to the previous model year include a 0.2-inch taller seat, 0.4-inch less ground clearance, 0.4-inch longer wheelbase, and 2-pound less claimed wet weight. 2021 Kawasaki KLX300 (Kawasaki/)Pricing and Variants The KLX300 is available in Lime Green ($5,599) and Fragment Camo Grey ($5,799). Looking to skid around supermoto style? Check out the KLX300SM ($5,999). Powertrain: Engine, Transmission, and Performance Within the confines of the high-tensile steel, box-section perimeter frame lies the new digitally fuel-injected, 292cc four-stroke single. In his review of the 2021 model, test rider Don Canet wrote that it “churns out ultra-linear delivery from bottom revs to its 10,500 rpm limit. Power is accented with a whisper of top-end surge that comes in around 8,000 rpm and can be felt in the bottom gears of the six-speed gearbox.” Engine vibrations are also reported to be well tamed with the engine’s gear-driven counterbalancer, so regardless of putting the dual sport on the pavement or dirt, the ride will be relatively smooth. On our in-house dyno, the KLX300 recorded 23.4 hp at 8,140 rpm and 15.4 pound-feet at 7,950 rpm. 2021 Kawasaki KLX300 (Kawasaki/)Handling The chassis is carried over from the KLX250 resulting in a similar wet weight. The claimed curb weight is 302 pounds and, sure enough, that’s exactly what the KLX300 weighed on our automotive scales. Keeping the handling in check is a 16-way compression-adjustable 43mm inverted cartridge-style fork and a preload-/rebound-/compression-adjustable piggyback shock. On the winding roads of the press ride, Canet said that just a hint of steering input was needed to tip into corners and on his switch to gravel roads he wrote that the chassis “continued to track straight and true at speed whether seated or standing.” Brakes Braking is handled with single discs (250mm front, 240mm rear) with a front two-piston caliper and rear one-piston caliper. Kawasaki did not skimp on the rear rotor size as 240mm is a common spec for many motocross and off-road bikes including Kawasaki’s KX450X, KX250, and KX250X. The 250mm front rotor is a bit smaller than the current KX models however; the last time the KX450 used a 250mm front rotor was in 2014. 2021 Kawasaki KLX300 (Kawasaki/)Fuel Economy and Real-World MPG Fuel tank capacity is 2.0 gallons. Currently no real-world miles per gallon is recorded. Ergonomics: Comfort and Utility The KLX’s 35.2-inch seat height is fairly tall, but Canet’s 5-foot-10 stature managed getting toes to the ground after the suspension compressed under his weight. Stable, one-footed stops were managed throughout the ride and backing the bike out of parking spots was easily done. In regard to comfort, ergonomics are spacious and the padded seat hints at longer riding comfort, though this cannot be definitive regarding the 70-mile test ride. A stubby cowl above the headlight does help prevent wind buffeting at the head and shoulders, reports Canet. Electronics The engine, as mentioned earlier, is digitally fuel injected, which helps in all-season starting with a tap of the electric starter button. Otherwise, electronics are kept to a minimum with the digital instrument panel displaying a bar-graph tachometer, digital speedometer, dual tripmeters, and clock. Warranty and Maintenance Coverage The KLX300 is covered under a one-year warranty. Quality A new engine size within the previous generation’s chassis makes for a more powerful middleweight dual sport. 2021 Kawasaki KLX300 (Kawasaki/)2021 Kawasaki KLX300 Claimed Specifications MSRP: $5,599 Engine: 292cc DOHC liquid-cooled single Bore x Stroke: 78.0 x 61.2mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: DFI w/ 34mm Keihin throttle body Clutch: Wet, multiplate Engine Management/Ignition: CDI Frame: High-tensile steel, box-section perimeter Front Suspension: 43mm USD fork, compression adjustable; 10.0 in. travel Rear Suspension: Uni-Trak piggyback shock, preload, rebound, and compression adjustable; 9.1 in. travel Front Brake: 2-piston caliper, 250mm petal disc Rear Brake: 1-piston caliper, 240mm petal disc Wheels, Front/Rear: Spoked; 21 in./ 18 in. Tires, Front/Rear: Dunlop D605; 21 x 3.0 in. / 18 x 4.6 in. Rake/Trail: 26.7°/4.2 in. Wheelbase: 56.7 in. Ground Clearance: 10.8 in. Seat Height: 35.2 in. Fuel Capacity: 2.0 gal. Wet Weight: 302 lb. Contact: kawasaki.com Cycle World Tested Specifications Seat Height: 35.2 in. Wet Weight: 302 lb. Rear-Wheel Horsepower: 23.43 hp @ 8,140 rpm Rear-Wheel Torque: 15.40 lb.-ft. @ 7,950 rpm Source

2021 Harley-Davidson Pan America 1250 (Harley-Davidson/)Ups One word to describe the Revolution Max engine: WowEngine is a stressed member, making that chassis package light and rigidClutch pull is light thanks to the slipper/assist unitOn the Special, semi-active suspension is well dampedGreat ergonomicsDowns Would like to see a quickshifterWindshield adjusters gets jammed with dirt after a day’s worth of off-road ridingHeat radiates from catalytic converterVerdict The new Pan America represents The Motor Company well in the adventure-touring segment. It is capable, powerful, and technologically sound, bringing legitimate competition to the rest of the class. 2021 Harley-Davidson Pan America 1250 Special (Harley-Davidson/)Overview The past few years have seen Harley-Davidson branch off significantly from its norm of cruisers and touring rigs. As part of Harley’s branching out, the Milwaukee Motor Company started with the production of the 2019 LiveWire followed by teasers of the streetfighter Bronx and adventure-touring-focused Pan America. Now, the Pan America makes its debut for 2021 and it’s legit! Two variations of the model are designed to attract a new audience of adventure-seeking riders to Harley-Davidson’s V-twin style. Updates for 2021 2021 marks the first year of Pan America production. Pricing and Variants The base Pan America 1250 starts at $17,319 and the Special starts at $19,999. Cycle World’s Andrew Cherney dove straight into the differences between these two models in full detail here. Powertrain: Engine, Transmission, and Performance This adventure-tourer crosses different terrain with the help of its new Revolution Max 1250, a liquid-cooled 60-degree 1,252cc V-twin. This engine acts as a stressed member with the front frame, mid-frame, and tailsection bolting directly on it. Its transmission is a six-speed gearbox with a chain final drive. Power numbers are claimed to be 150 hp and 94 pound-feet for torque for what Executive Editor Justin Dawes stated in his Pan America Special review made for a lively ride. “Power comes on strong at around 2,200 rpm and continues to build with more and more velocity as you cross the 8,500-rpm mark. After that it begins to taper off in aggression until you reach the rev limiter at 9,500 rpm. That’s 9,500 rpm from a Harley,” Dawes wrote. “And while the low-end and top-end performance are impressive, it’s the middle of the digital tach that is the sweetest. Third gear is a set-and-forget mark for winding backroads, as the Max pulls with simple tenacity at the 5K mark to spring you out of the corners.” 2021 Harley-Davidson Pan America 1250 (Harley-Davidson/)Handling While the base model has manually adjustable suspension, the Special has a semi-active unit. During his review of the Special model, Dawes went through its five suspension settings and found that Sport mode makes the Pan Am into a capable canyon carver with good composure under hard braking and acceleration; Road mellows out the ride with softer compression damping; Comfort was similar to road but softer in all damping directions; Off-Road Soft was usable for washboard roads and slower speeds on rough terrain with bottoming felt at faster paces; Off-Road Firm “is the only way to fly when off-road, so you don’t have to constantly make changes to match your speed and terrain.” Despite his Special test unit (which featured spoked rims and Adaptive Ride Height) weighing a claimed 574 pounds, Dawes reported, “The bike feels light and flickable thanks to a slim seat and tank area and a lack of weight high up.” Brakes The Pan America’s braking package includes four-piston Brembo calipers with 320mm discs (front) and 1-piston Brembo caliper with 280mm disc (rear). Both ends are equipped with ABS. In his review, Dawes said the components slow the machine without drama. Fuel Economy and Real-World MPG With an unusually heavy right hand at the Special’s press launch, Dawes was able to get about 27.7 mpg on day 1, and 31.4 mpg on day 2. Another rider at the launch calculated 32.3 mpg. H-D claims 46 mpg. 2021 Harley-Davidson Pan America 1250 (Harley-Davidson/)Ergonomics: Comfort and Utility Aside from a too-plush seat, Dawes wrote that the ergonomics, for the most part, are wonderful. For standing comfort he preferred having a 2-inch-taller riser, but overall reach to the bars was easy for his 5-foot-10 stature. A four-position adjustable windscreen protects the rider in a buffeting-free pocket. Electronics Five ride modes (Road, Sport, Rain, Off-Road, and Off-Road Plus), Hill Hold Control, cruise control, full LED lighting, ABS, traction control, and 6.8-inch TFT touchscreen display all come standard on both the base and Special models. The Special ramps it up a bit in the tech department with semi-active suspension that can also work with a Vehicle Loading Control system that adjusts preload to rider, cargo, and/or passenger weight. The Special also adds three customizable ride modes (Custom A, Custom B, and Custom Off-Road Plus), heated handgrips, and Tire Pressure Monitoring System. Hill Hold Control on the Special variant allows for HHC to be active in neutral with its sidestand sensor interlock. Adaptive Ride Height is a $1,000 option on the Special. 2021 Harley-Davidson Pan America 1250 Special (Harley-Davidson/)Warranty and Maintenance Coverage The Pan America is covered for 24 months (unlimited miles). Quality Overall, Harley-Davidson did its homework when it came to developing an adventure touring motorcycle from the ground up. During our initial testing the Pan America Special has proved to be a contender in the class. 2021 Harley-Davidson Pan America 1250 Special (Harley-Davidson/)2021 Harley-Davidson Pan America 1250 Claimed Specifications MSRP: $17,319 Engine: 1,252cc, DOHC, liquid-cooled, 60-degree V-twin; 4 valves/cyl. Bore x Stroke: 105.0 x 72.1mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic Sequential Port Fuel Injection (ESPFI) Clutch: Wet, multiplate slipper/assist; cable actuation Engine Management/Ignition: N/A Frame: Stressed-member alloy steel trellis; forged aluminum mid-structure Front Suspension: 47mm inverted fork, compression, rebound, and spring preload adjustable; 7.5 in. travel Rear Suspension: Piggyback monoshock, compression, rebound, and hydraulic spring preload adjustable; 7.5 in. travel Front Brake: 4-piston caliper, dual 320mm discs w/ ABS Rear Brake: 1-piston floating caliper, 280mm disc w/ ABS Wheels, Front/Rear: Aluminum cast rims; 19 x 3.0 in. / 17 x 4.50 in. Tires, Front/Rear: Michelin Scorcher Adventure Radial; 120/70R-19 / 170/60R-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 62.2 in. Ground Clearance: 8.3 in. Seat Height: 31.8 in. Fuel Capacity: 5.6 gal. Wet Weight: 534 lb. Contact: harleydavidson.com 2021 Harley-Davidson Pan America 1250 Special Claimed Specifications MSRP: $19,999 Engine: 1,252cc, DOHC, liquid-cooled, 60-degree V-twin; 4 valves/cyl. Bore x Stroke: 105.0 x 72.1mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic Sequential Port Fuel Injection (ESPFI) Clutch: Wet, multiplate slipper/assist; cable actuation Engine Management/Ignition: N/A Frame: Stressed-member alloy steel trellis; forged aluminum mid-structure Front Suspension: 47mm inverted fork, electronically adjustable semi-active damping, optional Adjustable Ride Height; 7.5 in. travel Rear Suspension: Piggyback monoshock; electronically adjustable semi-active compression and rebound damping, automatic electronic preload, optional Adjustable Ride Height; 7.5 in. travel Front Brake: 4-piston Brembo Monoblock calipers, 320mm disc w/ ABS Rear Brake: 1-piston Brembo caliper, 280mm disc w/ ABS Wheels, Front/Rear: Cast aluminum, optional anodized aluminum laced tubeless; 19 x 3 in. / 17 x 4.5 in. Tires, Front/Rear: Michelin Scorcher Adventure Radial; 120/70R-19 / 170/60R-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 62.2 in. Ground Clearance: 8.3 in. Seat Height: 31.1 in./32.1 in. Fuel Capacity: 5.6 gal. Wet Weight: 559 lb. Contact: harleydavidson.com Source

The Pan America or the Electra Glide Revival: Which represents the path forward for H-D? (Harley-Davidson/)A well-defined brand identity and a loyal customer base comprise that rare combination that most companies crave but only a few possess, and kudos to the outfit that manages to maintain both for more than a century. The challenge for those firms is to treasure the hard-earned legacy while also adapting to present-day market forces; just ask 118-year-old Harley-Davidson. The iconic American brand has learned the hard way that lingering in the rosy haze of past triumphs isn’t enough, especially in an increasingly tech-savvy, millennial-centric new world order. Keeping both camps happy while also paying the bills means walking a fine line between heritage and innovation, and it’s a dilemma Harley is having to confront more regularly these days. Just look at its two latest projects—the innovative, adventure-ready Pan America (PA) versus the nostalgia-heavy, throwback Electra Glide Revival. They’re about as opposite in design, styling, and use case as you can imagine, and if you think Harley is looking to thread the needle between celebrating a freewheeling, prosperous past and embracing a new, technologically divergent future, we’d have to agree. Harley’s Hardwire strategy outlined the company’s priorities going forward. Its core business—large cruisers—will continue to take center stage. (Harley-Davidson/)The two diverging paths can be traced back to the firm’s Hardwire mission statement released a couple of months ago by current CEO Jochen Zeitz, which essentially proposed that Harley extricate itself from any new non-heritage-related projects (or something to that effect). Because the Pan America was already on the books, it made the cut, while as-yet undeveloped designs (looking at you, Bronx) did not. As Zeitz put it, “We intend to: One, invest in our strongest motorcycle segments that drive profit; two, selectively expand into and redefine segments where we have a winning offering; three, invest in innovation in the electric market which will be a critical part of our future.” There’s more to Hardwire than that, but those three points are what’s driving the current conundrum. Within that plan’s stated structure, 70 percent of the manufacturer’s efforts would go into the core business (One), 20 percent into new segments that offer clear potential for more profit—like the Pan America (Two)—and 10 percent on testing ideas for longer-term growth (presumably Three). Harley’s Electra Glide Revival is a gorgeous nod to the company’s glorious past.Harley-Davidson (Harley-Davidson/)The latest effort in Harley’s cruiser—er, “core business”—part of the equation came in the form of the new Icons Collection announced earlier this month. The Collection represents a solid thread back to Milwaukee’s rosy past, presumably a celebration of past triumphs and traditional roots—or it does so far, anyway. The series aims to produce one to two very limited motorcycles each year, with the first being the Electra Glide Revival, an unabashed homage to the 1969 FLH Electra Glide. The sumptuous, chrome-trimmed machine has all the hallmarks of the late-’60s bikes, complete with solo sprung saddle bracketed by a chrome rail, wire-spoke wheels and whitewall tires and topped with Harley’s first batwing fairing, though it understandably is built on the modern touring platform with the Milwaukee-Eight 114, not, of course the original’s 1,208cc Shovelhead engine. It’s elegant and all kinds of cool without being ornate, and I’d bet Harley will have no problem selling every one of the 1,500 units being produced for 2021. Will those buyers be boomers? The Revival’s MSRP of $29,199 means a highly likely yes. Other ongoing projects that’d likely slot into the 70 percent core business scenario include the upcoming 1,250cc custom model, which may or may not be called Nightster. Zeitz had said earlier, “...touring and large cruiser customers will see differentiated yet true-to-Harley products that motivate them to buy our new models. We are investing in design, technology, and performance enhancements that push the boundaries while maintaining a balance between classic and cutting-edge designs.” That sounds like an apt description of the new liquid-cooled cruiser Harley says will be revealed soon; from what we’ve seen so far, it will have a recognizable cruiser profile and share the same high-performance DOHC 150 hp engine as the Pan America, just likely in a different state of tune, thus straddling the line between old-school and modern. Harley-Davidson is portraying the upcoming 1,250cc custom model as a bridge between classic and cutting edge. (Harley-Davidson/)Another new program H-D launched this year acknowledges that some of The Motor Company’s greatest competition comes from its own bikes, in the form of used models. To that end, we saw the roll out of Harley-Davidson Certified, the first certified pre-owned program (CPO) supported by Harley via its dealers. Each bike gets a 110-point inspection, comes with a warranty, and can’t be more than five years old. It’s a classic case of if you can’t beat them, join them—or at least get a slice of the market. All these moves, like it or not, make business sense for the short term. After years of declining market share, Harley can’t afford to ignore profitable products, and its long-running strength in the cruiser market is indisputable. The Hardwire emphasizes that safer route by trying to leverage the loyalties of its existing ridership. Sources have said that not every bike in the Icons Collection will be a retread of past glories and that at least some future models will “appeal to a different audience,” but you have to admit the Electra Glide Revival’s release on the heels of the Pan America global launch does sort of feel like a paradox, good business sense or not. The Pan America is a bold new step into uncharted territory for H-D, but the company sees strong potential in the segment. (Harley-Davidson/)The adventure segment is uncharted territory for H-D, but it’s one the company sees as having potential for profit, based on that Hardwire summation. As Zeitz elaborated: “Adventure-touring is the largest segment in many European markets with both attractive margins and high growth. It’s also a largely untapped segment in North America, and we’re excited by the potential…for Harley-Davidson.” Milwaukee’s first shot at a dedicated adventure bike, then, had to include bold design ideas and smart engineering to give it a chance in this crowded segment. By all accounts—OK, by ours—the Pan America’s new 1,250cc Revolution Max 150 hp V-twin and the bike’s long-travel semi-active Showa suspension, Brembo brakes, multiple ride modes, and adjustable windscreen make a strong case for the bike’s adventuring bona fides. Maybe more compelling is the PA’s unique electronically adjustable suspension, which can lower the bike by more than an inch when stopped (depending on rear preload), thereby offering shorter pilots a way into a segment that mostly favors the big and tall. That one piece of tech simply makes the bike more accessible to a larger population of riders, expanding the pool of potential buyers dramatically. Although reports from the launch were almost all positive, everyone knows it’ll be a slog to compete with the hot-selling BMW R 1250 GS in markets the Pan America intends to target. There may be potential for Harley to expand its market share in Europe, where cruisers and tourers aren’t big sellers, and while Zeitz has said “this segment is a natural fit” for Harley, the jury’s still out on that. This mini-Sportster being developed for China by Qianjiang could be hitting the Asian market soon. (Qianjiang/)The 10 percent portion of the formula—the longer-term growth ideas—likely will take fruit in the plans to develop small-capacity bikes for new markets. Milwaukee’s commitment to a small V-twin with more traditional Harley styling apparently wasn’t axed under the Hardwire strategy, and as Cycle World reported, China’s Qianjiang has recently released teaser images for a bike called the SRV300, which fulfills both the traditional and new markets by riffing on past H-D models. Chinese type approval documents show a small-capacity 296cc machine, but more importantly, the bike’s styling makes it a dead ringer for the Sportster Iron 883 (except for the inverted fork and liquid-cooled engine). Clearly it makes sense for H-D to pursue new product lines in the world’s biggest motorcycle market without having to commit more resources there, and Qianjiang’s position as one of China’s main motorcycle manufacturers means a new H-D branded bike (or series) is likely soon. With the LiveWire now spun off as its own brand, maybe we’ll see lower priced electric models. (Harley-Davidson/)Harley’s LiveWire electric bike, whose powertrain designs almost fly in the face of its long legacy in the combustion world, can also be filed under “ideas for longer-term growth.” Which is why it made sense to hear H-D was spinning off its electric motorcycle business as a separate brand called LiveWire; after all, it had already done that with its ebike arm, positioning Serial 1 Cycle Company as a stand-alone brand, though still aligned with the Milwaukee mothership. As Serial 1 Brand Director Aaron Frank said at the time, “It allows Harley-Davidson to have a role in the ebike space without it being a drag on their business building motorcycles, and it allows us a lot of advantages because we’re able to move a lot more quickly as a smaller, more focused company.” The same thinking could be applied to the new LiveWire brand as well, and thus further streamline the core business. Is there an intentionally gaping hole in H-D’s US lineup where a smaller-displacement model should be? H-D has relied on other manufacturers to target this low-profit-margin segment in the states. Would a new version of the 350 Sprint make sense for Harley? (Mecum Auctions/)The jury’s still out on whether this multi-pronged approach is the answer to H-D’s ongoing financial woes. After all, it’s early days yet in the new strategy, and bikes are just now hitting dealer floors. The unspoken variable in any of these H-D initiatives is whether they will expand the brand’s appeal. The PA will likely attract some riders not previously interested in the brand, but it’s still not the kind of rig you’d recommend to a newbie, whether on road or off. Reception for the bike has been enthusiastic though, with the dealers we spoke to citing a high level of preorders for the bike, which hit showrooms in May. It remains to be seen whether the new 1250 custom model will have the same effect. As for the Icons Collection, that likely will serve as a halo or niche program to burnish brand reputation, much like the CVO division has, while the certified pre-owned gambit certainly can’t hurt as far as core business goes. One area that Harley seems to regularly neglect is the entry-level segment in the regular line, and there’s also nothing in the electric lineup that comes even close—yet, anyway. The LiveWire model’s lofty price tag is still a major deal-breaker for many, but with a new model supposedly coming next month, that may change; in fact, we’re betting it’ll be a lower-cost electric bike. As an online commenter on our last LiveWire story wrote, “The only way electric motorcycles will sell is when they cost half of what ICE motorcycles do. This is the major incentive for nonmotorcyclists to start participating.” Paradox or not: What do you think about Harley’s latest moves? Source

Benelli enters the scrambler category with its Leoncino Trail, now available in the US. (Benelli US/)New bike sales this year, as recently reported by the Motorcycle Industry Council, have been off the charts, and while most of the bikes being snapped up by lockdown-weary riders are dirt models, streetbike sales are having a moment too. Included in the latter category, but also bleeding ever so slightly into the first, are scramblers. The custom scrambler craze, reignited several years back, sees no signs of abating and manufacturers have continued to respond by rolling out production models. The formula isn’t rigid; it’s usually a retro-styled or standard streetbike with minimal bodywork, given a variety of add-ons to make the transition to dirt a bit easier. Think high-mounted pipes, wider handlebars, and spoked wheels with knobbies along with an upright seating position and some type of engine protection. Scramblers are generally streetbikes professing to claim the middle ground between tarmac and topsoil but are really more comfortable on pavement. This year’s crop of production models bring most of those qualities, but also vary wildly in terms of off-road capability. Weight, suspension travel, and protection all come into play, but sometimes aesthetics nudge out specs; lots of riders simply like the rugged good looks of a scrambler, which is a big reason for their popularity. 1. Benelli Leoncino Trail: $6,499 Related model: Benelli Leoncino: $6,199 Benelli’s new-for-2021 500cc Leoncino Trail plays up the off-road aesthetic but is more suitable for tarmac travels. (Benelli US/)This year Benelli added the 2021 Leoncino Trail to its middleweight lineup, joining the closely related but more street-focused Leoncino in the brand’s scrambler category. Both bikes are based around the same sharp-looking steel trellis frame supporting an all-new twin-cylinder liquid-cooled 500cc engine outputting a claimed 47 hp, with a peak torque figure of 33.2 pound-feet. That might not sound like much, but it feels appropriate for the bike’s stated weight of 375 pounds (dry). The Trail builds on the base Leoncino 500 by adding a taller handlebar, increased suspension travel, and a taller 19-inch wheel up front, with both spoked hoops wrapped in Metzeler Tourance tires that can add confidence once the tarmac ends. Still, don’t think you’ll be ripping up the whoops; suspension travel only goes from 4.9 inches on the base model to 5.3 inches on the Trail, with a 5.7 inches available from the rear monoshock. Couple that with a lowish 32.1-inch seat, a low hanging pipe, and no engine protection, and it’s pretty clear Benelli’s little lion is all about the aesthetics of the genre. But it’s an appealing machine, with triple disc brakes, ABS, and an attractive buy-in of just $6,500. You can snag a Leoncino Trail at SSR Motorsports dealers in the US. 2. 2021 BMW R NineT Urban G/S: $16,490 Related: BMW R nineT Scrambler: $13,495 Out of the box, the R nineT Urban G/S is the most scramblerish of BMW’s offerings, and the new 40 Years GS “bumblebee” package riffs on its enduro heritage. (BMW Motorrad/)High pipes, 19-inch front wheel, flat seat—the R nineT Scrambler looks the part, but the ironically named R nineT Urban G/S goes a bit further, bringing more aggressive tires on cross-spoked wheels (rather than cast), a tall front fender, hand guards, and a steering damper to sell its off-road bona fides. The caveat here is that those goodies come only with the “40 Years GS Edition” option, which adds $1,000 to the Urban G/S base price. You’ll still be pushing around 492 pounds of mass (fully fueled) on either trim but the R nineT’s boxer engine should make quick work of that, with 109 hp and 85 pound-feet of claimed torque at the ready along with double discs and ABS Pro to slow your roll. To be clear, suspension travel on either the Scrambler or Urban G/S—which both have 19-inch front and 17-inch rear wheels—is an unimpressive 4.9 inches up front, with a more reasonable 5.5 inches available from the preload- and rebound-adjustable paralever rear. There’s no engine protection on either bike; a deep dive into the pricey Motorrad accessory catalog is the only remedy for that. The special-edition Urban G/S’ cool bumblebee livery (a curious nod to the 1988 R 100 GS, which is definitely not 40 years old) is definitely an eye catcher, but either way, your scrambling is probably best left to gravel roads. 3. 2021 Ducati Scrambler Desert Sled: $11,995 Related: Ducati Fasthouse Desert Sled: $12,295 With a nice list of up-spec components, the Desert Sled actually lives up to its name. (Ducati Motor Holding/)With 7.9 inches of travel up front and 5.9 inches out back, the Sled is the most capable of all Ducati’s Scrambler-branded bikes if the job is about scooting around in the backcountry; it can hightail onto gnarlier trails more confidently than most other scramblers here. A thoroughly modern rig with a hint of retro-styling, the 800cc DS also brings decent off-road ergos, more than enough power (73 hp), a manageable 460-pound wet weight, and the requisite MX bars, spoked wheels, and knobby Pirelli Scorpion Rally STR tires riding below a high front fender. The Desert Sled further shows its willingness to get into the rougher stuff via a reinforced frame, 46mm upside-down fork with adjustable suspension, and an LED DRL (Daytime Running Light), and yeah, even a skid plate and headlight grille. Recent model additions include an Off-Road riding mode that allows ABS to be disengaged, and all Scramblers now come with Bosch Cornering ABS as standard. Although there is some engine protection on the DS, that curved header is still daring the next sharp rock on the trail to give it a whack. If you’re looking for a bit more attitude (but not necessarily better components), the new limited-edition Fasthouse Desert Sled sports the same graphics package as Jordan Graham’s winning race bike from last year’s Mint 400 and brings different finishes to the table. 4. 2022 Husqvarna Svartpilen 401: $5,299 Related: Svartpilen 701: $9,499 The Swedish approach to scrambling means a sleek silhouette, a lively engine, and chunky tires. (Husqvarna Motorcycles/ R Shedl /)Husky’s scrambler-like approach to its small-displacement bikes resulted in this amalgam of urban and chunky. But being that it’s based on KTM’s tried-and-true 390 platform, the Svartpilen 401 is a thoroughly competent streetbike, even if some consider it to be entry-level. The slim yet ruggedized profile rides on a pair of 17-inch spoked wheels bracketing a liquid-cooled 373cc single-cylinder engine (like the one on the KTM 390 Duke). An off-road-style handlebar and risers gives the Svart an upright riding position, and the nonadjustable suspension consists of a 43mm USD cartridge fork with a monoshock out back. While 43 peak hp doesn’t sound like a lot, the punchy single makes the bike’s 333-pound dry weight feel like almost an afterthought and the smaller Svart also brings a raft of modern features, especially for the price—ride-by-wire, a Power Assist and Slipper Clutch (PASC), and Easy Shift, which allows you to row through the gears without touching the clutch. ByBre dual disc brakes are also paired with switchable ABS and there’s a supermoto mode, which lets you lock and slide the rear wheel. But despite the Pirelli Scorpion Rally STR tires, make no mistake about this bike’s intended playground. 5.5 inches of suspension travel on either end isn’t terrible, but it also means you won’t venture too far off the asphalt-sealed path. 5. 2022 Indian FTR Rally: $13,999 The Rally is the sole model in Indian’s FTR series to keep the taller front tire for 2022; it’s also the only one with knobbies. (Jeff Allen/)Another scrambler-style bike in name only, the rorty FTR Rally builds on a street-biased chassis and adds a hint of off-road functionality. Indian says the Rally is “scrambler inspired,” which meant adding a bit more chunkiness to the original’s retro flat-track look. The Rally also keeps its 19-inch front and 18-inch rear spoked wheels to make the case for better off-road adaptability, while the other FTRs finally confessed to their street biases and adopted 17-inchers all around this year. The Rally continues the scrambler formula via aluminum wire-spoked wheels and knobby Pirelli Scorpion Rally STR tires, buttressed by higher ProTaper handlebars for more upright ergos. There are 5.9 inches of travel on both ends of the nonadjustable suspension to soak up some of the smaller stuff, but this is a bike that weighs 527 pounds fully fueled, so keep that in mind if/when you venture off the boulevard. The 1,203cc V-twin is an otherwise willing accomplice though, especially on the street, where its 120 hp and 87 pound-feet of torque on tap will move the mass easily. Be aware though: If you do intend to scramble, the equipped ABS isn’t switchable and is tuned for street use. 6. 2021 Janus Gryffin 250: $7,895 Handmade to order in Goshen, Indiana, the Janus Gryffin Scrambler brings simple lightweight design, but at a price. (Janus Motorcycles/)If you’re looking for something scrambler-styled that’s uniquely vintage-y yet semi-custom all at once, Janus’ made-to-order Gryffin 250 might fit the bill. The light, small-displacement thumper is the most dirt-oriented of the Janus models, outfitted with a high pipe with heat shield, aluminum skid plate, and aluminum wire wheels with stainless spokes and aggressive dual sport tires. The 266-pound (dry) weight makes it easy to manage the bike, even with just 14 hp emanating from the air-cooled 229cc OHV Chinese-made single. The Gryffin’s unique front end includes a leading link fork designed in-house and stuffed with dual progressive Ikon shocks, working with a set of dual Ikon shocks out back. But the suspension is fairly short stroke and both wheels are 18 inchers, making the Gryffin primarily a pavement-friendly around-towner. The Gryffin’s charm comes from its simplicity and light weight, a pairing of size and power that gives riders the confidence to coax it around easily. Everything is analog too, which definitely taps into the original spirit of scrambling. Because it’s hand-produced in Goshen, Indiana, the Gryffin isn’t exactly a bargain, but Janus says its bikes are meant to evoke the memories of a simpler time populated by simpler machines, and for some people, that’s enough. You can choose paint and a number of other options (each of which add to the $7,895 base price) and order directly from the factory. 7. 2021 Moto Morini Super Scrambler: $16,000 (est) The refined Super Scrambler runs with Pirelli Scorpion Rally dual sport tires, but this bike is made more for road duty, not the trail work. (Moto Morini/)Built mainly for the street but with a scrambler’s design language in mind, the Super Scrambler nonetheless looks like it’ll be a fun ride when (hopefully) it comes out later this summer. The road-biased design is anchored by a liquid-cooled 1,187cc twin-cam V-twin with aluminum alloy heads known as the Bialbero 1200 CorsaCorta in Moto Morini-speak, which claims to output a healthy 116 hp, and is slowed by a triple disc Brembo brake system supported by Bosch ABS. Suspension is handled by a 46mm fully adjustable inverted fork up front, with a single shock (also fully adjustable) at the rear, both attached to 17-inch spoked wheels. Those wheels won’t travel too far vertically either, with only 4.7 inches on tap up front and 4.3 inches out back, despite being shod with Pirelli Scorpion Rally STR on-off tires. It’s a great-looking bike, but the Super Scrambler is all about the scrambler aesthetic rather than offering much off-road capability, and as a streetbike, it’ll probably crush it—if it ever arrives in this country. (Moto Morini was purchased by the Zhongneng Vehicle Group in 2018 and hoped to expand into new markets, but at press time we could find no dealers in the US). 8. 2021 Royal Enfield Himalayan: $4,999 Related: Royal Enfield Bullet Trials: $5,299 The Himalayan: light adventure or heavy scrambling? Yes. (Royal Enfield/)Although the Himalayan has been roundly acknowledged and reviewed by the ADV crowd (OK, and others too), its spartan looks and retro roots are undeniable. Just strip off the bags and shield and you may as well be looking at a scrambler. Wait a minute—in stock form, the Himalayan doesn’t come with luggage, so you’re halfway to a scrambler right off the bat. Well, more like a chunkier dual sport, especially when you consider that with a 21-inch spoked front wheel and 19-incher out back, supported by a healthy 7.9 inches of travel from the 41mm fork, and an equally impressive 7.1 inches on the back monoshock, the Himalayan is already set up for success on the off-roady bits of your journey. Throw in the fact that seat height is just shy of 32 inches and the bike weighs just 440 pounds and change wet, and you can see why the Himalayan is one of Enfield’s best-selling models. There are some downsides though, mainly owing to the fact that the 411cc single is not exactly a rocket, but all things considered the Himalayan could very well make for a cool scrambler project, especially given the low buy-in. If you’re still not convinced the Himalyan fits the scrambler ethic, there’s the company’s more focused 499cc Bullet Trials 500 model—which unfortunately isn’t available in North America this year. Enfield’s Bullet Trials 500 model brings a more focused scrambler vibe, but it’s not available in the US for 2021. (Royal Enfield/)9. 2021 Triumph Scrambler 1200 XE: $15,400 Related: Triumph Scrambler XC: $14,000 / Triumph Scrambler XE Steve McQueen Edition: $16,400 Triumph’s Scrambler 1200 XE has one of the best spec sheets in the class. The Steve McQueen Edition (pictured) is built on the same base. (Triumph Motorcycles/)Triumph boasts no fewer than five separate scrambler models for 2022 (though most are just trim variants), each one with classic silhouettes and a retro design. The Scrambler 1200 XE, though, is the top of the line, and it’s even been called a naked adventure bike by some—for good reason. This higher-spec 1200 boasts recognizable off-road elements like a 21-inch front wheel, wide handlebar, and twin high-mount pipes, all positioned around Triumph’s high-power 1,200cc parallel-twin engine putting out a claimed 81 pound-feet of peak torque at 4,500 rpm and 90 hp at 7,250 rpm. You also get higher-zoot stuff like cornering ABS and cornering traction control managed by an inertial measurement unit, Off-Road Pro mode for advanced riders, and longer-travel suspension, with the larger 47mm fully adjustable Showa USD fork offering close to 10 inches of wheel travel and the Öhlins twin spring rear shocks providing the same. If you can handle the tallish seat, top-heavy weight distribution, and that mass—close to 500 pounds here—it may be just the ticket. The XE nails the scrambler aesthetic and pairs it with an almost ADV-level of off-road capability. If you’re on the hunt for something less laser-focused, the lower-priced, lower-to-the-ground, and more streetable XC model would be a good option. And if you’re looking to score pop culture and exclusivity points, the XE-based, also highly capable Steve McQueen Edition will empty your wallet to the tune of $16,400. 10. 2022 Triumph Street Scrambler: $11,000 Related: Triumph Street Scrambler Sandstorm: $11,750 The lower and more casual Street Scrambler has the scrambler cosmetics down pat but is a better choice for paved adventures. (Triumph Motorcycles/)The big 1,200cc Scramblers can scratch your off-road itch if you’re serious about soil surfing, but if you spend most of your days on pavement, they might be overkill. The 900cc Street Scrambler is the obvious choice for that scenario; Triumph itself calls this model an “urban scrambler,” which you can take to mean a somewhat heavy streetbike fitted with choice accessories from the parts catalog. Although the now-Euro 5-compliant parallel twin liquid-cooled Bonneville engine spits out a comfortable 65 hp, the 4.7 inches of travel on either end of a 490-pound bike with 85 percent road-biased rubber doesn’t necessarily make for a good combination on singletrack. The 2022 Street Scrambler Sandstorm rolls with premium add-ons - high fender, knee pads, headlight grille, etc - but is essentially the same bike with a different paint job (and a higher price). (Triumph Motorcycles/)But credit to Triumph for doing a great job with the cosmetics, accessories, and fit and finish—the Street Scrambler certainly nails the scrambler visuals, with high-mounted twin pipes, wide bars, and wire-spoked wheels (a 19-incher up front) wrapped in Metzeler Tourance tires designed primarily for the street but good for some light off-roading, all capped by that classic Triumph profile. The bike’s fairly well-equipped as well, with four-piston Brembo brakes, three ride modes, and switchable traction control and ABS as standard. You’d be wise to keep your bomb sessions to flat gravel roads; the Street Scrambler, as its name suggests, is more at home on the asphalt. The new Sandstrom edition adds more premium accessories and graphics, but underneath is the same bike. Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)One of the great pleasures of walking around bike-racing paddocks is the opportunity to meet and talk with a surprising number of engineers and scientists. Many of their careers began with curiosity about that available, invitingly complex, and in-human-scale technology we know so well—the motorcycle. The same applies to many of Cycle World’s readers, whose comments appear on the CW website. A few who stand out: the inventor of the Gunn diode (microwave source on a chip); a neurosurgeon; a man who worked on the creation of NASA’s large vacuum rocket engine test chamber at Tullahoma, Tennessee; another who designed large magnet assemblies for high energy physics; a retired Israeli automatic weapons designer; and a Corvette suspension engineer. All had much to say. Are Two-Strokes Emissions Disasters? This variety and the number of comments on my recent piece concerning two-strokes suggest that reader ctromley’s efforts to save our souls—urging us to “let it go” because the simple two-strokes of the 1970s were emissions disasters—fail to consider that world trade is propelled by huge two-stroke marine diesel engines delivering a remarkable efficiency of just above 50 percent. Even if that weren’t so, many people remain fascinated by two-strokes, to the degree that several direct fuel injection and transfer injection two-strokes not only exist but meet present-day emissions standards. Yes, those simple 1970s two-strokes did waste 30 percent of their fuel, a steep price to pay for their simplicity. Yet aren’t four-strokes also wasteful in their own right? Instead of efficiently delivering their charge air by means of a small rotary blower, as two-stroke marine diesels do, the four-strokes require their massively strong power pistons to waste half their time acting as low-pressure gas exchange pumps during their intake and exhaust strokes. This “half-timing” is what made early 1970s four-stroke GP bikes (mainly MVs) so vulnerable: once two-stroke breathing reached a serious level, a four-stroke had to rev twice as high to make equal power. Honda put huge effort and millions of dollars into its oval-piston NR500, aiming for 23,000 rpm. Despite a series of redesigns innovations like slipper clutches to soften engine-braking, the NR never won a single GP point. Scholarly reader Basil traces the opposed-piston two-stroke diesel from the German Junkers aircraft onward through time to tank engines of the present era, complete with references. Perhaps he will throw light on this one: In World War II it was the “backward” Russians who gave their T-34 tank a V-12 diesel engine, while Germany, the mother country of compression ignition, continued to fuel their armor with gasoline, despite the greater risk of fire. Why? The Issue of Two-Stroke Run-on Another reader, ccRoselle, speaks of two-stroke engines operating despite “random spark.” I wonder if this refers to the ability of two-strokes to “run on,” even with their ignition switched off and plug leads pulled. This used to happen frequently in our dealership—coming from the shop we’d hear an engine’s sound rise as it revved off its tach—the mechanics knew the only thing they could do was close the tank petcock and wait. Because two-strokes all naturally retain some exhaust gas cycle-to-cycle, this run-on is just an accidental version of what is now hailed as “HCCI” or homogeneous charge compression ignition. The retained exhaust gas adds heat and active chemical species to the fresh charge, and the extra heating that occurs in compression leads to auto-ignition. Read about Mazda’s Skyactiv HCCI developments. Those who were driving cars during the stutter-and-stall era of emissions controls (around 1977, when carburetors were enveloped in Medusa-like masses of black hoses) will remember that great big V-8s, when being switched off, would sometimes continue to run spasmodically (often backward!) before finally heaving a great shudder and stopping. It was the same basic cause: Intake air leakage, hot exhaust gas, and active chemical fragments retained from cycle-to-cycle, all acting as an ignition source as the piston neared TDC on its compression stroke. Another scholarly observation comes from motojournalist Michael Esdaile, writing about the origins of the tuned exhaust pipe (aka expansion chamber) that enabled simple crankcase-scavenged two-strokes to dominate all GP roadrace classes by 1975. Rolf Eriksson reminds us that if a fuel lacks natural volatility, preheating it can help. Some snowmobile carburetors were cored for engine coolant to assist in fuel vaporization in severe cold. And during Formula One’s 1980s turbo era of anti-knock toluene-based fuel, Honda preheated that fuel in a heat exchanger on its way to the injectors. In a related comment, kjell describes Yamaha’s dual-fuel commercial outboard motors. One of two tanks contained volatile gasoline, the other much less volatile but cheaper kerosene. Operators would start the cold engine and warm it up on gasoline, then switch to kero once it was hot enough to vaporize that heavier fuel. American farmers in the Great Depression of 1929 resorted to the same concept, but improvised. Italians generally recognize that the best engineers come from farm country: Farmers, having no money, have always had to think up ways to make do, substituting understanding for new parts. Gary Mathers, the former head of American Honda racing, once offered up this parable: The hay is tall, dark clouds are coming, and the baler is broken. Who can fix it? Do you call an engineer? No, because engineers study the problem for six months and then write a report. You call a farmer, because a farmer has to have that hay in the barn before the rain spoils it. Brien Smith described his idea of two sandwiched rotary disc intake valves, by which intake duration could be varied with rpm. There is at least one “down-under” engineer of the Let’s-Do-It-Today! variety who has built and tested exactly that. I am delighted that Cycle World has such a group of knowledgeable, imaginative readers. It’s like walking through the paddock again. Source

The MV Agusta Rush will cost you a whopping $40,600. (MV Agusta Rush/)In the past, motorcycle manufacturers have, sometimes justifiably, caught a lot of flak for offering up “special editions” that are little more than standard models with splash graphics. But the 2021 MV Agusta Rush is something more. The Rush was introduced as a concept bike at EICMA 2019; MV then produced 300 numbered units as a 2020 model. Just as we are emerging from our post-COVID cocoons, MV Agusta is recovering from its swampy situation. In both cases, the time is right for a cautious celebration. For MV, that means unique batches of highly refined models. Maybe these machines aren’t radical technical departures, but neither are they merely last year’s models with this year’s prices. MV Agusta’s production quality has finally reached a level appropriate to the company’s tradition and image. This is all thanks to the impressive efforts of CPE Brian Gillen and his technical team, both at the Schiranna headquarters and the San Marino CRC R&D studio. Now, MV has the quality, reliability, and performance potential that makes special-edition models like this both credible and rewarding. MV Agusta calls the Rush a “hyper naked.” (MV Agusta/)The concept bike that gave birth to the Rush was based on the Brutale 1000 RR. Given MV’s difficulties at the time, there were doubts about it ever reaching production. But those first 300 Rush models sold on the spot for a cool 34,900 euros each. MV Agusta called the bike a “hyper naked,” as it offers more performance than the typical naked bike, more exclusive styling, and supremely refined execution. The 2021 Rush is still based on the Brutale 1000 RR, but you’ll see differences right away. A beautiful metallic gray tank with carbon fiber inserts and yellow highlights suggests a charging bison. The huge 17 x 6.0 rear wheel with its formidable carbon fiber shield also makes a powerful design statement. Pirelli’s special-edition Diablo Supercorsa radials rimmed in yellow provide a finishing touch. The carbon fiber wheel shield is the most striking feature of the Rush, you can’t miss it. (MV Agusta/)There are real premium touches in components like the levers and pedals, most of them CNC machined from billet. The seat’s supporting subframe is an exclusive Rush piece, as is the carbon/titanium exhaust system. The seat itself is executed in elegant leather with Alcantara trim. The seat pan and most of the bodywork are also carbon fiber. What about the powerplant? The 2021 Rush uses a Euro 5-homologated version of MV’s 1,000cc inline-four (79.0mm x 50.9mm bore and stroke), fed by four 50mm Mikuni throttle bodies with two injectors per body. The system is interesting, using four Magneti Marelli high-flow “showerhead” injectors atop the throttle bodies and four Mikuni injectors at the bottom. The new Rush retains the previous edition’s exclusive radial valve layout distribution. But the valves are now titanium, and the cam profiles and the combustion-chamber shape are also new, along with a healthy 13.4:1 compression ratio. As in all 2021 MV Agusta engines, the inverted-cup cam followers get a special diamond-like carbon treatment to reduce friction. The subframe and tailsection is unique to the Rush. (MV Agusta/)The primary drive uses a new set of gears with an advanced tooth profile to both reduce mechanical noise and improve reliability. The whole transmission has been beefed up to handle the torque generated when using the electronic launch control. The whole injection/ignition management system has been further refined over the Brutale 1000 RR. This results in impressive horsepower and torque. How impressive? The company claims 208 hp at 13,000 rpm, with 86 pound-feet peak torque at 11,000 rpm, while upgrades to the catalytic exhaust system ensure the Rush is Euro 5 compliant. And that’s in standard trim; install the racing kit (ECU and exhaust system) and those numbers increase to 212 hp at 13,600 rpm. MV Agusta claims 208 hp at 13,000 in the standard trim from the Rush; install the racing kit and the power jumps to 212 hp. (MV Agusta/)As for the chassis, the Rush uses the same basic steel trellis frame and aluminum swingarm-mounting plates as the Brutale 1000 RR. All the chassis components are top class, starting with the 43mm Öhlins NIX EC fork, Öhlins TTX EC shock absorber, and Öhlins steering damper; all three units are electronically managed. The braking system is all Brembo, with twin 320mm rotors and four-piston Stylema calipers up front and a single two-piston caliper and 220mm rotor at the rear. The Continental MK 100 ABS system includes rear-wheel lift-up mitigation and corner braking control. There is no mistaking the Rush for the Brutale 1000 RR. (MV Agusta/)With a compact 56.4-inch wheelbase, 23.5 degrees of rake, 3.8 inches of trail, and 30mm of offset, the Rush promises a nice combination of neutral steering response, agility, and high-speed stability. Tires are a 120/70-17 front Pirelli Diablo Supercorsa radial and a massive 200/55-17 rear. Seat height is 33.3 inches, dry weight a claimed 415 pounds. Electronics are now as important as chassis numbers and cam timing in determining how a bike handles and delivers its power. The Rush’s electronic suite features all the electronic updates and upgrades as the rest of the MV Agusta 2021 models. As noted in previous Cycle World “first look” reports on the MV Agusta lineup, this latest upgrade is a big improvement, incorporating a six-axis IMU that manages traction control, ABS cornering, cruise control, launch control, and wheelie control. Along with all this comes a TFT instrument display, and through a smartphone, MV’s Ride app. This lets the rider tune, adjust, and select preferred functions and settings, and lets riders plot and share rides through the navigation system. The MV Agusta Rush’s TFT display allows the rider to tune the motorcycle via their smartphone. (MV Agusta/)The price for all this performance and style? A cool $40,600. Maybe not for everyone, but then MVs have always been exclusive machines. We’re just happy to see the grand old marque still punching hard. Source

KTM’s 790 and 890 Adventure R models are highly capable in the dirt, but we wanted better. (Jeff Allen/)The ability to get out into the dirt while using paved highways and byways makes adventure and dual sport motorcycles a dream for those looking for the best of both worlds. However, both require compromises; dual sports lack range and comfort for multiday tours, but big adventure bikes become a challenge when the trails tighten and the bumps grow bigger than a breadbox. To some degree, midsize adventure motorcycles like the KTM 790 Adventure R fill the space between dual sports and large-bore adventure rigs. So is there a way to narrow that gap even further? Is the answer to increase the comfort and range of a single-cylinder dual sport or to make an ADV rig more dirtworthy? In the quest for the ultimate one-bike garage, we chose the latter. The aforementioned 790 Adventure R, and the new 890 Adventure R alongside it, sits more in the middle than any other adventure motorcycle. Therefore, this would be our ideal base for a project with less compromise and more shred. The 790 R’s 798cc parallel twin can gobble up the miles without the drone of a dual sport’s single, and its 465-pound curb weight and 240mm (9.4 inches) of suspension travel leaves behemoths like the BMW R 1250 GS and Ducati Multistrada tiptoeing through the dirt far behind. There’s some wind protection from its small windshield, but it needs to have more protection without sacrificing style and off-road ergonomics. And in order for the bike to keep pace with today’s motocross-inspired dual sports, we would need better suspension and handling. The <em>Cycle World</em> KTM 790 Adventure R project is inspired by the 450RR rally racebikes. (Jeff Allen/)So we set out with a wish list. We soon realized that for this project, the word “budget” would pretty much go unspoken. To go fast and look good doing it takes cash—and, as we soon found out, lots of it. Inspiration for our 790 R came from the Dakar Rally, where the heroes of off-road racing put in 5,000 miles over a two-week period. Although their racing machines are single-cylinder beasts weighing nearly 100 pounds less than the 790, their forms follow the function of endurance. And they look <i>amazing</i>. To get that rally look with added wind protection, our first Facebook message was to Rebel X Sports in Italy. Manuel Lucchese, Rebel X’s owner, has turned his experience with Dakar Malle Moto (riding and racing the entire rally without mechanics) toward fitting rally towers to adventure and dual sport motorcycles. A couple of weeks later we took delivery of a box containing the Rebel X Sports Rally Kit ($2,940), which uses the headlight and windscreen from KTM’s 450RR rally racing motorcycle. Just days later the kit was installed, transforming the 790 Adventure R from insectoid to racer replica. The aluminum tower behind the KTM’s HID lights and 450 rally windscreen was now home to the 790′s stock TFT display and a $599 Trail Tech Voyager Pro GPS dash unit. There are also mounting options for a power rally roadbook, racing transponders, and rally tripmaster unit, if you happen to find yourself actually racing. Rebel X Sports’ Rally Kit uses the KTM 450RR headlights and windscreen. You can’t get any more authentic than that. (Jeff Allen/)With the rally look on point, the suspension had to cash the checks the new look was writing. While the 9.5 inches (240mm) of travel from the stock WP Xplor fork and PDS shock is excellent, unrivaled by any other production adventure motorcycle, WP Suspension has an upgrade available in the form of its Xplor Pro. With 10.6 inches (270mm) of travel, the Pro fork ($3,599) and shock ($2,199) not only increase the overall travel (and height) of the 790 R, but feature improved bottoming resistance and damping consistency under aggressive use. The fork features WP’s Cone valve tech, which replaces a traditional shim stack for damping with a conical valve that allows for stiffer settings without sacrificing initial bump compliance and comfort. The adjustablity and performance of the WP Xplor Pro suspension is unrivaled in the adventure bike segment. (Jeff Allen/)The ability to go faster over the big bumps requires proportional improvements in stability, traction, and braking. The 790 Adventure R does come with a strut-type steering damper, but it’s not enough for serious off-roading at speed. Luckily, KTM offers a rotary Scotts steering damper ($476) and mounting kit ($85) in its Power Parts catalog. This increases resistance to front wheel deflection; settings can be adjusted to your liking. Some 790 owners have gone to dirt-bike-width wheels and more aggressive DOT knobbies in search of more dirt traction. The issue with this is a serious reduction of street handling. Our answer was to install GoldenTyre GT723R DOT-legal rally tires; the rear ($180) is a 140mm width while the front is the Fatty ($142) model. To improve braking bite, Galfer Wave rotors ($332 each) and sintered pads ($42 each) were installed. Sitting behind the Fasst Company Flexx handlebars gives you a rally racer feel. (Jeff Allen/)Protecting the 790 Adventure R from the tremendous abuse we plan to inflict is a must, so a $335 AXP skid plate was bolted on. Its 8mm-thick high-density polythene plastic covers the length of the KTM’s LC8 underbelly as well as the sides of the low-slung fuel tanks. Increasing comfort for those long days without taking away from dirt ability took just a few changes to the stock running gear. A Fasst Company Flexx handlebar ($360) removes any wrist shock the WP suspension can’t by using elastomers to fine-tune how much flex suits rider needs. We installed the stiffest of the four available elastomers for both compression and rebound. We attached Fasst’s Simple Solution hand guards ($136) at the end of the bar, chucked the stock mirrors, and added a Doubletake Adventure mirror ($68) which folds away quickly and easily when off the road. To knock out any vibes on the road, we used Fasst Company’s Impact Adventure peg ($260), which has an elastomer sandwiched between the peg and cleats. Finally, our new $299 Seat Concepts Comfort seat gives us plenty of room to move around off-road while being more comfortable on long stretches. Seat Concepts’ Comfort seat improved long-range comfort with a firm and supportive place to sit. (Jeff Allen/)Finally, we took a run up the 405 freeway to Rottweiler Performance. There we picked up an Arrow RaceTech Titanium slip-on exhaust ($674) to shed some weight; but more importantly, we procured the new Pro Edition Full Intake System ($350). This removes the stock airbox and its flimsy paper filler, replacing it with a free-flowing dirt-bike-style airbox with a large oiled Twin Air foam filter. This not only gives more surface area in dusty conditions; Rottweiler claims a 10 pony gain in horsepower. Fasst Company’s Impact footpegs quelled any vibrations with elastomer between the peg cleats and the peg base. (Jeff Allen/)So that’s $13,824 in upgrades to the no-compromise 790 Adventure R. That’s $125 more than the MSRP when it was new. Ah, wait; we forgot the $70 Rottweiler Transaver shift linkage and $230 Rottweiler Rear Fender Eliminator. Make our tab $14,124, and $425 more than MSRP. Add that bill to the cost of the bike, and you have an all in cost of $27,823. Was it money well spent? As we found out in the California desert, the answer is a resounding yes. The Rottweiler Performance Pro Edition Full Intake System added more punch to the 790′s midrange and is easier to service. (Jeff Allen/)On the road the bike is more comfortable, with plenty of wind protection thanks to the Rebel X kit; fatigue from fighting the wind on your upper torso is greatly reduced. And aside from all that, well, just look at it! The Seat Concepts Comfort seat lives up to its name, though it felt firm on initial sit-down; usually I’d be squirming and standing frequently after an hour or so on the stock seat. Although we set out to build a machine with absolutely no compromises, there are in fact two: the tires. On the street the GoldenTyre GT723Rs do in fact squirm and protest under hard acceleration and braking. Interestingly, they’re more consistent and stable while turning than braking. You won’t be carving the canyons with these DOT Rally tires, but that said, they will get you to the dirt. And once on the dirt, that street squirm is quickly forgotten. The rear GT732R grabs the earth and rockets the 790 forward; the Fatty front tire is planted and sure-footed, and that confidence leads to speed. WP Suspension’s Xplor Pro suspension is the very best upgrade you can make to a 790 or 890 Adventure R. (Jeff Allen/)And speed is where that WP Xplor Pro suspension comes into play. Both the front and rear soak up small chop like a lightweight dual sport and eat knee-high whoops like a 450 desert racer. Settings are nearly perfect out of the box; I only needed to adjust the shock preload for my weight and I added two clicks of rebound damping. Up front there was a bit more work to be done for my 225 pounds, so I added three clicks of preload in each fork leg, three clicks of compression damping, and two additional clicks of rebound damping. The WP manual has clear instructions; even better, there are suggestions for every setting based on the type of ride you’re looking for. After just half an hour of fettling, the 790 Adventure R project is the best dual sport or adventure motorcycle I’ve ridden in the dirt, period. The kit does come with the limited-edition 890 Adventure R Rally, so if you can find one of the 700 examples, it’s worth the extra cash. If not, squirrel away your lunch money. It may sound like hyperbole, but trust us: The Xplor Pro kit is worth every single cent. The rest of the kit is just icing on the rich, sweet cake that is our 790 Adventure R. Rottweiler’s Pro Edition intake added a mean intake howl, and the bike does have a bit more bark in the midrange. Also, filter service is easy as pie. Fasst Company’s bars and pegs work as claimed, soaking up any vibes to my feet and keeping my wrist happy at all times. Trail Tech’s Voyager Pro is easy to read, the touchscreen is flawless even with gloves, and its real-time buddy tracking is a feature every off-roader should have. Should we take our no-compromise 790 Adventure R project racing? We think so too. (Jeff Allen/)OK, yes, it’s true: We could have bought two 790 Adventure Rs for the all-in cost of our build. But there is not one part I would want to remove for the sake of cost savings. Each piece was necessary to transform our 790 R from an already excellent adventure motorcycle to a dual sport rally racer. It really is the only bike I need in my garage. Need more proof? I now own this bike, and it is, in fact, the only one in my garage. Now, I wonder how much a rally roadbook holder costs… Project Costs Rebel X Sports Rally Kit $2,940 WP Xplor Pro fork $3,599 WP Xplor Pro shock $2,199 Trail Tech Voyager Pro GPS $599 Scotts steering damper $476 Steering damper mount $85 GoldenTyre GT723R tires, F/R $180/$142 Galfer Wave rotors $332 x 3 Galfer sintered brake pads $42 x 3 AXP skid plate $335 Fasst Company Flexx handlebar $360 Fasst Company Simple Solution hand guards $136 Fasst Company Impact Adventure footpeg $260 Doubletake Adventure mirror $68 Seat Concepts Comfort seat $299 Arrow RaceTech Titanium slip-on exhaust $674 Rottweiler Performance Pro Edition Full Intake $350 Rottweiler Performance Transaver $70 Rottweiler Performance Rear Fender Eliminator $230 Project Total $14,124 Source

Riding the 2021 Yamaha YZ450FX. (Mark Kariya/)Being that updates to Yamaha’s cross-country and enduro bikes fall one year behind those of the manufacturer’s four-stroke motocross models, the YZ450FX was due for a revamp in 2021. Sure enough, that’s exactly what the bLU cRU’s 450 off-road competition motorcycle was given. The YZ450FX was last updated in 2019, and it won Dirt Rider’s 450 Off-Road Shootout that same year, so the bike has proven its worth as a cross-country racebike model. How much better is the 2021 version? We were eager to find out for ourselves after dynoing, weighing, and measuring it, and quickly got to work testing it in the field. Don’t let its appearance fool you. Although the YZ450FX looks very similar to the 2019 and 2020 model, it is quite a bit different for 2021. (Mark Kariya/)2021 Yamaha YZ450FX Engine If you follow the YZ450F’s progression, you’ve likely noticed the 2020 model received some major engine updates that improved Yamaha’s already strong 450cc powerplant. Those same changes were applied to the YZ450FX for 2021, including a more compact cylinder head that’s also lighter by more than half a pound, different camshafts, a new piston, and a longer connecting rod. On Dirt Rider’s in-house Dynojet 250i rear-wheel dynamometer, the 2021 YZ450FX produced 53.0 hp at 9,600 rpm and 32.9 pound-feet of torque at 7,100 rpm. Perhaps the most invisible changes are to the frame. The upper rail thickness is 0.5mm thinner and the tubing in the engine cradle area is 0.5mm thicker. (Mark Kariya/)The ECU tuning is unique to the YZ450FX with off-road-specific mapping. The ability to make adjustments to the mapping via the Yamaha Power Tuner app is possible as the ECU is unlocked. The muffler, which has a baffle intended to reduce noise and smooth out the power delivery, is another YZ450FX-specific component. Being that this bike is an off-road competition model, the transmission is a wide-ratio five-speed with a low first gear and slightly lower second gear compared to the YZ450F. While the gaps between gears are slightly larger than in the motocross transmission, the engine’s strong torque completely blends them together. Naturally, the very low first is mainly a tractor gear for the tightest of sections. Second gear is good for starting and stopping, while third is mostly used for single-track riding. Its third and fourth gears are almost equal to those same gears in the motocrosser, while fifth is taller. With its more compact cylinder head, different camshafts, new piston, and 1.5mm-longer connecting rod, the 2021 YZ450FX churned out 53.0 hp at 9,600 rpm and 32.9 pound-feet of torque at 7,100 rpm on the <em>Dirt Rider</em> dyno. (Mark Kariya/)The changes Yamaha made to the engine are immediately noticeable. Right off the crack of the throttle, the power is very responsive and the seat-of-the-pants torque is amazing. It runs through the power at a reasonable rate unless you spin the rear tire, which can be easy to do. The power is strong enough that the bike can be a little hard to control in slippery conditions. The YZ450FX may not pull as long in the rpm range as a KTM 450 XC-F or Honda CRF450RX, but it will easily outdo all of its competition in terms of torque feel. Yamaha also improved on the YZ450FX’s starting capability; the engine fires to life quickly in neutral and even in gear. 2021 Yamaha YZ450FX Tunability & Mapping The ECU mapping may be specific to the YZ450FX, but there’s still an abundance of power. At times, it was seriously more than I could hang onto. Adjusting the power is incredibly easy with the Power Tuner app. Unlike the YZ450F, the base ECU maps 1 and 2 are different: Map 1 is more aggressive for high traction conditions, while map 2 is designed more around extreme conditions when traction is limited and a smoother power delivery is warranted. Even with the extra baffle in the muffler, the YZ450FX is still a fire-breather. If it’s too powerful for your liking, Yamaha’s free Power Tuner app gives you the ability to wirelessly adjust the ECU mapping with your smartphone (Mark Kariya/)Selecting either map is easy and can be done on the fly. I tried both maps and made several adjustments, but I ultimately preferred map 1, with a few changes. My main goals were to achieve more controlled acceleration, better rear wheel traction, and less engine-braking. I would have liked to improve rear wheel traction a little more, because with the huge amount of power this engine is capable of delivering, you have to be careful not to give it too much throttle, especially if you are not going in a straight line. 2021 Yamaha YZ450FX Suspension Like the rest of Yamaha’s cross-country bike lineup, the YZ450FX is spec’d with a KYB Speed Sensitive System (SSS) 48mm coil-spring fork and KYB shock. Each has off-road-specific settings including different valving and spring rates from the motocross model of the same displacement. The YZ450FX uses 4.6 Nm fork springs (compared to the YZ450F’s 5.0 Nm) and a 56 Nm shock spring (where the YZ450F is spec’d with a 58 Nm). After experimenting with several other maps, we finished with this as our favorite for the 2021 YZ450FX. Created by test rider Allan Brown using the Power Tuner app, its changes over the stock setting (all zeros) are in the same direction as Yamaha’s preloaded MX Feeling map; we just went a little further with it. More ignition timing slows the rpm rate of acceleration and adds more torque, while a little more fuel complements the torque and ignition timing. (Allan Brown/)The YZ450FX’s competition-bike nature is noticeable in the suspension, with settings that feel very close to motocross but with softer springs. While this sounds good, the YZ450FX is 8 pounds heavier than the motocrosser and therefore tends to ride a little low in the stroke. This can give the false impression that the suspension is stiff. If you’re a lighter rider, say less than 150 pounds, the stock spring rates might be OK for you; otherwise, stiffer fork and shock spring rates may be necessary. RELATED: 2021 Yamaha YZ450FX Dyno Test The suspension action is smooth and predictable throughout and offers good stability and control. Only on the biggest of impacts is there any concern of overloading it. We made some adjustments that yielded noticeable improvements in performance and comfort by stiffening the compression and opening the rebound front and rear. For the most part, we were trying to get the bike to ride higher in the suspension travel to provide a plusher, more comfortable ride. With a suspension setup that resembles one that is intended for motocross yet with softer springs, the YZ450FX’s KYB Speed Sensitive System (SSS) 48mm coil-spring fork and KYB shock ride a bit low in the stroke, which can give a false sensation of them being stiff. If you weigh more than 150 pounds, stiffer spring rates front and rear may be beneficial. (Mark Kariya/)Although we did not come up with a single best setting, as we had more than one test rider, we did get to a point where the bike was 90 percent where we wanted it. To find your own ideal setting, start adjusting in increments of two clicks on the compression and one or two clicks on the rebound, then go a few more until you feel comfortable. 2021 Yamaha YZ450FX Chassis/Handling The 2021 YZ450FX chassis may look the same as the 2019 and 2020 model, but several significant changes have been made; it now shares the same chassis as the YZ450F. The upper frame rail thickness is 0.5mm thinner; the tubing in the engine cradle area is 0.5mm thicker. The top triple clamp has a thinner shape to reduce rigidity, and the front axle features a 20 percent decrease in rigidity; both components are said to be lighter. The goal of these changes were mostly to improve comfort, as the chassis geometry has remained the same. The YZ450FX’s high intake makes it less likely to inhale any water when riding through deep creek crossings. The air filter surface area itself is a bit small and therefore requires more frequent servicing. (Mark Kariya/)The front brake has a new larger-piston caliper (up from 22.7mm to 25.4mm pistons), 22.3 percent larger brake pads, and a new front rotor with 16 percent more pad contact area. The new 240mm rear brake rotor is 5mm smaller than the prior disc, while Yamaha claims the rear brake caliper and hanger assembly are lighter. The engine mounts are cross-country specific in an effort to improve stability and comfort over obstacles of all shapes and sizes. The current-generation YZ450FX has a stable chassis with good cornering ability and a very distinct feel; you quickly realize it is still a full-on competition bike while riding off-road. The wheelbase feels somewhat shorter than a KTM 450 XC-F or Husqvarna FX 450, but not as short as a Honda CRF450RX or Kawasaki KX450X. Sitting on the bike certainly provides a sitting-in feel, which can easily be offset with a taller seat foam if so desired. The lower pocketed seat is not well suited for taller riders but Yamaha offers a tall seat that is 0.75 inch taller than stock. Being that it’s an off-road bike, we wish the YZ450FX came with hand guards, but that is a relatively inexpensive item that can be easily sourced. (Mark Kariya/)Although the YZ450FX’s fuel tank is 0.6 gallon larger than the YZ450F’s, the ergonomics are no different. Yamaha’s reverse engine design and their ability to extend the fuel tank lower instead of higher help keep it from protruding upward or outward at the front like the Honda CRF450RX’s. Overall, the YZ450FX is still a touch wider in the center portion of the bike between your knees when standing in comparison to the Austrian bikes. A rider 5-foot-10 or shorter will fit well on the bike; however, a taller pilot may want to try a taller seat foam; Yamaha offers a fully assembled version of its own that is 0.75 inch taller than stock. The handlebar position is widely adjustable, as the triple clamps have two mounting positions and allow the mounts to rotate forward or backward. These four different positions let riders move the bar a total of 36.5mm fore and aft. How Does the 2021 Yamaha YZ450FX Ride? The YZ450F has been a top finisher in many previous Dirt Rider 450 Motocross Shootouts, but the YZ450FX has been a bit of a sleeper bike when it comes to off-road competition. It has a stable chassis, good cornering ability, and an absolute monster of an engine. Why wouldn’t you consider it? Strangely, it seems the YZ450FX is perceived as being big and lazy, which is certainly not the case. In fact, its design gives it a very planted feel while riding, helping it find traction in the slipperiest of conditions. Overall, the 2021 Yamaha YZ450FX is undoubtedly an off-road racing weapon. Off the showroom floor, it’s doubtful you’ll need more power than the YZ450FX delivers, though you may want to consider changing the suspension spring rates to match your weight. But overall, this bike is super strong, stable, and planted. You can ride the YZ450FX a little harder with confidence, knowing that when you make a mistake, the bike is more recoverable and won’t penalize you the way a Honda might. With its absolute monster of an engine, stable and planted chassis, and free ECU tunability, the YZ450FX is nothing short of an off-road racing weapon. (Mark Kariya/)Gearbox Helmet: Shoei VFX-EVO Goggle: Scott Prospect Hydration Pack: Fly Racing XC 30 Jersey: Fly Racing Evolution DST Gloves: Fly Racing Evolution DST Pant: Fly Racing Evolution DST Boots: Alpinestars Tech 10 Supervented 2021 Yamaha YZ450FX Specifications MSRP: $9,699 Engine: DOHC, liquid-cooled single-cylinder; 4 valves Displacement: 449cc Bore x Stroke: 97.0 x 60.9mm Compression Ratio: 13.0:1 Transmission/Final Drive: 5-speed/chain Dirt Rider Measured Horsepower: 53.0 hp @ 9,600 rpm Dirt Rider Measured Torque: 32.9 lb.-ft. @ 7,100 rpm Fuel System: EFI w/ 44mm throttle body Clutch: Wet, multiplate; cable actuation Frame: Bilateral beam aluminum Front Suspension: KYB Speed Sensitive System (SSS) coil-spring fork, compression and rebound damping adjustable; 12.2 in. travel Rear Suspension: KYB shock, spring preload, high-/low-speed compression damping, and rebound damping adjustable; 12.5 in. travel Front Brake: Nissin 2-piston caliper, 270mm disc Rear Brake: Nissin 1-piston caliper, 240mm disc Tires, Front/Rear: Dunlop Geomax MX33; 80/100-21 / 120/90-18 Rake/Trail: 27.0°/4.6 in. Wheelbase: 58.3 in. Ground Clearance: 12.6 in. Dirt Rider Measured Seat Height: 37.6 in. Fuel Capacity: 2.2 gal. Dirt Rider Measured Wet Weight: 256 lb. Availability: Now Contact: yamahamotorsports.com Source

Yamaha’s 2022 YZF-R7 fills a void left by the absence of the YZF-R6. (Yamaha/)Back in March we revealed that Yamaha was planning a new middleweight supersport bike derived from the MT-07 that would revive the legendary YZF-R7 name tag—and now that’s precisely what Yamaha has launched. While the choice of name is likely to upset some purists who might see a 72 hp 689cc parallel twin as an unworthy holder of the title, the new R7 is actually an intriguing bike in its own right that usefully plugs a gaping hole in Yamaha’s range between the YZF-R3 and the YZF-R1. The YZF-R6 that previously bridged that gap is only available as a 2020 model and no updated version is expected. While sharing much with the MT-07, the YZF-R7 is a much more focused and serious sportbike. (Yamaha/)On the surface, the new YZF-R7 doesn’t disappoint. While rival middleweight sport models like Kawasaki’s Ninja 650 hedge their bets by using relatively high-mounted bars and subdued styling, the R7′s appearance is just as aggressive as the YZF-R1 that its buyers may aspire to own in the future. Low clip-on bars, rearset pegs, and styling that apes Yamaha’s YZR-M1 MotoGP machine leave no doubt; it might have a modest engine, but it’s still a serious sportbike. Underneath that bodywork lie the major mechanical parts from the MT-07. The 689cc CP2 parallel-twin engine, named after the crossplane crankshaft that gives a firing interval that emulates a charismatic 90-degree V-twin, sits in a tubular steel frame with aluminum center braces at the swingarm area to add more rigidity. Yamaha’s US marking material doesn’t mention any figures for the engine, but in Europe it’s claimed to make 72.4 hp at 8,750 rpm and 49.4 pound-feet of torque at 6,500 rpm—exactly the same numbers that are claimed for the MT-07. It’s coupled to a lower set of gear ratios in the R7 to improve acceleration, via a new assist and slipper clutch. An upshift-only quickshifter is available as an option. Don’t let the similarities with the MT-07 fool you; the R7 will offer a very different riding experience. The chassis geometry is tweaked to give a steeper rake at 23.4 degrees, down from 24.5 degrees on the MT, and a shorter 54.9-inch wheelbase. That’s largely down to the fork, which is a new 41mm upside-down KYB unit with adjustable preload, compression, and rebound damping, mounted in a forged alloy lower and cast alloy upper triple clamp. Adjustable suspension, clip-on bars, and forged lower triple clamp hint at the sporting potential of the YZF-R7. (Yamaha/)The rear suspension, adjustable for rebound and preload, is also optimized for the R7, and the bike’s ergonomics put more of the rider’s weight over the front. Braking comes from four-pot radial-mount calipers and twin 298mm discs at the front, coupled to a Brembo radial master cylinder. The styling follows the lead of Yamaha’s other recent R-series bikes by hiding the headlights to give a convincing impersonation of a racebike. Where the R1 and R6 put their LED lamps under the nose, the R7 hides its single main headlight unit inside the M1-style air intake, while the marker lights on either side of the nose blend almost invisibly into the styling when they’re switched off. The 3.4-gallon tank is new, mimicking the shape of the MotoGP bike’s unit right down to the gill-like strakes on its shoulders, and the seat unit is similarly M1-inspired, with a small pillion pad flanked by air intakes and LED taillights set into the rear. The MotoGP look doesn’t just help the aesthetics; it’s efficient too. The R7′s bodywork is actually slimmer than any other “R” model bike, including the smaller R3 and even the tiny R125 that’s offered in European markets. That makes for a tiny frontal area that boosts top speed by around 10 mph compared to the MT-07. Yamaha claims the R7 is slimmer than any of the other R models. (Yamaha/)On board, you get a new LCD display. While it’s not the sort of color TFT setup seen on many modern bikes, it has an inverted color scheme with pale readouts on a black background. Offered in Team Yamaha Blue and Performance Black, the 2022 Yamaha YZF-R7 will cost $8,999 and will arrive in dealers June 2021. (Yamaha/)How much for all this? The MSRP of $8,999 positions the R7 a little above established parallel twins like the Ninja 650, but it’s well below the $12,199 of the YZF-R6. The new Team Yamaha Blue and Performance Black paint options also provide our first look at the color schemes that Yamaha’s other R models are likely to adopt next year. Want one? The R7 is due to hit dealers in June, so there isn’t long to wait. Source

Riding the 2021 Honda CRF300L. (Drew Ruiz/)Honda’s smallest street-legal CRF has been updated for the first time since 2017, and the same goes for the Rally version that was introduced that same year. By increasing the stroke on the engines of the CRF250L and CRF250L Rally by 8mm, Big Red has increased the displacement by 15 percent to 286cc and renamed both models to reflect that additional 36cc. Honda invited us to test the new CRF300L and CRF300L Rally on the trails, two-track, and roads outside Copper Horse Riding Ranch near Santa Clarita, California, where we spent the day riding the non-ABS models. 2021 Honda CRF300L and 2021 Honda CRF300L Rally Updates In addition to the displacement increase, engine improvements also include revised camshaft lift and timing; a new assist/slipper clutch; updated gear ratios; a different header pipe and muffler (which Honda claims are lighter and reduce sound); and a revised air filter. For the first time since 2017, Honda’s smallest street-legal CRF has been updated. The most prominent change is the engine’s 36cc displacement increase via an 8mm-longer stroke. (Drew Ruiz/)Although the larger powerplant is certainly the focal point of the new CRF300L and CRF300L Rally, the two bikes feature several additional significant updates. The frame gets a 25 percent decrease in lateral rigidity, 30mm-narrower downtube, smaller downtube gusset, 20mm-shorter main pipe, and 3.2mm reduction in the cradle tube diameter, all intended to improve maneuverability and rider feel. The revisions made to the frame and crankcase net 1.2 inches of added ground clearance. A change from steel to aluminum on the lower triple clamp results in a claimed weight savings of 1.6 ounces. The redesigned swingarm’s rigidity has been reduced by 23 percent laterally and 17 percent torsionally, while a revised cross section and 15mm decrease in pivot width contribute to the component’s weight reduction of 1.6 ounces. Fork and shock travel are increased by 0.4 and 0.6 inch respectively. The shock uses a different link, connecting rod, and new settings to suit the changes. The rear brake master cylinder and meter are new, as is the 10 percent larger kickstand foot plate, thinner rear sprocket, and hollow rear axle. Handlebar sweep has been increased, handlebar weights have been added, the front seat area and swingarm pivot cover are narrower, and the footpegs have been moved rearward. Honda claims to have decreased the overall weight of the CRF300L by 11 pounds versus the CRF250L. A less rigid frame and swingarm, additional suspension travel, and new rear brake master cylinder and meter are among the other most notable changes made to the CRF300L for 2021. According to Honda, the bike weighs 11 pounds less than the outgoing CRF250L. (Drew Ruiz/)Changes specific to the 2021 Rally version include a new 3.4-gallon fuel tank, a 20mm-wider seat rubber mounting cushion, and the addition of rubber platforms in the footpegs. The front fender, side covers, toolbox, and license plate bracket are said to be lighter. According to Honda, the CRF300L Rally weighs 9 pounds less than the previous-generation CRF250L Rally. First introduced in 2017, the CRF300L Rally enjoys all of the same updates as the standard model along with a new 3.4-gallon fuel tank, a 20mm-wider seat rubber mounting cushion, and the addition of rubber platforms in the footpegs. (Drew Ruiz/)2021 Honda CRF300L vs. 2021 Honda CRF300L Rally Engine The powerplants of the CRF300L and CRF300L Rally are identical, a 286cc fuel-injected liquid-cooled DOHC four-stroke that builds power in a smooth, linear manner. The engine’s character is fairly mellow, but it revs quickly enough to make it fun to ride in a spirited fashion. Engine-braking is detectable but not overwhelming; it can actually be beneficial, helping to slow the bike when entering turns on the road. Vibration is practically nonexistent thanks to the engine’s counterbalancer. The transmission shifts smoothly and definitively with minimal clutch input necessary. Honda’s specifications list the new CRF300L Rally weighing in at a claimed 333 pounds for the non-ABS model, which is 9 pounds less than the previous-generation CRF250L Rally. (Drew Ruiz/)At speed on pavement I found myself upshifting between 8,000 and 9,000 rpm to keep the engine in the meat of the power. Third gear worked excellently for the tighter twisty roads we encountered, while fourth had no problem pulling through the more gradual turns on the street. Sixth gear allowed a top speed of 75 mph in flatter areas, but the revs would drop away on any sort of upward incline, prompting a downshift to fifth; this proved to be the best all-around gear for most wide-open stretches of pavement. I found myself using third gear for the majority of the dirt portion of the ride, as the bike could be lugged in wider turns and still got moving fast enough for most fire road straightaways. There were some optional, somewhat technical single-track trails, and on these I spent nearly all my time in second gear, as it’s low enough to get the bike moving from a stop without too much clutch use and get it moving at an acceptable trail speed. I didn’t use first gear all that much, but it’s certainly capable of crawling at very low speeds on tight trails. The 286cc fuel-injected liquid-cooled DOHC four-stroke engine builds power in a smooth, linear manner, making it easy to ride both on and off-road. Upshifting between 8,000 and 9,000 rpm keeps it in the meat of the power. (Max Mandell/)Clutch pull is incredibly light. My trials background has given me plenty of experience with hydraulic clutches, but the CRF300L and CRF300L Rally clutch have the easiest pull I’ve ever experienced, especially impressive for a cable-actuated unit. There is no detectable fade despite its effortless pull, and I never found myself abusing it due to the engine’s more-than-sufficient torque at low rpm. Second gear is low enough for trails that are somewhat technical, while third gear is suitable for most flowing single-track. Clutch pull is nearly effortless. (Drew Ruiz/)2021 Honda CRF300L vs. 2021 Honda CRF300L Rally Suspension We began the day on the CRF300L Rally with Honda taking us on winding roads to test the bike’s pavement worthiness. Turns were initiated easily and predictably, and the bike maintained plenty of lean angle traction throughout corners. Transitioning to the dirt with some two-track and fire roads gave us an opportunity to see what the nonadjustable Showa 43mm inverted fork and Showa shock were capable of. Both components provided an ultraplush feel over small bumps and rain ruts. The nonadjustable Showa 43mm inverted fork and Showa shock adjustable only for preload offer tons of comfort over small bumps and rain ruts. Because the shock is a bit soft, it has the tendency to travel quickly through the stroke on minor G-outs, especially on the Rally model. (Max Mandell/)The shock is noticeably softer than the fork; this becomes even more apparent when hitting minor G-outs that are two or more feet tall, as the rear rebounds rather quickly and pitches the bike forward. The CRF300L exhibits the same behavior, but to a lesser extent. It didn’t take long for me to begin slowing down for such obstacles. The shock is only adjustable for preload, and this is definitely a situation where a rebound clicker would come in handy. The rear’s soft and springy feeling is even noticeable while sitting on the bike when parked. 2021 Honda CRF300L vs. 2021 Honda CRF300L Rally Chassis/Handling The CRF300L Rally’s trail manners are decent, though its lean angle traction leaves something to be desired. This is especially evident in looser dirt, where the front end has somewhat of a vague feel with a tendency to occasionally push when leaned over too far—which is not actually that far. At first I chalked this up to the road-oriented IRC Trails GP dual sport tires. However, although knobby tires would certainly improve traction in the dirt, a later ride on the standard CRF300L showed that they weren’t completely to blame. The Trails GP rubber certainly doesn’t offer gobs of traction in the dirt on either bike, but the standard model was much more confidence inspiring to lean. Even with road-oriented IRC Trails GP dual sport tires, the CRF300L is plenty capable in the dirt. (Drew Ruiz/)The contrast in shock performance and off-road handling capability between the CRF300L and CRF300L Rally had me asking Honda staff concerning differences in spring rates and valving. Although they were unable to confirm if there were any internal suspension differences between the two trims, they did note that a model like the Rally, which weighs a claimed 24 pounds more than the standard version, usually has stiffer fork and shock spring rates to accommodate for the extra poundage. I would accuse the Rally model’s additional weight, most of which comes from components positioned farther forward on the bike, of playing a role in its comparatively lackluster off-road handling capability. Another noticeable difference is in the seat heights. The standard model is noticeably lower and its seat has less of a pocket at the front, making it easier to move forward and back on. The Rally’s seat is taller but has more of a dip at the front. The Rally’s larger fuel tank causes the bike to feel slightly wider while sitting. The handlebar seems a touch swept-back while standing, but not enough to make me want to adjust it. The CRF300L Rally weighs 24 pounds more than the standard model according to Honda’s claimed specifications. The additional weight makes the bike less maneuverable and not as confidence inspiring to lean compared to the CRF300L. (Max Mandell/)Despite the Rally having a 40mm-larger front brake disc than the standard model, I did not detect a major difference in braking power between the two. However, the CRF300L had been ridden more by the time I hopped on it in the afternoon, so the front brake may have felt a bit more powerful merely because the pads were more thoroughly broken in. The pull at the lever is progressive on both machines, offering a fine balance between being powerful enough to bring the bike to an abrupt stop on the street yet not so grabby that the front end washes out easily in the dirt. Should You Buy the 2021 Honda CRF300L or 2021 Honda CRF300L Rally? When Honda explained the CRF300L Rally is designed more for the road-going rider, I assumed this was mostly due to its 1.3-gallon-larger fuel tank, the frame-mounted windscreen, and the rubber platforms in the footpegs. However, after spending hours at the controls of both bikes, I realized their performance in the dirt reflects the type of rider each bike is designed for. While it may seem contrary that a motorcycle that takes appearance cues from Ricky Brabec’s CRF450 Rally works bike is less capable in the dirt than its standard model counterpart, the CRF300L Rally is still a viable option for those whose dirt desires don’t go far beyond two-track and fire roads. While it can certainly handle more challenging off-road terrain in the hands of the right rider, those who only ride on the road to connect from one single-track trail to the next would be better off buying the CRF300L and saving $750 over the Rally. With that money they could invest in more aggressive off-road tires, hand guards, a skid plate, and other items that would further enhance the CRF300L’s capability in the dirt. Honda explained it designed the CRF300L more for off-road use than the CRF300L Rally. Our testing revealed that to be the case, but more so than we expected. (Drew Ruiz/)Gearbox Helmet: Arai VX-Pro4 Goggle: Oakley Airbrake MX Hydration Pack: Fly Racing XC 100 Jersey: Fly Racing Evolution DST Gloves: Fly Racing Evolution DST Pants: Fly Racing Evolution DST Boots: Alpinestars Tech 7 Enduro 2021 Honda CRF300L Specifications MSRP: $5,249 / $5,549 (ABS model) Engine: DOHC, liquid-cooled single-cylinder; 4-valve Displacement: 286cc Bore x Stroke: 76.0 x 63.0mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: EFI w/ 38mm throttle body Clutch: Wet, multiplate slipper/assist; cable actuation Frame: Steel Front Suspension: Showa 43mm inverted fork, nonadjustable; 10.2 in. travel Rear Suspension: Showa shock, spring preload adjustable; 10.2 in. travel Front Brake: Nissin 2-piston caliper, 256mm disc Rear Brake: Nissin 1-piston caliper, 220mm disc Tires, Front/Rear: IRC Trails GP; 80/100-21 / 120/80-18 Rake/Trail: 27.5°/4.3 in. Wheelbase: 57.2 in. Ground Clearance: 11.2 in. Claimed Seat Height: 34.7 in. Fuel Capacity: 2.1 gal. Claimed Wet Weight: 309 lb. / 311 lb. (ABS model) Availability: Now Contact: powersports.honda.com 2021 Honda CRF300L Rally Specifications MSRP: $5,999 / $6,299 (ABS model) Engine: DOHC, liquid-cooled single-cylinder; 4-valve Displacement: 286cc Bore x Stroke: 76.0 x 63.0mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: EFI w/ 38mm throttle body Clutch: Wet, multiplate slipper/assist; cable actuation Frame: Steel Front Suspension: Showa 43mm inverted fork, nonadjustable; 10.2 in. travel Rear Suspension: Showa shock, spring preload adjustable; 10.2 in. travel Front Brake: Nissin 2-piston caliper, 296mm disc Rear Brake: Nissin 1-piston caliper, 220mm disc Tires, Front/Rear: IRC Trails GP; 80/100-21 / 120/80-18 Rake/Trail: 27.5°/4.3 in. Wheelbase: 57.2 in. Ground Clearance: 10.9 in. Claimed Seat Height: 35.2 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 333 lb. / 337 lb. (ABS model) Availability: Now Contact: powersports.honda.com Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)There is a direct relationship between wheelbase length, which is typically in the range of 48 to 65 inches, and quickness of steering response. This is easy to understand. When you deflect the steering, the front wheel begins to steer off the vehicle’s previous direction at X inches per second. This sideways movement of the front wheel steers the rear wheel by using the wheelbase as a lever. The shorter the lever the more the rear wheel is steered and vice versa. The same is true of stability. When a disturbance (bump, wind gust) gives the front wheel an accidental steer input, a long wheelbase reduces the degree to which this also steers the rear wheel. In the early 1970s, when engine power was rising steeply, high-speed weave became a problem (side-to-side swing of the rear wheel at two-to-three cycles per second). The standard “cure” back then was to lengthen the wheelbase. In certain applications the quickest possible steering is required. Look at a classic Harley XR-750 dirt-tracker. What hits you is that front and rear wheels are as close to the front and rear of the engine/transmission unit as they can possibly be. Dirt track shaped that motorcycle over its successful 47-year racing career, so that short wheelbase is no accident. A motorcycle like the Hayabusa is given a long wheelbase to increase stability, but that can make steering response slower than on a short-wheelbase motorcycle. (Suzuki/)On the other hand, the lack of weight on the front wheel of certain designs has forced the adoption of a response-slowing longer wheelbase and “highly stable” (nice way to say sluggish) steering geometry. This describes Ducati’s classic 750 bevel-drive twins. The near-horizontal front cylinder pushes engine mass rearward, so to restore a degree of front/rear weight balance, the wheelbase was extended to an American-LaFrance-like 60 inches. Because wobble and weave oscillations are damped by the footprint areas of the tires, and because of the limited weight and smallish footprint up front, this bike was further stabilized by a large 31-degree steering rake angle (today something in the range of 23.5–25 degrees is usual) and a highly stable, and slow-steering, trail distance of 4.5 inches. This bike was successful in its day because it was stable when Japanese literbikes, with 27-degree rake angle, were definitely not. Related Content: All About Geometry When Kel Carruthers tested the Yamaha TZ750 prototype, descendants of which would win Daytona 1974–1982 inclusive, he found that the quick-steering short wheelbase wanted by Giacomo Agostini (53.5 inches) gave that 90 hp proto a scary weave at high speed. Kel called for an extra 3 inches to be added to the wheelbase by extending the swingarm. If you take your new bike to the dragstrip, one of several things that reduce E.T. is to move the rear wheel back all the way, thereby lengthening the lever by which the bike’s center of mass acts to prevent snap wheelies from spoiling the run. You also pull yourself forward. The most extreme case of this is the drag bikes that run in Pro Street, which are given mile-long swingarms. Despite all that leverage, they can still wheelie thanks to the combo of turbocharging and pavement shiny with glue. Just after 1900, Belgian arms maker FN produced a bike powered by an inline-four with its crankshaft parallel to the wheelbase. The resulting length made the machine A) very stable, and B) a real handful on city streets made slippery by four-legged horsepower by-product. Once a rider let that long wheelbase start to swing, recovery was iffy. Related Content: Do You Really Know Your Bike’s Wheelbase? In general, the better the rider, the more likely he/she is to prefer a short wheelbase. Dick O’Brien, long Harley’s racing chief, told me years ago that when riders first got on the XR roadracer (same engine as the dirt-tracker, but different chassis) they were most comfortable with a longer wheelbase. As they adapted to the bike and their lap times dropped, they found best performance with a shorter chassis. Part of the reason for this is that the quicker the steering, the less distance is consumed by the lean-in process. Sportbikes built to win races are designed to turn and therefore have shorter overall wheelbases than a cruiser or standard streetbike. (Yamaha/)Because there are just the two basic cornering styles, bikes tend to be designed for one or the other. A bike built for a corner-speed rider such as Doug Chandler or Jorge Lorenzo needs stability to stay close to the grip limit all the way around, so it has a longer wheelbase, lower build, and stabler steering. A point-and-shoot bike (the late Nicky Hayden’s Honda RC45) is given a short wheelbase and higher engine position to achieve instant weight transfer for right-now braking and acceleration, plus very quick steering to waste the least time in transitions. Touring bikes and “production dragsters” (’Busas and ZX-14s) are given longer wheelbase, the former to civilize the riding experience, the latter to reduce taillight lens breakage. Sportbikes were given the shorter wheelbases they needed to win the Supersport races that used to sell so many bikes. Most bikes today compromise somewhere in the mid-50-inch range. Source

Within the burgeoning middleweight standard category, Honda’s 2021 CB650R ABS meets returning and emerging parallel twins and triples with its grunty inline-four, the only inline-four in the segment unless you include the higher-displacement Suzuki GSX-S750 or Kawasaki Z900. To stay competitive, Honda’s “Neo-Sports Café” middleweight sees big changes to its front suspension, Euro 5 emissions improvements, and tweaks to styling and ergonomics. The 2021 CB650R ABS is Honda’s Neo-Sports Café with a $9,199 price tag. (Jeff Allen/) The upgrade to Showa’s Separate Function Fork Big Piston is claimed to be lighter in weight and more rigid than the previous version. (Jeff Allen/)The outgoing nonadjustable Showa Separate Function Fork (SFF) is replaced with a new, also nonadjustable Showa Separate Function Fork Big Piston (SFF-BP) unit offering a sporty and firm ride quality. The front-end feel is enhanced with this change to the fork, but so is the perception of the harsher bumps on jagged tarmac; this is something we didn’t have an issue with in 2019. The preload-adjustable Showa shock, however, is not as taut as the front end and is bouncy with a rebound damping that is slightly too quick. Its softer settings soak up bumps well enough, but considering its competition and $9,199 price tag, some rebound or compression adjustment at either end which would be useful in fine-tuning the balance of suspension action. Although the ride is now more rigid, the willingness of this bike to tip into turns thanks to that stiffness is just as addicting as the sporty power from the 649cc inline-four, as is listening to its throaty intake growl. As is standard for standards, its fairinglessness showcases the inline-four engine and lovely symmetry of the four exhaust header pipes. A larger-bore tailpipe (now 1.5 inches) inside the muffler is a 2021 change. (Jeff Allen/)The CB enjoys spinning at high revolutions, making its 81.90 peak horsepower at 10,870 rpm and 42.97 pound-feet of torque at 7,960 rpm. Although vibration is felt at 7,000 rpm, push the bike past 8,000 and the buzz diminishes while the engine continues to provide a steadily increasing power. Aggressive riders will be entertained by the opportunity to push it to high rpm and draw out more of its raucous energy, but the linear way the power is delivered means the bike is also accessible to riders climbing the displacement ranks. 2021-Honda-CB650R-Action.jpg | Less vibration, more smiles. Pass the buzz at the 7,000 rpm mark for more tempting thrills. (Jeff Allen/)Although the CB’s engine received updates to keep it up to Euro 5 standards; Honda says it doesn’t lose any performance. This claim is backed up by our numbers: The CB650R produced 80.55 hp at 11,000 rpm and 42.14 pound-feet of torque at 8,160 rpm when it ran on our dyno in 2019. This year’s recorded peak numbers are higher, though the increase is negligible. 2021-Honda-CB650R-Tailsection.jpg | The sporty new tailsection has a muscle car’s window louver vibe to it. (Jeff Allen/)Standard rider aids include Honda’s Selectable Torque Control (aka traction control), which helps manage rear-wheel traction and can be toggled on and off with a switch at the handlebar. ABS is also standard, and thanks to large dual 310mm discs and four-piston calipers, coming to a stop is uncomplicated; there’s an excellent feel with just a single-finger pull on the lever. Clean, modern lighting. (Jeff Allen/)In keeping with a minimalist contemporary look, Honda keeps it fresh with its LED lighting package for 2021, suspending the rear LED turn signals on a new, sportier license plate mount. The rectangular LCD display is now angled differently to help with visuals under full sun, and while featuring a modern white-on-black display, it’s beginning to fall behind competition like the Trident 660, which brings a full-color TFT and optional phone connectivity to the mix for a lower starting MSRP. I have to give Honda credit though; the display is thin and sleek, maintaining that minimalist neo-retro look. The 32-inch measured seat height is also reasonably approachable (it’s decimal points taller than its beginner-friendly counterpart, the CB300R, which we measured in 2019 at 31.7 inches) allowing for plenty of bend in the knee at stops for this 6-foot-tall rider. Honda has angled the handlebar slightly forward (three degrees) and that reach is easy. The tank’s width between the knees is not excessive, considering there’s an inline-four beneath; the rider geometry makes a comfortable and sporty riding posture overall. 2021-Honda-CB650R-Action-2.jpg | Although handlebar angle has changed slightly, the ergonomics are comfortable for a sporty ride through the canyons. ( Jeff Allen/)Even with a growing number of competitors in the middleweight standard category, the 2021 Honda CB650R takes a firm stand as a compact inline-four offering modern minimalism for a somewhat high $9,199. Comparatively, the new three-cylinder Trident 660 is $8,095 and twin-cylinder MT-07 is $7,699. Regardless, this motorcycle has the grunt and handling to deliver thrilling riding along with up-to-date looks and electronics to meet ever-stringent rider demands. The inline-four makes the CB650R unique in the middleweight displacement range. Is that enough to fix buyers’ attention? (Jeff Allen/)2021 Honda CB650R ABS Specs MSRP: $9,199 Engine: DOHC, liquid-cooled in-line four-cylinder; 4 valves/cyl. Displacement: 649cc Bore x Stroke: 67.0 x 46.0mm Compression Ratio: 11.6:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 81.90 hp @ 10,870 rpm Cycle World Measured Torque: 42.97 lb.-ft. @ 7,960 rpm Fuel System: PGM-FI w/ 32mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Full transistorized Frame: Twin-spar, steel-diamond frame Front Suspension: 41mm inverted Showa Separate Function Big Piston (SSF-BP) fork; 4.25 in. travel Rear Suspension: Showa Single Shock, preload adjustable; 5.0 in. travel Front Brake: Nissin radial-mount 4-piston calipers, dual 310mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, single 240mm disc w. ABS Wheels, Front/Rear: Cast aluminum Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 32.0º/4.0 in. Wheelbase: 57.0 in. Ground Clearance: 5.8 in. Cycle World Measured Seat Height: 32.0 in. Fuel Capacity: 4.1 gal. Cycle World Measured Wet Weight: 445 lb. Contact: powersports.honda.com GEARBOX: Helmet: Shoei RF-SR Jacket: Cortech Apex V1 Jacket Pant: Cortech Delray Jean Gloves: Cortech Apex V1 ST Gloves Boots: Cortech Chicane Air Shoe Source