Hugh Janus

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

For 2020, the Honda Africa Twin gets more displacement and power. (Jeff Allen /)When Honda announced the return of the Africa Twin to its lineup in 2015, it promised a go-anywhere adventure motorcycle. And when the bike arrived as a 2016 model, it was mostly true. In the four model years that have passed the Africa Twin has earned a reputation as an easy-to-own and -ride adventure motorcycle—with the capability to go anywhere. Now for 2020, the Africa Twin gets an overhaul. More power, less weight, better suspension performance, and more tech are all promised to match offerings from the competition—and it delivers. Honda offers up the 2020 Africa Twin in four models: Africa Twin, Africa Twin DCT, Africa Twin Adventure Sports, and Africa Twin Adventure Sports DCT. All four share the same basic engine and frame architecture, previously the Adventure Sports had a different frame to accommodate longer-travel suspension. The differences now lie in a larger 6.5-gallon fuel tank, Showa Electronically Equipped Ride Adjustment suspension, heated grips, tubeless wheels, a larger skid plate, a 12-volt accessory socket, and an aluminum rear rack. Honda says the standard Africa Twin is more suited to off-road usage while the Adventure Sports is more for touring due to the bigger tank and electronic suspension. The standard 2020 Africa Twin is positioned by Honda to be more off-road ready than the Adventure Sports model. (Jeff Allen /)Our test unit was a base model with manually adjustable Showa suspension and a 5-gallon fuel tank. It was also a DCT (Dual Clutch Transmission) model—Honda says the manual transmission units are on the way. Look for an upcoming test with a manual Adventure Sports in the future for a review of the electronic suspension and six-speed gearbox. As mentioned above, all four models share the same increased displacement parallel twin. Bumped up 86cc to 1,084cc in total, Honda claims a 6-percent increase in power from the original 998cc engine. Once the manual units arrive we will get one on the dyno to compare to the 2018 model that produced 82.4 peak hp and 65.5 pound-feet of torque. Doing the math, we should expect to see just over 87 horses to the rear wheel. While 6 percent may not seem like a significant increase, on the road it is. The longer-stroke, 270-degree twin gets a larger throttle body, revised air intake, an updated ECU, and re-angled injectors for more oomph and engine smoothness. Combine the power gains with a 5-pound weight loss for the engine (6 pounds overall) and you get a much livelier engine character. Crack the throttle and the Africa Twin responds with a snap that was missed in the previous model. Both on and off the road that extra torque and stroker character lofts the front wheel on demand (with Wheelie Control deactivated—more on that later) and jumps from corner to corner with a newfound willingness. Just a little extra has totally transformed the Africa Twin powerplant from a ho-hum performer to an entertaining, big ADV-worthy powerplant. It still won’t win any horsepower showdown, but you aren’t left wanting when you twist the wireless throttle. The 1,084cc parallel twin of the 2020 Africa Twin puts out a claimed 6-percent more horsepower. (Jeff Allen /)With that increased performance comes increased confidence in traction and stability. A Bosch MM7.10 six-axis IMU now informs the Africa Twin’s big brain to offer lean-sensitive rider aids. Traction control (Honda calls it Honda Selectable Torque Control or HSTC) can be adjusted through seven levels of intervention, Level 1 being the least and Level 7 being the most. TC can also be switched off completely. On the dry pavement, I preferred Level 2 or 3 as it didn’t seem to hold the bike back at all while rear wheel slip was kept to a minimum. In the dirt, I worked though nearly every level. Off is best for technical off-roading, especially when climbing a hill and you need every bit the engine has even if it means spinning the tire all the way up. Level 1 is excellent for single- and two-track riding, offering the smallest safety net when you give it a little too much of the spurs. Higher levels are great for slippery gravel roads, especially with Honda’s street-biased tire choice. Honda’s tire choice for the 2020 Africa Twin leans more toward street than dirt; seven levels of traction control keep the motorcycle moving forward despite the lack of aggressive tires. (Jeff Allen /)The IMU also manages wheelie control in three levels plus off. Level 1 lets the tire rise from the pavement for a moment before setting it down softly, Level 2 has very little lift before cutting the power, and Level 3? Forget about it, Honda’s system keeps the front wheel glued to the riding surface. Power delivery and ABS is tailored to each of the six ride modes (Tour, Urban, Gravel, Off-Road, User 1, and User 2) according to each usage case and how far the bike is leaned over or pitched sideways. Traction control is not linked to these modes. Power in Tour delivers all the engine has to offer with impressive acceleration and torque. Urban is subdued and less immediate and does work well for life in the city. Gravel mellows out the power deliver further for work on slick fire roads and activates off-road ABS. Once again, highly useful with the stock tires. Off-Road has more snap and punch than Gravel and adds off-road ABS. It is spot-on for any type of riding in the dirt beyond gravel roads. Thumb the drive mode selection button into Sport on the 2020 Africa Twin and enjoy a DCT shift program that best utilizes the bike’s newfound power. (Jeff Allen /)ABS settings work well on the street and dirt in their respective modes, with both the dual front 310mm discs and four-piston calipers and 256mm rear disc and single-piston caliper offering excellent feel and power. Only in the most technical off-road situations did I want to turn the rear ABS off to add more bite and control to the rear, mostly on downhills. Twin 310mm discs with four-piston calipers provide strong and communicative brake performance on the 2020 Africa Twin DCT. (Jeff Allen /)Honda’s DCT system is beginning to win me over, but I would still prefer a manual transmission when the going gets difficult. In all other situations the Dual Clutch Transmission is great. For commuting and riding around town, I thumbed the right bar-mounted switch to Sport (AT-S) and would leave it there. This mode allows you to get solid acceleration out of the Africa Twin by holding each gear longer to use all the power available in the higher rpm. The default Drive (AT-D) prioritizes fuel economy, shifting early and keeping engine revs low. Manual is a blast on any twisting mountain road and in the dirt. Snapping up and down through the gears with your thumb and index finger is easy and quick. I still miss the clutch for that fine-tuning of traction and drive at very low speeds in technical off-road situations—the fine engagement of the DCT is just not there. In most situations Honda’s Dual Clutch Transmission is magical, but in serious off-road situations you may still want a clutch lever. (Jeff Allen /)Honda has given the 2020 Africa Twin a new chassis. A slimmer frame with revised stiffness for increased front-end feel, better stability under braking, and better rear-end suspension feel is shared between the Africa Twin and Adventure Sports. The subframe is now an aluminum bolt-on unit. Our test unit gets a 45mm manually adjustable Showa cartridge fork with 9.1 inches of travel. At the back a Showa shock and Pro-Link system give 9.4 inches of travel. A new aluminum swingarm is based on Honda's CRF450R motocross bike and is said to be more rigid and lighter. Where it all really matters is the dirt, and it is clear the 2020 outperforms the previous model when presented with the bumps and jolts encountered off road. Small bump compliance is excellent, but it also holds up well to bigger hits such as whoops and jumps. Even when the suspension is bottomed out the chassis stays controlled. The 2020 Africa Twin is much more composed off road than the previous model, thanks to longer-travel suspension and a new frame. (Jeff Allen /)On the street the suspension is very balanced with just the right amount of weight transfer expected from an adventure bike when on the brakes and accelerating. This contributes to excellent street handling. Despite having a 21-inch front wheel, communication from the front tire lets you know just how much load and grip are available. As most ADV riders do spend more time on the street than the dirt, this is a great thing. On the street the 2020 Africa Twin DCT is wonderfully balanced with its new chassis. (Jeff Allen /)Really the only thing not great about the 2020 Africa Twin is the new full-color dash and menu system for navigating the multitude of settings for traction control, engine-braking, and ride modes. As impressive and beautiful as the 6.5-inch TFT dash is, Honda has made using it cumbersome. Inconsistencies in the display of power, engine-braking, and traction control form the first frustration. While just one section of the circle to communicate the power level means the most power and four the least, one bar for engine-braking and TC means the least. All three are next to each other and it causes confusion. Next is the riding mode screens; there is a separate screen for each, with three different looks that give more or less information. Then the two user modes are not as easy as they should be to set up. After some time, an owner will learn the ins and outs, but not until after a frustrating initiation. Although the 6.5-inch full-color TFT screen is impressive looking, using the functions is not as easy as it should or could be. (Jeff Allen /)Ergonomics is a mixed bag for the 2020 Africa Twin. The seat is comfortable, leg room is ample, and the midsection of the bike is thinner. When standing, however, the cockpit feels cramped with the bars sitting too far aft. It’s difficult to get your weight forward while standing, which can become tiring off road. Even with a couple of misses, the 2020 Africa Twin DCT is much improved and adventure-touring riders will continue to find a capable partner for their journeys. With better performance off road and excellent on on-road manners there's not much holding the Africa Twin back from continued success in the ADV segment. A slight bump in cost (up $800 to $15,199 for DCT) comes with a nice bump in power, a fair trade I say. 2020 Africa Twin DCT Specifications MSRP: $15,199 Engine: 1,084cc, liquid-cooled, Unicam parallel twin Bore x Stroke: 93.0 x 81.5mm Transmission/Final Drive: 6-speed/chain Fuel System: PGM-FI electronic fuel injection w/ 46mm throttle bodies Clutch: Dual Clutch Transmission (DCT) Engine Management/Ignition: Full transistorized ignition Frame: Steel semi-double cradle, aluminum subframe Front Suspension: Showa inverted 45mm fork adjustable for spring preload, compression, and rebound damping; 9.1-in. travel Rear Suspension: Single shock, adjustable for spring preload, compression, and rebound damping; 9.4-in. travel Front Brake: Two 4-piston hydraulic calipers, 310mm discs w/ ABS Rear Brake: 1-piston hydraulic caliper, 256mm disc w/ ABS Tires, Front/Rear: 90/90-21 / 150/70R-18 Rake/Trail: 27.0°/4.4 in. Wheelbase: 62.0 in. Ground Clearance: 9.8 in. Seat Height: 34.3/33.7 in. Fuel Capacity: 5.0 gal. Claimed Wet Weight: 524 lb. Availability: Now Contact: powersports.honda.com Source

2020 Ducati Scrambler Full Throttle (Ducati /)The 2020 Ducati Scrambler Full Throttle is a flat-track-inspired machine of the Scrambler lineup. It is powered by the 803cc powerplant, which is the basis of many Ducati Scrambler models, but stylistically gets a two-tone black-yellow paint, flat-track-inspired seat, side number plates, tapered handlebars, as well as the racing-inspired rear end ultimately showcasing its flat-track/Super Hooligan influences. Channel your own inner hooligan or flat-tracker by spinning it around on the dirt oval. 2020 Ducati Scrambler Full Throttle (Ducati /)2020 Ducati Scrambler Full Throttle Reviews, Comparisons, And Competition If you are inspired by the Full Throttle’s design, the Indian FTR 1200 could also be of interest. 2020 Ducati Scrambler Full Throttle (Ducati /)Ducati Scrambler Full Throttle Updates For 2020 No major updates were highlighted aside from the engine being Euro 5 compliant. 2020 Ducati Scrambler Full Throttle (Ducati /)2020 Ducati Scrambler Full Throttle Claimed Specifications Price: $10,995 Engine: Air-cooled L-twin; 2 valves/cyl. Displacement: 803cc Bore x Stroke: 88.0 x 66.0mm Horsepower: 73.0 hp @ 8,250 rpm Torque: 49.0 lb.-ft. @ 5,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 31.4 in. Rake: 24.0° Trail: 4.4 in. Front Suspension: 41mm inverted fork, nonadjustable; 5.9-in. travel Rear Suspension: Preload adjustable; 5.9-in. travel Front Tire: 110/80R-18 Rear Tire: 180/55R-17 Wheelbase: 56.9 in. Fuel Capacity: 3.6 gal. Wet Weight: 417 lb. Source

2020 Ducati Scrambler Icon (Ducati /)Ducati’s Scramblers were released in 2014 and have since done their part in invigorating the motorcycle economy to attract a new group of riders—we reported that as of the 2019 model review 55,000 Scramblers had been sold and added significantly to the bottom line of the Italian manufacturer by making the Italian brand more accessible. The Scrambler Icon is a 803cc air-cooled L-twin-powered motorcycle that is bound to attract those looking for a fun and simple ride to twist down the country roads, light dirt roads, or commuter tarmac. At a $9,595 price tag this machine follows the Icon Dark ($8,799) and Sixty2 ($7,995) in the price range of Ducati Scrambler models. In comparison to the Icon Dark, the yellow/tangerine Icon also features diffused LED taillight, auto-off turn signals, machine-finished 10-spoke alloy wheels, and underseat storage compartment with USB socket. 2020 Ducati Scrambler Icon (Ducati /) 2020 Ducati Scrambler Icon Reviews, Comparisons, And Competition In our 2019 review, we said, “Torquing on the tall handlebar and dipping the Scrambler into a rural Tuscan farm-road corner is wonderful. Promise fulfilled: It’s fun and simple and nothing can distract you from that.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Additionally, even back in a 2015 Scrambler Icon versus Triumph Scrambler comparison, Editor-In-Chief Mark Hoyer noted, “The rest of the Scrambler Icon’s ride is pure Ducati sporty naked fun with a whole lot of wheee! The engine is lively and quick revving, pulling strong all the way to the rev limiter,” and further, “With its lighter weight, stronger engine, and more planted chassis, the Ducati rules winding roads.” Competition: BMW R NineT Scrambler, Triumph Scrambler 1200 XC/XE, Indian FTR 1200, and Husqvarna Svartpilen 701. 2020 Ducati Scrambler Icon (Ducati /)Ducati Scrambler Icon Updates For 2020 In 2019, the Scrambler Icon saw updates that include a smoothed-out desmo engine, an added compact Termignoni 2-into-1 exhaust, a hydraulic clutch cable, new LED headlight and DRL, new padding on the saddle, and slightly shifted footpegs. 2020 does not see any major updates. This model still comes in ’62 Yellow and Atomic Tangerine, but the base MSRP for both colorways is $9,595. 2020 Ducati Scrambler Icon Claimed Specifications Price: $9,595 Engine: Air-cooled L-twin; 2 valves/cyl. Displacement: 803cc Bore x Stroke: 88.0 x 66.0mm Horsepower: 73.0 hp @ 8,250 rpm Torque: 49.0 lb.-ft. @ 5,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 31.4 in. Rake: 24.0° Trail: 4.4 in. Front Suspension: 41mm inverted fork, nonadjustable; 5.9-in. travel Rear Suspension: Preload adjustable; 5.9-in. travel Front Tire: 110/80R-18 Rear Tire: 180/55R-17 Wheelbase: 56.9 in. Fuel Capacity: 3.6 gal. Wet Weight: 417 lb. Source

2020 Ducati Scrambler Café Racer (Ducati /)Ducati’s homage to the “revolution of free spirit and style” is the 2020 Scrambler Café Racer. The bright blue frame stands out under the matte silver tank while the number plate, bar-end-mounted rearview mirrors, seat cowl, and nose fairing make it look like it belongs in the ’60s café movement. Modern componentry includes the radial front brake pump, LED lighting, cornering ABS, and its 803cc L-twin engine. The Café Racer is a fitting selection for those in need of a café racer-styled machine straight off the dealer floor. This type of rider would want to hit the town or the canyons while giving a tip of the hat to one of motorcycling’s monumental moments. 2020 Ducati Scrambler Café Racer (Ducati /)2020 Ducati Scrambler Café Racer Reviews, Comparisons, And Competition We ran last year’s Scrambler Café Racer on our in-house dyno to find that the 803cc L-twin produced 68.23 hp at 8,300 rpm and 45.66 pound-feet at 5,710 rpm at the rear wheel. In past reviews of the 2017 Scrambler Café Racer we stated, “Like the other Scrambler variants, the Café Racer is a base-model Scrambler with a little flavor. The tall, one-piece handlebar is replaced with clip-ons and bar-end mirrors, for example, and there’s a removable seat cowl out back. Add number plates and a 17-inch front wheel and you have a more classic-looking Scrambler that’s not all that far off from the stuff you’ll see filling your Instagram feed on a daily basis.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. With the café racer’s explosion in popularity over the last couple of decades you definitely have some shopping around to do. Competition includes: Triumph Street Cup, BMW R nineT Racer, Kawasaki W800, Royal Enfield Continental GT, Suzuki SV650X, Yamaha XSR700 or 900, and Moto Guzzi V7 III Racer LE to name a few. 2020 Ducati Scrambler Café Racer (Ducati /)Ducati Scrambler Café Racer Updates For 2020 No major updates for 2020. The only color option available is the Silver Ice Matte. 2020 Ducati Scrambler Café Racer Claimed Specifications Price: $11,995 Engine: Air-cooled L-twin; 2 valves/cyl. Displacement: 803cc Bore x Stroke: 88.0 x 66.0mm Horsepower: 73.0 hp @ 8,250 rpm Torque: 49.0 lb.-ft. @ 5,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 31.7 in. Rake: 21.8° Trail: 3.7 in. Front Suspension: 41mm inverted fork; 5.9-in. travel Rear Suspension: Preload adjustable; 5.9-in. travel Front Tire: 120/70R-17 Rear Tire: 180/55R-17 Wheelbase: 56.5 in. Fuel Capacity: 3.6 gal. Wet Weight: 432 lb. Source

The Honda Rebel 500 is one of two Big Red’s popular beginner cruiser models. Powered by the same 471cc parallel twin engine found in the CB500X, CB500F, and CB500R models, the Rebel is known as an approachable platform for less-experienced riders with smooth yet entertaining power delivery. The 2020 model year sees the addition of Honda’s assist/slipper clutch, which is said to reduce clutch-pull effort by 30 percent. 2020 Honda Rebel 500 dyno (Robert Martin/)We tested the Honda on the in-house Cycle World dyno, measuring horsepower and torque numbers of this popular machine. The Rebel 500 produced 40.83 horsepower at 7,880 rpm and 29.91 pound-feet of torque at 6,300 rpm. While this torque peak is relatively high in the rpm range, consider that the engine produces 26 pound-feet at just above 2,000 rpm, and note how broad and flat the torque curve is. This helps make the bike easy to ride and very forgiving, while the peak hp helps make it quick and highway ready. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Source

Are you aware of how much pressure you input into your motorcycle’s steering while riding? (Jeff Allen /)In the next few weeks, this column will give you a specific drill for your next ride. At ChampSchool we do this in real time, giving our students an exact technique or approach to focus on that lap; the positive feedback we get from these one-thought laps made me wonder if a written version would help your riding too. These single-lap drills happen late in the school and augment what we have been working on for a day and a half. They are intended to add refinement to earlier lessons, place another tool in riders’ toolboxes, further the general understanding of bike dynamics, and increase subtlety behind the handlebars. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Behind those reasons is another: It allows my staff to experiment with curriculum, redefine priorities, and make the next school better. When we try a minidrill and get significant positive feedback, that idea gets molded into the lessons earlier and with more attention. On the flip side, if students feel “that one was a waste of time,” we move it further down the priority list. It’s notable that the more expert the rider, the more easily they are able to focus on these seemingly minor details. They have “grooved” their riding basics, riding safely at the speed they choose, so they have extra headroom to play with subtleties. Many of my columns are aimed at new riders, but this series will work best if your riding is getting pretty dialed in. On Your Next Street Ride, Part 1: Steering Feel Let’s start this series by focusing on steering, something you may not have thought much about after your initial understanding of how bar pressure works to steer a two-wheeled vehicle. The term countersteering describes pushing on the right-hand bar to steer your bike to the right, left-hand bar to the left. You learned it on a bicycle and use it on your motorcycle. What this Next Ride Drill asks is that you begin to feel the fleshy pads of your palms against the grips, adding and releasing steering pressure. Notice how your pressure—and the pace at which you add pressure—changes depending upon the steering needed. A quick and firm push moves the bike around a surprise boulder in your lane; a light and gentle push makes a delicate lane change on the freeway. Feel how the pressure comes off your inside hand as your bike gets to the lean angle you want in a corner. You might still have some pressure to hold the bike in the corner, but notice how the pressure used for steering reduces as the bike gets to the necessary lean angle. Turn-In Point And Turn-In Rate Feel how pressure is traded from palm to palm in transitions. Riders who push too hard or too quickly find their bikes steering into the corner too early. They might automatically think, “I’ve got to steer into this corner later next weekend,” but will now also think about adding bar pressure more subtly—slower at the same moment or spot on the pavement and that will slow their turn-in rate. Once your brain is on the pressure you countersteer with, this option is added to your toolbox. Exact and fine bar pressure is needed for midcorner corrections, abrupt and forceful inputs only work to upset your line and motorcycle. (Milagro/)As our eyes search through the corner, we are making steering corrections based on our speed, radius, and pavement condition. This drill will get you focused on how exact and fine the bar pressure is to make midcorner corrections. With part of your mind on your hand pressure, you will find a midturn security that should affect every ride. Push And Pull As your focus on steering grows, notice how much the outside hand can help. To steer right, push on the right handlebar and pull the left toward you. Notice that the same subtlety of pressure works to steer the bike delicately. Continue to play with how the pressure builds, holds, or reduces when cornering. Know that the best riders might need to steer their bikes quickly, but never abruptly. This focus on hand pressure will allow you to find that vital difference. Having your brain on your hand pressure will be reassuring for another reason: You (perhaps for the first time) are sensing what your front tire is trying to tell you about traction. Before this drill you might have been steering automatically with no thought of grip pressure and the timing of that pressure. When you make a mistake and steer your bike abruptly with a punch rather than a row, you will have trouble feeling traction for that moment because the abrupt input doesn’t give the tire much time to talk to you. Stay with this abruptness, this flicking of the bike, and the front tire’s inability to discuss traction with your hands, body, and brain will hurt you. And when you’re in touch with what your front tire is trying to tell you about traction, your confidence and riding joy increase. You sense traction changes earlier, before they become a major issue. You feel your cold tires “come in,” reach their operating temperatures, and begin to work. The mystery of cold tires disappears because your sense of hand pressure grows—but only if you take the time to make this a priority on your next ride. Front end feel and communication with your front tire will improve as you are more aware of your handlebar pressure. (Kevin Wing/)A huge part of these Next Ride Drills is for riders to maximize the design of the motorcycle. These minidrills at the school are extremely focused. We understand that there are a few hundred things to think about while lapping at a track or riding on the street, but we stop each lap and ask riders to work on specific things. The improvement is instant because, for perhaps the first time, the rider has a single thought as the top priority. And, yes, it’s okay to slow down and work on these minidrills because nobody learns anything riding at 100 percent. On your next ride, I encourage you to focus your brain on hand pressure while steering. More next week! Source

Diego Cardenas celebrated his 50th birthday and made history when he rode his custom LiveWire from the US-Mexico border to the US-Canada border last week. (Harley-Davidson /)Despite their increasing acceptance in the two-wheeled world, electric vehicles constantly get the knocks. You know the main spiel: Range anxiety. Long charge times and inconsistent locations. Too expensive. Like it or not though, plenty of manufacturers have placed serious bets on electrics as the wave of the future, even if the only major manufacturer producing a mainstream model thus far is Harley-Davidson with its LiveWire (sorry, Zero). And H-D is trying to calm—or at least reduce—the anxiety about an electric motorcycle’s range, with the help of one Diego Cardenas. The LiveWire can DC fast charge the battery to 80 percent in 40 minutes, but range being what it is, you still need a good charging network along the way. (Harley-Davidson /)Here’s the backstory: California-based Cardenas was all set to celebrate his 50th birthday in June with good friends in Spain, but when COVID-19 threw a monkey wrench into the itinerary, he was forced to drum up a plan B. The new idea had to involve something he was passionate about, allow him to maintain a safe distance, and it also had to be utterly unique—you know, something to remember his 50th by. That something turned into a vague outline of a trip from the US-Mexico border to the US-Canada border. And he’d be riding his LiveWire the whole way. Cardenas could count all three boxes as checked if this wild journey came to pass. RELATED: 2020 Harley-Davidson LiveWire vs. Zero Motorcycles SR/F Premium Fortunately there’s the West Coast Green Highway, a solid network of consistently spaced charging stations running all the way up into Canada. (WSDOT /)On the face of it, doesn’t seem like an electric motorcycle would be your best choice for that kind of distance, what with long recharging times and that whole pesky range issue, but Cardenas was counting on the West Coast Green Highway (or West Coast Electric Highway) to pull him through. Yeah, it’s a thing; the WCGH is a network of electric vehicle DC fast charging stations spaced 25 to 50 miles apart along Interstate 5 and other major roads in Washington, Oregon, and California, essentially connecting the three states (it continues north for a bit past Vancouver, Canada, as well). The DC charging would reduce stop times and the consistent spacing of the network would overcome any range unknowns (with fast charging, you can charge the LiveWire battery to 80 percent in 40 minutes and 100 percent in an hour), so Cardenas made preparations to set the plan in motion. “I wanted to be a part of Harley-Davidson history and have my future grandkids be able to talk about how their grandfather was the first H-D electric motorcycle owner to do such a ride,” Cardenas said. “I wanted to show the world that electric charging infrastructure is growing too.” Cardenas hit the Washington-Canada border on the LiveWire on June 30, just in time for his 50th birthday. (Harley-Davidson /)The start of the epic trip came on June 22, when Cardenas juiced up in San Ysidro, California, and headed north, with his wife and 8-year-old daughter following along behind him in a car. One thousand four hundred miles and 9 days later, he reached the border town of Blaine, Washington, on June 30, which just happened to be his 50th birthday. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The trip was unbelievable,” Cardenas said. “The West Coast Green Highway is a really good idea, there are so many options that you can be confident you will get where you need to go. If you pull up and cannot use one charger, you have additional ones super close by. It’s awesome! This is so doable. If you have an electric motorcycle, or any bike, just get out and ride during these challenging times.” The West Coast Green Highway (or more accurately, “Electric Highway”) situates its stations primarily off main north-south arteries, each approximately 30 miles apart. More installations are planned in the near future. (WCEH/)That last part is definitely good advice, and we’d consider Cardenas’ trip a pretty memorable birthday activity too. If you’d like to learn more about Cardenas’ journey, check out this link, which also offers support for the EV motorcycle riding community. Source

2020 KTM 350 XC-F (KTM/)KTM has proven you don’t need to ride a bike with its most powerful engine to succeed in the highest levels of cross-country racing. Take Kailub Russell, for example. The FMF KTM Factory Racing rider has won several premier class Grand National Cross-Country (GNCC) championships aboard a KTM 350 XC-F. In fact, the Austrian brand’s 350cc four-stroke cross-country motorcycle may very well be the ideal machine for the rider who wants to spin laps at the motocross track and hit some single-track trails, even all in the same day. 2020 KTM 350 XC-F Reviews, Comparisons, And Competition Although we haven’t put a stock 350 XC-F through its paces as of late, we tested a modified 2019 KTM 350 XC-F on the tracks and trails of Cahuilla Creek MX in Anza, California, citing it as a machine that “can be ridden off-road and at the motocross track nearly equally well—a true testament to what a cross-country dirt bike should be.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The only cross-country bike competitor of the same displacement as the 350 XC-F is the Husqvarna FX 350. A few other off-road bikes one might consider if they are looking at purchasing a 350 XC-F would be the KTM 300 XC TPI, Husqvarna FX 450, Yamaha YZ250FX, and Honda CRF250RX. Compared to its competition in the pricing category, the 350 XC-F costs the same as the FX 350, $500 more than the 300 XC TPI, $200 less than the FX 450, $2,000 more than the YZ250FX, and $2,200 more than the CRF250RX. 2020 KTM 350 XC-F (KTM/)KTM 350 XC-F Updates For 2020 KTM’s 350cc four-stroke cross-country machine received revisions for the new decade in the form of a new setting in the WP Xact air fork for improved damping along with a new fork piston for better performance. Further back on the bike, the WP Xact shock features a new setting and a new compression adjuster for improved tuning. In an effort to make it look visually different than the 2019 model, the 2020 350 XC-F has new graphics as well. 2020 KTM 350 XC-F Claimed Specifications Price: $10,499 Engine: Liquid-cooled DOHC single-cylinder Displacement: 350cc Bore x Stroke: 88.0 x 57.5mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.4 in. Rake: 26.1º Trail: N/A N/A Front Suspension: 48mm inverted fork, fully adjustable; 12.2-in. travel Rear Suspension: Fully adjustable; 11.8-in. travel Front Tire: 90/90-21 Rear Tire: 110/100-18 Wheelbase: 58.5 in. Fuel Capacity: 2.25 gal. Dry Weight: 222 lb. Source

2020 KTM 350 EXC-F (KTM/)It’s no secret that the 350cc market is a popular one for KTM, as the Austrian brand offered four different models of the midsize four-stroke for 2020. Of the quartet, one of them dons a license plate—the 350 EXC-F. As the smaller-displacement model of KTM’s two street-legal dirt bikes, the 350 EXC-F is designed for the dual sport rider who wants a bike that offers the lightweight handling of a 250 four-stroke but has a power output closer to a 450cc dirt bike, or in the dual sport model’s case, the 500 EXC-F. 2020 KTM 350 EXC-F Reviews, Comparisons, And Competition Some competitors for the 2020 KTM 350 EXC-F would include the Husqvarna FE 350s, Beta 350 RR-S, Honda CRF450L, and KTM 500 EXC-F. At $10,999, the 350 EXC-F is $100 less than the FE 350s, $400 more than the 350 RR-S, $600 more than the CRF450L, and $400 less than the 500 EXC-F. We conducted a comparison review of the 2019 model 350 EXC-F and its larger 500 EXC-F sibling in Moab, Utah, to see how the two orange Austrian dual sports performed when pitted against each other. One of the most prominent aspects we noticed was that with its 3-pound lighter wet weight and smaller displacement, the 350 EXC-F felt just a bit lighter than the 500 EXC-F and was slightly easier to maneuver, especially in tighter, slower-going areas of the trail. KTM 350 EXC-F Updates For 2020 If you held out on buying a 2019 KTM 350 EXC-F in hopes the bike would be significantly updated for 2020, you’re in luck because KTM’s 350cc street-legal dirt bike received a host of changes for the new decade. The most notable revisions include lighter engine cases, a reworked crankshaft, a new CP piston, a shorter cylinder that produce an increased compression ratio (from 12.3:1 to 13.5:1), a lighter cylinder head, a new six-speed transmission made by Pankl, updated WP Xplor suspension components, a stiffer frame, 40mm longer subframe, different aluminum head stays, and new bodywork. 2020 KTM 350 EXC-F Claimed Specifications Price: $10,999 $10,999 Engine: Liquid-cooled SOHC single-cylinder Displacement: 350cc Bore x Stroke: 88.0 x 57.5mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Chain Seat Height: 37.8 in. Rake: 26.5º Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 11.8-in. travel Rear Suspension: Fully adjustable; 12.2-in. travel Front Tire: 90/90-21 Rear Tire: 120/90-18 Wheelbase: 58.3 in. Fuel Capacity: 2.25 gal. Dry Weight: 238 lb. Source

2020 KTM 500 XCF-W right side (KTM/)After being dropped from KTM’s lineup in 2017, the 500 XCF-W has returned for the new decade as the Austrian brand’s flagship four-stroke enduro bike. Sharing many of the same components as the KTM 500 EXC-F dual sport, the 500 XCF-W is an off-road-only model and is spec’d accordingly. It has no turn signals or mirrors, and features more aggressive ECU mapping, knobby tires, and is claimed to be 5 pounds lighter than the 500 EXC-F. The 500 XCF-W is 50-state legal and therefore green-sticker legal in California. This makes it an ideal choice for a rider who isn’t necessarily looking to race, rather someone who wants a bike they can legally trail ride year-round in more riding areas than they would be able to on a cross-country or motocross bike. 2020 KTM 500 XCF-W Reviews, Comparisons, And Competition While we haven’t been able to swing a leg over the reintroduced 500 XCF-W, we did ride its smaller-displacement sibling, the 350 XCF-W, and came away impressed with its smooth and controllable power, comfortable suspension, and easy-to-control chassis. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The 500 XCF-W is welcomed back to the off-road dirt bike market with competition in the form of the Husqvarna FE 501, Honda CRF450X, Yamaha WR450F, and Suzuki RMX450Z. At $10,999, the 500 XCF-W is one of the more expensive high-displacement four-stroke enduro bikes available. It costs $100 less than the FE 501, $1,200 more than the CRF450X, $1,300 more than the WR450F, and $2,000 more than the RMX450Z. 2020 KTM 500 XCF-W (KTM/)KTM 500 XCF-W Updates For 2020 Compared to the 2016 model—the last year the 500 XCF-W was on the market—the 2020 iteration is new from the ground up with a completely new engine and chassis, different bodywork, and updated WP Xplor suspension components. 2020 KTM 500 XCF-W Claimed Specifications Price: $10,999 Engine: Liquid-cooled SOHC single-cylinder Displacement: 511cc Bore x Stroke: 95.0 x 72.0mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.8 in. Rake: 26.5º Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 11.8-in. travel Rear Suspension: Fully adjustable; 12.2-in. travel Front Tire: 90/90-21 Rear Tire: 110/100-18 Wheelbase: 58.3 in. Fuel Capacity: 2.25 gal. Dry Weight: 235 lb. Source