Hugh Janus

2021 KTM 450 SMR (Jeff Allen/)Ups Finely tuned supermoto performance available at the dealership<br/> Strong performance basis of ultra-competitive KTM 450 SX-F motocrosser<br/> Top-shelf Brembo brakes<br/> Consistent Suter slipper clutchDowns Low 16.5-inch front tire availability<br/> Racetracks few and far between in some geographical locationsVerdict A dedicated supermoto machine that is ready to rock the kart track straight off the showroom floor. Overview The 2021 KTM 450 SMR looks to break the often expensive and time-consuming barriers of entry to supermoto racing as a dedicated racebike that’s available at the dealership. KTM took the highly potent 450 SX-F motocross platform, fitted it with supermoto-specific components like Brembo brakes, Bridgestone racing slicks, and a Suter slipper clutch among other bits, and cut it loose for closed-course supermoto racing. And it’s ridiculously fun. Updates for 2021 The KTM 450 SMR is an all-new motorcycle for the 2021 model year, following a seven-year hiatus in the North American market. Pricing and Variants Priced at $11,299, the KTM 450 SMR is $1,100 more expensive than the 450 SX-F on which it’s based. The KTM’s supermoto counterpart, the Husqvarna FS 450, has an identical $11,299 MSRP. Powertrain: Engine, Transmission, and Performance KTM 450 SMR used the same 450cc, SOHC, liquid-cooled single as found in the 450 SX-F motocross platform, which last produced an impressive 54.8 hp at 9,500 rpm and 34.6 pound-feet of torque at 7,400 rpm on our in-house Dynojet 250i dyno. Internally, KTM mated a supermoto-specific Suter slipper clutch to its five-speed gearbox for consistent deceleration. Road Test Editor Michael Gilbert noted in his First Ride Review, “The 450 SMR has smooth, predictable power delivery at corner exit, which makes for deceivingly fast straightaway speed. At first touch of the throttle, the KTM offers crisp, tractable acceleration before rocketing off the corner with the front wheel pointed skyward.” 2021 KTM 450 SMR (Jeff Allen/)Handling The KTM 450 SMR shreds tight kart track layouts with serious conviction, with an incredible balance of agility and confidence-inspiring composure. The Bridgestone Battlax racing slick tires offer seriously impressive amounts of grip, while the feel and performance of the WP Xact suspension suit the needs of supermoto well. Brakes A top-shelf Brembo M50 four-piston Monoblock caliper clamping to an oversize 310mm disc brings the 450 SMR to a serious halt, with great feel at the lever. A single 220mm wave rotor and single-piston caliper handle rear braking duties. Fuel Economy and Real-world MPG Claimed or measured mile-per-gallon information is not available. Ergonomics: Comfort and Utility KTM struck balance in a well-proportioned rider triangle with a narrow midsection at the radiator shrouds. The Neken handlebar is a touch wide for our liking, especially in head-down roadrace position. Seat height is a claimed 35 inches, which is significantly lower than the SX-F motocrosser’s measured 37.6 inches due to the reduced suspension travel. At 5-foot-7, Road Test Editor Michael Gilbert found it comfortable at slow speeds and stops. Electronics The KTM 450 SMR comes equipped with two selectable engine maps, which tailor power delivery. A traction control aid is also equipped, and can be disabled. Both the engine maps and TC can be changed on the fly via buttons located on the left handlebar. A launch control map is also equipped for race starts. Warranty And Maintenance Coverage No warranty information is available. Quality Fit and finish quality of the 450 SMR is second to none. KTM fitted the platform with only top-shelf supermoto specific components, like the Suter slipper clutch, Alpina wheels, and Bridgestone Battlax racing slicks. 2021 KTM 450 SMR (Jeff Allen/)2021 KTM 450 SMR Claimed Specifications MSRP: $11,299 Engine: 450cc, SOHC, liquid-cooled single-cylinder four-stroke Bore x Stroke: 95.0 x 63.4mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Fuel injection w/ 44mm throttle body Clutch: Wet, multiplate, slipper clutch, Bremo hydraulically actuated Engine Management/Ignition: Keihin EMS Frame: Central double-cradle chromoly steel Front Suspension: WP Xact inverted 48mm, fully adjustable; 11.2 in. travel Rear Suspension: WP Xact monoshock, fully adjustable; 10.5 in. travel Front Brake: 4-piston Brembo M50 radial-mount Monoblock caliper, 310mm disc Rear Brake: 1-piston Brembo caliper, 220mm disc Wheels, Front/Rear: Alpina; 16.5 x 3.5 in. / 17 x 5.0 in. Tires, Front/Rear: Bridgestone Battlax Supermotard; 120/600-16.5 / 165/630-17 Rake/Trail: 26.1°/ N/A Wheelbase: 57.8 in. Ground Clearance: 11.4 in. Seat Height: 35.0 in. Fuel Capacity: 1.9 gal Wet Weight: 225 lb. w/o fuel Contact: ktm.com Source

2021 Yamaha YZ450F (Yamaha/)Ups Torquey engine character that makes it an absolute monster on the track<br/> Confidence-inspiring suspension that allows for easy adjustment (if needed)<br/> Unparalleled stability that “encourages outside lines and higher speeds”<br/> Free and best-in-class tunability via the Power Tuner appDowns Loud exhaust and airbox noise<br/> Cable clutch could be replaced with hydraulic unit<br/> A taller seat can improve uncomfortable rider triangleVerdict Although it may sing a loud tune from the exhaust and airbox, the Yamaha YZ450F’s engine, suspension, and chassis sing in great ride-quality harmony. 2021 Yamaha YZ450F (Jeff Allen/)Overview To determine the best full-size motocrosser for 2021, the annual Dirt Rider shootout was conducted, in which the Yamaha YZ450F took second place on the podium yet again. The reason for its continued success is that it is widely regarded for its engine power, predictable handling, and comfortable suspension. Its ergonomics, however, is one of the departments that slightly holds it back. 2021 Yamaha YZ450F Monster Energy Yamaha Racing Edition (Yamaha/)Updates for 2021 Mechanically, the Yamaha YZ450F remains unchanged for 2021. It does feature changes with blue number plates, black fork guards, and new radiator shroud graphics where the Monster Energy Yamaha Racing edition features a factory team-inspired graphics and black plastics. Pricing and Variants The Yamaha YZ450F is slated as one of the most capable motocross bikes right off the showroom floor, and at the dealer showroom you will find it has an MSRP of $9,399. The Monster Energy Yamaha Racing Edition is also available at an MSRP of $9,599. Powertrain: Engine, Transmission, and Performance Equipped with a 449cc, liquid-cooled, DOHC four-stroke engine, the Yamaha YZ450F is fast. To find how much power the YZ450F produces at the rear wheel, we tested it on our in-house dyno where 53.1 hp was recorded at 9,700 rpm and 32.7 pound-feet of torque at 7,400 rpm. Test rider Tanner Basso stated, “It has lots of overall power and torque, revs very quickly, and is aggressive yet rideable. Also, the Power Tuner app allows for endless fuel delivery and ignition timing tunability.” Tunability through the Power Tuner app, first introduced in 2018, offers a best-in-class tuning capability that we found useful in smoothing the engine’s power delivery. In regard to engine-braking we noted in our first ride that it “might be a touch more noticeable in comparison to other 450s, but for the most part, you ride the YZ450F in a lower rpm and it’s not a significant factor.” The five-speed transmission is modulated with a cable clutch that has an easy pull and doesn’t fade. Our test riders would like to see the cable replaced with a hydraulically actuated unit. 2021 Yamaha YZ450F (Yamaha/)Handling The KYB suspension of the YZ450F provides the most comfort and plushest feel in the class. They are easily adjustable and work great even for a variety of rider abilities and weights. Base settings are excellent and barely require further adjustment after sag is set. Thanks to its phenomenal suspension, our test riders felt that they could push the bike harder than most of the others in the comparison. A fairly compliant frame offers stable handling and excellent comfort, but it falls short of the Kawasaki KX450 in terms of flex. Although it is one of the heaviest bikes in the comparison at 248 pounds, the stable handling “encourages outside lines and higher speeds.” 2021 Yamaha YZ450F (Jeff Allen/)Brakes Stopping the motocross bike is a 270mm disc/Nissin two-piston caliper pair out front and 240mm disc/Nissin one-piston caliper out back. In our First Ride Review, test rider Allan Brown wrote, “The Yamaha brakes have a distinctly progressive feeling. The front is easy to modulate and the rear is progressive, making it easy to drag the brake without locking up the rear wheel.” Fuel Economy and Real-world MPG Fuel economy figures are currently not recorded, however, the YZ450F has one of the smallest fuel capacities in the class at 1.6 gallons, the same tank size as the Kawasaki KX450. Ergonomics: Comfort and Utility The cockpit of the YZ450F is particularly roomy, especially with the handlebar positioned in the stock position. In order to reduce headshake and improve steering, our test riders preferred to move the handlebar to the rearward holes instead of the stock’s forward setting. Good news is this change did not make the cockpit feel cramped. The rest of the ergonomics and rider triangle does feel off though. This is because the thin, low, and slightly uncomfortable seat has a noticeable dip that makes movement around the machine more difficult. Yamaha’s Tall Seat option could significantly improve these issues. Electronics A map switch offers two different engine maps. The YZ450F is also equipped with launch control. As stated above, tunability is easy to use thanks to the Power Tuner app, which connects to the bike via Wi-Fi. Warranty and Maintenance Coverage The Yamaha has a comparable 30-day factory warranty. Quality Although there are some gripes in terms of ergos and comfort, the YZ450F takes “best in class” for a variety of categories including suspension, engine tunability, and engine character. 2021 Yamaha YZ450F (Jeff Allen/)2021 Yamaha YZ450F Claimed Specifications MSRP: $9,399 Engine: 449cc, DOHC, liquid-cooled single-cylinder four-stroke Bore x Stroke: 97.0 x 60.9mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Mikuni electronic fuel injection w/ 44mm throttle body Clutch: Wet, multiplate, cable actuated Engine Management/Ignition: N/A Frame: Aluminum bilateral beam Front Suspension: KYB Speed-Sensitive System (SSS) coil-spring fork, fully adjustable; 12.2 in. travel Rear Suspension: KYB shock, fully adjustable; 12.5 in. travel Front Brake: Nissin 2-piston caliper, 270mm disc Rear Brake: Nissin 1-piston caliper, 240mm disc Wheels, Front/Rear: Spoked wheels Tires, Front/Rear: Dunlop MX33; 80/100-21 / 120/80-19 Rake/Trail: 27.0°/4.7 in. Wheelbase: 58.3 in. Ground Clearance: 13.0 in. Seat Height: 38.0 in. Fuel Capacity: 1.6 gal. Wet Weight: 245 lb. Contact: yamaha-motor.com Cycle World Tested Specifications Seat Height: 37.9 in. Wet Weight: 248 lb. Rear-wheel Horsepower: 53.1 hp @ 9,700 rpm Rear-wheel Torque: 32.7 lb.-ft. @ 7,400 rpm Source

2021 Honda CRF450R (Honda/)Ups Significant updates for 2021 make for a major improvement<br/> Most powerful dyno figures for its class and fastest on the track<br/> Great cornering capability<br/> Comfortable ergonomicsDowns Needs better ECU mapping, because it bogs in low rpm<br/> Could use a suspension revalve for better all-around performance<br/> Slightly rigid chassisVerdict Its 2021 redesign makes for significant improvements over the previous model year, and its power figures continue to impress. Just a little more fine-tuning is needed. 2021 Honda CRF450R (Jeff Allen/)Overview The Honda CRF450R is new and improved for 2021, so much so that it is considered the most revised model in its class for the new year. It competes with motocross bikes like the Kawasaki KX450, Yamaha YZ450F, KTM 450 SX-F, and Husqvarna FC 450, as seen in Dirt Rider’s 450 Shootout, but can also find itself head to head with the GasGas MC 450F and Suzuki RM-Z450. One of the feathers in its cap is the fact that it has the most peak horsepower and torque figures of the 450 class. 2021 Honda CRF450R (Honda/)Updates for 2021 The 2021 Honda CRF450R received so many updates that it gets nearly its own detailed article explaining them all, which you can find here in our 2021 model unveil coverage. A summarized list of changes include: a new frame/reconfigured chassis, new Nissin hydraulic clutch, redesigned exhaust system, various engine updates, refined suspension, different airbox, airboot, and air filter, new handlebar-mounted engine map select button, slimmer bodywork, new radiator shroud, and new Dunlop MX33 tires. Pricing and Variants The CRF450R is available at an MSRP of $9,599 and the CRF450RWE (Works Edition) is available for $12,380. The Works Edition includes the following features: a Yoshimura exhaust, Twin Air filter, Throttle Jockey seat cover, Hinson clutch basket and cover, D.I.D DirtStar LT-X rims, Kashima- and titanium nitrate-coated fork, a red cylinder-head cover, and a special cylinder-head porting. Powertrain: Engine, Transmission, and Performance With mechanical changes made to the engine we were curious what the dyno chart would reveal. Yet again, the Honda had the most peak horsepower and torque numbers for the third time in a row compared to the competition: 55.2 hp at 9,300 rpm and 35.1 pound-feet of torque at 7,100 rpm, which is up from last year’s documented 53.3 hp at 9,800 rpm and 32.2 pound-feet of torque at 6,900 rpm. The engine is identified by its racy and aggressive character and controllable power. The engine accelerates the bike quickly and focuses its power between the midrange to top-end. A complaint Dirt Rider mentioned is that the engine “sporadically bogs and hesitates at low rpm. This is most noticeable when exiting corners. Interestingly, it doesn’t have this hiccup when blipping the throttle while warming it up before a moto. It only occurs when the bike is being ridden on the track and under acceleration.” 2021 Honda CRF450R (Jeff Allen/)Handling The CRF450R’s chassis offers more flex than its previous generation, and this is reflected in its excellent cornering performance, responsiveness, and lightweight feel. The CRF450R feels the most rigid of the group, which makes its faults in handling known on rougher tracks. The positive aspects of its handling make it better suited for tight, smooth tracks. Test riders noted that suspension is improved for this latest-generation model, however, the Showa 49mm fork and Showa shock are “both too soft, which causes them to ride low in the stroke.” Feedback when hitting bumps and fork dive under braking were also noticeable, though the latter does seem improved since 2020. With that said, “The CRF450R’s suspension components have good bones to work with, but the fork would benefit from having stiffer springs, and possibly even a revalve of both ends would make the Showa components more suitable to the demands of a motocross track, especially a rough one like Glen Helen.” Brakes Being the fastest bike in the class is great, but controlling that speed is equally important. Thankfully, the red machine’s brakes do a sufficient job of slowing it down when needed. The Nissin units’ job is made easier by the fact that the 2021 CRF450R is 6 pounds lighter than the prior year model. 2021 Honda CRF450RWE (Honda/)Fuel Economy and Real-world MPG Fuel economy has not been recorded, however, the 1.7-gallon tank puts the CRF as the second largest tank capacity among its competitors. Ergonomics: Comfort and Utility Dirt Rider’s Allan Brown reported that the rider triangle is comfortable. He was very happy with how the CRF450R was slimmed down and said, “Even more surprising is that it does not bow out very much at the end of the radiator shrouds or at the rear by the muffler. The seat is narrow, thin, and just firm enough that you don’t feel the seat base, but not too firm as a result of its thinness. The handlebar, grips, and front brake lever are all the same and feel comfortable.” Electronics The 2021 CRF450R utilizes the new handlebar-mounted switch for toggling between three ignition maps (Standard, Smooth, and Aggressive), three levels of Honda Selectable Torque Control (HSTC), and three modes of HRC Launch Control. Warranty and Maintenance Coverage The CRF450R and the WE trim do not have a warranty. Quality The CRF’s vast improvements, slim design, cornering maneuverability, powerful engine, and comfortable ergonomics continue to hold it in high regard. Some fine-tuning may be needed, but with an expert’s touch riders can get the most out of its overall performance. 2021 Honda CRF450R (Jeff Allen/)2021 Honda CRF450R Claimed Specifications MSRP: $9,599 Engine: 450cc, SOHC, liquid-cooled, single-cylinder four-stroke Bore x Stroke: 96.0 x 62.1mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Programmed fuel injection (PGM-FI) w/ 46mm downdraft throttle body Clutch: Wet, multiplate, hydraulically actuated Engine Management/Ignition: DC-CDI Frame: Aluminum twin-spar Front Suspension: 49mm Showa inverted fork, compression and rebound adjustable; 12.2 in. travel Rear Suspension: Showa shock, fully adjustable; 12.4 in. travel Front Brake: Nissin 2-piston caliper, 260mm disc Rear Brake: Nissin 1-piston caliper, 240mm disc Wheels, Front/Rear: Spoked D.I.D DirtStar wheels Tires, Front/Rear: Dunlop MX33; 80/100-21 / 120/80-19 Rake/Trail: 27.1°/4.5 in. Wheelbase: 58.3 in. Ground Clearance: 13.2 in. Seat Height: 38.0 in. Fuel Capacity: 1.7 gal. Wet Weight: 244 lb. Contact: powersports.honda.com Cycle World Tested Specifications Seat Height: 37.6 in. Wet Weight: 244 lb. Rear-wheel Horsepower: 55.2 hp @ 9,300 rpm Rear-wheel Torque: 35.1 lb.-ft. @ 7,100 rpm Source

The second custom from BMW’s SoulFuel collaboration series is Spirit of Passion, from Dirk Oehlerking of Kingston Custom. (Ben Ott/BMW Motorrad/)Although it’s been in existence for less than a year, BMW’s R 18 cruiser has already served as the inspirational platform for a diverse assortment of wild-ass customs. Tarmac-rippling dragster courtesy of Roland Sands? Green-lit. Single-seated power cruiser from Blechmann? Check. Airy, Maserati-meets-Ernst Henne titanium art piece from Revival Cycles? Call it the Birdcage bike. It started back in 2019 with the absolutely bonkers trellis-framed build by Custom Works Zon, dubbed Departed. Along the way we even saw a sporty concept from the Haus of Munich itself in the form of the R 18 /2. But there was nothing really like this opulently curved art deco build from Dirk Oehlerking of Kingston Custom. You can see why it’s officially called the Kingston Air Stream Roadster Limited Edition; the 1930s design influence is strong. (Ben Ott/BMW Motorrad/)But then, that’s the whole point of a custom—to be a one-off interpretation. And even if you dismiss the bike’s bulbous front appendage as a scooter-chic cowcatcher, it might help to know that this build is officially called the Kingston Air Stream Roadster Limited Edition. So yeah, there’s some history there. The bodywork, fenders, and fairing are all handmade, but most of the stock R 18 lives on underneath. (Ben Ott/BMW Motorrad/)In the custom world though, this creation is dubbed Spirit of Passion, and the wildly inflated fairing is the clear visual draw here, with all the bodywork, handlebars, and fenders handmade and finished by Kingston. The BMW R 18 exhaust was modified by Oehlerking in Kingston Roadster style, but in fact, much of the stock bike’s underpinnings were left alone, with even the fuel tank and suspension remaining untouched. “The frame is 100 percent original and so sophisticated that nothing should be changed here,” he said. BMW says all this custom work is made easier due to the R 18′s “conversion-friendly architecture,” but that really doesn’t give Oehlerking enough credit. That’s an original R 18 fuel tank (though the bodywork and handlebars around it are not). (Ben Ott/BMW Motorrad/)The overall design is done in classic art deco style, while the custom elements also adopt the stock bike’s original artwork and pinstripe lines. For Oehlerking, the challenge was to make the mechanical bits disappear: “My motorbikes always convey soul, charm, and character,” he said. That attention to detail goes all the way to the slim wing and skin-tight all-enveloping rear wheel cover out back, which serves as a sleeker counterpoint to the sweep of the bike’s bow. Front inset grille is another sweet art deco-inspired detail. Who needs ground clearance anyway? (Ben Ott/BMW Motorrad/)The front grille set into that curvaceous fairing is also a throwback reference to one of Oehlerking’s favorite decades: the 1930s, when the Streamline Moderne style was making a name for itself. The radiator grille of a 1930s BMW roadster served as a model for this intricate hand-built detail which faintly emphasizes the outline of the R 18. Out back, the BMW R 18 exhaust has been modified by Oehlerking in Kingston Roadster style, while the saddle is swiped right from BMW’s range of universal accessories. Lending a modern touch to the front end is an inset LED headlight that’s not just a cosmetic afterthought, but is actually integrated into the fairing/trim panel. The turn signals are updated Kellermann indicators. Cockpit features a combination of original BMW and Kingston custom components. (Ben Ott/BMW Motorrad/)It’s the second BMW R 18 custom in what the company calls the SoulFuel collaboration series, with the first being Blechmann’s R 18 conversion. But this isn’t Oehlerking’s first rodeo with Motorrad either—he’s got more than a dozen BMW custom machines under his belt, including the Black Phantom and its sibling bike, the White Phantom. You can see the lineage of his style and influences in those earlier builds, but with Spirit of Passion, it feels like Oehlerking may just be starting a whole new chapter. The nicely proportioned solo saddle comes straight out of BMW’s accessory catalog. (Ben Ott/BMW Motorrad/) Of the design process, racer, designer, and craftsman Dirk Oehlerking said, “It’s a lot of work, but it’s not work at all.” (Ben Ott/BMW Motorrad /) RELATED: BMW Introduces R 18 Classic A stylish handmade fin extends from the rear wheel to contrast with the vast expanse of bodywork up front. A small taillight is tucked within. (BEN OTT/) This handmade cover completely envelops the rear wheel; a hinge enables access to the wheel. (Ben Ott / BMW Motorrad/) Modern LED headlight inset into the fairing leads the way; Kellermann turn indicators replace the stock pieces. (Ben Ott/BMW Motorrad /) RELATED: A Timeline Of The 2021 BMW R 18 Launch Precisely positioned cutouts expose much of the original brake, drive shaft, and engine. In daylight, the swoopy profile looks even more massive. (Ben Ott/BMW Motorrad/) See the stylistic connection? One of Oehlerking’s earlier BMW builds, the R 75-based Black Phantom. (Ben Ott/Kingston Custom/)See the making and riding of the bike here. Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for Cycle magazine and, since 1992, for <em>Cycle World</em>. (Robert Martin/)This week I discovered that an old 250 twin engine under a bench in my shop is from a YDS-1 Yamaha, made 60 years ago. Because I had just been installing cylinder studs in a later engine, I looked more closely at the older engine’s studs. They looked really fat to me, so I fetched the Vernier caliper. What a difference. The slender studs I’d been setting into a 1964-65 crankcase measured 7.15mm (0.281 inch), but those in the older YDS-1 engine were 7.95 (0.313 inch). Why? There is always a story behind such detail changes. Experience with other cylinder studs over the years makes me pretty sure that Yamaha adopted slender studs for later engines because it had suffered some breakages with the fatter ones. How can that be? You’d think the fatter studs should be stronger, but in fact the reverse is the case. When studs break, they nearly always do so at the root of the first thread. The nominal diameter of the root of an 8 X 1.25mm external thread is 6.445mm, so at that point there is a sudden reduction in cross section (by about 1/3) from the 7.95mm stud shank, down to the small thread root. In a highly stressed part like a cylinder stud, any sudden change of cross section concentrates stress there. The stress in the shank of the stud concentrates at the root of that first thread. There, the slightest lack of surface smoothness is easily transformed by cyclic stress into a crack. In 1970 studs broke on our Kawasaki H1R 500 triple roadrace engine. Although Kawasaki soon supplied H1R owners with improved replacement studs, I decided to try what I’d seen in mechanical engineering texts—to reduce the stress concentration by machining the shanks of the studs to a diameter slightly smaller than their thread root diameter—just over 6mm. To my delight, not one of those machined-down studs ever broke in service. Why not? Because, without the original stress concentration at the root of the first thread, the fatigue life of the stud became much longer. When the improved studs arrived from Kawasaki, they looked just like what I’d seen in the textbooks. Makers of other highly stressed parts have had to learn the same lesson: expect fatigue cracking wherever there are sudden changes of cross section, notches, sharp edges, or holes. This is why pistons and connecting-rods—subject to reversing stress thousands of times per minute—are given the smooth, graceful shapes they have. Motorcycle manufacturers are organizations of humans who, like ourselves, learn from experience. As Mr. Honda liked to say, we learn more from failure than from success. When we succeed, we go to the party with everyone else. When we fail, we stay up late trying to understand how to do better. Source

The 2021 KTM Duke 890 gets more power, more rider aids, and a slightly higher price tag. (KTM/)Q: When is a middleweight no longer a middleweight? A: Who cares? Just two years ago, KTM presented us with the successor to its 690 Duke, the 790 Duke, aka “The Scalpel,” a beast of a middleweight with a 414-pound curb weight, 95 rear-wheel horsepower on tap, and enough electronics to keep you (mostly) out of trouble. But wait. There was more. Perhaps sensing that we would all need a bit of cheering up in the near future, in March 2020 KTM dropped the news that the 790′s even sharper stablemate, the more powerful and up-spec 890 Duke R, would be making its way to US dealers that spring. And there was much rejoicing. Now, less than a year later, KTM is once again delivering a reason to smile, announcing the new 2021 890 Duke as the replacement for the outgoing 790. Positioned as a slightly more street-oriented (and more comfortable) scalpel than its 890 R sibling, the 890 Duke sports the 890 R’s 889cc parallel twin that KTM says is good for 10 more horsepower and almost 4 more pound-foot of torque than the 789cc mill that powered the 790 Duke, and it now shares the 890 R’s 6D lean angle sensor to complement its Cornering ABS (with Supermoto ABS mode), two-axis MTC (traction control), Sport, Street, and Rain ride modes, and optional MSR (controlled engine-braking). Other optional equipment includes a Track ride mode with nine-level adjustable MTC, launch control, and disabled wheelie control, and Quickshifter+ for clutchless up- and downshifting. A $10,999 MSRP is a $300 increase from the outgoing 790 Duke. (KTM/)The 300mm dual floating front discs benefit from what KTM describes as “improved” four-piston calipers, and though the 43mm WP Apex USD cartridge-style fork contains new, lighter springs and a new base valve for better high-speed damping, it is still not adjustable. The WP Apex rear shock remains adjustable for preload only. With its $10,999 base MSRP coming in at just $300 more than the outgoing 2020 790 Duke, however, the 2021 890 Duke still is enough to induce a Pavlovian response. Because let’s face it: Sometimes more is more. Source

2021 KTM 250 SX-F (KTM/)Ups Most-in-class peak horsepower Nimble and lightweight handling Well-tuned suspension settings Best-in-class brakes Downs Less low-end power than class-leading Yamaha YZ250F Wider-than-usual handlebar Verdict Raw horsepower and leading torque figures, a proven chassis, and improved suspension settings make the 250 SX-F a well-rounded racebike right out of the box. 2021 KTM 250 SX-F (Jeff Allen/)Overview As winner of Dirt Rider’s Best Motocross Shootout for two consecutive years (2019 and 2020), the KTM 250 SX-F was bound to stoke the fires of competition, and so it did. While the Yamaha YZ250F took first place for 2021′s shootout, the KTM still followed closely behind taking second. Its strong and fast engine, nimble handling, tunable suspension, light weight, and excellent brakes continue to serve this machine well. Its high-rpm powerband makes it a suitable ride for intermediate and pro-level riders. Updates for 2021 New inlay graphics, improved WP Xact air fork and WP Xact shock, along with the addition of new low-friction linkage bearing seals made by SKF are the updates seen for the 2021 model. 2021 KTM 250 SX-F (KTM/)Pricing and Variants The KTM 250 SX-F is available for an MSRP of $9,299, $1,000 more than the YZ250F and Kawasaki KX250, but $100 cheaper than the Husqvarna FC 250. Powertrain: Engine, Transmission, and Performance The KTM 250 SX-F is powered by the same liquid-cooled, DOHC, 250cc four-stroke engine as its counterpart, the Husqvarna FC 250. In measuring the machine’s rear wheel power figures for the five-bike comparison, the SX-F produced the highest horsepower figures and second highest torque numbers: 41.1 hp at 13,700 rpm and 19.1 pound-feet of torque at 9,100 rpm. While the engine doesn’t produce the strongest low-end power, it excels in seemingly endless top-end pull. Contributing to its low-end power performance and rpm recovery characteristics is the bike’s long gear ratios. Handling 2021 KTM 250 SX-F (Jeff Allen/)The SX-F’s proven chassis and light 232-pound weight make it easily maneuverable on the track. Stability at speed and corners, effortless cornering while standing, and narrow bodywork are notable praises we attributed to the model in the shootout. Brakes The braking system on the SX-F is top of the class. The Brembo brakes with 290mm and 220mm discs, front and rear, provide a ton of braking power that quickly brings the machine to a stop. Fuel Economy and Real-world MPG Mile-per-gallon figures are currently unavailable. 2021 KTM 250 SX-F (KTM/)Ergonomics: Comfort and Utility Although test riders would prefer to swap out the wider-than-usual Neken handlebars, this did contribute to a large and roomy cockpit. The bike received praise for its comfortable seat and excellent ODI lock-on grips. Electronics Traction control, launch control, and handlebar map selection are among the electronics featured on KTM’s four-stroke. Warranty and Maintenance Coverage The Austrian brand offers a 30-day limited warranty. Quality As a top performer in the past and present, the 2021 KTM 250 SX-F continues to be a high-quality four-stroke machine with a quality engine, chassis, and suspension package with a price to match. 2021 KTM 250 SX-F (Jeff Allen/)2021 KTM 250 SX-F Claimed Specifications MSRP: $9,299 Engine: 250cc, DOHC, liquid-cooled single-cylinder four-stroke Bore x Stroke: 78.0 x 52.3mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Keihin electronic fuel injection w/ 44mm throttle bodies Clutch: Wet, multiple disc, Brembo hydraulic actuation Engine Management/Ignition: Keihin EMS Frame: Central double-cradle chromoly steel Front Suspension: 48mm USD WP Xact AER fork, fully adjustable; 12.2 in. travel Rear Suspension: WP Xact shock, fully adjustable; 11.8 in. travel Front Brake: Brembo 2-piston caliper, 260mm disc Rear Brake: Brembo 1-piston caliper, 220mm disc Wheels, Front/Rear: Spoked wheels w/ Excel rims; 21 x 1.60 in.; 19 x 2.15 in. Tires, Front/Rear: 80/100-21 / 110/90-19 Rake/Trail: 26.1°/N/A Wheelbase: 58.5 in. Ground Clearance: 14.6 in. Seat Height: 37.4 in. Fuel Capacity: 1.9 gal. Wet Weight: 218 lb. (w/all fluids except fuel) Contact: ktm.com Cycle World Tested Specifications Seat Height: 37.2 in. Wet Weight: 232 lb. Rear-wheel Horsepower: 41.1 hp @ 13,700 rpm Rear-wheel Torque: 19.1 lb.-ft. @ 9,100 rpm Source

2021 Kawasaki KX250 (Kawasaki/)Ups Well-rounded performanceNow has electric startPraiseworthy chassisUpdates galoreDowns Drawbacks with preprogrammed settings of EFI mappingEngine character and power delivery leaves a bit to be desiredOverly stiff suspension with little comfortVerdict For 2021, the Kawasaki KX250 is one of the most improved models. These updates make it an even more competitive four-stroke for intermediate to pro-level riders. 2021 Kawasaki KX250 (Jeff Allen/)Overview The Kawasaki KX250 is a four-stroke motocross bike that takes after its bigger stablemate, the KX450, in chassis, EFI mapping system, hydraulic clutch, and front brake setup for 2021. The smaller KX also sees a multitude of other improvements, making it one of the most revamped models this year. As a well-rounded machine in stock form, the 2021 Kawasaki KX250 offers a nice mix of trickled-down improvements and a higher revving four-stroke 250cc engine. This model ranked fourth among the other 250 four-strokes in Dirt Rider’s 2021 250 Four-Stroke Motocross Bike Comparison Test where it was praised for its neutral-handling chassis, great ergos, competitive top-end power, and smooth clutch pull. 2021 Kawasaki KX250 (Jeff Allen/)Updates for 2021 The Kawasaki KX250 sees major updates for 2021, namely an electric start, the latest-gen aluminum frame, new brakes, new bodywork, as well as updates to the engine internals such as the cylinder head, camshafts, valve springs, piston, cylinder, crankshaft, and connecting rod. Peak rpm has also been increased to 14,500. The hydraulic clutch is a welcome change and the clutch assembly is also new, Kawasaki replaced the previous coil-spring system with the cone-disc spring. Pricing and Variants The 2021 Kawasaki retails for $8,299 and is available in Lime Green. Powertrain: Engine, Transmission, and Performance The KX250 is powered by the 249cc, four-stroke, DOHC liquid-cooled engine. This dirt bike recorded 39.60 hp at 13,220 rpm and 18.38 pound-feet at 9,440 rpm on our rear-wheel in-house dyno. The engine’s internal components have seen quite a few updates, but characteristics are very similar to what was seen in 2020. Now it has a little more over-rev because of the increased rev limit, and power delivery is better if you keep the revs up. The Dirt Rider 250 four-stroke comparison test did find that the engine characteristics and power delivery did still leave a bit to be desired though. Second gear will be used in most corners. Third is not needed until corner exits and is overall very useful. Fourth only needs to be used on faster straightaways, we reported in our First Ride Review. Further, shifting under load was reasonably easy with only a small amount of clutch lever input needed thanks to the new hydraulic clutch. 2021 Kawasaki KX250 (Jeff Allen/)Handling The 2021 Kawasaki KX250 is one of the best-handling 250F motocrossers on the market, being praised for its balance of cornering ability and straight-line stability. At 238 pounds fully fueled, it is the heaviest bike in its class, but feels nimble on the racetrack. A gripe? Showroom suspension settings are on the stiff end of the spectrum, especially for those who are lightweight or novice level in ability. Brakes The brakes are updated with the front brake setup being carried over from the KX450 and the rear brake rotor decreasing by 10mm to 240mm. Overall, our rider liked the brakes, especially the thinner front brake lever and its easy modulation. 2021 Kawasaki KX250 (Jeff Allen/)Fuel Economy and Real-world MPG Claimed or measured currently not available. Ergonomics: Comfort and Utility The KX250 is known to have a well-laid-out, neutral rider triangle that is adjustable via Kawasaki’s Ergo-Fit system. The handlebars feature four-way adjustability, while the footpegs have two positions. The chassis is narrow between the legs and, combined with a flat seat, gives off a comfortable sit-on-the-bike feeling, Electronics Technology on this model includes the Kawasaki Launch Control Mode as well as the new electric starter. Power delivery can be tuned via EFI mapping couplers located near the steering stem, which is an inconvenience in relation to the handlebar-mounted, on-the-fly mapping adjustments available on some of the KX250′s competition. Warranty and Maintenance Coverage Warranty not available. Quality With the addition of electric start and other major improvements, the KX does have a lot more to offer than the last generation. One change we wish occurred was a handlebar-mounted engine map select button instead of EFI couplers. 2021 Kawasaki KX250 (Kawasaki/)2021 Kawasaki KX250 Claimed Specifications MSRP: $8,299 Engine: 249cc, DOHC, liquid-cooled, single-cylinder four-stroke Bore x Stroke: 78.0 x 52.2mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: DFI w/ 44mm Keihin throttle body and dual injectors Ignition: Digital CDI Frame: Aluminum perimeter Front Suspension: KYB 48mm coil-spring fork, compression and rebound damping adjustable; 12.4 in. travel Rear Suspension: KYB shock, spring preload, high-/low-speed compression, and rebound damping adjustable; 12.4 in. travel Front Brake: Nissin 2-piston caliper, 270mm disc Rear Brake: Nissin 1-piston caliper, 240mm disc Wheels, Front/Rear: Spoked; N/A Tires, Front/Rear: 80/100-21 / 100/90-19 Rake/Trail: 28.0°/4.6 in. Wheelbase: 58.5 in. Ground Clearance: 13.2 in. Seat Height: 37.4 in. Fuel Capacity: 1.6 gal. Wet Weight: 237 lb. Contact: kawasaki.com Cycle World Tested Specifications Seat Height: 37.0 in. Wet Weight: 238 lb. Rear-Wheel Horsepower: 39.60 hp @ 13,220 rpm Rear-Wheel Torque: 18.38 lb.-ft. @ 9,440 rpm Source

2021 Kawasaki KX450X (Kawasaki/)Ups New model in its classSpecific suspension setting ready for off-road competitionOff-road-ready and durable Dunlop Geomax AT81 tiresGreat priceDowns Motocross-size fuel tank limits ride length on a single fill-upGearing makes it difficult to set up for both tight trails and high-speed sectionsEFI couplers are becoming long in the toothVerdict A bike that shares so many similarities with Dirt Rider’s 2019, 2020, and 2021 450 Motocross Shootout winner and has minor tweaks for off-road racing is inevitably going to be a solid option. 2021 Kawasaki KX450X (Kawasaki/)Overview A new model to Kawasaki’s lineup for 2021, the KX450X is Team Green’s flagship cross-country motorcycle. Intended to slalom through the trees of GNCC and power across the more wide-open terrain of the WORCS series, the KX450X is designed to tackle just about anything you can throw at it in terms of off-road riding and has plenty of motocross prowess in its DNA as well. Updates for 2021 Being that 2021 is the first year the KX450X has appeared on the market, it is a new model, but it shares many of the same components as the KX450. Some of the differences between the KX450X and its motocross-focused counterpart are that it has softer spring rates and different valving in the Showa 49mm coil-spring fork and Showa shock, an 18-inch rear wheel, one-tooth-larger rear sprocket, and a kickstand. Pricing and Variants At $9,599, the Kawasaki KX450X is the least expensive 450 cross-country model on the market and as much as $1,200 under the pricier options like the KTM 450 XC-F and Husqvarna FX 450. 2021 Kawasaki KX450X (Kawasaki/)Powertrain: Engine, Transmission, and Performance A 449cc, DOHC, liquid-cooled engine is housed inside the KX450X’s aluminum perimeter frame. Although we haven’t run the KX450X on our dyno, the KX450 motocrosser, which shares an identical engine, churned out 52.4 hp at 9,600 rpm and 32.6 pound-feet of torque at 7,000 rpm. Dirt Rider test rider Allan Brown is a fan of the KX450X’s powerplant, stating it is “user-friendly and enjoyable to ride. It comes on nice with a reasonable amount of hit, has good midrange grunt, and runs out just long enough so that you don’t have to shift before the next corner.” 2021 Kawasaki KX450X (Kawasaki/)Handling The KX450X’s neutral-handling chassis is complemented by its peppy engine character, which makes the entire bike feel lively, while its softer suspension setting gives it a more planted feel than its motocross sibling. Brakes Although it has off-road-specific front brake pads, the KX450X’s braking feel and power is unsurprisingly similar to the KX450. The Nissin units on the green machine work well, but aren’t as powerful as the Brembo components on the KTM and Husqvarna or as progressive as the Nissin brakes on the Yamaha. Fuel Economy and Real-world MPG Claimed or measured mpg information is not available, but we can say that if you want to go on a considerable trail ride (30 miles or longer), you’ll either want to carry gas or purchase a larger-capacity aftermarket fuel tank from a company like IMS Products because the KX450X’s 1.6-gallon unit is the same one that comes on the motocross model and is in no way sufficient for lengthier rides. 2021 Kawasaki KX450X (Kawasaki/)Ergonomics: Comfort and Utility A slim radiator shroud area, narrow midsection, flat seat, and excellent rider triangle give the KX450X some of the best ergonomics of any bike on the market. Kawasaki’s flagship cross-country model also offers the most ergonomic adjustability in the class with its adjustable footpeg and handlebar position. Electronics Kawasaki is the only one of the Big Six manufacturers in the 450 cross-country dirt bike market not offering a handlebar-mounted electronics suite to adjust the EFI mapping. Instead, Team Green has three color-coded EFI couplers—black (mellow), green (standard), and white (aggressive). The couplers make a noticeable difference and can be tuned using the KX FI Calibration Controller, which is available for purchase as an accessory for $699.95. Warranty and Maintenance Coverage A warranty is not available for the 2021 Kawasaki KX450X. Quality The plastics on Kawasaki’s motocross and cross-country models look a bit more weathered after about 20 hours of use compared to other bikes in the class and the small bolts like those used for the plastics and number plates are a little flimsy by comparison to the competition as well. Aside from that, the fit and finish of the KX models is solid. Also, reliability on the models has improved this year with Kawasaki’s new coned disc-spring clutch, which increases the component’s service life. 2021 Kawasaki KX450X (Kawasaki/)2021 Kawasaki KX450X Claimed Specifications MSRP: $9,599 Engine: 449cc, DOHC, liquid-cooled single-cylinder; 4 valves Bore x Stroke: 96.0 x 62.1mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Electronic fuel injection w/ 44mm throttle body Clutch: Wet, multiplate, hydraulic actuation Engine Management/Ignition: Digital DC-CDI Frame: Aluminum perimeter Front Suspension: 49mm Showa coil-spring USD fork, fully adjustable; 12.0 in. travel Rear Suspension: Showa shock, fully adjustable; 12.1 in. travel Front Brake: 2-piston caliper, 270mm disc Rear Brake: 1-piston caliper, 240mm disc Wheels, Front/Rear: Spoked wheels w/ aluminum rims Tires, Front/Rear: Dunlop Geomax AT81; 80/100-21 / 120/80-19 Rake/Trail: 27.6 ̊/4.8 in. Wheelbase: 58.5 in. Ground Clearance: 13.2 in. Seat Height: 37.4 in. Fuel Capacity: 1.6 gal. Wet Weight: 246 lb. Contact: kawasaki.com Source

A counterbalancer is used to lessen a single’s primary shaking force that moves along the cylinder centerline. (KTM/)We can analyze a lot of engine vibration situations by a simple method: adding up the forces that act at four positions of the crankshaft: top dead center (TDC), 90 degrees after top dead center (ATDC), bottom dead center (BDC), and 270 degrees ATDC. A single-cylinder piston internal-combustion engine vibrates because the startings and stoppings of its piston generate inertial shaking forces. As the crankshaft yanks the rising piston to a stop at TDC, the whole engine is, to a degree, pulled upward along with it. Ninety degrees later, with the piston mainly coasting in mid-stroke, there is very little piston-generated inertia force. Then, as the crank decelerates the piston to BDC 90 degrees after that, the force required to stop and reverse the piston’s motion drags the whole engine downward. And halfway up its stroke, 90 degrees later, the piston is again mostly coasting and generating little up or down force. This shows us that a simple single-cylinder engine’s piston generates a primary shaking force, meaning one in step with crank rotation, acting along the cylinder center line. There is essentially no forward-and-back force at 90 degrees to the cylinder axis because when the piston is in these positions it is mostly coasting. Engineers thought they could do better by attaching counterweights to the crankshaft at 180 degrees to the location of the crankpin. Sure enough, when they added enough counterweight to cancel 25 percent of the engine’s reciprocating weight—namely the piston, rings, wrist pin, and the small end of the connecting rod—the engine felt a bit smoother. Now, as the piston stopped and reversed at TDC, the upward yank on the engine was reduced by 25 percent. Better yet, peak loading on the crankshaft’s main bearings was also reduced by 25 percent. This wasn’t all gravy though. When the crank turned 90 degrees more, as before the piston, mostly coasting now, generated close to zero up-or-down force. But as the piston moved from TDC to 90 degrees ATDC, that 25 percent counterweight we added was now pulling the engine to the rear, one-quarter as hard as did the unbalanced piston at TDC or BDC. This is something new. Continuing around the circle, the piston decelerates and reverses direction at BDC. There, because of the 25 percent balance weight, which is now trying to lift the engine, the downward force on the engine is only 75 percent as great as with no counterweight at all. Less vertical shaking force is good, and so is less peak force on main bearings. Now as the crank turns another 90 degrees, putting the piston into coasting mode in mid-stroke, there is close to zero piston shaking force. But there is that 25 percent counterweight, directly opposite the crankpin, trying to yank the engine forward. OK, to review: We’ve reduced the up-and-down shaking force by 25 percent, and we’ve reduced peak forces on crank main bearings by 25 percent. Those are good gains, worth pursuing further. We don’t have to consider the rotating parts, such as the big end of the connecting rod, its bearing, and the crankpin. Because these parts only rotate, we can balance them with counterweights placed opposite to them on the crank. In this discussion we’ll assume this has been done, so we don’t have to consider rotating imbalance. If a little bit of counterweight is good, how about increasing our crank counterweight to 50 percent of the reciprocating mass? Let’s check the four stations: TDC, 90 degrees ATDC, BDC, and 270 degrees ATDC (and return to TDC). Now we find similar but larger effects. The vertical yankings of the piston as it starts and stops at TDC and BDC are reduced by 50 percent and so is peak crank main bearing load. Excellent. But now, because we’ve doubled our counterweight mass, we’ve caused our engine to be yanked forward and back by that heavier counterweight twice as hard as before at the 90- and 270-degree positions. And if we think through the four crank positions, we find that now the counterweight is yanking the engine forward and back just as hard as the piston is yanking the engine up and down. If we draw a diagram of these forces, we find that as the crankshaft rotates one way, the arrow representing the shaking force is half as long as it was before we added any counterweight, and that this arrow is rotating opposite to the crankshaft. RELATED: Motorcycle Vibrations and Natural Frequencies Here’s why. At TDC, the piston’s upward yank is being reduced 50 percent by the downward yank of the counterweight. At 90 ATDC, the piston is in mid-stroke, mostly coasting, and so it produces near-zero shaking force. But the 50 percent counterweight, being located at 180 degrees from the crankpin, is now yanking the engine to the rear with its 50 percent. The imbalance force has not changed; it’s still 50 percent of the original unbalanced force, but it has now rotated to the rear, where it’s yanking the engine rearward. We continue to BDC, where the piston’s inertia is driving the engine downward at 100 percent, but half of that force is now canceled by the counterweight, which is now yanking upward one-half as hard. As a result, the net downward force on the engine remains 50 percent of the original unbalanced piston inertia force. Now we come to 270 degrees ATDC, which places the piston again at mid-stroke, coasting and generating no shaking force to speak of. But the pesky 50 percent counterweight is trying to pull the engine forward. Therefore the unbalanced force remains unchanged, at 50 percent of the unbalanced piston’s inertia force. In other words, by counterweighting at 50 percent of the engine’s reciprocating parts weight, we have changed the original up-and-down shaking force, that peaked at 100 percent at TDC and BDC, into a constant force one-half as large—which is rotating opposite to the crankshaft. At this point it doesn’t take a very clever engineer to say, “Hey, let’s gear another shaft to the crank so they rotate in opposite directions at identical speeds, and let’s put a counterweight on it which cancels this constant rotating imbalance force that we’ve created by counterweighting the crank at 50 percent.” This is exactly how counter-rotating primary balancers work. But what if we continue to add counterweight, beyond 50 percent? Again, we can map it all out, crank position by crank position. At TDC, the piston is trying to yank upward with 100 percent of its reciprocating weight, but at the same time, a 75 percent counterweight is yanking down, leaving a net 25 percent. The same will be true at BDC, but reversed in direction. This is good; vertical shaking force has now been reduced to 25 percent of what it was in the original non-counterweighted engine. But at 90 degrees and 270 degrees, we’ve created a monster. The piston is coasting in those two positions, generating little shaking force, but those bigger 75 percent counterweights are yanking the engine forward or back quite hard now. And peak force on crank main bearings is rising again; instead of the 50 percent we saw with 50 percent counterweighting, now we are back at 75 percent. The news is no better with a 100 percent counterweight; all it accomplishes is to move the shaking force from the up-and-down direction of the original unbalanced engine to a back-and-forth direction. And our peak main bearing force is back up at 100 percent, just as bad as in the unbalanced engine. This explains why so many engines are balanced at 50 percent of their reciprocating mass: because doing so cuts the main bearing peak inertia force in half and offers an opportunity to add a contrarotating balance shaft that can cancel essentially 100 percent of shaking force. I use words like “essentially” and “mostly” because there is a second source of inertial shaking force: the angling of the connecting rod, as its big end swings around in a circle on the crankpin. This angling generates a twice-per-revolution variation in piston height of roughly one-quarter the amplitude of the primary piston inertial shaking force. The name for this beast is secondary shaking force (called “secondary” because it occurs at twice crankshaft speed). Many of today’s inline four-cylinder engines with 180-degree (flat) crankshafts have secondary balance shafts which rotate at twice crankshaft speed to cancel this force. Using this same method of adding up forces from piston inertia and rotating counterweight, we can also see how a 90-degree V-twin (both con-rods sharing a common crankpin) can be given near-perfect primary balance by adding a counterweight that cancels 100 percent of one piston’s inertia force. Top dead center: The piston in the vertical cylinder is at TDC and the 100 percent counterweight is directly opposite it, yanking in the opposite direction, so the two forces add to zero. In the horizontal cylinder the piston is near mid-stroke, coasting, so it contributes little inertia force. There is no net primary shaking force. Ninety degrees ATDC: Now the piston in the vertical cylinder is at half-stroke, coasting, and generates little or no inertia force. The piston in the horizontal cylinder is at TDC, yanking forward, but the 100 percent counterweight, being at 180 degrees to the crankpin, is pulling in the opposite direction with the very same force and so cancels it. No net primary shaking force. Bottom dead center: The piston in the vertical cylinder is at BDC, pulling the engine downward as it slows and reverse direction, but the 100 percent counterweight is at 180 degrees to it, canceling its force. The piston in the horizontal cylinder is at mid-stroke, neither accelerating nor decelerating, and so generating near-zero inertia force. Result? No net primary shaking force. And at 270 degrees ATDC: This situation is the reverse of that at 90 degrees ATDC; the piston in the horizontal cylinder is now at BDC, and the 100 percent counterweight, being at 180 degrees to its force, cancels it. The piston in the vertical cylinder is at mid-stroke, where it generates little net force. Again, no net primary shaking force. This is why 90-degree V-twin engines, such as those made by Ducati and Moto Guzzi, are balanced in this way. Those of you who have experience with classic British parallel twins, such as Triumph, BSA, and Norton, know that such engines were typically balanced, not at 50 percent of reciprocating weight, but in a range of 65 to 85 percent. How does this fit into the above discussion? The answer is it doesn’t. What happens with such engines is that up-and-down shaking force is felt more acutely by rider and passenger than forward-and-back shaking. As the balance factor is raised, vertical shaking grows smaller and fore-and-aft shaking grows larger. It was typical in developing such engines to balance a set of several cranks at different balance factors (in percentage) and to then road test to find out which was least unpleasant to ride. Source

Kevin Cameron (Robert Martin/)As we picked up the economic pieces after 2008, we saw motorcycle sales plummet just as boat and watercraft sales had sunk in 1997. People weren’t committing to any big purchases, either because they didn’t have the money or were too nervous over what might happen next. We all wondered what would be next for motorcycling. There was no shortage of theories: the ADV, the mythic Urban Transportation Module with its sacred lockable storage, lightweight 300s as the new entry level. There were some sales, but none of it took fire. When I was a partner in a bike shop it was the 16-to-25s who bought motorcycles with money they’d been saving since their first supermarket bag-boy job. Then in the 1980s, thirtysomethings sought success, BMWs, and sharp fashion. Motorcycle buying became the province of born-again motorcyclists, people who had ridden years before but had given it up for family and professional image. Older now, they realized motorcycles were still important to them. And they could afford nicer things. This was the time of the “CEO Harley rider,” and the Sunday supplements offered countless stories of how motorcycling had matured in the hands of corner-office executives. One I knew flew to Sturgis and had his bike driven there in a van by others. The day he rode without a shirt was liberation for him. The late 1980s brought the sportbike, an evolution of the dinosaur literbikes of the late ’70s, offering performance beyond that of any $100,000 sports car. Custom roadrace style, condescendingly called “cafe” (short for “cafe racer”) through the 1970s, finally caught the market and flourished for an amazing 15 years. 2008 killed the sportbike—with so few today being built, race sanctioning bodies are scratching for new ways to go racing, such as King of the Baggers. What next? Tour-bike racing, complete with a passenger? These waves of change have left us with a lot of motorcyclists who lack either disposable cash or confidence in the economy in general. Yet the manufacturers, in their understandable efforts to get the two-wheeled market going again, have ignored that population of actual motorcyclists in favor of imaginary new groups of persons with new requirements. Imagine that national governments suddenly stopped buying ships, missiles, planes, tanks, and guns from the defense industry. Imagine further that the defense industry responded by shifting their marketing to housewives, stamp collectors, and fly-fishing organizations. When I attended the release of a major brand electric bike at $30,000 a pop, I was told the following: The future is electric, so we must accept that.<br/> America has become an urban nation.<br/> Electric bikes appeal to a class of educated persons who are concerned for the environment.<br/> Therefore we must seek future sales to urban buyers with up-scale jobs and a taste for quality and style.<br/> Each of the four points seems OK by itself, but taken together they amount to “Let’s ignore the whole class that actually buys and rides motorcycles, and shift our marketing to an entirely different part of society, one that has never shown much interest in motorcycles of any kind.” I was speechless. My mouth opened, but for a long time, no words came out. Replacing your entire customer base can’t work. A stamp collector does not set aside his/her magnifying glass and place an order for automatic rifles. The only thing that can work is to offer a range of products that your established customer base does in fact find attractive and can afford. Something similar had happened when maxi-scooters and lockable storage were hailed as the New Focus: “Let’s forget the motorcyclists whom we know to actually exist, who have spent real money for years to ride motorcycles, and instead let’s try to believe in millions of New Urban Buyers who may not even exist at all.” Another viewpoint was that motorcycling had to start over, with a new Origin Myth that sounded a lot like Grey Advertising’s 1962 masterpiece. “You meet the nicest people…” Millions in that long-ago prosperous America could afford a harmless and cute $265 step-through. So let’s start over with these toned-down 300s. That didn’t carry the freight either. Who’s old enough to remember the Studebaker Scotsman? Where other cars had chrome, the Scotsman had paint. Painted hubcaps! This car sent an undignified message: America is booming, but I’m driving this pile with cardboard door liners because it’s all I can afford. RELATED: Yamaha’s 689cc CP2 Parallel Twin—One Engine, Many Roles Right now it looks to me as if the happening class of bike is the middleweight parallel twin. Most manufacturers have one on offer, suggesting they’re getting nibbles and even netting a few. Parallel twins are powerful enough to be ridden two-up and fast enough to scare most of us, yet their parts counts and prices are down where we can think about walking into a dealer, signature outstretched. They are full-size proper motorcycles that we’d like to ride, but they aren’t 20 grand. Think about a parallel twin: half as many pistons, rods, bearings, valves, spark plugs, and coils. Half the number of cams and cam drives as in a V-twin. Parallel twins with 270-degree crankpin spacing sound just like vee motors, if that’s what sings your anthem. Looks to me like there is a good reason for middleweight twins to exist, and in such numbers: They can appeal to the large number of real, licensed motorcyclists who actually exist. Source

The Kawasaki Versys-X 300 offers beginner and more experienced riders an attainable adventure. (Jeff Allen/)Motorcyclists are inherently adventurous. We seek thrills outside of the norm. The adventure-ready 2020 Kawasaki Versys-X 300 brings that excitement with its peppy power, stable handling, and upright ergonomics for a wallet-friendly price. As one of the smallest-displacement adventure-touring motorcycles on the market, the little Versys-X will be approachable for beginners, but the fun factor from its capability in the twisties and off-road potential appeals to riders of all skill levels. One of the key features that make the Versys-X 300 so approachable is the Ninja-derived liquid-cooled two-cylinder 296cc engine. Its linear, mild-mannered power, makes the bike easy to handle and control, particularly in low-traction and tricky off-road situations. Gearing is quite short, which is great when negotiating challenging trails. But on the road it takes a rapid run through first, second, and third gear to keep up with faster-paced traffic when leaving stops. This shifting exercise is made easier with an extremely light clutch pull thanks to the assist and slipper clutch. The engine has enough pep to help the Versys-X keep up with the brisker pace of the freeway, but its short gearing causes the engine to run in a higher rpm range that introduces mild vibration. This is felt through the handlebars, with some buzz coming through the pegs, numbing the feet after longer stints. “While overall a smooth-running platform, the short final-drive gearing creates a tiresome vibration at highway speed, where it spins at 9,000 rpm at 70 mph with little power left in reserve to pass traffic,” Road Test Editor Michael Gilbert said. The mild-mannered engine delivers 32.3 peak horsepower at 11,370 rpm. (Jeff Allen/)Testing the Versys-X 300 on our in-house rear-wheel dyno resulted in 32.3 hp at 11,370 rpm and 16.7 pound-feet of torque at 8,600 rpm. These are pretty impressive numbers given the displacement, and the torque curve is broad and smooth. But, like my predecessors, I wish that the Versys-X 300 could creep up in displacement to the Ninja or Z400′s engine and receive the 12 extra ponies and 9 additional pound-feet of torque that we measured in the 2019 Z400′s 399cc engine. An engine swap isn’t as easy as pluck and plop, however, because of chassis differences between models. That begs the question: What about a chassis redesign too? The Versys-X has enough cornering clearance for tight twists and turns at a good pace. (Jeff Allen/)Overall initial impressions of the Versys-X tend toward capable commuter, thanks to its peppy-but-tractable engine and commanding, upright riding position. But is it a twisty tackler? Why, yes. The Versys’ firmness at both the 41mm telescopic fork and Uni-Trak swingarm communicate well in corners. Nimbleness and low-slung weight allow for confident tip-ins and quick side-to-side transitions. Despite a light feel while in motion, the Versys-X has a measured 410-pound dry weight that’s on the heavy side for the class (and its displacement) compared to the 431-pound Honda CB500X and 387-pound KTM 390 Adventure. The 7.1-inch ground clearance aids in scrape-free cornering even in tighter off-camber turns, and invites more adventure—provided dirt-appropriate tires are mounted on the 19- and 17-inch wheels. The stock, street-biased IRC Trail Winner GP-210 rubber provides good grip and sure-footed handling even on rough and bumpy roads. The nonadjustable fork provides 5.1 inches of travel and the preload-adjustable shock offers 5.8 inches, and both ends are compliant enough to tackle uneven surfaces without stress. The small Versys could stand better feel at the brake lever. (Jeff Allen/)If there’s anything that lets down overall performance, it’s the lack of brake power and feel. The two-piston calipers hugging the front 290mm and rear 220mm discs simply don’t provide good power, even with above average lever/pedal effort, and therefore our non-ABS testbike (it’s a $300 option) required a little extra tarmac to come to a complete stop. Brakes were also found lacking in our 2017 review. Stand or sit, the Versys-X 300 is comfortable either way. (Jeff Allen/)In regard to ergonomics, the Versys-X’s do not tilt a 6-foot-tall rider like me too far over the tank. Reach to the bars is neutral and peg position provides a comfortable bend at the knee for an easy hop up into standing position. The windshield deflects the wind away from the chest and up toward the neck with minimal helmet buffeting. Were adjustability available, it might have diminished it altogether. The windshield works well deflecting wind from the rider. (Jeff Allen/)Seat height is a reasonable 32.3 inches, 1.4 inches lower than the comparable KTM 390 Adventure and 0.3 inch lower than the Honda CB500X I previously tested. The Versys-X’s seat is on the firmer side, but provides comfortable lower back support with the front edge of the passenger pillion. Nothing overly complicated about this gauge. The accessory LED auxiliary light set ($409.95) can be powered on with a simple click of the button on the right. (Jeff Allen/)An easy-to-read LCD gauge sits behind the windshield, providing plenty of useful info (speedo, tach, average mpg, range, current mpg, odometer, and two tripmeters). Minor criticisms are that the toggle buttons are difficult to press with a gloved finger, and the tiny turn signal indicators are difficult to see. The Versys-X 300 is amiable in both character and price. (Jeff Allen /)Kawasaki struck a nice balance with this attractively priced small-displacement ADV. Most of the Versys-X 300′s nearest competition are priced above $6,000 (with the exception of the $5,795 BMW G 310 GS), but the Kawi’s $5,499 base MSRP is reasonable considering its approachable and peppy engine, sure-footed handling, and comfortable riding position. After all, attainability and rideability can be attractive to riders of all skill levels. A Couple of Notes About Our Accessorized Unit With its low MSRP, the Versys-X 300 leaves room in the budget for accessories. Our test unit was equipped with just over $1,000 worth of extra equipment from the Kawasaki catalog. The auxiliary light set ($409.95) helps increase visibility and augments the exploratory character of the bike; its power button is easily activated to boot. A relay kit ($19.95) is needed for the light set, the DC outlet (also equipped, $89.95), and any other electrical accessories. The auxiliary lights add value. (Jeff Allen/)The hand guard set ($115.95) deflects wind and protects against dust and small rocks, but in terms of stronger protection, a support bar from the grips to the guards would be preferred. Rugged in looks, but cheap in material. (Jeff Allen/)The 17-liter hard bag set ($439.95) looks rugged, but its polypropylene plastic is flimsy and its structural integrity makes us concerned it would be compromised if the bike went down. A look at the aftermarket to compare other options is worthwhile. Other notable accessories include the engine guard ($225.95) and centerstand ($299.95). With a low MSRP, the Versys invites riders to look into OEM or aftermarket catalogs. (Jeff Allen/)2020 Kawasaki Versys-X 300 Specifications MSRP: $5,499 (non-ABS)/$5,799 (ABS) Engine: 296cc, DOHC, liquid-cooled two-cylinder Bore x Stroke: 62.0 x 49.0mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 32.3 hp @ 11,370 rpm Cycle World Measured Torque: 16.7 lb.-ft. @ 8,600 rpm Fuel Delivery: Fuel injection w/ 32mm throttle bodies Frame: Tubular, diamond frame Front Suspension: Telescopic fork; 5.1 in. travel Rear Suspension: Uni-Trak swingarm, spring preload adjustable; 5.8 in. travel Front Brake: 2-piston caliper, single 290mm disc Rear Brake: 2-piston caliper, 220mm disc Tires, Front/Rear: IRC Trail Winner GP-210; 100/90-19 / 130/80-17 Rake/Trail: 24.0º/4.3 in. Wheelbase: 57.1 in. Ground Clearance: 7.1 in. Cycle World Measured Seat Height: 32.3 in. Fuel Capacity: 4.5 gal. Cycle World Measured Wet Weight: 410 lb. (w/ bags) Contact: kawasaki.com Source

Royal Enfield has been India’s primary classic bike builder, but it’s seeing more competition in the segment of late. (Royal Enfield/)“The more things change, the more they stay the same” is an old chestnut that continues to have relevance in the world of motorcycle design, and in the case of India, especially so. In case you hadn’t noticed, India (and the South Asian market writ large) is gaga for retro rigs. For proof, you need look at just the last three years, when no fewer than seven trademark applications have been filed in support of resurrecting classic badges, and in some cases, leading to collaborations with existing brands. That includes familiar stalwarts like Royal Enfield and Triumph, but lately, classic Brit also-rans like BSA and Norton have entered the fray as well. Jawa Motorcycles is one of the classic brands recently resurrected in India and being built there by Indian giant Mahindra. (Jawa Motorcycles/)Of course, there are plenty of other two-wheeled styles to be had on the Indian subcontinent, even if you adjust for the overwhelming crush of sub-100cc motos dominating the landscape. For example, BMW has an agreement with India’s TVS Motor to build its G310 R (the first BMW not to be built in Europe) and G310 GS models there, while the KTM-Bajaj partnership has resulted in the 125, 200, 250, and 390 Duke models being manufactured in India (as well as the RC 390), with all enjoying great popularity in the local markets. Homegrown Hero MotoCorp and Bajaj Auto regularly swap positions as the top sellers in India, with most of their bikes being of the standard or naked variety. But they just don’t bring the same cachet and brand reverence as classic marques from early days, and the Indian thirst for retro-style bikes is clear whether you’re talking about Royal Enfield’s ubiquitous Bullet 350 or the more up-to-date, ’70s-influenced Honda H’ness CB350. The latest moves in the segment show an influx of British retro reboots; TVS bought the remains of Norton earlier this year, and Mahindra is signaling the debut of a new BSA model shortly. All that action is in addition to the new Triumph-Bajaj cruiser set to debut sometime in 2022. There are others nipping at the edges too, including Czech-based Jawa, and of course Harley-Davidson retains a foot in the Indian subcontinent with dealers still selling its bikes. So why the classic-style popularity? There’s the fact that the once-thriving British bike industry had deep roots in its former colonies (like India, Malaysia, and Thailand) and its retro designs and motorcycling history have infiltrated much of the culture. It’s also pure economics: India is the world’s largest bike market (recently surpassing China), and it’s also home to some of its biggest manufacturers. Economic developments have also led to middle-class growth and an increase in both leisure time and disposable income for the population. There’s also the sense that retro-style bikes are easier to build and enter into the market for manufacturers, are usually better suited to rough Indian roads, and provide an affordable alternative for new riders. In India, the retro boom is also widely seen as a response to the rapid growth of Royal Enfield, which has seen remarkable sales increases in the last few years. Currently Active Brands The new 650 twins are best sellers for Enfield both locally and in foreign markets. (Royal Enfield/)Royal Enfield One of the world’s oldest bike brands has been building machines in India since 1925 and, since its acquisition by India’s Eicher Group some 25 years ago, is close to being Indian bike royalty—even if its actual overall sales are well below those of market leaders Hero and Bajaj. It also means British-bred Royal Enfield has deep pockets and more R&D resources; the brand has scored major successes with its newest in-house designs. The modern Interceptor 650 twin, for example, is the best-selling middleweight motorcycle in the UK in 2020, and is selling briskly in the US as well. The brand’s smaller-displacement 350cc models are huge sellers in the home country. The KX V-twin concept Enfield showed last year had everyone wondering if the company was dipping a toe into the heavyweight segment. (Haniman/Royal Enfield/)Even though it only plays in the middleweight segment (250–750cc class), Enfield’s regional sales have grown 88 percent in the last year, and it’s looking to expand across Asia even more, with recently announced plans to open a new factory in Thailand. “It’s a long game we are playing in the international market,” Siddhartha Lal, managing director and CEO at Eicher Motors Ltd., said recently. Enfield recently launched the Meteor, an all-new model sporting a fresh engine and chassis. (Royal Enfield/)The brand also just launched the 350cc Meteor model in India (and it’s coming to America), but there’s been some speculation that RE might enter the more premium heavyweight segment as well, fueled by the cherry KX concept shown back in 2018. RE’s Lal has even said that all the hype around Harley when it first entered India gave cruiser biking new appeal; riders would come check out new Harleys but ended up buying more affordable Enfields. The KX might be the heavyweight they’re looking for. Both the Street Twin and the T120 models are big sellers for Triumph in India. Could a baby Bonnie be next? (Triumph Motorcycles/)Triumph Motorcycles Triumph Motorcycles and Bajaj Auto formally announced their partnership only last year, but by all accounts are still on track to release the joint venture’s first new model, a cruiser, in 2022, even with supply-chain issues due to COVID-19. Overall, the two companies will be jointly developing a stable of midsize motorcycles to be manufactured in India, ranging in size from 200cc to 750cc, to serve emerging markets. There are no official details on the individual products as yet, but some have speculated that a mini single-cylinder Bonneville with a sub-300cc displacement would make for a solid competitor to the new-generation Royal Enfields. That would make sense, seeing as how the Street Twin is currently Triumph’s best-selling model in India. Honda’s ultra-classic CB350 was released in India just a few months back and is already a big hit for the Japanese manufacturer. (Honda Scooter and Motorcycle India/)Honda Motorcycle & Scooter India Big Red’s got the street cred, so why not join the fray? Honda officially launched its own classically styled bike with the recently unveiled H’ness CB350, which comes in DLX and DLX Pro trims. The model is seen as Japan’s direct response to Royal Enfield’s Classic 350 and follows in the footsteps of Honda’s CB1100 EX and CB750, bearing the same CB silhouette, and even though it did get some tech updates, it still bears that unmistakably retro design. Of course, Honda’s no stranger to the Indian market either, though most of its current catalog in the country consists of scooters and small-displacement commuter bikes. Is the Benelli Imperiale 400 a Chinese or Italian bike? Yes. (QJ/Benelli/)Benelli Motorcycles India The 120-year-old original Italian manufacturer of motos and small arms is now fully owned by China’s Qianjiang Group, though some of its models are still partially designed in Italy at the Benelli QJ HQ. The Benelli bikes themselves, however, have been manufactured since 2005 at Qianjiang’s factory in Wenling, China. In India, its retro-fied, Brit-flavored Imperiale 400 model was launched last year to compete in the popular and increasingly crowded 350cc segment. The 374cc model will be joined by the scrambler-y Leoncino Trail 250 and 500 models this year to give the brand even more options in the retro category. After initial production gaffes early on, Jawa came roaring out of the gate in 2020. Here’s the new Perak bobber. (Jawa Motorcycle Company/)Jawa Motorcycles Classic Legends (part of the Mahindra Group) bought and revived the Jawa bike brand back in 2016 in a bid to tap into India’s booming retrobike market. The Czech-born marque has enjoyed a devoted, almost cultlike following in India since the 1960s, but Classic Legends released a range of new retro-influenced designs in 2018 based on its existing Mojo platform, followed closely by the bigger Perak bobber model, though the roll-out was plagued by production issues and delays early on. Toward the end of 2020, Jawa issued a statement saying it had sorted out the problems, and announced sales of more than 50,000 units in the Indian market in “12 months of full operations,” which is both impressive but also a bit misleading. Jawa currently has three bikes in its portfolio—the Jawa, Jawa Forty Two, and Perak—all of them competing in the small to middleweight classic segment; the Perak bobber packs a liquid-cooled 334cc single, six speeds, and ABS as standard. Jawa has said it’s started exporting bikes to Nepal and Europe. Harley has ceased manufacturing operations, but the MoCo may still debut a small-capacity cruiser in India this year. (Harley-Davidson/)Harley-Davidson Harley’s story is more complicated. As we know, The Motor Company struggled to gain relevance in the Indian market, and it didn’t help that import taxes made the price of a new Harley unattainable for much of the population. Last year H-D shut down production in India after 10 years of dismal sales, but in November, as part of its ReWire strategy, Harley signed a new distribution and licensing agreement with India’s largest bike builder, Hero MotoCorp. A joint release says the latter firm will be responsible for sales and service support for Harley-Davidson motorcycles via existing outlets in India, with the Indian partner also selling Harley’s components, accessories, gear, and general merchandise via Harley dealers and Hero’s existing dealership network. The licensing agreement meanwhile (if it’s still in effect) will have Hero develop and sell a range of “premium” Harley-branded bikes, presumably like the arrangement TVS Motor Company has with BMW Motorrad and its G 310 R and G 310 GS models. Other sources have suggested there probably won’t be any clean-sheet product development, as Harley’s already partnered up with Chinese bikemaker Qianjiang to build small-capacity motorcycles for global markets, with the first offering purported to be a somewhat retro-ish 350cc cruiser that would put it on competitive footing with Enfield in India—if it ever shows up. In short, there continue to be a lot of moving parts with The Motor Company, which hopefully will be clarified during its 2021 model launch on January 19. Harley’s current big seller in India is the Street 750. (Harley-Davidson/)The smallest and most affordable Harley-Davidson currently available in India is the Indian-built Harley-Davidson Street 750. Forthcoming Resurrections All signs point to a new gasoline-powered BSA model coming out of England sometime in the next few months. (Mecum Auctions/)BSA India automotive manufacturer Mahindra & Mahindra acquired the BSA brand back in 2016 with the intent of moving into the premium motorcycle market, but four years later, we’re still waiting to see results. The Indian giant owns 60 percent of the Classic Legends label, which will be behind the revival of the century-old bike maker, with the latest report mentioning plans for a technical and design center as well as a factory in England, with bikes also being assembled in the UK. Post-Brexit, Classic has understandably adopted a wait-and-see approach for the long term, though the first new internal-combustion BSA is still due to debut sometime in 2021, with an electric-battery bike to follow at the end of the year. (Mahindra also said it had been focusing on clearing the Jawa backlog first before turning to BSA.) When the lines start rolling, BSA plans to export the majority of the bikes to the US, Australia, and Japan, after which it will supposedly make its way to the Indian market. Given all the cachet of the Gold Star name, might we see a retread of that classic model? Seems likely. Norton Commandos are said to be the first models to come off the restarted production line this year. (Norton Motorcycles/)Norton India’s TVS Motor bought another classic UK motorbike company, Norton, out of administration last April. India’s third-largest motorcycle maker purchased the iconic 122-year-old British brand as part of a distress sale through one of its subsidiaries, and according to TVS’s joint managing director Sudarshan Venu, the firm would offer “full support for Norton to regain its full glory.” RELATED: Norton Motorcycles Bought By TVS Motor TVS is probably counting on Norton’s expertise in the cruiser segment to give it some ammo in a battle with Royal Enfield, though the new bikes are being built in England and it’s not clear whether models will also be specced for India; the current portfolio boasts larger-displacement bikes which will open up new markets for the Chennai-based manufacturer, though not necessarily back home. TVS has recently restarted the production lines with the first new bikes built at the UK facility to be the popular Commando models, according to the company’s interim CEO John Russell. That will be followed by outstanding V-4 models, and then the 650cc Atlas models. In short, TVS may eventually bring Norton to India, but some house cleaning is in order first. Excelsior-Henderson naming rights were recently bought by India’s Bajaj group, but we’re not sure if that means a new model is being developed. (Cycle World Archives/)Excelsior-Henderson The latest classic brand acquisition is Bajaj’s application for trademark rights to the Excelsior-Henderson name and logo for use on motorcycles, parts, and clothing. It’s said that Bajaj bought the brand name from Daniel Hanlon, who was one of the chief drivers behind the 1990s revival of the American brand that came so close to success. Bajaj’s interest in Excelsior is likely a reaction to nearly all of its domestic rival manufacturers buying and launching all those dormant iconic motorcycle brands or the rights to their names of late, but whether or not we’ll see an actual ‘new’ Excelsior production bike is an open question. Indian Motorcycle Yes, Indian has a presence in India. Still, the company’s smallest offering in that country is the 1,133cc Scout, and while its core V-twin products are fairly successful in the market, a smaller model would likely increase its sales volume in the region dramatically. We can only speculate about what a 500cc Scout thumper might look like. Source

2021 Yamaha Ténéré 700 (Yamaha/)Ups Smooth throttle response Rider-friendly and intuitive Accessible and affordable Downs No ride modes or traction control Top-shelf braking in looks, but not in feel Plush suspension (great start, but leaves rider wanting more) 2021 Yamaha Ténéré 700 (Yamaha/)Verdict The Ténéré 700 is a great midsize adventure motorcycle that comes at an affordable $9,999 MSRP. It undercuts the competition, but at a cost to its overall performance. Overview The Yamaha Ténéré 700 is 2021′s highly anticipated midsize adventure motorcycle. It was first introduced to the European market for 2020 and now makes its US debut as a 2021 model. Yamaha takes the revered MT-07 engine, the 689cc CP2 parallel twin, and broadens torque for dirt focus via revised EFI mapping, a Ténéré-specific airbox, and new muffler. The middleweight ADV is designed to appeal to everyone with its overall accessibility, affordability, and on- and off-road versatility. 2021 Yamaha Ténéré 700 (Yamaha/)Updates for 2021 Yamaha’s middleweight ADV is new to the US for 2021, although the European market saw it in 2020. Pricing and Variants The Ténéré 700 is priced at an MSRP of $9,999. It is available in three colorways: Intensity White, Matte Black, and Ceramic Ice. Powertrain: Engine, Transmission, and Performance The Ténéré 700 is powered by the great and plucky 689cc CP2 parallel twin which was pulled from the MT-07 but tuned for off-road. It recorded 63.78 peak hp at 8,870 rpm and 44.09 pound-feet of torque at 6,640 rpm on our in-house dyno. Smooth throttle response and snappy power delivery make for a hoot of a ride on road or off. 2021 Yamaha Ténéré 700 (Yamaha/)Handling Sprinting through the mountain roads of Spain, we reported the Ténéré 700 is surprising in its combination of nimbleness and stability. The motorcycle has uncanny road feel and traction with a flickability more befitting of a naked sportbike than an ADV. Oddly, however, the machine’s off-road experience did not have as much of an impact as on-road. With a weight bias toward the rear, it left the front end feeling vague in the dirt. Overall, “the bike is supremely stable in most regards, just finding the right angle of attack on the front tire while managing the rear track is not the set-it-and-forget-it operation that modern ADV riders have become accustomed to.” Brakes Slowing the Cycle World-measured 466-pound ADV are Brembo four-piston calipers clamping dual 282mm front rotors matched to a Brembo master cylinder and a single-piston caliper at the rear. In our First Ride review we said they appear to be top-shelf, but ended up falling short due to the front’s lack of initial bite and outright power and the rear brake’s mushy communication. The latter is good for cutting the back end loose though. 2021 Yamaha Ténéré 700 (Yamaha/)Fuel Economy and Real-world MPG Measured or claimed fuel economy is currently unavailable. Ergonomics: Comfort and Utility After two full days of riding at the launch, the Yamaha proved to be plenty comfortable. Only after a few hours did rider Justin Dawes feel any discomfort from the stock seat, while a taller Rally Seat offered via Yamaha’s accessory catalog reportedly offers more comfort. A measured 34.6-inch seat height places it on the taller side, but is exceptionally narrow between the legs. Handlebar bend is spot-on for seated or standing riding positions as well. Electronics ABS comes standard on this ADV and compact LEDs illuminate the way. Other electronics like ride modes and traction control are not available. Information is displayed on a vertically oriented LCD gauge. Warranty and Maintenance Coverage The Ténéré 700 includes a one-year limited factory warranty. Quality Overall, the quality of this model is sleek and Dakar-inspired to serve the versatile rider. Although it may lack some of the up-spec electronics that seasoned ADV riders are familiar with, it presents an affordable no-frills package that is still suitable for the masses. 2021 Yamaha Ténéré 700 (Yamaha/)2021 Yamaha Ténéré 700 Claimed Specifications MSRP: $9,999 Engine: 689cc, DOHC, liquid-cooled parallel twin; 8 valves Bore x Stroke: 80.0 x 68.6mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ a 48mm throttle body Clutch: Wet, multiple disc, cable operation Engine Management/Ignition: TCI Frame: Double-cradle steel tube Front Suspension: 43mm Kayaba USD fork, fully adjustable; 8.3 in. travel Rear Suspension: Kayaba shock, spring preload and rebound damping adjustable; 7.9 in. travel Front Brake: 4-piston caliper, dual 282mm discs w/ ABS and Off-road mode (disengaged) Rear Brake: 1-piston floating caliper, 245mm disc w/ ABS and Off-road mode (disengaged) Wheels, Front/Rear: Spoked wheels w/ aluminum rims; 21 x 2.50 in. / 18 x 4.50 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-21 / 150/70-18 Rake/Trail: 27.0°/4.1 in. Wheelbase: 62.8 in. Ground Clearance: 9.4 in. Seat Height: 34.4 in. Fuel Capacity: 4.2 gal. Wet Weight: 452 lb. Contact: yamaha-motor.com Cycle World Tested Specifications Seat Height: 34.6 in. Wet Weight: 466 lb. Rear-Wheel Horsepower: 63.78 hp @ 8,870 rpm Rear-Wheel Torque: 44.09 lb.-ft. @ 6,640 rpm 0–60 mph: 4.5 sec. 1/4-mile: 13.33 sec. @ 101.11 mph Braking 30–0 mph: 37.0 ft. Braking 60–0 mph: 144.6 ft. Source

Beta motorcycles are designed and targeted for the everyday rider. The Italian manufacturer’s RR line of bikes are intended to be more than just a playbike. They focus on “rideability.” Beta takes pride in designing a motorcycle that appeals to the more common, everyday rider. Riding the 2021 Beta 250 RR in Southern California. (Mark Kariya/)The 250 RR is a carbureted, oil-injected two-stroke with an adjustable power valve. 2021 also marks the second year it features a counterbalancer, which greatly reduces engine vibration. That was just one of the many changes it received in its complete makeover for the 2020 model year; other updates included a new frame, swingarm, fuel tank, seat, and bodywork. For 2021, Beta’s 250cc two-stroke enduro bike features a stronger rear subframe, changes to the shim stacks in the fork and shock, new seat foam and seat base, an improved air filter housing, new mounting of the side panel, and a color change to Italian red. Related: 2021 Beta 250 RR Dyno Test After enjoying a major overhaul last year, the Beta 250 RR returns for 2021 with changes to the shim stacks in the fork and shock, a stronger rear subframe, a new seat foam and seat base, an improved air filter housing, new mounting of the side panel, and different color plastics. (Mark Kariya/)Some of the key features of the 2021 250 RR include an adjustable power valve, six-speed gearbox, Brembo hydraulic clutch, nickel-plated pipe, non-spark-arrestor silencer, 2.6-gallon fuel tank, push-button seat removal, full light package with prewired turn signal connections, a skid plate, and an ignition map button for slippery conditions which is mounted just forward of the gas cap. It’s worth noting that while the bike comes standard with electric start, an optional kickstart backup can be purchased as an accessory for approximately $400. Also included with the bike is a complete tool kit and a front number plate in case the owner wishes to remove the headlight and odometer. Because it is oil-injected, the 250 RR does not require premixed fuel. The oil reservoir, which has a capacity of 650cc, is housed underneath the seat and is easily accessible with the bike’s push-button seat removal design. (Mark Kariya/)2021 Beta 250 RR Engine I am somewhat familiar with the Beta RR models as we tested the 2020 300 RR last year. My first thought was the 250 might fall a little short on power. I was pleasantly surprised. While there is a small reduction in midrange torque compared to its larger-displacement sibling, the 250 RR engine runs very well and is lighter and more free revving. The counterbalancing is also just about spot-on with only the smallest sensation of engine vibration when riding the bike. The amount of power and controllability of the 250 RR engine are two of its standout qualities. (Mark Kariya/)In full-throttle situations, the 250 RR makes good power. Engine recovery is up to par, with minimal clutch input needed should you let the rpm drop a little too low. The Italian machine has a very light engine feeling and a smooth transition as the power builds and it really starts to come on the pipe. This might even be an advantage for the less experienced rider or someone who just wants the power to be a little more forgiving. The jetting of the Keihin PWK 36mm carburetor is close in stock trim, but the bike runs a touch lean on closed throttle and deceleration. Turning the air screw in helps, but a one-size-larger pilot jet is advisable for the long run. (Mark Kariya/)For the most part the jetting was good, but in stock form it was a touch lean on closed throttle and deceleration. I went all the way in on the air screw, which helped. This gave it a little smoother idle and improved response on initial throttle opening. Going up one size on the pilot jet may correct this and round out the jetting. As far as the transmission, it is a typical six-speed gearbox. It has what you are looking for from an enduro bike with a super-low first gear and decent spacing up to a sixth gear that will get you going about as fast you would ever want to go. The Brembo hydraulic clutch works smoothly and makes shifting almost effortless. 2021 Beta 250 RR Suspension & Chassis/Handling It’s easy to change body position when at the controls of the 250 RR thanks to its open, flat cockpit and narrow chassis. (Mark Kariya/)The 250 RR comes standard with a Sachs 48mm open cartridge fork that has an external adjustment for spring preload, compression damping, and rebound control. All of these adjustments are made on the top of the fork without the need for tools. The rear of the bike tracks well and the Sachs shock has a little more holdup than the fork. Fortunately, the shock has a high-speed compression adjuster that can be changed by hand. With this and the tool-less adjustability of the fork, you can conveniently make noticeable tweaks to better suit the terrain you are riding. There is a nice compact display in front of the bar pad that shows speed, average speed, maximum speed, a tripmeter, hourmeter, and battery voltage. Also the handy low premix oil light, to remind you when it’s time to refill the oil reservoir, is easily accessible because of the push-button seat removal system. The brakes are Nissin with a 260mm front and 240mm rear rotor. The 250 RR’s chassis has a rigid feeling in the handlebar and its fuel mileage is not the best if you are riding it hard. (Mark Kariya/)Ridden correctly, the 250 RR has a decent planted feeling and the Michelin Enduro tires perform surprisingly well, especially considering they are DOT-approved. The low knobs and soft compound offer good bite in the rocks with an impressive amount of lean-angle traction on hard-packed two-track and fire-road conditions. The cockpit is very open, offering a very flat seat from front to back. Although the fuel tank has a 2.6-gallon capacity, it can easily be mistaken for a smaller motocross-type tank because it doesn’t have any major protrusions at the top near the filler cap or on the sides. The 250 RR shines in the tight single-track. It’s a blast to ride in technical canyons with rock steps and waterfalls. While the frame, billet triple clamps, and solid bar mounts give the bike a slightly rigid feeling, I appreciated the precise steering and front wheel feedback. 2021 Beta 250 RR Overall Impression According to Beta, its RR models are designed for a casual off-road rider or racer who is looking for more than just a playbike. After testing the 250 RR, we agree with the Italian manufacturer’s sentiment. The bike does a good job of exactly what it is designed to do. (Mark Kariya/)What impressed me the most about the 250 RR was how well it worked as a complete package. The suspension setting change from the 2020 to 2021 model makes the bike feel more polished. Considering the Sachs units are set up for enduro and harder technical-type riding, the bike handles single-track and some higher-speed riding with better-than-expected performance. If the 2021 Beta 250 RR was in my stable of bikes, it would get ridden quite often. It does what it is designed to do very well and it still has enough capability to venture out of its comfort zone. Trails, enduro, and just fun riding are what this bike is built for and since that covers probably 70 percent of the riding in North America, I give this bike a grade of A-. With slightly better initial comfort in the handlebar and a touch larger fuel tank, this bike would get an A+. Gearbox Helmet: Arai VX-Pro4 Goggle: Scott Prospect Hydration Pack: USWE Outlander 9 Jersey: Fly Racing Evolution DST Gloves: Fly Racing Evolution DST Pants: Fly Racing Evolution DST Boots: Sidi Atojo SRS 2021 Beta 250 RR Tech Spec PRICE $8,799 ENGINE 249cc, liquid-cooled, single-cylinder two-stroke TRANSMISSION/FINAL DRIVE 6-speed/chain MEASURED HORSEPOWER 38.9 hp @ 8,100 rpm MEASURED TORQUE 27.3 lb.-ft. @ 6,600 rpm FRAME Steel double cradle FRONT SUSPENSION Sachs 48mm inverted fork adjustable for compression damping, rebound damping, and spring preload; 11.6-in. travel REAR SUSPENSION Sachs shock adjustable for spring preload, high-/low-speed compression damping, and rebound damping; 11.4-in. travel FRONT BRAKE 2-piston caliper, Nissin 260mm disc REAR BRAKE 1-piston caliper, Nissin 240mm disc WHEELBASE 58.3 in. MEASURED SEAT HEIGHT 37.3 in. FUEL CAPACITY 2.6 gal. MEASURED WEIGHT 247 lb. wet AVAILABLE Now CONTACT betausa.com MEASURED SEAT HEIGHT: 32.3 in. FUEL CAPACITY: 4.5 gal. MEASURED WET WEIGHT: 410 lb. AVAILABILITY: Now CONTACT: kawasaki.com Source

The 2021 Ural Gear Up GEO LE. (Ural/)If you’re selling sidecar motorcycles in 2021, you have to be just a bit crazy—in a good way. So you’ve gotta hand it to Ural for acknowledging its mania in the best possible way: by building a limited-edition Gear Up model with serious suspension and a hand-done camo paint job that looks like something Tom Ford would design for Dolph Lundgren to wear to a Moscow discotheque. What’s crazier than building a type of vehicle that became old-fashioned, like, 100 years ago? Building one that costs almost as much as a new Honda CBR1000RR-R Fireblade SP, that’s what. Limited to just 20 units and costing $26,999, The Ural Gear Up GEO LE is the latest model in the limited-edition series the Russian company releases each year. Ural has really played up the wildness of the 2021 Ural Gear Up GEO LE. (Ural/)Ural started with its 2WD Gear Up ($17,549) and thought, “What would make this thing even better off-road,” and then hit the parts bin. Remember, the Gear Up already has Brembo brake calipers, fuel injection, a reverse gear (which, if we’re honest with ourselves, many of us off-road pretenders would find very convenient on our big two-wheeled ADV bikes…), 6.8 inches of ground clearance, and 2.9 cubic feet of trunk space. With a generous permissible load of 1,325 pounds one can haul a lot of camping gear/people/vodka/dogs with this thing. Those Nitron shocks look the business and are fully adjustable. (Ural /)For the GEO, Ural added some key upgrades and convenience features. To increase off-road performance, it added trick adjustable Nitron shocks, Heidenau K 37 tires, and a GPR exhaust (approved for off-road use only). Delving into its own accessory catalog, it added a new spare wheel cargo rack, a sidecar nose rack, various crash bars, a headlight grille, and light guards. A 1.5-gallon Rotopax auxiliary fuel cell, a handlebar-mounted GPS top clamp, a skid plate, and dual USB chargers give some peace of mind when the pavement ends. Ergonomic additions include hand guards, an Enduro seat, and a tall windscreen. The GPR exhaust is another legit add-on. (Ural/)Yes, $27,000 may seem excessive for a vehicle that produces 41 hp (claimed), but it accentuates the whole contradiction of Ural-hood. On one hand, a sidecar motorcycle is an anachronism that some people will only view as a toy. On the other hand, it epitomizes utility. Sure, it’s hard to beat a car in terms of practicality, but unlike a two-wheeler, it has room for the whole family and a week’s worth of groceries and the ability to go off road to reach your off-the-grid cabin. For many, few vehicles are as disarming as a motorcycle sidecar rig. The Ural’s utilitarianism makes it more than just a charming oddity. However, taking an economical, utilitarian vehicle and making it exclusive and expensive is a bit gratuitous—like using a carbon fiber and titanium walking stick on a hike instead of picking up a stick off the ground—but to each his own. Sure, it’s a little crazy, but it’s our kind of crazy. Why 20? The Ural press release says, “Svetlana from the paint department said… ‘No more!’” I’m not sure if that’s a joke or not. | (Ural/)Happily, we live in a world where there are people crazy enough to build exorbitantly priced sidecar motorcycles—and people who want to buy them. Well, about 20 people, anyway. The Ural Gear Up GEO is available from dealers now. Source

Somewhere between hacking the rear end sideways, shredding crossed-up wheelies at corner exit, and chasing motojournalist colleagues nose to tail around Apex Racing Center’s tight and technical kart track, it hit me that supermoto might just be the most fun I’ve had on two wheels. There is something extremely satisfying about ripping laps aboard a supermoto-specific machine like the all-new 2021 KTM 450 SMR, to say nothing of its accessibility and relative cost-effectiveness. Supermoto is just so damn enticing. But supermoto has almost always been a niche riding category with several, sometimes complicated, barriers to entry. Take the bike build, for example: In the past, assembling a proper supermoto bike meant purchasing a 450 motocrosser and then spending thousands of dollars and countless hours converting it to a proper weapon, with all of the usual trials and tribulations of development along the way. The 2021 KTM 450 SMR breaks the entry barriers to supermoto by offering a race-ready platform available at the dealership. (Jeff Allen/)The return of the KTM 450 SMR following a seven-year hiatus looks to change that by offering a turn-key solution to supermoto. For $11,299 you get the potent and proven 2021 450 SX-F motocross platform, ready to rock the local kart track with top-shelf supermoto components straight from the showroom floor. The 450 SMR shares the same 449cc single-overhead-cam powerplant with the 450 SX-F, which gets a brand-new connecting rod with a copper beryllium bushing for a more free-revving character, perfect for supermoto application. The 2021 SX-F recently recorded an impressive 54.8 hp at 9,500 rpm and 34.6 pound-feet of torque at 7,400 rpm, and we can expect the same for the SMR. Serious stuff. Internally, KTM mated the Pankl-sourced five-speed gearbox with a supermoto-specific Suter slipper clutch for maximum corner-entry speed and consistent rear-wheel slides. KTM employed the same 449cc single-overhead cam engine as seen in the 450 SX-F motocrosser, except it is fitted with a Suter slipper clutch for supermoto application. (Jeff Allen/)Like the motocross-only model, the 450 SMR uses a chrome-moly steel frame with the same geometry, except for a specifically designed CNC-machined triple clamp reducing the offset to 16mm (from 22mm). The WP Xact fork and shock with AER air technology have also been tuned for supermoto competition, receiving changes in internal damping settings and a reduction of travel to strike a balance of asphalt and dirt capability. There’s no lack of stopping power here. A top-shelf Brembo M50 caliper and massive 310mm wave rotor bring the 450 SMR to a quick halt. (Jeff Allen/)KTM fitted a set of Bridgestone Battlax racing slicks to Alpina tubeless spoked wheels (16.5-inch front, 17-inch rear) to the SMR. A massive four-piston superbike-spec Brembo M50 caliper clamping to a 310mm wave rotor up front brings the 450 SMR to a screeching halt, with a radial Brembo front master cylinder equipped to help administer brake pressure. A single 220mm wave rotor and single-piston caliper handle rear braking duties. The 450 SMR also employs the same WP Xact fork as the SX-F, but gets specially tuned internal damping settings. (Jeff Allen/)The 450 SMR offers addictive entertainment at any pace, but it’s a true track slayer if hammered. KTM struck riches in optimizing the chassis for supermoto handling, finding an incredible balance between agility and confidence-inspiring feel and composure. The SMR smashes apexes with pinpoint precision and carves side-to-side transitions with such minimal effort it’s almost mind control. The grip, consistency, and feel of the Bridgestone slicks is mind boggling, with no hesitation when pushed harder every lap. It felt just like the MotoAmerica and World Superbike-level racebikes I’ve ridden in the past, but with far less risk. Kudos, KTM. The KTM 450 SMR is a menace at the kart track, shredding tight layouts with ease. (Jeff Allen/)Suspension action and performance of the WP Xact components are on par with the SMR’s agility, with a balance of support for all-out ripping and bump compliance. Adjusting the air pressure on the left-side fork is quick and easy, and allows for a rider-specific spring rate for ultimate confidence. Compression and rebound damping settings are accessed via the right-side fork, though box-stock settings proved capable enough in handling chatter bump compliance while having enough big-hit absorption to hit the dirt section. Fun? Ridiculously. Supermoto might be the epitome of hooliganism on two wheels, but also serves as a relatively inexpensive alternative to trackdays. (Jeff Allen/)The consistency and predictability of the 450 SMR are what make it so good, contributing to the amazing experience. The raddest aspect of supermoto? Throwing the rear end sideways at corner entry, hands down. Snap the throttle shut, grab a few clutchless downshifts, apply the brakes, and allow the slipper clutch to work its magic by mitigating rear wheel chatter as the rear tire paints black lines into the turn every dang time. Feel and power of the Brembo braking components is second to none; the 450 stops on a dime. Add Brembo stopping power to elevation change and float the rear wheel at corner entry. (Jeff Allen/)The 450 SMR has smooth, predictable power delivery at corner exit, which makes for deceivingly fast straightaway speed. At first touch of the throttle, the KTM offers crisp, tractable acceleration before rocketing off the corner with the front wheel pointed skyward. In fact, the engine is so smooth and rider-friendly that you could disable the optional traction control system and choose the more aggressive Map 1 (of the two selectable throttle maps) with zero hesitation on a clean, dry racetrack. But should conditions change, it’s nice knowing that KTM provided an option of a safety net. The tight confines of supermoto riding make it a relatively affordable yet wickedly entertaining trackday option without the danger of full-size racetrack speed. Here, you can focus on fundamentals and improving your riding skill set without burning through tires, consuming race fuel, and breaking the bank with trackday costs and equipment. Supermoto offers more laps, more racing, and an equal amount of fun. If not more. The 2021 KTM 450 SMR packs a punch of entertainment, value, and attainability that supermoto has struggled to achieve in the past, but might just spark a craze once more. (Jeff Allen/)I’ll admit I’ve neglected the supermoto track in recent years, but my experience with the KTM 450 SMR has created an itch that needs to be scratched. The ability to purchase a dedicated turn-key machine like the 450 SMR straight from the dealership without the regular barriers of entry makes me question why I don’t already have one in the garage. Just a few more laps, KTM. Please. 2021 KTM 450 SMR Specs MSRP: $11,299 Engine: 450cc, SOHC, liquid-cooled single Bore x Stroke: 95.0 x 63.4mm Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 60 hp Fuel System: Fuel injection w/ 44mm throttle body Clutch: Wet, multiplate Frame: Central double-cradle chrome-moly Front Suspension: WP Xact inverted 48mm, fully adjustable Rear Suspension: WP Xact monoshock, fully adjustable Front Brake: 4-piston Brembo M50 radial-mount Monoblock caliper, 310mm disc Rear Brake: 1-piston Brembo caliper, 220mm disc Wheels, Front/Rear: Alpina; 16.5 x 3.5 in. / 17 x 5.0 in. Tires, Front/Rear: Bridgestone Battlax Supermotard; 120/600-16.5 / 165/630-17 Rake: 26.1° Wheelbase: 57.8 in. Ground Clearance: 11.4 in. Seat Height: 35.0 in. Fuel Capacity: 1.9 gal. Claimed Wet Weight: 225 lb. w/o fuel Availability: Now Contact: ktm.com Source

2021 BMW R 18 First Edition (BMW/)Ups Traditional BMW styling inspired by 1936 BMW R5 Nostalgic engine feel and sound Downs Excessive engine vibration Limited suspension travel Low cornering clearance Verdict BMW has succeeded greatly in building a traditionally American-style cruiser, but in doing so has sacrificed some of the superior technical and performance qualities we expect from the brand. 2021 BMW R 18 First Edition (Jeff Allen/)Overview BMW’s 2021 R 18 is a Berlin-built cruiser, but done in a traditionally American way. Low seat height, 16-inch wheels, and a torque-rich 1,802cc, opposed twin-cylinder engine make the R 18 feel at home on California’s Pacific Coast Highway. As one of the most highly anticipated new models of 2021, we expect to see more variations on this platform in the coming years. Updates for 2021 The BMW R 18 is a new model for 2021. Pricing and Variants The base-model BMW R 18 starts at $17,495. The First Edition Package is only available this first year, costing an additional $2,150 and includes unique white pinstriping and a package of chrome accessories. The Premium Package is available for $1,450 more and includes Hill Start Pro, BMW’s adaptive headlight, and reverse assist. Lastly, the Select Package adds $225 to the base MSRP and includes an anti-theft alarm system, locking gas cap, and heated grips. 2021 BMW R 18 First Edition (Jeff Allen/)Powertrain: Engine, Transmission, and Performance The 2021 BMW R 18 is powered by an air-and-oil-cooled, 1,802cc, horizontally opposed twin-cylinder engine with four valves per cylinder, six-speed in-unit transmission, and an exposed shaft drive. Tested on the Cycle World in-house dyno, the R 18 showed 81.3 hp at 4,800 rpm and 103.1 pound-feet of torque at 2,880 rpm. “With such a large engine, perhaps power-cruiser levels of horsepower and torque are expected, but this was not the goal in going big. BMW aimed for friendly and ample class-competitive power, not dragstrip dominance,” Justin Dawes states in his CW review. “Best to slow down, skip the freeway, and take back roads or skirt the coast. Remember, this is a cruiser.” 2021 BMW R 18 First Edition (Jeff Allen/)Handling The long, low chassis limits cornering clearance and any form of non-cruising-pace cornering will be met with peg feelers a-sparkin’ on these mid-mounted controls. Heeding speed suggestion signs before the corners is enough to keep grinding to a minimum. Turn-in at speed is light despite its CW-measured 790-pound wet weight, 32.7 degrees of rake, 5.9 inches of trail, and 68.1-inch wheelbase. Parking-lot maneuvering, however, reveals nearly every pound of that weight thanks to the wide bars that make full-lock turns a stretch, while the torque-effect of the engine just adds another challenge to the slow-speed-balance equation as it rocks the chassis. Brakes Where BMW did go very American is brake-lever effort. A firm squeeze is definitely required. You’re rewarded with a powerful response in slowing the R 18′s considerable heft, as the front-brake lever operates all three calipers. BMW’s “partial” Integral ABS applies the rear brake when the front is applied, but the rear brake pedal only operates the rear brake. A trio of 300mm rotors are clamped down upon by BMW-branded four-piston calipers, bringing the R 18 to a stop from 60 mph in 135.52 feet—a distance similar to that achieved by smaller and lighter standard and naked motorcycles on the same tarmac at our test facility. Fuel Economy and Real-world MPG A combination of beachside cruising, mountain-road riding, and freeway commuting over multiple days returned an average of 35.9 mpg; that theoretically gets you 150 miles on this 4.2-gallon tank. At 110 miles you’ll be searching for a station when the low-fuel warning illuminates, indicating a gallon reserve remains. With no fuel gauge or estimated range displayed, the tripmeter comes in handy often. 2021 BMW R 18 First Edition (BMW/)Ergonomics: Comfort and Utility The riding position is comfortable despite the low 27.2-inch seat height; mid-mounted footpegs give an agreeable 90-degree bend at the knee; and the long-but-still-relaxed reach to the handlebar is well-suited for leisurely rides. Thankfully, BMW kept the handlebar grips to a reasonable diameter which makes squeezing the decidedly cruiser-wide (and reach-adjustable) clutch and brake levers easy. 2021 BMW R 18 (base) (BMW/)Electronics Rock and Roll are your two selectable ride mode selections for sunny days—a Rain mode is also available. Throttle response is sharper and power comes on stronger at the bottom in Rock—it also provides a lopier idle that makes you feel the engine more. Roll smooths out the idle a bit and is more relaxed on low-end delivery, with less aggressive throttle response and torque delivery. Rain mutes engine character and response to suit slippery conditions. Also tied to the modes are ASC (Automatic Stability Control) and MSR (engine drag control). ASC is BMW’s traction control; it is possible to slightly break the rear tire loose under hard acceleration in Rock; Roll is all forward movement without slip; and Rain is extremely conservative about wheelspin. MSR controls rear tire sliding on decel when traction is too low for the rear tire back torque to engage the slipper clutch. Partial linked ABS applies the rear brake when the front is applied, but allows the rear to be applied independently. Warranty and Maintenance Coverage The 2021 BMW R 18 comes with a three-year or 36,000-mile warranty. 2021 BMW R 18 First Edition (Jeff Allen/)Quality Fit and finish on this bike is unparalleled, and the attention to detail on hiding virtually every possible hose, wire, clip, clamp, or any other cluttering detail is remarkable. From the crisp pinstripes to the exposed nickel-plated shaft drive and all the way down to the nicely radiused bends of the frame, its presentation and presence are stunning. The R 18′s high level of style and nostalgia make slowing down to enjoy its character worth it. 2021 BMW R 18 Claimed Specifications MSRP: $17,495/$19,870 (First Edition) Engine: 1,802cc, air-/oil-cooled, horizontally opposed twin; 2 valves/cyl. Bore x Stroke: 107.1 x 100.0mm Horsepower: 91 hp @ 4,750 rpm Torque: 116 lb.-ft. @ 3,000 rpm Transmission/Final Drive: In-unit 6-speed/exposed shaft Fuel Delivery: Electronic fuel injection w/ 48mm throttle bodies Clutch: 1-disc dry clutch w/ slipper Engine Management/Ignition: BMS-K+ electronic engine management w/ overrun cutoff and twin-spark ignition Frame: Double-cradle steel Front Suspension: 49mm telescopic fork; 4.7 in. travel Rear Suspension: Steel swingarm w/ central shock strut; 3.5 in. travel Front Brake: 4-piston fixed calipers, twin 300mm discs w/ linked ABS Rear Brake: 4-piston fixed caliper, 300mm disc w/ linked ABS Wheels, Front/Rear: Spoked; 19 x 3.5 in. / 16 x 5.0 in. Tires, Front/Rear: 120/70R-19 / 180/65B-16 Rake/Trail: 32.7°/5.9 in. Wheelbase: 68.1 in. Ground Clearance: 5.75 in. Seat Height: 27.2 in. Fuel Capacity: 4.2 gal. Wet Weight: 761 lb. Contact: bmwmotorcycles.com Cycle World Tested Specifications Seat Height: 27.2 in. Wet Weight: 790 lb. Rear-Wheel Horsepower: 81.3 hp @ 4,800 rpm Rear-Wheel Torque: 103.09 lb.-ft. @ 2,880 rpm 0–60 mph: 4.96 sec. 1/4-mile: 13.82 sec. @ 100.82 mph Braking 30–0 mph: 34.0 ft. Braking 60–0 mph: 135.5 ft. Source

The 2021 Gold Wing Tour now has a bigger trunk that Honda says will easily fit two full-face lids. (American Honda Motor Co./)Resolutions for the new year? If you’re Honda, it’s to make your first new model announcement for 2021 all about comfort. Perhaps as an antidote to what’s definitely been an uncomfortable year for most, Big Red has chosen to give the 2021 Gold Wing upgrades in the areas of plushness and convenience, which can only enhance its status in the long-distance touring segment. Among the improvements are redesigned passenger accommodations and upgraded audio as well as a capacity increase for the Tour version’s trunk, which now can swallow two full-face helmets. RELATED: 2020 Honda Gold Wing Tour DCT Test Review If you want it in black, you’ll have to step down to the airbag-less Gold Wing Tour DCT model. (American Honda Motor Co./)The main change addresses previous requests to boost the Wing’s storage capacity, specifically on the up-spec full-dress bikes. That means the Tour model’s top storage compartment expands by 11 liters, giving it a total of 61 liters of capacity which should be plenty for two helmets; previous designs could accommodate certain helmets if they were arranged just so, and getting two to fit was often a stretch. (It’s a welcome update but we have to wonder why it took so long.) The Tour models also sport a redesigned backrest for the passenger seat, which gets a more relaxed angle, better padding, and a taller profile. In fact, the saddle area on all the Wings dial up the swank a touch, with a premium suede-like cover appearing on the Tours, while the Gold Wing and Gold Wing Automatic DCT get colored seat piping for added contrast. And the aforementioned trunkless models get a few more subtle styling tweaks to boot, with solid red taillights and new paint choices. The two trunkless Gold Wings—the Gold Wing and Gold Wing DCT—feature a new gray colorway for 2021. (American Honda Motor Co./)Covering long distances also usually means tapping into the onboard entertainment options at will, so Honda also upgraded the speakers to 45-watt units, giving them richer audio characteristics, and dialed in the automatic volume-adjustment level. An XM radio antenna is now standard, and all Gold Wings are now Android Auto compatible (from 2018-on) as well as offering Apple CarPlay integration. You can still choose between manual-transmission models or Gold Wings featuring Honda’s automatic DCT transmission, in either full-dress configuration or trunkless versions. The Gold Wing and Gold Wing DCT also gain orange accent stripes and all 2021 Wings are now Android Auto compatible. (American Honda Motor Co./)Seems like other prerequisites for new model year machines are a fresh palette and a bump in price, so Honda juggled around the colors for the new Wings and added some dollars to the final cost. The top-of-the-range Gold Wing Tour Air Bag DCT, for example, will retail for $32,600 in Candy Ardent Red, the color we saw on last year’s Tour model. Meanwhile the Gold Wing Tour DCT will list at $29,300 and the Gold Wing Tour has an MSRP of $28,300; either one can be had in Candy Ardent Red or Metallic Black. The trunkless Gold Wing DCT will sell for $25,100, while the base Gold Wing is priced at $23,900; both of those get a new color for 2021 which Honda calls Deep Pearl Gray. The entire Gold Wing range will be available in the US this February. Source

Properly braking for a corner is the key to going quick while being safe. Check out the illuminated taillight as the rider trail-brakes into the corner. (Jeff Allen/)Welcome to 2021, the year of the brake light. Lighting the red light at the back of your bike is much more than a sign of braking; the more I ride, race, and coach, the higher braking expertise rises in my safety and speed priorities. Yes, speed. Braking expertise adds speed in terms of consistently faster lap times. Yes, safety. Braking expertise adds safety in terms of consistent midcorner bike placement and the ability to stop your bike efficiently anywhere, even midcorner if necessary. There’s even more, so tune in next week please. Consistent Speed…Everywhere! Speed on the street is a touchy subject so I refer to track lap times, but we all realize how fast some riders go on public roads. The leading killer of American riders is running wide in a curve, and those deaths are not caused by entering corners too slowly. There are speed limits and it’s illegal to ride above them, but no preaching here; let’s simply recognize that riders enjoy the feeling that a twisted throttle brings. I don’t care how fast you ride. My interest is in helping you control the speeds you choose. On the street or track, each curve has a maximum midcorner speed at the lean angle you choose. You’ve chosen this lean angle because: A) It’s raining. B) You’re brand new and scared to lean over further. C) Your pipe and/or undercarriage drags at this lean angle. D) You’re on a gravel road. E) Your tires are brand new. F) Your tires are completely worn out. G) You’re an A-group trackday rider at the edge of grip on hot slicks. Whatever the reason, you have a maximum lean angle. For example: At the lean angle you choose, your bike will negotiate a particular curve safely at any speed below 34 mph. At 35 mph your bike runs slightly wide. And 36 mph makes it worse, and in another one or two mph your bike is out of its lane, into oncoming traffic in a right-hand corner, or into guardrail, trees, off the cliff in a left. Stack another 15 mph on top of that and the bike hardly even turns before it exits the lane. It’s a massive crash and adds to the statistic quoted above. If you’ve realized how safe most racetracks are to experiment with entry speed, your slight miscalculation of one or two mph just puts you off the apex and waiting to accelerate as your bike finally gets direction. The 15 mph mistake puts you into the grass with a fighting chance of surviving unscathed. If you fall down, mandatory safety gear helps prevent injury and an ambulance can be at your side within 60 seconds, called by corner workers who are now waving yellow flags. The word racetrack could be Latin for “great place for riders to experiment”; there’s a world of trackday providers waiting to welcome you into the fold. Understand that the bike and tires do not know if you are running wide in a canyon or in the Corkscrew at Laguna Seca…and if you agree with that sentence, you must realize that the fix to the street or track problem is the same. Street and track safety are the same, with a difference in the application of body position and the nuances of traffic, because the bike works best with certain exact inputs on the way to work or on the way to the podium. 34 MPH at Your Lean Angle We are back to the aforementioned corner with a maximum speed of 34 mph. When we approach the corner at 40 mph, simply rolling off the throttle and allowing engine-braking to slow us gets us below the 34 mph number. We are safe, but not particularly consistent because engine-braking is not adjustable or repeatable. Next weekend, or the next lap, we approach the corner at 50 mph. We close the throttle earlier and snap off a downshift so the higher rpm of the lower gear slows us better. If we’ve done this in time, the bike slows to or below 34 mph. Safe this time, but for riders who want to ride with a sporting intent, we are going down the wrong path—a path that gets fatally treacherous in a great big hurry. I add “sporting intent” because many riders are happy to ride around a racetrack without constantly pushing, or go street riding at or below the speed limits. These riders are under-represented in the crash statistics, but I will speak to them next week because their riding world can be even safer. This week is all about attaining consistency at speed. It’s Not Speed. It’s a Lack of Control. At this point we have survived the 34 mph corner as we approached it at 50 mph, just by closing the throttle and grabbing a downshift. Engine-braking has gotten us to or below 34 mph. But we have done it out of control because engine-braking is not something we can adjust, which defines control. Every motorcycle has a maximum speed in which it can safely complete a corner due to many factors. Here a limited lean angle is a dominant factor. (Jeff Allen/)We need brakes. We need to realize that we closed the throttle because our brains said, “Slow down to make that corner.” As we approach the same corner the next weekend or the next lap with more speed, say 75 mph, rolling off the throttle and downshifting will not get us to or below 34 mph. We need to roll off the throttle to the brakes, then downshift to put our bike in the gear needed for the exit, and also to help slow us. I’ve written a lot about which brake, but the best riders prioritize the front brake over the rear brake because it better controls steering geometry, and our gloved fingers have more feel than our booted feet. In an instant of brake-lever squeeze, we have taken control of our corner-entry speed with a component that is adjustable and repeatedly gets us to exact speeds. Riders, this is the missing ingredient in the riding of so many YCRS students. They are trying to increase their speed with the hugely wrong decision of using less brakes. That is 100-percent incorrect. The faster we approach the corner, the more brakes we will need to get the bike consistently to the speed at which our lean angle allows us to stay on line. Sitting there, you are hearing the truth of that message, yet riders are dying by running wide in corners. Knee-jerk reaction is that they are riding too fast, but in truth, these riders are failing to control the speed their acceleration produced. In my job at Champ School I have watched slower riders run wide in corners even though they approached those corners 20 mph slower than my instructors. The instructors approached the corner faster and went to the brakes to control their speed and steering geometry, while the slower riders entered the corner with less mph but no control in place. No brakes. As they attempted to ride faster with that technique, they ran wider and wider, relying only on lean angle to make the corner. Is lean angle infinite? Are we all comfortable leaning over to 64 degrees like our GP heroes? No, and no. Drama results not from too much entry speed, but a lack of controlling that speed all the way to the corner’s slowest point (nowhere near the turn-in, by the way) with trail-braking, which we call Brake-Assisted Steering. Big speed on the street is insane due to the number of uncontrolled variables, but outright speed is not the issue in the vast majority of “running-wide” crashes. It’s a lack of control, a lack of braking and trail-braking. I’ll close Year of the Brake Light Part 1 with a long caption to this simple illustration of two corner-entry approaches. The speeds noted are street speeds, but the faster the speeds, the more this counts. Rider A believes in engine-braking and closes the throttle at 65 mph quite early and then downshifts. This rider is hoping the engine decelerates him/her enough to make the corner, in this case: 34 mph at the lean angle they are comfortable with at the corner’s slowest point. As this rider tries to go faster, or the corner is tighter than expected, this style becomes increasingly more difficult; making the corner begins to depend on lean angle and hope. This approach is eventually scary and often leads to a lack of riding and a bike sale…if injury and death are avoided. Rider B carries their speed longer into the corner because they have the confidence of slowing and turning their <em>bike in less time and distance</em>. They are significantly “faster” farther down the straight, but use the brakes to finely control their entry speed. Rider B doesn’t roll off the throttle and hope the bike slows to 34 mph or less; Rider B rolls off the throttle and brakes to guarantee that speed. Because the brakes are an adjustable and repeatable control, this approach allows this rider to precisely match their speed, and thus their cornering radius, to every corner they encounter. Consistency and confidence soar. Lap times drop. It’s fun. It’s fast. It’s efficient. It’s safe. It’s trophy-winning. It’s industry-growing. At the exit of this corner, Rider B accelerates because they plan to use their brakes for the next corner. Rider A’s plan to decelerate and hope in the next corner begins to severely limit acceleration, and enjoyment. Rider B is consistently faster but, as we’ll discuss next week, also safer. (Robert Martin/)Let’s see more brake light! More next Tuesday! Source

The adventure motorcycle segment kicked off in 1980 with BMW’s R 80 G/S. At the time, many wondered who would want an overweight, undersuspended dual-sport. Turns out, more riders wanted one than anyone would have guessed. The segment has gained more power and long-range touring capability over the years, along with more mass and girth to wrestle when off-road. Now a new generation of adventure bikes has come along to buck the trend of bigger is better, altering what and how far are possible when the pavement ends. Leading the charge are two models inspired by modern rally racers: Yamaha’s Ténéré 700 and KTM’s 790 Adventure R. No longer do ADV bikes have to be overweight and undersuspended. “Our first love is motorcycles, and always will be, whether they are on the highways, tracks, tearing across some unsettled expanse, or being used as everyday transportation.”— Joe Parkhurst, founding publisher. (Jeff Allen/)Both motorcycles are powered by parallel-twin ­engines, both are equipped with long-travel suspension, and both bear some resemblance to the machines each brand races in Dakar. And now these Yamahas and KTMs can be seen on off-road-racing starting lines around the world. But the real story with these motorcycles is that while they are the most capable examples of the segment, they also address a practical reality for many adventure riders—time. Yamaha’s Ténéré 700 and KTM’s 790 Adventure R are the two most capable motorcycles in the adventure segment for when the road ends and rally dreams begin. (Jeff Allen/)The dream of packing all your essentials into 100 liters of aluminum boxes and aiming for the farthest reaches of a cardinal point sells motorcycles. Responsibilities have a way of keeping that dream in check. So, how to get the most dream into your schedule? Go faster and deeper off-road. Ditch the panniers, grab a backpack, and hold your own rally special stage. That’s what we did with the 790 Adventure R and Ténéré 700 in search of a quick adventure and the answer to which bike would deliver that fix best. First up: KTM’s 790 Adventure R, the reigning ­champion of the middleweight class. Named Cycle World’s Best Adventure Bike in 2019, this sharply styled parallel twin comes chock-a-block with all of KTM’s tech, like lean-sensitive traction control and ABS, off-road ABS, ride modes, a full-color TFT dash, and Bluetooth connectivity—all features you’d see in larger, big-bore ADVs. Yet thanks to a compact engine and frame, the 790 Adventure R weighs in at 468 pounds on the CW scales. Hefty, but still 157 pounds less than the BMW R 1250 GS Adventure, the sales-floor king. A WP Suspen­sion Xplor 43mm fork and linkageless PDS shock provide 9.5 inches of travel at both ends, with preload, compression, and rebound adjustability. Fuel capacity of the low-slung, rally-style fuel tank is 5.3 gallons. All of this comes with a price tag of $13,699. Yamaha’s Ténéré 700 rings in at $9,999, and for that you get a more stripped-down, or perhaps more distilled, adventure motorcycle, depending on how you interpret a lack of electronics. Traction control for the revered CP2 parallel twin is found at the connection between your wrist and the throttle; how well that works is up to your internal CPU. Ride modes are also absent, and ABS is either on or off. A 43mm Kayaba fork strokes through 8.3 inches, and has rebound and compression damping, while the rear Kayaba is adjust­able for preload, compression, and rebound, and provides 7.9 inches of travel through a linkage design. A no-nonsense LCD gauge does not connect to anything beside the motorcycle itself. On the CW scales, the Ténéré comes in at 466 pounds, 2 pounds less than the KTM. Just 37 $100 bills in your back pocket will cut that weight differential in half. Dirt-bike-like ergonomics on the Yamaha Ténéré 700 give more control in technical off-road situations. (Jeff Allen /)Price is an important factor in deciding what motorcycle is right for you, and it’s a call we can’t make for you. So we will not factor it for a winner. We seek the best performer, not the most expensive or lowest priced. Best is best, regardless of cost. The 790 Adventure R’s WP Suspension is well-suited to aggressive riding. (Jeff Allen/)Power from both the Ténéré 700 and 790 ­Adventure R powerplants is well-suited for more aggressive adven­ture riding, with plenty of power to cover highway stretches, and enough punch for really aggressive off-road duty. The Ténéré's 689cc DOHC CP2 engine has lively delivery down low, giving it a dirt-bike-like character right off the bottom. A quick tug on the clutch lever lofts the front end over obstacles with ease. Once you hit the upper half of its 10,500-rpm tach, the crossplane twin begins to run out of steam. On the CW dyno, peak horsepower is 63.8 at 8,900 rpm. However, the flat torque curve jumps above 40 pound-feet at 2,200 rpm for that fun and playful character, hitting a 44.1-pound-feet peak at 6,600 rpm. Although it has 83.4 hp on tap, the 790 Adventure R is easy to control off-road. (Jeff Allen/)Although the Yamaha’s engine has an entertaining and usable punch, it’s outclassed by the LC8c parallel twin powering the 790. By the time the engine reaches 3,000 rpm, the KTM’s power and torque rocket away from its competition. At 799cc, the KTM has a displacement advantage of 110cc, helping it to put out 19.6 hp and 13.6 pound-feet more than the CP2. On the Cycle World Dynojet 250i, the KTM produced 83.4 hp at 8,500 rpm and 57.7 pound-feet at 6,800 rpm, and that sent it down our quarter-mile seven-tenths of a second quicker. But more important than power output and quarter- mile times is how well a machine puts the power down in the dirt where traction is variable. Although it has the most power, the KTM is more manageable when the going gets loose, as it should be given its lean-­sensitive traction control and ride modes. It’s especially good when using Rally mode, which allows for on-the-fly adjustment through nine levels of rear-wheel spin. Even in the loosest setting, the KTM moves forward out of a corner while the rear end steps out and chucks rocks from the Metzeler Karoo 3 rear tire. You can turn off TC completely, but you are not better than KTM’s ­dial-a-slide technology. Rally mode has nine levels of rear-wheel spin that are adjustable on the fly. (Jeff Allen/)On the Ténéré 700, it’s all up to your know-how and skill, but it’s easy with such an agreeable engine. With your fingers dancing on the clutch lever and a ­well-calibrated wrist, it’s possible to be 90 percent as efficient as the KTM. But when the off-road terrain gets loose and rocky, you will become tired more quickly as you jockey for every ounce of rear-tire hookup. On the street, even on its chunky Pirelli Scorpion Rally STR tires, the Yamaha is connected to the asphalt. Heading up into the mountains, both bikes handled much better than they should on the tight and twisting blacktop. Here the Yamaha was a step ahead of the KTM, with better front-end feel while leaned over, almost supermotolike in its ability to charge into and hold onto a corner. The Adventure R feels more like a dual-sport, with a less connected feel to the front tire. Once into the dirt, the roles reverse. KTM’s dirt-bike know-how is showcased here; the 790 feels like an overgrown dual-sport. Feet up or leg out, standing or sitting, it’s easy to hit your mark on the KTM. You can feel when the front tire is biting and when it isn’t giving you massive confidence. The low center of mass makes flicking the Adventure R into corners quick and controlled. It’s a looser, less controlled ride on the Ténéré 700, largely due to those Rally STR tires that work so well on the street. There is less sidewall bite as you lean the bike over, and there were multiple times the front had to be saved with extra throttle and a foot down while trying to hang with the KTM. Off the beaten path, standing up, and on the gas­—this is when the 790 Adventure R and Ténéré 700 are at their best. (Jeff Allen/)Differences in suspension performance on the street are negligible, but once again the KTM outclasses the Yamaha the farther you stray from the road. Less travel, softer springs, and less aggressive damping from its KYB suspension have the Ténéré at its limits well before the longer-travel WP Suspension-equipped Adventure R. At slower speeds, the Yamaha is compliant and comfortable. Don’t expect to be attacking the trail like you are Adrien Van Beveren on his rally bike, but you’ll be leaving your riding buddies who aren’t on KTM 790 Adventure Rs in the dust. Yamaha nailed the rally-racer look on the Ténéré 700. (Jeff Allen/)On the KTM, you’ll swear your name is Toby Price—at least until you get in over your head and are reminded this is still a 468-pound off-road missile. As the Ténéré 700 bottomed out, the 790 was just finding its happy place—jumps, small whoops, and G-outs are laughed off. Get on rough, rocky single-track and pin it; the small bump compliance is just as good as the big. It makes you wonder how close this contest might be with an extra $3,700 put into the Yamaha’s suspension. But as it stands, if you want to travel in the dirt as fast as ­possible, the KTM is the clear choice. The Ténéré 700 outperforms the 790 Adventure R on tight and twisting mountain roads. (Jeff Allen/)As with the traction control and ride modes, more options and tech are available on the 790 Adventure R than the Ténéré 700 when it comes to the brakes. KTM’s lean-sensitive ABS with three choices—on, off-road, and off—is well-calibrated and not intrusive at the wrong times. The off-road setting is especially impressive, with a specific ABS setting for the front tire without any ABS on the rear tire. This gives you confidence on fire roads, dry lake beds, and even steep, loose downhill sections. We only turned the ABS off completely to test the function. Notably, in the Rally setting, the off-road ABS setting remains engaged even when turning off the bike. No surprises after taking a break on the side of the road. Brake feel, from four-piston radial-mounted calipers gripping dual 320mm discs, is exceptional. A squeeze of the lever gives a strong initial bite that isn’t too much for the dirt. The rear brake’s dual-piston floating caliper and 260mm rotor are likewise communicative and strong. “On” or “Off-Road” are your ABS choices on the Ténéré 700, the latter of which disables the system completely. ABS on-road works well, with just as much control and confidence as the KTM. Deactivating the Yamaha’s ABS is also easier and more straightforward, requiring only a single long press on a dedicated dash button. However, unlike the KTM, the Yamaha’s ABS reverts to road settings each time the 700 is turned off. This did cause a handful of “oh no, I’m not stopping” moments when we forgot to do the long press after an engine-off stop in the dirt. It’s no slouch on the street, but the 790 Adventure R’s Karoo 3 front tire is less confidence-inspiring than the Ténéré 700’s Scorpion Rally STR. (Jeff Allen/)Pull the lever to actuate the Ténéré's four-piston Brembo calipers, and you are met with a softer initial bite on smaller 282mm discs. This is more friendly to less aggressive riders, and even with the less aggressive feel, braking power is there as you squeeze deeper and harder. The rear brake, bluntly speaking, is not up to the standards of this class. Toeing—no, stomping on the rear brake—reveals a mushy lever that goes from underwhelming action straight into ABS kickback on the street, or locked up in the off-road setting. Chalk up another one for the KTM. Adventure riding has always been about long days on the bike, and both the Ténéré 700 and 790 Adventure R provide plenty of comfort. Similar seat heights, 33.9 inches and 34.4 inches for the KTM and Yamaha, respectively, stretch the inseam, but if you want ground clearance, you have to get up in the air. Both have roomy cockpits with long seats, allowing for plenty of movement. Both are narrow in the midsection; however, it is easier to get up over the front of the KTM when standing thanks to that low-slung tank configuration. That tank also has more capacity, at 5.3 gallons to the Ténéré's 4.2. The Ténéré is slightly more fuel-efficient, returning a 41.5 mpg average compared to 41.3 mpg for the 790. On the highway, the Ténéré offers better wind protection from its taller and more vertical rally-style windscreen. The Ténéré 700 is the ultimate value in adventure bikes. But the KTM 790 Adventure R is the ultimate performer. (Jeff Allen/)Each covers the basics convenience-wise, but the KTM offers some features to make travel more pleasant, like its full-color TFT dash that can connect to your smartphone and headset to display calls and music data. You can also get turn-by-turn navigation on that screen via the KTM My Ride app. Cruise control is an option for the KTM, but not the Yamaha. Both have provisions for optional side cases, if you must. KTM’s 790 Adventure R is the ultimate performer for off-road action in the adventure-bike category, no matter your skill level. (Jeff Allen/)As sunset over the San Bernardino Mountains found us thousands of feet above our starting point, the KTM remained the king of the middleweight class. Yamaha has built something special in the Ténéré 700, which both looks the part and backs it up, with a well-balanced chassis and an engine you can’t help falling in love with. It is the ultimate value in adventure bikes. But the KTM 790 Adventure R is the ultimate performer. More power, better suspension performance, and lean-sensitive rider aids push the limits of what can be done with an ­adventure motorcycle. 2020 KTM 790 ADVENTURE R and 2020 YAMAHA TÉNÉRÉ 700 SPECIFICATIONS 2020 KTM 790 ADVENTURE R 2020 YAMAHA TÉNÉRÉ 700 ENGINE Type Liquid-cooled parallel twin Liquid-cooled parallel twin Displacement 799cc 689cc Bore x Stroke 88.0 x 65.7mm 80.0 X 68.6mm Compression Ratio 12.7:1 11.5:1 Valve Train DOHC, 4 valves/cylinder DOHC, 4 valves/cylinder Induction (2) 46mm throttle bodies (2) 38mm throttle bodies Final Drive 6-speed/chain 6-speed/chain CHASSIS Front Suspension 48mm WP Xplor fork w/ adjustable compression, rebound damping, spring preload; 9.5-in. travel 43mm KYB fork w/ adjustablecompression, rebound damping; 8.3-in. travel Rear Suspension WP Xplor shock w/ adjustable compression, rebound damping, spring preload; 9.5-in. travel KYB shock w/ adjustable compression, rebound, damping spring preload; 7.9-in. travel Front Tire Metzeler 3 Karoo 3 90/90-21 Pirelli Scorpion Rally STR 90/90-21 Rear Tire Metzeler 3 Karoo 3 150/70-18 Pirelli Scorpion Rally STR 150/70-18 Rake / Trail 26.3°/4.3 in. 27.0°/4.1 in. Wheelbase 60.2 in. 62.8 in. Seat Height 33.9 in. 34.4 in. Fuel Capacity 5.3 gal. 4.2 gal. Dry Weight 435 lb. 440 lb. CW MEASURED PERFORMANCE Horsepower 83.4 hp @ 8,500 rpm 63.8 hp @ 8,900 rpm Torque 57.7 lb.-ft. @ 6,800 rpm 44.1 lb.-ft. @ 6,600 rpm Fuel Consumption 41.3 mpg 41.5 mpg Quarter-Mile 12.62 sec. @ 108.17 mph 13.33 sec. @ 101.11 mph 0-30 1.95 sec. 1.90 sec. 0-60 3.94 sec. 4.53 sec. 0-100 9.71 sec. 12.88 sec. Top-Gear Roll-on 40-60 3.71 sec. 4.08 sec. Top-Gear Roll-on 60-80 4.45 sec. 4.90 sec. Braking 30-0 39.5 ft. 37.0 ft. Braking 60-0 149.6 ft. 144.6 ft. Price $13,699 $9,999 Source

Technical Editor Kevin Cameron shares his wealth of motorcycle knowledge, experiences, insights, history, and much more. (Cycle World/)Here I am, writing the last print “TDC” column of a series that began by accident 38 years ago in the exasperation of the late Phil ­Schilling. In 1982, he planned a set of new monthly columns for ­Cycle magazine, to be written by staff in rotation. No one in the office wanted the tech column, “TDC,” so it just wasn’t getting written. As planned, it was deadly dull: “Maximizing the Life of Your Battery” or “Prepping Your Bike for Winter Storage.” Useful, maybe, but dull as simonizing Dad’s car. I had begun to write ­occasionally for Cycle when editor Cook Neilson asked me to write about my 1972 project to go AMA roadracing with an English rider on my homebuilt Kawasaki H2R 750 triple. Response to the article was positive, and the relationship stuttered along. In 1978, Neilson surprised us all by giving two weeks’ notice, but I had carried on as one of ­Schilling’s stringers. I was therefore delighted when he phoned to offer me the tech column on a monthly basis. Regular income, modest though it was, made a welcome supplement to what I was scratching up from porting two-stroke cylinders and fabricating exhaust pipes. Writing “TDC,” which was ­limited to a page of 1,000 words, was a powerful education in getting the most out of a fixed format. Writing short is always more difficult than rambling on. I wanted to clearly explain to readers the technical and ­other things related to motorcycling that fascinated me. Doing it in 1,000 words required combing out unneeded adjectives, ­eliminating weak qualifiers like “I think…,” and generally getting solidly behind every word. On this ­basis, “TDC” evolved into a monthly ­letter to like-minded readers, mostly about the cool tech stuff that ­really ­interested me. Subjects could range from the process of the breakup and evaporation of fuel droplets in an engine’s intake tract, to how the Phillips screws that held so many Japanese engines together were an invention of the devil. Every one of us is full of stories and experiences that could be told. Writing them down is another matter. The best reasons not to are the questions, “What if somebody reads it? What if my writing is full of mistakes, lacks grace, and is a bore? Everyone will have written proof that I’m a weenie!” Another reason never to put ­fingertips to keyboard is ­memory of the school experience. Too often, written assignments became humil­iation, leading to an unspoken deter­mination never to repeat such ignominy. This is a shame because I know so many ­people who are full of fascinating spoken stories and understandings, but have never written anything down. When they pass out of this life, they will take it all with them, denying such stories to us all. Enthusiasm for my subjects got me past the negatives. I liked word pictures of how natural phenomena occur, but I had not been one of the gifted ones who could survey a daunting 20-foot-long equation on a university classroom blackboard and ­cockily say, “We see by inspection…” RELATED: Motorcycles And Motorcycle Racing In A College Town In 1966 I could do the labs and get ­accurate results, but those ­20-footers weren’t my future. I wanted to be at the racetrack, and I managed to get there, spending the roughly 20 years after 1964 building and tuning racebikes. I led a dual existence—a day job that gave me access to machine tools, and a nightlife building racebikes in a basement for weekend action. Friday nights in season, friends and I would leave in vans full of prepared bikes, tools, and parts for long drives to tracks in the Eastern US and Canada. We’d arrive in time for sign-up, practice Saturday, race Sunday, and return. It was a kind of madness, made possible by youthful energy, 32-cent gasoline, and a willingness to put our money into cylinders, pistons, and tires rather than advisable, ­responsible mutual funds or mortgage payments. We put it into living as we chose to live. During those long drives, we shed our work-a-day selves to become racer-hopefuls. I now think of motorcycling as my Christmas tree, and the orna­ments that adorn it are all the things I’ve had to try to under­stand along the way—about rubber ­technology, about metal alloys, about gasoline, and about aerodynamics. After some fascinating 1976 conversations with the late Gary Nixon, I also became curious about the details of how riders do what they do. I was the little boy whose dad, as a train trip to the grandparents was about to get underway, carried me up to the huge frightening locomotive. It shimmered in its heat and shot out jets of steam. I was terrified, but I so wanted to be there, to take it all in, to make sense of such power. What was it? I collected roadside treasures—bolts and other parts fallen from cars—because they seemed to contain hints for me. Technical writing is humbling ­because, two paragraphs into a subject, I may find I don’t really know what I’m talking about. Then it’s time to pull out and properly review books or papers with mouth-filling titles like “Deflagration of Monodisperse Sprays.” Or to phone those who do know and are willing to take the time to explain. Only once I could make clear spoken sense of the subject could I return to the keyboard. I owe a great deal to ­people like Harley’s Dick O’Brien, “Mr. ­Superbike” Rob Muzzy, and Miche­lin’s Francois Decima, who were willing to tell me real stuff. Because the tech writer’s job is to make the complex understandable, I had first to explain it clearly to myself in words—if possible, in terms of phenomena we have all experienced. Kevin Cameron in his shop assembling a Yamaha TD1-B 250. (Gordon Cameron/)During the present tedious epidemic, I returned to my shop after too long an absence and began the assembly of a Yamaha TD1-B 250 two-stroke roadracer like the one I’d ridden several times in 1967. Because it had been apart for more than 50 years, there were parts missing and cleaning to do. I had to make some things, requiring revived fabricating skills—the lathe, the milling machine, the welding torch. Walking away from the keyboard and returning to the racebike was not unlike the transformations that had taken place during those eight-hour van trips to the races, from ordinary working stiff to someone sharply focused on a special activity that had nothing to do with becoming department chairman, making money, or impress­ing anyone but the stopwatch. That special activity is ours alone. “TDC” has been and will ­continue to be a distillation of those experiences, and the preparation and study that make them possible. I hope you will join me as the printing press yields to a digital future. Source

2020 Vespa Sei Giorni 300 (Vespa/)As the embodiment of “Vespa’s Racing Soul” the Vespa Sei Giorni 300 brings some of Vespa’s racing heritage to the scooter lineup. You read correctly, Vespa’s racing heritage. The iconic Italian brand pays homage to the model that was produced for the Varese International Six Day race in 1951. The black number plate on the side and front are accented by other black details throughout the machine. This model differs from the other lineup offerings with its low headlight position, smoked windshield, and “single seater” seat (also approved for a passenger, Vespa says). This scooter is powered by a 300cc HPE engine that’s suitable for making a mini racecourse out of the spaces between the bumper-to-bumper traffic. 2020 Vespa Sei Giorni 300 Reviews, Comparisons, And Competition Some competitors of the Sei Giorni 300 could include Vespa’s very own GTS 300. If you are looking for higher engine displacements in a scooter, then you can look up the Suzuki Burgman 400 for example. 2020 Vespa Sei Giorni 300 (Vespa/)Vespa Sei Giorni 300 Updates For 2020 The numbered Sei Giorni II Edition now has an LED taillight and redesigned shield and is powered by the 300 HPE engine. It is available in Sei Giorni Grey. 2020 Vespa Sei Giorni 300 Claimed Specifications Price: $7,749 Engine: Liquid-cooled single-cylinder Displacement: 300cc Bore x Stroke: 75.0 x 63.0mm Horsepower: 23.8 hp @ 8,250 rpm Torque: 19.2 lb.-ft. @ 5,250 rpm Transmission: Automatic Final Drive: Belt Seat Height: 31.1 in. Rake: N/A Trail: N/A Front Suspension: Single arm w/ helical spring and hydraulic shock absorber; N/A-in. travel Rear Suspension: Preload adjustable; N/A-in. travel Front Tire: 120/70-12 Rear Tire: 130/70-12 Wheelbase: 54.1 in. Fuel Capacity: 2.2 gal. Wet Weight: N/A Source

2020 MV Agusta Brutale 1000 RR (MV Agusta/)The MV Agusta Brutale 1000 RR is a high-speed winglet-equipped naked bike that is, according to our test rider, “equally at home blasting at no-prisoners speed on the highway, carving good lean angles on a twisty back road, or even cruising downtown, where its agility pays unexpected dividends.” The Bosch 9 Plus ABS ECU offers a race mode to the Brembo Stylema brakes, while digitally managed Öhlins suspension work on maintaining stability at speeds and confident flicking on curvaceous back roads. A 998cc engine powers the beast for a claimed 208 hp at 13,000 rpm and 86 pound-feet at 11,000 rpm. The 5-inch TFT dash keeps the rider connected to the ride with navigation, four ride modes, active cruise control, and eight traction control settings. With a premium price of 29,990 euros (about $36,300) you better bet this machine has the componentry and power to deliver white-knuckle fun. 2020 MV Agusta Brutale 1000 RR Reviews, Comparisons, And Competition In his First Ride review, Bruno dePrato went so far as to say that the 2020 Brutale 1000 RR may be the best naked superbike in production today, concluding that the Brutale 1000 RR “proved extremely friendly, solid at any speed, and comfortable.” When it comes to superbike-like expectations and 208 hp, another comparable naked bike offering includes the Ducati Streetfighter V4 S, which is about $12,000 cheaper than the Brutale. Other rivals include the Aprilia Tuono V4 1100, BMW S 1000 R, KTM 1290 Super Duke R, and Yamaha MT-10, all of which being serious competition. 2020 MV Agusta Brutale 1000 RR (MV Agusta/)MV Agusta Brutale 1000 RR Updates For 2020 The redesigned engine is operated by a new EM2.0 ECU with its unchanged frame design making up the skeleton. 2020 MV Agusta Brutale 1000 RR (MV Agusta/)2020 MV Agusta Brutale 1000 RR Claimed Specifications Price: 29,990 euros (est. $36,300) Engine: Liquid-cooled DOHC four-cylinder Displacement: 998cc Bore x Stroke: 79.0 x 50.9mm Horsepower: 208 hp @ 13,000 rpm Torque: 86 lb.-ft. @ 11,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 33.3 in. Rake: 23.3° Trail: 3.8 in. Front Suspension: 43mm inverted fork, fully electronic; 4.7-in. travel Rear Suspension: Fully electronic; 4.7-in. travel Front Tire: 120/70-17 Rear Tire: 200/55-17 Wheelbase: 55.7 in. Fuel Capacity: 4.2 gal. Dry Weight: 410 lb. Source

2020 MV Agusta Brutale 800 RR (MV Agusta/)MV Agusta’s Brutale 800 RR is the Italian company’s dynamic and refined naked bike. The 798cc inline-triple delivers a claimed 140 hp at 12,300 rpm. In regard to riding the smaller Brutale, we found that in the past the chassis was excellent, the bike lightweight, and its handling responsive. An overall balanced machine. Quickshifter, ride-by-wire throttle, ride modes, eight-level traction control, and LED lighting complement the look and feel of the 800 RR. 2020 MV Agusta Brutale 800 RR Reviews, Comparisons, And Competition When Cycle World reviewed the 2018 Brutale B3 800 RR our test rider wrote: “the Brutale B3 800 RR is nimble, fast (151 mph claimed top speed), and offers terrific acceleration, but it is also a very versatile mount with excellent riding manners.” Like many MV Agusta models, limited editions are often released. For example a couple of years ago there was the 800 RR America that flaunted the trio of American colors. There was also the very red LH44 model that was introduced in 2018 as well. 2020 MV Agusta Brutale 800 RR SCS (MV Agusta/)MV Agusta Brutale 800 RR Updates For 2020 New countershaft and redesigned primary, optimization of manifold and cam phasing, redesigned valve guides, and new engine covers for increased protection and noise reduction. Different variants include the Brutale 800 RR (15,990 euros, est. $19,400) and the Brutale 800 RR SCS (16,990 euros, est. $20,600). 2020 MV Agusta Brutale 800 RR (MV Agusta/)2020 MV Agusta Brutale 800 RR Claimed Specifications Price: 15,990 euros (est. $19,400) Engine: Liquid-cooled DOHC three-cylinder Displacement: 798cc Bore x Stroke: 79.0 x 54.3mm Horsepower: 140.0 hp @ 12,300 rpm Torque: 64.2 lb.-ft. @ 10,100 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.7 in. Rake: N/A Trail: 4.1 in. Front Suspension: 43mm inverted fork, fully adjustable; 4.9-in. travel Rear Suspension: Fully adjustable; 4.9-in. travel Front Tire: 120/70ZR-17 Rear Tire: 180/55ZR-17 Wheelbase: 55.1 in. Fuel Capacity: 4.4 gal. Wet Weight: 386 lb. Source