Hugh Janus

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

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

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

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

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

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

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

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

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

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

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

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

2020 Kawasaki Versys-X 300 (Kawasaki/)Adventures aren’t limited to big-displacement, long-haul motorcycles. The fun can be found at the smaller level too. For new or returning riders who tackle the urban city streets and freeways, back roads, and the occasional trail, the 2020 Kawasaki Versys-X 300 is a small-displacement adventure-tourer suitable for a variety of terrain. Within the city the low-to-midrange-focused 296cc parallel-twin engine and the assist and slipper clutch make for an easy off-the-line pull, while longer miles down the tarmac are made comfortable with upright ergos and a windscreen. Its rigid frame and 19-inch/17-inch wheels with longer-travel suspension tailor this machine to rougher conditions as well. 2020 Kawasaki Versys-X 300 Reviews, Comparisons, And Competition 2020 Kawasaki Versys-X 300 (Kawasaki/)Compared to the Honda CB500X, the Versys-X “feels nimble and accurate while picking along a single-track trail,” and further, “It’s an awesome little machine, capable of almost any adventure, and truly excellent value for less than $6,000.” The Honda CB500X and BMW G 310 GS serve as competition, and now for 2020, KTM’s 390 Adventure does as well. Kawasaki Versys-X 300 Updates For 2020 No major changes were announced. Not a lick of green on this Team Green model, it comes in a Pearl Blizzard White/Metallic Matte Carbon Gray colorway in ABS and non-ABS forms. 2020 Kawasaki Versys-X 300 (Kawasaki/)2020 Kawasaki Versys-X 300 Claimed Specifications Price: $5,499 (non-ABS)/$5,799 (ABS) Engine: Liquid-cooled DOHC parallel twin Displacement: 296cc Bore x Stroke: 62.0 x 49.0mm Horsepower: N/A Torque: 19.2 lb.-ft. @ 10,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.1 in. Rake: 24.3° Trail: 4.3 in. Front Suspension: 41mm telescopic fork; 5.1-in. travel Rear Suspension: Preload adjustable; 5.8-in. travel Front Tire: 100/90-19 Rear Tire: 130/80-17 Wheelbase: 57.1 in. Fuel Capacity: 4.5 gal. Wet Weight: 382 lb. (non-ABS)/ 386 lb. (ABS) Source

2020 Kawasaki Versys 650 (Kawasaki/)The versatile Versys. Nimble enough to take on commanding twisties, yet comfortable to take on the tour and potentially some gravel roads, the Versys 650 is a sport-touring machine that can clock in many a mile and allow the rider to do so in upright riding position comfort. A three-way-adjustable windscreen accommodates a variety of rider heights, and a slew of accessories allow the machine to be tailored to different preferences. Powered by a compact 649cc parallel-twin engine, the Versys 650 and Versys 650 LT, the bag/bar guard-equipped twin, deliver a claimed 47 pound-feet of torque at 7,000 rpm. 2020 Kawasaki Versys 650 (Kawasaki/)2020 Kawasaki Versys 650 ABS/LT Reviews, Comparisons, And Competition In 2018, we touted this as the minimalist’s adventure bike because while its 17-inch wheels/tires and low-slung exhaust deem it more appropriate for the street, its relatively narrow engine design and upright riding position make it appropriate for the gravel road as well. Comparable adventure-tourers could be found in the BMW F 750 GS, Honda NC750X DCT ABS, and Suzuki V-Strom 650. Kawasaki Versys 650 ABS/LT Updates For 2020 Nothing new was highlighted for the 2020 models. Two variants of the Versys 650 include the ABS and LT versions. The LT being the more touring-ready of the two comes with 28-liter saddlebags and hand guards. It comes in at an MSRP of $9,199 in comparison to the $8,299 ABS version. Both models come in a single colorway: Pearl Blizzard White/Metallic Carbon Gray. 2020 Kawasaki Versys 650 (Kawasaki/)2020 Kawasaki Versys 650 ABS/LT Claimed Specifications Price: $8,299 (ABS)/$9,199 (LT) Engine: Liquid-cooled DOHC parallel twin Displacement: 649cc Bore x Stroke: 83.0 x 60.0mm Horsepower: N/A Torque: 47.0 lb-ft @ 7,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 33.1 in. Rake: 25.0° Trail: 4.3 in. Front Suspension: 41mm telescopic fork, preload and rebound adjustable; 5.9-in. travel Rear Suspension: Preload and rebound adjustable; 5.7-in. travel Front Tire: 120/70-17 Rear Tire: 160/60-17 Wheelbase: 55.7 in. Fuel Capacity: 5.5 gal. Wet Weight: 476 lb. (ABS)/496 lb. (LT) Source

2021 KTM 890 Adventure. (KTM/)We don’t know about you, but when KTM announced the 890 Adventure R and 890 Adventure R Rally models, we were a bit perplexed that it made no mention of a base model. It seems as though the Austrians were merely leaving us in suspense, as today word comes from Mattighofen that the base model will be arriving in dealerships worldwide starting in December 2020. While the Adventure R and Rally R specs are impressive machines, not least of all for their off-road capability, we’re glad the base model returns to dial back some of the hardcore off-road features. As such, in addition to being less expensive, the base-model 890 Adventure has a more reasonable seat height (adjustable between 32.7–33.5 inches) and shorter-travel suspension that also has increased adjustability for 2021. Tall screen, shorter-travel suspension travel, and all the electronic goodies make the base-model 890 a big-time middleweight ADV favorite. (KTM/)While the 790 Adventure’s suspension performed admirably, its lack of adjustability—other than adjustable rear preload—marked it as a victim of the accountant’s pen stroke. They’ve gotta cut margins somewhere, after all—is that what Austrian economics is? Probably not. Anyway, for 2021, the 890 Adventure gets a new WP Apex rear shock, adjustable for both preload and rebound damping. Baby steps, people. Front suspension is unchanged. Like the previous model, the 890 has 7.9 inches of travel, or nearly 3 inches less than the Rally R and some 1.5 inches less than the Adventure R. Again, the base model doesn’t have the top-shelf items of its R siblings. Do you want better suspension or do you want your feet to hit the ground? With the base and R models, you can take your pick. Make no mistake, the 790 Adventure is a handy piece of a kit, but we always wished its engine had a bit more grunt off the bottom. Super-slow speeds off road require the rider to feather the clutch more than on other bikes (see: the übertractable Yamaha Ténéré 700). So, while 105 hp and 74 pound-feet (claimed) are solid, attractive figures, more than anything else, we’re excited to see if the 898cc LC8c engine is more tractable than its predecessor. And it sounds promising. What do you think of the stealthy new colorway? (KTM/)In its press release, KTM says: “The 20 percent extra rotating mass of the crankshaft brings an improved feeling at low revs while augmenting the centralized sensation and traction through corners.” While “augmented centralized sensations” doesn’t seem like it has any relevance here (hey, this is a family magazine!), the rest sounds like exactly what we’re hoping for. As with the previous generation, the 890 Adventure comes equipped with a 5-inch TFT dash, LED lighting, cornering ABS, updated lean angle-sensitive traction control (MTC), selectable ride modes, and a host of useful options available through the PowerParts catalog, including an up/down quickshifter, cruise control, and heated grips and seat. The 890 Adventures sporting Akrapovič exhausts from the PowerParts catalog. (KTM/)Here’s the thing. While the Adventure R steals the headlines for all its beaky off-road prowess, the not-so-lowly base model may actually hit a broader swath of potential buyers, particularly if they don’t necessarily need their motorcycle to project: “I think I’m Toby Price.” Next to a lot of adventure bikes, the 790 looks and feels quite small—more like a standard or sportbike—which has some real merit on the street. And if your inseam is less than, say, 30 inches, you may be more comfortable on the base model (unless you’re Gaston Rahier). And that taller windscreen goes a long way in improving touring comfort. Anyway, there’s a lot to be excited about with the Mk. II KTM ADV middleweight. There’s no word yet on pricing. Panniers are available in the PowerParts catalog. (KTM/)2021 KTM 890 Adventure Specifications MSRP: N/A Engine: 889cc, DOHC, liquid-cooled parallel twin Bore x Stroke: 90.7 x 68.8mm Transmission/Final Drive: 6-speed/chain Clutch: PASC slipper clutch, cable operation Fuel System: Fuel injection w/ 46mm DKK Dell’Orto throttle body Frame: Chromoly tubular steel w/ chromoly steel subframe Front Suspension: 43mm WP Apex inverted; 7.9-in. travel Rear Suspension: WP Apex monoshock adjustable for spring preload, rebound damping; 7.9-in. travel Front Brake: Radially mounted 4-piston calipers, dual 320mm discs w/ cornering ABS Rear Brake: 2-piston floating caliper, 260mm disc Wheels, Front/Rear: Spoked; 21 x 2.15 in. / 18 x 4.00 in. Tires, Front/Rear: 90/90-21” / 150/70-18” Avon Trailrider Ground Clearance: 9.2 in. Seat Height: 32.7/33.5 in. Fuel Capacity: 5.3 gal. Availability: December 2020 Contact: ktm.com Source

The 2021 Yamaha Ténéré 700 in Woodstock, Vermont. ( Rob Bandler /)“They might as well call it the ‘Can’t Get There From Here Route,’” I joked with my friend Rob, after unfurling the Butler Map of the Northeast Backcountry Discovery Route (NEBDR) he’d just handed me. “We should probably take it as a sign that the first road out of Hancock goes southwest—the exact opposite direction we want to go,” Rob pointed out. From there, the NEBDR ends at the Canadian border in New Hampshire, following unpaved and back roads through six states and covering some 1,300 miles—or nearly three times the distance of Google’s most direct route. Rob, a serial bike buyer and my frequent travel companion, decided to ride his KTM 790 Adventure and, as luck would have it, a 2021 Yamaha Ténéré 700 showed up for me a couple of days before our departure. Yamaha even outfitted it with parts from its accessory catalog: aluminum panniers and racks, centerstand, heavy-duty skid plate, radiator guard, tank protector, and engine guards. It was ready to go. And I was too. Somewhere in New Hampshire. (Rob Bandler/)Like many of us, I’d been stuck at home, daydreaming about a motorcycle trip. During the pandemic, I became a full-time stay-at-home dad to my 2-year-old son. I struggled seeing beyond the bounds of my constricting purview as my long-term aspirations became subjugated to the immediate needs of caring for my family. Dishes. Laundry. Putting together the same 12-piece puzzle with my son again and again. Time unmarked by accomplishment made one week indistinguishable from the next. A day seemed like a week; a week seemed like a day. While I was losing my bearings in momentless time, my son was discovering a life of remembering. He’d wake up from his nap exclaiming about the occasion, months ago, when a moth landed on the wall by his crib. Or he’d become animated when recalling a dog he once saw at a park. If memory is a vehicle for moving forward, for me, the motorcycle is its most expedient purveyor. It was the beginning of September and the morning was cool and gray. My wife was holding my son and they waved as we rode down the driveway. I couldn’t be away for too long, so Rob and I decided to skip the first section of the BDR and beeline to Prattsville, New York, in section 2. By the time we got there, we’d been riding in the rain for a few hours. We stopped for coffee and breakfast and put more layers on beneath our Gore-Tex gear. To begin the BDR proper, we headed north out of town and turned on an unpaved road bordering Schoharie Reservoir. Pavement feels numb, but you can feel gravel and dirt through the tires and handlebars. It’s mud you can’t feel until it’s too late. The Ténéré's smooth throttle response made it easy to find traction and drive forward up slippery hills and we were careful not to get drawn into the washouts forming on the sides of the roads. It’d be easier if the bike wasn’t fully loaded. I added a few clicks of preload in the rear to compensate, but I could still feel the weight when the bike moved off center at low speed. Fog in section 2. (Rob Bandler/)It stopped raining in the afternoon, and we ended section 2 in Copake Falls on the border of Massachusetts. We got a campsite at Taconic State Park, pitched our tents, and put the bikes on their centerstands to lube the chains. We started making dinner on our camp stoves when a large family pulled into the spot across from us. They piled out of their beat-up Explorer, leaving every door open, and turning up the car stereo. “Looks like the campground DJ is here,” I said, as I took another swig of bourbon from my flask. Rob’s eyes narrowed over his MRE. “At least it’s not raining. There’s nothing worse than packing up a wet tent.” Two hours later, we’d had all we could take. Rob suggested we break camp. We carried our freestanding tents through the trees to a vacant spot and re-set up by the light of our motorcycles' headlights. Beneath the darkening skies we couldn’t see the gathering clouds. Riding past a typical stone wall in New England. (Rob Bandler/)I awoke to rain so loud I couldn’t hear my own voice over it. I picked up my phone, texted Rob “It’s raining,” just to pester him, and checked the forecast. There was a flood watch in effect for the next three hours. The soft pine needle duff was good to bed down on, but I imagined it slowly swallowing the Ténéré's kickstand and toppling the bike into Rob’s KTM. The rain’s insistence made me alert even though my body was tired. I rummaged for my copy of Hemingway’s The Nick Adams Stories and read “Big Two-Hearted River” until I dozed off. I woke up cold in a humid tent, not knowing if I wanted to wear more layers or fewer. The bikes were still standing and the Ténéré's panniers kept my food and gear dry inside. We boiled water for coffee on our camp stoves and started getting our gear together. “There’s nothing worse than packing up a wet tent,” Rob reiterated into his coffee cup. Setting up camp. (Rob Bandler/)By late morning, we were in the Berkshires and riding October Mountain. The trail was rocky and wet. Rob was riding lead, yelling unprintable exclamations through our Sena headsets as he approached deep mud pits and rock-strewn ruts. “There should be a different word for puddles this big,” I mused through the headset. “'Puddle' sounds like ‘piddling,’ which these things definitely are not.” Rob cursed again. “Must be another mud pit ahead,” I thought to myself. Later in the day, we took the unpaved backroad up Mount Greylock, Massachusetts' tallest peak, before heading for Woodford State Park to camp for the night. A gravel road in Vermont. (Rob Bandler/)We crossed into Vermont and got on Route 8, a rolling paved road through the woods east of Bennington. The air was cool and fragrant and the gentle light of a coastal sky here in the mountains lent a melancholy feeling of dissociation. Wild apples were ripening in the hedgerows and the smell of the first dropped fruit fermenting unseen in the ditches mingled with the turn of the leaves. Vermont was blessed with autumn’s graces and we were here for the first blush. The clouds glowed in the pale light as we set up camp in a quiet evening before walking a few hundred meters to Adams Reservoir. The park rangers dropped off firewood at our site and we talked and thought around the campfire. Adams Reservoir at Woodford State Park. (Rob Bandler/)The next day took us through unpaved roads through the Vermont countryside. Miles of gravel led past tidy homesteads and Colonial homes with views of the Green Mountains. We crossed the Vermont Long Trail, which I attempted to through-hike with my college buddy, Nick, one summer. I’d quit my first writing job and left my girlfriend (now wife) back in Austin, Texas, to start hiking. My knees gave out a third of the way up the trail and we had to stop. Nick and I walked through life-altering events together before that hike, but it turned out to be the last time we’d really know each other. Catching up is the most we can hope for now. Grafton Village Store. (Rob Bandler/)Rob and I made our way to Grafton for hot sandwiches at the Grafton Village Store. Polite kids on bicycles enjoyed ice cream cones on the front porch and we ate beneath the leafy canopy of the store’s tree-lined patio. I imagined what it would be like to live in an old brick Federal home in a town without a stoplight or gas station. Like other towns we’d passed in Vermont, Grafton seemed almost unnaturally quaint and preserved. “Where’s all the vinyl siding?” I wondered aloud to Rob, considering our own rural region in upstate New York, which is clad in the stuff. That night, we’d booked a room in Woodstock, Vermont. For all its brick houses, boutique shops, and overpriced restaurants it could be Georgetown or Arlington (if it weren’t for the covered bridge downtown): a little too bourgeoisie for two guys traveling by motorcycle. After checking in, the first thing I did was wash my undies in the bathroom sink and hang them on the Ténéré's handlebar to dry in the sunny parking lot. Covered bridge in Woodstock, Vermont. (Rob Bandler/)Tourism, evidently, is the town’s bread and butter, and this time of year there are normally 10 tour buses a day, all of which have been canceled during the pandemic. Still, people were out and about. Rob and I walked around downtown, past the WASP-y couples in polo shirts and tennis skirts, and peered at restaurant menus with pricey dishes like “magret of duck” and “pan-seared barramundi.” We were about to give up before wandering into the Woodstock Inn. The place looked like the poshest place in town, but it turns out its tavern had the cheapest burger in town—for a princely $18. Still, cheaper than magret of anything. Downtown Woodstock. (Rob Bandler/)When we awoke the next morning, it was the Saturday of Labor Day weekend. Every campground we could find was booked solid. Rob found a chain hotel on the outskirts of Barre and got us a room straightaway. Halfway through the morning’s ride, Rob received a voice message from the hotel saying it had canceled our reservation because the number of COVID cases in our home county had risen past 400 cases per million residents. We were no longer allowed to camp or lodge in Vermont without quarantining for 14 days. But it was a beautiful day and aboard the easy-to-ride Ténéré, the world seemed a felicitous place; it would surely offer us a scenic place to pitch a tent. Braintree Hill Meetinghouse, a congregational church built in 1845. Braintree, Vermont. (Braintree Hill Meetinghouse/)The Ténéré is such a friendly, intuitive motorcycle to ride that it can disappear if you just want to doddle around and enjoy the scenery. I didn’t have to think about being in the right gear, or nailing a shift, or trail-braking toward apexes. The bike seemed to carry me along, through the unwinding narrative of Vermont’s rolling hills and quaint villages. But it didn’t lead to any place to put up a tent. Like a good motorcycle, a good story can make one feel too optimistic. For Nick Adams and Hemingway’s other “worthy men” the world conforms to their needs. All they have to do is know where to look for what they want. The good fisherman can upend a log and find hundreds of grasshoppers to use as bait, the expatriate can find a bar that pours good whiskey for cheap in any outskirt town. But I’m no Nick Adams, and in 2020, Hemingway’s world seemed as delusional as his worthy man. In place of resourcefulness and grit, we’ve got smartphones and credit cards. (Caption)-[2021-yamaha-tenere-700-nebdr-11]: Perfect riding weather. We crossed into New Hampshire where travel restrictions were less strict than in Vermont and found a chain hotel in Lebanon, 40 minutes down the freeway. That night we had Domino’s delivered to our dimly lit room and watched an old MotoGP documentary. In the morning, we had the typical continental breakfast: danishes cold from the fridge and weak coffee. We started section 6 on forest roads before hitting pavement crowded with weekend tourists. Stuck behind RVs, Subarus, and fair-weather riders looking at the scenery, we couldn’t ride like we were in a hurry. Which I guess we weren’t. By the time we reached Mount Washington, there was a huge line of cars waiting to drive up, so we turned around and rode into Gorham for fuel and a snack. Note: heavy-duty skid plate, panniers, and engine guards from Yamaha’s accessory catalog. (Rob Bandler/)“Let’s get out of here. There are too many people,” I said. “This is the end of the section, so we can get a headstart on tomorrow’s route,” Rob suggested. “Maybe tonight we’ll have more luck finding a place to pitch a tent.” By the time we crossed into Maine, we’d broken the back of the holiday leisure seekers. The route went through some OHV areas, and the only people we saw were riding quads. By sunset, we were getting tired and hadn’t seen a place to pitch a tent all day. “What are the odds we’ll come across one now?” Rob wondered. We pulled over and I looked at the map. “There’s camping at Mount Blue State Park,” I said, pointing at a green spot on the map just north of us. As luck would have it, it had space. And no one inquired about COVID numbers in our county. Route planning. (Rob Bandler/)The sky was dark under the trees by the time we finished setting up our tents and stowing our gear. We ate dinner by the light of our headlamps. After a long day, we were too tired to start a campfire, too tired even to talk about the music coming from the campsite next door. When our neighbor’s playlist hit “I’m Coming Out,” I’d had enough. I went in my tent and grabbed my earplugs from my riding jacket pocket. I read some Hemingway propped on my elbows. My shoulders were sore and I could feel the cold ground through my sleeping pad. I knew it was going to be a long, cold night so I popped a Benadryl, hoping it would knock me out enough to prevent me from waking up shivering. It didn’t work. I woke up early, cold, and with an antihistamine hangover. We packed our bikes as quickly as we could to get our bodies warm, while a light rain began to fall. I was still groggy by the time we started to ride. My dark visor fogged up inside and was covered with droplets on the outside. Pretty soon we were off road and I felt uneasy. “Let’s take it easy this morning, Rob,” I said. “I’m not feeling it. Let’s finish this thing well.” Maine. (Rob Bandler/)Ten minutes later, I hit the ground. I couldn’t see through the fog of Benadryl or my foggy visor, and I tucked the front in some sand in a slow uphill corner. I jumped up to see the Ténéré's brake lever buried in sand and gravel. Rob and I heaved the bike up, our grunting comically doubled through the headsets. The bike was undamaged except for a broken mirror. I was thankful Yamaha installed engine guards on it. By afternoon, the sun came out, and my Benadryl fog lifted. The final push to the Canadian border took us through gravel roads lined with trees and golden leaves falling like confetti. The tires bit into the surface and I felt confident again. Roadside visor change in Maine. (Rob Bandler/)The route was supposed to end at New Hampshire’s Rhubarb Pond but multiple trees had fallen over the trail and we couldn’t ride to the northernmost terminus. Still, we were close enough to the border that Verizon put me on a Canadian cell tower and charged me for the privilege. And just like that, the BDR ended and we turned for home. For all its pleasures, a motorcycle trip doesn’t change anything back home. I returned to the myopia induced by being homebound, bored, and powerless; to the utter sameness of days; to the dimming hope of tomorrow. The end of the road just south of the border. (Rob Bandler/)But there’s no doing quite like a motorcycle trip. It’s moving and feeling and remembering. It’s setting up camp. It’s picking up a dropped motorcycle. The vividness of impressions places a rider so distinctly in time and place that no one trip resembles another, yet each one is connected like one bright autumn to the next. My 2020 will always have the Yamaha Ténéré 700 and the NEBDR. As the pungency of all its little details germinate in memory, the trip’s connections to the past are unfurled while trips yet unknown are transposed through its lens. It’s the syllogism of two-wheeled travel, the hope for tomorrow. A hope that, until this trip, I couldn’t see my way to. But beyond that? Well, you can’t really get there from here. Source

Kawasaki Versys 1000 SE LT+ (Kawasaki /)In 2019, the Versys 1000 added not only lettering to its name to make it the Kawasaki Versys 1000 SE LT+, but experienced a full ground-up redesign to defend the claim that it was truly a do-it-all sport-touring bike. Features like the electronic suspension control, quickshifter, ride modes, and electronic cruise control, not to mention the well-balanced 1,043cc inline-four engine, propel this bike down the road in comfort. While coming at a $17,999 price, this sport-tourer does offer well-rounded versatility for short or long hauls, twists or straightaways, loaded or unloaded, passenger or solo. Hmm, maybe it does deserve that do-it-all title after all. 2020 Kawasaki Versys 1000 SE LT+ Reviews, Comparisons, And Competition Riding down the open highways and curvy mountain roads in Arizona, test rider Don Canet stated, “No question the [2019] Versys 1000 SE LT+ provides refined power delivery, improved handling for more varied riding conditions, enhanced creature comforts, and a previously unavailable degree of riding safety. The question is whether or not consumers are willing to ante up for what they wished for.” Priced at $17,999, the Versys 1000 SE LT+ has competition in the Yamaha Tracer 900 GT, Ducati Multistrada 1260 and KTM 1290 Super Adventure. Kawasaki Versys 1000 SE LT+ (Kawasaki /)Kawasaki Versys 1000 SE LT+ Updates For 2020 No updates for this year. Emerald Blazed Green/Pearl Storm Gray is the only colorway available for this model. Its MSRP is $17,999. Kawasaki Versys 1000 SE LT+ (Kawasaki /)2020 Kawasaki Versys 1000 SE LT+ Claimed Specifications Price: $17,999 Engine: Liquid-cooled DOHC inline-four Displacement: 1,043cc Bore x Stroke: 77.0 x 56.0mm Horsepower: N/A Torque: 75.2 lb-ft @ 7,500 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 33.1 in. Rake: 27.0° Trail: 4.0 in. Front Suspension: 43mm inverted fork, adjustable for compression,rebound, preload; 5.9-in. travel Rear Suspension: Fully adjustable; 5.9-in. travel Front Tire: 120/70-17 Rear Tire: 180/55-17 Wheelbase: 59.8 in. Fuel Capacity: 5.5 gal. Wet Weight: 567 lb. Source

Himalayan in the Midwest (Illustration by Zack Meyer /)If somebody had told me 10 years ago, when I was doing trackdays on a Ducati 996 and tearing around the backcountry on a KTM 525, that I’d end up spending almost an entire riding season seated quite happily behind the handlebars of a 24 hp, 411cc, $4,700 adventure-touring bike made in India—leaving the other bikes in my small stable almost unridden—I might have been quite puzzled. Editor Mark Hoyer certainly was, as were several of my riding buddies. So, perhaps some explanation is due. It all started with Alaska. About a year ago, my wife Barbara and I took an ­Inside Passage cruise from Vancouver to Anchorage, and we managed to quit eating and drinking long enough to get off the ship and do some exploring of the interior by foot, rental car, and railway. And, of course, I was predictably knocked out by the vastness and beauty of the Alaskan landscape. Gobsmacked, as our British friends might say, and often do. By the time we lifted off from Fairbanks on the flight back to Wisconsin, I looked out the window and announced to Barb, who was already nodding off, “I’m coming back here on a motorcycle.” She mumbled something in her sleep that I interpreted as “Great idea!” But what bike? I had a long flight to think about it. And a long winter ahead. Friends who’d ridden in Alaska had described summer as “road-repair season,” and said to expect occasional stretches of mud and gravel, even on normally paved roads, and suggested that being able to pick up your own bike (while recovering from a slight concussion) was a very good thing. None of this sounded ideal for my 2009 Buell Ulysses, which is a great highway and gravel-road bike, but something of a tall and heavy handful in deep muck. My 2016 Bonneville T120? Out of its element and too shiny to drop. Several people suggested that my DR650 Suzuki would work fine, and it probably would, but the DR has a tiring engine resonance that makes Canada look very wide. Also, it’s not much fun in deep sand when heavily loaded—as I discovered while riding in Texas' Big Bend National Park this past winter. I’ve recovered quite nicely from that crash. Thank you for asking. So I spent the following months haunting motorcycle shops to look at alternatives. I was searching for some elusive combination of low, smooth, light, and simple, and not really finding it. Aesthetics mattered too. I’ve never bought a bike I don’t like to admire in the garage. It’s my off-season entertainment. Simple, with a low seat height, and light enough to be picked up without assistance, the Himalayan checked the functional boxes for an Alaskan explorer. It also doesn’t look half bad. (Jeff Allen /)While making my rounds, I tried several new midsize adventure tourers but seemed to find them, variously, too tall, chunky, high-tech, pointlessly futuristic, or expensive for my simple Walden-esque soul. I guess in the back of my mind, I was really looking for something with the rider-friendly dimensions of the old Honda XL350 I once rode on the Barstow-to-Vegas dual-sport ride, but with modern brakes and suspension. And fuel injection. Yes, the cleaning of clogged carburetor jets has finally lost its glamour for this cowboy. Toward midsummer, I stopped by our local Triumph/Royal Enfield dealership for a look around and told the owner, Todd Ligman, about my search. He said, “Have you tried the new Royal Enfield Himalayan?” I told him no. I’d always liked the looks and character of the Indian-built Royal Enfields, but had heard they often required a bit of fettling to correct their hand-built idiosyncrasies. Ligman assured me that was no longer the case. “We haven’t seen any problems at all in the new Himalayans or 650 Twins,” he said. I’d read that the parent company, Eicher Motors, under the leadership of a dynamic guy named Siddhartha Lal, had spent millions upgrading its factory and production standards, so maybe it had paid off. An inaccurate ambient temp gauge and a schizophre­nic compass sit proudly on the right side of an otherwise useful instru­ment cluster—the stars and sun are more reliable navigational aids. (Jeff Allen /)I took their new white demo bike for a test ride and was surprised at how much I liked it. Not exactly a ball of fire compared with my two 1,200 streetbikes, but comfortably quicker away from a stoplight than the surrounding traffic. Admittedly, I didn’t try outdragging a McLaren 600LT, but the average SUV or coal-rolling diesel pickup slid easily rearward in my mirrors. No problem with on-ramp merging either, and the Himalayan cruised almost vibrationless at 70 mph, turning about 5,600 rpm on its 6,500 rpm redlined tach. It was much more serene and smooth on the highway than I’d expected. I liked the agile handling too. Nice turn-in, planted stability on paved sweepers with its moderately knobbed Pirelli MT 60s, and a fork with a comfortable balance between travel and damping over our winter-ravaged back roads. Royal Enfield had bought the legendary frame builder Harris Performance in England and had built a new tech center there, so maybe that explained the handling. Despite the Himalayan’s not-exactly-gossamer 421-pound advertised wet weight, it felt light and manageable, with a relatively low CG and seat height. Eicher Motors’ investment in Royal Enfield’s factory, production standards, and technical center becomes apparent when the Himalayan is set into a corner. (Jeff Allen /)The riding position seemed personally tailored to my 6-foot-1 frame, but I didn’t like the seat. Too soft, and too much bum-stop padding at the rear. I needed to slide back more. Fixable, I guess. Other than that, no complaints. When I pulled into the dealership, I shut off the bike and sat there awhile, looking it over. I took off my helmet and asked myself, Why doesn’t anybody build a bike like this? I let that idiotic statement ring in the air for a moment, and then I said: “Oh, wait. Somebody does.” What I meant, of course, was, Why doesn’t some proven, long-established brand in the American marketplace build a bike like this? Well, somebody in India had done it—figured out exactly what I wanted, when I wasn’t even sure myself, and built it. You have to reward people who can read your mind, so I decided to go out on a limb and trade in the old DR on my own Himalayan. Would this be a big mistake I’d regret later? I liked the looks and architecture of the bike enough that I figured it was almost worth buying for winter garage scenery. We’d see. The bike arrived in its crate about three weeks later, a white one with cool tank and fender graphics that I romanticized as snow leopard tracks, but then I realized they spelled out “Himalayan.” This is probably why I got a D-minus in calligraphy class. I’d ordered it with the factory aluminum panniers, which looked like exact copies of the Touratech bags on a friend’s BMW GS, sturdy and beautifully made. With mounting racks and installation, they added another $927. Total expenditure for the whole package—bike, accessories, and all fees and taxes—would have been $6,491.24, without my $3,500 trade-in. So I made it out the door for $2,191.24—if you don’t count the $6 I spent on a decal for the panniers. I’d just finished reading the autobiography of the Dalai Lama, so I bought a sticker that says “Free Tibet!” A little pat on the back to India, for generously sheltering so many Tibetan refugees. New plates installed, I set forth into the blossoming Wisconsin summer. Over the next three months, I put 3,500 miles on the Himalayan. And I never did make it to Alaska. Just flat ran out of time. Alaska is about halfway to Alpha Centauri from here, as the crow flies, and a big place to explore when you get there. I realized I’d need to set aside more than a month of travel time to make the trip worthwhile, and that’s too long to leave Barb tending the still and feeding the chickens. Maybe a one-way trip next year. It won’t win any light-to-light showdowns, but the Himalayan’s 411cc single is smooth and more than adequate for roaming whatever latitude and longitude you may find yourself. (Jeff Allen /)In the meantime, I had probably the best summer of riding since I built a minibike when I was 13 (in 1961) and set myself free to roam. The Himalayan may have been built for trekking into Kashmir and the Karakoram, but it also seems tailor-made for the winding back roads of our rural hill country. It’s a bike that’s comfortable going absolutely anywhere, at least anywhere I have the ability to ride—up a long, rutted dirt driveway to look at a hilltop farm for sale, across the lawn to the workshop, or cruising comfortably with the 70 mph traffic flow on a state highway. It’s also effortless to park and turn around. That said, this is probably not the bike for you if you have to commute on the I-5 between San Diego and LA, where 90 mph is the norm—in the slow lane. Top speed on my Himalayan, flat-out and hunched over, is an indicated 79 mph. It’s not an interstate flyer, but then I never take interstates unless I absolutely have to. Riding a motorcycle on interstates, to me, is like owning a Pitts biplane so you can taxi really fast. I’d rather go flying. Speaking of which, the Himalayan got noticeably faster and smoother during its 300-mile break-in period (all three days), and averaged a consistent 70 mpg with the panniers off, and 64 mpg with the bags on and loaded. Right after break-in, I took it on a 700-mile meandering trip to visit my guitar-playing buddy Doug Harper in ­Minnesota, following the Great River Road up the Mississippi. This otherwise blissful journey caused me to immediately order a Tall Comfort Seat for $350 from Seat Concepts and have it installed on the original pan. This might be the best seat I’ve ever had on a motorcycle, and now I’m thinking about Alaska again. I also added a set of K&K heated grips, a set of aftermarket case guards, and installed the faithful Cycra hand guards from my DR, so the Himalayan is now ready to go around the world. Which I would gladly do, if I didn’t have to shovel the driveway. So, any problems with the bike? No reliability problems or repairs whatsoever, but a few minor gripes. On an otherwise accurate and nicely laid-out instrument panel, the ambient temperature gauge is 10 to 20 degrees optimistic, apparently because the sensor is behind the cylinder head. Also, the compass—which should be wonderfully useful on this bike—is almost never right, and changes its mind every few minutes. You have to wonder about the engineers who signed off on this. “Raji, how does the new compass work?” “It says I’m going south when I’m headed straight north, so it’s only 180 degrees off.” “Close enough! Let’s go to lunch.” If Charles Lindbergh had used this compass, he’d have landed in Paris, Texas. What else? Ah yes, the engine usually dies suddenly when you’re warming up or just leaving your driveway. Whomp!—the fire just goes out. If this were a cranky kickstart single, I’d have sold it by now, but the engine restarts instantly with a dab of the button, so it’s an almost ­subliminal ­inconvenience. Unusual for fuel injection, though. Peter Egan (Illustration by Zack Meyer /)Other than that, no complaints. The brakes feel rather wooden when you first ride the Himalayan, but after a few back-road miles, you discover they have a linear and predictable response to added lever pressure, and you can brake quite fiercely going into a corner without jouncing the fork or accidentally kicking in the excellent ABS. After riding this bike, my others often feel overly touchy and abrupt. The Himalayan gives you a nice sense of flow. At the moment, our riding season is over here, and the Himalayan is in my heated workshop, basking in the green glow of the battery tender. There’s a swivel chair and a small refrigerator full of dark ales nearby, and it seems the “winter garage scenery” concept has worked out very nicely with this bike. And so has the riding. Essentially, I spent the whole summer exploring my own backyard, so to speak, doing free-form day trips, and finding forks in the road and taking them. I felt cheated if I missed a day, and rode when I had no specific destination, just to be on the bike. No need to make up ­imaginary errands as an excuse to ride. I still want to do the Alaska trip, but I’m considering flying up there for a nice vacation with Barb, then buying a second identical Himalayan on which to wend gradually homeward. That way I’d have a spare if they ever quit making them. 2020 Royal Enfield Himalayan (Jeff Allen /)2020 Royal Enfield Himalayan Specs Type Air-cooled single Displacement 411cc Bore x Stroke 78.0 x 86.0mm Compression Ratio 9.5:1 Valve Train SOHC, 2 valves/cylinder Induction (1) 33mm throttle body Transmission 5-speed/chain Front Suspension 41mm telescopic fork, non- adjustable; 7.9-in. travel Rear Suspension Monoshock, non-adjustable; 7.1-in. travel Front Tire Pirelli MT 60 90/90-21 Rear Tire Pirelli MT 60 120/90-17 Rake / Trail 36.0°/4.4 in. Wheelbase 57.7 in. Seat Height 31.9 in. Fuel Capacity 4.0 gal. Dry Weight 416 lb. Horsepower 21.8 @ 6,300 RPM Torque 21.0 @ 4,400 RPM Fuel Consumption 57.7 mpg Quarter-Mile 17.67 sec. @ 73.4 mph 0-30 3.03 sec. 0-60 9.80 sec. 0-100 N/A Top-Gear Roll-on 40-60 8.46 sec. Top-Gear Roll-on 60-80 N/A Braking 30-0 mph 47.7 ft. Braking 60-0 mph 175.8 ft. MSRP $4,749 Source

Ducati has released details of the 1,158cc engine that will power the Multistrada V4. (Ducati /)Ducati officially confirmed that the new V-4 powering its new Multistrada V4 is equipped with spring valves. From the days of the Pantah 500, Ducati has fully focused solely on desmo distribution for its engines. I am personally too involved in memories of cooperation with Dr. Taglioni to feel relaxed analyzing this huge change. But I also am an engineer with a solid view of what really is required to obtain optimal performance-to-cost ratio, and I must say that this is a very logical choice. The Multistrada is Ducati’s most popular model, and creating a new edition powered by a V-4 that has very relaxed 37,250-mile (60,000-kilometer) service intervals is extremely wise. The new V-4 appears to be the result of a very smart distillation of the massive experience that the Ducati technical team gathered from the Panigale V4 desmo in all its variations. And more. A more conventional DOHC spring-over-valve design replaces Ducati’s famous desmo valve train in the Multistrada V4. (Ducati /)The new engine has been called Granturismo, with an obvious reference to its medium performance level, by Ducati standards, and to the fact that it might power a whole new generation of Ducati models that today does not exist. It is fully Euro 5 homologated and displaces 1,158cc, with a bore of 83mm and stroke of 53.5mm, and generates a claimed 170 peak power horsepower at 10,500 rpm. This puts it ahead of anything from the competition. Peak torque rated at 92.2 pound-feet at 8,750 rpm indicates this new unit will deliver very consistent low-end response and great tractability. It has been rationally conceived to keep its cost as competitive as possible despite remarkable technology that is clearly based on the Panigale V4, as confirmed by the crankshaft with crankpins set at 70 degrees for a 0-90-270-380 firing sequence that generates impulses sounding almost like those of a 90-degree V-twin. The crankshaft that counterrotates to reduce the gyro effect, in combination with the rotation of the wheels, makes for a smoother steering response. No desmo? Ducati will forgo the desmodromic valve train on the 2021 Multistrada V4. The new engine boasts 37,250-mile service intervals. (Ducati /)The little data that we have about the thermodynamic section indicates the Ducati technical team aimed at very high thermodynamic efficiency characteristics in order to achieve Euro 5 homologation while producing very solid performance numbers. The compression ratio at 14:1 is particularly impressive, while valve diameter (33.5mm inlet and 26.8mm exhaust) appears relatively small in relation to the unit displacement, resulting in a very compact combustion chamber design. Valves are directly actuated by dual overhead camshafts via finger-type cam followers. It is logical to imagine that the Ducati technical team selected six-exponent polydyne cam profiles to reduce peak loads on the distribution train and easily reach past the 10,500-rpm limit with no valve float risk. Ducati’s DOHC Granturismo V-4 is claimed to have 170 hp. (Ducati /)To obtain a very fat torque curve and enhance low-end response, inlet runners are very long and the throttle bodies have relatively small diameters—46mm—in relation to the unit displacement. To reduce thermal discomfort in downtown traffic, the pair of rear cylinders, those closer to the seat, can be deactivated. The dry sump lubrication uses three pumps, one delivery and two drainage. The new Ducati Granturismo V-4 is almost 3 pounds lighter than the 1,260cc Testastretta V-twin it replaces while being shorter. Expect that the Multistrada V4 will be an outstanding enduro-granturismo bike with supreme potential reliability. Source

Two-stroke racers like Kenny Roberts' YZR500 were constantly under development, helping set the tone for modern four-strokes even as they won championship titles. (Cycle World Archives/)While some sour-grapes traditionalists call the two-stroke domination of motorcycle racing in the years 1975-2001 “the lost era,” 21st century four-stroke bikes owe much of their light weight, excellent brakes, and responsive handling to that period. It was the low R&D cost of boosting two-stroke power that created the “100 hp crisis” of 1970s roadracing. The resulting state of desperation forced engineers to consider alternatives to the status quo—the wide-section tire, engineered suspension damping curves, and much stiffer chassis that have become the solid foundation of the modern four-stroke motorcycle. Honda says it developed the Gold Wing to be a next level sport bike. Its four-cylinder engine was water-cooled—no fins! (Honda Motor Co./)Liquid-Cooling Although Honda’s flat-four-powered Gold Wing of 1976 has now become a pure touring bike, it had been planned as the next level of sporting motorcycle, incorporating engine smoothness, water-cooling, and shaft drive. It was the users themselves who made a tourer of it. Why was the Wing water-cooled? The AJS company, reaching for the next level of performance in the mid-1930s, built a 500cc air-cooled V-4 engine. Try as the engineers might, they could not cool its rear cylinders with the hot air streaming back off the front jugs. Overheating caused the rear pair of cylinders to knock, so the engineers reduced their compression ratio, losing so much power in the process that the resulting bike was hardly faster than the company’s 350cc single! For air-cooling to work best, every cylinder and head must have its own supply of fresh, cool air. On the Gold Wing flat-four that would have required ducted fan cooling, but market research showed that motorcyclists scorned fan cooling as only for ho-hum scooters, golf carts, or Vee-Dubs. So water-cooled it had to be. RELATED: Technologies That Revolutionized Motorcycling, Part 3 Having made that step away from the limitations of air-cooling—which was mirrored in the design of the V-4 oval-piston NR500 GP engine—it was natural for Honda to next water-cool its 1980s production V-4s, the Sabre and Interceptor. Because water is 830 times more dense than air, problems like pulling heat out of the hot exhaust bridges of V-4 engines were easy. This made it possible to greatly increase torque by raising compression ratio. Compare the 1-liter air-cooled engines of the late ’70s and early ’80s to those of today and what do you find? Typical power was 80 hp at 8,500–9,500 rpm, on 8.5- to 10-to-1 compression. Compare that to today’s liquid-cooled V-4 engines at 2-1/2 times more power from the same displacement, given at a peak near 14,000 rpm, with 12- to 13.5-to-1 compression. The “thermal barrier” had imposed a practical limit to air-cooled power. Water-cooling broke down that barrier. (While hot-rodders and racers did get a lot more than 80 hp from those engines, the results were not sufficiently reliable to be sold to the general public under warranty.) By the 1980s, radial construction had become the go-to tire technology in racing. (Metzeler/)The Radial Tire Revolution Riders on streets and highways were still well-served by traditional bias-ply tire construction in 1980 but on the track it was clear that the “trellising” of crisscrossing bias tire cord plies, flexing against each other, was generating heat that in racing quickly led to rubber fatigue and loss of grip. By 1981-82, riders were coming to the start grid with tires that weren’t even scuffed in, in the hopes of getting maybe one or two extra good laps from them before they “went off” (tire life at peak properties was then about 10 laps!). Marco Lucchinelli won his 1981 World 500 Championship mainly by thoughtful tire strategy, choosing to cruise back in seventh place or so while the leaders destroyed their tires, then easily picking them off one by one later in the event. In 1984, Michelin fielded its first semi-radial-ply motorcycle racing tires, and American rider Freddie Spencer was a major player in their testing and development. As with any fundamental innovation, every tire maker had to adopt the superior technology or find itself “on the wrong side of history.” Extending Spark Plug Life Spark plugs had to be periodically regapped because high spark current eroded the gap. To stop this and also to reduce radio frequency interference from spark plug wires, the use of either resistor plugs (plugs with an internal gap) or carbon rather than metal plug wire became more common. With high resistance in place, only the capacitive part of the spark energy jumped the gap. This, by reducing spark duration, made spark plugs go for longer distances with little gap growth (I’ve never even seen the plugs in my car’s engine). Anti-Dive Systems—They Just Didn’t Work Suspension travel just kept growing in the MX arena (where it’s now more than 12 inches), but on pavement and when combined with powerful disc brakes and the increased grip of slick tires, it created new problems. Motocrossers needed ever-greater travel to soften jump landings and the effects of the harsh terrain, but on pavement, long travel resulted in abrupt brake dive and loss of steering rake, and, on occasion, reduced stability. Long travel combined with high-flow compression valves had given riders new confidence over rough pavement and transitions. But there was nothing attractive about brake dive, which brought instability and even sudden lifting of the rear wheel. RELATED: Technologies That Revolutionized Modern Motorcycling, Chapter 2 This was at first tackled around 1980 by anti-dive systems—some of which limited dive by increasing fork compression damping, and some by using caliper reaction force acting through mechanical linkage as a “jack” to oppose dive. No sooner was the hardware in place (it appeared on several production bikes) than it was discovered that (a) mechanical anti-dives hopped and juddered on rough surfaces and (b) that braking distances were shorter with dive. The latter results from the reduction in center-of-mass height that takes place in dive (the higher the CG, the easier it is to lift the rear wheel with the brake). Anti-dive systems disappeared as quickly as they had come, replaced by more sophisticated use of compression damping. RELATED: Kenny Roberts Had A Special Weapon That Helped Him Win The 1978 500cc World Championship Most of this action took place in racing, for in production bikes hydraulic fork dampers remained simple, with a large fixed orifice to “control” dive and a one-way valve to place most damping on rebound (hold the front brake, compress the fork, and note that it goes down easily but comes up more slowly—this is rebound damping). Early long-travel roadrace bikes of the mid-1970s had 5–6 inches of wheel travel at both ends, but this soon dwindled away in the 1980s to 4.7, 4.5, and 4.1 inches, as growing control over compression damping permitted. External adjusters are commonplace on production bikes thanks to the development of cartridge dampers. (Öhlins USA /)Adjustable Suspension At this point in racing we began to see new adjustments implemented at the top of each fork tube and on the rear shock. In addition to external preload adjusters (which appeared in 1974 on Yamaha’s TZ750A) there was now a “clicker” by which to adjust low-speed rebound damping. This was made possible in forks by replacing the “damper-rod” dampers of the 1970s with self-contained “cartridge” dampers that could be removed for adjustment without full disassembly of the fork legs, and for which external adjustment was practicable. Even though racing adopts new features for performance reasons, what the public sees is cool new action—mechanics adjusting clickers and changing preload. Soon everybody wants it. Some of the first generation of such things on production bikes had little or no effect on damping, but their owners could now enjoy twiddling their clickers. Conventional rear dampers of the 1950s and ’60s were of twin-tube construction. The damper piston moved back and forth in an oil-filled inner cylinder, communicating via a bottom valve with an outer cylinder that was only half-filled with damper oil. The volume of air above the oil in the outer cylinder was necessary because as the damper rod enters the shock body on compression, something springy must accommodate its extra volume (oil being essentially incompressible). In rapid action, it was possible for some of that air to be entrained in the damper oil, making it “springy” and rendering damping inconsistent. RELATED: As the US Market Exploded, Japan Took Over The de Carbon system changed this to a damper cylinder filled with oil, connected to a gas/oil accumulator. One form separated gas and oil by a moving piston, another by a flexible diaphragm. Not only did this prevent entrainment of springy air into the damping fluid, it also allowed the oil in the damper cylinder to be pressurized. Imagine a conventional twin-tube damper as a bike moves over a rough surface. Rapid motions of the piston in the inner cylinder require oil to promptly follow it, but the only pressure available for this is the mostly atmospheric pressure above the oil in the outer cylinder. If the piston moves faster than this pressure can keep up with, what results is “cavitation”; the oil, unable to keep up with the piston, is pulled apart—it cavitates. When the cavity collapses, a sudden impact results that affects tire grip. With the de Carbon accumulator it was a simple matter to pressurize the system to whatever level was found to prevent cavitation. Yamaha acquired a patent for a form of single-shock rear suspension from the Belgian engineer Lucien Tilkens, and it became an instant killer advantage in motocross. Pressurized modern rear suspension designs like this Marzocchi monoshock came about as an answer to cavitation. (Marzocchi/)On single rear shocks of the 1980s and later, the cylindrical object connected to the damper by a flexible hose is a piston accumulator whose gas volume is pressurized to about 15 atmospheres. Today, a different arrangement of internal functions requires the accumulator to be a part of the shock body, making the combination look like a futuristic zap gun. Source

Kevin Cameron (Robert Martin/)This is my great favorite because it shows that the same mind can hold two completely opposite views of the same reality and see no conflict between them. Reality No. 1: The radio tells us “Record cold continues, with area temperatures in the single digits and a wind chill factor of 20 degrees below zero. People spending time outdoors are advised to dress extra warmly.” “Reality” No. 2: “I took the thermostat out of my bike’s cooling system and it overheated. See, the coolant is going through the engine so fast now that it doesn’t have enough time to pick up the heat from the engine.” Wind chill factor is a measure of how much faster a warm object, such a person’s body, loses heat in cold weather as a result of wind. We all accept this as true because we’ve all lived it—when it’s cold and the wind blows, we need warmer clothing than if it was equally cold but windless. Yet many people continue to believe that coolant, pumped extra rapidly through an engine’s cooling system, will pick up less heat, not more. Yet we all know that the faster the “coolant”—wind—moves past us, the faster it cools us. Which reality is true? No. 1 or No. 2? If it’s No. 2 that’s true, then the whole development of liquid-cooling systems has gone in the wrong direction. Early liquid-cooled bike engines surrounded their cylinders and heads with lots of water in big water jackets and had no pump at all. Good examples are the early water-cooled Bultaco TSS roadrace singles of the later 1960s. They circulated their water only by convection: Hotter water expands, becoming less dense, and therefore the hot water slowly rose out of the engine through a really large hose to the radiator where it was cooled, contracting slightly and becoming more dense, falling back to the engine through a second hose at the bottom of the radiator. This system was given the grand name of “thermosiphon,” and it worked OK until engines made more power. Then the thermosiphon’s very slow circulation rate allowed formation of steam pockets, which in turn overheated engines. The answer, engineers decided, was to move the water through the engine fast enough to scour away potential steam pockets, so they added a pump to pep up the circulation. There were still problems so next they began to make the coolant passages slimmer, so the coolant had to move through them faster. In fact, coolant passages in Formula 1 engines were eventually made so small that Honda’s V-10 F1 engine’s entire cooling system contained only 2.1 liters (roughly two quarts), circulating at very high velocity through tiny coolant passages. Such cooling systems have proved extremely effective. How can that be? If spending more time in the engine and in the radiator are the key to best cooling, why did the very slow circulation through big water jackets fail to keep up with engine power increases? The answer has to do with the difference between slow-moving and fast-moving flows. When flow moves slowly it tends to move in layers that don’t mix with each other. We feel this as the cooling that happens too quickly after we’ve settled into nice hot bath water. Yet stirring the water makes us feel the warmth again. What has happened is that the layer of water next our skin has given us its heat and by doing so has cooled, making us feel less warm. When we stir the water, we bring water from distant layers—which are still hot—into contact with our skin. Ah! Best of all for those who enjoy a hot bath is a Jacuzzi, which rapidly circulates its hot water, constantly scouring away the cooled layers of water next to our skin, and replacing it with nice hot water from deeper in the flow. In an engine with a large water jacket and slow-moving coolant, the layer of water next to the hot cylinder and head surfaces is quickly heated—possibly enough to boil it—but water in more distant layers remains cool. When we stirred the bath water to bring distant hot water to make us feel warm again, we created turbulence—random swirling, mixing motion. As fluid flow accelerates, a point is reached at which movement in layers—so-called “laminar flow”—is replaced by turbulent flow. In engine cooling systems, turbulent flow improves cooling by constantly bringing cooler fluid from all parts of the flow into direct contact with the hot surfaces we want to cool. Heat flows from a hotter object to a cooler one in direct proportion to the temperature difference between them, so turbulent flow improves cooling by constantly bringing all parts of the flow (not just a thin layer) into contact with hot surfaces. This is why making coolant passages smaller to force coolant to become more turbulent has been so successful in improving cooling. The higher the coolant flow velocity is made the more turbulent it becomes. OK, but how can removing the thermostat from a liquid-cooling system sometimes lead to the opposite—overheating? One of the most critical variables for centrifugal pumps is pressure on the intake side. As flow increases, which it does when you remove the restriction of the thermostat, intake side pressure, sometimes called “suction head,” falls. If it falls far enough, the pump can cavitate—pull the fluid apart to form cavities in the process known as cavitation (the same cavitation that can occur in suspension dampers if they are not pressurized). Cavitation causes pump output to fall—perhaps enough to cause overheating. In my own experience with water-cooled race engines I have found that a little internal smoothing on the intake side of the pump—especially if there is a right-angle bend there—can pull coolant temperature down by as much as 5-10 degrees. That suggests that some cavitation was taking place there, provoked by flow over sharp edges. Source

Tryactin will improve your riding experience on a motorcycle. (Nick Ienatsch /)We search for the instant answer to safer riding—that silver bullet that will make us great riders. Reading books, studying videos, taking classes, asking questions: all in search of the information that will increase our safety and speed while making us awesomely controlled and consistent on two wheels. It can be a long process with only small improvements. Mistakes are painful and expensive, often setting us back in terms of confidence and enjoyment. We have the desire but it is often difficult to determine best practices in a sea of riding information. My team at ChampSchool sees the desire of students and we meet that desire with our best efforts. This push to drastically improve our students' riding has led us to develop a nonprescription drug that radically, immediately, and permanently improves the riding of those who take it: Tryactin. Tryactin: Available Now Before your next ride, Tryactin like Valentino Rossi and get your mind on your immediate future. The nine-time world champion huddles by his front tire on the grid, his mind playing through the next 60 minutes. Try that: Don’t get on your bike and go; put your brain in gear like Rossi and then go. Tryactin like MotoAmerica Superbike champion Cameron Beaubier at your next trackday. When watching MotoAmerica see how and when he moves his body, how smoothly he works the controls, his turn-in rates and lines. Replicate those techniques. Tryactin like Valentino Rossi: Think about your ride before you jump on the bike. (MotoGP/)When you hear roadracing champions talk, listen to their points and Tryactin as they describe. If Jason Pridmore, an AMA national champion and endurance world champion, mentions something during the MotoAmerica broadcast, Tryactin as if he’s coaching you. Why? Because there are a lot of voices out there, but until you’ve gone really fast for a long time—like a champion—you might not realize how small the differences are between right and wrong. Adding speed to poor technique equals a crash, and you can’t win the No. 1 plate lying in the dirt. Our industry doesn’t grow when riders get hurt. Tryactin like every top-level racing team and get your bike super clean when you get some time. During that cleaning, the mechanics are examining brake rotors and pads and fork seals, looking for oil leaks beginning, and checking for loose bolts; that inspection can be lifesaving. I see some riders arrive at our programs with grimy bikes and it sets off alarm bells for all of us because we know a lack of cleaning is almost always a lack of inspection. From personal experience, when I roll Steve Long’s Speedwerks NSR250 into AHRMA tech, the inspectors barely check it because it is so clean and obviously right. Tryactin like Steve the next time you have a few hours to sanitize and inspect a machine that must be right to work optimally. Represent Every time you’re out on your bike, Tryactin like you are a representative of the motorcycle industry—because you are. Quell the aggressiveness in traffic, hold your temper, and obey laws because you never know who is in the car watching you. Tryactin as if your state’s governor is watching, and then impress the governor with your sensible riding. Better yet, Tryactin like a young, impressional rider (or non-rider) is watching. If you are pulled over by a police officer, Tryactin like the person you would like to meet if you were a police officer pulling over an unknown motorcyclist. Get that helmet off, have your hands visible. Smile. Say hello. “Yes, officer. No, officer. Do you ride these really fun machines, officer?” Tryactin with total respect for a person doing a difficult job. I might write more on the intricacies of traffic-stop interactions, but for now, take Tryactin along with a swig of respect and a bit of understanding. Tryactin like a representative of motorcycling every time you are on the road, especially in traffic and crowded roads. Keep it cool and controlled—remember, everyone is watching; let’s make a positive impression each and every time we ride. (American Motorcyclist Association/)When you meet a new rider, Tryactin like a welcoming host opening the front door for Thanksgiving celebrations. Remember when you were new. Remember how hard this sport is to do well. You probably don’t know him, but Tryactin like Philadelphia’s Harry Penn, a rider who mentored dozens of riders with respect, knowledge and enthusiasm—including my best friend Brian Smith, whom I met through our shared love of motorcycling. Remember your passion and Tryactin like the mentor you wish you had—or did have if you were lucky. Whenever I hear an “expert” rider dissing a “newbie,” I think, “Wow, the four-time world GP champion Eddie Lawson is 10,000 times humbler than you.” Let’s all Tryactin like Eddie. Ambassadors For all who are coaching, Tryactin like you have the greatest job in the world. Take a 200 milliliter dose of Tryrememberin to recall how excited you were to learn to ride. Know that our students have shown the desire to learn just by getting to our classes; it might be our 450th school, but it is the student’s first school. Our job is to bring them safely and enthusiastically into the fold of lifetime riding; that job is best done with vigor, patience, humor, humility, and persistence. Be all in, or change professions, because good rider coaches are a student’s bridge over the pitfalls that can end a riding career early. Tryactin like a life changer, because you will be if you’re all in. Motorcycle dealership employees, Tryactin like you are the ambassadors of the motorcycle-industry. Customer service must be your first three priorities because you could be the first motorcyclist a rider-curious person might meet. We have all walked into dealerships that turned us off due to a lack of interest in our visit. Nobody there had taken their Tryactin that day, especially the owners and managers who are responsible for how employees interact with the only people that matter: the customers. Tryactin friendly, happy, interested, and helpful—you just might meet some new friends with the shared interest of motorcycling. A dog’s poor behavior can be traced to the owner’s poor training, and a cold, disinterested, unhelpful dealership can be traced to the outlook of the owners and managers. Tryactin is needed: Tryactin like you want to be insanely successful in a service-based industry by bringing every customer into your club. The dealerships that place customer service first are a joy to visit. Tryactin like an ambassador for riding; bring new riders into the fold of our world with understanding and enthusiasm. (Nick Ienatsch /)For the rest of your life, when you see a fellow rider, wave and Tryactin like you realize the joy that rider is also feeling—or even the misery on certain days! Tryactin like the bike brand doesn’t matter. Tryactin like the number of wheels on the cycle doesn’t matter. Tryactin like our industry isn’t big enough to split into groups and cliques. Again, a dose of Tryrememberin helps you realize how blessed we are to share one of life’s greatest adventures. Let’s wave when possible. PS: My wife Judy just read through the story and added: “How about the next time you come home from a school, Tryactin like there’s more to life than motorcycles?” What? Don’t get all crazy with the Tryactin! More next Tuesday! Source

The Pando Moto Capo shirt and Kusari jeans hit key qualities for riding apparel. (Jeff Allen/)There are three primary qualities that one looks for in premium motorcycle gear: protection, quality, and style. While some companies focus efforts more on one or two facets over the other, Pando Moto hits pretty hard on all three. I have been wearing Pando Moto’s Capo motorcycle shirt and Kusari jeans for the last couple of months and found that both offer degrees of protection, exceptional quality, and flaunt some serious style. Capo Motorcycle Shirt The Capo motorcycle shirt is CE approved and fits this 6-footer’s dimensions well. (Jeff Allen/)First, the Capo motorcycle shirt. This product is fully CE approved, meaning it passed a series of seven tests (abrasion resistance, impact absorption, seam strength, tear strength, dimensional stability, fit and ergonomics, and garment restraint) and received a Level A rating (45 kph/28mph abrasion resistance). The shirt also includes both elbow and shoulder armor that are also CE approved. Back armor can be purchased separately. The Capo motorcycle shirt hits the quality mark with its thick Cordura material. The durable Cordura nylon is blended with cotton for a comfortable and reasonably stretchy fit. Although it is less breathable than summer-specific riding gear, I was kept relatively cool thanks to the blended material and underarm zippered vents when riding during a 100-degree day of testing the 2020 Triumph Street Twin. YKK zippers are used for the main closure, underarm vents, and interior pocket; all of which zip securely. The material’s blend and zippered vents help keep the rider somewhat cool on warmer rides. (Jeff Allen/)Snap closures clean up the overall look by buttoning the Cordura material down over the main zipper. The bottom snap closure, however, did have difficulty remaining fastened when the material folded and bunched when in a riding position. One thing I do wish the Capo has was zippered chest pockets instead of buttoned ones. The single snap on each pocket causes me to worry about the security of whatever is inside the pocket because of the somewhat finicky closure that a snap button may cause. I do have to report that during riding those buttons didn’t pop open randomly like the snap at the bottom. Key items like a phone or wallet can be placed in the more secure interior zippered pocket. There is enough room for both items to fit comfortably without interfering with chest space. Finally the Capo’s fit and style—which is where the garment collects the most points in my opinion. The Capo is also noticeably stylish with the embroidery on the shoulders and denim material construction, both of which contribute to a relaxed and casual design. The back material is also elongated so it doesn’t open the doors to embarrassing lower back exposure. There are no complaints on sleeve length either—they easily cover my 23-inch arm length. Kusari Jeans Although not as breathable as standard riding jeans, these waxed denim ones protect with a Kevlar lining and CE-approved armor. (Jeff Allen/)Like the Capo, the Kusari jeans come with CE-approved armor. Knee armor is included, and hip armor can be purchased separately. The included armor is thin and less bulky than D3O’s armor that is seen in other jeans. These jeans also feature a DuPont Kevlar lining in abrasion and impact zones from the hips down to mid shin in the front and to the backs of the knees in the back. A Level A rating was also given to these pants for 45 kph (28 mph) abrasion resistance. When it comes to quality, the Kusari jeans are also worthy of props. The waxed denim material stretches for motorcycle-specific motion and the accordion-stretch panels at the knees provide extra flex as well. I can appreciate the single waterproof YKK zipper on the back pocket that can help protect personal effects from getting wet on a rainy ride. This back pocket is too small for smartphones, but fits a compact single or bifold wallet just fine. The front pockets are not zippered, but are deep and accommodating for other items. A waterproof back pocket is a nice place to store a small wallet. My wallet just fit. (Jeff Allen/)The Kusari jeans' waxed denim also makes for a casual pair of pantalones and the accordion ruching at the knees is stylish and comfortable. My 31-inch waist, 32-inch inseam fit well in the W30-L32 size, showing that these fit pretty accurately to size when you use Pando’s measurement guide. The waxed material does make them a little less breathable than regular denim, so on extremely hot days expect to sweat some. If you don’t plan on riding in 100-degree temps, then these will be fair-weather comfortable. Ultimately, these fit well and are a nonconstricting pair of jeans, both a must for riding. The Capo shirt retails for $285 and the Kusari jeans retail for $265, and can be purchased through Revzilla. These prices place them more on the expensive side, but overall both Pando garments pair together nicely for a casual ride and tally points for overall protection, quality, and style. Source

The first big-bore Japanese models were heavy on power but still relied on old-school chassis concepts. (Motorcyclist Archives/)Even though the handling, chassis, suspension, and tire revolutions in motorcycling had already begun by the early ’70s, the first Japanese big bikes (designed by engineers trained in the 1950s and ’60s) were little affected by them. That meant they were still based on 1960s' chassis and suspension concepts. Famous protagonists of early ’80s Superbike races included Eddie Lawson on his Kawasaki juggernaut. That’s Freddie Spencer on his tail. (Motorcyclist Archives/)1975: US Superbike Racing Begins Inevitably, people tried to race them. The concept of Superbike racing traces back to the AMA production classes of the early ’70s, which were expanded to include the new behemoths. In racing form, they wobbled, they weaved, their brake discs coned, and pistons and rods broke. It is interesting to review paddock photos from that time, which show rapid, race-by-race evolution, as builders reinforced chassis and hot-rodded engines. Recognizing that traditional swingarms of the day—mostly just three pieces of pipe welded together—were too flexible for use with race tire grip, the AMA ruled that “Swingarms may be modified or replaced.” Instantly, swingarms on racebikes became strongly braced by added structure. Related: Honda CB750 - CLASSICS REMEMBERED It was a time of “go or blow,” when Hideo “Pops” Yoshimura—in legendary fashion—cranked in an optimistic 45 degrees of spark lead with 12-to-1 compression and hoped for the best. Many an early Superbike failed to finish. Slowly, a consensus of what did and did not work emerged, and the fast learners prevailed. As always, trying to make racers out of mass-produced streetbikes was a tall order. The Japanese fours always had winning power, but at first they couldn’t use it because their flexing chassis began to weave threateningly long before top speed could be reached. That allowed remarkable early Superbike wins by lower-powered but better-handling European makes such as BMW, Guzzi, and Ducati. Weave had been a problem in pro racing too. Chassis Have To Adapt By the 1980s a trend emerged in racing—chassis structure under the engine was atrophying away, while the bracing of the steering-head above and ahead of the engine was being made stronger. Fast-improving tires are also always a problem for existing chassis technology, as long-serving Harley-Davidson race manager Dick O’Brien told me in the summer of 1969: “About the time we get the goddamned chassis settled, along comes Goodyear with more f—g grip, and we’re back in the s—t and have to do it all over again.” Some 20 years later, Erv Kanemoto, then working with Honda’s NSR500, would say something very similar: “The thing the teams fear most is that the factory will come with a new chassis, because then we’ll have to spend the next six months getting it to handle as well as the old one.” And in our own era, when Bridgestone ceased to be MotoGP’s spec tire supplier at the end of 2015, new tires from Michelin took the teams and their riders two years' hard work to develop successful setups and appropriate riding techniques. Related: As the US Market Exploded, Japan Took Over Fans loved late ’70s Superbike, both because the bikes resembled those owned and ridden by spectators and because of the riveting drama of upright heroes sliding and wobbling around the circuits. This popularity made it essential for manufacturers to win these events. While fabricators strove with torch and rod to brace “chatter-flex” street chassis for racing, suspension people were ringing the changes in fresh fork and shock technology. Solutions improved by the minute, and fast learning was the key to success. And the message was getting back to Japan: Something better is needed. Honda’s Interceptor 750 Superbike. (Honda/)More Capable Production Bikes Hit The Market This steered Japanese design in a fresh direction. Future Superbike races would be won, not by warmed-over 500-pound street putts, but by a new class of designs that were thinly disguised racers in mass-produced form. The first of these was Honda’s Interceptor 750 Superbike of 1983. Always bear in mind that advanced production systems, by reducing unit cost, allow high-tech features to be made affordable. This shift all but eliminated broken con-rods, blooched crankcases, warped brakes, weaving chassis, and “joke” swingarms. If you look at photos of racebikes of the 1950s, you’ll see that riders are far back, reaching a long way to the bars. When tucked in, their faces were on the tank. At the time, this was believed to “increase rear tire traction.” But as rising power turned bikes into dragsters with some limited turning ability, riders and engines had to be moved forward to keep the front wheel on the ground and steering. Tucking in on a modern sportbike or racer plants your face on the top steering crown, not on the tank behind it. Riders have moved forward 6 to 8 inches, and engine mass is now concentrated as far forward as it can go. The Coming Of Electronic Ignition Beginning in 1969, the chronic ignition problems in racing had been addressed by various forms of electronic spark generators, free of the rapid wear and timing scatter of mechanical contact breakers (“points,” in the language of the time). If, in 1967, I set the timing on my TD1-B’s Hitachi MF2RY magneto and then rode a practice, upon checking timing again, I’d find it out of time (the points cam was way out on one end of the crankshaft). In Spain, Femsa in 1969 produced a very successful “pointless” electronic ignition for singles and twins, and in 1970-71 the German Krober, available for singles through fours, also hit the racing market. Yamaha in 1969 brought two types of non-contact ignition triggers to Daytona for its team bikes—one magnetic, the other based on RF. Points-triggered magnetos had to go because people were losing engines and races to their problems. Extended Service Intervals Older riders remember when cars and bikes required regular “tune-ups”—as often as every thousand miles. Engine oil was changed, plugs would be cleaned and re-gapped, points gap set, and ignition timing adjusted. Motorcycles with non-hydraulic tappets would also have their valve clearances checked and reset. The automotive world now set a new goal of extended service intervals, and production motorcycles would follow. It had been common for motorcycle owners to perform much of their own maintenance, but as people from all walks of life bought bikes, fewer new owners had such skills. This turned extended service intervals into an essential marketing tool. Handling: Americans Decide They Like It Up to this time, readers of bike mags had flipped straight to the specs page for any new model to read its quarter-mile time and top speed. Industry regarded those numbers as the proven formula for success—little else was important. Imagine the surprise of marketers when Honda’s Interceptor 750 of 1983, designed as a low-production homologation special mainly for US Superbike (the class limit dropped to 750 that year), sold out, with riders begging for more and praising the new model above all for its handling. Handling wasn’t even a concept then, but compared to slow-steering, mile-long literbikes, the Interceptor was something fresh—agile and quick. It made riders feel in command. A simultaneous flood of similarly agile middleweights from the other makers poured forth, including Ninjas and Secas, and then the remarkably lightweight GSX-Rs. Honda made waves in the 600cc sportbike class and Supersport races in the late 1980s. (Motorcyclist Archives/)The Novelty Of Raceable Production Bikes—Supersport This market shift was a gift to street riders and amateur racers alike, resulting in intense club-race action in production classes, strong sales, and contingency money from the importers for race wins. In that contingency-driven time, it was said that Suzuki made back in parts sales every penny it spent on payouts to riders winning races on their GSX-Rs. Very quickly, top pro riders found themselves an integral part of the drive to sell these much-more-capable middleweights. 600 Supersport, conceived as low-cost racing for all, became a hard-fought factory racing class in the mid- to late ’80s and remained so through the ’90s. Stronger Chassis Become Essential Manufacturers in GP racing in the later 1970s and ’80s had found that the stiffer they could make chassis, the more quickly bikes recovered from the constant upset of traction loss as tires spun and re-gripped. Superbikes were four-strokes, but GP racing by 1975 was 100 percent two-stroke (even sidecar). During the 1980s a complete change of chassis technology occurred. Out went even the best of the old tubular steel construction, replaced in most cases by twin large-diameter oval-section aluminum beams. As with axles and fork tubes, this was driven by the rapid increase in the stiffness of tubes with diameter—something like the third or fourth power. So-called “monocoque” single box-beam chassis had been tried (most notably by Kawasaki in its KR500 GP bike of 1980-82) but perhaps because of service accessibility the twin-beam structure won the day. But why aluminum and not steel? Steel, being roughly three times heavier than aluminum and also three times stronger and stiffer, would become so thin if made into beams of similar weight that buckling (like a thin plastic drinking straw) would become its failure mode. Aluminum, with three times the wall thickness for equivalent weight, would remain strongly buckle-resistant. Kawasaki leveraged its success in Superbike with 1982’s KZ1000R Eddie Lawson Replica. (Motorcyclist Archives/)Source

Scotty, I need more power. Honda’s looking to supercharge the Africa Twin to get it. (Jeff Allen/)We’ve got our hands on proof that Honda’s engineers are working on a forced-induction version of the CRF1100L Africa Twin with an updated, direct-injected engine boosted via a twin-screw supercharger. The evidence comes in the form of several newly published patent documents that have emerged via the Japanese patent office. They show detailed designs for the supercharger system, which has been designed to fit around what appears to be a largely unchanged Africa Twin chassis. Allied to a direct-injected version of the parallel-twin, 1,084cc Unicam engine used in the existing CRF1100L, the result should be an adventure bike with far more than the 101 hp the current Africa Twin can muster, along with a big hike in torque. RELATED: Is Honda Developing An Africa Twin Street Model? New design drawings suggest Honda’s new supercharger will fit into the existing Africa Twin’s chassis. (Japanese Patent Office/)While the Africa Twin is among the most convincing adventure bikes on the market thanks to its light weight and serious off-road ability, there’s no doubt it’s short on power, at least on paper, when compared to its rivals. BMW’s R 1250 GS makes a third more horses than the Honda, with 134 hp, while Ducati’s Multistrada 1260 manages a claimed 158 hp. In 2021, the upcoming Multistrada V4 will raise the bar even further with something north of 170 hp on tap despite using an engine that’s not much larger than the Africa Twin’s. Honda’s supercharger looks like a twin-screw type, which should be better suited to low-rev applications. (Japanese Patent Office/)Kawasaki’s H2 range has already conclusively proved that engine-driven superchargers have a future on two wheels. With none of the unpredictable throttle response or lag of an exhaust-driven turbocharger, superchargers instead offer a gradual increase in boost as revs rise, offering a feeling more akin to a larger-capacity, normally aspirated engine than a small, boosted unit. Honda’s design might be supercharged, but it’s quite different than the Kawasaki H2′s arrangement. For starters, Honda has opted to use a twin-screw supercharger instead of the centrifugal supercharger that Kawasaki employs. That means the Honda design is a “positive displacement” supercharger, which is good for a wider spread of torque from very low revs, while the Kawasaki’s centrifugal supercharger—which works like the compressor section of a turbocharger—is more suited to high-end power and needs more revs before it’s able to provide a significant amount of boost. RELATED: 2020 Honda Africa Twin DCT First Ride Patents show the supercharger mounted above the Africa Twin’s gearbox, with dual injectors getting fuel via a camshaft-driven pump. (Japanese Patent Office/)Honda’s design drawings show the supercharger mounted above the Africa Twin’s gearbox, in roughly the same place that Kawasaki puts its centrifugal blower, with the intake air routed from the air cleaner into the left-hand side of the blower. In the supercharger the air is compressed and pushed into an intake duct, before going through two conventional throttle bodies and into the engine. There are two sets of fuel injectors, with one pair mounted in the intakes just ahead of the throttle plates and a second pair squirting fuel directly into the combustion chambers. It’s not the first time we’ve seen evidence that Honda is working on a direct-injected Africa Twin—the first patents for such an engine emerged more than a year ago—but we haven’t seen a dual-injected, supercharged version before. The latest set of patents expands on the direct-injection idea, explaining how a camshaft-driven high-pressure pump provides the fuel supply to injectors sitting between the inlet valves in each cylinder. These fire relatively late, after the exhaust valves have closed, at an angle that means the fuel is caught in the airflow entering the cylinders through the intake valves in a way that reduces the amount of fuel sticking to the cylinder walls. RELATED: Honda Developing Direct-Injected Africa Twin Intake air comes from the air cleaner to the left side of the blower. (Japanese Patent Office/)Honda’s design incorporates a bypass system to allow air to move between the air cleaner housing and intake passage at low revs or small throttle openings. A computer-controlled butterfly valve opens and closes the bypass as necessary and a pressure-relief valve is also fitted in the intake duct to release any excess boost—say, when the throttle is snapped shut at high revs, directing the overflow back into the air cleaner housing. Injectors between the inlet valves of each cylinder fire after exhaust valves have closed. (Japanese Patent Office/)Although a patent filing alone doesn’t mean that a bike is definitely going into production, it clearly shows what a company is spending its R&D budget on. And with multiple patents filed around the supercharged, direct-injected Africa Twin—and extremely well-resolved designs on display—there’s every indication that this is a live project at Honda. There are probably prototype supercharged Africa Twins already under test somewhere in Honda’s development department. Will they reach showrooms? We’ll have to wait and see, but since the market’s appetite for powerful adventure bikes is showing no sign of waning, and Honda doesn’t currently have a player in that part of the field, don’t bet against seeing more of this project in years to come. Source