Hugh Janus

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

2020 Yamaha WR450F (Yamaha/)Ready to take on racing events like National Enduro, or just simply want to hit the trails with your friends? The 2020 Yamaha WR450F is a full-size enduro bike with a 450cc liquid-cooled four-stroke engine with specific fuel-injection maps optimized for enduro racing and tighter trail riding. The bilateral beam aluminum frame is built off of Yamaha’s flagship motocrosser, the YZ450F, but is endowed with features that further give it an enduro twist. These include the composite engine guard, 18-inch rear wheel, 2.2-gallon fuel tank, radiator fan, sealed O-ring chain, fuel level and engine warning lights, steel rear sprocket, and a high-mounted folding aluminum kickstand. 2020 Yamaha WR450F (Yamaha/)2020 Yamaha WR450F Reviews, Comparisons, And Competition We reviewed the 2019 WR450F and found that it was a “remarkable improvement from the prior generation model” with its chassis, engine, and suspension updates. Competition includes the KTM 500 XCF-W, Husqvarna FE 501, Honda CRF450X, and even cross-country-geared motorcycles like the KTM 450 XC-F or Honda CRF450RX. 2020 Yamaha WR450F (Yamaha/)Yamaha WR450F Updates For 2020 In 2019, the WR450F saw suspension updates, an all-new engine, and a reworked chassis. With those recent improvements, not many updates were needed for 2020 aside from the revised headlight fairing and new graphics. 2020 Yamaha WR450F Claimed Specifications Price $9,699 Engine Liquid-cooled DOHC four-stroke Displacement 450cc Bore x Stroke 97.0 x 60.9mm Horsepower N/A Torque N/A Transmission 5-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 120/90-18 Wheelbase 58.3 in. Fuel Capacity 2.2 gal. Claimed Wet Weight 265 lb. Source

2020 Yamaha TT-R230 (Yamaha /)First introduced in 2005 when it replaced the TT-R225, the Yamaha TT-R230 still continues to bring adult beginners and intermediate riders to the trails in 2020. Its 223cc air-cooled engine has reasonable output and its electric starter is a convenient way to get it up and running. In comparison with its competition, the Yamaha TT-R230 has a shorter seat height (34.3 inches), but retails at a price that slides in between at $4,449. Other features include a steel frame, a disc brake up front, a drum brake in the rear, and 21-inch and 18-inch wheels (front/rear). 2020 Yamaha TT-R230 (Yamaha /)2020 Yamaha TT-R230 Reviews, Comparisons, And Competition Honda has the 2019 CRF230F, which has since been replaced with the CRF250F as a current model year adversary. You can also look at Kawasaki’s 2020 KLX230R as trailbike competition. 2020 Yamaha TT-R230 (Yamaha /)Yamaha TT-R230 Updates For 2020 Aside from a $50 price increase from last year’s MSRP, the TT-R230 sees different graphics but no other major changes on the Team Yamaha Blue machine. 2020 Yamaha TT-R230 Claimed Specifications Price $4,449 Engine Air-cooled SOHC four-stroke Displacement 223cc Bore x Stroke 70.0 x 58.0mm Horsepower N/A Torque N/A Transmission 6-speed Final Drive Chain Seat Height 34.3 in. Rake 27.0° Trail 4.4 in. Front Suspension Telescopic fork; 9.4-in. travel Rear Suspension Single shock; 8.7-in. travel Front Tire 80/100-21 Rear Tire 100/100-18 Wheelbase 54.5 in. Fuel Capacity 2.1 gal. Claimed Wet Weight 251 lb. Source

2020 Yamaha TT-R110E (Yamaha /)We said it in the past, we will say it again, the Yamaha TT-R110E is a kids’ bike that adults can ride. The 2020 TT-R110E continues to be an approachable option for kids (or adults) who wish to tackle the trails due to its low 26.4-inch seat height, accessible 110cc powerplant, and four-speed auto-clutch transmission. 2020 Yamaha TT-R110E (Yamaha /)2020 Yamaha TT-R110E Reviews, Comparisons, And Competition Competition of the TT-R110E include the Kawasaki KLX110 and Honda CRF110F. While the TT-R has a slightly higher seat height than the CRF it does provide more suspension travel than both the KLX and CRF. 2020 Yamaha TT-R110E (Yamaha /)Yamaha TT-R110E Updates For 2020 Graphics have been updated, but the price remains at an affordable $2,299. 2020 Yamaha TT-R110E Claimed Specifications Price $2,299 Engine Air-cooled SOHC four-stroke Displacement 110cc Bore x Stroke 51.0 x 54.0mm Horsepower N/A Torque N/A Transmission 4-speed Final Drive Chain Seat Height 26.4 in. Rake 26.0° Trail 2.4 in. Front Suspension 31mm telescopic fork; 4.5-in. travel Rear Suspension Monocross shock; 4.3-in. travel Front Tire 2.50-14-4PR Rear Tire 3.00-12-4PR Wheelbase 42.5 in. Fuel Capacity 1.0 gal. Claimed Wet Weight 159 lb. Source

2020 Yamaha YZ125 (Yamaha /)As a lightweight 207-pound (claimed) dirt bike, the 2020 Yamaha YZ125 presents itself as a nimble option for teens who are moving up in displacement and looking for a full-size motocross competition bike. Its aluminum frame, subframe, swingarm, and handlebar help keep weight down while the reed-valve-inducted two-stroke engine delivers 125cc of power throughout the rev range. It is race-ready with front and side number plates, fork guards, fully adjustable KYB suspension, and Dunlop knobbies. 2020 Yamaha YZ125 (Yamaha /)2020 Yamaha YZ125 Reviews, Comparisons, And Competition Beside the newly introduced cross-country-focused YZ125X, the YZ125 continues to bring its racing roots to the track. Past impressions of the MX model from sister brand Dirt Rider found that the YZ125—and YZ250—are bikes “known for their excellent powerplants and great handling.” The 2020 Yamaha YZ125 is similarly priced to the KTM 125 SX ($7,299), Husqvarna TC 125 ($7,399), and TM MX 125 ($8,395). 2020 Yamaha YZ125 (Yamaha /)Yamaha YZ125 Updates For 2020 The YZ125 returns in 2020 with only graphics updates. It is available in Team Yamaha Blue for $6,599. 2020 Yamaha YZ125 Claimed Specifications Price $6,599 Engine Liquid-cooled two-stroke Displacement 125cc Bore x Stroke 54.0 x 54.5mm Horsepower N/A Torque N/A Transmission 6-speed Final Drive Chain Seat Height 38.4 in. Rake 26.0° Trail 4.3 in. Front Suspension KYB inverted fork, fully adjustable; 11.8-in. travel Rear Suspension Fully adjustable; 12.4-in. travel Front Tire 80/100-21 Rear Tire 100/90-19 Wheelbase 56.8 in. Fuel Capacity 2.1 gal. Claimed Wet Weight 207 lb. Source

2020 Yamaha TT-R125LE (Yamaha /)One of the larger-displacement trailbikes Yamaha offers—aside from the TT-R230—is the 2020 TT-R125LE. It is powered by a 124cc air-cooled four-stroke engine, rolls over terrain on a 19-inch front and 16-inch rear wheel, and soaks up bumps with adjustable suspension—a feature of which is seen only on the TT-R125LE of Yamaha’s trailbikes. Aimed at teens but also appropriate for adult riders, the TT-R125LE is a motorcycle that can get the teen off his/her phone and onto the trails with the rest of the family. 2020 Yamaha TT-R125LE (Yamaha /)2020 Yamaha TT-R125LE Reviews, Comparisons, And Competition Although the TT-R125LE does not have a big-wheel version, it can still find some friendly competition from Honda’s CRF125F and CRF125F Big Wheel models, Kawasaki’s KLX140/L/G models, and Suzuki's DR-Z125L. Yamaha TT-R125LE Updates For 2020 Aside from graphics changes and a $50 increase to the MSRP from the 2019’s $3,299, no major changes were made. The 2020 Yamaha TT-R125LE is available in Team Yamaha Blue for a starting MSRP of $3,349. 2020 Yamaha TT-R125LE (Yamaha /)2020 Yamaha TT-R125LE Claimed Specifications Price $3,349 Engine Air-cooled SOHC four-stroke Displacement 124cc Bore x Stroke 54.0 x 54.0mm Horsepower N/A Torque N/A Transmission 5-speed Final Drive Chain Seat Height 31.7 in. Rake 28.7° Trail 3.7 in. Front Suspension 31mm telescopic fork, preload adjustable; 7.1-in. travel Rear Suspension Compression and rebound adjustable; 6.6-in. travel Front Tire 70/100-19 Rear Tire 90/100-16 Wheelbase 50.0 in. Fuel Capacity 1.6 gal. Claimed Wet Weight 198 lb. Source

In the early days of carbon-carbon brakes, friction would increase so quickly with temperature that they required covers to keep the heat up for a consistent feel and actuation. If cooled too much and then reheated quickly with a sharp application, the rider risked seizure and wheel locking. (Ducati /)In 1989 at Laguna Seca, Wayne Gardner was holding some lever to bring his new-technology carbon-carbon brakes up to operating temperature when their friction-versus-temperature curve shot up so steeply that his front wheel locked, throwing him up the road and breaking a leg. This was an extreme example of how friction can depend upon temperature. Graph out the relationship between temperature and friction coefficient, and with early carbon brakes it could rise too steeply for human reactions to prevent seizure and wheel locking. While improved carbon-carbon disc and pad materials were in development, bikes often wore carbon-fiber disc covers to keep heat in the discs when they weren’t being used. Such disc covers are seen occasionally today in wet conditions. The covers notionally prevented the discs from cooling off down a straightaway enough that when applied too slowly for the next turn, their material would again have to heat up through the danger zone of steeply increasing friction. Just for review, carbon-carbon is a solid material made by repeatedly impregnating a disc-shaped carbon-fiber preform with a resin, tar, or other carbon-bearing material, then reducing that filler to amorphous form in an oven until the preform is carbon-filled to the desired density. This process takes considerable time. The steep rise in carbon friction when heated is the reverse analog of the problem riders had with the torque output of two-stroke racing engines. As engine rpm rose into the zone in which the tuned exhaust pipes began strongly pumping mixture, torque could rise more steeply than human reactions could keep up with, resulting in corner-exit high-side crashes. Yamaha tackled a related problem with clutches in MotoGP. At the start of a race, all the bikes are stationary with engines running, and at the start signal a mass drag race occurs. Not surprisingly, this is the most dangerous few seconds in each event, as riders seek to get maximum drive from revving engines and slipping clutches while maneuvering for the top positions entering the first turn. Fine control of the slippage taking place is the clutch is essential, for if the friction discs act anything like Gardner’s carbon brakes in 1989, the front wheel will pop up, the launch control system will intervene, and time will be lost in one or more corrections. Yamaha’s testing was effective, apparently resulting in selection or development of friction material whose temperature response was “flat” enough to be more easily controlled by the rider. The result was fast, controllable, and uneventful starts. Many will remember the high song of a 250 two-stroke racebike making a race start; the rider pinned the throttle and controlled the launch entirely with left-hand pressure on the clutch lever. Front end coming up? Add lever pressure to settle it. Engine dropping below its best torque range (11,000)? Pressure on the lever pops the tach needle back up into “the zone.” This was the method taught by tester and drag racer Jay Gleason and by roadracer Randy Renfrow. It was one of Randy’s great pleasures at the riding schools he taught to challenge his students (many of whom considered themselves pretty hot) to a match race to second gear. He showed them how much there was to learn. Clearly, for this to work well, the torque transmitted between friction and steel plates in the clutch must remain consistent, neither shooting up with temperature (tending to lock up the clutch and wheelie) nor “fading”—decreasing as the friction material grows hotter. The front brake of a 305 Honda Superhawk that I tried to “build” into a racer was lined with friction material of the latter kind. Through a single practice, I could feel that brake fading as I had to pull harder and harder for each corner. Once back in the paddock, there I’d be, front wheel out, brake backing plate in my lap as I sanded off the shiny layer of binder resin that hard brake use had boiled to the surface of the stock “linoleum” lining bonded to my brake shoes. I had a lot to learn. The most common situation of temperature-dependent friction is tires. Before 1974, roadrace bikes ran only on all-weather tires, their tread surfaces crisscrossed by many water drainage grooves. The extravagant flexing of the resulting tread elements as they passed into and out of the loaded tire footprint quickly brought such tires up to operating temperature. Rubber is not 100-percent elastic. Deform it with 100 units of energy and when you release it, you may get back only 75 units. The other 25 units become heat in the flexing rubber itself. That’s how tires warm up. Street tires achieve operating temps quickly thanks to flexing of tread elements and carcass. (Bridgestone/)Slick tires were different because their tread was not weakened by any drainage grooves. Flexing very little, they warmed up much more slowly, revealing that racing tread compounds are essentially useless until hot enough for their rubber-to-road dynamics to function properly. Lap one crashes were many until racers were given warm-up laps (I remember bone-headed officials, reciting their tiresome mantra that “The throttle turns both ways”). Soon, tire warmers brought added protection: electric blankets that wrapped circumferentially around the tires to keep them at around 176 degrees Fahrenheit/80 degrees Celsius. Slick tires warm up more slowly and need tire warmers to keep them at operating temp before heading out on the track. (Pirelli/)Why should friction vary with temperature? A primary mechanism in friction is the continuous formation, stretching, fracture, and re-formation of adhesive bonds between myriad tiny points of contact on surfaces moving past one another. Think of a ship, its deck laden with people, gliding slowly along a pier on which stand hundreds of others. Departing travelers on the ship and well-wishers on the pier hold hands as long as they can, holding on, exerting pier-to-ship forces. But then their hands are pulled apart by the ship’s continued motion, and they reach out to grasp other hands in turn. If we imagine rubber and pavement instead of people, it becomes clear that the process of rapidly forming new “ship-to-pier” bonds has to be temperature dependent—because rubber becomes stiffer the lower its temperature. At its so-called “glass point” (Tg) it becomes a rigid solid! Too stiff to keep up with the adhesion, stretch, fracture, and re-adhere cycle that is a primary mechanism of friction. That is why racing tread rubber needs tire warmers to help it function during the tricky first three laps of races. Why don’t street tires act so temperamentally? The Tg, or glass point, of racing rubber must be quite high to maximize grip in the desired temperature range, but that of street rubber is set low enough to assure safe all-weather operation. The same adhesion, stretch, fracture, and re-adhere behavior goes on between brake pad and brake disc, and between clutch friction and steel discs. The details of how friction varies with temperature depend upon the blends of materials used. Early friction materials contained such ingredients as cloth, horsehair, and tar. Film of the 1906 auto Grand Prix of France shows an explosion of smoke from one car’s clutch at the start, as rapid heating of the friction material vaporized its binder. Considerable progress in friction materials has been made in the intervening 114 years. Source

When the KTM 790 Duke arrived stateside in fall of 2018, our first ride told us we had a ripper on our hands. After logging thousands of miles, it proved to be a practical and comfortable sport standard matched with an aggressive attitude. The 799cc parallel twin offered smooth and tractable power delivery with a rowdy behavior with enough coaxing, and the nimble-handling chassis proved its prowess, even if the budget-spec nonadjustable fork and J.Juan brakes received criticism. It wasn’t a revolutionary bike, but it was good enough to contend with competitors and after a lot of seat time I became particularly fond of the Duke. But, of any company, KTM’s developmental program has truly focused on seeking absolute performance. So the Austrian brand went to work analyzing every component of the 790, then re-engineering it for improved capability. Enter the all-new KTM 890 Duke R—faster, lighter, and fitted with more premium components, all at a reasonable additional cost. The 890 Duke R enters KTM’s lineup as a premium middleweight naked, and is priced as such at $11,699 before options. (Jeff Allen /)Powering the 890 Duke R (aptly dubbed the “Super Scalpel”) is a new 889cc DOHC parallel-twin engine, based on the 790 powerplant. The engine gets an increased bore and stroke of 90.7 x 68.8mm (from 88.0 x 65.7mm) and a higher 13.5:1 compression ratio (versus the 12.7:1 of the 790) and 1,000-rpm bump at redline to 10,500 rpm. The cylinder head was redesigned to accommodate larger valves and camshafts with increased lift, while new forged box pistons shed 10 grams each despite the enlarged bore. What’s a “forged box” piston? The skirt and ultra-short wrist pin bosses are all reinforced with a box-like detail connecting them. A new crankshaft with 20 percent more rotational mass has also been implemented, which is said to improve low-rpm throttle response and increase cornering stability. To discover the true performance gains, we strapped the 890 Duke R to our in-house Dynojet 250i dynamometer, recording horsepower and torque figures prior to testing. The Super Scalpel ripped 106.2 hp at 9,900 rpm and 60.4 pound-feet of torque at 8,700 rpm. By comparison, that’s an 11 hp and a 2 pound-feet of torque improvement over the 790 Duke. Although the peak torque is only 2 pound-feet higher, there is an increase between 3,500 and 6,000 rpm, which adds grunt to the 890’s low-end. Likewise, horsepower figures enjoy a bump throughout the powerband, most notably matching the 790’s peak power 1,000 rpm earlier, then smashing all the way until its increased redline. And you feel it on the road. The 890 Duke R’s engine has a more muscular personality, without sacrificing a gentle touch at low rpm. A buttery initial power delivery sets the bike in motion, while packing an addicting punch in the midrange. At 7,000 rpm, the 890 Duke takes life and lofts the front end to the air in the first three gears. Power builds fast and quickly makes its way through the rpm, pulling strongly into high revs and just tapering off before redline. It’s this extra grunt that we didn’t know the 790 was missing until riding the bigger-displacement Duke, and wringing its neck comes with a serious amount of fun. Added low-to-mid grunt brings a more beastly characteristic to the 890 Duke R. (Jeff Allen /)It’s a well-balanced powerplant that can be appreciated by riders of every level, and not so fast to… ahem… always threaten your license like a liter-plus-sized supernaked might. It’s smooth at highway speeds, and thanks to the optional clutchless up/down KTM Quickshifter + function (a $399.99 upcharge), offers seamless shifts through its six-speed gearbox. Good thing, because the gear ratios are tightly spaced and require quick work between them, especially on hard mountain-road charges. And while not completely alleviated, the overly abrupt on/off throttle mapping familiar with the 790 has been improved, adding a sense of control to low-speed riding. The 890 Duke R’s vitals and rider-aid functions are easily accessible via this full-color TFT display. (Jeff Allen /)A trio of factory-equipped ride-by-wire modes include Rain, Street, and Sport, each with preset and nonadjustable levels of throttle response, traction control, and wheelie control settings do their part in adding a measure of confidence too. A fourth Track mode with nine levels of selectable TC (plus off), a choice of throttle-response settings, and a chance to deactivate wheelie control is available via KTM’s optional Track Pack ($339.99) or Tech Pack ($739.99, as fitted to our test unit). Ultimately, ripping with WC off and a TC level of 3 suited my liking, offering a balance of corner-exit hyperspeed and usable power delivery, while harmoniously working with the excellent grip of the factory-fitted Michelin Power Cup II rubber even if they just slightly lack feel at the contact patch. The TC response smoothly blends safety and performance characteristics in low-to-mid settings, quickly ushering the 890 through corner exits while limiting power delivery enough to prevent rear wheel slip, but not enough to dumb down the 890’s potential. Wheelie control catches front-wheel lofts quickly, often abruptly setting them down and limiting hooliganism—hence, the reason we disabled it. We thank you for the option, KTM. The split-function WP Apex fork is a welcome addition. Spot-on base settings offer an easy glide over rough tarmac, while compression and rebound adjustability let you dial it in. (Jeff Allen /)But as we’ve come to learn, adding power to a chassis incapable of handling it upsets its balance, so KTM fitted the 890 Duke R with a fully adjustable, split-function WP Apex fork (compression damping in one leg and rebound in the other) with finely calibrated damping settings. The fork effortlessly glides over small chatter bumps in stark contrast to the 790, while providing adequate support for the travel-munching dips and heavy braking zones. And it’s sweet to have adjustability too. Every rider has his or her own preferences, and dialing it in can make all the difference—something you couldn’t do on the 790 Duke. Rightly earning the “Super Scalpel” badge, the 890 Duke R shreds corners with absolute confidence. (Jeff Allen /)The 890 Duke R is a whole 8 pounds lighter on the CW scales than the 790, losing a majority of that via the elimination of the passenger pegs and seat, and 2.6 pounds via the top-notch Brembo Stylema Monoblock brake calipers—not to mention the wicked feel and stopping power that comes with. In fact, a rad touch to the 890 Duke R is the fitment of a Brembo MCS master cylinder that allows adjustability of lever ratio and feel. Racer stuff. Add this to an almost unnoticeable lean-angle-sensitive cornering ABS for a drama-free corner entry. That’s unless you enable Supermoto ABS mode, which allows the rear wheel to lock under hard braking, letting the 890 be pitched sideways in long corner-entry slides. The lost weight adds up in terms of handling by quickly shredding mountain twisties and flicking from side to side with very little effort. It’s lightweight between the legs and comes with an any-apex-anytime attitude that rightly earns the Super Scalpel badge, though no one is ever likely to call it that in conversation. A menace in the canyons, and I suspect a helluva lot of fun at the local trackday. The LED lighting is a nice touch and offers a seriously impressive illumination during night hours. (Jeff Allen /)If there is any gripe about the 890 Duke R, it’d relate to the upcharges required to unlock the Track Mode, Quickshifter +, and various other electronic functions, mainly because they are preprogrammed into the package and just need unlocking at the dealership. These are valuable features but for simply “turning them on” the cost is challenging in the marketplace. Especially considering that this motorcycle is intended to be a premium model aimed at exploiting outright middleweight naked performance and is priced as such at a base $11,699. Instead, our test unit priced out at $12,439 with the Tech Pack, which gets you the quickshifter, Track Pack, and anti-wheelie off—all necessary options needed to discover the 890’s true potential. At the as-tested price, the 890 Duke R is up against the Triumph Street Triple RS, which is a pretty compelling competitor, and the up-spec version of the 2019 Cycle World Ten Best Middleweight Streetbike Street Triple R, no less. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Having ridden countless hours aboard the 790 Duke, I can say that the up-spec 890 Duke R packs an added punch that raises questions as to why the 790 exists (though the passenger accommodations are nice if you need them), especially considering the relatively small cost difference between models. The 890 fills the gaps left by the 790 and shreds its way to raising the bar of middleweight naked performance. 2020 KTM 890 Duke R Specs MSRP: $11,699 ($12,439 as tested) Engine: 889cc liquid-cooled parallel twin Bore x Stroke: 90.7 x 68.8mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 106.2 hp @ 9,900 rpm Cycle World Measured Torque: 60.4 lb.-ft. @ 8,700 rpm Fuel System: Electronic fuel injection w/ DKK Dell’Orto 46mm throttle body Clutch: Wet, multiplate Engine Management/Ignition: Bosch w/ ride by wire Frame: Chrome-moly tubular steel frame, engine as stressed member Front Suspension: 43mm WP Apex w/ adjustable compression and rebound damping; 5.5 in. travel Rear Suspension: WP Apex monoshock w/ adjustable high-speed compression, low-speed compression, rebound, and spring preload; 5.9-in. travel Front Brake: Brembo 4-piston Stylema Monoblock calipers, 320mm discs w/ cornering ABS Rear Brake: Brembo 2-piston caliper, 240mm disc w/ cornering ABS Wheels, Front/Rear: 3.50 x 17-in. / 6.00 x 17-in. Tires, Front/Rear: Michelin Power Cup II; 120/70-17 / 180/55-17 Wheelbase: 58.3 in. Seat Height: 33.3 in. Fuel Capacity: 3.7 gal. Cycle World Measured Wet Weight: 406 lb. Availability: Now Contact: ktm.com Source

Springs, glorious springs! The spring in my grip exerciser broke in fewer than 15,000 cycles, but 15,000 highway miles can flex a bike’s valve springs a million times. Quality must match the application. (Jeff Allen /)The word “spring” usually applies to an intentionally created elastic element, such as the helical coil springs used in vehicle suspension or engine valve trains. It can also apply to the compressibility of gases, as in the pneumatic valve springs used in MotoGP, or in the MX “air suspensions” that flower every few years. Rubber in torsion was a common form of spring in 1960s British motocross bikes. Spring can also describe ­structures never intended to be flexible, as when former Ducati engineer ­Corrado Cecchinelli explained to me that certain riders mistakenly feel flex in footpeg brackets as loss of tire grip. Structures acting as springs became a big subject during the decades when chatter set the upper limit of chassis performance. I was shown a Yamaha 750 Superbike on a two-post hydraulic shaker rig as the operator Rob Tuluie (Makers, Issue 3, 2019, CW) made a frequency sweep. At around 22 Hz the front wheel essentially disappeared, so large and rapid was the fore-and-aft whipping motion excited in the springy fork tubes and steering head. When in 1993 Yamaha again stiffened the chassis of its two-stroke YZR500 GP bike, rider Wayne Rainey characterized the result as “chatter, hop, and skating.” Since that time, intensive work has gone into making chassis and swingarms into functional suspension springs, their deliberately ­created lateral flexibility improving the ability of the tires to follow irregular pavement at high lean angle, rather than skip rigidly from crest to crest, losing grip each time. Conventional steel-coil springs only seem straightforward. When former US Honda racing chief Gary Mathers actually measured the spring rates (rate is measured as pounds of load required to produce 1 inch of spring compression) of the race team’s color-coded suspension springs, he found wide deviations from nominal values. During the 1920s, the quality of steel spring wire in engine valve springs was so far behind the vigor of valve train dynamics that the best protection against spring breakage was statistical—to provide multiple springs per valve (as many as 16) in the hope that not all would break. Velocette engineer ­Eugene Goodman used a strobe light to reveal spring motions. The sudden acceleration as valve lift begins can generate a Slinky-like wave that bounces many times between the spring’s ends at every valve event. The result is abnormally fast accumulation of stress cycles—and early fatigue failure. The hard vibration of my 1973 Kawasaki H2-R excited similar wave action in its suspension springs, causing one to break at Laguna that year. In valve trains, three cures were developed: Coil-to-coil friction between nested spring pairs damped out wave action.Progressive-wound or conical “beehive” spring shapes outfoxed wave action by having no single resonant frequency.Fatigue properties of spring wire were hugely improved by techniques such as vacuum remelting (to evaporate oxide contaminants) and surface compression by means of shot-blasting.Because steel is heavy (density 7.8), designers sometimes turn to titanium (density 4.5) wire to reduce spring weight. Not so fast! Because spring winding damages the titanium wire’s surface, this damaged layer must be removed by acid etching to prevent early failure. An Öhlins shock spring, made in a wide range of stiffness, measured in pounds-per-inch or kilograms-­per-millimeter. Which one is just right? (Jeff Allen /)Because in high-rpm engines the flexibility of parts can lead to cam and crankshaft windup and valve bounce, it has become ­customary to consider the flexibility and ­natural frequencies of all highly stressed parts. As a test, I once assembled a race engine with a very close squish clearance (piston-­to-head) of 0.018 inches and was rewarded upon teardown after operation by the appearance of bright zones on the piston crowns, indicating that they had touched the head at peak revs. At such stress levels, every part—including the con-rods—becomes a spring. Steering a motorcycle takes place through a stackup of springs, and the speed of response depends on their collective stiffness. I apply pressure to the bars to turn the front wheel, but because the wheel is a heavy gyroscope, it resists, forcing me to “wind up” the fork somewhat with steer torque. As the wheel begins to steer, the tread rubber rolls in a slightly different direction. That pulls sideways on the front end of the bike by first distorting the tire’s carcass to transmit the new force to the wheel rim, then deflecting the fork tubes slightly and finally the steering head. As a former Cycle World off-road editor once noted: “I tested two 125 MX bikes of different makes with identical rakes and trails, same tires—everything. They should have steered the same. But one bike had right-now steering, and the other had serious steering delay.” This is a fork spring. Note how the end coil has been closed and ground flat to rest squarely. When you think of it, a coil spring like this is just a torsion bar rolled up into a more convenient package.­ (Jeff Allen /)The spring stack was different in the two cases—handlebar flex, bar mounting, fork twist, tire stiffness, wheel flexibility, axle bending, fork-tube deflection, and steering-head stiffness. Add all these springs to get steering response. Thinking of the motorcycle as a collection of springs has brought many useful insights. Source

When unveiled in 1986, the Ducati Paso 750 represented a high point in motorcycle design with its sleek, functional, fully enclosed bodywork. There was nothing quite like it. (Bruno dePrato /)In the mid-1980s, the Castiglioni brothers, Gianfranco and Claudio, owned the Cagiva Group and had established excellent ties with the leaders of the major Italian political parties. They liberally used their connections to financially strengthen the group after proving rather successful both in the motorcycle market and on racetracks. These same friends granted the Cagiva Group full control of Ducati at no cost. Not a bad gift. At the time, Ducati was controlled by a government-owned financial group, and the top managers were so inept that heavy financial losses piled up year after year. Giving it to the Cagiva Group at least cut the hemorrhagic flow. Almost in perfect coincidence with the acquisition of Ducati, Claudio had made a generous offer to Massimo Tamburini, rescuing him from the backstabbing that Massimo had received from his former Bimota partner, Giuseppe Morri. Claudio and Massimo teamed up perfectly, and Claudio entrusted Maestro Massimo Tamburini with the design and development of the new Cagiva and Ducati models. Ducati was limping badly with its line of models, and Claudio first discussed with Massimo the creation of a model that would radically refresh the company’s image—starting with a breathtaking design, the Massimo Tamburini way. It would be called Paso, for the Aermacchi/Harley-Davidson champion Renzo Pasolini, who died in a terrible crash that also killed Jarno Saarinen on the first lap of the 1973 Italian 350 Grand Prix at Monza. Tamburini’s mission was a big challenge because the new model had to retain the essence of a real Ducati, with levels of dynamic qualities, styling finesse, comfort, and practicality never achieved before at Borgo Panigale. Tamburini wanted the new model fully wrapped in a sleek fairing that should also grant high-speed comfort. Perfectly balanced, the Ducati Paso was a great ride, both on the road and at the racetrack. (Bruno dePrato /)The 750cc OHC Pantah V-twin that would power it was a radical evolution over the previous generation of bevel-driven OHC Ducatis. Dr. Fabio Taglioni had replaced the traditional interference-fit built-up crank assembly turning on roller bearings with a much more reliable solid crankshaft with cap-type connecting rods turning on plain bearings. But still he selected a hybrid solution at the main ends, not plain bearings but the same MRC high-performance angular contact ball bearings that I had selected for the glorious 750/900SS in my days working at Ducati with the great Doctor T. That he still selected them for the Pantah engine I took as an appreciation of a job well done back then. The sleek, fully faired design Tamburini chose gave him a free hand on frame design, allowing him to make it easier to fabricate (its square tubes welded more easily) and faster to build a bike around on the assembly line. A bolt-in lower cradle gave easy access to the engine for servicing, rather than requiring engine removal as did other Ducatis of the day. The solid and functional frame structure was nothing compared to the radical revolution Tamburini made in frame geometry. Tamburini never loved any of the previous Ducati chassis for their rear-biased weight distribution and heavy steering geometry. He progressively refined every minor geometric factor of his project to the point that the Paso still is the best-balanced Ducati chassis ever, even today. Tamburini conceived a square steel tubing frame structure to simplify the production process, and accurately calculated steering geometry and weight-distribution bias. (Bruno dePrato /)To obtain this precious result, he took advantage of the latest innovations, among them radial tires. Michelin and Pirelli had both developed low-profile 16-inch radials. The 130/60-16 front radial was 22 inches in diameter, a cool 1.58 inches less than today’s standard 120/70-17, and much more compact when compared to the 18-inch tires of the original Pantah. Keeping the Pantah chassis as a reference, Massimo pulled the steering rake down from 31 to 25 degrees and 95-millimeter trail, but above all, he fully exploited the advantage offered by the much smaller diameter of the new front radial, and retracted the front wheel by more than 2 inches nearer to the center of gravity while adding 2.5 inches to the swingarm, a total geometrical revolution that generated a perfectly balanced chassis spanning a still pleasantly compact 57-inch wheelbase. One of the Paso’s engine changes was that the head of the vertical rear cylinder was turned 180 degrees to adopt a more rational central induction system. Doing this got rid of the additional cables and unequal throttle response from the traditional Dell’Orto PHF-PHM carbs. In their place was a Weber 44 DCNF automotive-type twin-choke carburetor. The Weber not only returned smoother and had more precise throttle response, but it also improved the torque delivery, moving the 65 hp power peak (net, rear wheel) down from 8,800 to 7,900 rpm. The Weber’s drawback came due to the fully enclosed fairing: In slow traffic, the fuel in the bowl would overheat, and the engine would lose tractability and finally die because there simply wasn’t enough cooling airflow. The Paso featured a modern and elegant instrumentation cluster. Clip-ons placed atop the upper triple clamp induced a streamlined and sporty but very comfortable riding position. (Bruno dePrato /)The problem remained even when the old faithful air-cooled 750cc SOHC was replaced by the liquid-cooled 904cc SOHC unit based on the 851 eight-valve Desmo crankcase, complete with the new six-speed gearbox. Named the Paso 906, it represented a sound evolution of the original, since the chassis was more than capable of dealing with the 74 hp peak power at 8,000 rpm and stronger torque of the larger unit. The Paso 906 was much more versatile than the 750, and fast, strong, and handling well, it was a great pleasure to ride anywhere. Top speed easily exceeded 135 mph, finally delivering what the sleek lines of the fairing promised. When it came time to adopt a new, fuel-injected version of the 904cc unit, Ducati decided to homologate a new chassis and switch to 17-inch wheels, which were then coming into fashion. It was a bad idea, hastily put together and completely overlooking the fact that the wheels and tire sizes were a determinant factor in chassis balance. Using a 120/70-17 front and 170/60-17 rear completely trashed the original dynamic quality of the Paso project. The Paso 907 i.e. was forced to grow taller, not only because of the larger diameter of the wheels and tires at both ends, but also because the front wheel demanded a much taller fork to push the larger front wheel forward in order to clear the front cylinder head. Wheelbase grew by nearly 1.6 inches, and the Paso lost its light, precise steering, and became heavily understeering like other Ducatis of the time. The only positive brought by the Paso 907 i.e. was its fuel injection, which added a little power (now 78 hp at 8,500 rpm) and completely eliminated carburetion problems. Still, it was the sad swan song of a great project while it should have been the cornerstone on which the Ducati technical team could have built a new competence in motorcycling dynamics. But by then, ­Tamburini was actively working on his perfect Ducati 916 jewel. ­Godspeed Massimo. Always. Source

2020 KTM 250 SX (KTM/)The KTM 250 SX is intended for motocross riders who are lifelong two-stroke fans and those who want a bike that features much of the same technology as the Austrian manufacturer’s new-generation four-stroke models, but is cheaper to maintain and repair than the valve-and-cam-equipped machines. Unlike KTM’s off-road and enduro two-stroke models, which feature Transfer Port Injection (TPI), the 250 SX still utilizes a carburetor in 2020. 2020 KTM 250 SX Reviews, Comparisons, And Competition The 250cc two-stroke motocross bike market is much smaller than it was in the early 2000s, but in 2020, there are still a few options to choose from aside from the 250 SX including the Husqvarna TC 250, Yamaha YZ250, and TM MX 250. With its suggested retail price of $8,299, the 250 SX costs $100 less than the TC 250, $800 more than the YZ250, and $896 less than the MX 250. 2020 KTM 250 SX (KTM/)In 2017, we attended the 250 SX intro at Glen Helen Raceway in San Bernardino, California. After logging more testing time on the bike, we put it up against its blue rival, the YZ250, and wrote a comparison test of the two machines. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. KTM 250 SX Updates For 2020 When it comes to motocross bikes, many motorcycle manufacturers have put their sole focus on the development of four-strokes. However, there still are a couple of manufacturers that not only continue to produce two-stroke MXers, but improve them year after year as well. Such is the case with KTM, and its flagship two-stroke motocross bike, the 250 SX, is a shining example of that. 2020 KTM 250 SX (KTM/)In 2019, the bike received a stiffer frame, updated suspension settings, a new cylinder, and a new diaphragm steel (DS) clutch. For 2020, the 250 SX returns with revised settings in the WP Xact fork and WP Xact shock, and new graphics. 2020 KTM 250 SX Claimed Specifications Price $8,299 Engine Liquid-cooled single-cylinder Displacement 249cc Bore x Stroke 66.4 x 72.0mm Horsepower N/A Torque N/A Transmission 5-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 110/90-19 Wheelbase 58.5 in. Fuel Capacity 2.0 gal. Claimed Dry Weight 211 lb. Source

Tobacco’s women’s riding jeans provide ultimate comfort and abrasion protection for the casually dressed rider. (Jeff Allen /)It was the 2019 HighPipe motorcycle festival at Mountain High Resort in Wrightwood, California. I walked the grounds and took stock of the motorcycle riding gear, insurance, and manufacturers’ products on display at the lodge. Among the various companies represented was LA-based Tobacco Motorwear Company. The casual gear under Tobacco’s tent intrigued me enough to try on some of its offerings—or was that the marketer doing their job? I tried the Jet Black riding jeans and then the Indigo ones and loved the fit of both. They were incredibly snug. At the end of the day, however, I did not buy them. The $300-plus price seemed a bit steep for something that didn’t have D3O impact armor included; I find that defense against impact would have been a plus. But, ah, they were so comfortable. And they did offer heat and abrasion protection with the DuPont Kevlar lining. Flash forward a couple of months and I receive a gift from my husband. Lo and behold…the Indigo Tobacco jeans were unboxed. I immediately tried them on again and knew that we were meant to be together—me and my husband, of course. If you get moto gear as a gift from your significant other you know you got a keeper. How They Look And Protection They Offer Aside from possibly recognizing the brand name as a motorcycle apparel company I bet you would be hard-pressed to figure out if these were casual, everyday street jeans or if they were riding jeans. No bulky armor thickens the knees (although the lack of impact armor and armor pockets is a drawback), but rather a layer of DuPont Kevlar lines the buttocks and front of the legs all the way down to the shins. This neon green liner is one of the only other hints that these jeans are suited for something more than a casual pant. With just enough flex, the jeans fit comfortably both on and off the bike. (Jeff Allen /)How They Fit And Feel I find that size 29 accommodates my thin-ish 6-foot-tall frame well. It sits very comfortably on my hips, hugs nicely at the thighs, and hits perfectly at the ankles. Sizes range from 24–40, which is an extensive offering for various body types. The 2-percent stretch denim allows for just the right flexibility when swinging a leg over the bike and does not bunch up in the crotch or knee areas when in a riding position. With other motorcycle jeans, I have had a problem with bunching behind the knees and chaffing in that location as well, however, the Tobacco jean material is soft and supple enough for ultimate riding comfort. Size 29 is perfect for my 31-inch waist and 32-inch inseam. (Jeff Allen /)What They Cost As mentioned earlier, the sticker shock did have a bit of a zap to it. A retail price of $339 is somewhat high considering there are others in the market that sell for about $100 less. But what you are paying for is supreme comfort. That’s really what it comes down to. The Tobacco jeans are very comfortable while still offering more surface area of the abrasion-resistant liner than its competitors. Now that I have these Tobacco jeans in my moto gear wardrobe (and have the potential to mix it in with my casual jeans accidentally) I am very happy that I ended up with these and will probably throw in a few hints to my husband to get me the black ones as well. Source

Technical Editor Kevin Cameron shares his wealth of motorcycle knowledge, experiences, insights, history, and much more. (Cycle World/)When I had accumulated some ­basic experience as quite a young man, I realized there were clear ­national styles in motorcycle engines, but in this new century, I see such ­diversity receding in favor of a new ­international style. I saw that British designers ­reacted against oil leakage and Times of ­London gasket material by employing a multitude of screws to hold case covers in place. Examples are the attractive, polished timing covers of British twins, but the extreme is exemplified by the cam covers of the Rolls-Royce Merlin aircraft V-12, secured by nearly 30 fasteners each. Also very British was too few crankshaft main bearings—as in giving a parallel-twin or even an ­inline-four just two of them, and “­lettin’ ’er flex” in jump-rope fashion. Also ­essentially British in nature was the assumption that a taper alone, without key or other form of angular ­location, could be trusted with ignition timing. Assemble the taper loose, align crank and magneto as desired, then give “a sharp rap with a small hammer and do up the nut. She might move a wee bit in the first gallop or two, but then she’ll bed in.” Muddling through. German design, by considerable contrast, was a demonstration of the extreme capabilities of that nation’s machinists, often requiring the use of liquid nitrogen in the performance of shrink fits. Where a British crankshaft was assembled with tapers and nuts (all of the classic singles were thus) and was then aligned by soft hammer and dial gauge, a German crank such as that of the Adler two-stroke twin was aligned by finely machined ­radial face splines, drawn together by another favorite: a differential-threaded bolt. German design also ­reflected the extreme physical rationalism of Bismarck’s higher technical universities—that design must begin always from first principles. In my shop is the gap-bed lathe from the German Type-IX U-boat U-873. It is a tour de force of triple security on major assemblies, a multitude of clutches, and rigidity that comes only from aged cast iron. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The evolution of American motorcycle design practice stopped in 1913 when Henry Ford’s Model T took the transportation market. Only two years before, high-tech Indians with dog-ring gearboxes had swept the Isle of Man TT 1-2-3. From such creative fluidity American design solidified into slow-turning, large-displacement iron engines in heavily built bikes that could survive in a land of dirt roads. That style was enshrined as right and proper—the American way. Italian motorcycle engine design has been a conflict, with sensuous organic design and the shrink-wrapping of major castings suggesting the mysteries within, versus a contrary impulse to style every crankcase as a massive rib-reinforced ­aluminum egg. I loved the cam-drive wheel case of the Guzzi V-8, and the dense finning of Mondial’s Rebello, then wondered why so much aluminum was poured to make each Ducati bevel-drive engine. Spain, a nation new to manufacturing, struggled to produce its ­early Montesas, OSSAs, and ­Bultacos. Not everything was always as it should have been. From a Bultaco ­service bulletin came advice on how to ­combat oil weeping through porous castings: Remove and ­completely dismantle the engine. Then with a ball-peen hammer, the reader was to compress and seal the entire inner surface of the cases by tapping. Improvisation rules. Yet it was ­Bultaco, combining dead-simple two-stroke engines with extreme lightness, who triggered the mass market for ­off-road riding. Motorcycle Engine Architecture (Jim Hatch/)Now much of that national ­design individuality is shifting—toward what I am calling an “international engine style.” An early indicator was the ­engines made for John Bloor’s new Triumph motorcycles. Many called them “English Kawasakis” ­because they appeared in black epoxy finish with shapes closer to modern Japanese practice than to anything from Triumph’s Edward Turner past. In ­recent years, the more new engines I’ve seen, the more they come to ­resemble each other rather than continue the distinct national styles of the past. It was particularly striking to look at the details of Indian’s new PowerPlus big twin, which could have been those of any number of other engines I’ve seen recently. Why should this be so? Around the year 2000 came a casting revolution. Older methods, ­producing fewer sound parts that ­consequently had to be made heavier for ­adequate strength, were replaced by bottom-­fill, low-turbulence methods that produce castings so much ­freer of defects and voids that they have near-forged properties. On a ­before-and-after basis, complete ­motorcycles shed over 30 pounds of excess weight and all welding was automated. There has also been convergence in assembly methods. Out with the old—assembly workers with screw guns—and in with ­completely hands-off simultaneous fastener installation and final torquing. Cases are sealed by robotic pens that write a continuous line of sealant immediately before crankcase closure. To conserve material and ­control weight, major castings fit intimately over the parts they enclose ­rather than being styled into Philippe Starck eggs. Coolant passages are held tight to keep liquid velocity and heat transfer high. Just as Moto2 teams have ­discarded chassis that, while fast, are difficult and time-consuming to set up in favor of those that handle competitively over a broad setup range, so manufacturers have discovered which automatic production systems are most productive, cheapest to operate, and throw the least scrap. This pushes each factory to resemble all other factories. Variety in engine architecture ­remains (as you can see in “Old Souls,” page 58), but beneath it is a sameness. Design for production requires that whatever design choices are made, they must not be allowed to complicate or add costs to manufacturing. In the 1970s, former ­Cycle magazine editor Cook Neilson watched an early CNC machine take half an hour to machine each Ducati twin con-rod, and we learned that the proper adjustment of each bevel-­gear cam drive required seven hours’ work by an experienced technician. Market competition made human handwork too expensive to remain a part of production. Quality today far exceeds ­anything from the honored past, but to combine it with never-ending advanced features and still hit the price point, production methodology and ­economics must rule. Source