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The hugely popular Himalayan is back for 2021, now with switchable ABS. (Royal Enfield/) The trickle of 2021 model announcements has officially morphed into a steady stream as more manufacturers have started locking down their lineups for the new model year. Part of the growing tide is Royal Enfield’s confirmation that its Himalayan model will be returning for 2021. It looks like the popular 411cc midsize adventurer will come into the new model year mostly unchanged, though it does get switchable ABS this time around, as well as that ever popular manufacturer “upgrade”—new color options. Want to add some more pop to your adventuring? Opt for the Rock Red option, new for 2021. (Royal Enfield/)On its face, those changes sound pretty underwhelming, but then, since its introduction in 2016, the Himalayan has piled up enough accolades and impressive sales figures to the point that Enfield probably saw it as an “if it ain’t broke, don’t fix it” situation. Which means the 2021 Himalayan retains all the original architecture and underpinnings, and simply adds a few subtle features to improve the riding experience. That includes a switchable antilock braking system (ABS) to give riders more control during sketchy off-road conditions, as well as a revamped rear brake mechanism that improves brake engagement and rider feel for decreased stopping distances. Royal Enfield says customers also requested a more refined sidestand design, so the new Himalayan gets a tweak to that unit as well. Additionally, the company improved the hazard light switch design as well for better accessibility during road- or trailside emergencies. Revamped brake mechanism gives better rider feel for sharper stops. (Royal Enfield/)Now for the new colors, because for some folks that’s important too. The 2021 Royal Enfield Himalayan will be available in three new colorways: Lake Blue, Rock Red, and Gravel Gray, which join the existing Snow White, Granite Black, and Sleet hues. As before, the bike comes with a three-year warranty and will be available across all Royal Enfield dealerships in North America at the slightly increased price of $4,999. You can also have your new Himalayan in Lake Blue. (Royal Enfield/)“The Himalayan continues to be one of the best-selling units in North America,” said Krishnan Ramaswamy, interim business head and president of Royal Enfield Americas. “The affordability, versatility, and capability of the Himalayan has established it as a must-have adventure bike, and with these updates, it’s better than ever before.” Related Content: 2019 Royal Enfield Himalayan Royal Enfield has a passel of accessories available for the Himalayan as well. (Royal Enfield/)There’s also a wide variety of Genuine Motorcycle Accessories on tap so you can customize the Himalayan accordingly. To see the full lineup, visit royalenfieldna.com; interested parties can reserve a 2021 model starting September 1. Royal Enfield says quantities are limited, though we’re unsure if that’s temporary or not. If you’d rather keep your Himalayan basic, Snow White remains in the color options list. (Royal Enfield/)Source

The Tuono V4 X joins Aprilia’s exclusive, limited edition club. Large carbon winglets cribbed from the marque’s MotoGP bikes sell the track-only intent. (Aprilia/)The level of adrenaline in the Italian motorcycle industry surges every time any manufacturer can make “a limited and numbered” edition of any very special and very hot model. First to capitalize on this marketing policy was MV Agusta, but in reality most of its “numbered” editions were the result of special paint and graphics. Ducati has always been very serious with its fascinating line of Superleggera editions, each of them definitely worth the identification numbering. Last to join the competition for the most exclusive “limited edition” model has been Aprilia, which is closing fast and in great style with its X models. First came the Aprilia RSV4 X with its frightening 225 hp to propel a mere 364 pounds. Aprilia hand-made only 10 units and the next day, every one of them was gone, so marketing bureaucrats at the Piaggio headquarters quickly realized that they might have taken better advantage of that situation. Enter the Aprilia Tuono V4 X. In the center is Aprilia’s narrow-angle 1,077cc V-4—the one you’d usually see in the RSV4 1100 Factory—but here it generates a claimed 221 hp. (Aprilia/)At the heart of the operation is the 65-degree V-4 powerplant, enlarged to 1.1 liters and generating well in excess of 200 hp (claimed), combined with truckloads of torque. The RSV4 X put out a frightening 225 hp to propel its mere 364 pounds, and the Tuono V4 X duly aims to follow in its footsteps, both in power and exclusivity. That means the bike will also be numbered by unit (the number of units hasn’t yet been confirmed) though actual production might end up being limited only by the response of the enthusiasts around the world ready to put down 34,900 euros (41,667 dollars), one after the other. Related Content: Aprilia Unveils Exclusive 2020 RSV4 RR And Tuono RR Models Look familiar? The RSV4 X chassis provides the foundation for the Tuono V4 X. (Aprilia/)Overall, the Tuono V4 X looks an absolute superbike, stripped only of its fairing and given a “touring” handlebar in place of the clip-ons. And the bike is so absolutely fascinating in its very precious mechanical and aerodynamic execution that, in my humble opinion, it would shine even more under a less aggressive graphics scheme. Top-shelf components dominate throughout. Forged Marchesini wheels and Brembo brakes with GP4-MS calipers mimic those on the RSV4 X model. (Aprilia/)The rest is pure racing, starting from the MotoGP-inspired wings extending from the Tuono top. They’re there no doubt to generate the downforce that the top speed potential demands and to ensure the stability needed when flashing down the highway at past 180 mph, courtesy of this 221 hp capable edition of the ultra-efficient Aprilia narrow-angle V-4. The chassis on this Tuono is the same as the RSV4 X unit, complete with forged magnesium wheels and front 330mm twin rotor Brembo disc brakes and the latest GP4-MS radial calipers and carbon fiber forced-cooling air intakes. Suspension is comprised of Öhlins Smart EC 2.0 electronically active units all around, and as always, an Aprilia electronics suite is at the top of its class, bringing a cluster of selectable mode buttons on the left grip. Exotic materials like the carbon fiber and titanium used on the Akro exhaust system are designed to keep weight down to the bare minimum. (Aprilia/)Carbon fiber and machined aluminum elements dominate the Tuono V4 X’s precious finish to ensure a drastic weight reduction, which is down to a claimed 366 pounds, dry. Former SBK racer-now-test-and-development rider Lorenzo Savadori has expressed no doubts about the superior efficiency of the Tuono V4 X even on a racetrack, thanks in part to its less compressed riding posture. After the news spread, the Aprilia MotoGP team riders then wanted to experience the terrific Tuono for themselves, and in the end, all agreed that it was indeed superb. Aprilia had better plan a run of at least 100 units for this hypernaked machine, as they will likely go in one week, even at the stated price of 34,900 euros. If you’re interested, Aprilia’s website will be accepting orders. Up/down quickshifter enables clutchless shifts. Note adjustable footpegs. (Aprilia/)Related Content: 2020 Aprilia RSV4 1000 RR And Tuono 1100 RR Misano Limited Editions A cluster of selectable mode buttons make their way onto each side of the handlebar. (Aprilia/)Source

While many riders and racers are faced with deciding between a 250F and 450 motocross bike, a middle ground between the two can be had from Husqvarna and KTM, the only two brands to offer 350cc four-stroke models. Dubbed as a machine that benefits from having the lightweight handling feel of a 250F while possessing a 450-rivaling power-to-weight ratio, the Husqvarna FC 350 is designed for riders who desire more overall power than a 250F, but don’t want or need the unmitigated horsepower and torque of a 450. Husqvarna and KTM’s 350cc four-strokes have become some of our favorite bikes in recent years, so we couldn’t wait to swing our leg over the 2021 version of Husqvarna’s middleweight MXer at Glen Helen Raceway in San Bernardino, California, for our first ride on the bike. Riding the 2021 Husqvarna FC 350 at Glen Helen Raceway in San Bernardino, California. (Mark Kariya/) Related: 2021 Husqvarna Motocross And Cross-Country Models First Look The FC 350 is Husqvarna’s middleweight four-stroke motocross bike. (Mark Kariya/)2021 Husqvarna FC 350 Engine The FC 350 comes with an optional ventilated airbox cover that has six slit-shaped perforations. Running it helps with overall throttle response and power. (Mark Kariya/)The FC 350 engine works well. It’s a fair compromise between Husqvarna’s 250cc four-stroke and 450cc engines. I would say it’s closer to a fast 250F than a slow 450. Even though it makes good torque, the engine likes to be revved like a 250F. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. I ran the engine in map 2. It has improved torque over map 1, which helped it recover in softer areas when I let the rpm fall and allowed me to carry third gear in some of the tighter corners. I didn’t notice any significant gaps in the gears and found the shifting to be easy. Second and third gears were usable in most of the flowing corners. The Magura clutch is smooth and consistent. I think a slightly firmer or more responsive feel at the lever might improve the performance of the clutch. 2021 Husqvarna FC 350 Suspension & Chassis/Handling With shorter fork cartridges and outer tubes along with a revised shock linkage, the 2021 FC 350 is 10mm lower than the prior year model. The claimed seat height is 37 inches. (Mark Kariya/)Overall, I was really impressed with the changes to the chassis. The suspension is still quite soft for me, but earlier in the day, with a smooth track or the presence of some small bumps on the faster track conditions, the FC 350 handled well. The relatively smaller-displacement engine and the bike being lower to the ground made it feel significantly smaller than the FC 450. However, the rider triangle remained very comfortable because the chassis is lower—not the seat. The FC 350’s suspension setup might be too soft for faster-level riders in race trim, but there is plenty of room for adjustment with the clickers and fork air pressure. (Mark Kariya/)My suspension changes were mainly to make the bike stiffer. For the fork, I increased the air pressure to 10.9 bar (10.6 bar stock), set the compression clicker at 6 (12 stock), and left the rebound at 12 (stock). For the shock, I went with the low-speed compression at 8 (12 stock), the high-speed compression at 1-3/4 (2 turns stock), and left the rebound at 12 (stock). Compared to the prior year model, the 2021 Husqvarna’s lower chassis and revised suspension settings work more cohesively. (Mark Kariya/)The new chassis settings are a major improvement on this bike. The combination of the 10mm-lower chassis and softer suspension make it much easier to corner. The brakes were as expected—firm but still progressive. The 220mm rear rotor is smaller in comparison to the Japanese bikes, which makes it easier to modulate. 2021 Husqvarna FC 350 Overall Impression A super-fun, confidence-inspiring powerband is one of the many aspects we like about the FC 350. One of our minor gripes about the bike is that it has a long throttle pull, even with the optional black throttle cam installed. (Mark Kariya/)The FC 350 was a lot of fun to ride—quite possibly the most fun Husqvarna I have ridden to date. Husky did a great job with the updates to this bike for 2021 and I can’t wait to spend more time on it and other Husqvarna models in the near future. The 2021 FC 350 is quite possibly the most fun Husqvarna we have ridden to date. (Mark Kariya/)Gearbox Helmet: Bell Moto-9 Flex Goggle: Viral Brand Factory Series Jersey: FXR Racing Podium MX Gloves: FXR Racing Slip-On Lite Pants: FXR Racing Podium MX Boots: Sidi Crossfire 3 SRS 2021 Husqvarna FC 350 Tech Spec PRICE $10,099 ENGINE 350cc, DOHC, liquid-cooled, single-cylinder four-stroke TRANSMISSION/FINAL DRIVE 5-speed/chain FRAME Steel central double-cradle FRONT SUSPENSION WP Xact 48mm fork adjustable for air pressure, compression damping, and rebound damping; 11.8-in. travel REAR SUSPENSION WP Xact shock adjustable for spring preload, high-/low-speed compression damping, and rebound damping; 11.8-in. travel FRONT BRAKE Brembo 2-piston caliper, 260mm disc REAR BRAKE Brembo 1-piston caliper, 220mm disc WHEELBASE 58.5 in. SEAT HEIGHT 37.0 in. FUEL CAPACITY 1.9 gal. CLAIMED WEIGHT 221 lb. (w/ all fluids except fuel) AVAILABLE Now CONTACT husqvarna-motorcycles.com Source

Andrea Dovizioso has announced he will not be racing for Ducati in 2021. (Ducati/)Some weddings are bound to last forever, others to end. The Andrea Dovizioso and Ducati union was a romance without a happy ending. A 125 world champion in 2004, Dovi joined Ducati in 2013 with the hard task to regroup the team after Valentino Rossi’s flop in red. In eight seasons with Ducati, he won 14 races and scored 39 podium finishes. In the last three seasons he fought hard with Marc Márquez, finishing second three years in a row (2017–2019). Nevertheless, these results were not enough to convince Ducati top management to renew him for the 2021-22 seasons. This winter they tested the pulse of Maverick Viñales and Fabio Quartararo, they signed Jack Miller, but the seat for the No. 1 rider in the team is still vacant. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. On August 15, the eve of the Austrian GP, the Italian rider announced he will not continue with Ducati because, “There were no more conditions.” Twenty-four hours later Andrea won in Austria. Ironically the success that celebrates Ducati’s 50th victory in MotoGP will be remembered as the revenge that Dovi gave to his soon to be former team. Related Video: 2020 Ducati Superleggera V4 First Ride Review Dovizioso has left without a plan B and all the seats in the factory teams are already taken. Ducati has now three options on the table: Promote Johan Zarco or Francesco Bagnaia to the factory team, or bet on Jorge Lorenzo, who has already an offer. Dovi gave Ducati it’s 50th victory in MotoGP this past weekend in Austria. (Ducati/)You won in Austria, but for Ducati was it a victory or a defeat? It was a strange victory, with incredible feelings, also because of the terrible incident in the first race. What happened was very dangerous. The riders involved were really lucky not to get hurt. I’m happy for that. It was difficult to restart after only 20 minutes, but the feeling with the bike was very good; I was particularly strong in braking. There were two, three points where I was breaking very hard. This helped me to make the difference over Miller. Did your victory taste like a revenge? It was not a revenge. I have nothing to prove. It was a strange feeling because of the incident in race 1, plus there were no spectators to celebrate. How much did it help to race with a clear mind? Of course we are human, and Saturday night after the announcement I slept really well. Then, of course, these kinds of decisions are not taken in one day. I have already digested it. What was the winning key? It was confusing to see you struggling so much at Jerez and Brno and then be so competitive in Austria. It's proof that the new Michelin tires create a lot of mess. They are responsible for the ups and downs of many riders. It takes just a small change in setup or riding style that you win or you lose competitiveness. I have improved in braking, but now we have to do it in the middle of the corner and in the first part of acceleration if we want to fight with Yamaha and Suzuki on the other tracks. Coming back to your decision not to continue. Was it the result of frustration? It was the right thing to do. There are many reasons behind this decision. Waiting two races wouldn’t have changed anything, while there is a championship ongoing. I’ve been eight years with Ducati. Many good things happened, so it wasn’t an easy choice. There were good times—mistakes have been made as well—but I have no regrets. Dovizioso says he has no regrets regarding his time at Ducati. (Ducati/)What about the future? The decision to leave Ducati was not made because there is already a plan B, but in motorsport you never know. You are second in the championship, 11 points from leader Fabio Quartararo. Could this be the right year? I’m totally focused on fighting for the title. We have a chance and I want to do everything possible. Although his departure has been announced, Dovizioso is committed to fighting for a championship. (Ducati/)How will you spend the second half of the season with your former team? Nothing changes. I will spend the time on my side of the garage. You receive a lot of support from your colleagues, starting from Casey Stoner who tweeted: “Just my opinion but I don’t believe @DucatiMotor can afford to lose someone like @AndreaDovizioso. I think they need to realize at some point that it’s the rider, not wind tunnels, that get results, so listen to them…” Casey said it. I prefer not to answer. Not now. It’s not time to fight [with Ducati]. Who knows what the other riders could do with a Ducati? This is something we will never find out. Every year is a different story. It’s easy to talk, but then you have to respond with the facts. Source

Things are buzzing over at Enfield of late, with multiple electric prototypes being put through their paces. (Royal Enfield/)It wasn’t all that long ago that Royal Enfield motorcycles weren’t even offered with electric starters, but such is the firm’s recent rate of development that it’s now running prototype all-electric machines with serious plans to start offering a production version. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The company has confirmed that it has built multiple prototypes and it’s now working out the details of how to incorporate an electric bike into its range. The firm’s UK-based technical center is said to have developed initial test-bed models, using existing Enfield machines as a basis and fitting electric powertrains to explore the idea. The company’s UK-based tech center is said to be fitting electric powertrains onto existing machines for testing. (Though that sketch looks like a cruiser concept…) (Royal Enfield /)Related Video: New Electric Motorcycles For Sale The move into the electric field comes on the heels of impressively rapid growth at Royal Enfield. The Indian-owned company spent decades happily catering mainly to its home market, building the descendants of the Bullet that’s been in continuous production ever since 1948. But over the past decade the firm has made giant leaps forward, developing and launching the Himalayan 400cc adventure bike and the new 650cc Interceptor and Continental GT twins and investing in vastly increased production capacity. Until 2010, the firm made around 50,000 bikes per year. But five years later that figure was 50,000 per month. In FY 2019, the company sold an astounding 823,828 bikes. Enfield has made huge gains in market share and production capacity in just a few short years. Much of that is due to new models like the INT650. (Royal Enfield/)While Royal Enfield has now decided that the move to electric power is inevitable, the company is faced with a decision about how to position its future electric model. The firm’s recent success and growth comes in part from a focused approach; the company builds only affordable midsize bikes and has expressed no interest in spreading to other sectors. It’s an interesting contrast to the normal scattershot route to expansion that other bike manufacturers have applied. Enfield makes nothing smaller than 350cc and nothing bigger than 650cc, and while there’s a chance that the latest parallel twin models will eventually grow to 750cc, the firm has shown no interest in stretching its capacity range wider than that. Though Enfield currently has both feet firmly planted in the affordable midsize gas-powered segment, it has confirmed an electric is in the works. (Royal Enfield/)With that in mind, it’s likely the firm will target any future electric model in the same area, eschewing headline-grabbing power or range figures in favor of an appealing price-to-performance ratio and enough range to make it a viable machine for day-to-day use. Confirming the project, Royal Enfield CEO Vinod Dasari told Indian financial website Moneycontrol.com: “It is not about whether electric will come or not, but it’s a question of when. We did make some prototypes, we have looked at several segments, and we will be adding to the team in the near future.” Might be time for a new mission statement. “Built like a … battery? (Royal Enfield/)While a factory-made electric bike would be a Royal Enfield first, there have already been plenty of EV RE conversions in the past. The low cost of the Bullet 500 means it’s been popular as the basis of homespun electric bikes, and it’s also served as the platform for the pro-built Photon from British conversion company Electric Classic Cars (though that was a one-off). Will Royal Enfield go big with its electric or stay in its midsize wheelhouse? Time will tell. Source

Seems Suzuki’s long-running Recursion project is still in the works, but has taken on several different forms. (Suzuki Motor Corporation/)New models from Suzuki have been a rarity over the last few years, but a newly published patent shows that behind the scenes the firm is still working on the parallel-twin project it first hinted at with the Recursion concept nearly seven years ago. It’s been a long and convoluted development path for the twin, which began life as the SOHC, 588cc, turbocharged unit in the Recursion in 2013 before mutating into the 700cc, DOHC XE7 engine that was shown two years later, still packing a turbo but otherwise completely redesigned. Since then, there’s been a stony silence from Suzuki but a steady drip of patents to show the project remains underway. The last major redesign saw the SOHC turbocharged engine evolve into this DOHC 700cc XE7 (still with turbo). (Suzuki Motor Corporation/)Where’s The Boost? The latest patent from the company, filed in Japan last February but only published on August 20, 2020, is the first news we’ve seen on the Recursion project for a while, but reveals an interesting development—the turbocharger is gone. Every previous patent about the new design featured the exhaust-driven blower, largely because that’s what led to most of the patentable technology. The turbo impacted the engine’s packaging, its airbox design, its cooling, and its exhaust; after all, apart from the short-lived mid-1980s Japanese efforts, turbos have been largely ignored by bike designers. RELATED: Three New Motorcycles We Hope Husqvarna, Suzuki, And Yamaha Will Build The new Suzuki patent, however, shows the XE7 engine shorn of its turbo and intercooler, adopting a much simpler, normally aspirated layout instead. That doesn’t mean the turbo version has been killed; it’s just that the boosted version has needed much more development, leading to all the patents that have kept us informed of its progress. The chances are that a normally aspirated version of the engine has always been part of Suzuki’s plan, but the more conventional design means it simply hasn’t required additional patents. Newly obtained patents show the powerplant taking on a more basic, normally aspirated form. (Suzuki Motor Corporation/)So What’s New Here? In this instance, the patent relates simply to the layout and position of the catalytic converter, which is sited diagonally across the front face of the engine. The idea is that putting the cat at that angle locates it close to the exhaust ports to ensure it heats up quickly after the engine starts while also allowing it to be long and wide enough to be effective without sacrificing ground clearance like an under-engine design would. Related Video: 2020 Suzuki Katana Road Test Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The turbocharged version, which appeared in its own catalyst-related patents published last year, manages to use shorter header pipes leading straight into the turbo, with the catalyst fitted straight to the turbo’s exhaust and placed vertically down the front of the engine. Without the turbo, the exhaust header pipe lengths are more important to the engine’s performance and power delivery, needing to be longer than those used on the turbo version, hence the repositioned catalytic converter. Without a turbo, the normally aspirated engine has to accommodate longer header pipes and reposition the cat. (Suzuki Motor Corporation/)How Will The Non-Turbo XE7 Stack Up? With its roughly 700cc capacity and parallel-twin layout, the new Suzuki twin is likely to be a rival to the likes of Kawasaki’s Ninja 650 and Z650 models and Yamaha’s MT-07, with about 80 hp on tap. As such, the engine looks like a viable replacement for the ancient 650cc V-twin used in the SV650 and V-Strom 650. As well as having a cleaner, more modern design than the V-twin SV650 engine—which can trace its roots back more than 20 years—a parallel twin cuts down on the component count when compared to a V-twin design, with half the number of camshafts and a simpler cam drive system, to reduce manufacturing costs. It’s also easier to package in a bike, simplifying exhaust routing and eliminating longstanding V-twin problems like how to mount the rear shock away from the rear cylinder head and its exhaust heat. With Honda’s CB500 range, Kawasaki’s 650s, and Yamaha’s MT-07 and Ténéré 700 all enjoying the advantages of the parallel-twin layout for their midsize machines, Suzuki’s V-twin design has become an outlier. The firm is clearly looking to follow the same route as its rivals in the future. The new parallel twin under development could reduce manufacturing costs and replace Suzuki’s aging SV650 V-twin engine. (Suzuki Motor Corporation/)What About The Turbo Version? With patent activity still ongoing, the turbocharged version of Suzuki’s new parallel twin remains a live project even seven years on from the original Recursion concept bike’s debut at the Tokyo Motor Show. RELATED: Suzuki Recursion - First Look It’s hard to second-guess the power it might make, since it depends entirely on the levels of boost used, but it should be easy to make GSX-R600-matching power figures or even GSX-R750 levels of performance. Both those bikes are showing their age and have been dropped from many international markets due to emissions rules, so the development of the new parallel twin could be Suzuki’s route back into the sportbike market. Seven years on, there’s still hope of seeing the Recursion reach production, though not necessarily in this form. (Suzuki Motor Corporation /)What’s more, the torque boost of a turbo means the blown version of the XE7 engine could also act as a replacement for the 1,050cc V-twin of the V-Strom 1050, another ages-old engine with roots going back to the mid-‘90s TL1000S motor. That means that by creating a range of normally aspirated and turbocharged versions of the same parallel twin, Suzuki could spawn an engine that powers machines all through its model range, creating huge economies of scale by allowing seemingly disparate bikes to share large numbers of components. Source

While many riders and racers are faced with deciding between a 250F and 450 motocross bike, a middle ground between the two can be had from Husqvarna and KTM, the only two brands to offer 350cc four-stroke models. Dubbed as a machine that benefits from having the lightweight handling feel of a 250F while possessing a 450-rivaling power-to-weight ratio, the Husqvarna FC 350 is designed for riders who desire more overall power than a 250F, but don’t want or need the unmitigated horsepower and torque of a 450. Husqvarna and KTM’s 350cc four-strokes have become some of our favorite bikes in recent years, so we couldn’t wait to swing our leg over the 2021 version of Husqvarna’s middleweight MXer at Glen Helen Raceway in San Bernardino, California, for our first ride on the bike. Riding the 2021 Husqvarna FC 350 at Glen Helen Raceway in San Bernardino, California. (Mark Kariya/)Related: 2021 Husqvarna Motocross And Cross-Country Models First Look The FC 350 is Husqvarna’s middleweight four-stroke motocross bike. (Mark Kariya/)2021 Husqvarna FC 350 Engine The FC 350 comes with an optional ventilated airbox cover that has six slit-shaped perforations. Running it helps with overall throttle response and power. (Mark Kariya/)The FC 350 engine works well. It’s a fair compromise between Husqvarna’s 250cc four-stroke and 450cc engines. I would say it’s closer to a fast 250F than a slow 450. Even though it makes good torque, the engine likes to be revved like a 250F. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. I ran the engine in map 2. It has improved torque over map 1, which helped it recover in softer areas when I let the rpm fall and allowed me to carry third gear in some of the tighter corners. I didn’t notice any significant gaps in the gears and found the shifting to be easy. Second and third gears were usable in most of the flowing corners. The Magura clutch is smooth and consistent. I think a slightly firmer or more responsive feel at the lever might improve the performance of the clutch. 2021 Husqvarna FC 350 Suspension & Chassis/Handling With shorter fork cartridges and outer tubes along with a revised shock linkage, the 2021 FC 350 is 10mm lower than the prior year model. The claimed seat height is 37 inches. (Mark Kariya/)Overall, I was really impressed with the changes to the chassis. The suspension is still quite soft for me, but earlier in the day, with a smooth track or the presence of some small bumps on the faster track conditions, the FC 350 handled well. The relatively smaller-displacement engine and the bike being lower to the ground made it feel significantly smaller than the FC 450. However, the rider triangle remained very comfortable because the chassis is lower—not the seat. The FC 350’s suspension setup might be too soft for faster-level riders in race trim, but there is plenty of room for adjustment with the clickers and fork air pressure. (Mark Kariya/)My suspension changes were mainly to make the bike stiffer. For the fork, I increased the air pressure to 10.9 bar (10.6 bar stock), set the compression clicker at 6 (12 stock), and left the rebound at 12 (stock). For the shock, I went with the low-speed compression at 8 (12 stock), the high-speed compression at 1-3/4 (2 turns stock), and left the rebound at 12 (stock). Compared to the prior year model, the 2021 Husqvarna’s lower chassis and revised suspension settings work more cohesively. (Mark Kariya/)The new chassis settings are a major improvement on this bike. The combination of the 10mm-lower chassis and softer suspension make it much easier to corner. The brakes were as expected—firm but still progressive. The 220mm rear rotor is smaller in comparison to the Japanese bikes, which makes it easier to modulate. 2021 Husqvarna FC 350 Overall Impression A super-fun, confidence-inspiring powerband is one of the many aspects we like about the FC 350. One of our minor gripes about the bike is that it has a long throttle pull, even with the optional black throttle cam installed. (Mark Kariya/)The FC 350 was a lot of fun to ride—quite possibly the most fun Husqvarna I have ridden to date. Husky did a great job with the updates to this bike for 2021 and I can’t wait to spend more time on it and other Husqvarna models in the near future. The 2021 FC 350 is quite possibly the most fun Husqvarna we have ridden to date. (Mark Kariya/)Gearbox Helmet: Bell Moto-9 Flex Goggle: Viral Brand Factory Series Jersey: FXR Racing Podium MX Gloves: FXR Racing Slip-On Lite Pants: FXR Racing Podium MX Boots: Sidi Crossfire 3 SRS 2021 Husqvarna FC 350 Tech Spec PRICE $10,099 ENGINE 350cc, DOHC, liquid-cooled, single-cylinder four-stroke TRANSMISSION/FINAL DRIVE 5-speed/chain FRAME Steel central double-cradle FRONT SUSPENSION WP Xact 48mm fork adjustable for air pressure, compression damping, and rebound damping; 11.8-in. travel REAR SUSPENSION WP Xact shock adjustable for spring preload, high-/low-speed compression damping, and rebound damping; 11.8-in. travel FRONT BRAKE Brembo 2-piston caliper, 260mm disc REAR BRAKE Brembo 1-piston caliper, 220mm disc WHEELBASE 58.5 in. SEAT HEIGHT 37.0 in. FUEL CAPACITY 1.9 gal. CLAIMED WEIGHT 221 lb. (w/ all fluids except fuel) AVAILABLE Now CONTACT [husqvarna-motorcycles.com](http://www.husqvarna-motorcycles.com) Source

2019 Ducati Hypermotard 950 with Termignoni full system. (Seth Richards /)Motorcyclists sometimes treat exhaust systems and other aftermarket accessories as if they were more like expensive jewelry than performance parts. Like many of us, I’ve been known to fall under the spell of carbon fiber, titanium, and billet aluminum—not to mention a sweet-sounding exhaust note. But if you want to know the value of hardware, spend some time with your mechanic. Earlier this summer, I called my mechanic Steve Saucier to discuss options for improving throttle response and drivability on my 2019 Ducati Hypermotard 950. I met Steve back when he owned European Cycle Services in Middletown, New York, an independent shop with a reputation for being one of the best garages on the East Coast for race prepping, restoring, and working on Ducatis. Several years back, Steve merged his shop with Hudson Valley Motorcycles (HVMC) in Ossining, New York, where he’s currently the service manager. Termignoni close-up. (Seth Richards /)HVMC’s been around since 1966 when Richard Alexander Sr. opened it down the street from its current location. Today, it’s a Ducati, Kawasaki, Suzuki, and Energica dealer and is still owned and operated by the Alexander family. If you’re a race fan, you might recognize the name. Richie was the 1998 AMA 750 Supersport champion and his nephew Corey currently races in the MotoAmerica Stock1000 and Superbike classes on an HVMC/Iconic Motorbikes-sponsored Kawasaki prepped by Graves Motorsports. The astute Egan-ite will at once recognize that HVMC meets two of the esteemed author’s criteria for dealership excellence (“Dealers,” October 1991): 1) it supports and is deeply involved in racing (on a high level at that), and 2) sells at least one line of non-Japanese motorcycle. The only aspect where it falls short on Egan’s rubric is its lack of free coffee. Fortunately, there’s an excellent diner next door. Termignoni exhaust unboxed. (Seth Richards /)After talking with Steve and my friend Alex at Ducati, I settled on installing a Termignoni full system from Ducati’s performance catalog ($3,009). Its titanium-sleeved can, carbon fiber end caps, and stainless steel pipes look great, but most importantly, the system includes a dedicated ECU map. It also ditches the catalytic converter and exhaust valve, which turns my Hyper into a track-only bike. That should encourage me to get to the track more often. Purchase also includes a two-year warranty. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The shop’s been slammed lately, but Steve did me a huge favor, coming in on his day off to get the exhaust installed. While he was working, I poked around the garage. Like many motorcycle shops, there’s the typical mix of sacred metal and corroding junk. The obviously sacred: a 0-mile 1199 Panigale R, still shrouded in its packing material; a 1979 900 Super Sport, deep into a restoration; and a clean ’90s 900 Supersport. Ducati 900 Supersport. Classic. (Seth Richards /)Each of these bikes has its associated historical drama, its own cast of legendary characters. The 900 Super Sport has Ing. Taglioni and a thread connecting it to Paul Smart and the Imola bike. The later Supersport variant has Miguel Galluzzi and the whole Cagiva era that saw Ducati hit its stride on the world stage. The Panigale R has its own legacy simply because it’s a homologation-spec superbike. The enthusiast can’t fail to see the links between all of these bikes, particularly as the eye wanders from the variously shared Brembo, Marchesini, Marzocchi, and Termignoni logos pasted on their respective parts. But for the enthusiast, what most would consider junk—a pile of bent trellis frames, a dented three-spoke Marchesini wheel—can also be endowed with significance by proxy, without regard for their usefulness. Discarded trellis frames sitting in the sun. (Seth Richards /)There’s a danger in considering an object for what it can be made to mean, rather than valuing it purely for what it is. We can’t help but be let down for wanting it to mean more than it can. While seeing history in a motorcycle model is more an intellectual pursuit than anything else, there’s always the enthusiast’s temptation to fetishize three-dimensional parts. In contrast to my reverential prostrations, Steve, having worked on motorcycles for decades, is in no way moved by sparkly bits or otherwise significant motorcycles. Considering the motorcycle in its own right, and letting history get out of its own way, is the best antidote. So to properly appreciate an exhaust system is to simply let it be an exhaust system. Back to the Hyper. Steve dyno’d my bike with both exhaust configurations, and peak power and torque figures are virtually unchanged. It’s a testament to the effort of the Ducati engineers who were able to achieve roughly equivalent peak performance numbers from the stock exhaust/ECU map and the competition-only setup—the latter of which isn’t required to comply with current emissions standards. That our dyno runs didn’t reveal the 3-percent improvement in peak horsepower or the 2-percent boost in peak torque that Ducati claims is a nonissue for me. I was never after more power. I was in search of improved throttle response. The before-after dyno chart shows that the Termignoni system smooths out the dip in horsepower around 4,750 rpm, but doesn’t increase power along the curve. However, the graph shows that it does improve torque everywhere. For what it’s worth, Ducati insists that with its dyno, peak power output is increased. (Seth Richards/)In stock trim, the throttle felt—there’s no other way to put it—electronic. It is, of course, a ride-by-wire throttle, but that’s not what I’m getting at. There was a remoteness and artificiality to throttle feel that took my mind off the road. It was a little snatchy below 4,000 rpm, and rolling off the throttle at any rpm was too abrupt. With the new exhaust, I can lug the engine and it pulls much more cleanly from low rpm. Throttle delivery is smooth, controlled, and more neutral, though still characterized by a sprightliness derived from relatively lightweight internals (crankshaft, etc.). With the included ECU flash, the dash displays “Racing Evo” to let you know you’re running the correct map. (Seth Richards /)Ducati claims the exhaust weighs 8.5 pounds less than the stock setup, which, unfortunately, we’ll have to take its word on. Like many of us, I’ve been stuck at home, and I haven’t had an accurate means by which to get the weight on both setups. My apologies. I should note, however, that in general it’s very difficult to discern any change in handling resulting from the loss of a few pounds, unless that weight has come off something with a large gyroscopic effect, like wheels. Anyway, as Steve said, “Now it sounds like a Ducati.” He’s right. It doesn’t sound like a twin-cylinder Ducati superbike; there’s something, well, motard-y about it. Like a single on steroids. It’s more shouty than a slow-revving desmoquattro, for instance, and less metallic-ly snarly than the Panigale’s superquadro (which has chain-, rather than belt-driven, cams). I’ve ridden it with and without the decibel killer and have settled on keeping it inserted for the sake of my eardrums (even with earplugs in). The exhaust changes the resonant properties of the bike too, so now I can feel the engine through the seat in all its robustness. Exhaust installation. (Seth Richards /)Ducati and Termignoni worked in tandem to make the Hypermotard’s design work equally well with both the stock twin undertail exhausts and the single high-slung Termi system. The stock number plate-like panels out back are 86′d with the Termi in place, which shows off the shapely subframe, and the different pipe routing exposes the inside of the single-sided swingarm between the rear wheel and the swingarm pivot. New exhaust routing exposes the swingarm. (Seth Richards /)The way the stock system routed the headers behind the right footpeg, reminiscent of my 996, looked good but the Termi system enhances the physical sparseness of the bike. Photographs don’t really do it justice. The quality of the titanium canister and the precision of the welds on the exhaust pipes showcase the craftsmanship you’d expect from Termignoni. But here I am segueing into hardware lust again. Carbon fiber details. (Seth Richards /)A motorcycle’s appeal is often based on a subjective preference or feeling, an attraction to a particular exhaust note, an association with a legendary racer, or just the basic draw of the motorcycle as a whole. But hanging out with Steve for the day reminded me that a motorcycle is, objectively, only as good as its performance. Function trumps form. A mechanic who’s intimately familiar with the inner workings of the machine is far less tempted to rhapsodize about some oblique value that captivates a hack with a keyboard. Ultimately, the Hypermotard 950′s Termignoni full system cleans up throttle response, sounds bigger, changes up the bike’s style, and weighs less than the stock setup. So, what that means—or rather, what it is—is a good exhaust system. Source

Kevin Cameron’s TD1-B 250 roadracer project presents welcome challenges—like getting proper function from old carburetors. (Cycle World Archives /)One step in the assembly of my 1965 Yamaha TD1-B 250 roadracer is to find acceptable carburetion among the 10 used carbs and two and a half sets of remote floats that the original owner had accumulated. Not one single carb body would allow easy throttle return. Eight of the 10 had distorted mounting flanges (where an insulating fiber spacer is sandwiched between carb and cylinder). Two of the brass slides still bore most of their original “wear-preventing” chrome plating. Many a born-again motorcyclist has rolled out a much-beloved Norton Commando, BSA Rocket, or Triumph Bonneville, cleaned the tank and fuel system, performed a basic tune-up, and then been rewarded with a lumpy idle that changes from minute to minute—often with stalling thrown in as a special test. Closer study often reveals that idle would be perfect and steady if a disembodied thumb could be found that would constantly press the throttle slide against the downstream side of its bore (as opposed to randomly rattling backward and forward with every intake pulsation). When I first laid eyes on early Mikuni VM carburetors in 1968–‘69 I noticed that their metering needles and throttle slides were aluminum, their surfaces hardened by anodizing (which converts the metal surface into the hard ceramic aluminum oxide). But I didn’t realize the importance of those features; they would not wear out. When I rode a few novice races on a TD1 in 1967, I became aware of the problems of carb mounting. Each of the two 27mm lead-zinc alloy carbs mounted on a pair of 8mm studs. This became an approach conflict: I wanted to tighten the nuts to prevent intake leakage (air leaks can be death on two-strokes), but if I tightened them too much, throttle slide return became iffy. There I was, approaching turn 3, when suddenly… Mikuni engineers were well aware of this, and of the problem of engine vibration causing float bowls to froth and overflow, so they pretty much gave up the ideas of separate float bowls and flange mounting on studs. In their place they mounted a rubber-covered steel flange to the cylinder, with a short projecting cuff of flexible rubber into which you popped the carb’s circular spigot. The VM’s float chamber was concentric with its main system, an integral part of the carb body. A narrow flat steel band and pinch-screw clamped the rubber cuff against the carb, preventing leakage, and a groove in the carb’s spigot engaged a narrow rib inside the cuff, preventing backfires from blowing the carb off the engine. Although I didn’t appreciate it then, this form of mounting also separated the carb body from the large forces of the flange mounting, absolutely eliminating that as a source of carb body distortion. For some classic carbs there are machine shops that provide a re-sleeving service. They fixture the carb body on the miller bed and then oversize the throttle slide bore to accept a steel sleeve that restores roundness and reliable slide return. That allows you to begin the distortion process all over again, but for an unspecified period you may indeed enjoy both a stable idle (resulting from reduced slide leakage) and confidence-boosting throttle slide return. Out you roll on your classic machine with its proper classic carbs. Reminds me of poet Ogden Nash’s advice on woolen socks: “Wear them once as they’re shrinking by.” Enjoying a stable idle and proper slide return on an old TD1-B is short lived, but a worthy endeavor for some. (Cycle World Archives/)At present, the aesthetics of this matter have caused at least one maker of modern bikes to style its fuel-injection throttle bodies to look vaguely like 1960s carburetors. Kind of like making a transistor radio with dimly glowing red filaments inside to remind you of vacuum tubes. Many a classic bike enthusiast, deciding that it’s the experience of riding the classic that stirs their emotions, rather than the 100-point correctness of its every part, will install one of the many Mikuni conversion kits available—some of which convert fussy twin-carb installations to the more pleasant T110-style single carb. Starts, runs, idles. Doesn’t leak. Satisfaction. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. I know that many present-day owners of bikes like mine have installed proper electronic ignitions and Mikuni VM carbs, but mine is not a silk purse project. I want to sit with my Okuda Koki meter and piston-motion dial gage to set the magneto’s points gaps and timing. I want to see if I can make these terrible original carbs carburate. If I wanted to update, why not also see about having some water-cooled cylinders and heads cast? I could also do away with the crankshaft-mounted clutch by installing a TD1-C crank, longer gearbox input shaft, and full-sized clutch. And so onward to the present day, improving everything until no part of the original bike or experience remains. I’ve honed the distorted throttle slide bores until the slides return nicely. I’ve made the carb mounting flanges flat again. Next comes assembly of carbs and float bowls, leak test, and installation on the bike. Maybe it will be not only terrible but embarrassing, with fuel dribbling out to wash the upper surface of the gearbox clean. Maybe I’ll push the thing, trying various throttle openings, ooo-wahhh-ooo, hoping for a pop that never comes. I have the pleasure of anticipation, of not knowing. Source

Kevin Cameron’s TD1-B 250 roadracer project presents welcome challenges—like getting proper function from old carburetors. (Cycle World Archives /)One step in the assembly of my 1965 Yamaha TD1-B 250 roadracer is to find acceptable carburetion among the 10 used carbs and two and a half sets of remote floats that the original owner had accumulated. Not one single carb body would allow easy throttle return. Eight of the 10 had distorted mounting flanges (where an insulating fiber spacer is sandwiched between carb and cylinder). Two of the brass slides still bore most of their original “wear-preventing” chrome plating. Many a born-again motorcyclist has rolled out a much-beloved Norton Commando, BSA Rocket, or Triumph Bonneville, cleaned the tank and fuel system, performed a basic tune-up, and then been rewarded with a lumpy idle that changes from minute to minute—often with stalling thrown in as a special test. Closer study often reveals that idle would be perfect and steady if a disembodied thumb could be found that would constantly press the throttle slide against the downstream side of its bore (as opposed to randomly rattling backward and forward with every intake pulsation). When I first laid eyes on early Mikuni VM carburetors in 1968–‘69 I noticed that their metering needles and throttle slides were aluminum, their surfaces hardened by anodizing (which converts the metal surface into the hard ceramic aluminum oxide). But I didn’t realize the importance of those features; they would not wear out. When I rode a few novice races on a TD1 in 1967, I became aware of the problems of carb mounting. Each of the two 27mm lead-zinc alloy carbs mounted on a pair of 8mm studs. This became an approach conflict: I wanted to tighten the nuts to prevent intake leakage (air leaks can be death on two-strokes), but if I tightened them too much, throttle slide return became iffy. There I was, approaching turn 3, when suddenly… Mikuni engineers were well aware of this, and of the problem of engine vibration causing float bowls to froth and overflow, so they pretty much gave up the ideas of separate float bowls and flange mounting on studs. In their place they mounted a rubber-covered steel flange to the cylinder, with a short projecting cuff of flexible rubber into which you popped the carb’s circular spigot. The VM’s float chamber was concentric with its main system, an integral part of the carb body. A narrow flat steel band and pinch-screw clamped the rubber cuff against the carb, preventing leakage, and a groove in the carb’s spigot engaged a narrow rib inside the cuff, preventing backfires from blowing the carb off the engine. Although I didn’t appreciate it then, this form of mounting also separated the carb body from the large forces of the flange mounting, absolutely eliminating that as a source of carb body distortion. For some classic carbs there are machine shops that provide a re-sleeving service. They fixture the carb body on the miller bed and then oversize the throttle slide bore to accept a steel sleeve that restores roundness and reliable slide return. That allows you to begin the distortion process all over again, but for an unspecified period you may indeed enjoy both a stable idle (resulting from reduced slide leakage) and confidence-boosting throttle slide return. Out you roll on your classic machine with its proper classic carbs. Reminds me of poet Ogden Nash’s advice on woolen socks: “Wear them once as they’re shrinking by.” Enjoying a stable idle and proper slide return on an old TD1-B is short lived, but a worthy endeavor for some. (Cycle World Archives/)At present, the aesthetics of this matter have caused at least one maker of modern bikes to style its fuel-injection throttle bodies to look vaguely like 1960s carburetors. Kind of like making a transistor radio with dimly glowing red filaments inside to remind you of vacuum tubes. Many a classic bike enthusiast, deciding that it’s the experience of riding the classic that stirs their emotions, rather than the 100-point correctness of its every part, will install one of the many Mikuni conversion kits available—some of which convert fussy twin-carb installations to the more pleasant T110-style single carb. Starts, runs, idles. Doesn’t leak. Satisfaction. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. I know that many present-day owners of bikes like mine have installed proper electronic ignitions and Mikuni VM carbs, but mine is not a silk purse project. I want to sit with my Okuda Koki meter and piston-motion dial gage to set the magneto’s points gaps and timing. I want to see if I can make these terrible original carbs carburate. If I wanted to update, why not also see about having some water-cooled cylinders and heads cast? I could also do away with the crankshaft-mounted clutch by installing a TD1-C crank, longer gearbox input shaft, and full-sized clutch. And so onward to the present day, improving everything until no part of the original bike or experience remains. I’ve honed the distorted throttle slide bores until the slides return nicely. I’ve made the carb mounting flanges flat again. Next comes assembly of carbs and float bowls, leak test, and installation on the bike. Maybe it will be not only terrible but embarrassing, with fuel dribbling out to wash the upper surface of the gearbox clean. Maybe I’ll push the thing, trying various throttle openings, ooo-wahhh-ooo, hoping for a pop that never comes. I have the pleasure of anticipation, of not knowing. Source

The ever-shifting sands of the motorcycle market are hinting that low-cost middleweight all-rounders could be the next big growth area, and if that’s the case, then Triumph might be set to cash in with the new Trident. It may look bleached out, but under that white paint, Triumph’s new middleweight Trident “prototype” seems production-ready. (Triumph Motorcycles/)Previewed as a “design prototype” that’s really not much less than a production-ready bike sprayed white to give the illusion that it’s a styling model, the newest Trident revives a famous name and marks Triumph’s entry into the affordable mass-market segment. Having proved that it can make bikes to rival the best that Europe, Japan, and America can offer in the streetfighter, adventure bike, retro, and cruiser fields, the British firm is setting its sights on models like the Kawasaki Z650, Honda CB650R, Yamaha MT-07, and Suzuki SV650. No specs have yet been given, but all indications are that the new Trident is squarely focused on the affordable naked middleweight segment. (Triumph Motorcycles/)What’s The Trident About? Despite showing the bike to the press, Triumph is remaining coy when it comes to specific details of the Trident. It’s the culmination of four years’ work, with engineering done at the firm’s Hinckley headquarters and a dash of Italian styling courtesy of Rodolfo Frascoli. While the company hasn’t revealed much about the bike itself, it’s clear that the engine is based on the firm’s smaller three-cylinder mill, as used in the Street Triple. The company won’t confirm its capacity, but the engine’s components look like they’re borrowed from the original 675cc version of the motor rather than the current Street Triple’s revised 765cc unit or the even bigger 900cc derivative that’s now in the Tiger. Displacement hasn’t been confirmed, but the new bike’s engine looks to be based on the triple-cylinder powerplant used in the Street Triple. (Triumph Motorcycles/)In fact, there’s a strong chance the Trident could use the little-known 660cc version of the engine. Originally developed for the Australian market to suit the country’s LAMS (Learner Approved Motorcycles Scheme) rules, which limit new license holders to no more than 660cc, it featured the 74mm bore of the 675cc original but added a short-throw crankshaft for a 51.1mm stroke instead of 52.3mm. A second-gen 660 is offered in Europe, simply called the Street Triple S, using a 76mm bore and 48.5mm stroke. However, it has the updated engine castings of the 765cc Street Triple rather than the older design seen on the Trident prototype, suggesting the new bike might use the original, longer-stroke version of the 660 engine. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. In terms of performance, Triumph is sure to be aiming for a peak power of no more than 94 hp. Under convoluted European motorcycle rules, riders who’ve recently gained their licenses are limited to no more than 47 hp but can ride restricted machines provided the model they’re based on don’t make more than twice that. Hence 94 hp has become something of a magic number for any bike aiming to grab a big slice of the novice rider market. With a pillion portion reaching almost to the taillight, the new bike borrows elements from the ’07 Street Triple, though the retro tank shape is a clear nod to the firm’s past. (Triumph Motorcycles/)Design And Styling The Trident’s styling seems aimed to split the difference between the firm’s two most successful models—the retro Bonneville and the Street Triple. The tail, with the pillion seat extending all the way to the rear light, is reminiscent of the original 2007 Street Triple, but the tank speaks more of Triumph’s 1960s heyday, with a rounded top and deeply scalloped sides. A single, circular headlight is another throwback, but the bike stops short of being overtly retro, with 21st-century proportions coming courtesy of the 17-inch wheels, short tail unit, belly-mounted exhaust, and forward-focused mass. The round solo headlight shape is also a retro touch, but no doubt there are modern elements within. (Triumph Motorcycles/)Steve Sargent, Triumph’s chief product officer, said: “The Trident design prototype marks the beginning of an exciting new chapter for Triumph, where the brief was all about fun, from the look to the ride. With its pure minimalist form, clean lines, Triumph design DNA and more than a hint of our Speed Triple’s muscular poise, this gives the first exciting glimpse at the full Trident story to come. Ultimately our aim was to bring a new take on character and style, alongside the accessible easy handling and quality Triumph is known for—at a price that’s really competitive.” Triumph aims to keep price low by using an all-new steel tube frame that’s easy to mass-produce. The swingarm here is aluminum however. (Triumph Motorcycles /)Steel Frame An all-new frame is clearly one of the keys to both the Trident’s simplicity and its intended low price. Made of steel tubes, it’s clearly meant to be cheap to mass-produce. While the white paint on the prototype hides it, the swingarm pivot section, which has the look of an alloy casting, seems actually to be a plastic cover over steel underpinnings. The swingarm really is aluminum, while the front suspension, the brakes, and the wheels all appear to be straight from the entry-level Street Triple S. That means you get a nonadjustable Showa 41mm fork ending with Nissin two-pot calipers gripping 310mm discs. The 17-inch wheels, front suspension, and brakes all look cribbed from the entry-level Street Triple S. That’s not a bad thing. (Triumph Motorcycles/)Why The Middle Class Matters It’s hard to take much from 2020′s motorcycle sales so far thanks to the effects of lockdowns and factory closures, but many manufacturers are reporting a boom in sales of cheap, 650cc-class bikes. In the UK, the Royal Enfield Interceptor 650 has become a best seller, while bikes like the Ninja 650, Vulcan 650, and Yamaha Tracer 700 are also showing huge sales growth. That’s in part because lockdowns prevented the normal early season trade-ins—with many existing motorcyclists holding on to their bikes for an extra year and starving dealers of second-hand stock. Simultaneously, commuters keen to get away from crowded public transport during the pandemic are being tempted by motorcycles—especially lapsed motorcyclists who already hold the required license. Low-cost, midrange all-rounders seem to be coming out strongly as a result. RELATED: BEST MIDDLEWEIGHT STREETBIKE: Triumph Street Triple R With the financial aftershocks of the pandemic sure to rumble on for years to come, the demand for value-for-money bikes isn’t likely to end anytime soon. Just how cheap can Triumph make the Trident? There’s no official word on the price, but it will be cheaper than the firm’s existing triples. At the moment, the cheapest S model of the Street Triple—not sold in the US—costs 8,100 pounds in the UK including taxes (equivalent to $10,600), while a Kawasaki Z650 sells for 6,649 pounds ($8,700) and a Honda CB650R is 7,199 pounds ($9,450). The Trident will be aimed at those machines, which means it will have to undercut the Street Triple S by around 1,000 pounds ($1,300). The overall proportions hint at an accessible, upright riding position and a slimmed-down stance. (Triumph Motorcycles/)Trident—What’s In A Name? Triumph has been slavishly renewing its trademark rights to the “Trident” name for years while waiting for the right model to use it on. The original came in 1968, debuting Triumph’s first three-cylinder engine alongside the BSA Rocket 3 (a badge-engineered version of the same bike), but died by 1975 as Triumph fell into financial trouble. Triumph has been looking for the right model to use the Trident name again for a while now. This one looks like it’s ready for prime time. (Triumph Motorcycles/) Word on the street is that the new Trident will be launched in spring of 2021. (Triumph Motorcycles/)John Bloor’s reborn Triumph brought the Trident name back in 1990, initially on a 750 triple. It grew to 900cc in 1991 and remained in the range until 1998. Since then there have been plenty of rumors but no new Trident—although the name was earmarked for use as a sub-brand of Triumph-made, side-by-side four-wheelers that very nearly reached production under the Trident Powersports name in 2014, only for the entire project to be dropped just months before its planned launch. Source

Miguel Oliveira overtook Jack Miller and Pol Espargaró as the two went wide on the final corner, giving himself and Tech3 KTM a first-ever MotoGP win. (Tech3 KTM/)In a race red-flagged and restarted after Maverick Viñales jumped off his brakeless Yamaha at 135 mph, the outcome looked like a straight duel between Jack Miller on Ducati and pole-sitter Pol Espargaró on the now-very-fast KTM. But that failed to consider the readiness of third-place rider Miguel Oliveira (on Tech3 KTM) to exploit any mistake by the lead pair. When they went wide on the final lap, he darted through to win—his first win in MotoGP. Fortunately Viñales slid to a stop uninjured but his bike burned in the Airfence. In the first start it had looked like success for Suzuki’s Joan Mir, who had fought clear and had the pace to win. But on lap 17, as Viñales approached turn 1, his brakes gave him the same non-choice that faced Eddie Lawson when one caliper’s brake pads fell out at the Laguna Seca USGP in 1990: Either instantly jump off, converting his leathers into a giant brake shoe, or go into the barrier with the bike. Viñales jumped. By rule, the race was stopped because a crash barrier had been damaged. “I started to lose front brake pressure. I was trying, trying. I went wide one time.” To rest the brakes, “I made three very slow laps, then I pushed again. “I think the parts go away on the brakes. I understood very well that the brake was broken or something, so I decided to jump.” Alex Márquez said, “Then suddenly when we arrived in the first corner I saw like some small black parts going out from his bike.” This brake problem is not new. Valentino Rossi said, “In these last two weekends we were on the limit with the brakes, especially with the Yamaha.” Yamaha continues to struggle with brake issues—a serious issue at Spielberg as the track has several areas that require hard braking, especially for the Yamahas as they must make up ground on corner entry. (MotoGP/)Fabio Quartararo, Rossi’s teammate, said, “The brakes? I felt the lever getting soft. “In braking I went long twice, once because of me and once because of the brakes.” After brake problems at Jerez, most of the Yamaha riders switched to the 2020 “evo” finned Monoblock aluminum caliper (it is said to operate cooler and contain less fluid than the previous design), but when Viñales didn’t get the feel he wanted from the new equipment, it was decided to stay with the previous calipers. Yamaha team manager Massimo Meregalli added, “Probably because he was behind other riders he couldn’t cool down the system, and after the fifth lap he felt something but tried to manage.” “This track is very severe with the brakes,” Rossi also said. “Everybody suffers. If you see, everybody has big air ducts on the brakes (carbon fiber air scoops are visible in photos), also the other manufacturers.” He further explained “…Yamaha suffers more also because we try to gain (back) in braking what we lose in the straight, because our bike is slow but it’s good in braking, so we try to brake very hard.” This is just what Honda’s engine weakness of a couple of seasons ago forced Marc Márquez to do—brake very late and hard in an effort to compensate. Most riders are now using the 340mm-diameter Brembo carbon front discs, supplied in standard and heavy weights. Save for Ben Spies’ big Motegi brake problem in 2012 and some problems at Phillip Island, brakes have not been much in the news. That has clearly changed. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Despite claims that Yamaha’s early season engine warnings (red means stop) have been fully corrected, the riders seem to have a different opinion, and there are rumors of problems with the valve operating finger followers or with a need to more frequently recharge the on-board bottle supplying the pneumatic spring valve train. Mum’s the word, but now we see the riders working the brakes very hard to compensate for lack of straightaway performance. Where was Mir in the second race, after leading the first? “I felt great all weekend and in the first race I felt I could win for sure. But in the restart I had to go out on the used tire.” He didn’t have another left, so it was very hard to hold off the other riders. Miller, on the other hand, had new softs to mount front and rear. It all comes down to what is left in each rider’s tire allocation after practice and qualifying. Andrea Dovizioso won last Sunday’s race on this track where Ducati has had so many successes, so where was he today? Finishing fifth and only three points behind series leader Quartararo, he said, “…Today I started the race thinking I was very fast and I found myself running slower than most of the riders.” Trying to understand the mysterious nature of Michelin’s 2020 rear tire, Dovi said, “The first point is that the new tire is causing problems for everyone. We had already complained about it in the winter. Now the others are doing it too. “It is not normal for such different things to happen in two consecutive races on the same track.” Andrea Dovizioso went from a win last weekend on the very same track to running fifth this week. Dovi cites tires as the number one reason for inconsistent finishes. (MotoGP/)As so often, Dovi provided information useful in understanding other developments. “The Suzuki is so good in the middle of the corner,” he said, “and they have become better at braking, so now they are very similar to us on the brakes. Their acceleration is not as good as ours but they can exit (from corners) with more speed, and when you exit with more speed you don’t have to use the rear tire so much, because you don’t have to pick up the bike and use maximum throttle because you’ve made the speed (already) in the middle of the corner, so you use the tire a bit less, which is why Mir and Álex Rins are so good at the end of races.” The Ducatis, he noted, accelerate fast but catching up to the Suzuki head start doesn’t happen until mid-straight. “They can be fast and more consistent than anybody.” There is another reason for Yamahas to have heat problems with their equipment (brakes, tires, engine) and that is their now-urgent need to draft faster bikes when possible. That forces them to operate much of the time in the shimmering mass of hot air that streams behind these very powerful bikes. From the especially hot races at Jerez and Brno we remember riders saying they suffered greatly from the heat of bikes ahead. And for some time—not just in this season—riders have observed front tire pressure rising to performance-sapping level during drafting. Yamaha has a long policy of building engines more for range than for top speed, but the riders no longer find this an advantage. Also, it is harder to make high-rpm power from an inline-four than from a V-4 because of what I shall call “Ishikawa’s Law.” That is because their extra length makes them vulnerable to serious torsional vibration. V-4 cranks derive greater stiffness and stability from their shorter length. Crankshaft torsional oscillations are transmitted to the camshafts, whose resulting unsmooth rotation makes accurate valve control more difficult. Special measures can deal with this but they add weight and require thorough development. For years it was Honda versus Yamaha, but first Ducati, then Suzuki, and now KTM raised their game, pushing Yamaha riders down the finish orders. Time for change? KTM now has two wins in the last three races with its V-4 RC16. (MotoGP/)I am tempted to speculate that the heat of close drafting may be a contributing cause of the now-you-see-it, now-you-don’t problems with rear tires. Dorna has worked very hard to achieve the present level of machine and rider parity in MotoGP. It educates riders through national series and then via Moto3 and Moto2, to arrive in MotoGP fully familiar with all the tracks and as battle-hardened veterans. And by providing, through the supply of factory bikes of previous years to satellite teams, that every one of these well-schooled riders is aboard a fully engineered racebike. Here is the list of how many riders were lapping within a second of the top man in this weekend’s practice: FP1 20FP2 14FP3 19FP4 18That’s close. Many of the riders have remarked on this unusually competitive field. No doubt multiplying Dorna’s efforts, the running of this second race on the Spielberg circuit a week later gave every team the opportunity to further refine its setup and correct previous mistakes. What is the result of very close competition? Sanctioning bodies seek it for commercial reasons—it makes racing exciting. But a downside is that drafting groups form, from which only an exceptionally powerful bike can escape. We saw this at Daytona in the 600 Supersport class years ago. If you are tail-end Charlie in a group of five MotoGP bikes, you are on the receiving end of roughly one thousand “heat horsepower”—a plume from exhaust pipes and heat exchangers representing the output of a thousand kitchen toasters. The coolest place to be is up front, making it doubly important to get away at the start in the lead group. No telling what all that heat will do to you and your equipment if you are trapped downfield, fighting through a close mass of bikes. One thousand kitchen toasters’ worth of heat can wreak havoc on MotoGP machines in the draft. (MotoGP/)In practice and qualifying, bikes are typically not in tight drafting groups, so tires might operate more normally then. But once the race starts (and poor Viñales once again discovers that the same setup that produced hot laps in practice can act diabolically otherwise in close competition) situations arise in which certain bikes begin to suffer from heat-related tire problems. The above is pure speculation on my part, but it seems to fit many of the facts. We know that close drafting can send front tire, brake, and rider temperatures into the red, and we know that tire behavior in this series is often mysteriously different between practice and race. Now the riders and teams get two weeks off before Misano. Source

British-made scramblers are becoming something of a theme in this year’s delayed crop of Hollywood blockbusters. Not only is James Bond set to appear on a Triumph Scrambler 1200 in the forthcoming No Time to Die film, but niche brand CCM Motorcycles has secured a starring role in Marvel’s upcoming Black Widow. A Spitfire-based scrambler will appear in the upcoming Marvel movie, but CCM is also making this limited-edition version available to the public. (CCM Motorcycles/)Both movies should have hit theaters months ago but have been postponed due to the pandemic, with the result that the limited-edition production bikes celebrating their silver screen siblings have been ahead of their openings rather than after them. Triumph’s Scrambler 1200 Bond Edition was unveiled back in May, and now CCM has released the Blackout to mark its Black Widow appearance. The Blackout is a higher-spec derivative of the movie bike, featuring an adjustable upside-down fork, hand-welded and powdercoated frame, and lots of carbon fiber. (CCM Motorcycles/)It turns out that the limited-edition, hand-built CCM Spitfire Scrambler caught the eye of Marvel’s producers, leading to the call to supply a Spitfire to undergo tests for the Black Widow stunt team. The firm says the standard bike was more than capable of standing up to the beating it met at the stunt riders’ hands—eliminating the need for the dressed-up dirt bike doubles that Hollywood usually resorts to when the going gets tough. CCM’s Spitfire Scrambler came out more than two years ago (and sold out quickly), but you can see the similarities between it and the Blackout. (CCM Motorcycles/)The successful audition led to CCM supplying six bikes to the moviemakers, and preview stills have already emerged showing Scarlett Johansson’s title character aboard a tatty-looking Spitfire. It’s a grittier look than the futuristic preproduction Harley-Davidson LiveWire that the character rode in Avengers: Age of Ultron, and as a result the limited-production spin-off isn’t a part-for-part clone. Instead CCM has built a high-spec Spitfire derivative, labeled Blackout, to mark its appearance in the movie. Powering the lightweight machine is a Husky TE 630-based single-cylinder engine stuffed into a T45 steel trellis frame. (CCM Motorcycles/)The Spitfire—named after the use of the same T45 steel in the frame that was used during the production of the WWII fighter plane of the same name—is the basis of the Blackout, which gains a blacked-out look to match its title. The frame is powdercoated in metallic black, and the tank and carbon fiber nose fairing get the same finish, with the addition of a gray side panel and red pinstripes. The red is mirrored in the anodized red triple clamps, red rear spring, and the cam covers of the Husqvarna TE 630-based single-cylinder engine. That engine puts out about 60 hp, breathing through a new slash-cut, stacked exhaust, and the bike’s lightweight design and liberal use of carbon fiber mean it only weighs around 306 pounds dry (or 7 pounds lighter than the Scrambler that preceded it). The straight-cut underseat mufflers have evolved into more refined and slash-cut versions that are now stacked instead. (CCM Motorcycles/)Who is CCM? The firm, based in Bolton, Lancashire, was founded back in 1971 as Clews Competition Motorcycles by motocross rider Alan Clews, who saw decent results in the 500cc class of the World Motocross Championship in the mid-‘70s. In the 1980s, the firm’s bikes were exported to the USA and sold under the Can-Am brand. CCM also built the Armstrong MT500 military bikes that were later developed into the Harley-Davidson MT350, and still makes the MT230 police and military bikes used by defense and security forces around the world. And the formerly brown leather seat is now a more pillion-friendly black micro-suede unit, set about 34 inches high. (CCM Motorcycles/)In light of the limited numbers built and its hand-made construction, the Blackout’s UK price of £8,995 (around $11,800) doesn’t seem unreasonable—in fact, it’s the cheapest of the nine Spitfire derivatives CCM currently offers, with the remaining eight models ranging from £9,995 ($13,100) to £18,000 ($23,600). The cockpit features upswept bars and special Skunkwerx badging to denote the bike’s provenance. The 3.6-gallon fuel tank keeps a similar profile to the original Scrambler version but takes on a unique black and gray paint job. (CCM Motorcycles/)Black Widow isn’t the first big-budget Hollywood movie a CCM motorcycle has appeared in either; the company’s 644 model was modified to become Angelina Jolie’s transport in 2001′s Lara Croft: Tomb Raider. The scrambler-appropriate spoke wheels—19 inches in front, 17 out back—wear blocky dual sport rubber from Mitas. (CCM Motorcycles/)While the Spitfire and its derivatives are currently only sold in the UK, the company is working on a Euro 5-compliant version to gain full European certification and open the doors to international markets. The company plans to expand its footprint to more markets once a Euro 5 version passes muster. (CCM Motorcycles/)CCM Blackout Limited Edition Movie Tribute Model Specifications MSRP: £8,995 (around $11,800) Engine: 600cc, liquid-cooled single-cylinder Bore x Stroke: 100.0 x 76.5mm Fuel System: EFI Transmission: 6-speed Clutch: Wet, multiplate Claimed Horsepower: 55 bhp Frame: Steel trellis Front Suspension: Adjustable inverted fork; 4.7-in. travel Rear Suspension: Adjustable monoshock; 4.7-in. travel Front Brake: 320mm disc Rear Brake: 230mm disc Wheels, Front/Rear: Spoked; 19-in. / 17-in. Rake/Trail: 26.0°/4.6 in. Wheelbase: 57.2 in. Seat Height: 33.8 in. Fuel Capacity: 3.6 gal. Claimed Dry Weight: 306 lb. Availability: August 2020 Contact: ccm-motorcycles.com Source

British-made scramblers are becoming something of a theme in this year’s delayed crop of Hollywood blockbusters. Not only is James Bond set to appear on a Triumph Scrambler 1200 in the forthcoming No Time to Die film, but niche brand CCM Motorcycles has secured a starring role in Marvel’s upcoming Black Widow. A Spitfire-based scrambler will appear in the upcoming Marvel movie, but CCM is also making this limited-edition version available to the public. (CCM Motorcycles/)Both movies should have hit theaters months ago but have been postponed due to the pandemic, with the result that the limited-edition production bikes celebrating their silver screen siblings have been ahead of their openings rather than after them. Triumph’s Scrambler 1200 Bond Edition was unveiled back in May, and now CCM has released the Blackout to mark its Black Widow appearance. The Blackout is a higher-spec derivative of the movie bike, featuring an adjustable upside-down fork, hand-welded and powdercoated frame, and lots of carbon fiber. (CCM Motorcycles/)It turns out that the limited-edition, hand-built CCM Spitfire Scrambler caught the eye of Marvel’s producers, leading to the call to supply a Spitfire to undergo tests for the Black Widow stunt team. The firm says the standard bike was more than capable of standing up to the beating it met at the stunt riders’ hands—eliminating the need for the dressed-up dirt bike doubles that Hollywood usually resorts to when the going gets tough. CCM’s Spitfire Scrambler came out more than two years ago (and sold out quickly), but you can see the similarities between it and the Blackout. (CCM Motorcycles/)The successful audition led to CCM supplying six bikes to the moviemakers, and preview stills have already emerged showing Scarlett Johansson’s title character aboard a tatty-looking Spitfire. It’s a grittier look than the futuristic preproduction Harley-Davidson LiveWire that the character rode in Avengers: Age of Ultron, and as a result the limited-production spin-off isn’t a part-for-part clone. Instead CCM has built a high-spec Spitfire derivative, labeled Blackout, to mark its appearance in the movie. Powering the lightweight machine is a Husky TE 630-based single-cylinder engine stuffed into a T45 steel trellis frame. (CCM Motorcycles/)The Spitfire—named after the use of the same T45 steel in the frame that was used during the production of the WWII fighter plane of the same name—is the basis of the Blackout, which gains a blacked-out look to match its title. The frame is powdercoated in metallic black, and the tank and carbon fiber nose fairing get the same finish, with the addition of a gray side panel and red pinstripes. The red is mirrored in the anodized red triple clamps, red rear spring, and the cam covers of the Husqvarna TE 630-based single-cylinder engine. That engine puts out about 60 hp, breathing through a new slash-cut, stacked exhaust, and the bike’s lightweight design and liberal use of carbon fiber mean it only weighs around 306 pounds dry (or 7 pounds lighter than the Scrambler that preceded it). The straight-cut underseat mufflers have evolved into more refined and slash-cut versions that are now stacked instead. (CCM Motorcycles/)Who is CCM? The firm, based in Bolton, Lancashire, was founded back in 1971 as Clews Competition Motorcycles by motocross rider Alan Clews, who saw decent results in the 500cc class of the World Motocross Championship in the mid-‘70s. In the 1980s, the firm’s bikes were exported to the USA and sold under the Can-Am brand. CCM also built the Armstrong MT500 military bikes that were later developed into the Harley-Davidson MT350, and still makes the MT230 police and military bikes used by defense and security forces around the world. And the formerly brown leather seat is now a more pillion-friendly black micro-suede unit, set about 34 inches high. (CCM Motorcycles/)In light of the limited numbers built and its hand-made construction, the Blackout’s UK price of £8,995 (around $11,800) doesn’t seem unreasonable—in fact, it’s the cheapest of the nine Spitfire derivatives CCM currently offers, with the remaining eight models ranging from £9,995 ($13,100) to £18,000 ($23,600). The cockpit features upswept bars and special Skunkwerx badging to denote the bike’s provenance. The 3.6-gallon fuel tank keeps a similar profile to the original Scrambler version but takes on a unique black and gray paint job. (CCM Motorcycles/)Black Widow isn’t the first big-budget Hollywood movie a CCM motorcycle has appeared in either; the company’s 644 model was modified to become Angelina Jolie’s transport in 2001′s Lara Croft: Tomb Raider. The scrambler-appropriate spoke wheels—19 inches in front, 17 out back—wear blocky dual sport rubber from Mitas. (CCM Motorcycles/)While the Spitfire and its derivatives are currently only sold in the UK, the company is working on a Euro 5-compliant version to gain full European certification and open the doors to international markets. The company plans to expand its footprint to more markets once a Euro 5 version passes muster. (CCM Motorcycles/)CCM Blackout Limited Edition Movie Tribute Model Specifications MSRP: £8,995 (around $11,800) Engine: 600cc, liquid-cooled single-cylinder Bore x Stroke: 100.0 x 76.5mm Fuel System: EFI Transmission: 6-speed Clutch: Wet, multiplate Claimed Horsepower: 55 bhp Frame: Steel trellis Front Suspension: Adjustable inverted fork; 4.7-in. travel Rear Suspension: Adjustable monoshock; 4.7-in. travel Front Brake: 320mm disc Rear Brake: 230mm disc Wheels, Front/Rear: Spoked; 19-in. / 17-in. Rake/Trail: 26.0°/4.6 in. Wheelbase: 57.2 in. Seat Height: 33.8 in. Fuel Capacity: 3.6 gal. Claimed Dry Weight: 306 lb. Availability: August 2020 Contact: ccm-motorcycles.com Source

Riding the 2021 Husqvarna FC 450 at Glen Helen Raceway in San Bernardino, California. (Mark Kariya/)In late May 2018, Husqvarna introduced its 2019 model motocross bikes, which have served as the basis for the brand’s latest generation dirt bikes. Some of the most notable changes shared across the entire full-size motocross and cross-country lineup for MY19 included a stiffer frame, two-piece subframe, more rigid upper triple clamp, new bodywork, and updated suspension settings across the lineup. Related: 2020 Husqvarna FX 450 Review In the past two years, the Austrian brand has made calculated refinements to its motocross models to bring about a suppler feel from the suspension to better match with the stiffer chassis, and went one step further in modifying the WP components for 2021 in order to enhance the bike’s handling. Husqvarna invited us to test its flagship motocrosser at a track of our choosing. We headed to Glen Helen Raceway in San Bernardino, California, to get acquainted with the FC 450 and came away impressed with the improvements Husqvarna made to it for MY21. 2021 Husqvarna FC 450 Engine The FC 450 has an easy-to-control power delivery that can be tailored for different rider preferences and track conditions via the handlebar-mounted map switch, which also features traction control. The optional ventilated airbox cover that comes with the bike is another way to modify the engine’s power characteristics. We still notice some vibration from the engine and think the bike would be even better with a one-tooth-larger rear sprocket. (Mark Kariya/)There are no mechanical updates on the FC 450 engine for 2021. Although the bike’s EFI mapping has been changed to what came standard on the 2020 FC 450 Rockstar Edition. In stock form, I’d say the FC 450 has the easiest to control engine of all the 450 motocross bikes. I enjoyed the more linear and smooth roll-on power of map 2. Map 1 was a lighter feeling and more free revving, whereas map 2 had a little more meat; it was better in the deeper dirt and you could lug it a little more in slippery sections. Adding in the traction control (TC) option helped me focus on better cornering technique and not worry about modulating the throttle. If you are looking to liven the engine up a little, the optional ventilated airbox cover helps with overall throttle response and power. While the FC 450 features the smoothest, most linear powerband in the class, I would not call it slow. The bike always offers more power than the average rider can handle. Third and fourth gear seem to be the most usable gears on the FC 450. Second is great for tighter corners where you lose a lot of momentum. Allowing the engine to rev higher than you might expect can reduce some shifting on shorter straights. On a faster course like Glen Helen’s main track, I used fourth gear several times because I felt it required less of my energy to control. I had no issues with the Magura hydraulic clutch. It worked well with a consistent feel. The engine’s smooth powerband also minimizes the amount of required clutch input. It’s a softer-feeling lever. For my preference, a 10 percent more positive feel would be better. 2021 Husqvarna FC 450 Suspension & Chassis/Handling One of the big updates the FC 450 and the rest of Husqvarna’s full-size motocross lineup received for MY21 is a lowered chassis. This was achieved by shortening the fork tubes and revising the shock linkage. (Mark Kariya/)This is the third year of the current generation Husqvarna chassis and it has come a long way. For 2021, the chassis is 10mm lower via the suspension, which was achieved by shortening the fork tubes and the cartridge inside the fork, as well as revising the shock linkage. There is a new mid-valve damping system in the fork to improve performance and rigidity. Also, a new air bleed system is designed to help with comfort and pressure buildup throughout the fork stroke. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The shock has a different seal head to reduce friction and a new bump stop to keep the rear wheel from rubbing on the underside of the rear fender. The lowering of 10mm in the rear was mainly achieved via the linkage. A longer pullrod along with a new bell crank keeps the rising rate the same as it was last year. Husqvarna also added new low-friction seals throughout the linkage to help make everything operate more smoothly. According to Husqvarna, its 2021 motocross models are 10mm lower than the prior year model. The engineers didn’t slap on a lower seat and call it a day. The entire bike is lower to the ground, which means the rider triangle has not changed. (Mark Kariya/)I made some adjustments to the suspension, but by no means felt like this would be a final setting. After a few hours of riding, I set the fork compression to 6 (12 stock), the rebound to 10 (12 stock), the air to 11.0 bar (10.7 stock), and set the fork height to the first line (the second line being stock). The shock was set at 105mm sag, the low-speed compression at 12 (stock), the high-speed compression at 1-3/4 (2 stock), and the rebound at 10 (12 stock). The 10mm-lower chassis makes a huge difference in the overall handling of the Husqvarna. It turns better and seems to be a little easier to hang onto. (Mark Kariya/)The chassis being lowered by 10mm makes a huge difference in the overall handling of the bike. It turns better and seems to be a little easier to hang onto. The suspension settings are still a touch on the soft side, but not too far off that I was not able to get it noticeably more comfortable with some adjustments. For a lighter rider less than 165 pounds, it’s probably very close to perfect in stock trim. Although the FC 450’s suspension settings are still a bit on the soft side, they are not so far off that we were not able to find more comfortable settings with some adjustments. For a rider under 165 pounds, the suspension setup is likely going to be very close to perfect in stock trim. (Mark Kariya/)One thing that should be understood is that the rider triangle has not changed; it’s the overall bike that is lower to the ground—not just a lower seat. When riding the new FC 450, you feel lower to the ground—more like a Yamaha, but without the sensation of sitting in a pocket. The handlebar, levers, and grips are all great. The stock ODI lock-on grips offer slightly more feedback, but the convenience factor makes them totally worth it. How Does The 2021 Husqvarna FC 450 Ride? The 2021 Husqvarna feels like a whole new bike. One of my biggest complaints from the prior two years, the rigidity, seems to have almost disappeared. Husqvarna made a conscious effort to build a bike for more of an intermediate or vet rider, and this is easily the best setting they have had in the past couple years. It seems like 95 percent of the harshness in your hands is gone, while at the same time they have retained performance in the suspension. Add in the smooth powerband and you have a bike that is enjoyable to ride and won’t fatigue you as quickly as a Honda or Yamaha. With hardly a trace of the rigidity we noticed when riding the 2019 and 2020 versions of Husqvarna’s flagship motocrosser, the 2021 FC 450 feels like a whole new bike. (Mark Kariya/)Gearbox Helmet: Shoei VFX-EVO Goggle: Scott Fury Jersey: Fly Racing Evolution DST Gloves: Fly Racing Evolution DST Pants: Fly Racing Evolution DST Boots: Sidi Crossfire 3 SRS 2021 Husqvarna FC 450 Tech Spec PRICE $10,299 ENGINE 450cc, SOHC, liquid-cooled, single-cylinder four-stroke TRANSMISSION/FINAL DRIVE 5-speed/chain FRAME Steel central double-cradle FRONT SUSPENSION WP Xact 48mm fork adjustable for air pressure, compression damping, and rebound damping; 11.8-in. travel REAR SUSPENSION WP Xact shock adjustable for spring preload, high-/low-speed compression damping, and rebound damping; 11.8-in. travel FRONT BRAKE Brembo 2-piston caliper, 260mm disc REAR BRAKE Brembo 1-piston caliper, 220mm disc WHEELBASE 58.5 in. SEAT HEIGHT 37.0 in. FUEL CAPACITY 1.9 gal. CLAIMED WEIGHT 223 lb. (w/ all fluids except fuel) AVAILABLE Now CONTACT husqvarna-motorcycles.com Source

Riding the 2021 Husqvarna FC 450 at Glen Helen Raceway in San Bernardino, California. (Mark Kariya/)In late May 2018, Husqvarna introduced its 2019 model motocross bikes, which have served as the basis for the brand’s latest generation dirt bikes. Some of the most notable changes shared across the entire full-size motocross and cross-country lineup for MY19 included a stiffer frame, two-piece subframe, more rigid upper triple clamp, new bodywork, and updated suspension settings across the lineup. Related: 2020 Husqvarna FX 450 Review In the past two years, the Austrian brand has made calculated refinements to its motocross models to bring about a suppler feel from the suspension to better match with the stiffer chassis, and went one step further in modifying the WP components for 2021 in order to enhance the bike’s handling. Husqvarna invited us to test its flagship motocrosser at a track of our choosing. We headed to Glen Helen Raceway in San Bernardino, California, to get acquainted with the FC 450 and came away impressed with the improvements Husqvarna made to it for MY21. 2021 Husqvarna FC 450 Engine The FC 450 has an easy-to-control power delivery that can be tailored for different rider preferences and track conditions via the handlebar-mounted map switch, which also features traction control. The optional ventilated airbox cover that comes with the bike is another way to modify the engine’s power characteristics. We still notice some vibration from the engine and think the bike would be even better with a one-tooth-larger rear sprocket. (Mark Kariya/)There are no mechanical updates on the FC 450 engine for 2021. Although the bike’s EFI mapping has been changed to what came standard on the 2020 FC 450 Rockstar Edition. In stock form, I’d say the FC 450 has the easiest to control engine of all the 450 motocross bikes. I enjoyed the more linear and smooth roll-on power of map 2. Map 1 was a lighter feeling and more free revving, whereas map 2 had a little more meat; it was better in the deeper dirt and you could lug it a little more in slippery sections. Adding in the traction control (TC) option helped me focus on better cornering technique and not worry about modulating the throttle. If you are looking to liven the engine up a little, the optional ventilated airbox cover helps with overall throttle response and power. While the FC 450 features the smoothest, most linear powerband in the class, I would not call it slow. The bike always offers more power than the average rider can handle. Third and fourth gear seem to be the most usable gears on the FC 450. Second is great for tighter corners where you lose a lot of momentum. Allowing the engine to rev higher than you might expect can reduce some shifting on shorter straights. On a faster course like Glen Helen’s main track, I used fourth gear several times because I felt it required less of my energy to control. I had no issues with the Magura hydraulic clutch. It worked well with a consistent feel. The engine’s smooth powerband also minimizes the amount of required clutch input. It’s a softer-feeling lever. For my preference, a 10 percent more positive feel would be better. 2021 Husqvarna FC 450 Suspension & Chassis/Handling One of the big updates the FC 450 and the rest of Husqvarna’s full-size motocross lineup received for MY21 is a lowered chassis. This was achieved by shortening the fork tubes and revising the shock linkage. (Mark Kariya/)This is the third year of the current generation Husqvarna chassis and it has come a long way. For 2021, the chassis is 10mm lower via the suspension, which was achieved by shortening the fork tubes and the cartridge inside the fork, as well as revising the shock linkage. There is a new mid-valve damping system in the fork to improve performance and rigidity. Also, a new air bleed system is designed to help with comfort and pressure buildup throughout the fork stroke. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The shock has a different seal head to reduce friction and a new bump stop to keep the rear wheel from rubbing on the underside of the rear fender. The lowering of 10mm in the rear was mainly achieved via the linkage. A longer pullrod along with a new bell crank keeps the rising rate the same as it was last year. Husqvarna also added new low-friction seals throughout the linkage to help make everything operate more smoothly. According to Husqvarna, its 2021 motocross models are 10mm lower than the prior year model. The engineers didn’t slap on a lower seat and call it a day. The entire bike is lower to the ground, which means the rider triangle has not changed. (Mark Kariya/)I made some adjustments to the suspension, but by no means felt like this would be a final setting. After a few hours of riding, I set the fork compression to 6 (12 stock), the rebound to 10 (12 stock), the air to 11.0 bar (10.7 stock), and set the fork height to the first line (the second line being stock). The shock was set at 105mm sag, the low-speed compression at 12 (stock), the high-speed compression at 1-3/4 (2 stock), and the rebound at 10 (12 stock). The 10mm-lower chassis makes a huge difference in the overall handling of the Husqvarna. It turns better and seems to be a little easier to hang onto. (Mark Kariya/)The chassis being lowered by 10mm makes a huge difference in the overall handling of the bike. It turns better and seems to be a little easier to hang onto. The suspension settings are still a touch on the soft side, but not too far off that I was not able to get it noticeably more comfortable with some adjustments. For a lighter rider less than 165 pounds, it’s probably very close to perfect in stock trim. Although the FC 450’s suspension settings are still a bit on the soft side, they are not so far off that we were not able to find more comfortable settings with some adjustments. For a rider under 165 pounds, the suspension setup is likely going to be very close to perfect in stock trim. (Mark Kariya/)One thing that should be understood is that the rider triangle has not changed; it’s the overall bike that is lower to the ground—not just a lower seat. When riding the new FC 450, you feel lower to the ground—more like a Yamaha, but without the sensation of sitting in a pocket. The handlebar, levers, and grips are all great. The stock ODI lock-on grips offer slightly more feedback, but the convenience factor makes them totally worth it. How Does The 2021 Husqvarna FC 450 Ride? The 2021 Husqvarna feels like a whole new bike. One of my biggest complaints from the prior two years, the rigidity, seems to have almost disappeared. Husqvarna made a conscious effort to build a bike for more of an intermediate or vet rider, and this is easily the best setting they have had in the past couple years. It seems like 95 percent of the harshness in your hands is gone, while at the same time they have retained performance in the suspension. Add in the smooth powerband and you have a bike that is enjoyable to ride and won’t fatigue you as quickly as a Honda or Yamaha. With hardly a trace of the rigidity we noticed when riding the 2019 and 2020 versions of Husqvarna’s flagship motocrosser, the 2021 FC 450 feels like a whole new bike. (Mark Kariya/)Gearbox Helmet: Shoei VFX-EVO Goggle: Scott Fury Jersey: Fly Racing Evolution DST Gloves: Fly Racing Evolution DST Pants: Fly Racing Evolution DST Boots: Sidi Crossfire 3 SRS 2021 Husqvarna FC 450 Tech Spec PRICE $10,299 ENGINE 450cc, SOHC, liquid-cooled, single-cylinder four-stroke TRANSMISSION/FINAL DRIVE 5-speed/chain FRAME Steel central double-cradle FRONT SUSPENSION WP Xact 48mm fork adjustable for air pressure, compression damping, and rebound damping; 11.8-in. travel REAR SUSPENSION WP Xact shock adjustable for spring preload, high-/low-speed compression damping, and rebound damping; 11.8-in. travel FRONT BRAKE Brembo 2-piston caliper, 260mm disc REAR BRAKE Brembo 1-piston caliper, 220mm disc WHEELBASE 58.5 in. SEAT HEIGHT 37.0 in. FUEL CAPACITY 1.9 gal. CLAIMED WEIGHT 223 lb. (w/ all fluids except fuel) AVAILABLE Now CONTACT husqvarna-motorcycles.com Source

The Blechmann R 18 is the latest custom BMW based on the factory R 18 cruiser. (BMW Motorrad/)When BMW finally dropped its long-awaited production R 18 cruiser last April, you could sense that the new machine would spawn a slew of factory-bike-based customs in its wake. Munich didn’t disappoint: Roland Sands’ R 18 Dragster came screaming off the line a couple of weeks back, setting the stage for the second variation on the R 18 platform we’re seeing now: the Blechmann R 18. Once again, the build is a collaboration between the manufacturer and a carefully chosen customizer, one Bernhard Naumann, also known as Blechmann. Related: Roland Sands Gives Us The BMW R 18 Dragster Renowned Austrian designer Bernhard Naumann, aka Blechmann, was tapped by BMW for the build. (BMW Motorrad/)Seen from just the front end, this R 18 gives off a kind of performance bagger vibe, but the Austrian builder’s moniker might give you a better clue as to his custom’s focus. Translated from German, “Blechmann” means “tin man,” a not-so-veiled reference to the renowned Naumann’s reputation for shaping metal. So, yes, there’s lots of curvy sheet metal to take in here, but that doesn’t mean Blechmann approaches his custom projects in the usual manner. No preliminary sketches are drawn, and no prototyping or mockups are constructed to clutter the process; it’s all mostly organic. “My work begins by removing parts of the original version until a white canvas remains. As the construction progresses, the design develops,” the customizer says. Related: A Timeline Of The 2021 BMW R 18 Launch A narrow waist builds toward a shapely fairing supported by additional mounting pieces running from the console. Custom clip-ons hint at an aggressive stance. (BMW Motorrad/)Fortunately for Naumann, the factory R 18′s design is one that relies on classic motorcycle essentials rather than complex formulations, giving the builder freedom to make only subtle changes to the frame and utilizing the original mounting points. Which leads us back to Naumann’s organic process, where he gathers his inspiration and eventual direction for the bike while he’s working on it. Discreet touches include strategically placed tank roundels. (BMW Motorrad/) Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Neo-retro bagger in the front, pseudo-café party in the rear? (BMW Motorrad/) “I draw my design directly on the object using the final material. This allows me to directly respond to the requirements and to keep an eye on the proportions at all times,” the designer explains. The hand-shaped tail section rides on existing rear fender mounting points, and is punctuated by a sleek leather solo seat. (BMW Motorrad/)In some cases, that meant working backward toward final fabrications—though the original steering angle strongly influenced the basic layout. To nail the proportions of the hand-formed, elegantly swoopy front fairing, for instance, Blechmann said he at first had to “put the cart before the horse” with the rear fender, seat, and pillion (all of which are based on the original’s supporting structure). The Tin Man then went to work on the fuel tank, extensively modifying it to make it narrower, sportier, and employing knee indents to give it a more athletic emphasis. Together with the lines of the fairing, the effect serves to expose that huge boxer engine even more. The hand-sculpted fairing brims with meticulous detailing, using various finishes for even more impact. (BMW Motorrad/)But with that fairing serving as a powerful focal point, not just any headlight would do, so Blechmann customized the headlight frame into a subtle kidney-shaped design with a filament lamp placed squarely in the center, and covered by a one-off Plexiglas lens. For the final touches, Naumann and his crew lavished the skin of this custom with a classic BMW motorcycle paint job, all black and white with white double pinstripes to seal the heritage angle. You might not guess that underneath the impressive new bodywork much of the original R 18 remains intact—including the funky mufflers. (BMW Motorrad/)But if Blechmann says he usually works alone on his craftsmanship and designs, he also acknowledges that for the final product it takes a village of hand-picked professionals: “You can’t do anything in this world on your own. I am more than glad to have a reliable personnel infrastructure.” In total, Blechmann and his team put in 450 hours to transform a factory R 18 into a piece of rolling art. Clearly time well spent. Source

Sometimes readers call Kevin Cameron out in the comments. Here he responds. (Robert Martin/)Readers should complain if something I have written on _Cycle World_ seems incorrect, contradictory, or unclear. The recent story “Basics of Power” drew several such complaints. NoahKatz wants to know why I said in that piece that jetting leaner than a chemically correct mixture reduces combustion temperature. It’s true that anyone with experience with air-cooled two-stroke engines soon learns that going leaner can lead to seizure. But the proper question here is, leaner than what? RELATED: Basics of Power Internal combustion engines are driven by heat, and so peak power is achieved at the mixture that gives maximum heat release. As it turns out, that is slightly rich from chemically correct—which means that every hydrogen atom in the hydrocarbon fuel is reacted to water and every carbon atom to carbon dioxide, leaving behind no uncombined hydrogen, carbon, or oxygen. Why slightly rich? Because some extra power is given by the increase in the number of molecules produced (some CO, for example), but this is a limited effect. The air-cooled two-strokes we worked with back when had quite limited cooling ability, so as we jetted down from quite rich, moving toward a best-power mixture, we often reached a point at which the increasing heat released by combustion became too much for the engine’s cooling ability, and a partial or full seizure resulted. Yet if we’d had equipment to measure our mixture, we’d have seen we were still on the rich side of best-power. Less than maximum heat is released when we burn mixtures richer or leaner than the best-power mixture because in either case, the heat produced has to be shared with either excess fuel molecules (rich) or excess air (lean). The effect of either is to produce less power. Air-cooled engines have always been touchy with respect to mixture. Early four-stroke air-cooled radial piston engines (1920s, early ’30s) had not yet achieved best-practice design for cooling, so to make up for it they were intentionally jetted as much as 30-percent rich. This caused their critics (who generally dismissed such engines as “radial rockcrushers”) to call them “fuel-cooled.” The air-cooled Yamaha TD1 250 twins on which I cut my teeth also had to be fuel-cooled, but to a lesser degree. We found that best-power jetting would give us one or two fast laps, after which the engine became so hot that significant power was lost from the reduction in air density as mixture passed through the hot crankcase and then into the very hot cylinder. We found that by jetting about 10-percent rich (looking like maybe two jet sizes on the spark plugs) we got less power on the first lap or two, but more average power over a 10-lap race. For many people, the takeaway from this was that going leaner increases heat and makes seizure more likely. But this was not jetting leaner from best-power—it was approaching best-power mixture from the rich side. In that situation, yes, more heat was released with every reduction in jet size. At the end of the two-stroke era in GP roadracing (1975–2001) the cooling system design of 250 twins making more than 100 hp had been improved to the point that they did not seize if you jetted down to best-power, or even went leaner than that. They just slowed down, because they had been jetted down past the point of maximum heat release, which is also the best-power mixture. NoahKatz and NotFred point out that aerodynamic drag increases as the square of vehicle speed, so fuel consumption should always be less at lower speeds. Aero drag does increase just as they point out, but the specific fuel consumption of four-stroke IC engines is not constant, but varies with rpm and load. Brake-specific fuel consumption (BSFC) is the amount of fuel necessary to produce 1 hp for one hour, as measured on a dynamometer, or brake. The BSFC curve of an engine is “bucket-shaped” (over the fairly broad middle the curve is low, but it rises at its extremes) at low load and at higher rpm. BSFC rises at low load because pumping loss is strongly related to intake vacuum, which rises as the throttle is closed. BSFC rises at high rpm because engine mechanical and windage/oil churning friction loss goes up steeply there—in race engines it can take 25 percent of engine power. This gives us minimum BSFC somewhere in the middle—above the high pumping loss region of low throttle angle, and below the range of steeply rising friction loss at higher revs. Ten or so years ago, in a conversation with Ducati’s present CEO Claudio Domenicali, he pointed out that a motorcycle engine’s maximum BSFC can easily be _two-and-one-half times_ greater than its minimum BSFC. This means that even though aero drag is very small at 30 mph, it presses noticeably against a rider’s head and chest at freeway speeds, this BSFC effect can actually cause mpg to be higher at lower speeds than at higher. Reader Ferd takes issue with my statement that production bike BMEP has until recently risen steadily, only now to fade a bit as the effect of Euro 5 emissions limits narrows engine tuning options. (BMEP, or brake mean effective pressure, is that pressure which, if it were to act on the piston through its entire power stroke, would give the same power as the actual constantly changing in-cylinder combustion pressure.) Ferd quotes an earlier story of mine in which I observed that Norton’s classic Manx single-cylinder racer achieved a 200-psi BMEP a lifetime ago. So what’s this about steadily rising BMEPs? Yes, it’s true that race engine BMEP reached a practical maximum a very long time ago—possibly as early as 1938! But when I was a tiny boy, production bike BMEPs were around 100 psi, and when the Japanese factories began to crank out large numbers of big four-strokes in the 1970s, BMEP had risen to around 140 psi owing to better cylinder filling and higher safely usable compression ratios. And then when sales competition in the 600 sportbike category got really hot in the 1990s, the use of intake, exhaust, and airbox resonances, plus rigorous programs of friction reduction ran production bike BMEP up to or even slightly above 190 psi. What I should have said is that while racebike (four-stroke) BMEP neared its limits long ago, that of production bikes has risen steadily. At the end of the comments section, reader Corny complains that “Basics of Power” lacks precision. Here I am, trying to fix that. Source

Seems Suzuki’s long-running Recursion project is still in the works, but has taken on several different forms. (Suzuki Motor Corporation/)New models from Suzuki have been a rarity over the last few years, but a newly published patent shows that behind the scenes the firm is still working on the parallel-twin project it first hinted at with the Recursion concept nearly seven years ago. It’s been a long and convoluted development path for the twin, which began life as the SOHC, 588cc, turbocharged unit in the Recursion in 2013 before mutating into the 700cc, DOHC XE7 engine that was shown two years later, still packing a turbo but otherwise completely redesigned. Since then, there’s been a stony silence from Suzuki but a steady drip of patents to show the project remains underway. The last major redesign saw the SOHC turbocharged engine evolve into this DOHC 700cc XE7 (still with turbo). (Suzuki Motor Corporation/)Where’s The Boost? The latest patent from the company, filed in Japan last February but only published on August 20, 2020, is the first news we’ve seen on the Recursion project for a while, but reveals an interesting development—the turbocharger is gone. Every previous patent about the new design featured the exhaust-driven blower, largely because that’s what led to most of the patentable technology. The turbo impacted the engine’s packaging, its airbox design, its cooling, and its exhaust; after all, apart from the short-lived mid-1980s Japanese efforts, turbos have been largely ignored by bike designers. RELATED: Three New Motorcycles We Hope Husqvarna, Suzuki, And Yamaha Will Build The new Suzuki patent, however, shows the XE7 engine shorn of its turbo and intercooler, adopting a much simpler, normally aspirated layout instead. That doesn’t mean the turbo version has been killed; it’s just that the boosted version has needed much more development, leading to all the patents that have kept us informed of its progress. The chances are that a normally aspirated version of the engine has always been part of Suzuki’s plan, but the more conventional design means it simply hasn’t required additional patents. Newly obtained patents show the powerplant taking on a more basic, normally aspirated form. (Suzuki Motor Corporation/)So What’s New Here? In this instance, the patent relates simply to the layout and position of the catalytic converter, which is sited diagonally across the front face of the engine. The idea is that putting the cat at that angle locates it close to the exhaust ports to ensure it heats up quickly after the engine starts while also allowing it to be long and wide enough to be effective without sacrificing ground clearance like an under-engine design would. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The turbocharged version, which appeared in its own catalyst-related patents published last year, manages to use shorter header pipes leading straight into the turbo, with the catalyst fitted straight to the turbo’s exhaust and placed vertically down the front of the engine. Without the turbo, the exhaust header pipe lengths are more important to the engine’s performance and power delivery, needing to be longer than those used on the turbo version, hence the repositioned catalytic converter. Without a turbo, the normally aspirated engine has to accommodate longer header pipes and reposition the cat. (Suzuki Motor Corporation/)How Will The Non-Turbo XE7 Stack Up? With its roughly 700cc capacity and parallel-twin layout, the new Suzuki twin is likely to be a rival to the likes of Kawasaki’s Ninja 650 and Z650 models and Yamaha’s MT-07, with about 80 hp on tap. As such, the engine looks like a viable replacement for the ancient 650cc V-twin used in the SV650 and V-Strom 650. As well as having a cleaner, more modern design than the V-twin SV650 engine—which can trace its roots back more than 20 years—a parallel twin cuts down on the component count when compared to a V-twin design, with half the number of camshafts and a simpler cam drive system, to reduce manufacturing costs. It’s also easier to package in a bike, simplifying exhaust routing and eliminating longstanding V-twin problems like how to mount the rear shock away from the rear cylinder head and its exhaust heat. With Honda’s CB500 range, Kawasaki’s 650s, and Yamaha’s MT-07 and Ténéré 700 all enjoying the advantages of the parallel-twin layout for their midsize machines, Suzuki’s V-twin design has become an outlier. The firm is clearly looking to follow the same route as its rivals in the future. The new parallel twin under development could reduce manufacturing costs and replace Suzuki’s aging SV650 V-twin engine. (Suzuki Motor Corporation/)What About The Turbo Version? With patent activity still ongoing, the turbocharged version of Suzuki’s new parallel twin remains a live project even seven years on from the original Recursion concept bike’s debut at the Tokyo Motor Show. RELATED: Suzuki Recursion - First Look It’s hard to second-guess the power it might make, since it depends entirely on the levels of boost used, but it should be easy to make GSX-R600-matching power figures or even GSX-R750 levels of performance. Both those bikes are showing their age and have been dropped from many international markets due to emissions rules, so the development of the new parallel twin could be Suzuki’s route back into the sportbike market. Seven years on, there’s still hope of seeing the Recursion reach production, though not necessarily in this form. (Suzuki Motor Corporation /)What’s more, the torque boost of a turbo means the blown version of the XE7 engine could also act as a replacement for the 1,050cc V-twin of the V-Strom 1050, another ages-old engine with roots going back to the mid-‘90s TL1000S motor. That means that by creating a range of normally aspirated and turbocharged versions of the same parallel twin, Suzuki could spawn an engine that powers machines all through its model range, creating huge economies of scale by allowing seemingly disparate bikes to share large numbers of components. Source

Motorcycles have always been a source of freedom and self-expression. As such, they move with the style of the times, and when those times were all about hot neon colors, well the results are pretty retro-fantastic. The decade of the 1990s was full-on neon and spawned some pretty funky, bright, and crazy motorcycles, both custom and regular production. From customs handcrafted by legendary builders to a few very cool Cycle World racebikes (and matching leathers!) to one of the loudest graphic packages ever to grace a motocross bike, we take a look back at a selection of neon dreams from the CW archives. Motorcycles (and colors) that scream the late 20th century. (Kirk Willis/) First, a KTM-powered dirt-tracker that has a “color that, whether you liked it or not, you saw it.” (Kirk Willis /) This Vance and Hines-modified Yamaha FZR600 was painted to resemble the teams’ early ’90s racebikes. (Kirk Willis/) The Honda Mantis prototype had a computer to control suspension and driving force to its wheels. (Honda /) This Britten V-1100 racebike pairs innovative engine and suspension tech with minimalist bodywork. (Harry Ruffell/) Radical orange zig zags with cyan and pink underneath brighten up this Arlen Ness Dyna Glide. (Jeff Allen/) Builder Denny Berg referred to his custom’s appearance as “kind-of-a-surfer-punk-on-acid-look.” (Kirk Willis/) Known as The Sled, this Arlen Ness custom is eye-popping in color and price of $100,000 in 1993. (Cycle World Archives /) <em>Cycle World</em>’s road test editor Don Canet had sick custom leathers to match his YZF750 racebike. (Kirk Willis /) This <em>Cycle World</em> YZF racebike was built to tackle the Daytona 200—a race it did not finish. (Kirk Willis/) Hot-rod car collector Tom Shiffilea got back to his motorcycling roots with this 650cc Triumph. ( Jeff Allen /) Even with stock paint, the 1991 Honda CBR600F2 is bold both track- and paint-wise. (Kirk Willis /) <em>Cycle World</em> said the 1992 Suzuki RM250 was “dazzling in eye-popping coats of multiple colors.” (Suzuki /) The neon orange color scheme of the Honda Fireblade was available in European markets. (Cycle World Archives /) Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Source

Hill climb racing makes flat track look like MotoGP. Sure it’s fast, it’s dangerous, it’s exciting, but it just doesn’t garner the views that other forms of two-wheeled racing do—yet. Indian Motorcycle announced this week that it will be backing a professional hill climb racer on a modified FTR750 in an all-new AMA twins class. It’s the first time the company is officially entering the sport since 1939. Indian Motorcycle is supporting hill climb racing for the first time in more than 80 years. (Courtesy of Indian Motorcycle/) Five-time national champion John Koester will be racing a highly modified FTR750 in an all-new AMA twins class. (Courtesy of Indian Motorcycle /) The FTR750, designed for flat track racing, required some serious modifications to prepare it for hill climb racing. (Courtesy of Indian Motorcycle /)When Indian got into American Flat Track in 2016, the twins class had been dominated by Harley-Davidson for decades, aside from a few years that Honda’s RS750 mixed things up in the mid-‘80s. A predictable race is a boring race, but with Indian quickly proving that its team was serious competition for H-D, the fans showed up to watch. Now with larger crowds, we’re seeing flat track races of all kinds popping up in new locations from the Sturgis Buffalo Chip to the Hooligan Moto Beach Classic, and people seem to love it. Now the American Motorcyclist Association (AMA) wants to do the same thing for hill climbing. Indian and the Koesters worked with S&S through several prototype exhaust systems. (Courtesy of Indian Motorcycle /) RELATED: Is The Indian FTR750 Really That Good? Is The Harley-Davidson XG750R Really That Bad? John Koester fabricated the extended swingarm for the FTR himself. (Courtesy of Indian Motorcycle /)Representatives from the AMA reached out to Indian’s racing department with an offer it couldn’t refuse. Of course, the company had reservations at first. “Spending that much money on that sport probably isn’t the best investment, but they made it so easy for us it kind of turned into a no-brainer,” says Gary Gray, Indian Motorcycle’s vice president of Racing, Technology, and Service. “They set us up with John ‘Flying’ Koester, who’s a five-time national champion.” Once the exhaust was finalized, S&S helped with the bike’s engine tuning as well. (Courtesy of Indian Motorcycle /)The rules in the new twins class require the bike to run a knobby tire, as opposed to a paddle-stye tire often seen in hill climbing. “They were pushing us toward the FTR 1200,” Gray continues, “But with having only a knobby tire, it’s similar to flat track. At some point you just overpower the tire.” So the decision was made to go with the lighter-weight FTR750. But being designed for flat track racing, the 750 would need some serious modifications, both in engine and chassis, to go hill climbing. Dirt bike plastics and a motocross-style seat change the ergonomics and style of the FTR750. (Courtesy of Indian Motorcycle /)“We made some mods to the heads, pistons, and cylinders just to make some more horsepower than we do in flat track. We worked with Rekluse on locking up the clutch, because there definitely will be more traction with that knobby tire and long swingarm. And then S&S on the exhaust and tuning.” But the chassis? Well, that was up to Koester and his dad Gordy. The front end of the FTR is set up like a motocross bike—a big change from its original flat track style. (Courtesy of Indian Motorcycle /) Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Having previously found success on many different motorcycles, Koester no doubt is finding the FTR a new type of beast. (Courtesy of Indian Motorcycle /)Initially, the Koesters were sent an FTR750 while Indian’s team worked on the engine mods, allowing the racer and his father to start working on the suspension setup and tuning. Front suspension, wheel, and handlebars were set up like a motocross bike, according to Koester. A custom rear subframe, dirt bike plastics, and a motocross seat were installed. The swingarm was custom fabricated by John and adapted to work on the FTR750. The engine upgrades were then sent out and installed before everything was brought to S&S back in July for exhaust installation and tune. With it weighing in at 310 pounds as they began practice, Gray estimates engine output to the wheel at 94 hp. A clutch from Rekluse is a key component of getting the 750’s power to the ground. (Courtesy of Indian Motorcycle /) Although the twins are required by the AMA to run a knobby tire, there are no wheelbase restrictions. (Courtesy of Indian Motorcycle /)John Koester is 26 years old and has been climbing hills professionally and winning races for a decade. “It has a really broad power range, which was proven in flat track. It comes out of corners hard, it goes down the straightaway fast—which is really what you need in hill climb,” Koester says when asked about choosing the FTR750 as his racebike. “It’s going to be a learning year for all of us. These are all brand-new bikes; we’re all really great riders. They keep me on my toes and I do the same for them.” The finished FTR750, ready to race in Pennsylvania on September 19. (Courtesy of Indian Motorcycle /) RELATED: Indian Announces Scout FTR750 Purchase Program Indian’s first hill climb race team since 1939. (Courtesy of Indian Motorcycle /)With the addition of a twins class and backing of a major OEM, we can’t wait to see how the sport of hill climb racing grows in the years to come. For more information, check amaprohillclimb.com. Source

Up close, controlling and harnessing the full potential of a racing motorcycle is an exhausting workout. (MotoGP /)Watching roadracing from spectator distance it looks precise, graceful. Sometimes writers get sufficiently carried away to use the word “balletic.” But up close it is a high-effort, hammering, exhausting gymnastic workout on a hot, vibrating 250-hp side-horse. Look at how quickly riders change position on their bikes as they change direction. Yes, they do have to do it precisely because so much of their effort passes through their hands—which remain dedicated to the task of staying precisely on-line. The handlebars on roadrace bikes are usually so-called “clip-ons,” separate right and left stub bars that are clamped by pinch-bolts to the two fork tubes. And despite those pinch-bolts being tightened close to yield, the bars can slip on the tubes, or are bent by the rider’s efforts to turn the bars against the powerful gyro force of the spinning wheels and the inertia of the whole bike and its fuel load, resisting efforts to throw it as quickly as possible from one direction to the other. When one of my former riders, Nick Richichi, made the step up from a TZ250 Yamaha to a 325-pound 120-hp TZ750, after a couple of practices at Loudon, New Hampshire, he said to me, “I’m using all my strength to get this thing to change direction from turn 2 to turn 3. And I’m never quite sure I’m gonna make it.” And if the rider isn’t strong enough? He/she doesn’t get turned soon enough and runs wide or off the track. What is the remedy in that case? To slow down enough to provide more time for the direction change. Strength is speed. Steering precisely while fighting the forces of acceleration takes tremendous fitness and strength. (Monster Energy Yamaha/)Why do modern racebikes have forged magnesium or carbon fiber wheels, with the lightest brake discs possible? Because a lot of a bike’s resistance to turning is in the gyro stability of its front wheel. Erik Buell, during his time as a sports motorcycle manufacturer, used mass properties apparatus—one for the bike as a whole and another for wheels alone—to measure that resistance so his engineers could reduce it in every possible way. The goal was more rapid and easier response to steering. At Laguna Seca I watched Wayne Rainey and others at turn 11, a slow left. As he finished braking each lap I could see him pull himself forward as much as possible to put weight on the front wheel for the hard acceleration up the hill. When the front wheel lifts, that’s all there is—adding more throttle just adds to the lack of control. Keeping Rainey from sliding back was just the strength of his arms. That is like hanging from the high bar with arms bent at the elbows, while “weighing” 140 percent of normal (1.4G is a fair estimate of maximum lower-gear acceleration). And steering precisely at the same time. I also watched one rider who later went on to a distinguished career in World Supers remain all the way back in the seat through turn 11. As he throttled-up to accelerate, his front wheel became lighter because his body weight was maybe 4 inches further to the rear than Rainey’s. And his bike drifted wide despite his efforts to “dig in” the front wheel with extra steer angle. To avoid running off the track he had to reduce throttle. Slow lap times were the result. This is why top riders today are all in heavy physical training programs—to give them the strength and endurance to quickly put their weight where it has to be: right, left, forward, back—and still retain the precision required to hold the line. When bikes misbehave—weaving in the motion riders call “pumping,” or jerking sideways as tires slip and then grip again—rider control is threatened. At a recent MotoGP Ducati rider Jack Miller stood up on the pegs to let his bike go nuts. Rainey, launching off T11 all those years ago, had carefully moved his knees and elbows away from the tank, knowing that otherwise the bike’s violent slip-and-grip motions would compromise his ability to steer. The ability to move instantly to wherever on the bike is needed comes from strength and endurance. (MotoGP/)Maybe “balletic” is in one sense a good word to describe racing. When you get up close to the dancers you can hear the grunts of effort and see the large muscular forces required for the lifting, heaving, and whirling that from a distance look so graceful. Source

It started with infatuation, as most relationships do. The tough-guy paint, the upright ergonomics—the way that if you sort of squint your eyes, you can’t tell if it was made in 2020 or anytime in the last few decades. When Indian Motorcycle invited a group of journalists out to ride the 2020 lineup, I instantly fell for this Springfield Dark Horse; I’m glad to say we’ve been together ever since. Now 7,000 miles later, I have only grown fonder of this bike, using it as my daily commuter, weekend jammer, and occasional long-trip and camping companion. The Springfield Dark Horse is a balance of classic looks and modern styling with a great big 116ci V-twin bringing the whole thing together. It’s an awesome around-town bagger and daily commuter, and with a couple of accessories, a great long-distance tourer. The 2020 Indian Springfield Dark Horse starts at $22,999 in Sagebrush Smoke. (Monti Smith/)2019 saw the introduction of Indian’s redesigned Chieftain fairing, new seat, and new saddlebag shape, but the Springfield was a little late to the party. That tall-backed seat design and more squared-off bag shape didn’t hit the Springfield models until 2020, but while those do have a major visual impact, that’s not the biggest update here. The Thunder Stroke 116 powerplant steals the show, improving power while maintaining everything we liked about the 111. The Thunder Stroke 116 adds power but keeps the same smooth character that we loved in the 111. (Morgan Gales/)The new 116 isn’t the big-bore kit engine that we saw previously offered as an aftermarket item. That one was hyper-aggressive and its abrupt fueling ruined the smooth power delivery that was such an asset of the stock motor. Well, the updated 116 has that same smooth delivery of power, with much more of it, putting out 102 pound-feet of torque and 82 hp on our dyno. It now comes stock in the touring Dark Horse and Limited lines. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Tour, Sport, and Standard modes change the mapping, with Tour delivering power a little more slowly, Standard coming through right in the middle, and Sport giving you a steep curve with a heap of throttle right out the gate. Standard delivers the same amount of power as Sport while allowing for more precise control in the lower register thanks to a less aggressive throttle response—which is helpful for fast launches, as the Springfield doesn’t have any traction control. So after the first few weeks with the bike, bouncing between Standard and Sport modes, I put the bike in Standard and forgot about it. Tall handlebars and long floorboards make it easy to maintain good posture. (Monti Smith/)Average fuel mileage over the course of my test has been 32.4 mpg, which, yes, is low for a touring bike, but really doesn’t seem that bad to me considering how heavy-handed I am with that throttle and the output of the engine. I love the fact that there isn’t traction control, as its overly active input is one of my gripes with the new Challenger, but my heavy hand comes into play again on the Springfield, burning through that rear tire a little too quickly. The clutch, however, has handled my abrupt lever drops on both acceleration and decel quite well, not showing any signs of slip or wear. Ergonomics on the Springfield Dark Horse are perfect for me right off the shelf, but I have a weird lanky body. The tall handlebars are the only thing that may give shorter riders some trouble, but for me, they sealed the deal. I am upright, riding with posture that would make my mother proud, and the long, wide floorboards are just as versatile on this bike as they are on the rest of Indian’s touring line. I can move my feet toward the back to shift my weight around when I’m riding hard, or throw them up toward the front to lounge. As mentioned earlier, the seat was updated for 2020 and now has the more stunt-style steep back. It’s cushioned, supportive, and comfortable. I usually have something negative to say about seats, but this one has actually been great—that’s undoubtedly thanks to the suspension as well. The updated seat has a more vertical back section and tapered sides, accommodating fast launches and movement on the seat, but still maintaining long-distance comfort. (Morgan Gales/)The Springfield’s chassis is impressive. It’s rigid enough to feel stable throwing into turns at high speeds and deep lean angles (relatively, of course), yet the suspension is still supple enough to ride hundreds of miles in a day with ease. The front suspension is not adjustable but has been more than adequate throughout testing. The rear air shock is manufactured by Fox and is preload adjustable—though it requires the use of a hand pump that comes with the bike and valve located behind the right side cover. There’s a little guide on how to adjust the shock for your weight, suggesting that I ride zeroed out when I am alone and the bags are empty. I don’t. I weigh about 180 pounds, but ride with the suggested pressure for a 275-pound rider—30 psi. This just keeps the rear from compressing too much in high-speed cornering and moves the scrape point from the exhaust pipes up to the floorboards. Scraping the floorboards first allows me to feel before I pick up the rear tire while chamfering hard points and therefore, more predictable handling. I know most people probably won’t be dragging this thing through canyons like I have been, but know that if you want to, you can, and it’s a hell of a lot of fun. Throwing some floorboard sparks through a turn on the 2020 Indian Springfield Dark Horse. (Monti Smith/)While my time with the Indian was nearly all clear roads and sunshine, there are a few areas that could stand to improve. The saddlebags have great storage, and I love the new squared-off shape, but the latch system could be more secure. It’s easy to close the lids and trigger the latch without locking it, meaning you have to press the button to reset the latch and try again. More than a few times I have taken off down the road thinking the bags were closed only to find one has flung open. Goodbye second pair of gloves. One other area that could see some improvement is the rear ABS. A slam on the rear brake pedal will result in a bit of tire chirp. Chirp means tire lock. It’s not terrible, the bike still stops quickly enough, but again, if I have to pick a couple of nits here, that’s one of them. Lastly, the engine is hot. Rear cylinder deactivation helps cut down the temperature at idle, but if you’re stuck in traffic or maneuvering through town on a hot day, you’re going to be feeling it on your legs. Call it sacrilege, but the Harley-Davidson Overwatch Handlebar Bag is a perfect addition to the Springfield. (Morgan Gales/)This bike really didn’t need a lot of customization to get it exactly where I wanted it, but the addition of a couple key accessories really helped. The first is Indian’s Quick Release 16-inch Flare Windshield. This can attach or detach from the bike in a matter of seconds and is tall enough to cover my 6-foot 4-inch tall frame. It still looks classic, but with that flare design, is incredibly functional. I basically never take it off unless I am doing some around-town cruising on a really hot day. The second key accessory I use is the Harley-Davidson Overwatch Handlebar Bag with a clear phone compartment on top. It allows me to have my phone visible and secure while on the road, and keep snacks, sunscreen, ChapStick, and whatever else within arm’s reach. Lastly is navigation. I use a Beeline navigation system at the handlebars to get where I’m going. It’s amazingly easy to read, despite its small, minimalist design. With these few things, I don’t find myself missing a fairing at all. The flare windshield attaches or detaches from the bike in a matter of seconds. (Morgan Gales/)No fairing means no screen and no Ride Command system, so you don’t have to worry about your bike’s software needing updates or the fairing looking dated after a redesign. Sure, I occasionally miss the speakers and adjustable windscreen on the Chieftain line, but it’s a trade-off for a more timeless, traditional style. It’s a nice balance of modern bagger comforts and two-wheeled simplicity. At a starting MSRP of $22,499, the Springfield Dark Horse is only $500 more than last year’s model, which seems like a great value considering the upgraded engine. Now as we get closer and closer to seeing Indian’s 2021 model line, I hate thinking about having to give this bike back. But that’s one of the beauties of the Springfield; I can trust that 2021 may show some updates and upgrades, but the fairing-free, timeless aesthetic will remain. And if nothing is new, I’m good with that too. The traditional Indian Motorcycle headdress has changed a bit over the years, but is still as iconic as ever. (Morgan Gales/) Dual 300mm floating disc brakes provide great stopping power and better-than-average feel for the class. (Morgan Gales/)2020 Indian Springfield Dark Horse MSRP $22,499 for Thunder Black Smoke paint Engine Thunder Stroke 116ci, air-cooled V-twin Bore x Stroke 4.063 x 4.449 in. (103.2 x 113.0mm) Transmission/Final Drive 6-speed/belt Cycle World Measured Horsepower 82.05 hp @ 4,960 rpm Cycle World Measured Torque 101.97 lb.-ft. @ 2,690 rpm Fuel System Closed-loop fuel injection w/ 54mm throttle body Clutch Wet multiplate Front Suspension 46mm telescopic fork, 4.7-in. travel Rear Suspension Single shock with air adjust, 4.5-in. travel Front Brake 4-piston calipers, 300mm floating discs Rear Brake 2-piston caliper, 300mm floating disc Wheels, Front/Rear Cast; 19 x 3.5 in. / 16 x 5 in. Tires, Front/Rear Dunlop American Elite, 130/60B-19 / Dunlop Elite 3 Multi-Compound. 180/60R-16 Rake/Trail 25.0°/5.2 in. Wheelbase 67.0 in. Ground Clearance 5.2 in. Seat Height 26.0 in. Fuel Capacity 5.5 gal. Claimed Wet Weight 790 lb. Availability Now Contact indianmotorcycle.com Source

Fitting the existing CB300 with an electric motor? That seems to be the gist of new patents uncovered from Honda. (Honda /)Love them or loathe them, there’s no question that electric motorcycles are coming. Major manufacturers are now simply biding their time until the equation of costs and sales in the electric bike market tips in favor of profit before diving headlong into the fray. That moment seems to have taken a step closer with the emergence of Honda patents showing the firm working on an electric motorcycle based on existing components. The design isn’t radical, and that’s its strength. Instead of trying to woo early adopters with whizbang technology, Honda is developing a machine that wouldn’t look out of place in a showroom right now. If just a new powertrain can be bolted right into current models, the associated cost of production will also go down dramatically. (Honda /)Honda’s patents show that the bike is simply an electric-powered version of the existing CB125R and CB300R—the smallest models in the firm’s Neo-Sports Café range, with styling to match the CB1000R and CB650R. It shares the CB’s frame, styling, suspension, wheels, and brakes, but switches the original four-stroke single for an electric motor. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. That might not sound like a recipe for success in the face of purpose-developed electric motorcycles like Harley’s LiveWire or Zero’s range, but from an economic and production point of view it’s a stroke of genius. Honda already turns these chassis components out in vast numbers, selling bikes based on the parts in most territories including India as well as Europe, the USA, and Japan. The combination of the economy of scale achieved by reusing existing parts and the reduced R&D spend—with the firm only needing to create an electric powertrain, not an entire bike—means a more cost-effective solution for both Honda and the consumer. What’s more, by creating a motor that bolts straight into the place of the current 125cc and 300cc singles Honda could reuse the same package on a variety of models. If it works in the CB chassis, it should slot just as easily into the Rebel 300 or CRF250L frame. Same frame, same suspension, same bodywork—the motor slots into the same area the bottom end used to live in. One battery sits under the “tank,” one is placed under the seat. (Honda /)The electric motor itself isn’t radical either. It’s an oil-cooled unit that drives the rear wheel via a simple reduction gearset and final drive chain. There’s no complex, multispeed transmission, no clutch, and no water-cooling, so the unit can be kept as small and self-contained as possible. As a result the motor and reduction gears slot into the space where we’re used to seeing the bike engine’s bottom end and transmission. The only plumbing required is a couple of oil lines to a cooler mounted where you’d normally find the radiator, and wiring to a control unit that sits above the motor—filling the spot where you’d find the cylinder head of a CB125R or CB300R. Given that the control unit on the final bike is likely to be an aluminum box with cooling fins, the appearance should be conventional enough to pass for a gas-powered bike until you look closely. The drawings highlight ways to make the motor and reduction gears narrow enough to shoehorn into the current frame. (Honda /)Honda’s patents concentrate on the cooling system and ways to make the motor and reduction gears narrow enough to fit in the existing frame—a good indication that the existing CB components haven’t been used merely as placeholders in the design drawings. They show that while the fuel tank area looks the same as the gas-powered machines, it’s actually a dummy cover—Honda calls it a “knee grip”—to hide the batteries. One high-voltage battery is under the “tank” and another is under the seat, while a low-voltage battery to run the 12V systems on the bike is mounted just ahead of the electric motor, hidden in a vestigial bellypan. It’s not clear whether the high-voltage batteries are intended to be swappable, but it would make sense for Honda to use the same hot-swap units that it already uses in the PCX Electric scooter. Honda’s oil-cooled electric motor appears to be a simple unit, clutchless and final chain driven, with a likely 15-hp target. (Honda /)The PCX Electric actually gives a good insight into Honda’s thinking for the new design. Like the CB seen in the patents, it’s based on an existing gas-powered model and shares as many mass-produced components as possible to reduce production cost and complexity. It also demonstrates that Honda’s invasion into the world of electric bikes is mimicking the progress the firm made in its first forays into international mass-market success on both two wheels and four. Instead of jumping straight into the high-end, high-performance market, it started with small, cheap, friendly machines—the Cub on two wheels and the Civic on four—to gain a strong following before turning its attention to more ambitious projects. It’s a smart move; hardcore enthusiasts tend to be more stuck in their ways than casual buyers, and starting with small machines takes away pressure to compete with the very best in terms of performance and range, putting the emphasis on price and practicality instead. Honda could theoretically reuse the motor in a variety of models. The entire concept leans heavy on price and practicality as selling points, likely targeting newer riders. (Honda /)Speaking of performance, using a 125cc number as its basis suggests that’s the market Honda is aiming the new design at. That means around 15 hp—the limit for learner riders in Europe—though since electric motors are measured for maximum “continuous” performance rather than absolute output, it could still hit short-term peaks of twice that much without falling foul of any legal power restrictions. In cities and between the lights, a cheap, lightweight electric bike with unchallenging, attractive styling and a conventional feel could be the perfect solution for many riders, both existing and new. Source

Creating horsepower takes cylinder displacement, stroke-averaged net combustion pressure, and rpm. (Edoardo Nicolino/123rf.com /)Cylinder displacement, stroke-averaged net combustion pressure, and rpm. These are the basic variables that create horsepower. Cylinder displacement is obvious, for it tells us something about the volume of fuel-air mixture an engine can pump into itself. In an un-supercharged engine each cubic inch of mixture (at atmospheric pressure) contains a definite amount of chemical energy. The bigger the cylinder, the greater the push we can expect it to give its piston. Although we intuitively expect to gain power in proportion to displacement when installing a big-bore kit on a classic engine such as a Kawasaki Z1, the result is less than we expect because the engine’s valves were sized for its original displacement. Our big-bore kit “sucks” harder but the valves are really a bit small for the larger 1,000 or 1,100cc engine we’ve built, so they restrict the flow somewhat. The result is a less-than-proportional gain in power. As an example of a more balanced approach to a displacement increase, KTM increased the diameter of its 790′s intake and exhaust valves by 1mm each when it recently enlarged that engine’s displacement to 890cc. Stroke-averaged net combustion pressure is an abstraction—in reality, combustion pressure is constantly changing, beginning to rise shortly after the spark ignites the mixture, reaching a maximum at about 11 degrees after top dead center (ATDC), and then falling as the piston descends on its power stroke. That constantly changing combustion gas pressure can be measured by fast, accurate high-pressure microphones, but we make a useful abstraction of it to simplify our thinking. Therefore stroke-averaged net combustion pressure is abbreviated to BMEP (brake mean effective pressure) which averages the complex, changing actual combustion pressure to a constant pressure which, if it acted over the entire piston stroke, would produce the same power at the crankshaft. Notice especially the word “net.” It is there to tell us that this BMEP is what is left after normal engine losses—the viscous friction of bearings and sliding pistons, pumping loss, etc.—have been subtracted from the raw energy of combustion gas. That is normal in dynamometer testing—the power we get at the sprocket or shaft is what is left after losses are subtracted. BMEP is the sum of many parts. How well does the engine fill its cylinders? The more completely the cylinders are filled, the greater the BMEP. Cylinder filling is measured as “volumetric efficiency”—which compares cylinder displacement to the volume of fuel-air mixture actually trapped in the cylinder after the intake valves close. One hundred-percent volumetric efficiency means that the cylinder is filled completely, but wave effects in the intake process can sometimes increase this to as much as 125 percent.How efficiently does it burn that charge? There is some flame quenching on metal surfaces, and some injected fuel droplets may be too big to burn completely, or may hit the cylinder wall and be lost into the crankcase—swept away by the piston rings.&nbsp;How much energy is consumed by friction, heat loss, and the forced rapid movement of air in the crankcase? (One Japanese maker gained 5 hp in an 1,100cc four by “streamlining” this movement.) Engineers seek to make combustion rapid, as the longer super-hot flaming combustion gas is held between piston and head, the more heat flows out of that gas and into the metal parts, from which it must then be removed by the engine’s cooling system. At low or cruising throttle more energy is consumed by pumping loss, which is associated with making the engine perform the work of pulling against low manifold pressure. Mainly because of this, engines deliver better gas mileage on the interstate at 75 mph than they do tootling along country roads at 40 mph.In general, engine BMEP has increased steadily as manufacturers have sought to produce more power from the various classes of engines they produce. This effect is obvious in the sportbike world, but also operates in the world of touring, where ever-heavier bikes need more oomph to keep up with speeding multilane traffic. The third major element in engine power is rpm—revolutions per minute, which is a measure of how often our engine can perform its energy-release cycle. There are limits to the benefit of using rpm to boost power, because as revs rise so does friction loss. The sports management organization Dorna, which administers MotoGP, did not want its manufacturers going mad as F1 had done, pushing the peak revs of big V-10 engines to 20,000. Being interested in such technology, I had been delighted to see Honda push its five-cylinder 125 GP bike engine to 21,000 back in the 1960s, but pouring money into technology that has no marketplace application is a poor investment. For that reason Dorna set a limit to how far MotoGP could go in raising rpm through use of bigger pistons and ever-shorter strokes. In F1 piston diameter grew to be 2.3 times the stroke length, slowing combustion and increasing heat loss. Dorna therefore set a limit at 81x48.5mm, or a bore/stroke ratio of 1.67. The need to meet more stringent emissions levels has required some rethinking about BMEP. The hotter combustion is made (by higher volumetric efficiency, higher compression, and more accurate control of mixture), the more oxides of nitrogen are produced—combustion hot enough to actually burn atmospheric nitrogen. Dyno operators are familiar with the sharp tang of such oxides. Another ill effect of higher combustion temperature is losses from molecular dissociation and from energy in very hot combustion gas being less available for piston-pushing duty because it partly takes the form of molecular rotation and vibration. This is a major part of how operation on lean mixture reduces fuel consumption. Leaning the mixture reduces peak combustion temperature, lessening the losses from the just-described effects. What pushes pistons is the velocity of hot gas molecules, physically hitting the piston and giving it a shove. But energy in the form of molecular rotations and vibrations, which appear increasingly at higher temperature, doesn’t push pistons. That energy goes out the exhaust pipe. In supercharging engines we boost power by compressing the mixture, in effect forcing, say, 300cc of mixture into a 250cc cylinder. But because of the above effects we don’t get the full 20-percent power boost that dividing 250 into 300 says we should. The hotter we make combustion by conventional tuning techniques, the greater the loss from these effects. Supercharging in effect “stuffs” a larger volume of mixture into a cylinder than its actual displacement. (Jeff Allen /)Therefore manufacturers get busy with test engines on instrumented dynos, with hundreds of possible fueling and ignition maps, to find ways to get the power their intended market demands, in a form that meets US EPA or European Commission standards. I believe we will be seeing some slow reduction in motorcycle engine BMEP as it becomes necessary to reduce peak combustion temperature by use of leaner mixtures. To deliver or exceed the power of last year’s model, while meeting relevant emissions limits, it may prove necessary to compensate for loss of some BMEP by increasing the other two major variables in engine power: displacement and rpm. As a former chief engineer at Harley, Earl Werner, once said, “The job of engineering is not to seek abstract extremes but rather to deliver what people actually want.” Source