Hugh Janus

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

2020 Ducati Diavel 1260 (Ducati /)The look, the sound, the riding position, and the torque-rich power of a cruiser motorcycle are what makes this category great for long stretches of highway and smooth, banking twists. But in order to attract riders with sportbike backgrounds to the segment, manufacturers not only have to modernize design, but also provide a superbike-like powerplant. Enter the 2020 Ducati Diavel 1260 and 1260 S. Originally introduced as simply “Diavel” in 2010, this power cruiser from the Italian manufacturer marries both elements from its assertive lines to the slightly forward footpegs and let’s not forget the 2019 upgrade to Ducati’s Testastretta DVT 1,262cc engine. For an even sportier package the S is fitted with fully adjustable Öhlins suspension at both front and rear, light alloy casted and machined wheels, Ducati’s quick shift system, and an even higher-performance braking system. 2020 Ducati Diavel 1260 S (Ducati /)2020 Ducati Diavel 1260/1260 S Reviews, Comparisons, And Competition The 2019 Italian big-bore power cruiser spun its 17-inch Pirelli Diablo Rosso III tire on the in-house dyno to produce 138.45 hp at 9,860 rpm and 85.44 pound-feet of torque at 7,770 rpm. The power cruiser category consists of the Triumph Rocket 3, Harley-Davidson FXDR 114, Harley-Davidson Fat Bob 114, and Yamaha VMAX. The H-D FXDR 114, Fat Bob, and Diavel 1260 S bumped heads in our three-way comparison where the Ducati was “in a world of its own” by being “an incredibly powerful beast, but not wild or unwieldy.” “It was plush and controlled, with excellent overall stability, and was the best-handling bike in this comparison.” 2020 Ducati Diavel 1260 (Ducati /)Ducati Diavel 1260/1260 S Updates For 2020 Vastly redesigned in 2019, the Ducati Diavel was updated with a new exhaust, reduced rake, new 63-inch wheelbase, a boost in power, with the “most sophisticated edition of the Testastretta L-twin, the 1,260cc DVT (Desmodromic Variable Timing)” we claimed in the 2019 First Look. Now for 2020, you will find a new colorway for both models, total black for the base and Ducati Red with white graphics and alternating black elements. 2020 Ducati Diavel 1260/1260 S Claimed Specifications Price $20,295 (base)/$23,195 (S) Engine Liquid-cooled L-twin; 4 valves/cyl. Displacement 1,262cc Bore x Stroke 106.0 x 71.5mm Horsepower 159.0 hp @ 9,500 rpm Torque 95.0 lb.-ft. @ 7,500 rpm Transmission 6-speed Final Drive Chain Seat Height 30.7 in. Rake 27.0° Trail 4.7 in. Front Suspension 50mm inverted fork, adjustable; 4.7-in. travel (base)/48mm inverted fork, adjustable; 4.7-in. travel (S) Rear Suspension Preload and rebound adjustable; 5.1-in. travel (base)/fully adjustable; 5.1-in. travel Front Tire 120/70ZR-17 Rear Tire 240/45ZR-17 Wheelbase 63.0 in. Fuel Capacity 4.5 gal. Claimed Wet Weight 538 lb. Source

2020 Yamaha Bolt/R-Spec (Yamaha /)On its website, Yamaha tags the Bolt as an “urban performance bobber,” and it certainly wears some of the hallmarks of the category with its minimal bodywork, compact chassis, and old-school tech, but the Bolt will appeal to almost any rider thanks to its friendly manners and torquey V-twin power. Yamaha’s (nee Star) midsize cruiser was introduced in 2013 and hasn’t changed much since then, soldering on with a fuel-injected, 942cc, air-cooled, SOHC V-twin engine and a spartan, no-fuss vibe. The more premium R-Spec model one-ups the base model with the addition of twin piggyback reservoir shocks, 12-spoke cast alloy wheels, and more in-depth paint options, but both offer a modern LED taillight and an LCD instrument cluster to bring a little high tech to the otherwise bare-bones feel. RELATED: DYNO VIDEO: 2016 Star Bolt C-Spec Its low saddle and compact feel will likely call out to shorter beginner and intermediate riders, though the Bolt can more than handle advanced pilots as well. A $7,999 buy-in is a pretty good motivator, and the better-equipped R-Spec model costs just $400 more. 2020 Yamaha Bolt/R-Spec (Yamaha /)2020 Yamaha Bolt Reviews, Comparisons, And Competition The Bolt regularly makes “best cruiser value” lists because of its no-nonsense style, accessibility, as well as affordability, though its obvious competition, like Harley-Davidson’s Iron 883 and Triumph’s Street Twin models, offer a similarly stripped-down vibe and customizable platform at a reasonable price. Yamaha Bolt Updates For 2020 The Yamaha Bolt hasn’t had many updates at all since its launch in 2013, so changes to the 2020 model are exactly nil; in fact, even the price is unchanged. 2020 Yamaha Bolt/R-Spec (Yamaha /)2020 Yamaha Bolt/R-Spec Claimed Specifications Price $7,999/$8,399 Engine Air-cooled SOHC V-twin; 4 valves/cyl. Displacement 942cc Bore x Stroke 85.0 x 83.0mm Horsepower 50.8 hp @ 5,350 rpm (Cycle World measured) Torque 58.0 lb-ft. @ 2,900 rpm (Cycle World measured) Transmission 5-speed Final Drive Belt Seat Height 27.2 in. Rake 29.0° Trail 5.1 in. Front Suspension 41mm telescopic fork; 4.7-in. travel Rear Suspension Dual shocks; 2.8-in. travel/Dual piggyback shocks; 2.8-in. travel Front Tire 100/90-19 Rear Tire 150/80-16 Wheelbase 61.8 in. Fuel Capacity 3.4 gal. Claimed Wet Weight 542 lb. Source

“We could not find gear that looked good and felt good on and off the bike, had the protective qualities we wanted, and still made us feel like ourselves” ( Julia LaPalme/)In the male-dominated world of motorcycling, protective-gear makers largely approached designing for women by using either the stereotypical “pink it and shrink it” approach, or simply adding rhinestones, fringe, or prints depicting floral designs or tribal butterflies. And loudly logoed, to boot. Things have finally changed over the past few years as several boutique brands have popped up offering a different design approach. ATWYLD, founded by Anya Violet, Corinne Mayer, and Jaime Dempsey, is one of the more prominent brands bringing a fashion-focused street-wear-inspired look to women’s riding gear. They all had observed lots of women rejecting conventional technical riding gear because they didn’t like how it looked, choosing to wear street clothes. “Why not take those protective qualities and put them into everyday street silhouettes?” Violet says. “The goal is to get more women to wear some level of ­protection.” Anya Violet (Julia LaPalme /)Violet is a graduate of the Fashion Institute of Design and Merchandising in San Francisco, and she spent the first decade of her career designing for prominent brands such as RVCA, Billabong, and O’Neill. When she first met her ATWYLD business partners, Mayer and Dempsey, during the early years of her women’s motorcycle camping event, Babes Ride Out, the three women hit it off. Their friendship grew through the community created by Babes and extended beyond the event. From left, Mayer, Violet, and Dempsey model some of the most recent apparel available from ATWYLD in front of their Southern California workshop: the Pit Crew Jumpsuit and Stay Fast 5 Panel Hat, the Alltime 2.0 Moto Jacket and Shred Moto Jeans 2.0, and the newly released Send It Jersey. (Julia LaPalme/)While the three of them were on a ride up Angeles Crest Highway, they realized they were all wearing minimal protection in some way or another. “We could not find gear that looked good and felt good on and off the bike, had the protective qualities we wanted, and still made us feel like ourselves,” Violet recalls. All three women were veterans of the fashion industry, so aesthetics mattered just as much as protection. Each of them had already thought about starting a motorcycle gear brand, but “it wasn’t until we came together that it all started falling into place,” Violet says. In 2016, ATWYLD was formed. Anya sorts through a rack of Alltime 2.0 Moto Jackets to pull orders for customer shipments. (Julia LaPalme /)Their similar backgrounds but with different emphasis make them a strong team. Mayer, who works as a graphic designer for O’Neill and has worked for Stance, Volcom, and Roxy, is the creative director and handles all things related to the brand’s image. Dempsey is the product-development specialist, a role she concurrently holds at Add Black Agency. She is responsible for sourcing fabrics and finding the factories that can produce ­ATWYLD’s designs, utilizing her previous experience working for Volcom and L Space. As for those designs? That is Violet’s territory. She is the one sketching out concepts and shaping the pieces that eventually become real-life riding apparel. The three ambitious women run ATWYLD part time while each of them carries a full-time job. Because they are such a small company, Violet explains, “the three of us do everything from accounting, to customer service, shipping and receiving, events. Literally everything. We are small but mighty.” Part of Anya’s quality-check inspection process for pieces arriving from their manufacturing factory includes measuring all the ­different panels of each garment. Here, she measures the pant leg width of the Shred Moto Jeans before adding them to the stockpile. (Julia LaPalme /)The process for making their first piece of motorcycle gear, the Alltime 1.0 Moto Jacket, was a bigger challenge than they’d anticipated as they sourced functional fabric from various manufacturers and worked to bring it all together. “I’d say we went through about six to eight prototypes,” Violet explains. “The design concepts were the easy part. It was actually getting them made and perfected—that was hard.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. As ATWYLD progressed and expanded its line, it strived hard to maintain US-based manufacturing. “We liked the idea of being close to the process and keeping an eye on quality,” Violet says. “But we found it increasingly difficult to find a [manufacturer] in LA that has the expertise needed to build some of the garments we design, as well as the attention to detail needed to execute them.” Maintaining a high standard of quality has led them to other regions of the world that specialize in certain fabrics and garment styles. Still, “as of today, about 75 percent of our line is made in California, as we have great partners for certain styles.” As a boutique brand, ATWYLD’s three-woman team manages all elements of running a small business themselves, including packaging orders for direct shipment to customers. (Julia LaPalme /)Over the past four years, this boutique business has grown through word-of-mouth. ­ATWYLD is now carried in more than a dozen stores throughout the US, as well as a few locations in Canada and Australia. Given the popularity of the brand among female riders, it’s clear the company’s aim was spot-on. Violet continues to listen to feedback from riders and applies it to her design concepts. She insists that ATWYLD sets itself apart from other gear companies through its fit, styling, quality, and design. “We are closer to the target demographic because we are the target demographic.” Considering the landscape of the rest of the motorcycle gear industry, the fact of being women who ride, designing for women who ride—that in itself makes all the difference. Source

2020 Yamaha MT-07 (Yamaha /)If the MT-10 is the most powerful Master of Torque of Japan’s “Dark Side,” then the MT-07 is the apprentice with its 689cc liquid-cooled DOHC twin-cylinder engine. The 2020 Yamaha MT-07 remains an extremely affordable naked bike ($7,599 MSRP) that is right for those looking to bomb down the twisties at a spirited pace, and set more than a respectable speed for freeway or street riding with its torque-rich engine and lightweight steel frame. A quick glance down at the full-LCD instrument panel will tell you if you are (or aren’t) obeying the law. 2020 Yamaha MT-07 (Yamaha /)2020 Yamaha MT-07 Reviews, Comparisons, And Competition In 2018, the MT-07 had undergone a makeover. The change from the FZ to the MT name being one of them—bringing the "MT" name stateside. The 2018 updates included improved suspension, reworked bodywork, and updated looks of the tank, tail, radiator shrouds, front fender, seat, and headlight. Our test rider even claimed that “the Yamaha MT-07 (née FZ-07) is a motorcycle destined to be canonized as one of The Great Standard Bikes of the 21st Century.” That claim cannot be taken lightly even, we would imagine, for 2020. 2020 Yamaha MT-07 (Yamaha /)Yamaha MT-07 Updates For 2020 For 2020, Yamaha has replaced the 2019 Breaker Cyan colorway with Team Yamaha Blue. Otherwise Ice Fluo and Matte Raven Black remain options to choose from. Price remains unchanged at $7,599. 2020 Yamaha MT-07 Claimed Specifications Price $7,599 Engine Liquid-cooled DOHC two-cylinder Displacement 689cc Bore x Stroke 80.0 x 68.6mm Horsepower N/A Torque 50 lb.-ft. Transmission 6-speed Final Drive Chain Seat Height 31.7 in. Rake 24.8° Trail 3.5 in. Front Suspension 41mm telescopic fork; 5.1-in travel Rear Suspension Preload and rebound damping adjustable; 5.1-in. travel Front Tire 120/70ZR-17 Rear Tire 180/55ZR-17 Wheelbase 55.1 in. Fuel Capacity 3.7 gal. Claimed Wet Weight 403 lb. Source

The Beeline Moto Silver unit pictured here costs $250. It is showing that I’ll need to turn right in 0.1 mile and am at the beginning of my journey. (Morgan Gales /)When you’re on a motorcycle, every glance away from the road can be a risk. You often need a lot of information in a very short amount of time. Phones can be bulky, distracting, and have fleeting battery life. The new Beeline Moto navigation device mounts on the handlebars of virtually any motorcycle, provides clear and accurate directions, is incredibly easy to use, and under $200. It takes a little bit of getting used to, but after just a couple of weeks with the Beeline nav, it’s become a daily riding staple. The Beeline Moto device is a little less than 2 inches in diameter and about three-quarters of an inch thick. It can mount to your handlebars through various hard mounts, or a more versatile universal rubber band mount that’s included in the packaging. There are four glove-friendly buttons through which the unit is controlled, as well as the corresponding smartphone app. The base-model Beeline Moto is made of ABS plastic for $188, but the metal version like we tested here is available for $250. Details of the main direction screen on the Beeline Moto navigation device. (Courtesy of Beeline/)The active display screen has a 1-inch diameter, but it doesn’t need to be any bigger than that. In the center is a large arrow that points the direction the bike should be headed. A built-in accelerometer, gyroscope, and magnetometer keep that arrow pointed in the right direction as your bike moves and turns, and also help monitor speed and distance traveled. Below the arrow is the distance until your next action (in metric or imperial) and a white dot will sit either above, left, or right of the arrow to show you which way you will need to go once you get to that action point. A merge, a fork in the road, a roundabout, or anything else that’s not a normal left or right turn will be displayed in the center of the arrow. At certain times when a highway will fork several times in rapid succession, you have to make quick glances down to know where you’re going, and it can be hard to be prepared in the right lane, but the unit did update quickly enough to keep me on the proper route. Finally, markers along the top of the screen indicate how far along you are on your journey, and proximity to your final destination. Buttons on the left and right will cycle between the main direction screen, settings, battery life, a speedometer, or simple clock. The top button is used to power the unit on and activate the backlight, and the bottom button usually serves the “select” function. The system is intuitive and easy to navigate, never requiring me to look in the owner’s manual to figure out the basics. Side buttons on the Beeline Moto unit scroll through various screens, like this phone and device battery display. (Morgan Gales Photos by Steve Franks/)The Beeline app is just as easy to use as Google or Apple maps, but with the difference of being able to decide between bicycle or motorcycle, and Route or Compass mode. Route mode will give you turn-by-turn directions as explained above, where Compass mode will simply point to your destination and tell you the distance to that point. I found Route mode to be much more useful, but if I was living and working in a city that I knew pretty well, I could see how Compass mode might be more useful. The app works anywhere in the world, so long as your phone has service, and doesn’t require any extra map downloads or subscriptions. Beeline claims that battery life on an active unit can last as long as 30 hours, and about 10 with the backlight. In Standby mode, it says the battery will last four to six months, and with the proprietary charger, reaches a full charge in about one hour. I do wish the unit charged with a USB-C or other more universal method, as if you misplace the charger this came with, you’re out of luck until you can buy a new one for $13 and get it shipped out. Since I received the Beeline Moto, it’s stayed on my handlebars. I use it on just about every trip longer than 10 minutes because it’s just very easy to use. It’s not distracting or obtrusive—there are really no downsides to having it on; it’s just there if you need it. At $188–$250, it is an investment, but if you’re someone who uses your bike as your main mode of transportation or just needs directions often, it’s incredibly useful. Source

2020 Yamaha TT-R50E (Yamaha/)Keep it simple. That’s what Yamaha continues to do with the 2020 Yamaha TT-R50E. Young riders can learn to shift through three gears via a shift lever, but they do not have to fiddle around with a clutch lever, allowing them to focus on having fun. Additionally, its 49cc air-cooled four-stroke engine is approachable and great for learning. Equipped with a throttle stop screw and keyed ignition, the TT-R50E allows for the parents to maintain as much control as possible. 2020 Yamaha TT-R50E (Yamaha/)2020 Yamaha TT-R50E Reviews, Comparisons, And Competition In comparison with the PW50, the TT-R50E has spoked wheels, three gears, a slightly higher seat height at 21.9 inches, and an electric start (hence the E in the name). In a past Dirt Rider comparison between the PW50 and TT-R50E, staff said that “No matter how big you are, this fun four-stroke [TT-R50E] is a blast for both kids and adults to play on.” 2020 Yamaha TT-R50E (Yamaha/)Beginner-oriented trailbikes include the Suzuki DR-Z50 and Honda CRF50F and Yamaha’s own PW50. If the young rider would prefer more race-oriented machines, there are the KTM 50 SX and 50 SX Mini to scratch that itch. Yamaha TT-R50E Updates For 2020 No major changes to the Team Yamaha Blue-colored mini aside from graphic updates. Price remains unchanged at $1,699. 2020 Yamaha TT-R50E Claimed Specifications Price $1,699 Engine Air-cooled SOHC four-stroke Displacement 49cc Bore x Stroke 36.0 x 48.6mm Horsepower N/A Torque N/A Transmission 3-speed automatic Final Drive Chain Seat Height 21.9 in. Rake 25.5° Trail 1.3 in. Front Suspension Telescopic fork; 3.8-in. travel Rear Suspension Single shock; 2.8-in. travel Front Tire 2.50-10-4PR Rear Tire 2.50-10-4PR Wheelbase 36.4 in. Fuel Capacity 0.8 gal. Claimed Wet Weight 126 lb. Source

2020 Yamaha TW200 (Yamaha/)Interested in whipping down the streets only to take a last-minute detour down a beaten path—oh, and do it on the cheap? Then Yamaha’s TW200 dual sport motorcycle is a machine that should be on your radar with its $4,599 price, counterbalanced air-cooled four-stroke engine, and thick rubber. Bounding from pothole to washout, the TW200’s compact chassis and long-travel suspension make it fit for either terrain. 2020 Yamaha TW200 (Yamaha/)2020 Yamaha TW200 Reviews, Comparisons, And Competition The TW200 has long been a budget-friendly model and in the past we claimed that “If hitting the trails around your campsite on the weekends and short city hops during the week sound to you like an ideal combination, the TW could be just what you need.” Team Blue sees some competition from the other Japanese manufacturers’ dual sport offerings. Honda with its 2020 CRF250L/Rally, Kawasaki with its KLX230, and Suzuki with its DR200S. 2020 Yamaha TW200 (Yamaha/)Yamaha TW200 Updates For 2020 Yamaha did not announce any major changes to its 199cc dual-sport model. You will find that it still comes in Sandy Beige for the low price of $4,599. 2020 Yamaha TW200 Claimed Specifications Price $4,599 Engine Air-cooled SOHC four-stroke Displacement 196cc Bore x Stroke 67.0 x 55.7mm Horsepower N/A Torque N/A Transmission 5-speed Final Drive Chain Seat Height 31.1 in. Rake 25.8° Trail 3.4 in. Front Suspension Telescopic fork; 6.3-in. travel Rear Suspension Single shock; 5.9-in. travel Front Tire 130/80-18 Rear Tire 180/80-14 Wheelbase 52.2 in. Fuel Capacity 1.8 gal. Claimed Wet Weight 278 lb. Source

2020 Yamaha V Star 250 (Yamaha/)Entrants into motorcycling desiring the sound and feel of a V-twin-powered cruiser might be intimidated by the beefier two-cylindered machines on the market, but Yamaha has a beginner-friendly bike to fulfill that niche. Enter the 2020 Yamaha V Star 250. This cruiser is one of the only 2020 models in the beginner cruiser class to be powered by the 249cc air-cooled V-twin engine. In addition to its smaller displacement, its low 27-inch seat height, light 326 pounds (claimed), and sub-$5K MSRP all round it out to be a beginner-friendly model that most riders can feel confident flat footing at stoplights while still keeping wallets (or the significant other) happy. 2020 Yamaha V Star 250 (Yamaha/)2020 Yamaha V Star 250 Reviews, Comparisons, And Competition When it comes to entry-level cruisers there is Honda’s Rebel 300 that serves as the smaller-displacement competition. Other beginner cruisers include Royal Enfield’s INT650, Indian’s Scout Sixty, and Harley-Davidson’s Street 750. 2020 Yamaha V Star 250 (Yamaha/)Yamaha V Star 250 Updates For 2020 Yamaha did not announce any major changes for its little retro-styled V-twin, even the price remains unchanged from last year at $4,349. The only available colorway is a simple Metallic Silver. 2020 Yamaha V Star 250 Claimed Specifications Price $4,349 Engine Air-cooled SOHC V-twin Displacement 249cc Bore x Stroke 49.0 x 66.0mm Horsepower N/A Torque N/A Transmission 5-speed Final Drive Chain Seat Height 27.0 in. Rake 32.0° Trail 4.7 in. Front Suspension 33mm telescopic fork; 5.5-in. travel Rear Suspension Preload adjustable; 3.9-in. travel Front Tire 3.00-18 Rear Tire 130/90-15 Wheelbase 58.7 in. Fuel Capacity 2.5 gal. / CA model 2.4 gal. Claimed Wet Weight 326 lb. Source

2020 Yamaha YZ85 (Yamaha/)At just $100 more than the 2020 YZ65, the 2020 Yamaha YZ85 is the next step up for younger riders with sights set on the track. With its six-speed 85cc liquid-cooled two-stroke engine, fully adjustable KYB suspension, and adjustable ergos, this model will help your child further develop their riding skills and allow them to adjust this bike to suit their developing techniques and statures. Parents can appreciate its easy maintenance with its removable rear subframe, push-style chain adjuster, and self-cleaning wave-style brake discs. 2020 Yamaha YZ85 (Yamaha/)2020 Yamaha YZ85 Reviews, Comparisons, And Competition If you are interested in rounding out the garage with the YZ family of bLU cRU motocross bikes, we discuss them—and the YZ85—in our “2020 Yamaha Motocross Models Released” coverage. The YZ85 has competition from the other Japanese manufacturers including Suzuki’s RM85 ($4,249) and Kawasaki’s KX85 ($4,349). Also, Austrian foes in the form of the KTM 85 SX ($5,999) and Husqvarna TC 85 ($6,099). 2020 Yamaha YZ85 (Yamaha/)Yamaha YZ85 Updates For 2020 After a major overhaul in 2019 which included new engine parts, updated suspension, and a revised chassis, the mini MXer did not receive any mechanical changes for 2020—only graphic updates. The 2020 YZ85 is priced at $4,699. 2020 Yamaha YZ85 Claimed Specifications Price $4,699 Engine Liquid-cooled two-stroke Displacement 85cc Bore x Stroke 47.5 x 47.8mm Horsepower N/A Torque N/A Transmission 6-speed Final Drive Chain Seat Height 33.1 in. Rake 26.3° Trail 3.5 in. Front Suspension Inverted fork; fully adjustable, 10.8-in. travel Rear Suspension Fully adjustable, 11.1-in. travel Front Tire 70/100-17 Rear Tire 90/100-14 Wheelbase 49.4 in. Fuel Capacity 1.3 gal. Claimed Wet Weight 161 lb. Source

2020 Yamaha YZ65 (Yamaha/)For the young member of the family who wants to take on the whoop sections and jumps of the motocross track—and perhaps compete in 65cc amateur national events—there’s the 2020 Yamaha YZ65. The YZ65 is track-focused with its adjustable suspension, bump-absorbing steel frame, grippy Maxxis Maxxcross SI tires, 65cc powerplant, manual clutch, and six-speed transmission. Further, this model offers plenty of adjustment in the control area with its four-position-adjustable handlebar clamp, which will surely come in handy as the young YZ65 rider grows and yearns for more room aboard the small-bore two-stroke. 2020 Yamaha YZ65 (Yamaha/)2020 Yamaha YZ65 Reviews, Comparisons, And Competition Nothing says “track focused” more than an introduction at the 2018 San Diego Supercross. Shortly after it’s 2018 unveiling, we tested the 2018 YZ65 and found that “the YZ65 impressed us from the get-go with a powerful engine with a crisp throttle response, plush suspension, and a balanced chassis,” something we hope to find true for 2020 as well. Competition includes the Kawasaki KX65 ($3,699), KTM 65 SX ($5,049), and Husqvarna TC 65 ($5,149). 2020 Yamaha YZ65 (Yamaha/)Yamaha YZ65 Updates For 2020 The YZ65 has seen a graphic update since its 2018 launch, but otherwise specs remain unchanged as does the price of $4,599. The YZ65 is available in Team Yamaha Blue. 2020 Yamaha YZ65 Claimed Specifications Price $4,599 Engine Liquid-cooled two-stroke Displacement 65cc Bore x Stroke 43.5 x 43.6mm Horsepower N/A Torque N/A Transmission 6-speed Final Drive Chain Seat Height 29.5 in. Rake 26.4° Trail 2.5 in. Front Suspension 36mm KYB coil spring, adjustable compression and rebound damping; 8.5-in. travel Rear Suspension Single shock, adjustable compression and rebound damping; 10.6-in. travel Front Tire 60/100-14 Rear Tire 80/100-12 Wheelbase 45.0 in. Fuel Capacity 0.9 gal. Claimed Wet Weight 134 lb. Source

Qianjiang has promised this 600cc sport model would appear sometime in 2020, and leaked pictures suggest development is still on track. (Benelli/)Benelli might no longer be the Ducati-rivaling, all-Italian brand that Andrea Merloni envisaged when he revived the name in the late 1990s but under its Chinese ownership the name is starting to return to prominence—and later this year a new 600cc sport model promises to continue that trend. RELATED: EICMA 2012 - Benelli Is Alive and Well Although the bikes are built in China now, the latest generation of Benelli-branded machines made under the control of current owner Qianjiang has been a vast improvement on those made just a few years ago, to the extent that the TRK 502 ended last year as Italy’s third best-selling motorcycle. With increasingly impressive build quality and fast-improving technology, the firm is one to keep an eye on. A planned introduction for the 600RR was scheduled for May or June, though pandemic issues may have thrown the timeline somewhat into question. (Benelli/)The new 600cc sport model seen above was first hinted at in a leaked planning document early this year. It showed the planned introduction dates for several new models during 2020, including one called the 600RR that was due to take a bow in May or June. It’s not clear whether that reveal date has been pushed back due to the coronavirus pandemic, but this picture comes to us via official Chinese type-approval documents that show the machine’s development is still on schedule. RELATED: Benelli Motorcycles - FIRST LOOK REVIEW The 600RR’s foundation goes back more than a decade, when it might have seen production as the hub-center-steering Quattro. (Benelli/)Although the styling is completely new, the 600RR’s roots can be traced to before the firm was bought by Qianjiang in 2005. At that time, Benelli was just completing the development of its new four-cylinder, 600cc engine with plans to put it into a sportbike that was intended to be called the Quattro. Sketches at the time envisaged it as a cutting-edge machine with Bimota Tesi-style, hub-center steering. The Quattro was canned, but the engine reached production in the TNT600 in 2012, and that bike forms the basis of the new 600RR. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. In Benelli’s current lineup is the TNT600 model, upon which the forthcoming 600RR is based. (Benelli/)In fact, Benelli is launching at least three new 600s this year. First will be a naked version of this bike, based on the existing TNT600’s chassis but with new styling and a reworked, emissions-friendly version of the four-cylinder engine. The naked model has already been spied in China, with videos on social media showing that its technology includes keyless ignition, a color TFT instrument pack and bar controls with RGB LED backlighting. On the Chinese market the naked bike is expected to be sold under the “QJiang” brand name as the 600 SRK, but spy videos show that the Benelli name and logo appear on the dash when the ignition is turned on. Benelli’s planning document shows its name as “600N.” RELATED: 2014 Benelli BN600GT - First Look One of the new 600s being launched by Benelli this year will be a naked model, expected to be sold under the QJiang brand in China. (Benelli/)The 600RR is mechanically identical but gains full bodywork and a racier riding position. It’s not a rival for Japanese supersport 600 bikes; the engine’s peak power is only 80 hp, putting it instead directly between the Kawasaki Ninja 650 and Honda CBR650R in the performance stakes. Ready to ride, the faired Benelli comes in at 215 kilograms (474 pounds, claimed). As befits Benelli’s Italian roots, the 600 features Brembo brakes, and the documents confirm they’re backed by a Bosch 9.1 ABS system. Like the naked 600cc bike, the Chinese RR version will be sold as a QJiang, and that’s the branding seen on the bike here. Logos on the belly pan suggest it will be called the QJiang 600 SRG. The Benelli version sold in the rest of the world will look identical apart from the paintwork and is expected to go under the name “600RR.” Although the pandemic may have pushed the bike’s launch schedule back, the original plan was to have production start in November. At the end of the year, yet another derivative—a sport-touring 600GT model—is also due to be launched. benelli.ssrmotorsports.com Source

2020 Yamaha PW50 (Yamaha/)The Yamaha PW50 is a go-to learner bike. Simplicity, durability, affordability, and approachability make the PW50 ideal for both children and their parents. Its adjustable throttle-stop screw allows for parental control of the machine’s speed as kids familiarize themselves with riding. The two-stroke simplicity helps keep the bike light, and premixing fuel and oil isn’t necessary since it is equipped with an autolube oil injection system. In their youth, Supercross and motocross legends like Chad Reed, James Stewart, and Ricky Carmichael have spent time aboard the pint-size motorcycle. Even Editor-In-Chief Mark Hoyer’s son started riding one when he was 3 years old. 2020 Yamaha PW50 (Yamaha/)2020 Yamaha PW50 Reviews, Comparisons, And Competition It was touted as a Best Used Dirt Bike by past Cycle World editors, and the EIC himself even states that it is one of the great kids’ bikes of all time. Competition for young riders include the Honda CRF50F and Yamaha’s own TT-R50E. 2020 Yamaha PW50 (Yamaha/)Yamaha PW50 Updates For 2020 No major changes aside from new graphics. Price remains the same at $1,499. 2020 Yamaha PW50 Claimed Specifications Price $1,499 Engine Air-cooled two-stroke Displacement 49cc Bore x Stroke 40.0 x 39.2mm Horsepower N/A Torque N/A Transmission Automatic Final Drive Shaft Seat Height 18.7 in. Rake 25.5° Trail 2.0 in. Front Suspension 26mm telescopic fork; 2.4-in. travel Rear Suspension Unit swingarm; 2.0-in travel Front Tire 2.50-10-4PR Rear Tire 2.50-10-4PR Wheelbase 33.7 in. Fuel Capacity 0.5 gal. Claimed Wet Weight 90 lb. Source

2020 Yamaha WR250F (Yamaha/)The 2020 Yamaha WR250F is for those looking to join in on enduro competitions or tackle some aggressive trail riding. The WR250F’s bilateral beam aluminum frame was built off of Yamaha’s championship-winning motocross racer—the YZ250F, with mass centralization being one of the key objectives during development. The internals of this 250cc four-stroke engine can also be found in the YZ250F’s, but the WR250F powerplant is tuned and equipped for enduro with its smoother midrange power and wide-ratio six-speed transmission. Full-size 21-inch front and 18-inch rear wheels maneuver over the terrain, while bump absorption is left to the Tuning Fork brand’s notoriously plush KYB suspension with more than 12 inches of travel, front and rear. 2020 Yamaha WR250F (Yamaha/)2020 Yamaha WR250F Reviews, Comparisons, And Competition Back when the 2015 WR250F received updates, we claimed that Yamaha was serious about challenging KTM for off-road supremacy and with another round of updates this year, that battle is still on. This segues into the competition for Yamaha’s enduro model, which would include the KTM 350 XCF-W and Husqvarna FE 350. Additionally, although they are more geared toward cross-country racing, potential WR250F buyers may also consider the Yamaha YZ250FX, KTM 250 XC-F, or Honda CRF250RX. 2020 Yamaha WR250F (Yamaha/)Yamaha WR250F Updates For 2020 The 2020 model year features a complete overhaul that brings the WR250F closer to the YZ250F, though still maintaining an enduro focus. Changes include internal engine and transmission updates, a new air filter, different suspension settings, a redesigned chassis, revised exhaust, stiffer seat, and newly designed 2.2-gallon fuel tank. In order to reduce some weight, Yamaha has also removed the kickstarter. For more on the specifics of these changes, visit our sister brand Dirt Rider. 2020 Yamaha WR250F Claimed Specifications Price $8,599 Engine Liquid-cooled DOHC four-stroke Displacement 250cc Bore x Stroke 77.0 x 53.6mm Horsepower N/A Torque N/A Transmission 6-speed Final Drive Chain Seat Height 37.6 in. Rake 27.2° Trail 4.6 in. Front Suspension Inverted fork, fully adjustable; 12.2-in. travel Rear Suspension Fully adjustable; 12.5-in. travel Front Tire 80/100-21 Rear Tire 110/100-18 Wheelbase 58.3 in. Fuel Capacity 2.2 gal. Claimed Wet Weight 254 lb. Source