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The Regent-X is Arai’s lowest-priced full-face helmet. It’s also one of its most comfortable. (Arai/)Arai has earned a reputation for meticulously handcrafted, premium, and expensive racing lids over the years, but with the new Regent-X helmet, the famously high-end hat maker turned its sights on what it says is the true measure of a helmet’s worth: comfort and protection. We’d have to agree that the better a helmet feels on your noggin, the more you’re likely to wear it, ergo the more protective it’ll be. And since Arai already makes some of the industry’s most comfy lids, it’ll come as no surprise that the new Regent-X seamlessly continues the theme. But that doesn’t mean it didn’t drop the ball elsewhere. New shell design and construction make their debut on the Regent-X, but it’s still DOT and Snell M2020 certified. (Arai/)Arai’s newest helmet trots all the hallmarks of the brand, like superior comfort, excellent optics, and a robust shell construction, but at a lower price than we’re accustomed to from the brand. The Regent-X is an evolutionary redesign—basically a replacement for Arai’s entry-level DT-X lid. But it still rolls in premium features including the company’s latest Facial Contour System (FCS)—a set of articulating pads that move when you put on and take off the helmet, and wrap around your face for a snug fit (which also happens to cut noise). Those interior pads have a decent amount of adjustment (and different sizes are available), and now get deeply recessed speaker pockets for more comfortable fit and easier comm unit installs; they’re also removable if you need to wash the stink out. And if you wear glasses, channels within will accommodate your peepers. The semi-removable padding itself is ridiculously plush yet somehow firm and supportive, a silky kiss of soft brushed nylon that makes everything feel all right whether you’re WFO in the hairpin or just tooling around at cruising speed. It’s one of the most comfortable Arais I’ve ever worn, and, no surprise, the inner lining is sweat wicking and antimicrobial too. A new, thinner neck roll also reduces weight and offers a more snug fit, which Arai says makes the helmet quieter as well, though we’d argue it’s the new chin curtain blocking air from below that reduces noise even more effectively. That said, we didn’t find the Regent to be that much quieter than the mid-range Defiant-X (possibly because its wider bottom opening lets in more air). Arai’s articulating FCS cheek pads carry over to the Regent; the pads get recessed speaker pockets for more comfort. (Arai /)Next up is a one-piece EPS liner tuned with varying densities according to their position within the shell, helping to further the aim of a compact yet protective design. To that end, the Regent-X also benefits from a new shell that uses a more cost-effective resin than its higher-end Quantum and Signet cousins; the lightweight, stiff Peripherally Belted Complex Laminate Construction—laminated fiberglass, for the layman—also reinforces the upper edge of the eyeport to increase shell strength without adding weight or price. But if the Regent is the lowest-priced full-face in the lineup, it’s not like you’ll find many compromises; Arai goes so far as to claim that protection is on par with its race-ready Corsair-X. The smooth egg-like exterior profile, according to Arai engineers, is meant to better deflect direct impacts and allow the helmet surface to slide freely, and like all of Arai’s helmets for North America, the Regent-X meets or exceeds Snell M2020 and DOT standards without even breathing hard. Despite it being slightly heavier than Arai’s more expensive lids, the Regent still felt perfectly balanced on my head. We can definitely feel the difference; Arai increased the Regent’s opening by 5mm for easier head entry and exit. (Arai/)If you’re a charter member of the Arai club, you know the Hyper Ridge to be that slightly enlarged band around the base of the shell that lets you slide the helmet’s intermediate oval interior over your noggin just a little easier by widening the entry point. For the Regent-X, Arai tweaked the opening 5mm more in every direction, and I definitely felt way less resistance slipping the thing over my head compared to previous designs. While 5mm sounds like just a subtle tweak, that along with a thinner neck roll makes for a huge difference. Build quality and fit and finish have the usual excellent craftsmanship Arai is famous for, and comfort feels better than ever. It’s in some of the details that I found frustration. The VAS latch captures the shield to hold it closed but the shield occasionally gets caught on it, interfering with a smooth open or close. (Andrew Cherney /)Like all of Arai’s X-series full-face helmets, the Regent comes with the VAS face shield system which includes a lever-operated demisting feature to let you crack the shield and allow in airflow for, uh, demisting. Or is it defogging? Anyway, It’s a two-part process to get the shield fully open. RELATED: DT-X Helmet Is Arai’s Best Full-Face Value The first move is to push up the crescent-shaped lever at the shield’s left-side lip to guide it up over the latch (yup, there’s a latch within that lever) which props it slightly open for airflow. Sounds easy, but it’s not always smooth. If you want the shield up fully, a second motion requires you to curl your thumb under a tab on the shield, and pull it out and off the aforementioned latch while guiding the shield up simultaneously. That means taking attention off the road to clumsily fiddle with gear—usually at speed—and if you’ve got thicker gloves on, it won’t go smoothly. The motion got easier and more intuitive the more times I did it, but if you’re switching helmets often like we do… To close the shield, you push it down until you hear the click of the latch, though some force is required to get it fully seated over the gasket. At first I attributed the stickiness to new-lid syndrome; I figured it’d work itself out once things were broken in, but three months later, the shield still gets caught on the latch more than I like. Who knows—maybe I got a lemon? RELATED: Here’s How You Change the Shield on Arai’s New Corsair-X Helmet That said, when fully engaged in the closed position, the shield completes a damn-near airtight—and definitely watertight—seal at the gasket, experienced through many a rainy ride. The Regent’s eyeport is optically perfect, plenty wide, and offers great peripheral vision, and the shield is Pinlock ready to boot (a Max Vision insert is included). Below the eyeport, a fairly wide three-position chin vent keeps a nice amount of air flowing into the lower half of the lid, and the four exhaust vents do an excellent job of evacuating warm interior air, though the two upper crown scoops are only adequate in the flow department and their smallish slider buttons a pain to handle with gloves on. The front intake vent flips up and down easily to pull in a good volume of fresh air (to its right is the VAS latch). (Arai /)Caveat number two (Arai lifers can probably tune out now, because they know the drill) is Arai’s VAS-V shield changing mechanism. The shield swap process needs no tools and is incrementally easier than previous systems, but despite what Arai claims, it’s still not intuitive, especially compared to nearly every other major helmet manufacturer’s arrangements. If you’re new to Arai, you’ll want to watch the video on the company’s website for the best explanation. But if you’re familiar with the system, you might love it. The Regent-X comes in six colors and three graphics options. (Arai/)The bottom line? Arai’s Regent-X turns out to be an excellent all-around street helmet at a reasonable price, opening up the company’s products to a large portion of riders who simply couldn’t afford them before. The class-leading warranty of seven years from the date of manufacture is huge. And the Regent-X does a great job of eliminating distractions and improving comfort without compromising on Job One: head protection. Crown scoops are operated via small sliders that can be fiddly with gloves on. (Arai/)If it could only get the shield thing simplified… The Regent-X is available now in White, Black Frost, Gun Metallic Frost, Modern Gray, Code Red, and Code Yellow, as well as several graphics options. MSRP is $560 for solids and $690 for graphics. Source

The wait is over. We swing a leg over the US-spec 2021 Yamaha Ténéré 700. (Joseph Agustin/)After decades of the rest of the world having all the dirt roosting fun with the original XT660 Ténéré middleweight, Yamaha finally lets US riders in on the mid size adventure bike action with its hotly anticipated and T7 concept based 2021 Ténéré 700 ($9,999). New from the wheels up, the Ténéré 700 pairs function, value, and ease of use for those who want to taste what real-world rally adventure is about. Editor’s Note: The Yamaha Ténéré 700 was available as a 2020 model in Europe. Aesthetically, Yamaha nailed it with the 700’s styling. Its shape is lean and purposeful, plus it mimics the styling of Andrew Short’s Dakar WR450F Rally racebike. The quad projector LED headlamps afford a Transformer-like look. On a side note, handy headlight adjustment knobs make it easy to tweak the beam of light. Slim and trim. Yamaha’s Ténéré 700 offers a tidy appearance that is as functional as it is good looking. (Joseph Agustin/)From the way the front brakes are tucked inside the spoked 21-inch wheel to its well-thought-out ergonomics that afford a natural and modern dirt bike-type experience, we appreciate its slim overall design. It’s obvious the Tuning Fork brand had its sights aimed on its orange 790 foe. The Ténéré 700 is an exceptionally friendly and easy ADV bike to ride on and off pavement. (Joseph Agustin/)A rectangular shaped LCD instrumentation shows everything you need including gear position, fuel gauge/available range, and nothing you don’t. Plus is easy to read at a glance. A horizontal crossbar above the display facilitates GPS or other accessory mounting. A 12-volt power port provides power. We love the Ténéré 700’s nose highlighted by a quad set of LED headlamps. Adjustment knobs inside the cockpit make it easy to adjust the beam of light. (Joseph Agustin/)With a claimed curb weight of 452 pounds the Ténéré 700 feels light in motion. Although its 4.2-gallon fuel tank is mounted in a conventional location (ahead of the rider’s seat and above the engine), the motorcycle is well balanced and easy to put where you want. In standard configuration the seat is 34.4 inches tall, which is a tad on the high side. This isn’t a bad thing and will be valued by taller riders and/or folks who plan on serious off-road rides. An even taller option (1.6-inch higher) is available, as well as a 1.5-inch lower option (including shock link) as OE accessories. Overall we liked the shape, density, and comfort that the OE saddle provides for our 6-foot-tall frame. The Ténéré 700 has a wide, but not overly so handlebar. It has a pleasing upright bend, which makes it easy for taller riders to stand up comfortably at the controls. (Joseph Agustin/)A fixed windscreen provides adequate wind protection, however for whatever reason, the visor of our AGV AX-9 helmet made for a strange buffeting effect. We appreciate the OE-fitted plastic hand guards which keep your mitts out of the elements. Heated grips are available as an accessory as well for those who rack up the odometer in chilly weather. Comfortable, peppy, and competent. The Ténéré 700 is as refined feeling on road as it is off. (Joseph Agustin/)The aluminum handlebar is wide, but not overly so, and offers a relatively tall bend that makes it easier for big fellas to stand comfortably. The footpegs are appropriately sized and the vibration damping rubber inserts can be removed for enhanced grip against the sole of your boots. Although the brake hardware lacks the visual bling of other ADV bikes in this category the sum of the components nets a braking package that is very easy to use especially over slick terrain. (Joseph Agustin/)Whether riding on pavement or off of it, the suspension offers excellent action. When loaded with brakes, the fork offers just the right amount of pitch that presses the OE-fitted Pirelli Scorpion Rally STR tires into the terrain. This nets a pleasing sensation of grip. Independent spring preload and damping adjustment allow riders to tweak things to their liking. We also like the shock’s handy preload adjustment knob which makes it easy to modify ride height based on handling preference or vehicle load. The Ténéré 700 footpegs are adequately sized and the rubber inserts can be removed for added grip against the sole of boots. (Joseph Agustin/)Further complementing handling sensation are a set of feel-rich front brakes. Although the hardware isn’t brag-worthy, the sum of the components net anchors that are surprisingly effective—especially over slick hard-packed terrain. This helps boost front end feel and lets the Ténéré rider feel comfortable over challenging terrain. Conversely, the rear brake is oddly devoid of feel making it more difficult to trust the bike over challenging terrain downhills. Smartly so, Yamaha includes an LCD display-mounted button that fully disables ABS. And as long as you don’t turn the key off, the ABS remains off even if you stall the bike. The 2021 Yamaha Ténéré 700 ($9,999) strikes a hard bargain in the middleweight adventure bike segment. (Joseph Agustin/)Powertrain-wise, we’re fans of Yamaha’s liquid-cooled CP2 parallel twin. Although a tad tall dimensionally, the engine is narrow and pumps out a wide, flexible spread of power. This permits early upshifts running a gear high and lugging the engine up steep hills and obstacles. With a fully fueled claimed curb weight of 452 pounds, the Ténéré 700 is an agile adventure motorcycle and is especially easy to command. (Joseph Agustin/)Of course, if you want to rev the engine out, it happily complies, however we preferred the way the bike felt at lower rpm in the dirt. The cable-actuated clutch is weighted well, fade-free, and responsive, say, if you feel the need to lift the front wheel over a log. On that note, a sturdy alloy skid plate helps shield the undercarriage from damage. Yamaha also offers a heavier-duty component as an accessory. The 2021 Yamaha Ténéré 700 is powered by a CP2-type 689cc, liquid-cooled parallel twin. The engine offers a wide powerband with pleasing character. (Joseph Agustin/)An uneven 270/450-degree firing interval affords a pleasing engine character while also boosting traction. There is a hint of vibration at the controls, but it doesn’t feel out of place like it does on other ADV bikes. Some will likely gripe that the Ténéré doesn’t offer traction control after all, even the Orange Bridgade’s $6,199 entry-level adventure bike includes this feature, however the CP2 mill is so smooth, refined, and balanced that it feels like it has organic traction control built into it. Well done, Yamaha. This makes for more friendly power slide and/or drift maneuvers without having to worry as much about the engine biting you with a hard power hit. Although a tad tall in stock configuration, the OE saddle is supportive, comfortable, and well suited to long rides. (Joseph Agustin/)Riders seeking a practical and no-nonsense adventure bike capable of taking them well off the beaten path with control will look fondly at Yamaha’s 700 ADV rig. Although it lacks some of the bling available on other middleweight rigs, as a package, you’ll be hard-pressed to find a more easy ADV bike than the Ténéré 700. Riders seeking a real-world adventure bike that’s capable of taking them well off the beaten path will appreciate the function and value afforded by Yamaha. (Joseph Agustin/)Gear Box Helmet: AGV AX9 Carbon Jacket: Dainese D-Explorer Gore-Tex Gloves: Racer Guide Pant: Dainese D-Explorer Gore-Tex Boots: Alpinestars Tech 7 Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. 2021 Yamaha Ténéré 700 Technical Specifications And Price PRICE $9,999 ENGINE 689cc, DOHC, liquid-cooled parallel twin; 8 valves BORE x STROKE 80.0 x 68.6mm FUEL DELIVERY Electronic fuel injection CLUTCH Wet, multiple disc; cable actuation TRANSMISSION/FINAL DRIVE 6-speed/chain FRAME Double cradle steel-tube chassis FRONT SUSPENSION 43mm Kayaba USD fork, fully adjustable; 8.3-in. travel REAR SUSPENSION Kayaba shock, fully adjustable; 7.9-in. travel FRONT BRAKES 4-piston caliper, dual 282mm discs w/ ABS and Off-road mode (disengaged) REAR BRAKE 1-piston floating caliper, 245mm disc w/ ABS and Off-road mode (disengaged) WHEELS, FRONT/REAR Spoked wheels w/ aluminum rims; 2.50 x 21 in. / 4.50 x 18 in. TIRES, FRONT/REAR Pirelli Scorpion Rally STR; 90/90-21 / 150/70-18 RAKE/TRAIL 27.0°/4.1 in. WHEELBASE 62.8 in. SEAT HEIGHT 34.4 in. FUEL CAPACITY 4.2 gal. CLAIMED CURB WEIGHT 452 lb. WARRANTY 1 year AVAILABLE June 2020 Source

Normally we’d say it’s a shame to remove carbon fiber bodywork from a Ducati Superleggera, but not in this case. (Jeff Allen /)Roland Sands just wants to have a good time. And not in the selfishly hedonistic way where he’s just trying to entertain himself. Well, actually maybe that is true… But Sands’ pursuit of a good time has always resulted in the rest of us having fun along with him. From watching him win an AMA 250cc Grand Prix national championship in the 1990s to blowing up the billet-barge jukebox custom scene in the 2000s to bringing flat track to a whole new generation with the SuperHooligan series, his entertainment has been ours. The bare-knuckled brawler Roland Sands wants to see on American racetracks in national competition, recalling naked-superbike glory days. ( Jeff Allen /)Let this custom Ducati Superleggera streetfighter stand as the most recent example. It’s not just a trick custom, but a template for future good times. So, yes, the factory magnesium frame and Superquadro V-twin of this 2014 machine is a trick place to start when the goal is the artful removal of fine parts deemed unnecessary for the goal of being the trickest streetfighter in the land. But all Sands wants to know is can we help him get MotoAmerica to lay out a racing class where stripped-down superbikes with no fairings would be legal? “No rules, basically,” Sands said. “How badass would that be?” Finest number plate in the land? Aluminum was fabricated and fitted, then used as a mold for the carbon fiber piece here. Screen allows airflow to ram intake. (Jeff Allen /)He recalls the circa-1980 days of Wayne Rainey and Eddie Lawson on unfaired 1,000cc superbikes and wants to recapture that brutal purity. We’d watch that. We might even build a bike for it. And if MotoAmerica is willing to race baggers at WeatherTech Raceway Laguna Seca, all we can say is what is it waiting for?! This V-twin Superleggra is a naturally great place to start for a naked-superbike racer, if somewhat expensive and hard to come by. Can’t deny its trickness though. And while on the one hand you could say starting with a motorcycle whose foundation is a magnesium frame and single-sided swingarm makes a trick naked custom build “easy,” you’d be wrong. Not much to change internally with the 1,198cc V-twin with its titanium valves and two-ring pistons. (Jeff Allen /)Modern wiring harnesses and electronics make almost any new custom build a challenge when your goal is to artfully project industrial beauty and cleanliness. Miles of wires, bags of sensors, and the fanciness that is the Superleggera means the rider-aid brain with IMU/GPS should be located as close to the stock location as possible, which is hard when you’re throwing away a lot of “stock,” especially the fairing and brackets. Where to put all these wires and boxes? “It’s like stuffing 15 pounds of s—t in a 5-pound bag,” Sands said. RSD lead fabricator Aaron Boss made all the new bodywork with a retro vibe. (Jeff Allen /)The IMU was modeled in place with a custom fixture and they tested the bike by moving it around and found it could be tucked in tighter at the front of the bike than standard. The ECU, meanwhile, normally just sits there under a fairing panel but it needed a new solution for hiding, so they stuck it under the tank in a cassette-like way; you push it in and it pops out of its mount. Tidy and clever. The bellypan finishes the bike’s under-engine look and also houses more electrical business. With stock Brembo calipers so beautiful, light, and high performance, they were left standard. Carbon fiber scoops aid cooling. (Jeff Allen /)A motorcycle made of exotic materials demands more of the same. So while RSD fabrication chief Aaron Boss made aluminum panels, covers, and the front number plate, these were just used as molds for the carbon fiber pieces you see now. The factory subframe is carbon fiber and weighs…1 pound, Sands said, and was the inspiration for the other c-f pieces. Febur superbike radiators fit the naked-superbike vibe. (Jeff Allen /)Custom triple clamps and high, carbon fiber handlebar take this exotic to the street and, in a nod to hooliganism, ABS has been removed. The carbon fiber factory kickstand remains, as do the magnesium wheels and titanium hardware all over the bike. And would you change MotoGP-derived nickel-plated Brembo front brake calipers or the most beautiful factory foot controls and pegs? No. Removing most of the fairing panels made electrical system packaging a challenge. A new bellypan houses battery, voltage regulator/rectifier, and other components. (Jeff Allen /)The 1,198cc engine’s claimed 200 hp asked only for a modified titanium exhaust by Akrapovič, a system that looks like an exotic fat metal python about to strangle the engine, except its function is the opposite of “strangle.” Febur superbike radiators are burly and bare up front, allowing the front cylinder to poke through as Ducati engineering strived for best weight distribution. The finished bike, variously called KH9 in honor of the wealthy client it was built for, the UltraSuperleggera, or the Super Duper Leggera, weighs just 339 pounds. Not bad versus the 366-pound no fuel claimed weight of the stocker. RSD finally settled on The Super’, and made limited-edition T-shirts and a video. Jake Zemke, manager and rider coach for MotoAmerica superbike racer Cameron Beaubier, rides the RSD Superleggera Streetfighter at Auto Club Speedway in Fontana, California. (Jeff Allen /)It looks great in photos, and even better in person. Retired AMA superbike racer Jake Zemke, who also is a rider coach through Zemke Riding Development, modeled the bike at one of his Southern California trackdays, proving its worth as a road-course-ready streetfighter. Zemke takes flight on this 339-pound Ducati custom. (Jeff Allen /)Sands remains fired up about “hooligan” superbike. “It worked for trackers, right?!” he said, reminding us of his SuperHooligan national “heavy bike racing” flat-track series. Sands is not wrong. “Uncover the bike!” he continues. “It’s a retro aesthetic with high tech.” Not every bike gets its own T-shirt. (Roland Sands Design/)See, Sands just wants some fun and I think we’d all be entertained by it. Source

Kevin Cameron (Robert Martin/)Yesterday’s mail brought me a book yellowed by age, describing the earliest days of auto racing, beginning 125 years ago in 1895. In that book is the dazzling array of clever ideas that explode from the human imagination when a new technology arrives—in this case, the internal combustion engine. Very soon, sadly, practicality takes over. Building fascinating prototypes is great fun, but the only thing that can in the long run pay for that fun is strong sales of product. Very quickly, the radical stuff is discarded in favor of the cheapest and easiest-to-produce designs that can sell at a profit. Orthodoxy squeezes out creativity. Marketing folk are today lyrical over the excitement of driving three-wheeled machines whose single wheel is in the rear, but Léon Bollée in 1896 entered four of them in the Paris-Marseilles event of 1,063 miles. The Race Commission had no category for them, saying, “This hybrid vehicle, neither a car nor a motorcycle, belongs to no type.” It was therefore called “miscellaneous.” One of them won the event. Visitors to today’s custom shows are delighted when a single part is made to serve two or more functions (I’m remembering a long ago issue of Mechanics Illustrated featuring a ladies’ handbag that was also a portable radio—order today! Operators are standing by!). One of the early racing cars employed a frame tube as a cooling-water duct, reprised by a 1950s Belgian Saroléa motorcycle whose exhaust passed through its frame. It all brings to mind Erik Buell’s use of a swingarm as an oil tank and frame beams as fuel tank. Mm, I’m also recalling a system which monitored the pressure of hydrogen gas confined inside hollow metal helicopter rotor blades: Any drop in pressure signified the appearance of a crack. Single parts serving multiple functions is nothing new—long before Erik Buell using the frame spars as a fuel tank (like on this EBR 1190SX) engineers used the frame of vehicles as water-cooling ducts and exhaust pipes. (EBR/)Overheating is timeless—the Bollée brothers’ engines of 1896, with “cooling by radiating ribs” (aka “cooling fins”) was termed “not effectual” because the region of the head surrounding the exhaust could during a long run be seen to glow at red heat. In 1982, Harley-Davidson’s great racing manager, the late Dick O’Brien, told me the prototype iron XR750, father to the aluminum XR dirt tracker only now being retired from the sport, could be seen to glow after a run, if the lights in the test cell were switched off. He quoted a cylinder head temperature of 900 degrees. For this reason auto engines were quickly switched to water cooling, with the head to be the first part to be water jacketed. Motorcycles, whose engines were more exposed to airflow, persisted with “radiating ribs” for many more years. For the Paris-Boulogne race of 1899, the Filtz flat twin was given water-cooled heads. This engine also attempted to achieve exceptional operating smoothness by having its two cylinders on the same axis, so that the shaking forces of the two pistons, moving at 180 degrees to each other, would completely cancel. This engine accomplished that by having two crankshafts, each geared to a third shaft carrying a large flywheel—quite a price in complexity to pay for notional perfection. In today’s BMW flat twins, the cylinders are offset to allow both crankpins to be on a single crankshaft (practicality rules!) but this offset generates an oscillation around a vertical axis, bothersome enough to cause that company to now cancel it with a balance shaft. Yet thoughtful people were considering this problem in 1899. Harley-Davidson’s iron XR750 flat track racer would glow red in the dark after runs in the test cell from temps reaching 900 degrees. (Harley-Davidson /)When you see the expression “45-degree V-twin,” what brand comes to mind? Think again—the 9-hp Cottereau entered for the Paris-Toulouse race of July 1900 was a 90 x 110mm 45-degree V-twin of 85ci. In the event, Cottereau and his creation, intrepidly pressing on through darkness, hit a roadside stone pile. I went to a Loudon test of a Rokon 238cc prototype roadracer, equipped with a variable-pulley snowmobile drive. In the early 1970s, Californian Dan Hanebrink would earn many column inches in motorcycle magazines for a similar creation. In 1911, the managers of the Isle of Man TT races decided they must compel the motorcycle industry to accept new technologies, by banning pedaling gear. The enduring response to this was Indian’s two-speed gearbox (they swept the event, 1-2-3) but another approach was Zenith’s “Gradua” drive, which employed a variable pulley on the engine crankshaft while maintaining belt tension by sliding the rear wheel fore and aft to suit. They are all upstaged by the Fouillaron of 1900 whose drive employed “expansible pulleys.” The venerated Ferdinand Porsche produced many combustion-powered vehicles with electric drive, but now I learn that the Belgian Pieper firm had since 1899 produced a car with a backbone frame containing an electric drive system. The history of invention is like this: A new way of doing things arrives and suddenly there are a million ingenious new ways to apply it. We are living in such a time right now—the new way of doing things is instant global electronic communication of words, photos, and data from powerful personal computers that fit in a back pocket. We still have no idea what its ultimate consequences will be. 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Will there be a gyroscope option on future Harleys? A new patent shows balance aids may be on the way. (Harley-Davidson /)Harley-Davidson’s problems have had plenty of publicity in recent months but they largely boil down to two factors: an ageing fan base and difficulty attracting new buyers—very much the same for all of motorcycling. Some criticism of Harley has been ill-deserved—after all, despite the company’s staid reputation it’s a leading light in some areas of technology, including electric bikes—but it’s also clear that the type of heavyweight cruisers and tourers making up a big slice of the firm’s profit margins have problems appealing to novices, and aren’t easy practice for the oldest of motorcyclists. Their sheer size and weight, which is part of their attraction for some, mean they can be hard to handle, particularly at low, maneuvering speeds. But what if Harley created a form of rider-assistance system that eliminated the possibility of an embarrassing low-speed tip-over? That’s precisely what this new patent is intended to address. Harley’s idea for an added gyroscope inside the Tour-Pak is designed to help keep the bike upright at slow speeds. (Harley-Davidson /)The firm’s idea, as revealed in this new patent application, is to add a gyroscope to help maintain balance when stationary and at walking speeds. Bolted into a standard-looking Tour-Pak top case, this isn’t the sort of microelectromechanical gyro that forms the basis of modern inertial measurement units in many new sportbikes. Instead it’s a traditional, spinning-mass gyro—the sort that was used for guidance on the Apollo moon missions and effectively a scaled-up version of the seemingly gravity-defying children’s toy gyroscopes. RELATED: Honda Shows Self-Balancing But Non-Gyro Bike The gyroscope itself is made up of a heavy flywheel, spun to between 10,000 and 20,000 rpm by an electric motor mounted in a gimbal that, during normal riding, allows it to freely move in both the roll and pitch axis. That means, apart from some additional weight, it doesn’t influence the bike’s behavior. The traditional spinning-mass gyroscope would be informed by speed and tip sensors to compensate for lean. (Harley-Davidson /)At low speeds (below around 3 mph) the gyroscope comes into action as a balance aid. A clutch engages, locking the gimbal’s roll axis to a lever connected to a computer-controlled linear actuator. That gives the computer the ability to tilt the spinning mass from side to side, creating a force that influences the entire bike. Tip sensors, also mounted in the top case, register when the bike starts to lean to one side and the computer and actuator work to compensate for that lean. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. It takes relatively little force to do this, provided it’s applied before the bike has started to lean too far, so the small movements applied to the gyroscope are enough to allow the bike to self-balance. For a novice rider who wants a Harley cruiser but doesn’t have years of experience to draw on, that’s a potentially huge benefit. It’s also a potentially big attraction for older riders, or simply smaller ones who are worried they’re lacking the leg strength to hold up a big Harley that’s started to topple over. As soon as the bike reaches speeds over 3 mph, the gyro’s actuator is disengaged, allowing it to lean and balance normally. The gyroscope exploded view shows a flywheel and electric motor mounted in a gimbal. (Harley-Davidson /)Perhaps the slickest element of Harley’s patent design is the fact it’s self-contained. Rather than being built into a bike, the whole gyroscope unit and the computer controlling it is mounted in the Tour-Pak top case. That means it only needs an electrical feed to operate and could be retro-fitted to virtually any number of the firm’s bikes. The patent suggests that a second wire could take speed readings from the ABS or that a built-in GPS system could be used to measure speed instead. The system comes into play at speeds below 3 mph via a linear actuator, to help balance the bike as it detects lean. (Harley-Davidson /)For new riders it means the gyro could be removed once they’ve gained the confidence to ride without it, and for ageing motorcyclists the design means they could retrofit their existing bikes to add the balancing system so they’re not forced off two wheels purely due to weakening legs. The patent design shows a unit that’s self-contained in a Tour-Pak—but it could be potentially retrofitted to almost any of H-D’s models. (Harley-Davidson /)While a patent application is far from a guarantee that an idea will make production, if this design is proven to work the way Harley hopes, then it could be a revolutionary addition to the company’s offerings. Source

2020 Ducati Panigale V4 (Ducati /)Ducati is one of the masters of exhilarating power. If a liter-plus-sized superbike pretty much plucked from the MotoGP paddocks is what you are after then the 2020 Ducati Panigale V4 and/or its variants like the S or R models are likely on your radar. These machines ooze praiseworthy performance thanks to a 90-degree 1,103cc V4 engine (998cc for the World Superbike homologation V4 R)—our findings on our dyno and the S’s claiming of the Cycle World’s Best Superbike of 2018 are proof of that. Two years ago Ducati introduced the Panigale V4 platform, and this model and its brothers continue to be track-derived weapons with its aerodynamic package, ride-by-wire mapping changes, and chassis improvements. 2020 Ducati Panigale V4/V4S Reviews, Comparisons, And Competition Ducati’s 2019 Panigale V4 S spun its rear wheel on our in-house dyno, producing gobs of power: 186 hp at 13,320 rpm and 79.6 pound-feet of torque at 11,310 rpm in fact. If that’s not enough for you, then look toward the homologation special superbike, the 2019 Panigale V4 R: 203.99 hp at 15,820 rpm and 76.65 pound-feet of torque at 12,300 rpm is eyes-pushed-to-the-back-of-your-skull, skin-peeling power. Other bikes that really deliver the beans include the BMW S 1000 RR, Honda CBR1000RR-R Fireblade, Suzuki GSX-R1000, Kawasaki ZX-10R, and Yamaha YZF-R1M. 2020 Ducati Panigale V4 (Ducati /)Ducati Panigale V4/V4 S Updates For 2020 Updates to the Panigale V4 include revised bodywork (with aerodynamic winglets), Ducati Quick Shift and Traction Control algorithms, improved ride-by-wire mappings, and new torque delivery control settings. The S model differs from the base with its semi-dynamic Öhlins suspension (conventional Showa/Sachs are on the base model), lighter forged alloy wheels, a lithium-ion battery, and stickier hand grips. The Panigale V4 and S are available in Ducati Red with a dark gray frame and black wheels. The base model has an MSRP of $21,995, add $6,400 for the S, and add a whopping $18,005 more for the WSBK homologation special R model. 2020 Ducati Panigale V4/V4 S Claimed Specifications Price $21,995 (base)/$28,395 (S) Engine Liquid-cooled four-cylinder Displacement 1,103cc Bore x Stroke 81.0 x 53.5mm Horsepower 214.0 hp @ 13,000 rpm Torque 91.5 lb.-ft. @ 10,000 rpm Transmission 6-speed Final Drive Chain Seat Height 32.9 in. Rake 24.5° Trail 4.0 in. Front Suspension 43mm fork, fully adjustable; 4.7-in. travel Rear Suspension Fully adjustable; 5.1-in. travel Front Tire 120/70-17 Rear Tire 200/60-17 Wheelbase 57.8 in. (base)/57.6 in. (S) Fuel Capacity 4.2 gal. Claimed Wet Weight 436 lb. (base)/430 lb. (S) Source

2020 Ducati Multistrada 950 (Ducati /)Pegged as a “multibike” in Ducati’s marketing material, the 2020 Ducati Multistrada 950 is a sport/adventure-touring motorcycle—an upright, yet sporty ride with all of the bells and whistles for making treks more comfortable. It is Ducati’s smallest of the Multistrada line in fact—Ducati’s target audience are those who want to get into touring, utilizing the machine for everyday use. The bells on the standard 950 include cornering ABS, Vehicle Hold Control (for easier uphill starts), and auto-off turning indicators. The additional whistles on the up-spec S model include: electronic semi-active suspension (Ducati Skyhook Suspension system continuously adjusts fork and shock absorber damping so the suspension instantaneously adapts to road surface changes), a clutchless quickshifter, full LED headlight, 5-inch color TFT display, cruise control, and a backlit switch gear. Both models are powered by the 937cc liquid-cooled L-twin. 2020 Ducati Multistrada 950 S (Ducati /)2020 Ducati Multistrada 950/950 SP Reviews, Comparisons, And Competition Hitting the US shores in 2017, the Ducati Multistrada 950 claimed to bring a combination of comfort, style, and superior performance. When we tested the 2019 Ducati Multistrada 950 S we found that “There is a good case to be made that too much is too much. This bike is just right for many of us. A temptation exists to imagine the bike is for novices or the less skilled because of the smaller displacement, but the reverse might be true—it can be even more capable for an expert because they can ride it more aggressively for longer. Although it is the entry-level Multistrada, the 950 S is anything but a beginner’s adventure-touring motorcycle.” The BMW F 900 XR, Triumph 800 XR, Kawasaki Versys 1000 LT, Yamaha Tracer 900, even the three-wheeled Yamaha Niken GT can be considered when shopping for a sport-touring motorcycle. Ducati Multistrada 950/950 S Updates For 2020 Updates were seen in 2019, but nothing new for 2020. The Multistrada 950 is available in Ducati Red while the Multistrada 950 S comes in Ducati Red and Glossy Grey. 2020 Ducati Multistrada 950 (Ducati /)2020 Ducati Multistrada 950/950 SP Claimed Specifications Price $14,495 (950)/$17,395 (950 S) Engine Liquid-cooled L-twin; 4 valves/cyl. Displacement 937cc Bore x Stroke 94.0 x 67.5mm Horsepower 113.0 hp @ 9,000 rpm Torque 71 lb.-ft. @ 7,500 rpm Transmission 6-speed Final Drive Chain Seat Height 33.1 in. Rake 25.0° Trail 4.2 in. Front Suspension 48mm inverted fork, fully adjustable; 6.7-in. travel Rear Suspension Fully adjustable monoshock, remote spring preload; 6.7-in. travel Front Tire 120/70ZR-19 Rear Tire 170/60ZR-17 Wheelbase 62.8 in. Fuel Capacity 5.3 gal. Claimed Wet Weight 500 lb. (950)/507 lb. (950 S) Source

2020 Ducati Hypermotard 950 (Ducati /)The 2020 Ducati Hypermotard can be a go-to for those who take to “casual” street riding—hooliganism being implied—and those who also look to sprinkle in the occasional track day. With looks that are inspired by the supermotard race world, a new (as of 2019) frame and ergonomics setup, 937cc Testastretta 11° twin, Pirelli Diablo Rosso III tires, and Bosch six-axis Inertial Measurement Unit you can look forward to every apex. Looking for more athleticism? The premium SP version adds sportier graphics, increased travel Öhlins suspension (that is claimed to reduce lean angle by three degrees), Marchesini forged wheels, and finally an up/down quickshifter. 2020 Ducati Hypermotard 950 SP (Ducati /)2020 Ducati Hypermotard 950/950 SP Reviews, Comparisons, And Competition Despite it meeting Euro 5 requirements back in 2019, our test rider stated that “It hasn't lost an ounce of wild ’n’ woolly street cred in the process.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Supermoto competition will include the Aprilia Dorsoduro 900, KTM 690 SMC R, or Husqvarna 701 Supermoto. Ducati Hypermotard 950/950 SP Updates For 2020 When the 2020 press kits direct you to the 2019 model year information, you know no new changes have been made. Such is the case with the 2020 Hypermotard 950/950 SP. 2020 Ducati Hypermotard 950 and 950 SP (Ducati /)2020 Ducati Hypermotard 950/950 SP Claimed Specifications Price $13,395 (950)/$16,995 (950 SP) Engine Liquid-cooled L-twin; 4 valves/cyl. Displacement 937cc Bore x Stroke 94.0 x 67.5mm Horsepower 114.0 hp @ 9,000 rpm Torque 71.0 lb.-ft. @ 7,250 rpm Transmission 6-speed Final Drive Chain Seat Height 34.2 in. (950)/35.0 in. (950 SP) Rake 25.0° Trail 4.1 in. Front Suspension 45mm inverted fork, fully adjustable; 6.7-in. travel (950)/48mm inverted fork, fully adjustable; 7.3-in. travel (950 SP) Rear Suspension Preload and rebound adjustable; 5.9-in. travel (950)/Fully adjustable; 6.9-in. travel (950 SP) Front Tire 120/70ZR-17 Rear Tire 180/55ZR-17 Wheelbase 58.8 in. (950)/59.0 in. (950 SP) Fuel Capacity 3.8 gal. Claimed Wet Weight 440 lb. (950)/436 lb. (950 SP) Source

2020 KTM 150 SX (KTM/)KTM is known to produce bikes with engine displacements that are outside the norm, at least in terms of racing classes. One example from its four-stroke lineup is the popular 350 SX-F, and another from its two-stroke models is the 150 SX. Designed for those who aren’t limited by a displacement in their racing class and riders who just want to have a bike that handles like a 125 but has some additional power, the 150 SX could very well be one of the most fun motocross bikes on the market. 2020 KTM 150 SX Reviews, Comparisons, And Competition Seeing as the 2020 KTM 150 SX technically has a displacement of 144cc, it has one competitor with the same engine size that is also designed for motocross use—the TM MX 144. Aside from that, prospective 150 SX buyers may also want to consider a 125cc two-stroke motocrosser such as the KTM 125 SX, Husqvarna TC 125, Yamaha YZ125, and TM MX 125. The suggested retail price of the 150 SX is $7,499. 2020 KTM 150 SX (KTM/)KTM 150 SX Updates For 2020 The KTM 150 SX received some suspension changes for the new decade including a revised setting and new fork piston in the WP Xact fork, an updated setting and new compression adjuster for the WP Xact shock, a different fixation of the front sprocket that uses a screw and diaphragm spring instead of a circlip, and new graphics on the plastics. 2020 KTM 150 SX (KTM/)2020 KTM 150 SX Claimed Specifications Price $7,499 Engine Liquid-cooled single-cylinder Displacement 144cc Bore x Stroke 58.0 x 54.5mm Horsepower N/A Torque N/A Transmission 6-speed Final Drive Chain Seat Height 37.4 in. Rake 26.1° Trail N/A Front Suspension 48mm inverted fork, fully adjustable; 12.2-in. travel Rear Suspension Fully adjustable; 11.8-in. travel Front Tire 80/100-21 Rear Tire 100/90-19 Wheelbase 58.5 in. Fuel Capacity 2.0 gal. Claimed Dry Weight 193 lb. Source

New patent filings may mean a clutchless transmission is in the works for Honda’s CB1100. (Honda /)Quickshifters on new bikes mean we’re getting increasingly comfortable with the idea of clutchless gear changes but Honda was decades ahead of the game when it introduced the CB750A in 1976 with its Hondamatic transmission. Now the firm appears to be working on a natural successor to that model, having filed patents for a semi-automatic version of the CB1100. While the new design shares the original Hondamatic’s control layout—with a manual, foot-operated gearshift but no clutch lever—it works completely differently and features an arrangement that would allow virtually any modern bike to be fitted with the same system. An actuator hidden under the fuel tank would generate hydraulic pressure to engage the clutch. (Honda /)The first Hondamatic might have dispensed with the clutch lever but it also lost out when it came to ratios. It featured a car-style torque converter instead of a clutch and just two speeds in a purpose-made transmission. The new design instead uses a conventional six-speed gearbox allied to a simple set of electronics and hydraulics that control the clutch automatically. RELATED: Best Standard: Honda CB1100 The first main component is an actuator mounted just behind the steering head, hidden under the fuel tank. It’s an electric motor that generates hydraulic pressure—basically an automated clutch master cylinder. It even keeps the same bar-mounted clutch fluid reservoir, but simply eliminates the lever itself. The difference is in the application: Whereas you normally disengage the clutch by applying hydraulic pressure, the new design works the other way around. The clutch defaults to a disengaged state, and is engaged when the pressure is applied. That creates a fail-safe of sorts, since any electrical or hydraulic problem would lead to a loss of drive rather than an unexpected—and potentially more dangerous—clutch engagement. A valve unit closes the hydraulic system once the clutch is engaged, so drive can continue without running the actuator constantly. (Honda /)The second main part is a valve unit mounted by the clutch slave cylinder. This features a solenoid-operated valve that closes the hydraulic system once the clutch is engaged—allowing drive to continue without constantly running the master cylinder actuator. It also means that the clutch can be disengaged instantly by removing electric power to the solenoid, in turn opening the valve and releasing the hydraulic pressure in the system. Again, in the case of an electrical failure, it would fail in a safe, disengaged mode. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The system’s main job is to engage the clutch when you pull away and to disengage it when coming to a stop. Once you’re riding, there’s a relatively conventional up-and-down quickshifter using a load sensor on the gear lever itself as well as inputs including gear position, throttle opening, vehicle speed, and rpm to alter the ignition and throttle position, including blipping to rev-match during downshifts. Unlike a normal quickshifter, the system also has the option of disengaging the clutch to assist in rev-matching during downshifts or to soften upshifts. Once the bike is in motion, additional sensors and inputs provide info to alter ignition and throttle positions. (Honda /)While the CB1100 might not appear to be the most obvious bike to benefit from a system like this, it has the benefit of being a clear descendant of the original CB750 that first introduced Hondamatic back in 1976. Will Honda’s new system signal clutchless gearshifts for future CB1100s? (Cycle World /)More importantly, though, the entire setup is made of modular components that could be easily redesigned and be fitted to virtually any conventional bike. Unlike Honda’s existing semi-automatic DCT gearbox, as used on the NC750 range and Africa Twin, there’s no need for a completely new set of transmission internals and complex actuators to allow push-button gear changes or fully automated shifting. Over the last decade DCT has proven there is a market for bikes without a conventional clutch lever, and this system has the potential to bring most of the same benefits to a much wider range of models and at a significantly lower price. Source

The 2020 Kawasaki Z900 has a starting MSRP of $8,999. (Jeff Allen /)When Kawasaki did away with the Z800 to make room for the Z900 in 2017, the newer and larger-displacement model improved on every aspect while managing to maintain the same approachable price point. Now the 948cc naked sportbike sees its first updates since it debuted in 2017, improving ride quality, performance, and styling. For 2020, the Kawasaki Z900 continues to maintain its position as one of the best bikes-per-buck on the market at $8,999. The overall feel of the Z900 has come a long way from 2019 with the addition of switchable traction control, independently selectable power modes, four ride modes, and the 4.3-inch full-color TFT through which it’s all controlled. For a price increase of $600, the added safety, comfort, and performance benefits are significant. The more time I spent on the bike, the more impressed I was with both the motorcycle and its price tag. Short gear ratios in gears one through five help with quick acceleration, and sixth serves as an overdrive. (Jeff Allen /)Ergonomics on the Z900 are unchanged: A straight handlebar and modest rearset foot controls put the rider in a comfortable position for upright cruising, but offer enough versatility to really move around the bike when you need to. At 6-foot-4, I found the relatively low seat height of 31.5 inches does make my legs feel a little bit cramped through longer sections of riding. The seat is adequately comfortable, but I would prefer a little more padding for highway cruising, where the ride could be a little bumpy. The updated 4.3-inch display and two control buttons below. (Jeff Allen /)For 2020, the Z900 saw some frame modification, though the geometry remains essentially unchanged. You still see a steel, twin-spar trellis frame, but now with some revisions to strengthen the swingarm pivot area. Suspension hardware hasn’t changed, though the settings both front and rear have been updated to be stiffer and match the new frame, with a slightly stiffer spring rate in the rear. For 2020, the Z900’s chassis was strengthened near the swingarm pivot, and suspension settings were reworked to match. (Jeff Allen /)One of Z’s real strong points is its versatility. A comfortable commuter or a quick canyon carver—this bike can do it all well and a lot of that is thanks to the suspension. On highways and straight roads, the bike is a little stiff and the ride can be slightly harsh, but it’s a worthy trade-off for the way it performs through a canyon. LED headlights and updated bodywork on the 2020 Kawasaki Z900. (Jeff Allen /)As I reached the end of the highway in San Diego County and the roads toward Palomar Mountain started to twist, the Z felt like a fish in water. It’s nimble and agile, but firmly planted. It inspires confidence. Its 41mm fork is rebound and preload adjustable, providing good front-tire feedback without excessive dive under hard braking. The rear shock offers the same adjustability, feeling firm and composed when pushed, but still supple enough on the straights. It only needed a slight decrease in the preload to fine-tune and sharpen its turn-in. Roads that were less than ideal highlighted the strengths of the 900’s frame as well, holding a strong line while hitting bumps at lean. 2020 Kawasaki Z900 in Metallic Graphite Gray/Metallic Spark Black. (Jeff Allen /)Strong, linear power delivery defines the Z’s 948cc powerplant. With 114 hp, the bike pulls strong from 2,000 rpm, all the way up to peak power at 9,710 rpm. It’s predictable, which again inspires confidence, and is incredibly capable as well. A hard twist of the throttle will have the front wheel up in first or second without any clutch work, and a slight tug on the handlebars can do the same in third gear. And now, the addition of traction and power control offer further customization to help reel the bike in, or get the most out of the machine based on the setting. The seat and passenger seat of the 2020 Kawasaki Z900. (Jeff Allen /)The Kawasaki Traction Control proved to work incredibly well on this bike, never feeling overly intrusive while adding a sense of control on acceleration. There are four ride modes available: Rain, Road, Sport, and Rider. Each ride mode features preset TC and power output settings (Full or Low), hold for Rider, which allows for full customization parameters. Road is quick to respond and ideal for commuting and casual use, but a quick switch to Sport opens up the Z900’s true potential, offering the most direct power delivery and lofting the front wheel under hard acceleration. New Dunlop Sportmax RoadSport 2 tires wrapped around the same five-spoke wheels. (Jeff Allen /)The all-new TFT display is one that can be seen across several Kawasaki models for 2020, adding a modern and premium feel. It’s easily readable and relays loads of information quickly. It’s a clear upgrade—until you have to access the menu to change anything. The system is far from intuitive and takes a whole lot of trial and error to navigate. I’m sure if I owned this bike I would get used to it, but that was really the only negative to the new instrumentation. Clutch and brake levers are both five-point adjustable. (Jeff Allen /)Another new feature we’ve seen on other 2020 Kawasakis that is carried over is Bluetooth connectivity and the Kawasaki Rideology app. The app provides vital vehicle information, including fuel level, battery life, average gas mileage, data collected during tracked rides, as well as the ever-tempting speed readout. Tires on previous models were commonly mentioned as a necessary upgrade, and Kawasaki has listened. New Dunlop Sportmax RoadSport 2 tires held excellent grip through our dry-weather testing. The same five-spoke wheels remain. No modifications were made to the engine for 2020. (Jeff Allen /)Styling on the new Z900 shows some slight modifications to the plastics, though the list seems greater than the visual effect. A new LED headlight is equipped, now in a more compact housing with sharper edges. New shrouds and under-cowls are also more compact and sharper to add to Kawasaki’s trademark “Sugomi” look. The aesthetics of this bike are divisive—some people love it, some people can’t stand it, but there’s no arguing that it is uniquely Kawasaki. What can’t be disputed is that the paint is high quality and the fit of the bodywork is excellent, especially considering the price. The taillight on the Z900 forms an iconic “Z.” (Jeff Allen /)Riding through popular sportbike roads around Palomar Mountain, I kept hearing three words, “nine thousand dollars,” repeating in my head as I consistently rode past much more expensive motorcycles. Strong engine output, well-balanced suspension and ergonomics, and a new electronics package—the Z900 continues to improve its ride and overall feel. When it comes to a fun, affordable streetbike, I can’t think of many 2020 models that can do more for less. 2020 Kawasaki Z900 Specifications MSRP: $8,999/$9,299 ABS Engine: 948cc, DOHC, liquid-cooled, 4-cylinder 4-stroke; 16-valve Bore x Stroke: 73.4 x 56.0mm Transmission/Final Drive: 6-speed/sealed chain Cycle World Measured Horsepower: 113.96 hp @ 9,710 rpm Cycle World Measured Torque: 67.3 lb.-ft. @ 6,990 rpm Fuel System: Electronic fuel injection w/ four 36mm throttle bodies Clutch: Assist and slipper clutch Engine Management/Ignition: TCBI w/ electronic advance Frame: Trellis, high-tensile steel Front Suspension: 41mm inverted fork adjustable for rebound damping, spring preload; 4.7-in. travel Rear Suspension: Horizontal back-link, stepless rebound damping, adjustable for spring preload; 5.5-in. travel Front Brake: 4-piston calipers, dual 300mm petal-style discs w/ ABS Rear Brake: 1-piston caliper, 250mm petal-style disc w/ ABS Wheels, Front/Rear: Cast 5-spoke Tires, Front/Rear: Dunlop Sportmax RoadSport 2; 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 24.5°/4.1 in. Wheelbase: 57.3 in. Ground Clearance: 5.7 in. Seat Height: 31.5 in. Fuel Capacity: 4.5 gal. Cycle World Measured Wet Weight: 468 lb. Availability: Now Contact: kawasaki.com Source

2020 Indian Scout Sixty (Indian Motorcycles /)“A perfectly reasonable marriage of low-slung style with a lower price tag and an easygoing, manageable ride”—features that are the makings of a beginner-friendly cruiser and that’s what you get with the 2020 Indian Scout Sixty. The Scout Sixty’s “easygoing, manageable ride” is attributed to its blacked-out 1,000cc V-twin with its smooth power delivery and healthy dollop of low-end punch, as we say in our first look. The low 26.6-inch (unladen) seat height, tracker-style handlebar, 1.5-inch closer footpegs, and black colorway variations ultimately give it its low-slung ergos and aggressive looks. The intended audience are newer riders who are looking to cruise around town in menacing style. 2020 Indian Scout Sixty (Indian Motorcycles /)2020 Indian Scout Sixty Reviews, Comparisons, And Competition In the past we claimed that “The Scout Sixty isn’t missing a damn thing that takes away from the impressive riding experience of the Scout,” in fact “the Scout Sixty surprisingly delivers a top-notch ride in a great looking platform and the price is cause for owner rejoice, not shame.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Competition in the beginner cruiser realm can be duked out between the Harley-Davidson Street 750, Honda Rebel 500, and Yamaha Bolt. Indian Scout Sixty Updates For 2020 Changes made to the model include new five-spoke cast aluminum wheels, new Kenda tires, new tracker handlebar, and closer footpegs. The engine remains unchanged though it is blacked out with some polished treatments. Keeping it simple, Indian only provides three colorways: Thunder Black (ABS and non-ABS), Burgundy Metallic (ABS), and Pearl White over Titanium Metallic (ABS). The non-ABS Thunder Black starts the MSRP off at $8,999 and then ranges up to $10,799 for Pearl White over Titanium Metallic. 2020 Indian Scout Sixty (Indian Motorcycles /)2020 Indian Scout Sixty Claimed Specifications Price $8,999–$10,799 Engine Liquid-cooled DOHC V-twin Displacement 999cc Bore x Stroke 93.0 x 73.6mm Horsepower 78.0 hp @ 7,200 rpm Torque 65.0 lb.-ft. @ 5,800 rpm Transmission 5-speed Final Drive Belt Seat Height 26.6 in. Rake 29.0° Trail 4.7 in. Front Suspension 41mm telescopic fork, nonadjustable; 4.7-in. travel Rear Suspension Dual shocks; 3.0-in. travel Front Tire 130/90-16 Rear Tire 150/80-16 Wheelbase 62.0 in. Fuel Capacity 3.3 gal. Claimed Dry Weight 560 lb. (w/o ABS) Source

2020 Indian Scout Bobber (Indian Motorcycles/)For the solo rider who loves to cruise the urban jungle rather than go for a full-on tour comes the 2020 Indian Scout Bobber. With its solo saddle, bar-end mirrors, side-mounted license plate, chopped fenders, blacked-out design, and midsize 1,133cc liquid-cooled V-twin engine, the Scout Bobber is a minimalistic cruiser motorcycle for prowling the streets in attractive low-slung style. A claimed 100 hp is available for passing the slower traffic too. For those who are always on the go a USB charging port allows for mobile device charging and when you do have to slow your roll, ABS is available in all color options. 2020 Indian Scout Bobber Reviews, Comparisons, And Competition We ran the 2020 Scout Bobber on the in-house dyno to find that it spins its rear wheel to 82.9 hp at 8,000 rpm and 62.6 pound-feet at 5,700 rpm. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. We provided a first look at the tribute Scout Bobber Twenty to find that “You get that cut-down urban brawler vibe and a third less rear suspension travel, but the Twenty ups its game with a pair of 10-inch apehangers rather than the flatter bar on the stock Bobber, and you get a choice of three new paint schemes instead of the subdued options we’ve seen in the last few years.” 2020 Indian Scout Bobber (Indian Motorcycles/)Harley-Davidson’s Sportster Iron 883 and Triumph Bonneville Bobber Black serve as the Scout Bobber’s competition. Indian Scout Bobber Updates For 2020 As stated in our Scout Bobber Twenty First Look, “All the new 2020 Scouts get upgraded brake components, so you’ll see floating rotors and new calipers and master cylinders for better stopping power, and for 2020, Indian has also rolled out a new line of exhaust and muffler options so you can switch up the look of your stocker significantly while adding ponies to boot.” All Scout Bobbers will also be rolling on the new Pirelli MT 60 RS tires as well. 2020 Indian Scout Bobber (Indian Motorcycles/)The base Bobber comes in a non-ABS form in Thunder Black, but otherwise is ABS-equipped with Thunder Black, Thunder Black Smoke, Bronze Smoke, White Smoke, and Deepwater Metallic colorways. The base starts at $10,999 and goes up to $12,399 for ABS/specific colorways. The Scout Bobber also pays homage to the 1920s model with the 2020 Indian Scout Bobber Twenty which gets new bars, wheels, seat, and colors in comparison to the stock model. Colors on this tribute include Thunder Black (ABS or non-ABS), or other ABS-equipped colorways such as Sagebrush Smoke and Burnished Metallic. Pricing starts at $11,999 for non-ABS and $12,899 for ABS. 2020 Indian Scout Bobber Claimed Specifications Price $10,999–$12,399 (Scout Bobber)/$11,999–$12,899 (Scout Bobber Twenty) Engine Liquid-cooled DOHC V-twin Displacement 1,133cc Bore x Stroke 99.0 x 73.6mm Horsepower 100 hp @ 8,100 rpm Torque 72.0 lb.-ft. @ 6,000 rpm Transmission 6-speed Final Drive Belt Seat Height 26.1 in. (Scout Bobber)/27.9 in. (Scout Bobber Twenty) Rake 29.0° Trail 4.7 in. Front Suspension 41mm telescopic fork, nonadjustable; 4.7-in. travel Rear Suspension Nonadjustable; 2.0-in. travel Front Tire 130/90-16 Rear Tire 150/80-16 Wheelbase 62.0 in. Fuel Capacity 3.3 gal. Claimed Dry Weight 552 lb. (Scout Bobber w/o ABS)/ 561 lb. (Scout Bobber Twenty w/o ABS) Cycle World Tested Specifications (Scout Bobber) Seat Height N/A Wet Weight 577 lb. Rear-Wheel Horsepower 82.9 hp @ 8,000 rpm Rear-Wheel Torque 62.6 lb.-ft. @ 5,700 rpm 0–60 mph N/A 1/4-mile N/A Braking 30–0 mph N/A Braking 60–0 mph N/A Source

2020 Indian Scout (Indian /)There’s no question that the Indian Scout is a cruiser that takes you back with its classically styled headlight, seat, tank, wheels, and fenders giving a nod to the cruisers of yesteryear and in the 100th Anniversary edition’s case it really does—100 years back to be more specific. The 2020 Indian Scout is powered by the 1,133cc liquid-cooled V-twin and that along with its communicative chassis make it an easy-to-ride machine with easy-on-the-eyes styling. When we put the 2018’s rear wheel to the in-house dyno’s roller, we tracked 84.62 hp at 8,260 rpm and 63.85 pound-feet of torque at 3,220 rpm. Intermediate riders will be taking this machine for cruises down Main Street or to the coffee joint enjoying life’s simple pleasures. 2020 Indian Scout Reviews, Comparisons, And Competition The versatile cruiser has been compared to many, running head to head with cruisers like the Harley-Davidson Street Bob and Triumph Bonneville Bobber or carrying its own weight in a retro ride comparison between the BMW R nineT, Honda CB1100, and Moto Guzzi Griso. Against Harley-Davidson and Triumph the Indian Scout’s “neutral steering was maybe the most natural in town. It has a lovely motor and refined power delivery, and the chassis offers nice feel. It doesn’t necessarily do much wrong, but it doesn’t make us feel as cool as either of the other two or make up for it in performance.” 2020 Indian Scout (Indian /)When it ran with the retro rides in 2014, our test rider said that “A low center of gravity makes you want to bury the Scout into every corner you approach, but then you're reminded it's a cruiser with a nasty screech from the footpeg feelers at the apex. That said, ridden within the scope of its design intent, it's hard to think of a finer, easier-to-ride new-style cruiser on the market.” Indian Scout Updates For 2020 The Scout receives braking improvements with its new floating rotors, calipers, and master cylinders. The Scout also features an updated sport seat and passenger pegs. The Indian Scout is available as a base model at $11,499 (Thunder Black only) or in a variety of colors with ABS. These include Thunder Black, White Smoke, Deepwater Metallic, Ruby Metallic/Pearl White, Metallic Jade/Thunder Black which bring the price up to $12,899 for solid color and $13,399 for two-tone. 2020 Indian Scout (Indian /)2020 Indian Scout Claimed Specifications Price $11,499–$13,399 Engine Liquid-cooled DOHC V-twin Displacement 1,133cc Bore x Stroke 99.0 x 73.6mm Horsepower 100.0 hp @ 8,100 rpm Torque 72.0 lb.-ft. @ 6,000 rpm Transmission 6-speed Final Drive Belt Seat Height 26.6 in. Rake 29.0° Trail 4.7 in. Front Suspension 41mm telescopic fork, nonadjustable; 4.7-in. travel Rear Suspension Dual shocks; 3.0-in. travel Front Tire 130/90B-16 Rear Tire 150/80B-16 Wheelbase 62.0 in. Fuel Capacity 3.3 gal. Claimed Dry Weight 558 lb. (w/o ABS) Source

Harley-Davidson, BMW Motorrad, and Honda all have different views on the future of electric motorcycles. (Robert Martin/)In Portland, Oregon, for the LiveWire electric bike intro, project engineer Glen Koval told me, “Electric vehicles are inevitable. They’re the future, at some point. We accept that.” LiveWire is an expensive premium electric motorcycle but The Motor Company says, “The new LiveWire and Electric Balance Bikes (for small children) are just the beginning.” An ebicycle is coming soon, plus other electric concepts said to “reimagine the urban commute.” At the same time, the majority of H-D’s income will clearly come from what Koval called “ICE motors” (ICE = Internal Combustion Engine) for the foreseeable future. Why? Because it is not easy to shift a business totally from one established clientele to a quite different one. Harley-Davidson’s LiveWire project engineer sees electric motorcycles as an inevitability. (Harley-Davidson /)Yet BMW Motorrad’s Dr. Markus Schramm said a year ago, “…electro-mobility in two-wheelers is different from the car industry. In the car sector, it’s basically government regulations which force the industry, and thereby the customer, into e-mobility. “But in the motorcycle industry you are not forced (by government regulation) to ride electric, and therefore your decision to do so is decided by how much fun it is to ride such a vehicle. That means it’s customer driven, and so I think it’s important to direct our strategy with this in mind.” With close to 180,000 units sold in 2019 (13,842 in the US) BMW Motorrad has set nine consecutive sales records. Its customer-driven strategy is working well. BMW says that electric motorcycles will be a customer-driven decision, not one forced by regulation. (BMW Motorrad /)Not that BMW offers no electric two-wheelers—when Dr. Schramm was asked about its electric scooters he said, “…on the development side we will see urban mobility products dominating, so we are going into escooters even more, and you will see more such products from BMW. We are indeed also thinking about other EV products besides scooters, but not just yet. We want to do it step by step, and the primary focus for us right now is on escooters. So, for example, I can’t imagine having an electric enduro model yet, but we’ll see!” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. On a recent trip to BMW’s test center at Miramas in the south of France, I saw a prototype electric sportbike which had been brought into existence by combining an electric motor and battery, each from a different model of BMW car. The resulting machine accelerated hard but was far from being a market-ready product. Honda’s CEO, Takahiro Hachigo, was asked in December 2019 what Honda’s path to electrification would be. “I believe hybrid vehicles will play a critical role. The objective is not electrification, per se, but improving fuel efficiency. And we believe hybrid vehicles are the way to abide by different environmental regulations.” When asked about 100-percent battery-electrics, he parried with a telling question: “Are there really customers who truly want them? I’m not so sure because there are lots of issues regarding infrastructure and hardware. I do not believe there will be a dramatic increase in demand for battery vehicles, and I believe this situation is true globally. “…I don’t believe it will become mainstream anytime soon.” Honda CEO Takahiro Hachigo does not believe electric motorcycles will be mainstream in the near future. (Honda /)Hachigo speaks of “infrastructure and hardware,” meaning that replacing gas stations with enough electric charging stations to support present-day traffic needs will be a long process. Charging points will require new high-current transformer stations and lines to be built, and the faster batteries can be charged, the greater the output required from high-current DC power supplies and conductors. The speed of this transition depends on its profitability: Can it earn a competitive return for investors? In the meantime, the efficiency of hybrid vehicles is keeping pace with emissions and greenhouse gas production limits. Electric vehicles will be truly “clean” only when the present 60 percent of US electricity still produced by combustion is replaced by a renewables-driven system capable of supplying 24-hour base load. Considering the three contrasting strategies above, which future can we predict for personal transportation in general and the motorcycle in particular? We can’t say which one will be most affordable and practicable in reaching planned goals in vehicle emissions. It will be an experiment—the free market does not order society to conform to a single integrated operational plan. Let the best plan win. Source

The initial action of braking is loading the tires. This thought can help new riders become more comfortable with the process of focusing on brake pressure, tire grip, and the motorcycle’s path. (Cycle World Archives/)Trinidad and Tobago is located in the southeastern West Indies, an island country that forms the southern-most links in the Caribbean chain. That small country has a track, Wallerfield International Raceway, and the riders there are interested in YCRS coaching. To that end, Colleen Rainford came to our school to audit and report back to the riding community of Trinidad. Rainford is a pastor at the Heavenly Lights Ministry in Trinidad, a new rider intent on learning as much as she can as quickly as she can. She’s motivated to master her 300 Ninja, but her motivation to bring ChampSchool to her island is also driven by her interest in curbing motorcycle accidents and fatalities on the islands. She has been brought to tears by island motorcycle deaths; those experiences have made her double down on her own training. She is our favorite type of student: all in. This short intro is to bring this new rider’s thoughts on braking to you. ChampSchool evolves because of our interaction with students; our programs affect our students in individual ways and those reactions help us move forward in our simple goal: Teach more in less time. New-Rider Truth I’ve written before about student inputs that help the instructors explain things better; “It’s clear to me that as the pace quickens, the options narrow” was a classic student truth. During a conversation on braking, Rainford said, “I see that the first part of braking has nothing to do with slowing—it’s to get the tires loaded.” We had been discussing covering the brakes and the initial smoothness, but her simple words cut to the heart of the matter and I wanted to share them with all riders. Colleen Rainford, riding on the island of Trinidad, brings a clear message on initial braking. (Rainford Collection/)We can say “be smooth” and “don’t grab,” but Rainford’s view on initial braking simplifies this into terms that could help all riders get the tires loaded before serious braking begins. It’s only milliseconds of load, but Rainford sees it as the reason behind brake initiation. I like that outlook and wanted to pass it along to you for your next ride. Your next ride, and every ride, should include braking practice, especially if you own and ride multiple bikes. Rainford’s description of what initial braking does will help all riders who are scared of the brakes—something we see at ChampSchool. Using the first part of braking, which is the initial lever pull or pedal push, with the thought of loading the tire helps keep your brain calm and focus on brake pressure, tire grip, and your bike’s path. Once those tires are loaded, riders can build pressure with confidence. Many times, a new rider’s view helps veterans explain core principles like ChampSchool’s “Load the tire before you work the tire.” Rainford observed, “The first part of braking has nothing to do with slowing—it’s to get the tires loaded.” Truth. More next Tuesday! Source

Riding the 2020 TM EN 250 Fi ES 2T in the hills of Southern California. (Mark Kariya/)For 2020, TM Racing has released the EN 250 Fi ES 2T. It’s a 250cc, fuel-injected, two-stroke enduro bike that meets the E4 European homologation requirements. While this does not sound like a big deal in North America, it translates to this bike being available as a street-legal version in Europe. We know two-stroke electronic fuel injection is already available from other manufacturers, but for TM, this is a sizable investment into its two-stroke models. The Italian company produces roughly 1,250 motorcycles per year for the world market, about 250 of which are sold in the United States. Currently, there are only five of these bikes available in the US, and the one we tested was the first to arrive. If you are interested in purchasing one of these new TMs, don’t worry, they are readily available. Since TM is a smaller-sized company, you can special order an EN 250 Fi ES 2T built to your specifications. It will custom-build the bike in Italy and have it shipped via airfreight direct to your nearest dealer. The estimated cost for shipping is $500, which is only $150 more than the usual $350 US shipping charge to the dealer. This additional cost is easily offset by some of the personalized options available. For example, not having to buy optional fork and shock springs could easily offset the additional $150 for shipping. Other options to consider include upgrading to an Öhlins TTX shock, oversize 12-liter (3.2-gallon) fuel tank, racing wire harness, radiator fan kit, different handlebars, an all-white plastic kit, 19-inch rear wheel, and different gearing. 2020 TM EN 250 Fi ES 2T Engine The EN 250 Fi ES 2T engine was all-new in 2019 with the addition of a counterbalancer and electric start. For MY20, TM went a step further and added electronic fuel injection to the bike. (Mark Kariya/)The engine in the EN 250 Fi ES 2T was all-new in 2019 when TM added a counterbalancer, electric start, and pushrod system to the power valve to improve accuracy. For 2020, it took the next step and added electronic fuel injection. The Transfer Port Injection (TPI) has two injectors—one in each side of the cylinder transfer ports. The two-stroke oil is stored in the right-side frame spar and injected into the engine via an electric pump just after the throttle body. The 39mm throttle body is manufactured in-house by TM Racing as are the electronics that control the entire system. The two-stroke oil is stored in the right-side frame spar and is injected into the engine via an electric pump just after the throttle body. For suspension, the EN 250 Fi ES two-stroke uses a KYB 48mm coil-spring fork and a shock made by TM Racing. (Mark Kariya/)The engine starts well and seems to be ready to go with minimal warm-up time. Of all the TPI two-stroke bikes I have ridden, the EN 250 Fi ES 2T engine has the most carbureted feel. It is lively and has a good hit that keeps you on your toes on dry or slippery dirt. It is very much what you would expect from a 250cc two-stroke. There is a map switch that helps to smooth out the hit and it works reasonably well. The EN 250 Fi ES 2T comes equipped with a five-speed gearbox. It offers an enduro low first gear, normal motocross second through fourth, and a taller-than-usual fifth gear. The stock gearing is 13:50, and TM Racing has front sprockets ranging in sizes from 12- to 14-tooth and rear sprockets ranging from 38- to 52-tooth. The gearbox shifts well and the gear spacing feels reasonable. Of all the TPI two-stroke bikes we have ridden, the EN 250 Fi ES 2T engine has the most carbureted feel. (Mark Kariya/)The hydraulic clutch features a Brembo master cylinder and a slave cylinder that is made by TM Racing. A quick adjust lever puts your fingers in the right spot and it operates smoothly with a good engagement point. 2020 TM EN 250 Fi ES 2T Suspension & Chassis/Handling The stock suspension performed well, but the shock seemed stiffer than the fork, which created a bit of a stink bug feeling. However, it was not a significant issue and could easily be improved with some minor adjustments. (Mark Kariya/)The EN 250 Fi ES 2T features a twin-spar aluminum frame with a linkage-equipped swingarm and shock design. In comparison to the Italian manufacturer’s four-stroke bikes, the configuration of TM’s two-strokes are fairly traditional with the gas tank up front and the airbox behind the shock. For suspension, the EN 250 Fi ES 2T uses a KYB 48mm coil-spring fork and a shock made by TM Racing. The standard fork spring rate is 0.44 kg/mm and the shock spring rate is 4.6 kg/mm. Oddly, the brakes are not paired up in terms of brand. The front brake system is from Brembo and the rear is Nissin. The billet triple clamps have a 23mm offset, and the bike also comes with rubber-mounted bar clamps that are reversible. There is a compact combo switch on the handlebar that comes standard and includes a turn signal, horn, and engine kill button. This is one of the items that is removed with the optional racing wire harness. The EN 250 Fi ES 2T’s slim chassis makes it very easy to move around on, and the fit and finish of the bodywork leaves nothing to become hung up on. (Mark Kariya/)The stock suspension performed well, but with a little of a stink bug feeling—possibly because the shock seemed stiffer than the fork. This was not a significant issue and could easily be improved with some minor adjustments. One thing I tried was rotating the bar mounts to the rearward position (forward being stock). This helped with ride position on the bike and transferred more weight to the back of the bike, which thereby improved rear wheel traction. The only time the fork was noticeably too soft was if I overjumped anything, in which case it would bottom and the front fender would rub on the tire, making a noticeable noise. With more time, I am certain this could be improved with some adjustments to the fork or possibly adding a little more oil in it. I would say if you weigh more than 180 pounds, you may want to consider stiffer fork springs on this bike. I was comfortable with the ergonomics right from the get-go. The rider triangle is comfortable and I think it would suit a wide range of riders. The bike we tested was equipped with the optional larger 12-liter (3.2-gallon) fuel tank that, despite its large capacity, was absolutely not noticeable when riding. Moving around on the slim chassis was very easy, and the fit and finish of the bodywork left nothing to become hung up on. How Does The 2020 TM EN 250 Fi ES 2T Ride? Although the EN 250 Fi ES 2T is classified as an enduro model, it leans well into the racebike category. (Mark Kariya/)We started out the day on TM Racing USA’s private test loop. It’s roughly a four-minute lap with plenty of elevation changes, some sand, hardpack, and rocks. The folks at TM Racing USA even built several fun jumps into the elevation changes. With the exception of some high-speed sections, the loop offered just a little bit of everything you might encounter on a West Coast-type racecourse. The EN 250 Fi ES 2T is not short on power and for a fuel-injected two-stroke, it certainly has more of a carbureted feel. I would say this is a strong point because adding EFI to most engines can make the powerband a little too linear or soft. It took me a few laps to get comfortable with the pipey two-stroke power, but once I remembered to keep the rpm up and use a little more rear brake for traction control, the power became much more usable. The map switch made a noticeable difference, but I am curious how the engine would react to a heavier flywheel. The more I rode the EN 250 Fi ES 2T, the better it got. Even though it is classified as an enduro model, I would say it leans well into the racebike category. It has a powerful motor, a slim, lightweight chassis, and good cornering ability. For an Italian bike, it has a Japanese bike feeling. TM Racing USA Director Ralf Schmidt indicated the bike will be available for more testing and, with a little luck, we will be able to do a race test on one of these EN 250 Fi ES 2T models. With just a few more adjustments, I would be excited to line up on one of these bikes and see how it performs in a race environment. Keep an eye here on dirtrider.com for a possible full race test in the upcoming months. Gearbox Helmet: Shoei VFX-EVO Goggle: 100% Racecraft Hydration Pack: USWE Outlander 3 Jersey: Thor MX Pulse Gloves: Thor MX Rebound Pant: Thor MX Pulse Boots: Sidi Crossfire 3 SRS 2020 TM EN 250 Fi ES 2T Tech Spec PRICE $9,795 ENGINE 249cc, liquid-cooled, single-cylinder two-stroke TRANSMISSION/FINAL DRIVE 5-speed/chain FRAME Aluminum perimeter FRONT SUSPENSION KYB 48mm coil-spring fork adjustable for compression damping, and rebound damping REAR SUSPENSION TM Racing shock adjustable for spring preload, high-/low-speed compression damping, and rebound damping FRONT BRAKE Brembo 2-piston caliper, 270mm disc REAR BRAKE Nissin 1-piston caliper, 245mm disc FUEL CAPACITY 2.25 gal. AVAILABLE Now CONTACT tmracing-usa.com Source

2020 Royal Enfield Bullet 500 (Royal Enfield/)The Bullet 500 is a significant motorcycle in a sense that it is one of the longest running motorcycles to be in continuous production since its introduction in 1932. No, it doesn’t have the latest tech or most power, but it brings the rider back to the quintessential era of motorcycling that is pure and simple—and that’s who it is geared for, those looking for a pure and simple ride. From the hand-painted fuel tank to the halogen bulb, or the 499cc single-cylinder engine to the electric/kick starter, the Bullet has character and soul. As we have stated in the past, you can “click into fifth gear on the road and it feels like five decades ago; cruising under 65 mph gives just enough ‘space’ between combustion events and is one of the simple joys.” 2020 Royal Enfield Bullet 500 Reviews, Comparisons, And Competition The Bullet 500 was badged as one of ten motorcycles with soul and character by Cycle World staff. One of the main attractions being the single’s sound. “Essential elements of a big (formerly) British Single? The ‘Beat,’ as Royal Enfield calls it. It’s that sound that booms out as if emanating from the bowels of the Earth.” Buyer’s interested in the Bullet 500 may also look toward Royal Enfield’s own Classic 500, the Honda Rebel 500, Kawasaki W800, Yamaha V Star 125, or Suzuki VanVan. Royal Enfield Updates For 2020 No major updates for this classically-styled ride. It is available in a simple Jet Black for $4,999. 2020 Royal Enfield Bullet 500 Claimed Specifications Price $4,999 Engine Single-cylinder, four-stroke Displacement 499cc Bore x Stroke 84.0 x 90.0mm Horsepower 27.2 hp @ 5,250 rpm Torque 30.5 lb.-ft. @ 4,000 rpm Transmission 5-speed Final Drive Chain Seat Height 32.5 in. Rake N/A Trail N/A Front Suspension 35mm telescopic fork, nonadjustable; 5.1-in. travel Rear Suspension Preload adjustable; 3.1-in. travel Front Tire 3.25-19 Rear Tire 3.50-19 Wheelbase 54.0 in. Fuel Capacity 3.8 gal. Claimed Wet Weight 412 lb. Source

2020 Royal Enfield Classic 500 (Royal Enfield /)Introduced in 2008, the Royal Enfield Classic 500 is a standard motorcycle that harkens back to the post-war era with its throwback styling that includes a sprung seat, die-cast headlight casing, and peashooter exhaust. Thumbing the electric starter or giving a swift right boot to the kickstart lever—the latter of which also introduces a bit of nostalgia—brings the five-speed single-cylinder 499cc engine to life. It is available in five different iterations to attract any kind of rider, from the beginner rider to the casual café hopper looking to make a statement in chrome. 2020 Royal Enfield Classic 500 Reviews, Comparisons, And Competition Back in 2012 we noted the character that Royal Enfield’s 500cc engine offers. EIC Mark Hoyer stated, “I’ve owned and maintained a 500cc British Single that dates from 1954 and have to admit there is a pretty powerful attraction to what the new Enfield offers. The character is there when you’re riding, and you get it without all that character building in the garage.” Other machines with some soul and character include the Triumph Bonneville Bobber, Honda Rebel 500, Indian Scout Sixty, or Harley-Davidson Iron 883. Royal Enfield Classic 500 Updates For 2020 No major updates were announced for 2020. The Classic 500 comes in many different iterations to match your style. Blend in with Classic 500 Stealth Black ($5,799) or military homage Classic 500 Battle Green ($5,699). Don’t like to camouflage yourself? Stand out with the Classic 500 Chrome ($5,799), Gunmetal Grey ($5,699), or the base model in black, blue, or tan ($5,599). 2020 Royal Enfield Classic 500 Claimed Specifications Price $5,599–$5,799 Engine Single-cylinder four-stroke Displacement 499cc Bore x Stroke 84.0 x 90.0mm Horsepower 27.2 hp @ 5,250 rpm Torque 30.5 lb.-ft. @ 4,000 rpm Transmission 5-speed Final Drive N/A Seat Height N/A Rake N/A Trail N/A Front Suspension 35mm telescopic fork, nonadjustable; 5.1-in. travel Rear Suspension Preload adjustable; 3.2-in. travel Front Tire 90/90-19 Rear Tire 110/80-18 Wheelbase 53.5 in. Fuel Capacity 3.6 gal. Claimed Wet Weight (w/ 90% fuel and oil) 430 lb. Source

2020 Royal Enfield Himalayan (Royal Enfield/)The Royal Enfield Himalayan is not only a lightweight ADV bike for those looking for a cheap, fun ride, but rather—reiterating what we thought in 2018—it can also be a great second or third bike for a more experienced rider who wants a basic machine to tool around on. It features adventure-ready equipment like 21-inch front, 17-inch rear tires, 41mm telescopic fork with 7.9 inches of travel, monoshock with 7.1 inches of travel, spoked rims, and crash protection. 2020 Royal Enfield Himalayan (Royal Enfield/)2020 Royal Enfield Himalayan Reviews, Comparisons, And Competition Our New York-based test rider rode the 2018 Himalayan in the state of Texas, which was enough to discover that “The Himalayan is an unpretentious, easy-to-ride motorcycle that suggests that maybe New Delhi and New York aren’t worlds apart.” Competition includes dual sports such as the Honda CRF250L/Rally, Suzuki DR650S, Yamaha TW200, Kawasaki KLX230, or even the small-displacement ADV, the KTM 390 Adventure. Royal Enfield Himalayan Updates For 2020 The Himalayan is available in three colors all of which are priced at $4,749: Snow, Granite, and Sleet. All come equipped with ABS. No updates were made to the machine this year. 2020 Royal Enfield Himalayan (Royal Enfield/)2020 Royal Enfield Himalayan Claimed Specifications Price $4,749 Engine Air-cooled SOHC single-cylinder Displacement 411cc Bore x Stroke 78.0 x 86.0mm Horsepower 24.5 hp @ 6,500 rpm Torque 23.6 lb.-ft. @ 4,250–4,500 rpm Transmission 5-speed Final Drive Chain Seat Height 31.5 in. Rake N/A Trail N/A Front Suspension 41mm telescopic fork, nonadjustable; 7.9-in. travel Rear Suspension Monoshock w/ linkage; 7.1-in. travel Front Tire 90/90-21 Rear Tire 120/90-17 Wheelbase 57.7 in. Fuel Capacity 4.0 gal. Claimed Wet Weight (w/ 90% fuel and oil) 428 lb. Source

2019 Royal Enfield Continental GT 650 GT (Royal Enfield/)The Royal Enfield Continental GT draws inspiration from the café racers and culture from the 1950s and ’60s—that much should be obvious from its profile consisting of clip-on bars, double cradle frame, twin shocks, and air-/liquid-cooled parallel-twin engine. What may not be so obvious is this motorcycle’s chassis is well balanced and stable while the engine produces plentiful low-end torque. Whether riding your favorite canyon roads or taking the tightest street corners, beginner or novice riders will have fun tucking in aboard this vintage-styled machine. 2020 Royal Enfield Continental GT Reviews, Comparisons, And Competition Last year we reported that the Continental GT’s 270-degree crank “provides gobs of quick-revving torque that makes the engine surprisingly fun to use, whether it’s zipping you out of tight traffic spots or blasting down your favorite twisty road.” 2019 Royal Enfield Continental GT 650 GT Right Side (Royal Enfield/)Shoppers interested in Royal Enfield’s Continental GT will also look to the INT650 or up the displacement totem pole to the likes of the Kawasaki W800, BMW R nineT, or Triumph Thruxton 1200 R. Royal Enfield Continental GT Updates For 2020 The Continental GT does not see any updates for 2020. The Continental GT starts at $5,999 for colorways Black Magic and Ventura Blue, makes its way up to $6,249 for Dr. Mayhem and Ice Queen, or up to $6,749 for the shiny shimmery chrome known as Mister Clean (not the bald, baby-face cleaner mascot, in case you were wondering). 2019 Royal Enfield Continental GT 650 GT Left Front (Royal Enfield/)2020 Royal Enfield Continental GT Claimed Specifications Price $5,999 Engine Air-/liquid-cooled SOHC parallel twin Displacement 648cc Bore x Stroke N/A Horsepower 47 hp @ 7,250 rpm Torque 38.4 lb.-ft. @ 5,250 rpm Transmission 6-speed Final Drive Chain Seat Height 31.2 in. Rake 24.0° Trail 4.1 in. Front Suspension 41mm fork, nonadjustable; 4.3-in. travel Rear Suspension Preload adjustable; 3.5-in. travel Front Tire 100/90-18 Rear Tire 130/70-18 Wheelbase 55.0 in. Fuel Capacity 3.3 gal. Claimed Dry Weight (no fuel) 437 lb. Source

2020 Royal Enfield INT650 (Royal Enfield/)From its peashooter exhaust to 18-inch wire-spoke wheels, the 2020 Royal Enfield INT650 provides classic character in an approachable standard motorcycle. While the marketing material shows this bike riding along the California coast—hinting at the target audience of youthful road trip warriors—the plucky 648cc parallel twin can fit in anywhere the daily grind may take you: country back roads, urban sprawl, or freeway stretches. Features like the assist and slipper clutch and ABS (front and rear) aid newer riders, but the parallel twin and two-piston floating ByBre caliper can provide reasonable power and stopping power for more experienced riders. 2020 Royal Enfield INT650 Right Rear (Royal Enfield/)2020 Royal Enfield INT650 Reviews, Comparisons, And Competition Our 2019 INT650 test rider found that “the user-friendly clutch, bottom-end torque, and good gearbox action all remind you of what an amiable engine the Royal Enfield 650 twin really is.” Competition can include its own “twin brother,” the Royal Enfield Continental GT650—a café racer-styled ride with clip on bars—or beginner cruisers like the Honda Rebel 500, Yamaha Bolt, Harley-Davidson Street 750, Kawasaki W800, or Indian Scout Sixty. Royal Enfield INT650 Updates For 2020 No updates for 2020. A multitude of colorways are available which include the solid colorways (priced at $5,799) of Silver Spectre, Orange Crush, and Mark Three; two-tone colorways ($5,999) Baker Express and Ravishing Red; and the exclusive chrome tank ($6,499) Glitter And Dust. 2020 Royal Enfield INT650 (Royal Enfield/)2020 Royal Enfield INT650 Claimed Specifications Price $5,799 Engine Air-/liquid-cooled SOHC parallel twin Displacement 648cc Bore x Stroke N/A Horsepower 47 hp @ 7,250 rpm Torque 38.4 lb.-ft. @ 5,250 rpm Transmission 6-speed Final Drive Chain Seat Height 31.7 in. Rake 24.0° Trail 4.2 in. Front Suspension 41mm fork, nonadjustable; 4.3-in. travel Rear Suspension Preload adjustable; 3.5-in. travel Front Tire 100/90-18 Rear Tire 130/70-18 Wheelbase 55.1 in. Fuel Capacity 3.6 gal. Claimed Dry Weight (no fuel) 445 lb. Source

Hans Muth on his personal MV Agusta, before its transformation. (Courtesy of Hans Muth/)Gather round, meine Damen und Herren, because we’re about to explore one of the most fascinating motorcycle backstories of the 1980s: how a Japanese company hired a German wunderkind to design a motorcycling icon of the Blade Runner era—Suzuki’s original 1982 GS1000SZ Katana. The Katana was a shocker when it first appeared, a machine that stood out everywhere it showed up. And that was exactly what Suzuki wanted when it hired Hans Muth to create a look. Muth was and still is an interesting character. Born in 1935 in Rathenow, just west of Berlin, he witnessed his mother being shot dead by the advancing Red Army 10 years later. He characterizes his upbringing as strict Prussian, taught to be respectful, polite, well-behaved, ­disciplined, honest, and obedient. Above all, he developed a refined value for orderliness—something that characterizes all of his designs. Rather than pursue a career in his family’s optics company, Muth applied to art school, where he largely ignored the rote assignments and spent his time drawing cars. So many great designs get compromised, yet the production Katana was nearly identical to the original ED-2 concept. The keen-eyed will note the lack of a windshield, the logo placement, and an unusual exhaust routing. (Courtesy of Hans Muth/)Eventually, this led to a position at BMW. Muth started on the automotive side, but by 1975, he was working for the motorcycle division. Remember, in the early 1970s, BMWs were typically reserved Teutonic twins, staid black bikes valued by eccentric college professors and long-­distance riders. From Muth’s brush flowed some radical new touchpoints of style: the juicy, smoke-faded Daytona Orange R90S, the R100RS with its spectacular sculpted fairing, and the original R80GS dual sport. Suddenly, BMWs were on everyone’s radar. Including the Japanese. In 1980, Suzuki struggled under the same burden BMW had just overcome. In the company’s own words, its bikes were technically accomplished but offered “­warehouse styling.” Suzuki asked Muth to generate a product identity, to get away from what it called “follow the leader,” which, ironically, was Honda’s advertising tag line in America. Several years earlier, Muth had participated in an interesting exercise. Helmuth Luckner from the German magazines Motorrad and Motorrad-Revue had contacted three designers—Muth, Ferdinand “Butzi” Porsche, and Giorgetto Giugiaro (Lotus Esprit S1, DeLorean)—and given them a dream assignment: Pick a motorcycle, ride it, and then redesign it to make it personally yours. Muth chose an MV Agusta 750S and called his design the Prova. The drawings were such a hit that a ridable one-off was built. The discerning enthusiast will glimpse a bit of Prova DNA in the Katana, like someone observing that you have your grandfather’s nose or hands. Personally, I see it in Muth’s BMW R65LS as well. Like the Katana, the Prova is a big transverse four. Newly separated from BMW, Muth immersed himself in Japanese culture and history. Especially influential were two books: Eugene Herrigel’s Zen in the Art of Archery and Reinhard Kammer’s Zen and Confucius in the Art of Swordsmanship. And it’s from this second title that the concept emerges, inspired by the classic, gently curved Japanese sword named katana. Muth characterizes the Suzuki Katana by what he calls its dramatic “flyline,” melding five key components into stylistic and aerodynamic unity: headlight, fuel tank, seat, and front and rear fenders. Central to the Katana’s unique identity is its “V-shaped gas tank,” describing the way the tank narrows toward the rider and diverges toward the front of the bike. Muth’s design was rendered in silver—like the sword. Originally, it had no windshield—that was Suzuki’s requirement. On the side cover Muth added the Japanese character for the katana sword, interleaved with a red image of the same sword. “The sword first serves as a weapon, but a katana also has a mythological meaning in Japan,” Muth said when he presented the design to Osamu Suzuki. “If you don’t treat it right, its sharpness can be lethal. The same is true for a motorcycle.” Muth transformed his MV into the one-off Prova, his purest execution of the “flyline.” (Courtesy of Hans Muth/)Suzuki was silent for a long while, then replied, “Mutho-san, I am truly thankful to you that you haven’t named it hara-kiri.” When it appeared in America, the Katana was one of the most daring, integrated, completely styled bikes we’d seen. The original design was based on a GS1100 engine, while riders in the US got a 1,000cc version, eligible for AMA Superbike racing. It had legit, below-the-triple-crown clip-ons like a racebike or an Italian exotic. It had a stretched-out “racer replica” riding position that was extreme in those days of wide handlebars and sit-up superbikes. The road tests in Cycle and Cycle World discuss cam timing and valve overlap at length (36.5˚ BTDC; 63.5˚ ABDC; 10 degrees), but what to make of the way it looked? Muth is mentioned by name only once in the ­Cycle World story, and not at all in Cycle. The ­emphasis then was the performance we could measure—we had developed no adequate vocabulary or “eye dyno” for style. Muth’s R65LS “Bavarian Boxer,” another Katana precursor. Painting the lower tank black slims its lines immensely. (Courtesy of Hans Muth/)And make no mistake, the Katana’s performance was every bit as extreme as its look. It was the fastest 1,000cc production motorcycle Cycle World had ever tested. Cycle noted it was the strongest 1,000 ever put into a production bike. It was expensive. It offered a harsh ride around town, but the faster you rode it, the better it worked. And it had an evocative name when most Japanese bikes and just about every Suzuki were identified by a businesslike (warehouselike?) collection of letters and numbers. Muth himself is a man of constant motion. After the Katana he moved on to designing cameras, golf clubs, watches, and bicycles, as well as teaching. Now 85 years old, he’s just written a book, Design Macht Mut(h). That last word is a play on his name and the German morpheme for courage—Design Makes Courage/Design Makes Muth. Generously illustrated, at present it’s available only in German, but there’s hope for an English version. Still, it’s as good a reason as any to brush up on your Deutsch, nicht wahr? Hans Muth (Courtesy of Hans Muth/)It’s no surprise a flame that burned as brightly as the Katana didn’t burn for long. The late 1970s and early 1980s exploded with motorcycling development—­ air-cooled transverse fours gave way to V-4s, which in turn surrendered to liquid-cooled inlines. Turbos appeared on the scene and were gone just as fast. Sixteen-inch front wheels. Radial tires. Aluminum frames. By 1984 and ’85, Suzuki introduced its perimeter-frame GSX-R series, or “racebikes with lights,” their fuel-tank shapes the ­complete opposite of the Katana’s divergent “V.” AMA ­Superbikes became 750s. The Katana was a brief, outstanding moment in all of it, drawn by a man whose genius has stood the test of time, with a design that ­continues to resonate and turn heads 40 years later. Source

All four of Beta’s RR two-stroke off-road models—the 125 RR (pictured), 200 RR, 250 RR, and 300 RR—are granted the same updates for 2020 such as revised shims stacks in the fork and shock. (Courtesy of Beta/)Beta has released details about its RR two-stroke off-road lineup for 2021. These models received a significant amount of changes last year, but that hasn’t stopped the Italian manufacturer from updating them further for MY21. Related: 2020 Beta 300 RR Review The 200 RR engine has a larger bore and stroke than the 125 RR, but sits in the same chassis. (Courtesy of Beta/)Beta offers four different RR two-stroke machines to cater to all riders with the power and feel they are looking for including the 125 RR, 200 RR, 250 RR, and 300 RR. All of the bikes feature a stronger rear subframe and new mounting of the side panel for improved durability, a new seat foam and seat base for more comfort, improved air filter housing for easier changes, and changes to the shim stacks in the fork and shock to further enhance the riding experience. Lastly, the entire range is now decked out in Italian red colors. According to Beta, the RR models will be available in late July 2020. (Courtesy of Beta/)According to Beta, the RR models will be available in late July 2020. The prices for each bike are the same as last year and are listed below: 125 RR: $7,999 200 RR: $8,699 250 RR: $8,799 300 RR: $9,199 Beta’s four MY21 RR two-stroke off-road models are the same price as last year. The 300 RR (pictured) retails for $9,199. (Courtesy of Beta/)Source

Here is a classic: the very light front wheel—brake disc omitted for clarity—of a 1970s Yamaha XS650 twin. The cast-wheel revolution raged in racing, but production bikes still rolled on this conceptual hand-me-down from the bicycle. Rim, one-piece cast hub, two sealed bearings with a spacer tube between them, and you’re done. There’s nothing wrong with wire wheels! (Jeff Allen /)The safety bicycle, which exploded into a popular craze around 1895, can be regarded as a confluence of technologies that matured at that time—the ball bearing, pneumatic tire, seamless-drawn steel tubing, roller chain and sprocket drive, and super-strong hard-drawn steel wire. A final ingredient might be the production and shaping of thin metal sheet by rolling. The last two together made possible one of the most efficient structures known to mechanical engineering: the tension-spoked wire wheel. A roll-formed rim is made by slitting sheet steel into strips, then roll-forming those strips into a wheel-rim section that was finally roll-bent into a circle. The butt ends were joined by ­brazing or welding. The wheel hub consisted of a pair of spoke flanges joined by a tube, spinning on the new screw-­adjustable cone ball bearings, ­supported on a nonrotating axle. Rim and flanges were drilled or punched for a suitable number of spokes. The spokes themselves were threaded on their outer ends, and cold-headed and bent on their flange ends. Each spoke is provided with an internally threaded nipple (usually of brass, to prevent rusting to the spoke), which are pushed through dimpled holes in the rim from the OD side, to finally screw onto the spoke ends. The rim material around each spoke hole is dimpled inward to fit the head of the nipple, and each hole is angled to align with the axis of the spoke it will tension. This Triumph Scrambler wheel shows how the wire wheel can adapt—all its spokes thread through the rim flanges, leaving nothing to be sealed to allow tubeless tire use. Spoke-nipple location is reversed—now they reside in heavy lugs that are part of the hub rather than being in the rim valley. High-angle straight spokes give good torque capacity and lateral stiffness. (Jeff Allen /)To assemble a wheel, spokes were threaded through the holes in the two hub flanges, then arranged in the desired pattern (defined by how many other spokes each one crosses). The rim is set in place, and the assembler loosely screws together each spoke and its nipple. Beginners often fall at this first hurdle, but persistence and common sense are rewarded in time. The process of transforming this loose assembly into a round wheel that is light and strong is an acquired skill that any motivated person can learn, and the result is beautiful in and of itself, much esteemed by custom builders who create endless variations. Under the tension of the many spokes (36 and 40 were common on motorcycle wheels), the rim is placed in uniform compression that its flanged shape prepares it to support without buckling. Each spoke is a tension spring. A good description of how such a wheel supports loads can be found in Bicycling Science by David Gordon Wilson. He likens this process to that by which a radial tire supports a load. As the tire flattens against the ground, the tension in its thereby slightly less-tensioned nearby carcass fibers (which he likens to spokes) is somewhat reduced, such that the load is supported by a corresponding increase in the fiber tension elsewhere in the tire. It is the great elasticity of the thin wire spokes that makes this work. Lateral and torsional forces are withstood by angling the spokes. The wheel is braced against lateral forces by spacing the two hub flanges apart to form two “cones of spokes.” Torsional forces are ­handled by angling the spokes rather than running them straight from hub to rim. In some cases (a particular Triumph model comes to mind), a wheel might be laced somewhat offset from perfectly centered in relation to its hub. In another case, a bike that turned more easily one way than the other was diagnosed as accidental rim offset. This DID Dirt Star rim and straight-spoke hub are another take on the classic. The ­angled spoke head necessary to lace to traditional spoke flanges is a source of weakness because it’s loaded in bending. Here, each spoke and its head are perfectly straight, made possible by the fancy angle-­drilling of the hub in this photo. The result is an especially durable spoked wheel. (Jeff Allen /)Early brake drums and sprocket carriers were bolted to a face of the hub, but as drums grew bigger, it became more sensible to make the spoke flanges as part of the drum itself. Continued growth of brake drums resulted in very short spokes, barely 3 inches long. Because the elastic stretch of which a spoke is capable increases with its length, this loss of “stretchiness” sometimes resulted in wheels whose spokes became loose when the brake drum expanded from the heat of hard use. The elasticity of wire-spoked wheels can be useful. One Supersport race team tried everything to eliminate chatter from its bike. ­Success finally came with a wire wheel replacing the stock cast wheel. Marketing replied with a firm no when the team urged that a “heritage model” with wire wheels be offered to make them class-legal. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Yamaha’s Daytona-dominating TZ750 (1974–’82) was always delivered on wire wheels, but most racers replaced them with Morris or Shelby-Dowd cast mags. My experience with several riders was that no one complained of any problem if circumstances obliged us to run a wire wheel. Cast wheels quickly responded to the rapid evolution of motorcycle tires, and in particular made it possible to run tubeless (saving a significant 3 to 5 pounds of rotating weight). Today, cast or forged one-piece wheels have become normal, and wire wheels are often seen as graphic elements for custom builders and manufacturers. But the wire-spoke wheel remains the primary choice for off-road and ­adventure bikes, which benefit from the strength and resilience of this elegant design. Source