Hugh Janus

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

<strong>Left:</strong> The 2020 KTM 250 XC-W TPI's chassis is reworked for 2020 with a new frame that has increased stiffness. <strong>Right:</strong> The 2020 KTM 250 XC TPI shares all of the same chassis updates as the XC-W TPI. (KTM/)For 2020, KTM is continuing its 250 off-road two-stroke models with the XC-W TPI and the XC TPI. The XC-W TPI's chassis is reworked for 2020 with a new frame that has increased stiffness for improved handling and straight-line stability. Additionally, the new 40mm longer subframe contributes to rear fender stability. The new 3-D-stamped exhaust is claimed to be more durable because of the corrugated surface on the expansion chamber. Like the 2019 version, the '20 model incorporates a Dell'Orto 39mm throttle body, but has reworked idle and cold start systems. Tagging in at the end of the name, TPI (Transfer Port Injection) is the most significant update made to the 2020 KTM XC TPI. TPI aims to improve fuel efficiency and exhaust emissions, and removes the need for premixing fuel and re-jetting. The XC TPI shares all of the same chassis updates as the XC-W TPI as well. Related: 2019 250cc Two-Stroke Dirt Bikes For Off-Road The 2020 Husqvarna TE 250i continues to be fuel injected with a 39mm throttle body. (Husqvarna/)Husqvarna's two-stroke TE 250i returns for 2020. It continues to be fuel injected with a 39mm throttle body. In case you missed it, our coverage of the 2020 Husky lineup elaborated that the TE 250i has an "updated cylinder with the exhaust port window now being fully machined, while a new water-pump casing optimizes coolant flow. The engine is also mounted one degree lower for improved front end traction and feel." 2020 Husqvarna TE 250i: $9,899 Related: 2019 Husqvarna TE 250i Dyno Test 2020 Yamaha 250cc Two-Stroke Dirt Bikes The 2020 Yamaha YZ250X receives only graphic updates for MY20. (Yamaha/)Yamaha's flagship two-stroke cross-country model continues to be the YZ250X for 2020. First introduced in 2016, the YZ250X receives only graphic updates for MY20, but continues to carry over the features from the 2019 model that make it suited for Grand National Cross Country (GNCC)-type riding and racing such as an 18-inch rear wheel, off-road-focused Dunlop AT81 tires, sealed O-ring chain, and wide-ratio transmission. Being that the engine is unchanged from 2019, with a compression ratio of 7.9~9.4:1 and a bore and stroke of 66.4mm x 72.0mm; we suspect that the engine performance will be the same as the 2019 model and will make "plenty of midrange to top-end power but have a noticeably smoother transition from the bottom-end to the midrange in comparison to the motocross version [YZ250])." 2020 Yamaha YZ250X: $7,599 Related: 2020 Dirt Bikes, Dual Sports, And Trailbikes Under $5,000 2020 Beta 250cc Two-Stroke Dirt Bikes The 2020 Beta 250 RR engine’s most notable change is the addition of a counterbalancer. (Beta/)The Beta 250 RR is significantly updated for 2020. The most notable change to the engine, one that has been greatly desired by our testing staff for a number of years now, is the addition of a counterbalancer for reduced vibration. Another motor revision is a redesigned cylinder head that is claimed to improve torque at low rpm. With this update our past claim that the 250 wanted a stab of the clutch and needed to be revved out may be resolved. The 250 RR frame (like all other RR and RR-S models) has different geometry and rigidity characteristics for 2020 as well. 2020 Beta 250 RR: $8,799 Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. 2020 GasGas 250cc Two-Stroke Dirt Bikes The 2020 GasGas EC 250 (shown) looks identical to the 2019 model, save for the graphics. (GasGas/)GasGas is bringing two 250cc models to the 2020 fray with its EC 250 and XC 250. The 2020 EC 250 looks identical to the 2019 model, save for the graphics, but according to GasGas, it features improvements to the electrical system, engine, frame, and suspension. The electrical system updates include a new starter as well as a larger-capacity battery system. Engine updates include a new cylinder head and "new technology that allows an increase in the thermodynamic performance of the engine and an increase in power [for] a more linear delivery of torque throughout its range." One of the only visible differences between the EC and XC is that the EC has a headlight, and GasGas hasn't released press information or photos of the 2020 XC 250 model at this time, but we will update you when we hear more information and receive images from the manufacturer. 2020 GasGas EC 250: $9,099 2020 GasGas XC 250: $8,799 2020 TM 250cc Two-Stroke Dirt Bikes The 2020 TM EN 250 ES is the carbureted two-stroke model from TM. (TM/)For 2020, the TM EN 250 ES and EN 250 FI ES share many of the same components such as a KYB 48mm fork, TM Racing shock absorber, CNC triple clamps, clear tank, 5-speed gearbox, electric start, 21-inch front wheel, and 18-inch rear wheel. The EN 250 ES is carbureted and priced at $9,295 while the EN 250 FI ES is fuel injected and is priced at $9,795. More details on the 2020 EN 250 FI ES include that it has new ECU maps, increased capacity radiators that can be fitted with an optional electro-fan assembly, a claimed increase in cooling circuit performance, and the sliding capability of the fork is said to be improved too. A full LED headlight is surrounded by a new headlight mask as well. New fork protectors and graphics are also seen on this Italian machine. 2020 TM EN 250 ES: $9,495 2020 TM EN 250 FI ES: $9,795 2020 Sherco 250cc Two-Stroke Dirt Bikes The 2020 Sherco 250 SE-R has a WP Xplor fork and WP shock. (Sherco/) <strong>Left:</strong> The 2020 Sherco 250 SE Factory is the race-oriented enduro. <strong>Right:</strong> The cross-country model, the 2020 Sherco 250 SC Factory, uses a regular number plate instead of the headlight that comes on the SE Factory. (Sherco/)Sherco's base-model 250cc two-stroke enduro bike, the 250 SE-R, and race-oriented enduro, the 250 SE Factory, are part of the French manufacturer's 2020 lineup. While the 250 SE-R has a WP Xplor fork and WP shock, the SE Factory is equipped with a KYB fork and KYB shock. In a review of the 2018 SE-R model, we claimed that it was extremely versatile, something that we will need to confirm when we actually get our hands on these 2020s. The company is also rolling out a cross-country model, the SC Factory, which is similar to the SE Factory aside from the only visible difference being that it uses a regular number plate instead of the headlight that comes on the SE Factory. 2020 Sherco 250 SE-R: $9,199 2020 Sherco 250 SE Factory: $9,799 2020 Sherco 250 SC Factory: $9,599 Source

Overlaying the BMW patent drawing over a current S 1000 RR gives clues to what the unit could look like. (Ben Purvis /)When it launched the S 1000 RR-based HP4 Race three years ago, BMW proved the carbon fiber technologies it has honed in racing and road cars could make the leap to two wheels. It’s only a matter of time before a more mass-produced carbon sportbike reaches showrooms, and a new patent from BMW hints that it could be even more advanced than its predecessor. As a reminder, the HP4 Race was BMW’s range-topping superbike back in 2018, weighing in at just 377 pounds wet thanks to a carbon fiber frame, bodywork, and wheels. Its dry weight was an even more impressive-sounding 322 pounds, and thanks to an engine spec that was similar to the firm’s WSBK machines it achieved 215 hp. On the downside, it cost $78,000, could only be used on the track, and that exotic motor needed to be replaced every 5,000 kilometers, at a cost of around $20,000. That fun didn’t come cheap. Fast-forward to 2020 and BMW’s basic, road-going S 1000 RR manages 205 hp, combined with normal service intervals and engine life, but in terms of weight its 434-pound mass is still significantly more than the HP4 Race. It’s safe to say BMW isn’t going to allow its latest-and-greatest superbike be overshadowed by a version of its predecessor for long, so a carbon fiber-framed lightweight derivative is sure to appear at some stage in the model’s life. Doing away with a conventional swingarm pivot, BMW’s patent shows a carbon fiber struction acting as the spring and support for the rear wheel. (BMW Patent Drawing/)One element of the old HP4 Race that wasn’t carbon was its swingarm. While its closest rival at the time, Ducati’s 1299 Superleggera, used the material for its entire chassis, including the swingarm, BMW stuck to aluminium for the suspension. Now the firm’s latest patent suggests it’s not only planning to move to a carbon fiber swingarm but to do away with the conventional swingarm pivot altogether. The new carbon BMW frame design, pictured above, looks basically like a hardtail; the rear suspension—it can’t really be called a swingarm as it doesn’t swing—is molded into the main chassis itself. However, BMW isn’t planning to go without rear suspension. Instead the idea is to use flexible properties of carbon fiber to allow the rear wheel to move vertically, but not side to side. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. BMW’s patent explains that by arranging four layers of carbon fiber above the rear arm, and another four below it, all with the fibers running longitudinally, it can create a flexible component that acts as a spring. Fiberglass and carbon fiber leaf springs have been around for decades—they were pioneered by the Chevy Corvette in the early ’80s and remained a key element to the car until the latest generation was introduced this year—and in this instance the leaf spring is basically the swingarm itself. An upper shock mount is still visible on the frame, suggesting there will still be a conventional strut to damp suspension movement, and perhaps an auxiliary coil spring to allow preload adjustment, but the main suspension job is performed by the flexible rear arm. BMW has already fit a carbon fiber main frame to its HP4 Race model, but it used an aluminum swingarm. (BMW/)If any company can pull off a design like this, it’s BMW. The firm is undeniably a world leader in carbon fiber technology, having pioneered mass-production techniques that have allowed carbon vehicles to be made relatively quickly and cheaply. Both the i3 city car and i8 supercar have all-carbon chassis, and several other BMW car models have structural carbon components including roof panels and pillars. While the HP4 Race was a handmade machine, BMW has already patented methods to mass-produce motorcycle frames from carbon fiber. Whether the innovative flexible rear suspension makes it to the next S 1000 RR-based carbon bike remains to be seen, but it’s clearly under serious consideration. Source

Modern motorcycles with nearly flex-free front ends thanks to upside-down forks held by triple clamps with large clamping surfaces. (Jeff Allen /)This past week I was forcefully reminded of how much motorcycle structure has changed during my time in the sport when a friend arrived one afternoon on a new 790 KTM. As I used to do when I was a tech inspector 30 years ago, I took that bike’s front wheel between my knees, grasped the bars, and tried to twist. Nothing. No perceptible movement. It was as though that motorcycle’s front end, made up of many parts clamped together by bolting, was welded into a single rigid unit. That brought to mind words from CW’s former dirt editor, Jimmy Lewis, who described test-riding two different brands of 125 MX bike with near identical steering geometry and wheelbase. One of them responded to steering in a modern, right-now fashion, while the other seemed languid and slow, as if asking out of the corner of its mouth, “You want something, buddy?” before responding to control input. And that in turn brought to mind a conversation with Aprilia engineers last month, in which one of them reminded me that when engines are made smooth by use of internal balance shafts, there is no longer any need for such beastly antique compromises as rubber-mounted handlebars (like having a rubber steering-shaft in a car!) and squidgy-feeling rubber-mounted footpegs. Look back in time, next time you find yourself surrounded by other people’s bikes from past eras, and see how much rubber had to be placed between the rider’s extremities and the buzzy unbalanced secondary vibration of older inline-fours or the orbital gyrations of unbalanced Vee-twins. In 1969, we opened Arlington Motor Sports just outside of Boston, offering Kawasaki and Triumph. I had known long before from experiences with British chassis that fork stiffness was not a strong suit with Triumph. I remembered in particular a 500 twin whose bars could be twisted several degrees each way without moving the front wheel, and they would stay there when released. Stunning lack of stiffness! What it meant was that when you initiated a turn, actually creating steer-angle at the front wheel had to wait for the process of wind-up as you turned the bars, the fork tubes slipped in their crowns, and not much happened. In 2003, I attended World Superbike at Monza, Italy, and discovered fascinating things in a shed located on the property—old gents in pale-blue Gilera factory mechanic coveralls, looking after a priceless collection of Gilera road racebikes from the 1950s. The stiffness of a telescopic fork is strongly dependent on its tube diameter, which is why today the larger female tubes are at the top, where the greatest bending moment (leverage) exists, and the smaller tubes that slide within them connect to the axle below. Riders complain when bikes don’t suit them, so fork tube diameter has steadily increased from the 32mm upper-inner tubes of the 500cc four Gileras I saw that day. Those bikes were having to compete with the factory Norton singles ridden by the late Geoff Duke, built into the McCandless brothers’ revolutionary “Featherbed” twin-loop chassis. Despite being seriously down on power in comparison with the higher-revving Gileras, Duke missed being champion by only one point in 1950, winning three of the six GPs that year, then thrashed the Gileras in 1951, 35 points to 31, again winning half the races. Multiple pinch-bolts and large clamping surfaces on large-diameter female fork legs resist the twisting forces input by the rider and road. (KTM/)The Italians rightly concluded that something other than raw horsepower was necessary to win championships, and set about “Norton-izing” their chassis (they also took care to hire Geoff Duke). To remove “Triumph twist” from their floppy telescopic fork, they built upper and lower fork crowns into a single rigid box, welded from sheet metal. Since then, fork tube diameter and the rigidity with which the tubes are held in the fork crowns have increased steadily. Have a look at where the lower fork crowns of big sportbikes grasp the tubes and you will find as many as three pinch-bolts per side, instead of the feeble single bolt of early designs. When I was a lowly student I once took the bus to go visit my parents. After gliding smoothly along expressways, the bus turned onto secondary roads as we neared my destination. At each pothole or pavement transition we hit, the chassis of that bus responded with a harsh “wubba-wubba” vibration that really held my attention. Some 20 years later, encountering a Corvette engineer at Daytona, I asked him about wubba-wubba. “What you were feeling, we call the corner frequency. When a wheel attached to a flexible chassis hits a bump, the suspension is only part of the motion that results. The rest of it is deflection of the frame at that corner, which because the frame is a spring without a damper continues as the vibration you felt on that bus. It has a specific frequency because the mass in motion and the spring constant of the frame combine to create it.” Robin Tuluie, the motorcycle enthusiast and builder whose analytical interests took him to the heights of F1 engineering, once showed me some of the vibratory modes of a motorcycle that was set on a two-post shaker at MTS Corp., near Minneapolis. As he excited the bike with a frequency sweep, first one and then another mode would appear, the affected parts moving so rapidly that each in turn became a blur. Modern motorcycles like my friend’s new 790 have right-now responsive handling because riders never stop complaining and engineers never stop trying to shut them up with better and better solutions, from Gilera in 1950 to the present day 70 years later. Source

2020 Triumph Tiger 1200 Alpine Edition (Triumph /)The Triumph Tiger 1200 is meant to handle both on- and off-road adventures; no limitations. The Triumph Tiger 1200 XR is designed for the long back road stints and tame dirt road challenges, whereas the XC versions will tackle the rougher, dirt-oriented ones. The XCs offer five ride modes (which includes an Off-Road Pro riding mode), engine protection bars, and spoked wheels, whereas the XR has three-to-five riding modes (depending on model) and 10-spoke cast aluminum wheels. 2020 Triumph Tiger 1200 XCx (Triumph /)The adventure-ready machine is powered by the 1,215cc triple engine that is claimed to produce peak power of 139 hp at 9,350 rpm, and max torque of 90 pound-feet at 7,600 rpm. In addition to LED lighting, the Tiger 1200 features tech like a full-color TFT dash, backlit switch gear, Triumph Shift Assist, and keyless ignition. Off-road intentions are further indicated by the 19-inch front wheel with 7.5 inches of travel and commanding ergos for comfortable street and off-road riding. Triumph also offers the mid-spec XRx and XCx and the high-tiered XRT and XCA if you want to up your moto ante. The manufacturer’s also gonna raise you one more with the new-for-2020 mid-spec-based Desert and Alpine special editions. 2020 Triumph Tiger 1200 XCA (Triumph /)2020 Triumph Tiger 1200 Reviews, Comparisons, And Competition When we rode the Tiger 1200 in Spain, contributor Seth Richards commended the Tiger saying it “is equally happy galloping through the corners as it is trotting along at a leisurely pace, a light push on the bars dipping it toward the apex. It places no demands on the rider in terms of how it must be ridden. It makes everything easy… I would expect a motorcycle of such size, weight, and power to be a bit of a handful in the gravel and sand, but the Tiger is just as unflappable and easy to use as it is on pavement.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The tricked-out adventure category has many to compare and choose from: BMW 1250 GS Adventure, Suzuki V-Strom 1050XT, KTM 1090 Adventure R, KTM 1290 Super Adventure, Yamaha Super Ténéré ES, Honda Africa Twin, and Ducati Multistrada 1260 Enduro. Triumph Tiger 1200 Updates For 2020 The 2018 Triumph Tiger 1200 was heavily revised in the ergo, weight, and tech departments, but the machine does not see any major manicures made to this model year. Something that is new for 2020 are the Desert and Alpine special editions, based on the XCx and XRx models respectively. These include exclusive paint schemes/detailing and higher spec components like the Arrow titanium exhaust and the Triumph Shift Assist. Other premium equipment includes semi-active suspension, Brembo brakes, and an adjustable seat height. 2020 Triumph Tiger 1200 Desert Edition (Triumph /)2020 Triumph Tiger 1200 (base model) Claimed Specifications Price: $16,500 Engine: Liquid-cooled DOHC three-cylinder Displacement: 1,215cc Bore x Stroke: 85.0 x 71.4mm Horsepower: 139.0 hp @ 9,350 rpm Torque: 90.0 lb.-ft. @ 7,600 rpm Transmission: 6-speed Final Drive: Shaft Seat Height: 32.9–33.7 in. Rake: 23.2° Trail: 3.9 in. Front Suspension: 48mm inverted fork, rebound and compression damping adjustable; 7.5-in. travel Rear Suspension: Preload and rebound damping adjustable; 7.6-in. travel Front Tire: 120/70R-19 Rear Tire: 170/60R-17 Wheelbase: 59.8 in. Fuel Capacity: 5.2 gal. Dry Weight: 534 lb. Source

Scooters are user-friendly, capable city commuters and that’s all they can be, right? Wrong. Ample storage and an automatic transmission are typical scooter features that can attract the everyday urban rider, but what Honda’s new 2021 ADV150 adds to the pot is a bit more versatility for taking on the city streets and a little bit beyond. The PCX150 meets the Africa Twin (sort of) in Big Red’s latest scoot, the 2021 Honda ADV150. (Honda/)The press launch for this scooter was held in Orange County, California—one of the state’s larger and more populous counties. On the docket was a metropolitan cruise followed by some dirt on the outskirts of the OC’s suburban sprawl. Honda gave us a brief overview of the model and history about how its design came to fruition via a worldwide Honda design competition—one that Thai and Indonesian designers ended up winning. The ADV150′s puts an adventure-like twist on the PCX150. (Honda /)Honda said that prior to its US introduction the model saw the most popularity in Southeast Asia, which makes sense considering the competition winner. The designers knew that the population needed something that could take on the rougher paved or gravel roads that span the region’s cities and surrounding areas. Honda’s Thai Studio Manager, Bongkarn Sawatsutipan, stated, “Because of this commuting situation [in Indonesia and Thailand], I think it would be nice to have a little sense of play every day. That’s why I hope the adventure-style ADV150 will make your commute more enjoyable.” Although I would argue that the US may not have as many rough and rugged roads to commute on like other parts of the world, Honda’s key target audience of younger and first-time buyers is still valid. The ADV150 is a comfortable commuter that also opens up the possibilities of some light off-road travel. (Honda /)Before our 60-mile ride Honda also pointed out the scoot’s design shares much with the company’s street-focused scooter, the PCX150, in both double cradle frame and 149cc liquid-cooled single-cylinder engine. The ADV150 does differ in exhaust and intake track that improves low- to midrange torque, they told us. The focus of this scoot is low- to midrange torque; a new intake tract and muffler modified the power delivery from the PCX150 on which it is based. (Honda /)On the road, Honda’s focus on low- to midrange torque is made clear as the 149cc single pulls off the line smoothly, but tapers when speeds increase to the 50-mph range. Riding more congested city streets highlights the purposeful and accommodating torque that is put to the rear wheel via the V-matic automatic transmission. Streetlight-to-streetlight stop-and-go and traffic-avoiding filtering is wholly uncomplicated. Taking to the outskirts, pinned up the back hills of OC, the little engine does struggle, on some of the steepest parts I noted 55 mph, but on the straights and downhill declines (again at full pin) I saw 60–67 mph. This scoot is by no means meant to compete with a motorcycle in outright performance. The ADV150 isn’t fast in comparison to even small motorcycles, but it is meant for city commuting—and it does that well. (Honda /)During the first portion of the ride, I positioned the two-position adjustable windscreen at its highest setting and found that the piece deflects wind nicely, only hitting my collarbone/upper chest area without buffeting the helmet, after the foray into the dirt, I lowered it and felt more wind on my chest, but it is not an uncomfortable amount of force. The block-patterned tubeless tires provide better traction than expected in the dirt. (Honda /)When our ride leader took us to the washed-out dirt and partially paved road section in the hills I was impressed with the scoot’s modest off-road capabilities. Its 14-inch front and 13-inch rear wheels with block-pattern tread design do well in maintaining traction when the road switches from slick gravel-covered pavement to undulating dirt dips. Traction is also adequate in the soft sand of the washed-out dirt portions. Does this face look a little familiar? The dual LED headlights are reminiscent of the Africa Twin. (Honda /)In the dirt, the nonadjustable 31mm telescopic fork’s compression damping is spot-on; it was plush enough to absorb smaller bumps, and firm enough to provide a good front end feel through the dips, though I did notice an occasional loss of feel on the sharp crests of the washboard surfaces. No bottoming out thanks to the 5.1 inches of travel. Rebound returned to static ride height fairly quickly under hard braking, but it was not so fast as to upset the composure of the ADV150′s chassis. At the rear, the ADV150 is equipped with twin Showa shocks (remote piggyback reservoirs and triple-rate springs) that provide 4.7 inches of travel and this, too, did not bottom out, and soaked up the rutted road comfortably while keeping the rear wheel planted as a result of the well-sorted rebound setting. There is plenty of space to move your feet around on the floorboards and even stand up if needed, however the bar was a little close for aggressive off-roading. (Honda /)In terms of ergonomics, the ADV150 offered plenty of legroom from seat to floorboards, enough so that standing to utilize my legs on the dirt sections (if needed) is easily possible. When seated on the firm but comfortable seat, however, my longer arms are a tad tight with the close handlebar causing my elbows to be at 90-degree angles at my sides. With that said, the riding position is upright and generally comfortable for the city commute and workable for rough roads. The ADV150 weighs a claimed 294 pounds making it easy to flick into the twisties. (Honda /)Following the dirt portion we did a few rounds on twisty pavement. The ADV150 is nimble on switchbacks. The scooter is able to tighten in midcorner if need be, though I could have used a little more power for exiting the turns to add a bit more excitement on the tarmac. While I did not close the gap of the 6.5-inch ground clearance to cause any scraping, fellow moto-journos did voice that the centerstand touched pavement for them when pushing the limits. A 6.5-inch ground clearance limits the off-road capability, but it is just fine for well-traveled dirt roads. (Honda /)The braking department consists of a single 240mm disc (with ABS) at the front and mechanical 130mm drum at the rear. The front setup, though on the soft side, is noticeably more responsive than the spongy rear drum. A centerstand and sidestand offer different options for the parking lot. (Honda /)After we concluded the 60-mile loop, I was impressed that the fuel gauge notified me that about three-quarters of a tank remained and the average fuel consumption indicated on the LCD dash read 70.8 mpg (with a total of around 200 logged miles on the odometer). With a 2.1-gallon gas tank that means roughly 140 miles between fill-ups. The model is equipped with an LCD dash with vehicle speed as the most readable figure. Once the ignition is fully on, the rest of the information floods into every corner of the screen. (Honda /)The dash displays quite a bit of information: Speedometer, fuel meter, date, clock, odometer, two tripmeters, instantaneous fuel mileage (with tiny, hard-to-read numbering underneath), average fuel consumption, battery voltage, and air temperature. While the speedo is front and center and easy to read, the rest of the information was packed into the corners (a few of which you had to toggle through) making it almost too much information to process when glancing quickly at the monochromatic screen. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The underseat storage was a bit tight for a full-face Arai, but I was able to easily fit a lunch with plenty of room to spare. (Honda /)I must also of course touch on storage. There are two locations to stash your personal items: Under the seat and on the front left of the cockpit. Under the seat there is a 27-liter weather-resistant compartment that is claimed to hold most full-sized helmets. My medium Arai Regent-X did fit though it was tight; visor-equipped ADV-style helmets will likely have an even harder time squeezing in. The 2-liter storage on the left side of the cockpit easily holds a smartphone with enough room for a wallet and other smaller items. The 12-volt cigarette-style charging port is located within the cockpit storage to allow for charging on the go. A 5.7-inch smartphone will fit into the side pocket for quick and easy access. (Honda /)Although admittedly the thought of an adventure-styled scooter was a bit perplexing, after riding it through the city and down some dirt roads I can appreciate a practical use for such a machine. It allows for a bit more freedom to run errands and if you see that the shortest path getting to your errands is a dirt road, take it. 2021 Honda ADV150 Specifications MSRP: $4,299 Engine: 149cc, SOHC, liquid-cooled 80º single-cylinder four-stroke Bore x Stroke: 57.3 x 57.9mm Transmission/Final Drive: Automatic V-Matic/belt Induction: Fuel injection w/ 26mm throttle body Clutch: Automatic centrifugal dry type Engine Management/Ignition: Full transistorized Frame: Double cradle Front Suspension: 31mm Showa telescopic fork; 5.1 in. travel Rear Suspension: Twin Showa shocks; 4.7 in. travel Front Brake: Single 240mm disc w/ ABS Rear Brake: Mechanical 130mm drum Tires, Front/Rear: 110/80-14 / 130/70-13 Rake/Trail: 26.5º/3.4 in. Wheelbase: 52.1 in. Ground Clearance: 6.5 in. Seat Height: 31.3 in. Fuel Capacity: 2.1 gal. Claimed Wet Weight: 294 lb. Availability: Now Contact: powersports.honda.com GEARBOX: The Honda ADV150 can add some off-road adventure to running errands or commuting; go ahead and take that shortcut! (Honda /)Helmet: Arai Regent-X Jacket: Spidi Ellabike Tex Jacket Pant: Dovetail Effie Moto Pant Gloves: Spidi Flash-R EVO Lady Gloves Boots: TCX Boots Street Ace Lady Waterproof Source

Riding the 2021 Yamaha YZ450F at Glen Helen Raceway in San Bernardino, California. (Mark Kariya/)The Yamaha YZ450F received several notable updates to the engine, suspension, and chassis last year. While it didn’t look much different than the prior 2018 and 2019 model, the changes bLU cRU made to its flagship motocross bike certainly improved the aspects they worked on. For 2021, the YZ450F returns unchanged, save for blue number plates and black fork guards. Yamaha invited us out to Glen Helen Raceway in San Bernardino, California to shake down the 2021 YZ450F, which essentially served as a reminder of what it was like to ride last year’s model. Related: 2020 Factory Supercross Bikes—Justin Barcia’s Yamaha YZ450F The YZ450F does not feature any mechanical updates for 2021. However, bLU cRU’s flagship motocrosser enjoyed several changes last year. (Mark Kariya/)2021 Yamaha YZ450F Engine Although the YZ450F engine is unchanged for MY21, it was significantly updated last year. Its 13.0:1 compression ratio with a recessed crown-shape piston and 1.5mm longer connecting rod made great power in 2020 and continues to work very well in 2021. The YZ450F features class-leading EFI mapping adjustability with the Power Tuner app; it is still the best and easiest to use tuner for the average person. (Mark Kariya/)The free Yamaha Power Tuner app ECU mapping tool is one factor that makes the YZ450F engine one of the easiest bikes to ride in its class. Adjustments can easily be made to the engine’s power delivery until it’s exactly what you are looking for. Even for a beginner, you can make changes without worrying about causing engine damage. Yamaha even has a tutorial and premade maps available on its website to get you started. From there, you can learn and make adjustments to your heart’s content. To learn more and download the 10 optional maps, check out Yamaha’s website. The amount of torque you get from the seat of the pants while riding the YZ450F will make you double-check you tightened your belt. (Mark Kariya/)Overall, the YZ450F engine is amazing. It’s very exciting and the amount of torque you get from the seat of the pants will make you double-check you tightened your belt. Because of that, I prefer to ride the bike a gear high as it gives me a smoother, electric feeling with the throttle roll-on and then I let it build torque as needed with more throttle input. In stock form, the engine was more than I could handle while trying to ride aggressively. I tried several different maps that Yamaha has tested in an effort to find something I preferred. You can adjust that connected feeling you have with the rear wheel by using the Power Tuner app. This gave me more confidence to get back on the throttle earlier in corners. As the power builds, the torque of the engine takes over and accelerates you down the straightaways. Engine braking might be a touch more noticeable in comparison to other 450s, but for the most part, you ride the YZ450F in a lower rpm and it’s not a significant factor. There is a map switch offering two different options. These are selectable and on-the-fly, which comes in handy should track conditions change mid-moto. There is also a Launch Control System (LCS) to help with quicker, smoother starts. The transmission is paired well with the engine’s power and final drive gearing. As I mentioned, I prefer to ride the YZ450F a gear high, so I occasionally abused the clutch when I got too low in the rpm. However, there was no fade and the lever engagement remained consistent. 2021 Yamaha YZ450F Suspension & Chassis/Handling Blue number plates and black fork guards are the easiest way to differentiate a 2021 YZ450F from the prior year model. (Mark Kariya/)The YZ450F chassis was significantly updated in 2020 as well. Some of the more remarkable changes it received last year include the frame thickness, engine mounts, and the top triple clamp. The front axle and axle clamps were updated and the footpeg material was changed to chromoly steel. These revisions were aimed at reducing rider effort to change directions, more predictable handling, and reduced high-speed impact reactions. To match the tweaks made to the chassis, Yamaha revised the compression and rebound damping of the YZ450F’s KYB Speed-Sensitive System (SSS) coil-spring fork and KYB shock in order for them to be more progressive on compression at the mid-to-end of the stroke. One of our favorite aspects about the YZ450F is its plush suspension and rider comfort. (Mark Kariya/)I like the YZ450F’s stability and the current chassis certainly offers improved cornering over the prior generation model. The suspension has been one of the best in its class for several years now and required only minor adjustments for my preferences. In stock form, I felt like the bike was very busy and had a slight pitching sensation. There was also a slight hinged feeling when I mistimed my braking or encountered square-edge bumps. I spent most of the day working on small adjustments trying to find what worked best to correct some of these issues. I ended with the fork compression and rebound at 7, and a fork height of 2mm. As far as the shock settings, I set the sag at 104mm, the low-speed compression at 7, the high-speed compression at 0.75 turns out, and left the rebound stock at 11. With these settings, I felt the bike was more controllable and stayed a little higher in the stroke. Overall, it was a slightly stiffer setting that resulted in a more comfortable ride. The YZ450F’s brakes have a distinctly progressive feeling. The front is easy to modulate and the rear is progressive, making it easy to drag the brake without locking up the rear wheel. (Mark Kariya/)When sitting on the YZ450F, it feels like you are sitting in the bike. While riding, the bike feels a touch long, but that might be attributed to the pocked sensation of the seating positon. One very significant change I made was to move the handlebar mounting position to the rearward hole with the bar mounts forward. If you are counting from the rear forward, this would be the second position. On another test day, I may try turning them back to fully rearward (the first position). The Yamaha brakes have a distinctly progressive feeling. The front is easy to modulate and the rear is progressive, making it easy to drag the brake without locking up the rear wheel. 2021 Yamaha YZ450F Overall Impression The 2021 Yamaha YZ450F is an excellent motocross bike right off the showroom floor. (Mark Kariya/)Even without any changes for 2021, the Yamaha YZ450F is still a bike that is easily in the running to be my favorite 450 motocrosser. I think choosing my number 1 pick in the 450 Motocross Shootout will come down to how quickly I can get comfortable on each bike and find the right setting for my riding style. Gearbox Helmet: Shoei VFX-EVO Goggle: 100% Racecraft Jersey: Alpinestars Supertech Gloves: Alpinestars Techstar Pant: Alpinestars Supertech Boots: Alpinestars Tech 10 2021 Yamaha YZ450F Tech Spec PRICE $9,399 ENGINE 449cc, liquid-cooled, single-cylinder four-stroke TRANSMISSION/FINAL DRIVE 5-speed/chain FRAME Aluminum bilateral beam FRONT SUSPENSION KYB Speed-Sensitive System (SSS) coil-spring fork adjustable for compression and rebound damping; 12.2-in. travel REAR SUSPENSION KYB shock adjustable for spring preload, high-/low-speed compression damping, and rebound damping; 12.5-in. travel FRONT BRAKE Nissin 2-piston caliper, single 270mm disc REAR BRAKE Nissin 1-piston caliper, single 240mm disc WHEELBASE 58.3 in. SEAT HEIGHT 38.0 in. FUEL CAPACITY 1.6 gal. CLAIMED WEIGHT 245 lb. wet AVAILABLE Now CONTACT [yamahamotorsports.com](https://www.yamahamotorsports.com/motorcycle) Source

Triumph will be sponsoring the 10th annual running of the Distinguished Gentleman’s Ride, which will be adopting a solo format this year. (Triumph Motorcycles/) Dust off your Victorian waistcoat, break out the mustache wax, and pull on ye olde vintage helmet—it’ll soon be time to kick off the worldwide Distinguished Gentleman’s Ride. The now-famous fundraiser for men’s health celebrates its landmark 10th running on September 27, though things will look a bit different this year format-wise. What hasn’t changed is the sponsorship—the gang at Triumph have once again announced they’ll be supporting the annual charity event. Prizes include a quartet of brand-new Triumph motorcycles, one of which is a Thruxton RS. (Triumph Motorcycles/) This year’s run will, quite literally, be a singular one; the 2020 edition of the Distinguished Gentleman’s Ride will have riders going at it solo (or with a pillion) instead of clustered in a massive pack of cycles, though it still will be with the goal of bringing together the motorcycle community as well as raising funds for Movember, the men’s health charity. So all riders will still ride on the same day for the same cause, but this time they won’t be traveling en masse—a twist that DGR refers to as “Ride Solo Together”—as a response to the current challenges around the world from the pandemic. It’ll be the first time DGR will be run as a sole-rider event, in which participants will embrace the spirit of the Distinguished Gentleman’s Ride by riding alone or with a passenger from the same household. The new format allows for compliance with the different social distancing regulations in various countries, while still showcasing classic bikes and contributing to the Movember cause. There’s no defined route or group riding this year, but all DGR riders will still participate on the same day for the same cause. (Distinguished Gentleman’s Ride/) Distinguished Gentleman’s Ride founder Mark Hawwa highlights the urgency to ride this year: “Since our first year in 2012, the Distinguished Gentleman’s Ride has united riders all over the world, creating a statement from the motorcycle community in support of men’s health. 2020 will not be any different. This year we will still unite and ride dapper. We will still do everything we can to help men stop dying too young, alongside our charity partner, Movember. We invite riders to ride solo, but remain united for the cause.” Related Content: Acting Like Gentlemen Will Help Us Grow Motorcycling Everywhere Movember founder JC also had this to say: “We look to the DGR community to unite with us, as they do every year, in combining their passion for motorcycles, riding dapper, and raising much-needed funds to support men’s mental health, suicide prevention, and ground-breaking cancer research.” Hawwa founded the Distinguished Gentleman’s Ride in Sydney, Australia, after deciding a themed ride would be a great way to combat the often-negative stereotype of bros on bikes, while also providing a way of connecting the global motorcycling community and raising funds for an important cause. The event has drawn record numbers of riders since 2012, and in 2019, new fundraising and attendance records were set: $6M USD raised for the cause with more than 116,000 riders participating across 104 countries. The ride’s main goal is to raise funds in support of health programs to fight cancer and aid mental health. (J.Herbert/Triumph Motorcycles/) So this year there won’t be any defined route, but so-called “gentlefolks” worldwide are still invited to dress dapper, ride solo, and donate, while observing social distancing guidelines each country (presumably) has in place. The money raised will support research against prostate cancer and mental health; monies from the 2019 event are already being invested in research and health programs, and a new investment will fund initiatives focused on supporting first responders, who have worked tirelessly over the last few months. Triumph once again is supporting the effort as the main sponsor of the Distinguished Gentleman’s Ride and also donating four brand-new motorcycles from its Modern Classic range to be gifted to the three highest fundraisers worldwide and to the winner of the Gentlefolk Competition. For the Gentlefolk part, riders have to unlock badges in their rider dashboards—raising a certain amount of money, or donating to someone else—to get entered into a drawing to win a Bonneville T120. The highest fundraisers are eligible for a Thruxton RS, Scrambler 1200, or Speed Twin model. There are other cool prizes too. Returning for 2020 are Red Bull, Elf Lubricants, Hedon Helmets, SKRAM Moto Eyewear, and Pipeburn, while Belstaff is a new face in 2020, joining the event as the official Motorcycle Outfitter of the Distinguished Gentleman’s Ride. Seems suitably dapper, we guess. The full list of prizes is here. DGR makes it possible to dress dapper, ride your vintage bike solo, and support a worthy cause all while connecting with other riders around the world. (Distinguished Gentleman’s Ride/) Naturally, riders will be encouraged to hit up social media channels and the DGR website to showcase their efforts. Once they’ve registered and have completed their ride, they’ll get directions for uploading and sharing photos; a live map where riders can find photos shared across the world will also be available. For more info or to register, check out the DGR website. Source

2020 KTM 250 XC-F (KTM /)As KTM’s smallest-displacement four-stroke cross-country bike, the 250 XC-F is designed to be a high-revving, off-road competition bike. It shares many of the same components with the motocross-oriented 250 SX-F, but features off-road-specific items such as a six-speed transmission, softer suspension settings, a 2.25-gallon fuel tank, 18-inch rear wheel, kickstand, hand guards, and Dunlop Geomax AT81 tires. This makes the 250 XC-F an ideal bike for a rider who wants a 250cc four-stroke to ride on the trails and motocross track, all the way up to the XC2 250 Pro class racer in the Grand National Cross-Country (GNCC) series. 2020 KTM 250 XC-F Reviews, Comparisons, And Competition While riding the 2019 KTM 250 XC-F, one of the many aspects we enjoyed about it was its seemingly endless amount of top-end power. The 250 XC-F has a number of competitors in the 250cc four-stroke cross-country bike segment including the Yamaha YZ250FX, Honda CRF250RX, TM EN 250 Fi ES 4T, and Sherco 250 SCF. The suggested retail price of the 250 XC-F is $9,499, which puts it at $1,000 more than the YZ250FX, $1,200 more than the CRF250RX, $1,496 less than the EN 250 Fi ES 4T, and $400 less than the 250 SCF. 2020 KTM 250 XC-F (KTM /)KTM 250 XC-F Updates For 2020 A new fork piston and setting in the WP Xact fork, new compression adjuster and setting for the WP Xact shock, and new graphics are the three changes the 250 XC-F enjoys for MY20. 2020 KTM 250 XC-F Claimed Specifications Price: $9,499 Engine: Liquid-cooled DOHC single-cylinder Displacement: 250cc Bore x Stroke: 78.0 x 52.3mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.4 in. Rake: 26.1° Trail: N/A N/A Front Suspension: 48mm inverted fork, fully adjustable; 12.2-in. travel Rear Suspension: Fully adjustable; 11.8-in. travel Front Tire: 90/90-21 Rear Tire: 110/100-18 Wheelbase: 58.5 in. Fuel Capacity: 2.25 gal. Dry Weight: 220 lb. Source

2020 KTM 250 XC-W TPI (KTM/)The KTM 250 XC-W TPI was one of two of the Austrian manufacturer’s first production versions of its fuel-injected two-stroke enduro bike; the other being its larger-displacement sibling, the 300 XC-W TPI. The 250 XC-W TPI first hit the United States and European market in 2018, while the 300 XC-W TPI was only available in Europe in 2018 and did not come stateside until 2019. With its 249cc displacement engine featuring Transfer Port Injection (TPI), the 250 XC-W TPI is an ideal choice for an enduro rider who wants a two-stroke that doesn’t have quite as much torque as a 300, and doesn’t want to premix fuel. 2020 KTM 250 XC-W TPI Reviews, Comparisons, And Competition When KTM calls asking if you want to test its new fuel-injected two-stroke enduro bike at Erzberg, the site of the world-renowned Erzberg Rodeo extreme enduro race, you grab your gear bag and hop on the next flight to Austria. That is exactly what we did in 2018, chock-full of curiosity about how the TPI engine would perform. During our day of riding at the mine, one of the aspects we observed about the 250 XC-W TPI was its ability to run at an unusually low rpm, which made navigating tight switchback turns easy. If you like most aspects about the KTM 250 XC-W TPI, but would prefer a bike with suspension linkage, the Husqvarna TE 250i may be the perfect option. Additional competition for the 250 XC-W TPI would include the TM EN 250 Fi ES 2T, Beta 250 RR, Sherco 250 SE-R, and Yamaha YZ250X. At $9,799, the 250 XC-W TPI is $100 more than the TE 250i, $4 more than the EN 250 Fi ES, $1,000 more than the 250 RR, $600 more than the 250 SE-R, and $2,200 more than the YZ250X. 2020 KTM 250 XC-W TPI (KTM/)KTM 250 XC-W TPI Updates For 2020 KTM’s 250cc fuel-injected two-stroke enduro model enjoys a host of changes for 2020, the most prominent of which include a stiffer frame, new bodywork, updated suspension settings, a new airbox, revised mapping, and a new six-speed transmission made by Pankl. 2020 KTM 250 XC-W TPI Claimed Specifications Price: $9,799 Engine: Liquid-cooled single-cylinder Displacement: 249cc Bore x Stroke: 66.4 x 72.0mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.8 in. Rake: 26.5° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 11.8-in. travel Rear Suspension: Fully adjustable; 12.2-in. travel Front Tire: 90/90-21 Rear Tire: 110/100-18 Wheelbase: 58.3 in. Fuel Capacity: 2.4 gal. Dry Weight: 228 lb. Source

Riding the 2021 Kawasaki KX450 at Glen Helen Raceway in San Bernardino, California. (Drew Ruiz/)Kawasaki was the first manufacturer out of the gate to host a 2021 bike test with its KX450. We joined Team Green at Glen Helen Raceway in San Bernardino, California, to shake down its mildly updated flagship motocross bike, which has won Dirt Rider’s 450 Motocross Shootout the past two years. The new Renthal Fatbar 839-bend handlebar makes it easier to get over the front of the bike, which is especially helpful when cornering. (Drew Ruiz/)The changes made to the KX450 for MY21 include a new coned disc-spring hydraulic clutch, larger-diameter clutch plates with a revised friction material, a new dry film lubricant coating on the piston skirt, and the switch to a Renthal Fatbar 839-bend handlebar, which is 1-1/8 inches in diameter and the same bar and bend that comes stock on the 2019 and 2020 Honda CRF450R. Related: 2021 Kawasaki Motocross And Cross-Country Models Released Compared to the 2019–2020 KX450′s Renthal 7/8-inch-diameter, 971-bend handlebar, the 2021 model’s Renthal Fatbar 839-bend bar is 6mm lower, has 11mm less rise, and 2mm less sweep. The only similarities the two Renthal handlebars share in terms of dimensions are their width at 802mm. 2021 Kawasaki KX450 Engine The KX450 receives a few engine updates for 2021 in the form of a new coned disc-spring hydraulic clutch, larger-diameter clutch plates with a revised friction material, and a new dry film lubricant coating on the piston skirt. (Drew Ruiz/)With its crisp throttle response, the KX450 gets up and goes, which is especially noticeable when exiting corners. This combined with its plentiful bottom-end power and nearly effortless clutch pull makes it easy to manipulate the power at low rpm, even when riding a gear high. The engine continues to pull into the high rpm long enough that we didn’t have to upshift to third when climbing most of Glen Helen’s smaller hills. Since Kawasaki granted the KX450 a hydraulic clutch in 2019, we have praised it for its remarkably easy lever pull, and the changes made to it for 2021 give it an ever lighter feel at the lever. 2021 Kawasaki KX450 Suspension Very few clicker changes, if any, are needed to get most test riders comfortable with the Showa 49mm coil-spring fork and Showa shock. They are fantastic. (Drew Ruiz/)No changes were made to the KX450′s Showa 49mm coil-spring fork and Showa shock for 2021. The components have remained the same since the KX450 enjoyed a complete overhaul in 2019, which is great because the front and rear suspension work excellently. The Showa components offer a plush yet progressive feel throughout the stroke, which isn’t hampered when making clicker changes in one direction or the other. Both of our test riders—one a former AMA Pro Supercross racer and the other a novice-level motocross rider—made no more than two clicker changes on the fork compression and were able to find a comfortable setting they were happy with. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. With its stock 5.0 Nm fork and 54 Nm shock spring rates, the recommended weight range for the 2021 Kawasaki KX450 is 160 to 180 pounds. We have found this to be a very balanced setup for the majority of test riders. For those who weigh 175 pounds or more and pro-level riders who come in at the higher end of the recommended weight range, we have experimented with adding an optional, one-rate-stiffer spring of 5.2 Nm in one of the fork legs and leaving the other with the stock 5.0 Nm spring, effectively giving the fork a spring rate of 5.1 Nm, which Showa does not offer. This minimizes bottoming under large impacts for heavier riders, but doesn’t take away from the fork’s plush feel. It’s worth noting that we have been able to set the shock sag at the recommended 104mm setting with the stock 54 Nm spring rate for riders up to 190 pounds as well. 2021 Kawasaki KX450 Chassis/Handling Kawasaki has dropped its prior Renthal 971-bend handlebar in favor of a Renthal Fatbar 839-bend bar, which is 6mm lower, has 11mm less rise, and 2mm less sweep than the outgoing 7/8-inch bar. (Drew Ruiz/)For the past two years, the KX450 has had the best chassis in its class. While it’s too early to tell whether it will retain that accolade, being that it’s the first MY21 450cc motocross bike we’ve tested this year, we wouldn’t be entirely surprised if it did. The KX450 not only offers neutral handling characteristics, the frame also does an excellent job of working with the suspension to absorb impacts, yet retains a firm enough feel to respond well to rider input. Kawasaki’s current generation flagship motocross bike has a long list of positive qualities, but its chassis may very well be its standout feature. The KX450’s frame has an excellent rigidity balance. Its compliancy enables it to help the suspension absorb impacts, yet it’s firm enough to allow for precise handling. (Drew Ruiz/)The KX450′s ergonomics are excellent with a slim profile from front to rear and a flat seat that is easy to move forward and back on. We commend Kawasaki for changing one of the few complaints we had about the 2019–2020 KX450—the handlebar. We felt the prior Renthal 971-bend bar was too high and threw off the bike’s otherwise-good rider triangle. With the new Renthal Fatbar, the rider triangle is noticeably improved as its lower height puts you in more of a neutral position while riding. One of our few minor complaints about the KX450 is that its 250mm rear brake rotor is a little touchy and makes it too easy to lock up the rear brake at times. One of our few complaints about the current generation KX450 is its 250mm rear brake rotor. It’s a bit touchy and makes it too easy to lock up the rear brake at times. (Drew Ruiz/)2021 Kawasaki KX450 Overall Impression The KX450 gets up and goes due to its crisp throttle response. (Drew Ruiz/)With its crisp throttle response, plush suspension, phenomenal chassis, and agreeable ergonomics, the current-generation KX450 has a lot going for it. Team Green has a well-rounded package for its flagship motocross bike and it heads into the 2021 450 Motocross Shootout with a lot going for it; only time will tell if it can make it a three-peat this year. The current generation KX450 has a lot going for it. An even easier clutch pull and a better-proportioned rider triangle make it even better in 2021. (Drew Ruiz/)Gearbox Helmet: Shoei VFX-EVO Goggle: 100% Armega Jersey: Fox Racing 360 Gloves: Fox Racing 360 Pant: Fox Racing 360 Boots: Fox Racing Instinct 2021 Kawasaki KX450 Tech Spec PRICE $9,399 ENGINE 449cc, DOHC, liquid-cooled, single-cylinder four-stroke TRANSMISSION/FINAL DRIVE 5-speed/chain FRAME Aluminum perimeter FRONT SUSPENSION Showa 49mm coil-spring fork adjustable for compression and rebound damping; 12.0-in. travel REAR SUSPENSION Showa shock adjustable for spring preload, high-/low-speed compression, and rebound damping; 12.1-in. travel FRONT BRAKE Nissin 2-piston caliper, 270mm disc REAR BRAKE Nissin 1-piston caliper, 250mm disc WHEELBASE 58.5 in. SEAT HEIGHT 37.6 in. FUEL CAPACITY 1.6 gal. CLAIMED WEIGHT 243 lb. wet AVAILABLE Now CONTACT kawasaki.com Source

2020 Triumph Tiger 900 Rally (Triumph/)The 2020 Triumph Tiger 900 follows its predecessor the Tiger 800 with a major ground-up redesign for this year. It is a middleweight ADV that now reaps the on- and off-road-focused benefits of the submodels in the Tiger 900 GT/Pro and Tiger 900 Rally/Pro. In our First Look, Triumph USA’s operation manager stated, “What we’ve really tried to do is separate the Rally and GT versions out so that the GT is way more of a road bike and the Rally is way more of an off-road bike to really make it not feel like they’re basically the same things but with different wheels.” With its new T-plane triple engine, lightened girth, model distinctions, up-spec componentry, and cool looks even our editors can’t help but be excited with this middleweight ADV—heck, even Hollywood is stoked on it. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. 2020 Triumph Tiger 900 Reviews, Comparisons, And Competition Competition includes the KTM 790 Adventure/R, Suzuki VStrom 1000/XT, BMW F 850 GS Adventure, Yamaha Ténéré 700, Ducati Multistrada 950 S, and Honda Africa Twin. 2020 Triumph Tiger 900 GT (Triumph/)Triumph Tiger 900 Updates For 2020 The Triumph Tiger 900′s updates include the higher-capacity 900cc Euro 5-compliant triple engine; new radiator, airbox, and air filter; larger 5.3-gallon fuel tank; adjustable windscreen; new modular steel trellis frame with bolt-on rear subframe; improved ergos for an upright riding position; Brembo brakes; and an overall weight reduction of a claimed 16 pounds (depending on the model). Technological revamps include LED lighting throughout; six riding modes; a 7-inch TFT display (GT and GT Pro, Rally and Rally Pro only); new optimized cornering ABS and cornering traction control (GT and GT Pro, Rally and Rally Pro only); and a phone storage with USB charging port. 2020 Triumph Tiger 900 (Triumph/)The GT and GT Pro are for urban adventures including long-distance touring, while the Rally and Rally Pro are dirt-designated with road-focused capability. All Tiger 900 models have an adjustable seat height, but if you need a little more, there is also the Tiger 900 GT Low Ride Height version available with unique suspension and lower seat. New colors and graphics are also available. 2020 Triumph Tiger 900 Rally (Triumph/)2020 Triumph Tiger 900 Claimed Specifications Price: $12,500 Engine: Liquid-cooled DOHC inline-three Displacement: 888cc Bore x Stroke: 78.0 x 61.9mm Horsepower: 93.9 hp @ 8,750 rpm Torque: 64.2 lb.-ft. @ 7,250 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 31.9–32.7 in. Rake: 24.6° Trail: 5.2 in. Front Suspension: 45mm inverted fork; N/A-in. travel Rear Suspension: Preload adjustable; 6.7-in. travel Front Tire: 100/90-19 Rear Tire: 150/70R-17 Wheelbase: 61.3 in. Fuel Capacity: 4.4 gal. Wet Weight: 423 lb. 2020 Triumph Tiger 900 GT Claimed Specifications Price: $14,300 Engine: Liquid-cooled DOHC inline-three Displacement: 888cc Bore x Stroke: 78.0 x 61.9mm Horsepower: 93.9 hp @ 8,750 rpm Torque: 64.2 lb.-ft. @ 7,250 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 31.9–32.7 in. Rake: 24.6° Trail: 5.2 in. Front Suspension: 45mm inverted fork, rebound and compression damping adjustable; 7.1-in. travel Rear Suspension: Preload and rebound adjustable; 6.7-in. travel Front Tire: 100/90-19 Rear Tire: 150/70R-17 Wheelbase: 61.3 in. Fuel Capacity: 4.4 gal. Wet Weight: 428 lb. 2020 Triumph Tiger 900 GT Pro Claimed Specifications Price: $15,000 Engine: Liquid-cooled DOHC inline-three Displacement: 888cc Bore x Stroke: 78.0 x 61.9mm Horsepower: 93.9 hp @ 8,750 rpm Torque: 64.2 lb.-ft. @ 7,250 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 33.5–34.3 in. Rake: 24.4º Trail: 5.7 in. Front Suspension: 45mm inverted fork, fully adjustable; 9.5-in. travel Rear Suspension: Preload and rebound adjustable; 9.1-in. travel Front Tire: 90/90-21 Rear Tire: 150/70R-17 Wheelbase: 61.1 in. Fuel Capacity: 4.4 gal. Wet Weight: 432 lb. 2020 Triumph Tiger 900 Rally Pro Claimed Specifications Price: $16,700 Engine: Liquid-cooled DOHC inline-three Displacement: 888cc Bore x Stroke: 78.0 x 61.9mm Horsepower: 93.9 hp @ 8,750 rpm Torque: 64.2 lb.-ft. @ 7,250 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 33.5–34.3 in. Rake: 24.4º Trail: 5.7 in. Front Suspension: 45mm inverted fork, fully adjustable; 9.5-in. travel Rear Suspension: Preload and rebound adjustable; 9.1-in. travel Front Tire: 90/90-21 Rear Tire: 150/70R-17 Wheelbase: 61.1 in. Fuel Capacity: 4.4 gal. Wet Weight: 443 lb. Source

BMW Motorrad’s Active Cruise Control will use millimeter-wave radar. (BMW Motorrad/)ABS has been the cornerstone on which all electronic systems have supported and expanded the safety of motorcycle riding. First to adopt ABS-assisted braking systems was BMW Motorrad in 1988—a great step forward. And because of that, the great Bavarian make has remained at the front of the evolution of the technology extracting from the ABS’s highly versatile functionality a traction control system, known as Automatic Stability Control (ASC). ASC was soon followed by the more comprehensively capable Dynamic Traction Control (DTC) that ensures a total traction and stability control accelerating on any surface and at any lean angle. In 2019, BMW Motorrad added to the DTC the capability of controlling the engine drag torque under fast deceleration. The addition of an inertial platform fully integrated the ABS capabilities to further increment the safety of motorcycle riding, and GPS completed the system to realize a functional navigation system complete with TFT instrumentation screen and connectivity. Dynamic Cruise Control associates ABS with the engine ECU by wire throttle control to ensure a relaxed ride at constant speed that also helps keeping fuel consumption at its best minimum. At this stage the last and most sophisticated addition to this long list of safety supporting electronics is Active Cruise Control (ACC). See the icon at the top center? That is the rider’s notification BMW’s Active Cruise Control is active. (BMW Motorrad/)ACC have been present in the automotive world since 1992, when a first, somewhat crude “lidar”-actuated warning system appeared on a Mitsubishi sedan, while a much more refined and effective millimeter-wave radar system debuted on Mercedes S Class top sedans. From then on radar-assisted ACC have achieved widespread usage in the automotive world, proving extremely effective in preventing collisions in bumper-to-bumper traffic. Their latest evolution assists in keeping the car in the proper lane by reading the marks on the road. The radar sensor senses the presence of the vehicle in front and keeps constant the distance from it by continuously adjusting the speed by activating throttle controls and brakes, if needed. As simple as that. But it is not that simple. Motorcycles are variable attitude vehicles, they lean in corners, they are more “mobile” than cars. BMW Motorrad and historical partner Bosch analyzed the massive amount of variables involved in motorcycle dynamics and developed a system that, starting from the base DCC unit, adds a substantial number of sensors in order to achieve maximum active functionality by positively combining three main functions: cruising speed control, safety distance control, and curve speed control. Yet they also made their ACC more actively interfaced with the rider in the sense that the rider here retains a higher level of responsibility compared to the ACC-assisted car driver. BMW Motorrad’s ACC takes into account radar data, bike yaw rate, and speed to control the cruise control system and warn the rider of danger. (BMW Motorrad/)Fundamental is that the BMW Motorrad ACC only keeps track of the moving vehicles and ignores stationary vehicles. That means the rider must activate the brakes of his BMW in the presence of vehicles stopped in a traffic jam queue or at a traffic light. Primary functionality is that the system is fully capable of actively modulating the set cruising speed whenever the bike reaches the limit of the selected safety distance approaching the vehicle in front. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. A millimeter-wave radar sensor is the fundamental component of the system; it detects the vehicles driving ahead of the bike and the included distance sensor sends the proper activation input via a CAN bus connection to the ABS ECU that then determines the correct amount of deceleration needed to keep the safety distance selected by the rider. But being installed on a motorcycle, the radar sensor dialogues with a yaw rate sensor to determine the bike path around a corner and compares this information with the sensed presence of a vehicle on that path and consequently takes the proper action via the ABS ECU. A rapid closing distance will activate a red warning icon on the TFT dash. ( BMW Motorrad/)A switch unit on the left of the handlebar activates and sets BMW Motorrad’s ACC according to the rider preference. The system offers two operation modes: Comfortable and Dynamic, for a relaxed cruising mode or a more spirited but fully electronically assisted ride. The set speed, the distance to the vehicle in front, and the setting of the ACC appear on the TFT display. The cruising speed can be selected on a range from 30 to 160 kph (19 to 100 mph), while the safety distance can be adjusted to three stages. The rider can select from three following distances. (BMW Motorrad/)The rider can override the ACC by either braking or by accelerating, but speed must be reset after braking. Gear shifting does not interfere with the ACC setting. The ACC system sends warning signals in case of rapid decrease of the safety distance from the vehicle in front. A car profile in bright red appears on the TFT display and the rider must apply emergency braking, a function that ACC does not include in order to avoid sudden decelerations that could surprise the rider. Safe motorcycle riding remains a fine art that demands great concentration and sharp reactions. BMW Motorrad’s ACC can very positively assist but cannot take the place of a competent rider, and has ultimately left the rider to decide their fate—with some important guidance. Source

BMW’s three 2021 middleweight GS models are also available in a special “40 Years of GS” anniversary edition. (BMW Motorrad/)2020 marks the 40th anniversary of BMW’s GS family, and to emphasize the occasion, Munich has seen fit to garnish its three adventure middleweights with a few new enhancements for the 2021 model year. In basic terms that means each of the BMW F 750 GS, BMW F 850 GS, and BMW F 850 GS Adventure models will receive new paint work as well as an expanded standard equipment roster and a host of new equipment options. In addition to standard paint choices, each model will also have a 40 Years of GS Edition color option, which features a unique black and gold color combo with yellow highlights. Plus, the anniversary F 750 GS and F 850 GS models get badging to further distinguish the special edition status. RELATED: 2019 BMW R 1250 GS Adventure First Ride General changes to the BMW F 750 GS, BMW F 850 GS, and BMW F 850 GS Adventure include new graphics on the fairing side panels, but there are other refinements as well, including new LED turn indicators as standard, and a USB charging device in the cockpit. ABS Pro and DTC (Dynamic Traction Control) are now also standard. You won’t see any tweaks in the engine room, however, with the now-familiar 853cc, liquid-cooled, four-valve, two-cylinder engine holding down the fort on all three models. The powerplant is already Euro 5 compliant and is still rated for 77 hp at 7,500 rpm in the F 750 GS, going up to 95 hp at 8,250 rpm for both the F 850 GS and F 850 GS Adventure. But BMW did not provide any pricing details at the time of this release. The 2021 F 750 GS base model is available in white or this San Marino blue. (BMW Motorrad/)2021 BMW F 750 GS The 2021 base model BMW F 750 GS now steps out in white paintwork with black painted wheel rims, black handlebars, and the seat in red/black for contrast. There’s also a new San Marino blue metallic colorway available, which combines with a tinted windscreen, granite gray metallic rims, and silver handlebars as well as a black/gray seat bench and galvanized radiator cowl. Let’s call this one the 750 GS Sport, since it says so right on the tank. The last paint option is the distinctive 40 Years GS Edition, which also wears an anniversary logo on the fairing side panels. The yellow hand guards and black/yellow bench seat accents riff on another BMW GS icon: the BMW R 100 GS. Black matt rims, silver handlebars, and a galvanized radiator cowl round off the exclusive anniversary trim. The F 850 GS gets a windscreen adjustment, a TFT display, and a Racing red color option for 2021. (BMW Motorrad/)2021 BMW F 850 GS For 2021, the F 850 GS gets a new windscreen adjustment mechanism and a TFT display including convenient Connectivity functions. Paint options include a new basic Racing red color contrasting with the black-coated fixed fork tubes, black rims, and a seat in black/gray. Or you can go with the Rallye option in Racing blue metallic, with black fork tubes, gold rims, and a galvanized radiator cowl. Lastly, you can choose the 40 Years of GS Edition in Black storm metallic with a “40 Years GS” logo on the fairing panels. Exclusive yellow hand guards, gold rims, and a black/yellow seat with a GS logo along with black fork tubes and a silver radiator cowl further mark this is an anniversary edition. 2021 BMW F 850 GS Adventure Rally in Kalamata metallic colorway. (BMW Motorrad/)2021 BMW F 850 GS Adventure In addition to a TFT display with Connectivity functions, the 2021 F 850 GS Adventure receives some new hues as well, with new Ice gray paintwork contrasting with black fork tubes and rims and a gray/black seat to round out that color treatment. There’s also a Rallye style option with Kalamata metallic matt paintwork, gold rims, fixed fork tubes, and a sport windscreen, topped by a black/gray upholstered Rallye seat (at 33.8 inches tall). RELATED: 2019 BMW F 850 GS vs. Honda Africa Twin The F 850 GS Adventure 40 Years GS Edition carries the same color scheme as the other anniversary GS models, with a “40 Years GS” logo and yellow hand guards contrasting with the Black storm metallic paintwork. Black fork tubes, gold rims, and a black/yellow upholstered seat bench round off the BMW F 850 Adventure’s tribute to the big 40th. The 40th anniversary colorways riff on iconic BMW treatments from the past and feature black/yellow accents. (BMW Motorrad/)New Optional Equipment And Accessories All three new models will get parts of the Pro riding mode as optional equipment, which means a reworked throttle response and Dynamic Brake Control (DBC) within the Pro mode, as well as the preselection of up to four riding modes (depending on other optional equipment in the BMW F 750 GS). Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Other options for all three models include an extra low bench seat as well as modified lowered suspension, and there is now a Motorrad Navigator holder available from BMW Motorrad Accessories for the BMW F 850 GS and BMW F 850 GS Adventure. BMW also mentions in its press release that, since completely switching off the ABS will no longer be allowable in the future, the Enduro and Enduro Pro riding modes will be adapted. The ABS function can still be switched off on the rear wheel in Enduro Pro riding mode (on the BMW F 850 GS and BMW F 850 GS Adventure only). Source