Hugh Janus

European type-approval documents have shed some light on the upcoming July 13 Harley-Davidson model announcement. The new Revolution Max 1250-powered bike will be called the Sportster S. (Harley-Davidson/)Harley-Davidson is planning a global reveal of its water-cooled 1250 custom—a bike that was first teased as a concept a full three years ago—on July 13. But details of the production version have now emerged ahead of schedule, courtesy of the firm’s official type-approval documents. We now know the new machine will go under the name “Sportster S,” confirming that this liquid-cooled DOHC machine is the successor to the long-running Sportster line of air-cooled pushrod V-twins. The model’s official designation is RH1250S, in line with the Pan America that shares its 1,252cc Revolution Max engine. The adventure model’s designations are RA1250 for the base model and RA1250S for the Pan America 1250 Special. A screengrab from Harley’s July 13 teaser shows the DOHC 1,252cc engine. Documents reveal it will make less power than the unit powering the Pan America 1250 adventure motorcycle. (Harley-Davidson/)The fact that Harley showed a concept for the new Sportster S in 2018, and has teased the production version overtly since then, means there are few surprises in store when it comes to the bike’s appearance. However, these are the first definite technical details to emerge. The 2018 concept for the Sportster S is very similar to the finished product seen in the H-D teaser video. (Harley-Davidson/)The engine might be essentially the same Revolution Max 1250 design used in the Pan America, but it has been detuned from the Pan America’s claimed 150 hp to 121 hp, with significantly lower peak revs. This might be a clue that the Pan America’s variable valve timing system isn’t used on the Sportster S, which would help reduce complexity and cost. But regardless of how the power reduction is achieved, it means the new bike’s max output arrives at 7,500 rpm instead of 8,750 rpm. Torque is also reduced, albeit by a smaller amount. The Sportster S manages 92 pound-feet at 6,000 rpm, whereas the Pan America is good for a claimed 94 pound-feet at 6,750 rpm. (On the Cycle World dyno, the Pan America 1250 Special produced 128 rear-wheel horsepower at 9,000 rpm and 80.8 pound-feet of torque at 4,200 rpm.) Despite a reduction in power and torque, the Sportster S isn’t any slower than the Pan America. Type-approval documents list its maximum speed as 137 mph, the same figure listed for the Pan America in its equivalent type-approval info. With peak torque arriving at lower revs, plus a significant reduction in weight, the Sportster S will probably outrun the Pan America in a race from the lights. The Sportster S has a type-approved weight of 503 pounds wet, including a full tank of fuel. That’s 66 pounds less than the Pan America 1250 Special in the same state and 37 pounds less than the base Pan America. Note that these are the European type-approval figures, not those claimed on Harley’s spec sheets. For the US, Harley quotes the Pan America Special at a slightly lighter 559 pounds (534 pounds for the base Pan America). If the same proportions apply to the Sportster S, the US version is likely to be around the 495-pound mark. European documents reveal a 503-pound wet weight, but it could come in slightly lighter than that. (Harley-Davidson/)As on the Pan America, the Revolution Max isn’t just the Sportster S’ engine but also a major component of its chassis, providing the main structure between the swingarm pivot and the separate upper frame section, which is bolted to the top carrying the steering head. That means its dimensions can’t stray too far from the Pan America’s, and documents show both bikes are identical in overall length at 2,270mm (89.4 inches). The new bike has a slightly shorter wheelbase at 59.8 inches compared to 1,580mm (62.2 inches) for the Pan America, but of course it’s substantially shorter and narrower overall; its total height is 42.7 inches, down from 59.4. With less mass, there’s a reduced need for braking power as well, so the Sportster S uses a single front disc instead of the Pan America’s twin disc setup. The original concept version was notable for its massively wide front tire, and the production Sportster S doesn’t scale it down. The front rubber is 160/70ZR-17—big enough for the rear of many streetbikes—while the back hoop holds a 180/70ZR-16. The Harley-Davidson Sportster S will sport wide front and rear tires and a flat and low stance. (Harley-Davidson/)Harley’s decision to use the Sportster S name for the RH1250S gives a couple of clues to the firm’s plans for the future. It suggests the bike is a genuine Sportster replacement rather than a parallel model, and shows that Harley-Davidson’s recent trademark application for the Nightster name wasn’t destined for this model (although it may yet be applied to a variation on the same theme). The fact that the initial version of the new Sportster is the “S” also hints that a lower-spec, non-S version of the bike may also be in the cards, perhaps built around the smaller-capacity 950cc version of the Revolution Max engine originally destined for the canceled Bronx streetfighter. The final questions will be answered at the bike’s official unveiling on July 13, at which point Harley’s plans for the future of the Sportster will surely be revealed at least a little further. Source

Benda has released the 680cc four-cylinder LFC 700 cruiser in China, with distribution in Europe coming soon. (Benda Motorcycles/)China’s motorcycle industry might continue to pose some problems in the future given its history of plagiarism and reputation for cheap, low-quality machines, but there’s no denying it’s currently one of the fastest-moving in the world, with a growing number of brands striving to create large-capacity models that can compete on the world stage. Benda, a brand that was barely known a year ago, is at the forefront of this new Chinese charge, and it’s surprising many by not only promising new bikes and greater international access, but actually delivering on those vows. Now the firm has officially launched the production version of the LFC 700 cruiser powered by its own new 680cc four-cylinder engine, but also unveiled a second model, the LFS 700, that plants the same motor in a flat-track-inspired roadster. The LFC’s styling is unique, with four exhaust exits, a long wheelbase, and a huge rear tire. (Benda Motorcycles/)The LFC 700, which was first previewed by Benda’s LF-01 concept last year, is barely altered in showroom form and has now gone on sale in China, with the European market to follow in the near future. Like the original concept, the production bike has comically vast dimensions, with an enormous 67.7-inch wheelbase and a 310/35-18 rear tire, to give the sort of proportions more associated with one-off custom bikes than showroom models. There’s no denying that it’s attention-grabbing, with its quadruple exhaust exits and unique turbine-style air intake surrounding the LED headlight, and perhaps more importantly, it’s not a bike that can be accused of copying others in terms of style. The engine is a 680cc DOHC liquid-cooled V-twin, available in two versions. (Benda Motorcycles/)The engine does appear to have a few similarities to Honda’s CB650 four-cylinder, with the same bore and compression ratio, but its castings are unique and the crankshaft’s throw is 2mm longer to give the 680cc capacity. Two versions are being offered, a cheaper model with 84.5 bhp available at 10,000 rpm and a higher-spec, pricier version with 92.5 bhp at 11,000 rpm, equipped with a slipper clutch and Brembo brakes instead of Nissins. Both models have KYB suspension front and rear and Bosch ABS electronics, plus a TFT dash with phone connectivity for navigation and media. How much for all that? In China, the prices are remarkably low. The cheaper version’s 45,800 yuan price equates to around $7,000, while the Brembo-equipped, more powerful bike is 46,800 yuan, or around $7,200. Benda released the LFS 700 model at the same time, which features the same engine as the LFC, but stuffed into a smaller package with roadster styling. (Benda Motorcycles/)While the LFC 700 had been expected, Benda’s launch of the LFS 700—due to go on sale in China in October—comes as a surprise. It features the same engine as the higher-powered LFC, with 92.5 bhp at 11,000 rpm, plus the Brembo brakes and KYB suspension, but gets more conventional proportions, with a part-alloy, part-steel tube frame instead of the LFC’s huge cast alloy design. The wheelbase shrinks to 1,480mm (58.3 inches), and the tire sizes are conventional, with 17-inch wheels at both ends with a 120-section front and 180-section rear. With its smaller dimensions, the LFS enjoys a significant weight advantage over the LFC, coming in at 480 pounds wet instead of 518 pounds, and its top speed is listed as 130 mph. And the price? In China, the LFS 700 will be just 38,800 yuan, which equates to $6,000. The smaller, lighter, and lower priced LFS 700 also brings some interesting styling choices to the table, including angular side panels and oversize number boards. (Benda Motorcycles/)As with the LFC 700, the LFS’ styling is distinctive, even if it might also prove divisive. Angular side panels extend forward of each side of the fork, with LED turn signals built into them, and those exaggerated number boards on each side of the tail work to hide a duo of underseat exhaust end cans, each with a flattened profile and vertical, slotlike exit. The rear turn signals are also melded into the number boards, with an L-shaped design to make them visible from the side and rear simultaneously. The LFS 700’s underseat exhaust also features a unique flattened shape with vertical exits. (Benda Motorcycles/)Although we’ve yet to hear any plans for Benda to bring its bikes to the USA, the company has already started to establish dealer networks in Europe, with a Spanish operation already in place and bikes expected to reach Italy later this year. The brand has teased several future models as well, including the small-displacement VTR-300 Turbo. (Benda Motorcycles/)Even more intriguing than Benda’s existing models are the company’s plans for the future. At the start of 2021, the firm released a teaser image showing the silhouettes and names of three upcoming models. One of these was the LFS 700, now available in China, and another was the VTC-300, a small V-twin DOHC water-cooled cruiser that was also unveiled last week. The third new model, expected to appear before the end of the year, was dubbed the VTR-300 Turbo, and the silhouette clearly showed a fully faired sportbike. Will it really be powered by a turbocharged 300cc engine? Having seen Benda’s other new models, it seems increasingly likely. Source

The Honda Rebel 300 is the smallest displacement in the line of Big Red’s cruisers and is wholly approachable. (Adam Campbell/)The Honda Rebel has a beginner-friendly pedigree like no other motorcycle cruiser. Since its launch in 1985, this small-bore hero has been introducing riders to motorcycling with its likable, easy-to-handle character. While the 2021 model remains unchanged after its 2020 updates, it retains the approachable nature for which it is very well known: a plucky engine with performance that won’t be outgrown too quickly, a low seat height that new and shorter-statured riders will feel comfortable swinging a leg over, and a low-slung chassis that’s easy to handle on the road and while stopped. The 286cc liquid-cooled single produced 25 peak horsepower and 17.6 pound-feet of torque on our in-house dyno. (Adam Campbell/)The Rebel’s 286cc liquid-cooled engine acts as a stressed member within what Honda calls a diamond-type steel frame. Its 25 Cycle World-measured peak horsepower put out by the quick-to-rev DOHC single is entertaining—but not quick to intimidate. The engine can hang at low speeds a gear high without bucking or shuddering and then sings at higher rpm and speeds. During testing we saw a high of 91 mph indicated on the LCD dash, just enough to keep up with California motorists while holding additional power in reserve for passing. With a CW-recorded quarter-mile time of 16.53 seconds at 75.93 mph, the Rebel covers the quarter more quickly than some of its competition. It gets up to 60 mph in 7.85 seconds, keeping most econoboxes off your tail off the line; engine performance is impressive for its small displacement and allows riders to improve their skills as they push the bike harder. It’s clear that Honda intends to keep the learning curve climbing too, with offerings in the 500 and now 1100 segments. Shifting through the gears is precise. No false neutrals. (Adam Campbell/)The throttle is easily modulated; the Rebel’s delivery of power is predictable and smooth thanks to well-sorted fuel mapping. The clutch lever pulls with minimal effort thanks to the cable-actuated slip and assist clutch. Shifting gears through the six-speed gearbox is precise; the Rebel does not give off a deep “thunk” confirming the gear-changing action like that made by some larger V-twins. It’s doing its job without fanfare or fuss. With the darker colored paint scheme and blacked-out detailing, the Rebel makes a bold statement. (Adam Campbell/)The Rebel carries over styling cues first seen in the 2017 redesign. Its 3.0-gallon peanut tank has bobberlike lines leading down to a 27.3-inch low solo seat. Blacked-out paint covers nearly every inch of components south of our test unit’s Pearl Blue tank and fender. The LED lighting package, which saw a redesign in 2020, is in typical high-quality Honda fashion and gives this bike a modern cruiser appearance. A wide 130/90-16 Dunlop D404 front tire leads the way. (Adam Campbell/)While the seat height and peg location cramps my 32-inch inseam slightly, the seat-to-bar stretch is more roomy. A shorter 5-foot-6 tester with a 31-inch inseam agreed that the seat was very low and the pegs high, though the reach to the bars was not an issue for him either. Seat cushioning, however, is firm and dense, contributing to a numb butt after about an hour and a half of riding. Its composed chassis helps boost rider confidence in the turns. (Adam Campbell/)The suspension is also on the firm side, with a sporty feel from both the 41mm telescopic fork and dual shocks allowing the rider to explore their limits on snaking roads. Small-bump compliance is good for soaking up minor imperfections in the road; it’s only when hitting large bumps that the rear finds the bottom of the Rebel’s 3.8 inches of travel. The bike carries its light 372 pounds hunkered down low, making it very maneuverable and quite fun on winding backroads. If the Rebel had a résumé, it could add “excellent communication” to the list. The rear brake, specifically, communicated its actions very well to the rider. (Adam Campbell/)Applying the Nissin brakes (296mm and 240mm discs, front/rear) demonstrates well-controlled fore and aft weight transfer, again thanks in part to the Rebel’s sub-400 pound mass. This also helped us record a 141.3-foot stopping distance from 60 mph to zero. Furthermore, both the front and rear brakes have a wonderful feel that lets you know when you are approaching imminent assistance from the ABS system. The rear brake has impressive power and can bring the bike to a purposeful stop on its own. Our test unit was equipped with ABS (MSRP $4,899); a non-ABS model is available for a total MSRP of $4,599. The Rebel 300 (with ABS) is listed at a reasonable $4,899. (Adam Campbell/)Motorcycle models come and go, but the Rebel’s 36-year run goes to show that approachability is always in demand. Riders who are just beginning to grow and develop their skills will find this bike a great place to start their motorcycle journey. 2021 Honda Rebel 300 ABS Specs MSRP: $4,899 (ABS) Engine: DOHC, liquid-cooled single-cylinder; 4 valves/cyl. Displacement: 286cc Bore x Stroke: 76.0 x 63.0mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Clutch: Wet, multiplate; cable actuation Engine Management/Ignition: Electronic fuel injection w/ 38mm throttle bodies Frame: Diamond-type steel Front Suspension: 41mm telescopic fork; 4.8 in. travel Rear Suspension: Twin shocks, preload adjustable, 3.8 in. travel Front Brake: Nissin hydraulic caliper w/ 296mm disc w/ ABS Rear Brake: Nissin hydraulic caliper w/ 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 16 x 3.0 in. / 16 x 3.5 in. Tires, Front/Rear: Dunlop D404; 130/90-16 / 150/80-16 Rake/Trail: 28.0º/4.3 in. Wheelbase: 58.7 in. Ground Clearance: 5.9 in. Cycle World Measured Seat Height: 27.3 in. Fuel Capacity: 3.0 gal. (0.6 gal. reserve) Cycle World Measured Wet Weight: 372 lb. Contact: powersports.honda.com 2021 Honda Rebel 300 ABS Performance Numbers CW Measured Performance Horsepower: 25.01 hp @ 7,640 rpm Torque: 17.59 lb.-ft. @ 7,320 rpm Quarter-Mile: 16.53 sec. @ 75.93 mph 0–30: 2.42 sec. 0–60: 7.85 sec. 0–100: N/A Top-Gear Roll-On, 40–60 mph: 9.22 sec. Top-Gear Roll-On, 60–80 mph: 12.49 sec. Braking, 30–0: 35.27 ft. Braking, 60–0: 141.3 ft. GEARBOX: Helmet: Arai Regent-X Jacket: Pando Moto Capo Cor 01 Pant: Pando Moto Kusari Kev 01 Gloves: See See Street Glove Boots: Cortech Women’s Slayer Riding Shoe The Pearl Blue paint is one of two colorway options for the small-displacement Rebel. (Adam Campbell/) The Rebel has a 58.7-inch wheelbase, 28-degree rake, and 4.3-inch trail. (Adam Campbell/) A close-up of the Rebel’s brake pedal and right peg. (Adam Campbell/) The exhaust that sings out the single’s tune. (Adam Campbell/) A Nissin caliper squeezes on a 296mm disc for front-end stopping power. (Adam Campbell/) The four-bulb LED headlight that illuminates the road ahead. (Adam Campbell/) A close-up of the radiator gives you a glimpse of the plumbing required to cool the Rebel engine. (Adam Campbell/) Honda does a very admirable job of neatly wrapping wires and directing said wires to the appropriate locations. (Adam Campbell/) A simplistic gauge shows pertinent information on a contrasting white-on-black LCD screen. (Adam Campbell/) Many bikes have the ignition switch located by the instrument cluster, the Rebel’s is located on the left side just under the tank. (Adam Campbell/) The 41mm telescopic fork has 4.8 inches of travel. (Adam Campbell/) Dual shocks provide 3.8 inches of travel. (Adam Campbell/) Decent lean is achieved before pegs start to scrape. (Adam Campbell/) Looking for chrome? Well, there ain’t much. Only a small amount can be found on the fork tubes. (Adam Campbell/) I want my, I want my, I want my LED. That’s how it goes, right? (Adam Campbell/) A solo saddle gives the Rebel its bobberlike look, but the firmness of the cushion is uncomfortable on longer rides. (Adam Campbell/) Knees up and arms outstretched make up the Rebel’s ergonomics. (Adam Campbell/) The single-cylinder engine helps keep the bike slim. (Adam Campbell/) A diamond-type frame holds the engine in place. (Adam Campbell/) Fill ’er up. The Rebel has a 3.0-gallon fuel capacity. (Adam Campbell/) The Rebel’s low center of gravity makes it easy to tip into turns. (Adam Campbell/) Overall approachability makes the Rebel a-track-tive to new riders. (Adam Campbell/) Cast aluminum wheels are shod with Dunlop rubber (Adam Campbell/) Both front and rear wheels have 16-inch diameters. (Adam Campbell/) With a 0–60 time of 7.85 seconds, the Rebel has impressive acceleration for its engine size. (Adam Campbell/) A color-matched steel rear fender looks sleek. The plastic front fender, however, seems like a cost-saving touch. (Adam Campbell/) In stock form, the Rebel is for the solo rider, however, there are accessories available that can cater to the two-up travelers. (Adam Campbell/) Here’s a decent view of the Rebel’s underbelly. (Adam Campbell/) The three most common final drives are belt, shaft, or chain. The Rebel is fitted with an O-ring-sealed chain. (Adam Campbell/) Despite all the plumbing for the liquid-cooling there is still some negative space between the engine and frame. (Adam Campbell/) The Rebel clocked a 16.53-sec quarter-mile time at 75.93 mph. (Adam Campbell/) Who can ever say no to a winding road? (Adam Campbell/)Source

Fabio Quartararo extended his point lead after his win at Assen. (MotoGP/)By handily winning the Dutch TT, Yamaha rider Fabio Quartararo took the lead in the MotoGP championship with 156 points, over second place Johann Zarco’s 122 and the 109 points of Francesco Bagnaia in third (both on Ducatis). Although it was a surprise to see Maverick “Mr. Up-and-Down” Viñales topping most practices after finishing 10th at Sachsenring, it was only an illusion brought about by his hot single laps versus Quartararo’s crushing consistency. In FP4 Quartararo unrolled eight 1:32 laps to two by Viñales, while Bagnaia produced steady 33s. Bagnaia, who came sixth in the race, said, “In FP4 my pace was not too bad, but looking at the pace of the Yamaha, [I’m] five- or six-tenths slower. “I didn’t expect to struggle so much this weekend. The Desmosedici is difficult to handle in the fast corners because it moves a lot. “I will try to stop them in the first few laps [Quartararo and Viñales] but it will be difficult to stay with them for the whole race.” Quartararo assessed the competition: “…Bagnaia is good at tire management and he will be there, as well as the Suzukis and [Miguel] Oliveira—difficult to know who will be the main opponent.” Everyone agreed that Assen’s new asphalt gives outstanding grip. Viñales noted, “My problem is grip. When it’s there, I’m fast. When it’s not, I suffer.” The racing this year has shown that it’s essential to get away in the first group, get into clear air free of hot, tire-killing slipstreams, take the lead, and go away. Bagnaia gamely gave it a try even without the pace to win. He led four laps, but Quartararo’s repeated attacks eventually succeeded and the Frenchman broke away to win by 2.7 seconds over Viñales. Quartararo made the pass on Bagnaia on lap 4. (MotoGP/)Many in the paddock speak of how close the competition is now, the result of every rider having thorough training and being aboard fully engineered factory racebikes. Can competition be too close? Luca Marini (Valentino Rossi’s half brother) said of present MotoGP, “It’s different from Moto2. Last year I fought for the championship until the end of the season but it was a completely different situation. [In MotoGP] the stress is much higher. “…in Moto2 I was never tired. In MotoGP you start the weekend already tired.” Other riders spoke of having to ride at the limit the whole time. Oliveira, who finished fifth, said, “I was on the limit since the start to the finish.” Zarco said, “Today I raced really to the limit, the front end closed and to recover I was pushing [on the pavement] with my elbow. “Even at Sachsenring I pushed to the limit but I took pole there, while here it wasn’t enough.” Zarco finished fourth. What of Marc Márquez, who thrilled us all by winning Sachsenring? A snap highside in practice effectively thumped him very hard. Unbroken, he gathered himself to finish seventh. Márquez noted, “The thing is, only Honda riders have these kinds of highsides. In Portimão, Álex and Pol. Here, me. “But the traction control didn’t keep the slide.” As the back end started to go, he waited for the intervention but it never came. Marc Márquez finished seventh at Assen—a commendable finish considering the massive highside he had in practice. (MotoGP/)Despite two changes of crew chief, Viñales has now asked for early separation from Yamaha (his existing contract includes 2022). “Somehow I start to feel when I come to race that it starts to be a nightmare. I have for three years the same comments [to Yamaha].” Maverick Viñales finished second on the weekend he announced his request for an early departure of the Yamaha squad. (MotoGP Race News/)Losing three positions at the start, Viñales set about getting past Takaaki Nakagami (Honda): “For sure I destroyed the tires a lot behind him. I didn’t find the way to overtake until he lost grip.” What has happened to other previous winners such as Joan Mir, Jack Miller, and Oliveira? Mir’s 2020 consistency has been eclipsed by Quartararo on the improved Yamaha, yet he did forge his way into third this time. Miller crashed at turn 5. Oliveira said, “Our goal was to make the bike [KTM] agile, but making it agile and stable at the same time is not an easy result to achieve.” Joan Mir finished third on the day in Assen. (MotoGP/)Zarco had earlier noted, “The fourth sector is the most complex for our bike—there are high-speed changes of direction.” The Yamahas have always excelled at direction changing, but the usual means of speeding up the process, through reduced steering rake and trail, can provoke oscillatory instability—wobble or high-speed weave, which riders call “pumping.” Is chassis oscillation what riders now mean when they complain of “shaking”? Quartararo spoke of shaking beginning out of turn 12 until turn 15, and Bagnaia noted that while Quartararo was faster in sector three, “I’m always faster in some corners like the fast ones in sector four. I know that maybe for the setting his bike is shaking more and I can control it better.” MotoGP is no picnic, as American World Supers rider Garrett Gerloff, standing in at Yamaha for the injured Franco Morbidelli, said: “The bike is so rigid and the tires have so much grip that it just reacts off of every imperfection in the track. “…there isn’t much middle ground. Either you push or you don’t push. You need balls.” Gerloff finished 17th. Garrett Gerloff stood in for an injured Franco Morbelli and finished 17th. (MotoGP/)This is close to the reaction former MotoGP rider Ben Spies and crew chief Tom Houseworth voiced at their first GPs: The bikes are much stiffer than Superbikes and offer much more grip. This season and last, first one rider and then another moves to the front in a steady succession, suggesting that, in a paddock where everyone in the top 10 has a winning pace, winning has become a lottery. Quartararo has emerged as a force, but even so, we won’t be surprised if the Ducatis return to strength at tracks that favor them. We can guess, but nothing is certain. What if tires are more complex than the simple-minded model that says “baby them in the early laps so there’ll be something left at the end”? What if they behave more like old-time engine break-in? Piston rings might never seat properly unless loaded to, say, 70 percent of maximum in cycles of heavy throttle, alternating with rest. “Babying” the rings just resulted in arrested break-in, leakage, and disappointing power. How did Casey Stoner get his tires to operating temperature so fast in the first three laps and still have winning grip at the end? What did Andrea Dovizioso learn at Ducati that allowed him to use that maker’s tremendous power without shredding his tires? How did Marc Márquez arrive in MotoGP already able to postpone his tire drop beyond what veterans Rossi and Jorge Lorenzo could manage? How does Quartararo make his Yamaha win races when the finish record of the factory’s other three riders has been so up-and-down? We have to reject the idea that MotoGP has become a “tire lottery” in which the winning strategy is trusting luck to issue you two good ones for Sunday afternoon. Quartararo’s wins would be an unlikely result. From early 1950s experiments with silica as a tire tread reinforcement (in partnership with carbon black), it was 40 years before Michelin released its “Green Tire” revolution in 1992, employing rubber that paradoxically combined high wet and dry traction with much reduced rolling resistance. It was a breakthrough. Tread compound development is scientific, but it is also slow because understanding the effects of so many ingredients and processes takes time. The result is yearslong programs of exhaustively testing every small variation. There is no such thing as full knowledge in this business. Rossi (who lost the front and crashed out) said of Michelin on Saturday, “They don’t know which tire will work either. “[Piero] Taramasso expected no one to use the hard tire on the rear, but in FP4 with that [on] I had a pace that was sixth-tenths better than [with] the medium. “But this is valid for today. I don’t know what will happen tomorrow in the race.” Quartararo won on the medium/hard that many riders chose. We instinctively seek reliable truth but we enjoy the uncertainty and surprises of racing. Now comes the monthlong summer break. Will MotoGP resume at Austria’s Red Bull Ring as it is today? Or will everything change again? As Rossi put it, “…the cards are always shuffled.” We’ll know more on August 8. Source

From model years 2017 to 2019, Husqvarna’s four-stroke enduro bikes were absent from its lineup. Consumers who wanted an off-road-only model designed for high-level trail riding could purchase a dual sport model, but they would either have to compromise by riding a slightly heavier and less powerful bike or stripping it of components added to make it street legal, remap the ECU, and add a less restrictive exhaust system to make it as light and powerful as the enduro models. Riding the 2021 Husqvarna FE 501. (Mark Kariya/)While that’s not an incredible amount of work, it’s more labor-intensive than just buying an enduro model. Luckily, that dilemma ended when Husqvarna brought its four-stroke enduro motorcycles back to its lineup for 2020. We swung a leg over the Austrian manufacturer’s 350cc four-stroke enduro and dual sport models last year, and got the opportunity to test this year’s big-bore FE 501, Husqvarna’s flagship four-stroke enduro motorcycle. As Husqvarna’s flagship enduro model, the FE 501 shares lots of components with the FE 501s dual sport motorcycle but is aimed at high-level enduro riding. (Mark Kariya/)2021 Husqvarna FE 501 Engine Despite the FE 501′s model name, it’s actually 511cc in displacement. The foundation of the engine is the same as the FC 450 motocross model with the same bore but a longer stroke to give it the additional 61cc. The FE 501 is equipped with an exhaust system fitted with an O2 sensor connected to the header pipe for its closed-loop EFI system. The muffler has a United States Forest Service (USFS)-approved spark arrestor, but it’s not the same fully restricted silencer that comes on the FE 501s dual sport. The bike also has a reed valve in the airboot to help keep the noise within EPA regulations. Being that it’s a 50-state-legal off-road motorcycle, the FE 501 sacrifices some engine power and weighs more than its FC and FX model counterparts. It churned out 44.5 hp and 31.6 pound-feet of torque on the Dirt Rider dyno, and hit our automotive scales at 253 pounds wet. (Mark Kariya/)Even though the FE 501 meets the requirements to make it California green-sticker-eligible and 50-state legal, two things which can severely limit a bike’s overall power, it seems to have as much torque as a small tractor. With its 12.5:1 compression ratio and six-speed gearbox, the big-bore Husqvarna has ready power and the right gear for almost every situation. In comparison to the 450 motocrosser, the powerband signs off much lower in the rpm range, likely due to its longer stroke and engine modifications made for it to meet EPA requirements. There is a reed valve in the airboot to help keep the engine noise level below EPA requirements. (Mark Kariya/)The inertia of the bigger engine is noticeable, but the bike does not feel that heavy overall, especially in comparison to some other big-bore enduro models. Despite the somewhat restricted exhaust and the reed valve in the intake, the engine still produces an impressive 44.5 hp and 31.6 pound-feet of torque. It chugs along quietly, but is always ready to pull you up and over whatever hill or obstacle you may encounter. Overall, with its combination of a flexible powerband and six-speed gearbox, this engine package delivers exactly what a fun enduro riding experience needs. RELATED: 2021 Husqvarna FE 501 Dyno Test Because of the engine’s longer stroke than the FC 450 and the restrictions to make it a 50-state-legal bike, the FE 501 signs off a little early in the powerband compared to the motocross model. (Mark Kariya/)2021 Husqvarna FE 501 Suspension The FE 501 comes with a WP Xplor 48 fork which is adjustable for compression damping, rebound damping, and spring preload. It uses an open cartridge design with a coil spring in each leg. Compression damping is controlled in the left leg and rebound damping in the right, with a range of about 30 clicks each. The WP Xact shock uses a linkage design and has adjustable low- and high-speed compression damping, rebound damping, and spring preload. Both the front and rear suspension have 11.8 inches (300mm) of travel. The stock settings are definitely designed for comfort, offering a plush ride that will suit a wide range of riders. The external adjustability of this suspension is helpful in this regard, though if you are more than 185 pounds and an intermediate or better rider, you might benefit from going with stiffer springs as the bike rides a little low in the stroke, even for a 170-pound rider. The FE 501 feels like it has more torque than a John Deere tractor. It offers big-bore power without the big-bore feel. (Mark Kariya/)2021 Husqvarna FE 501 Chassis/Handling The FE 501 chassis is the exact same as the motocross model’s, with a chromoly steel frame and a composite carbon fiber subframe, but is spec’d with a larger 2.2-gallon fuel tank. The greatest feature of the chassis is that while the fuel tank is bigger, it’s not noticeable while sitting or standing on the motorcycle. The Husky also has a seat 0.4 inch (10mm) lower than its KTM competitor, complete with a standard non-gripper cover. With its remarkable amount of suspension comfort, Husqvarna’s largest-displacement enduro bike allows for long days of riding with less fatigue. (Mark Kariya/)The stock skid plate and hand guards are well-designed and quite durable. Dunlop Geomax AT81s, a premium off-road tire, comes standard. Brakes are Magura with a 260mm front and 220mm rear rotor. The ProTaper handlebar can be placed in four mounting positions atop the 22mm-offset triple clamps. There is a very usable multifunction odometer with several trip, speed, and fuel consumption displays. With its mellow-mannered engine and plush suspension, the FE 501 delivers a planted feeling along with much more traction than expected. Riding the bike with both feet on the pegs, standing as much as possible, you can use its torque to get through obstacles that would normally require much more effort. The same can be said for climbing hills; used correctly, the torque of this engine will carry you up most slopes like they’re not even there. Naturally, during braking, especially downhill, there is a little more mass to account for, requiring you to think about your braking zone a little earlier than on a smaller-bore machine. The ability to adjust spring preload on the fork certainly aids in making this bike fit a wide range of riders and riding styles. Minimal adjustments are needed off the showroom floor to start enjoying it. (Mark Kariya/)2021 Husqvarna FE 501 Overall Impression This bike, in short, is a big-bore enduro motorcycle with tractor-like torque and Cadillac-like ride comfort. It easily fulfilled my expectations. Note that this is not an FE 501s dual sport model but more of a competition enduro bike; while the EPA requirements for off-road are similar to a street-legal bike, this model does not have the added catalytic converter, turn signals, and other components needed to adhere to DOT regulations. The FE 501 is best suited for more open trail riding, casual riding, and long-distance rides in its stock trim, and riders from novice up to expert should equally enjoy riding this bike in standard form. If you’re looking for more out of the big-bore Husqvarna, it would be a great starting point for hare & hound, desert racing, and long-distance events. With its big-bore engine, six-speed gearbox, and linkage-type suspension, the foundation of the FE 501 opens it up to a world of possibilities for a serious off-road racer. If you were to install a performance exhaust and ECU, you would immediately turn this machine into a closed-course-competition fire-breather. The personalization options for it are almost limitless. (Mark Kariya/)Gearbox Helmet: Fox Racing V3 Goggle: Fox Racing Vue Jacket: Fox Racing Legion Jersey: Fox Racing Legion Gloves: Fox Racing Legion Thermo Pants: Fox Racing Legion Boots: Fox Racing Instinct 2021 Husqvarna FE 501 Specifications MSRP: $11,299 Engine: SOHC, liquid-cooled single-cylinder; 4 valves Displacement: 511cc Bore x Stroke: 95.0 x 72.0mm Compression Ratio: 12.75:1 Transmission/Final Drive: 6-speed/chain Dirt Rider Measured Horsepower: 44.5 hp @ 8,400 rpm Dirt Rider Measured Torque: 31.6 lb.-ft. @ 6,900 rpm Fuel System: EFI w/ 42mm throttle body Clutch: Wet, multiplate Damped Diaphragm Steel (DDS); hydraulic actuation Frame: Central double-cradle chromoly steel Front Suspension: WP Xplor 48mm fork, compression damping and rebound damping adjustable; 11.8 in. travel Rear Suspension: WP Xact shock, spring preload, high-/low-speed compression damping, and rebound damping adjustable; 11.8 in. travel Front Brake: Magura 2-piston caliper, 260mm disc Rear Brake: Magura 1-piston caliper, 220mm disc Wheels, Front/Rear: 21 x 1.60 in. / 18 x 2.15 in. Tires, Front/Rear: Dunlop Geomax AT81; 80/100-21 / 110/100-18 Rake/Trail: 26.5°/NA Wheelbase: 58.5 in. Ground Clearance: 14.2 in. Dirt Rider Measured Seat Height: 37.4 in. Fuel Capacity: 2.2 gal. Dirt Rider Measured Wet Weight: 253 lb. Availability: Now Contact: husqvarna-motorcycles.com Source

Harley’s rolling out an all-new new bike next month based on the Revolution Max platform. (Harley-Davidson/)Late last year, we witnessed what we thought was the death of Harley-Davidson’s much anticipated Bronx model, a powerful (and presumably nimble) streetfighter-styled naked motorcycle that looked like a tantalizing addition to a Motor Company portfolio previously dominated by long, low and heavy cruisers. Word on the street was it would be nimble, with sporting ergonomics, come in two engine displacements, 975 and 1250cc, each claiming prodigious power numbers and featuring the engine as a stressed member, with upspec components to match. But after reading a just-dropped announcement from Harley-Davidson, we’re wondering if rumors of its demise may have been greatly exaggerated. There’s some speculation it could be the canned Bronx streetfighter... or maybe something else entirely. (Harley-Davidson/)Harley’s pre-launch announcement, of course, is maddeningly vague, saying only that H-D will be hosting a new mid-season motorcycle reveal called “From Evolution to Revolution.” The release then reads, “This new model follows the exciting arrival of the Harley-Davidson Pan America 1250…” but the only real info about the bike’s positioning is barely touched upon in the next paragraph, where CEO Jochen Zeitz adds “...we are excited to reveal another all-new motorcycle, built on the Revolution Max platform in the sport segment, showcasing unmatched Harley-Davidson technology, performance and style.” The ‘sport segment’ phrase in the middle of that sentence is the telling part; the Bronx, as you may recall, was a bike largely seen as Harley’s exploratory thrust into new markets, designed to go up against the likes of Indian’s FTR1200 and other streetfighter-style machines when it was unveiled at EICMA in 2019 alongside the Pan America. There was speculation of it having a 975cc twin making 113hp and 70 lb-ft of torque, although a 1250cc version with 143hp and 90lb-ft was also on the cards. It had its own web page, product photos and more, so clearly product development was pretty far along at that point. It had all sounded more than acceptably sporty then, so...was the Bronx being given a new life now? The attached teaser photo suggests a cruiser-style machine however, like this previously announced “High Performance Custom.” (Harley-Davidson/)Not so fast. An accompanying image with H-D’s press release shows a close up of the engine bay with the 1250 Revolution Max engine front and center, but it’s framed by elements we’ve previously seen on the “1250 performance custom” model, which we always assumed was going to be the next bike launched using the Revolution Max powertrain anyway, and which has already been confirmed by Harley as a 2021 model. You can clearly see the configuration and sweep of the pipes, particularly the header from the front cylinder, which mimics that of the cruiser model, and it’s clear that’s the bottom edge of a cruiser-style fuel tank above the cylinder heads as well. Images of the Bronx showed a different cluster of elements in the same locatio RELATED: Harley-Davidson Looks to Revive the Nightster Nameplate Then there’s the title of the launch event itself; “From Evolution to Revolution.” If that’s not a hint that the Sportster’s long-running Evolution engine is getting replaced with the new Revolution power plant, we don’t know what is. The 1250 “High Performance Custom” has long been rumored to be the new face for Harley’s aging Sportster line, and Zeitz’s mention of the “sport segment’ could just be a thinly veiled reference to that transition. Add all those clues to The Motor Company’s previous confirmation along with that teaser image, and it’s safe to say we’ll likely see the 1250 custom model next month rather than the Bronx; a four-valve liquid-cooled V-twin with the potential for 100-plus hp would definitely qualify as “sporty” in the cruiser world. Especially if it’s called a Sportster. As with the Pan America, the new intro will be virtual, taking place on July 13. At the time, H-D says it will release more details of the new model and include presentations by Harley-Davidson leadership and product experts. Get more info at www.H-D.com/JulyReveal and stay tuned for our report after the release. Might we see the Bronx model in 2022 then? Stay tuned. (Harley-Davidson /)As for the Bronx, the company’s official statement last year was: “Harley-Davidson’s immediate new product focus in 2021 will be on the launch of Pan America, our first Adventure Touring motorcycle. We will not be launching the Bronx next year.” RELATED: Why Harley-Davidson Looks Down But Not Out Notice they didn’t say they wouldn’t launch it the following year. To our mind, the Bronx was never officially cancelled – just put on the back burner and left to marinate a while longer. The success of the new Pan America could also be a determining factor, so as far as we’re concerned we may see a streetfighter from Milwaukee yet. Just not this year. Just out of curiosity: which model do you all think it will be? Source

Honda’s announced the return of the Monkey and Super Cub 125 to the European market for 2022. (Honda/) Honda recently announced updates to its Monkey 125and Super Cub 125models for the European market for 2022, which bodes well for those of us in the States looking for revisions to those same miniMotos when/if they appear in Honda’s lineup here. With new air-cooled—and cleaner—engines along with minor chassis tweaks to boost comfort and a few new colorways (of course), two of Honda’s most accessible—and fun—bikes are set to return for 2022. Many of those changes were reflected in the new 2022 Grom we just rode in the US (read it here) so it stands to reason we’ll be seeing some of the same updates on the US-spec Monkey as well, given that it shares the same platform. New air-cooled engine is cleaner and more fuel efficient, while the five-speed gearbox is a welcome addition for 2022. (Honda/) For instance, the European-market 2022 Monkey now gets the same new air-cooled 124cc Euro 5-approved engine and five-speed gearbox the European Grom received, which we also just experienced on the new US Grom (sans emissions tweaks; it’s good for 9.7 hp and 7.7 pound-feet of torque). That new-ish 123.9cc motor features slightly different bore and longer stroke dimensions, with an airbox reshaped specifically for it, along with a new intake and revised catalyzer. That all adds up to an output of 9.25 bhp, says Honda, which is unchanged from last year, though fuel economy is said to be marginally improved. The rangier five-speed gearbox also has lower overall gearing, making for a less buzzy experience at higher speeds. A pair of new two-stage shocks are added to improve ride quality. (Honda/) Otherwise that funky Monkey style is left alone, with mini-ape handlebars, chromed fenders, high-mounted muffler, and a fat padded seat riding on chunky 12-inch tires, for an instantly recognizable profile. A new blue colorway joins the now-classic red and yellow schemes. Bikes are supposed to be available in Europe sometime in August. Mini-apes take center stage in the surprisingly well-appointed cockpit, which also features a digital full LCD meter. (Honda/) The Super Cub also gets a new engine, though the transmission is unchanged. (Honda/) As for the Honda Super Cub—the world’s bestselling motorcycle—it retains its familiar retro silhouette though you can clearly pick out the added passenger seat and matching footpegs, which are now standard. It too gets changes to the SOHC engine, though this one is effectively a new design, with a new bore and stroke (as on the Monkey), revised ECU settings, and just a wee bit more power (a claimed 9.7 hp). The four-speed transmission remains unchanged, with power put down via a centrifugal clutch. Fuel economy also remains the same, all while meeting new Euro 5 standards. To match the engine improvements, the Super Cub dials up the comfort level with new springs in the fork and shock to smooth out ride quality. The Super Cub is the world’s bestselling motorcycle, having moved well over 100 million units. (Honda/) A new pillion seat takes up the rear, done up in classic red as an homage to the original. (Honda/) Modern touches include LED lighting, keyless ignition, and a proximity fob, while the classic red seat pays homage to the original model. The Super Cub 125 motor may be all retro style on the outside, but the cockpit features some nice modern touches like keyless ignition and a proximity fob. (Honda/) For 2022, the European-spec Honda Monkey features a new blue colorway option. (Honda/) The Monkey manages to be modern yet totally retro from every angle. (Honda/) With the new Grom now in the Honda’s US lineup for 2022, we’re assuming the same updates will carry over to the US Monkeys (Monkees?) later this year. [This cool riding video from Honda will have to hold you over in the meantime. Source

Marc Márquez returned to the top step at the German GP. (MotoGP/)Marc Márquez has lived through his year of injury and emerged triumphant, with a win at Germany’s Sachsenring, a circuit where he has won 11 straight events. At the start he came under Yamaha’s Fabio Quartararo from the second row, forcing him to lift, and led every lap thereafter. Then came rain. “When I saw a few drops on lap four or five, I said ‘It’s my race.’ Then at that point I pushed and kept the same race pace as before.” This is what great champions in all forms of racing do—they instantly make ground while others’ minds are diverted. Years ago a rider said to me, “If you see the ambulance move, you go—while the others stare.” “Even when it started the second drops,” Márquez said, “I pushed even more, and I said it was time to take a risk. “Then [began] the second race with Miguel [Oliveira]. He pushed. It was hard, was really hard to keep concentrated.” Márquez’s comments from earlier in the weekend revealed that although Sachsenring’s ten lefts and three rights favored his uninjured side, he was far from certain of what was possible. “Before I come in this weekend I say, OK, I will try to fight for the podium. I will try to be close to the top guys,’” Márquez said. “But the victory was low possibility. But I say, ‘If it’s the perfect condition, I will try.’” When asked if he would bet 10 euros on his winning, he said, “No, I would not bet 10 euros. That’s why I didn’t put on the soft tire [in qualifying; he qualified fifth]. I didn’t have the power to ride for pole, even if it was planned.” Again, as in previous races this year, qualifying times were very close, and a tenth of a second could set a rider back an entire whole row. Yet there remained Márquez’s incredible record of wins here—an unbroken string stretching back to 2010. Against that were ranged the Ducatis and their new turning capabilities—with Johann Zarco on pole and Jack Miller fourth—and the fast-improving Aprilia of Aleix Espargaró along with Oliveira’s KTM and its powerful new grip (which Miller characterized as “incredible”). Where was previous wonder-worker Quartararo and his strangely fast (because the other three are so slow) Yamaha? He had been quick through practice but lacked confidence in the front. At the start he fell back to sixth but was able to recover to third by the end, finishing 6.77 seconds out of first and behind Oliveira. Fabio Quartararo finished nearly 7 seconds behind Márquez in third. (MotoGP/)“We knew that in the second sector at turns six and seven,” Quartararo said, “we would have some problems, and so it was also in the race.” Márquez and Oliveira were not his focus (with 16 and 54 points respectively, to his own 115), but rather the Ducatis that follow him in the championship, second, third, and fourth. “I concentrated on finishing the race well, trying if possible to finish in front of the Ducatis.” Oliveira (KTM) said, “…the key moment of the race was when the rain came down and as we know Marc was able to understand quite quickly the grip level and he made the gap there. “Then when I got to the second place I tried hard. I put the pressure on him. “…but I didn’t have the best situation to manage the tire because I used a lot to…get to him.” Miguel Oliveira pushed hard to close the gap on Márquez, but it was not enough. (MotoGP /)Márquez was careful to say, “This victory gives me further motivation, but I’m still not the same Marc I was in 2019. It’ll take time and I already know that I’ll struggle in Assen.” The Dutch TT is next weekend—after which comes the summer break until August 8. He spoke of a half-hour phone call from five-time 500 GP champion Mick Doohan: “I was just listening, he was speaking everything. He was explaining his situation [when he was badly injured], but he was also like he was explaining my situation.” Singing my life with his words. Think what these men have overcome in order to return to their full abilities. Many a rider has, after a major accident, never fully returned. As Richard Gabriel described in his book, No More Heroes, something in the inaccessible part of the mind can become unwilling to again unlock that person’s full abilities. Longtime race watchers saw it happen to Freddie Spencer. After his accident he remained fast, graceful, and experienced—but he was not the trans-human force he had been. Think of being told your injury requires a second operation. Think of having to consider a persistent infection. That a third operation is needed. We can’t know what Márquez’s interior story has been, but we must respect his strength in coming this far. Onto something entirely different, which presents itself for our consideration. Recently, some riders have complained that using the holeshot device (which lowers ride height for the start) to enhance acceleration through a whole race creates a danger. During acceleration and the run down a straight, the suspension is in the low (dragster) position, but as the rider brakes, he releases it, allowing the bike to rise to normal ride height. Here’s the problem: At the same time the front is diving under braking force, the rear is rapidly rising from its previous latched-down position, and the two add up to such a rapid forward pitch that when the fork springs finally stop the motion, the remaining momentum can make the back end light or even lift it off the pavement. A dedicated rebound damper inactivated when the bike achieves normal rear ride height can mitigate this. That rebound damper can be adjusted, slowing the rate of rise back to any desired degree. Even now, it remains spooky to see one of the Ducati riders, preparing to make a practice start, reach up to the fork crown and twist something. Immediately some mysterious force pulls the rear of the bike down to its “dragster” position. And it works—the starts some riders are getting are a tremendous advantage; think of all the times riders have wasted their tires trying to make up ground lost at the start. If technology—winglets, spoons, fork fairings, variable ride height—makes you nervous, then you’re casting a vote for MotoGP to become a static vintage class while production bikes adopt the self-same advanced features. Mr. Dall’Igna at Ducati and the managers of all the other factory teams now encourage their engineers to propose blue-sky ways to boost performance, using R&D money that would traditionally have been spent on engines (which are for the moment “frozen”). Why didn’t we see Márquez’s win coming in the form of the usual predictor—long, fast tire evaluation runs in practice? Because he knows his stamina is not yet at 100 percent, and he can’t afford to squander his energy. It’s no different than saving your tires. But the other riders saw his improved level and were not surprised. You can be sure there was pressure aplenty. Racing costs every factory many millions. Did an HRC big cheese show up at Barcelona to personally evaluate the situation? Possibly. It’s not for nothing that so many riders now have psychological trainers to help them focus on what is possible rather than digesting themselves with performance anxiety. The present competitiveness in MotoGP has been a long time in creation, and now that it’s here it brings fresh problems. (Eat your hearts out, Formula 1.) Again there are complaints of riders riding qualifying slowly on or near the racing line in hope of picking up a tow. There is no guaranteed employment continuity in this business—its love is strictly conditional. Idling along waiting for a tow has long been the rule in Moto3, and we all know that the tighter the groups of bikes, the more likely it becomes that someone’s small mistake will bring them all down. Will Dorna have to add a system that continuously monitors everyone’s speed and electronically issues “tickets” to violators? I much prefer racing to courtroom drama, and hope a way forward can be found without more petty punishments and penalties. Onward to Assen. Source

2021 Royal Enfield Meteor 350 (Royal Enfield/)Ups The beginner cruiser market gains one more competitorImpressive, well-balanced handlingEngine power may not be jaw-dropping, but its mild-mannered delivery and lack of vibration provides a very relaxed rideWell-cushioned seat provides all-day comfortOozes timeless charmThree-year warrantyDowns Brake dive is noticeableBrakes have mushy communication and poor performanceSloppily-wrapped wiringVerdict Timeless good looks, impressively neutral handling, and all-day riding comfort is enough to sell many on the Meteor 350, and the sub-$5K price makes it even harder to resist. 2021 Royal Enfield Meteor 350 (Jeff Allen/)Overview Small-displacement cruisers are wonderful bikes that appeal to newer riders because of characteristically low seat heights, approachable power, and cool cruiser aura. The 2021 Royal Enfield Meteor 350 is one such bike, and it has a distinct cruiser charm and pleasingly smooth single-cylinder engine to attract any rider or skill level. Its air/oil-cooled single brings the currently reigning liquid-cooled singles some competition. Updates for 2021 The Meteor 350 is a new model for 2021. Pricing and Variants The blacked-out base Meteor, known as the Fireball trim level, is available for $4,399 with the upper trims increasing by $100. Stellar trim, which has chrome details and includes a passenger backrest, has an MSRP of $4,499, and the Supernova (also chrome details and passenger backrest, but adds front windshield) is priced at $4,599. Powertrain: Engine, Transmission, and Performance This small-displacement cruiser is powered by a 349cc air/oil-cooled electronically-fuel-injected single-cylinder engine that produces very smooth, approachable power for easygoing cruising. And we mean easygoing as the Cycle World-measured peak horsepower is 17.4 and peak torque is 18.2 pound-feet, but don’t let that discredit the mild-mannered engine since getting up to freeway speeds is doable, but tops out around 75 mph. The engine is notably vibration free thanks to a balance shaft. Shifting presents some mild issues since the toe-heel shift lever was difficult for test rider Serena McKnight to wedge a toe under, but the heel shifter was a suitable alternative to clicking through the five-speed gearbox. The clutch lever is meaty, but the pull is easy, McKnight reports. 2021 Royal Enfield Meteor 350 (Jeff Allen/)Handling The Meteor’s handling is impressive. The 41mm telescopic fork and twin downtube chassis remains incredibly steady through turns and that boosts confidence. The suspension provides excellent small-bump compliance for tackling the rough roads, and the center of gravity of the measured 418 pounds is low and stable. A criticism that McKnight points out is the soft rear twin tube emulsion shocks wallow in wavy pavement troughs. Taking leisurely cruises down urban roads and scenic byways is the Meteor’s happy place, but it is also a comfortable ride on the freeway with its straight-line stability. Brakes Braking is done by ByBre, specifically, a two-piston floating caliper and single-piston floating caliper grip on the 300mm and 270mm discs (front and rear respectively). McKnight reported mushy brake feel, but overall stopping power is adequate. Standard-issue ABS is there to help in panic-braking scenarios. 2021 Royal Enfield Meteor 350 (Royal Enfield/)Fuel Economy and Real-World MPG Real-world miles per gallon is currently unrecorded. Fuel capacity is 4.0 gallons. Ergonomics: Comfort and Utility Who can say no to all-day comfort? McKnight wrote that due to its fanned out, well-cushioned seat, the Meteor is superbly comfortable for all-day riding. The low 29.7-inch seat height is complemented by a relaxed reach to the bars, and pegs are slightly forward for a laid-back riding position. 2021 Royal Enfield Meteor 350 (Jeff Allen/)Electronics While its main competitors have full LED lighting systems, the Royal Enfield features a halogen headlight, with an LED running light and LED taillight. Where the Meteor outshines its competitors lies with the standard Tripper Navigation unit which displays turn-by-turn directions on a color gauge beside the larger analog speedometer gauge. ABS is also standard with the braking package. Warranty and Maintenance Coverage The three-year, unlimited-mileage warranty gives the owner one less thing to worry about. Three years is a substantial time frame especially considering competition often has one or two years’ worth of coverage. Quality Sloppily wrapped wiring is a bit of an eyesore, but overall the timeless, classic motorcycle look is executed nicely. 2021 Royal Enfield Meteor 350 (Royal Enfield/)2021 Royal Enfield Meteor 350 Claimed Specifications MSRP: $4,399–$4,599 Engine: 349cc, SOHC, air/oil-cooled single Bore x Stroke: 72.0 x 85.8 mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Electronic fuel injection Clutch: Wet, multiplate Engine Management/Ignition: N/A Frame: Twin downtube spine Front Suspension: 41mm telescopic fork; 5.1 in. travel Rear Suspension: Twin tube emulsion shocks, preload adjustable; 3.5 in. travel Front Brake: 2-piston floating caliper, 300mm disc w/ ABS Rear Brake: 1-piston floating caliper, 270mm disc w/ ABS Wheels, Front/Rear: Alloy Tires, Front/Rear: 100/90-19 / 140/70-17 Rake/Trail: N/A Wheelbase: 55.1 in. Ground Clearance: 6.7 in. Seat Height: 30.1 in. Fuel Capacity: 4.0 gal. Wet Weight: 421 lb. Contact: royalenfield.com Cycle World Tested Specifications Seat Height: 29.7 in. Wet Weight: 418 lb. Rear-Wheel Horsepower: 17.4 hp @ 6,090 rpm Rear-Wheel Torque: 18.2 lb.-ft. @ 2,860 rpm Source

Vespa’s 75th anniversary calls for a special model—and a celebration! (Piaggio/Vespa/)Italy has given the world countless beauty icons: actresses, great paintings, cathedrals, and some of the most gorgeous motor vehicles in the world. Today most motorcyclists think of Ducati when it comes to sexy bodywork, but it’s arguably little Vespa that deserves the credit. Recognizable worldwide, and now 75 years old, the Vespa not only mobilized the Italian workforce from the rubble of the second world war but did it in style. Best of all, a new Vespa is as beautiful today as it was with Audrey Hepburn sitting on the saddle decades ago. But let’s start at the beginning. Before Vespa there was Piaggio, founded back in 1884 by Mr. Rinaldo Piaggio, a gallant 20-year-old entrepreneur. Western countries were at last moving away from coal and steam, exploring oil and internal combustion. It was a time rich with incredible opportunity and ripe for a new generation of visionaries, businessmen who believed in their own capabilities. The French called it La Belle Époque, the beautiful age. Located in the port of Genoa, the original Piaggio company started out supplying interior components and furniture to the local shipyards, soon expanding its production to locomotives and railway carriages. When World War I erupted Rinaldo Piaggio looked to the sky and aircraft production, building new factories in Pisa and then in Pontedera. Between the first and second world wars, Piaggio grew to become one of the most prominent Italian aviation manufacturers, specializing in large, multi-engine aircraft. The company also established ties with Pratt & Whitney, manufacturing a number of R-1830 Twin Wasp engines under license; American readers will know the R-1830 powered the B-24 Liberator and C-47 transport. Piaggio went on to develop its own P.XII RC35, a twin-row 18-cylinder radial putting out 1,500 hp; four of these engines powered the Piaggio P.108, Italy’s only four-engined bomber. The man who started it all: Enrico Piaggio. (Piaggio/Vespa/)Speaking of bombers: Piaggio’s Pontedera factory employed up to 10,000 people until the B-17s and Pratt & Whitney-powered B-24s visited. After the smoke cleared the factory was in ruins. It was time to rebuild with a new vision. Enter Rinaldo Piaggio’s sons, Enrico and Armando, and their two-tiered approach to getting back to work. Armando was focused on the aviation business and rebuilding the Finale Ligure aircraft factory; Enrico took one look at the post-war Italian economy and saw no market for aircraft. He believed Italy really needed basic transportation. This would be the focus of the Pontedera factory. In the beginning, the Vespa factory (shown here in 1947) was pretty basic. Today, many readers have home garages that are better equipped! (Piaggio/Vespa/)Dr. Corradino D’Ascanio, aerospace engineer and Piaggio employee, was still at his desk in Pontedera. Known and respected for his creativity and ingenuity, he was on the team which built Italy’s first helicopter. Now his job was to design a two-wheeled vehicle, more accessible and utilitarian than a contemporary motorcycle, able to cope with the awful Italian roads. Ducati had Taglioni, but the father of the Vespa and the engineer who crafted its timeless style was Corradino D’Ascanio. (Piaggio/Vespa/)D’Ascanio didn’t really care about motorcycles, but thought something like a motorized scooter would work. A step-through frame would make it practical, but nothing available was inexpensive, reliable, or offered any weather protection. The very first Vespa prototype from 1946. All the elements are already in place. (Piaggio/Vespa/)With his aviation-engineering background, D’Ascanio started by drawing a unitized steel chassis/body. He gave it an engine/transmission/final-drive “power egg” and stuffed that under the center-rear section of the unibody and seat. The front of the vehicle was a one-piece element, a floorboard that ramped up to become a leg shield. This floorboard/leg shield featured a central backbone section to stiffen up the assembly and brace the steering axis. Contrary to legend, D’Ascanio never adapted the P.108′s tailwheel suspension to the new scooter’s front suspension, nor did its 98cc two-stroke engine have anything to do with the starting system of the P.XII RC35 radial. A single-sided trailing-link front suspension held an offset front wheel, making it easy to fix flats. The same was true at the rear. The engine was offset to the right of the swingarm/rear-wheel assembly, which explains the classic Vespa bulbous rear section: On the right sits the protected engine and transmission; on the left, a removable cowl covering the spare wheel. That bulbous rear section also inspired the new scooter’s name: Vespa. When Enrico Piaggio first saw it, he thought it looked like a wasp. Piaggio was granted its patents on April 23, 1946, and went into production just a few months later. The original version was powered by a 3.3 hp 98cc two-stroke single; a hand selector on the left handlebar controlled the three-speed transmission, along with a clutch lever. Check out this Vespa streamliner, which in 1950 set world speed records at Montlhéry, France, in the 100-mile, 500-mile, and 1,000-kilometer events. (Piaggio/Vespa/)The small two-stroke engine had a mean tendency to overheat and seize; again D’Ascanio came to the rescue, incorporating a forced ventilation cooling system including a fan and cylinder-head baffling. Production was just 2,484 units in 1946, but Enrico Piaggio sensed he had a winner and went all-in, betting his company on the Vespa. It was a magnificent gamble; the next year, 10,535 Vespa 98s rolled off the line, and a year after that 50,000. Piaggio then introduced a 125cc version with improved suspension and expanded internationally, signing licensing contracts with Hoffman-Werke in Germany and Douglas in Bristol in the UK. More licenses followed in France and Spain. By 1953 the 125cc engine was delivering 5 hp, and sales reached past 170,000 units. Vespa, not yet an icon, was succeeding purely on its practical merits, winning hearts and minds with its functionality and reliability. Thousands of Vespa fans started Vespa clubs, with enthusiasts from Italy to Argentina flogging their Vespas over insane distances: Milan to Tokyo, Copenhagen to Bombay, USA to Tierra del Fuego, London to Australia. Then, in 1953, came the film Roman Holiday, with Gregory Peck and Audrey Hepburn flashing through the streets of Rome on their Vespa. Now the whole world was watching and falling in love with the little wasp. The iconic machine that introduced Vespa to the world: the 1951 Vespa 125 which appeared in the film Roman Holiday. (Piaggio/Vespa/)Vespa’s continued improvement and innovation through the 1950s is best epitomized by the Vespa 150 GS, a machine inspired by the 10 very special Vespas that had taken part in the 1951 International Six Days Trial endurance event (now the ISDE). Like all previous Vespa engines, the 150 GS was a classic two-stroke with cylinder-port induction and forced-air cooling. But its 148cc displacement came from “square” 57mm by 57mm bore and stroke construction. A high-turbulence head and a new flat-topped piston helped it deliver 8 hp at 7,500 rpm through a four-speed gearbox. The wheels had grown too, up to 10 inches from the previous eight. Top speed was 101 kph (62.7 mph) The styling department gave the 150 GS a more muscular look with a broader, more stylish front shield and rounder rear bulges. A new cast-aluminum handlebar replaced the old steel-tube element and incorporated the headlight in its design. Given the generously rounded hips, the enthusiasts promptly called the Vespa 150 GS “Vespone”—the “-one” suffix denoting something bigger or larger. The 150 GS is the model most coveted by Vespa collectors. In 1964, D’Ascanio took on his last Vespa project, the tiny Vespa 50. This model was conceived to take advantage of a new traffic law allowing 14-year-olds to ride motorized two-wheeled vehicles up to 1.5 hp and capable of speeds up to 40 kph. The Vespa 50 is significant for two reasons: First, it exploited a new market segment, and introduced more young riders to the company. Second, the new engine canted the cylinder at 45 degrees (the earlier models set the cylinder horizontally). Most important of all, induction was now through the crankcase, with one of the crankshaft cheeks shaped to act as a sort of rotary valve. Simple and extremely functional, this new layout improved lubrication so efficiently that the premix ratio dropped to 50:1. Race Paris-Dakar on a Vespa? It’s been done! Note the spare fuel can on the rear, and the desert-spec air filter. (Piaggio/Vespa/)Full-sized Vespa models were facing a new challenge from the automotive side: Fiat had recently introduced the tiny Fiat 500. So the Vespa 50′s new engine architecture began to spread throughout the larger models, with a new 125cc unit going into production in 1966. At the same time the classic 150 GS grew to 180cc and then to 200cc. The latter was a real gas-guzzler, however, more of a pig than a wasp. To cover the 130 miles separating Bologna and Milan, I had to refuel twice, and I won’t even start about the lack of seating comfort. In 1968 Vespa shoehrned a new and more compact 125cc engine inside a slightly modified Vespa 50 body; enter the Vespa Primavera. And just in time: The larger Vespa models were declining in popularity, and the Primavera proved to be another great marketing intuition, and was Vespa’s financial lifeline from 1968 to 1978. Piaggio had acquired Gilera, but it never brought in much cash. The Agnelli family, of Fiat fame, came to the rescue, and Umberto Agnelli became Piaggio’s new CEO. As an example of how dire things became under Agnelli, his brightest idea was to change the name from Vespa to Cosa (Thing). Thankfully, in 1976 Chief Project Engineer Dr. Lucio Masut got things under control, refining the Primavera with a three-transfer-port cylinder and an electronic ignition to create the Vespa Primavera ET3. Two years later came the new PX series of 125, 150, and 200cc models, the latter with a separate lubrication system, obviating the need for premix. The Vespa PX is still in production in small batches because the die-hard traditionalists rate it the most classic Vespa of all time, an absolute must for any collector. In 1983 Vespa introduced the new Vespa junior model (PK), in 50cc and 125cc. The PX and PK are the last of Vespa’s two-stroke engines. Post-apocalyptic Vespa: Built for French paratroopers in the 1950s, the Vespa TAP 150 mounted a 75mm recoilless rifle on the scooter for anti-tank use. (Piaggio/Vespa/)In 1996 came Vespa’s first four-stroke, the ET4 125, which took the European market by surprise. More four-stroke models followed; in 2000 the ET4 50 set records for ultra-low fuel consumption, going 500 kilometers (310 miles) on a single tank. By 2003, Masut finalized his four-stroke revolution with the Granturismo 200L and 125L models. These were new machines from the ground up, featuring a new and much stiffer unibody structure that greatly improved handling. The steering response was vastly more precise, and teamed a front disc brake with an anti-dive front suspension. The engine, a modern liquid-cooled SOHC four-valve unit design, featured a highly oversquare bore and stroke (72mm x 48.6 mm) and producing 19.7 hp at 8,500 rpm. Gone was the hand-shifted four-speed, replaced by a modern automatic CVT. In 2006 the Vespa GT 200L passed the torch to the GTS 250, i.e., a solid improvement in terms of engine displacement and performance with further refinements to the unibody structure and chassis. The new liquid-cooled SOHC 250cc engine had the same 72mm bore of the 200, but with a longer 60mm stroke. In addition, it featured electronic fuel injection and a marginal power increase to 21 hp at 8,500 rpm. The GTS 250 also featured major braking upgrades: a rear disc and two-channel ABS. The growing success of the GTS 250 and 300 let Vespa do a little celebrating, and the team introduced a limited edition featuring touches of retro styling: The headlight moved back down onto the front fender, historical colors and graphics were used, and typical accessories of the past were offered. More meaningful evolution came from adopting 12-inch wheels and fatter tires. And of course, modern electronics, including a traction control system were employed, interfacing with the Vespa Mia app allowing personalized adjustments and controls. The latest Euro 4 updates helped the 300 gain almost three extra horsepower as well as more torque, making it the most powerful Vespa ever. Vesparados! Vespas have always had a huge fan base, inspiring rallies all over the world. This is in Mantua, Italy, in 2014. (Piaggio/Vespa/)The Vespa junior series went through a series of name changes, going from Primavera to S and back to Primavera, but there were no real substantial differences. Their big evolution came in 2014 with the new air-cooled SOHC three-valve 125/150cc engine, a modern design which replaced the previous air-cooled SOHC two-valve. Its 155cc displacement featured a square 58.0mm x 58.6mm bore and stroke, generating almost 13 hp. Two models, the Sprint and Primavera, were separated by minor details, the most meaningful being wheel size: 11 inches for the Primavera and 12 inches for the Sprint. The junior models also got front and rear disc brakes, ABS, and Vespa Mia. Finally, in 2015, the Vespa 946 went into production. The 946 was based on an ultrarefined concept bike featuring sheet-aluminum unibody; however, when it came time to put it into production, the marketing department opted for steel construction to keep the price in line. Still, it retained a number of solutions that set it apart from other Vespas: the right-side cowl complete with air intake and its seat design being the most evident. The 946 uses the excellent air-cooled SOHC three-valve 150cc engine. Lovely and expensive, it remains a limited-production model. The latest evolution of the Vespa is the Elettrica. While not specifically conceived as an electric vehicle, it shares the same basic steel unibody structure of the Primavera; after all, a Vespa must look like a Vespa, even when propelled by a 4kW motor, the most powerful allowed for a “moped” under Italian law. The Elettrica benefits from low insurance rates and no yearly road tax. When riding through urban traffic its lack of top-end power is meaningless, more than offset by the torque characteristics of an electric motor. The complete electric power unit was developed by Piaggio, including the air-cooled 4.2 kWh lithium-ion battery. While an appropriate addition for the times, the Elettrica’s sales numbers are modest. Still, about the time Vespa celebrated its 75th anniversary, it also topped a sales record of 19 million total units. Vespa’s electric-powered Elettrica model doesn’t use a gasoline-powered engine, but keeps the classic Vespa lines. (Piaggio/Vespa/)In those 75 years, Vespa has gone from using a cheap 3.3 hp two-stroke power unit to a modern and efficient 23 hp four-stroke; from rolling on 8-inch wheels to 12-inch rims; from tiny drum brakes to disc brakes and ABS. The list goes on. But at its heart, the most important aspect still remains: A Vespa is still a Vespa, unique and identifiable from miles away. They’ve always been practical. They’ve always been agile. They’ve always perfectly reflected the times. And most important, they’ve always made us smile. Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)Cycle World’s readership continues to surprise. I never expected the growing stream of comments on my recent flat motors story, which discussed engines such as BMW’s boxer twins and the Honda Gold Wing’s fours and sixes. As it happens, right around the time that Max Friz was laying out the BMW R32, several makers around the world, including Mercedes, were making or planning small opposed-twin aircraft engines. The design was clearly in the air at that time, and BMW’s lasting faith in the layout attests to its fitness. Reader lumpy rightly reminds me that VW and Porsche have built a great many successful flat engines. In their case, cooling is accomplished by use of a large blower that pushes cooling air through the fins of all cylinders equally. BMW’s R 1200 GS was the first boxer from the brand that featured water-cooling to critical areas of the engine. (BMW/)In aircraft use, the pressure required to push that cooling air through fins spaced as closely as 0.132 inch (in the case of the forged-and-machined heads of late postwar Wright R-3350s) had to come from the ram pressure of the aircraft’s speed through the air. B-29s really needed to be going 200 mph to ensure adequate cooling. In some cases even that was deemed insufficient, as Germany’s Fw 190 fighter and the US-built six-engined B-36 bomber had engine cooling fans. RELATED: The Advantages of Flat Motorcycle Engines Another reader, RZ500, shows admirable compassion for the rear cylinders of the four-row, 28-cylinder Pratt & Whitney R-4360 air-cooled radial (used on the aforementioned B-36, among other aircraft). “How to cool the rear cylinders?” he asks. At one time I had three of those engines in my shop, and can tell the tale. Between each slightly curving array of four cylinders and the next was a diagonal sheet-metal divider. One side of it, acting as the cold duct, brought cold air from the front of the engine, that air flowing sideways through the fins of each of the four cylinders it served. Subsequently, that heated air emerged into the next row’s “hot duct,” which also contained its exhaust pipes. The cold ducts tapered, largest at the front, smallest at the rear, while the hot ducts expanded from small at the front to wide at the rear, ultimately joining to flow out the ring of adjustable cowl flaps. Design chief Luke Hobbs had several alternative cooling schemes thoroughly rig-tested before choosing that as the best. The frequently commenting Ricardo Juliet called attention to the wonderful combination of a König flat-four liquid-cooled racing outboard powerhead and a Norton gearbox in a rather long motorcycle chassis, ridden by the late Kim Newcombe in the early 1970s. Newcombe and wife Janeen went to Europe in 1969; he worked at König and developed the idea of putting the engine in a bike. Have a look at the heartbreaking 2006 film Love, Speed, and Loss. Newcombe was able to give 500-class-dominating MV and Giacomo Agostini real competition, some of the first glimmerings that two-strokes could succeed in the 500 class. Our appreciated engineering scholar Basil presents the concept of “the in-line boxer” (q.v.) which avoids the problem of rod offset in a 180-degree flat twin by having three crankpins. The center one carries a single con-rod linked to one piston, while two other crankpins at 180 degrees to the first carry two con-rods linked to the other piston. This places both pistons in the same plane. Longtime BMW riders will remember that, as the original 500 flat twin was enlarged in steps to its present 1,250cc size, its oscillation around a vertical axis through the crankcase (known to me as “BMW buzz”) increased with growing piston weight to the point that the makers now provide a balancer to cancel it. Erica writes to say that the Bavarian flat twin “feels like riding a tractor.” My chemist friend who values his BMW as a platform for mind-clearing revels in his BMW’s “steadiness,” and was clearly sincere when he said to me, “I just can’t understand why anyone would want any other make of motorcycle.” But Erica clearly does, and sales of such things as blazing 600 sportbike fours revving to 16,000 rpm were lively for years. To each his or her own. Ed wants us to remember rotary engines, but doesn’t say whether he means Wankel rotary-piston engines or the World War I aircraft rotary radials whose crankcase and cylinders whirled around while their crankshafts were stationary, bolted to the firewall. Why such craziness? Two reasons: First, the whirling engine was its own flywheel; second, cylinder heads whirling about at 200 or more feet per second could still be well-cooled even though early-war aircraft barely had any airspeed at all, putt-putting along at 60 mph. Saddle Burns writes to remind us that there’s a difference between low center of mass (useful on heavy tour bikes because they try less hard to fall over at stoplights) and mass centralization. Erik Buell had fancy mass properties rigs in his factory to make sure that his bikes could change direction quickly. The analogy is between a 24-pound ladder, 8 feet long, and a 24-pound cannonball, just under 6 inches in diameter. The cannonball has excellent mass centralization! Reader keechmabreeks would have liked to see mention of Douglas motorcycles, which were twins with one air-cooled cylinder forward and the other backward. And there they were, in the last paragraph of my “flat motors” article. Douglas oriented the cylinders of its flat twin front to back. (Gérard Delafond / Wikimedia Commons/)A parting shot from RZ500 calls attention to video of a Short Brothers Stirling bomber, its quartet of Hercules sleeve-valve 14-cylinder radials visibly smoking on takeoff as it drags a troop-carrying invasion glider into the air. Only a part of that smoke came from lube oil: to increase engine power for takeoff, the fuel mixture was enriched 20–30 percent as a means of limiting flame temperature and avoiding detonation (an abnormal and destructive form of combustion) while on high supercharger boost. That extra fuel released the black free carbon you see in the exhaust. You’ll see the same for any of the other great air-cooled radials, roaring and laboring down the runway on takeoff power. It was similar for air-cooled motorcycle engines, especially in racing. Engines were run one or two sizes rich. Why? Tuners had discovered that although best-power jetting made the first three laps really fast, jetting rich (more fuel in relation to air in the mixture) could lessen the slow-down that resulted from overheating. Fuel-cooled. The variety of these reader responses gives assurance that none of us ever need be bored, and for that we should all be thankful. Source

The 2022 Grom adds more than new colors. An extra gear, a new oil filter, and bigger tank are part of the changes. (Honda/)This is the land of $100,000 pickup trucks with bed rails that come to your eyebrows. Of Big Macs and bigger gulps. Of superhighways and megayachts. Where the word “small” might as well have four letters. Despite this, Honda has built an empire by selling Americans an armada of tiny motorcycles. None of it makes any sense. How could a nation with Manifest Destiny tattooed on its eyelids fall in love with any machine with less horsepower than your lawnmower? But Honda has sold around 10,000 Groms per year in the US since the tiny bike bowed in 2014. A higher 10.0:1 compression ratio and longer stroke help add power down low while maintaining the Grom’s excellent fuel economy. (Beth Bowman/)That makes it one of the best-selling motorcycles in America. And this year, Honda debuted the bike’s first real mechanical refresh. The 2022 Grom has a new higher-compression 124cc engine, jumping from 9.3:1 to 10.0:1. It’s good for a dazzling 9.7 hp and 7.7 pound-feet of torque. Engineers decreased the bore and increased the stroke for more grunt lower in the rev range without dinging the bike’s baffling 155-mpg estimated fuel economy. And the engine comes with a removable oil filter for the first time (earlier models made do with an oil spinner). The transmission is now a wide-ratio five-speed, replacing the old four-speed. All right, but none of that explains the draw, how a machine with a cylinder smaller than a coffee cup could woo us all and find a home in the hearts of longtime and first-time riders alike. Part of the charm is the bike’s complete lack of ego. It has exactly nothing to prove, leaving tired superlatives like “fastest” and “most powerful” to other idiots. Its new, wider seat is low and comfy. The bars are tall, so the rider sits upright. Everyone wants to throw a leg over it. And they can; the physical barrier to entry is lower than a ten-speed bicycle, which explains why Honda says 30 percent of Grom buyers are new riders. This thing is a riding gateway drug. SP trim nets you gold fork legs, wheels, and calipers, plus the red, white, and blue livery. (Honda/)For the rest of us, it feels like those machines we knew as kids. The Z50s and XR50s. Spend five seconds behind the bars, and you’re high on that same illicit thrill you got blitzing through your neighbor’s backyard just before dark. That little voice, long dormant, begins whispering in your ear again. “You can take this anywhere.” We spent a few hours ripping around the hills near Barber Motorsport Park in Leeds, Alabama, a handful of grown men laughing like jackals as we clung to our momentum through each corner, drafting each other on the exit in a desperate press for 65 mph. It’s hard to ride the thing without hearing the Wicked Witch’s theme in your ears. When was the last time you blitzed past a cop at wide-open throttle and he didn’t even bother to look up? (Honda/)At a claimed 227 pounds for the non-ABS model, it weighs next to nothing. Seems like you could pick it up and put it in your pocket. That combination of low mass and low power makes the Grom friendly for beginners and an accomplice for everyone else, turning otherwise level-headed riders into hooligans. But even at its most naughty, you’re never exceeding the speed limit. Cops look on and shake their heads, laughing. Like all good Hondas, the Grom’s engine is happiest when it’s screaming its head off. Claimed output numbers show peak torque comes on at 5,500 rpm, and peak horsepower comes along shortly after at 7,000 rpm, but the single is happy to pull all the way up to its 9,000 rpm fuel cutoff. Acceleration isn’t quick, but it’s more than enough to contend with modern traffic in town. The ’22 Grom now has a 38-tooth rear sprocket, up from the 34-tooth piece on earlier models, and it helps the bike get up to around 63 mph of its own accord. Tuck in behind a buddy, get a big downhill on your side, and you might be able to squeeze another 10 mph out of the bike. I promise you: 73 mph has never felt faster. Handsome? Sure. In a sentient vacuum kind of way. (Beth Bowman/)Riding with a group of Groms feels like Mario Kart made real. When you’re playing with single-digit horsepower, missing a shift can be the difference between keeping pace and watching your friends ride off into the sunset. Likewise, acing an apex can close a gap in a heartbeat, and skipping dessert at lunch might just put you at the head of the pack. There’s no massive swell of power to hide your sins, so you better ride tidy. The Grom turns every two-lane into your own GP course while never coming close to exceeding the speed limit, more fun per pound than anything else on two wheels. Nothing about the Grom is cutting edge, and that’s fine by us. (Beth Bowman/)An adorable 31mm inverted fork keeps the front end up while a single shock serves the rear. None of it is space-age stuff, but there’s so little mass to the machine that it doesn’t matter. Same with the brakes. A tiny two-pot caliper squeezes a 220mm disc up front, while a single-piston piece works a 190mm disc in the back. They wouldn’t look out of place on a golf cart, but they do the job of bringing the Grom down from top speed well enough. Base models start at $3,399, but I’m a sucker for a gold fork and wheels, so the SP trim gets my vote at $3,499. ABS will cost you another $100, plus a few pounds. Depressed? Bored? Take two and call us in the morning. (Beth Bowman/)That’s shockingly little money for the amount of joy the Grom brings to the world. Everywhere we rode onlookers were glad to see the little bikes, kids and adults waving or laughing. I’ve never seen anything like it. Maybe that’s what motorcycling has been missing all these years. Maybe that’s what Honda figured out early and never forgot: that bigger rarely means better. 2022 Honda Grom Specifications MSRP: $3,399 (base) Engine: SOHC, air-cooled single; 2 valves/cyl. Displacement: 124cc Bore x Stroke: 50.0 x 63.1mm Compression Ratio: 10.0:1 Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 9.7 hp @7000 rpm Claimed Torque: 7.7 lb.-ft. @ 5500 rpm Fuel System: PGM-FI Clutch: Wet Engine Management/Ignition: Electronic Frame: Steel mono-backbone Front Suspension: 31mm telescopic fork; 3.9 in. travel Rear Suspension: Single shock; 4.1 in. travel Front Brake: 2-piston caliper, 220mm disc Rear Brake: 1-piston caliper, 190mm disc Wheels, Front/Rear: 10-spoke cast wheels; 12 in. Tires, Front/Rear: 120/70-12 / 130/70-12 Rake/Trail: 25.0°/3.3 in. Wheelbase: 47.2 in. Ground Clearance: 7.0 in. Seat Height: 30.0 in. Fuel Capacity: 1.6 gal. Claimed Wet Weight: 227 lb. (non-ABS) Availability: Now Contact: powersports.honda.com Source

2021 Ducati Multistrada V4 S (Ducati/)Ups Engine update to spring-operated valves, plus the engine produces more powerDucati keeps the electronics coming with new radar systemLonger service intervalDucati-level quality standardsDowns No more desmoPriceyTired of tech? This model may have too much tech for someVerdict The Multistrada continues to meet the demands of a wide range of uses as a heavily revised, tech-laden adventure-tourer, arguably one of the most tech-rich on the market. This Ducati continues its engine’s developments with the drop of desmo for the conventional spring-valve configuration. 2021 Ducati Multistrada V4 S (Ducati/)Overview The Ducati Multistrada enters its fourth generation with some major changes for the 2021 model year, namely with the new V4 Granturismo engine. As the flagship adventure-tourer of the Ducati lineup, the Multistrada straddles the line of a dual terrain conqueror and practical, daily sport-tourer. Long-travel suspension, large 19-inch front wheel, and low-end response of the engine aids in the dirt, while new integrated navigation and cornering lights support the tour or daily use. Get your adventure gear ready. Updates for 2021 Ducati’s flagship adventure-tourer, the Multistrada faces the major change of replacing its well-known desmodromic valve engine with the conventional spring-operated valved V4 Granturismo engine. Other updates include a new double-sided swingarm, shorter wheelbase (now 61.7 inches), new cast-aluminum pyramid-shaped monocoque chassis (with reduced rake and trail), improved subframe, an integrated navigation system, and the industry’s first front and rear radar. 2021 Ducati Multistrada V4 S Sport (Ducati/)Pricing and Variants The base Multistrada starts at $19,995, followed by the $24,095 V4 S, and then the V4 S Sport at $26,095. The S variant offers two color options and two different wheels (alloy or spoked—pricing varies depending on color option and wheel type), cornering lights, vehicle hold control, Ducati Skyhook suspension, Ducati Quick Shift, 6.5-inch TFT display with Ducati Connect and full-map navigation system, and a full LED headlight. The V4 S Sport has the same electronics equipment as standard on the S, however, takes the package even further with model-specific livery, Akrapovič exhaust, and carbon front fender. Powertrain: Engine, Transmission, and Performance The Multistrada’s headlining change lies in the powerplant, now the V4 Granturismo engine. The Multistrada, and many Ducatis, are well-known for the desmodromic valve timing, but this swap has been made in order to increase the service interval (now 37,250 miles), meet Euro 5 standards, and ultimately be cost effective. Cycle World’s Italian correspondent Bruno dePrato considered this engine change a “very logical choice.” Ducati claims this engine will produce 170 hp at 10,500 rpm and 92.2 pound-feet at 8,750 rpm. When Motorcyclist reviewed the V4 S, test rider Adam Child reported: “On the road, fueling is perfect and the V4 is smooth and chilled. In the dedicated Urban riding mode [one of four available], it’s particularly easy and user-friendly to ride, while the new chassis has none of the top-heavy, intimidating feel of some adventure bikes. With the manually operated screen fully upright there is little wind noise, and comfort and ride quality are all-day excellent. In fact, with the BSD system watching your back and the ACC managing and monitoring the traffic in front, the Multi V4 S experience is super relaxed.” 2021 Ducati Multistrada V4 S (Ducati/)Handling In terms of handling, Motorcyclist’s Adam Child stated: “The V4 S does not turn like a ponderous, 536-pound adventure bike running on a 19-inch front tire either. Instead, steering is accurate and the bike deceptively nimble, even at speed, while refined cornering ABS and powerful Brembo Stylema front brakes are always on hand if you should dive in a little too hot.” Brakes And that transitions into brakes; the V4 stops with Brembo Stylema four-piston calipers with a 320mm (330mm for V4 S and V4 S Sport) front disc, 265mm rear disc, and three-level adjustable cornering ABS. As Adam stated, the brakes are powerful and the cornering ABS is refined. Fuel Economy and Real-World MPG Real-world miles-per-gallon figures are currently unavailable. 2021 Ducati Multistrada V4 S (Ducati/)Ergonomics: Comfort and Utility “The slim seat allows you to move freely whilst standing up, the high bars are more accommodating, the mirrors don’t get in the way of your arms, and there is lots of peg room for bulky boots,” Adam Child covered. If adjustments are needed to the handlebar position, that adjustment is easily made. Electronics When it comes to electronics, the Multi has a long free-flowing list that is worn as a badge of honor. This model’s IMU manages electronics such as the cornering ABS, wheelie control, traction control, and the S version’s cornering lights. The S also sees vehicle hold control, semi-active Ducati Skyhook suspension, and a new left-handlebar joystick to navigate through the menu on the adjustable 6.5-inch TFT unit (5-inch unit on base). A USB connector is also located in the tank compartment. The radar system is one of the newest technological components of the Multistrada and the manufacturer says this allows the use of Adaptive Cruise Control (ACC) and Blind Spot Detection (BSD). Warranty and Maintenance Coverage The Multistrada has a two-year unlimited-mileage warranty. Roadside assistance is also available within the Limited Warranty coverage period. Quality Ducati’s quality is second to none, and that is reflected in the continuous advancement of the Multistrada. The revised engine, chassis, and integrated tech continue to keep this rig at or very near the top of the adventure-touring segment food chain. 2021 Ducati Multistrada V4 S (Ducati/)2021 Ducati Multistrada V4 Claimed Specifications MSRP: $19,995–$26,095 Engine: 1,158cc, DOHC, liquid-cooled V-4; 16-valve Bore x Stroke: 83.0 x 53.5mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Fuel injection w/ 46mm throttle bodies Clutch: Wet, multiplate slipper clutch; hydraulic actuation Engine Management/Ignition: N/A Frame: Aluminum monocoque Front Suspension: 50mm USD fork, fully adjustable; 6.7 in. travel Rear Suspension: Marzocchi monoshock, fully adjustable; 7.1 in. travel Front Brake: Radial-mount 4-piston caliper, 330mm disc w/ cornering ABS Rear Brake: 2-piston caliper, 265mm disc w/ cornering ABS Wheels, Front/Rear: Alloy cast wheels (base/S/S Sport), alloy spoked (optional on S); 19 x 3.00 in. / 17 x 4.5 in. Tires, Front/Rear: Pirelli Scorpion Trail II; 120/70-19 / 170/60-17 Rake/Trail: 24.5°/4.0 in. Wheelbase: 61.7 in. Ground Clearance: 8.7 in. Seat Height: 33.1–33.9 in. Fuel Capacity: 5.8 gal. Dry Weight: 478 lb. (base/S Sport)/480 lb. (S) Contact: ducati.com Source

Yamaha did not lose the MT-07′s easy-to-like character in the updated 2021 model. (Jeff Allen/)The most impressive thing about Yamaha’s MT-07, now updated for 2021, is who’s been buying the prior versions. The MT has been one of Yamaha’s best-selling motorcycles in the US since it was introduced, as a FZ, in 2014, with a total of 25,000 sold. It’s been purchased by almost as many members of Generation Z as by boomers. And while 27 percent of the owners have just bought their first motorcycle when they picked up their MT-07, even more (36 percent) of them have been riding for more than 20 years. What is it about this machine that gives it such broad appeal? And has Yamaha sustained it with the new version? The appeal starts with the concept. According to Aaron Bast, senior product planner at Yamaha Motor Corporation, USA, the MT-07 has always been focused on delivering three things: easy sports excitement (defined by torque and agility), easygoing character, and smart value. The purchase price was perhaps the thing that most defined the first 07: It was introduced seven years ago at what was then a mind-blowing suggested retail of $6,990. Even the 2021 version, with its LED headlight, standard ABS braking, and other upgrades, has only gone up from that number by 10 percent, to $7,699. The Yamaha MT-07′s pricing has increased 10 percent in the seven year since it’s introduction. The 2021 MT-07 has a MSRP of $7,699. (Jeff Allen/)2021 Yamaha MT-07 Engine Details As engineers like to point out, it’s harder to build a really good inexpensive bike than a high-priced, high-performance superbike. From the beginning, Yamaha was focused on keeping the MT-07′s design simple, doing only what added value and nothing else. Take the 07 engine: It’s a 689cc twin-cylinder in the same family as the three-cylinder MT-09 engine; the two share a four-valve combustion chamber, a valvetrain design, and their general layout. But the MT-07 goes for a proportionally longer stroke, with valve timing that even further emphasizes midrange over high-rpm power. This engine is the product of a company that never gave up on the parallel twin, a company that reinvigorated the configuration with a 270-degree crankshaft that gave it the firing order and much of the feel of a 90-degree V-twin. It’s an engine whose mild tuning has allowed Yamaha to continue to use, even in 2021, standard rider-controlled throttle bodies rather than more expensive throttle-by-wire. Yamaha’s plucky CP2 engine gets updates to conform to Euro 5 regulations. (Jeff Allen/)The engine changes for 2021 are focused on what had to be done to meet Euro 5 regulations, including a new intake system with shorter intake runners, a redesigned exhaust with the catalytic converter moved forward for quicker warm-up, and a couple other minor changes for rideability and durability. The exhaust-valve seats are made of an alloy with higher cobalt content to handle the higher heat brought by the Euro 5-compliant calibration, and the dog spacing on second and third gear has been tightened by about 5 percent for less drivetrain lash. The new valve seats also allow the valve check interval to be moved out to 26,600 miles. When we dynoed the 2021 machine, we found that the power and torque were very similar to past years, with a peak of 67 hp and 42 pound-feet. Short gearing and a flat torque curve ensures the MT-07′s hooligan character remains intact. (Jeff Allen/)How Does the 2021 Yamaha MT-07 Ride? Riding the 2021 reassured us that the bike’s hooligan character remains unchanged. With relatively short gearing and a torque curve that stays above 40 pound-feet from 3,500 to 8,800 rpm, the MT-07 rockets away from traffic lights. It’s a machine that feels strong anytime 4,000 shows on the tach; a machine that you can ride like a supersport, keeping the rpm high, or relax a little and let the torque pull you along with less engine speed. The twin-cylinder feels relaxed on the freeway, only starting to get a little buzzy if the speed is pushed above 80 mph in sixth gear. It’s a 407-pound bike that feels much lighter. Some of that is because the 2021 got a handlebar that’s 1.3 inches wider and is positioned about half an inch higher and closer to the rider, for a slightly more upright riding position and more steering leverage. The MT feels like you can place it anywhere on the road at any time. It’s quick and responsive and agile, a motorcycle that will make any rider feel as if his skills have improved just by hopping on. You can place the MT-07 anywhere you want it on the road with ease. (Jeff Allen/)The front brakes are also noticeably more powerful, as the front discs have grown to 298mm (up 16mm from prior years), and ABS is standard on all US 07s. There are still limits to what $7,700 will buy you, and the MT hasn’t gained any of the sophisticated traction control, lift control, or cornering ABS of its 900cc stablemate. Neither has it received the inertial measurement unit (IMU) that would enable those systems to function. But the discs are now round rather than wave-rotor shaped, and the standard ABS system prevents wheels from locking and kept the rear wheel on the ground during the few stops that were hard enough to engage the front ABS. The front brake rotors have increased in size to 298mm and are round rather than wave or petal shaped. (Jeff Allen/)The LED headlight, though, is cosmetically similar to the MT-09′s projector unit, and is one of the more controversial styling features of the 2021 MTs. It’s a clever headlight, with its low beam controlled by two projector lenses and the high-beam shaped through an internal reflector and the big front lens. The compact headlight allows the entire front of the bike to be pulled closer to the fork, a compact look that Yamaha stylists very much wanted. Not everyone is prepared for the stark modernity of the small headlight. But no one will complain that the headlight is brighter or has a better beam pattern, just as no one will dislike the more compact LED turn signals the new 07 has received, or the two LED running lights that bracket the headlight. Similarly, the 07 foregoes the full-color TFT dash of the 09, but gets a revised cluster of its own with white numerals and bars on a black background. It has an analog tach gauge, a digital speedometer, a bar graph for fuel level, and a gear indicator. The tripmeter can be set with controls on the left-hand switch cluster. 2021 Yamaha MT-07 Chassis Details Much of the chassis remains unchanged. The tubular steel chassis is dimensionally similar, and the Kayaba rear shock and 41mm Kayaba standard front fork return; the shock is still stroked directly by the swingarm, without a linkage. This is certainly one of the things that helps Yamaha meet its value target. And very occasionally, say when riding over sharp-edged bumps, you might wish for a more sophisticated suspension system. But generally, the MT’s suspension just works, and it won’t leave you worrying about whether you have set it up correctly. Only the shock offers choices, with preload and rebound damping adjustments available. The MT-07′s shock is adjustable for preload and rebound; the fork is non-adjustable. (Jeff Allen/)A lot of the MT-07 is like that: The specifications may be a little disappointing if you’re looking for the newest and the latest with all the clicks and contrivances. But the bike is so much fun to ride and its engine is so charismatic that you find yourself not caring. Yamaha’s new YZF-R7 sportbike, built around this same basic engine, gets a dual-acting slipper clutch, for example. But on initially riding the new MT, we weren’t even sure whether it had a slipper clutch or not, even when downshifting under hard braking in an attempt to get the rear wheel to hop or disobey, only to find it stayed resolutely in line. The answer: It doesn’t have a slipper, and it doesn’t really need one. The MT-07 feels new but still familiar as the good-times machine it has always been. (Jeff Allen/)As many, many motorcyclists have found, Yamaha has reduced the motorcycle to its sporting core in the MT-07 by giving you the things that you really need, the things that reward you, and then stripping almost everything else away. It’s a brilliant job of engineering editing. For 2021, the Tuning Fork engineers have changed enough to make the MT seem new while keeping everything that has made a broad array of motorcyclists happy before. Bravo. 2021 Yamaha MT-07 Specifications MSRP: $7,699 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 689cc Bore x Stroke: 80.0 x 68.6mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 67 hp @ 8,700 rpm Cycle World Measured Torque: 46.3 lb.-ft. @ 6,250 rpm Fuel System: Fuel injection Clutch: Wet, multiplate; cable actuated Frame: Tubular steel double backbone Front Suspension: KYB 41mm right-side-up fork; 5.1 in. travel Rear Suspension: KYB shock, preload and rebound damping adjustable; 5.1 in. travel Front Brake: Advics 4-piston calipers, dual 298mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 245mm single disc w/ ABS Wheels: Cast aluminum Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 24.8°/3.5 in. Wheelbase: 55.1 in. Ground Clearance: 5.5 in. Seat Height: 31.7 in. Fuel Capacity: 3.7 gal. Cycle World Measured Wet Weight: 407 lb. Availability: Now Contact: yamahamotorsports.com Source

2021 Yamaha WR250F (Yamaha/)Ups Very little clutch use required thanks to well-spaced gear ratios and sufficient roll-on powerHighly praised stock suspension is softer than the YZ250F, but maintains plenty of bottoming resistanceLower gears are useful when navigating technical terrain; second gear in particular has good low-speed capability and can pull longer than expectedDowns Engine is difficult to start when in gearAdjustments to the ergonomics are preferredNo stock hand guardsVerdict When you pull DNA from the top-of-the-class YZ250F, there aren’t many downsides. The WR250F is a capable four-stroke enduro with plenty of power, suspension comfort, and handling capability for great trail riding. 2021 Yamaha WR250F (Yamaha/)Overview The 2021 Yamaha WR250F is based on the YZ250F motocross platform, but with an enduro, trail-focused spin. It differs from the YZ-F by including a skid plate, 18-inch rear wheel, 2.2-gallon fuel tank, radiator fan, sealed O-ring chain, enduro meter, steel rear sprocket, different ECU tuning, spark-arrestor-equipped muffler, a headlight, taillight, and kickstand. The combination of these qualities make the quarter-liter WR-F ready and willing to tackle technical trails. Updates for 2021 Seeing as the 250 enduro received several updates last year, the only changes seen are in its appearance, namely in the form of a blue headlight, blue side number plates, black fork guards, and new graphics. Pricing and Variants At $8,599, the WR250F is $300 more than the bLU cRU’s motocrosser of the same displacement. Powertrain: Engine, Transmission, and Performance Accelerating the WR250F up and down trails is a 250cc liquid-cooled four-stroke engine. In order to make it suitable for enduro-style riding, it is equipped with a spark-arrestor-type muffler approved by the Forestry Service and unique ECU tuning. Other than that, the engine is the same as its off-road model counterpart, the YZ250FX. In his review on Dirt Rider, Allan Brown noted that the engine runs very well, but its muffler does decrease power output, making it produce 1.7 and 2.9 hp lower than the YZ250FX and YZ250F, respectively. When this enduro-focused machine was put on the in-house Cycle World dyno the result was 36.1 hp at 12,000 rpm and 17.9 pound-feet of torque at 8,100 rpm at the rear wheel. First and second gears of its six-speed gearbox are particularly useful, Brown writes, because when in second gear throttle response was not lost at crawling speeds and that gear could be used longer than expected. This made for reduced shifting in low-speed, technical trail sections. Fourth, fifth, and sixth have a little more of a noticeable gap on the wide-ratio gearbox. Brown continues, “The 2021 WR250F engine has received a clutch basket update for durability, and the overall performance remains very good. Even though the engine is slightly restricted, clutch fade is almost nonexistent due to good gear ratios and sufficient roll-on power to make abuse of the clutch unnecessary.” 2021 Yamaha WR250F (Yamaha/)Handling In short, the WR250F is very comfortable to ride. Its highly praised KYB Speed Sensitive System (SSS) coil-spring-type fork and KYB shock have different valving and spring rates specific for enduro, and have a softer feeling compared to the motocross version, but offer plenty of bottoming resistance. Suspension travel is listed at 12.2 inches (front) and 12.5 inches (rear). Because suspension is softer, Brown reports that it helps the bike “corner well without losing any of the Yamaha trademark stability.” “Straight off the showroom floor,” he said, “I was able to ride the WR250F to 90 percent of my comfort zone and enjoy every minute of it.” Brakes With a front Nissin two-piston caliper, 270mm disc and rear Nissin single-piston caliper, 245mm disc, the WR-F has a 5mm larger rear disc than the YZ250F, which we reported had plenty of stopping power, but its brakes were not as strong as the KTM 250 SX-F’s and Husqvarna FC 250′s Brembos. Still, the WR250F’s Nissin brakes are some of the most progressive on the market. 2021 Yamaha WR250F (Yamaha/)Fuel Economy and Real-World MPG While miles per gallon is currently unlisted, the WR250F has a 2.2-gallon fuel tank which is 0.6 gallon larger than the YZ250F motocrosser. This tank size fits within the confines of the bodywork without any unusual protrusions. Ergonomics: Comfort and Utility Test rider Brown would prefer a slightly taller seat for the WR250F, but the aftermarket is a great source for those types of modifications. Riders taller than 6 feet would also consider repositioning the handlebar in order to open up the cockpit. Being an enduro machine, we would have also liked to see hand guards come stock. 2021 Yamaha WR250F (Yamaha/)Electronics The WR250F features electronics such as an electric starter, headlight, taillight, and an enduro meter that lists two tripmeters, and a race mode that features an average speed display and timer. Warranty and Maintenance Coverage The 2021 WR250F comes with a 30-day limited factory warranty. Quality With YZ250F DNA coursing through this enduro-tuned 250cc liquid-cooled four-stroke machine, the WR250F provides usable power for technical riding. Many trail riding features are stock, but patrol the aftermarket for a taller seat and hand guards. 2021 Yamaha WR250F (Yamaha/)2021 Yamaha WR250F Claimed Specifications MSRP: $8,599 Engine: 250cc, DOHC, liquid-cooled, single-cylinder four-stroke Bore x Stroke: 77.0 x 53.6mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Mikuni fuel injection w/ 44mm throttle body Clutch: Wet, multiplate Engine Management/Ignition: N/A Frame: Aluminum bilateral beam Front Suspension: KYB Speed-Sensitive System (SSS) coil-spring fork, compression and rebound damping adjustable; 12.2 in. travel Rear Suspension: KYB shock, spring preload, high-/low-speed compression and rebound damping adjustable; 12.5 in. travel Front Brake: Nissin 2-piston caliper, 270mm disc Rear Brake: Nissin 1-piston caliper, 245mm disc Wheels, Front/Rear: Spoked wheels; 21 in. / 18 in. Tires, Front/Rear: Dunlop MX3S; 80/100-21 / 110/100-18 Rake/Trail: 27.2°/4.6 in. Wheelbase: 58.3 in. Ground Clearance: 12.6 in. Seat Height: 37.6 in. Fuel Capacity: 2.2 gal. Wet Weight: 254 lb. Contact: yamaha-motor.com Cycle World Tested Specifications Seat Height: 37.6 in. Wet Weight: 254 lb. Rear-Wheel Horsepower: 36.1 hp @ 12,000 rpm Rear-Wheel Torque: 17.9 lb.-ft. @ 8,100 rpm Source

2021 Yamaha YZ250FX (Yamaha/)Ups The 250cc four-stroke engine excels at midrange torque and even nips at the heels of 350cc enginesFree Power Tuner app expands the engine’s versatilityWell-balanced handlingConfidence-inspiring suspensionDowns Slightly wide compared to competitionPocketed seat limits rider maneuverability when sittingHas difficulty starting in gearVerdict Although it may feel wider and also place the rider further back in its seat, the Yamaha YZ250FX provides a confidence-inspiring suspension package and manageable power for a ride that has the capability to conquer the off-road terrain and its competition. 2021 Yamaha YZ250FX (Yamaha/)Overview The Yamaha YZ250FX is the cross-country version of the YZ250F. It is designed with Grand National Cross Country (GNCC) and Hare Scramble races in mind with its six-speed transmission, 2.2-gallon fuel tank, 18-inch rear wheel, and skid plate. The front-intake, rear-exhaust engine design is what Dirt Rider’s Allan Brown says helps make the bike so powerful by 250F standards and contributes to it being a very versatile bike in stock trim. Updates for 2021 For 2021, the YZ250FX sees no mechanical changes after being heavily updated the year prior. However, it does have an aesthetic change with different number plate and fork guard colors. Pricing and Variants The YZ250FX is available in Team Yamaha Blue for an MSRP of $8,499. Powertrain: Engine, Transmission, and Performance The FX powers across GNCC-style terrain via its 250cc liquid-cooled four-stroke single-cylinder engine. Test rider Brown said that this engine, which is based on the YZ250F motocross model, has “amazingly broad power and strong durability,” and is even considered to be just about flawless, and it could compete with larger-displacement models such as the Husqvarna FX 350. When put on our in-house dyno, this single sent 37.8 hp at 12,200 rpm and 18.3 pound-feet of torque at 8,400 rpm to the rear wheel. One complaint Brown had was that the 250 has difficulty starting, especially in gear, but an upgrade to the battery and keeping the clutch cable snug are two solutions he recommends. 2021 Yamaha YZ250FX (Yamaha/)Handling Like the carryover of the engine, the FX plucks the chassis from the F model as well. Brown reports, “The bike’s broad, easy-to-use engine power, good stock suspension settings, and equal balance of stability and cornering make it very easy to get comfortable on.” Suspension components include a fully adjustable 48mm KYB Speed Sensitive System (SSS) coil-spring-type fork and fully adjustable KYB shock. Suspension is confidence-inspiring with its proficiency at tackling a variety of technical trails and higher-speed terrain, and offers adjustability useful to riders of varying weights and skill levels. Brakes Front brake feel from the Nissin two-piston caliper/270mm disc combo is reported to be the most progressive in the market, Brown stated. Some might love that and others might not—that choice comes down to personal preference. A Nissin one-piston caliper and 245mm disc serves as stopping power out back. 2021 Yamaha YZ250FX (Yamaha/)Fuel Economy and Real-World MPG Fuel economy numbers are not listed by the manufacturer. Fuel capacity is listed at 2.2 gallons. Ergonomics: Comfort and Utility Ergonomics are easily identifiable as Yamaha with a “distinguishable handlebar bend and noticeable pocketed seating position.” This pocketed seating position is a small complaint Brown has, as it makes the rider slide back easily. 2021 Yamaha YZ250FX (Yamaha/)Electronics One of the more notable tech features is the bike’s compatibility with the Yamaha Power Tuner app, which allows the rider to make fueling and ignition timing changes via the smartphone app. Additionally, a handlebar-mounted switch makes preselected engine map swaps a cinch. Powering on the bike is simple with the electric start button. Warranty and Maintenance Coverage The FX comes with a 30-day limited factory warranty. Quality Some gripes about starting in gear and seating position when riding, but overall our test riders place this bike among the top 250F off-road competition models due to its quality suspension and powerful engine. 2021 Yamaha YZ250FX (Yamaha/)2021 Yamaha YZ250FX Claimed Specifications MSRP: $8,499 Engine: 250cc, DOHC, liquid-cooled, single-cylinder four-stroke Bore x Stroke: 77.0 x 53.6mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Mikuni fuel injection w/ 43mm throttle body Clutch: Wet, multiplate Engine Management/Ignition: N/A Frame: Aluminum bilateral beam Front Suspension: KYB Speed Sensitive System (SSS) coil-spring fork, compression and rebound damping adjustable; 12.2 in. travel Rear Suspension: KYB shock, spring preload, high-/low-speed compression damping, and rebound damping adjustable; 12.5 in. travel Front Brake: Nissin 2-piston caliper, 270mm disc Rear Brake: Nissin 1-piston caliper, 245mm disc Wheels, Front/Rear: 21 in. / 18 in. Tires, Front/Rear: Dunlop MX3S; 80/100-21 / 110/100-18 Rake/Trail: 27.2°/4.6 in. Wheelbase: 58.3 in. Ground Clearance: 12.6 in. Seat Height: 37.6 in. Fuel Capacity: 2.2 gal. Wet Weight: 245 lb. Contact: yamaha-motor.com Cycle World Tested Specifications Seat Height: 37.7 in. Wet Weight: 246 lb. Rear-Wheel Horsepower: 37.8 hp @ 12,200 rpm Rear-Wheel Torque: 18.3 lb.-ft. @ 8,400 rpm Source

2021 Suzuki RM-Z450 (Suzuki/)Ups Cheaper MSRP compared to others in its classExcels in corneringNew MX-Tuner 2.0 offers engine-character adjustabilityDowns No electric startShowa 49mm fork is good, but is held back by the Showa Balance Free Rear Cushion (BFRC) shockHeavier than the competition in both feel and actual weightVerdict Although it hasn’t seen a major overhaul in recent years, the RM-Z450 is fun to ride and is less expensive than its competitors. 2021 Suzuki RM-Z450 (Mason Owens/)Overview The 2021 Suzuki RM-Z450 is the Japanese manufacturer’s one and only 450cc dirt bike. In last year’s Dirt Rider shootout, staff determined that the RM-Z450 was “a good motocross bike in a segment filled with greats.” Noticing the RM-Z’s potential, Dirt Rider improved its power and suspension with aftermarket products in its 2021 Suzuki RM-Z450 Project Bike build in order to make the good bike even better. It’s a bargain at $8,999, which gives some room for improvements, especially if the end user plans on racing. Otherwise, the ideal demographic of the stock trim version are casual trail riders, vets, or even mom/dad going on the occasional weekend trip with their kids. Updates for 2021 The bodywork’s graphics are new, but no mechanical updates for the 2021 engine. There is, however, engine tunability with the MX-Tuner 2.0 system and smartphone app. This app allows the user to change fuel delivery and ignition system settings. Pricing and Variants At $8,999, the full-size Suzuki motocrosser sits well below the $9,399 MSRP of the Kawasaki KX450 and Yamaha YZ450F, which are the lower-priced models in the competitive 450 class. Powertrain: Engine, Transmission, and Performance The 449cc liquid-cooled four-stroke engine continues to power the 2021 RM-Z450. As mentioned, the powerplant is tunable with the help of the MX-Tuner 2.0 app where EFI can be adjusted via four preprogrammed maps and custom fuel and ignition maps can be built. Upon review, Dirt Rider observed that the bike is heavier than its competition both in its measured 250-pound weight and hefty feel on the track, the latter of which is attributed to its heavy engine character. Luckily, the MX-Tuner app helps lighten these engine characteristics. Prior to playing with the engine maps, it ran on our in-house dyno where it produced 50.2 hp at 8,800 rpm and 33.2 pound-feet of torque at 7,600 rpm at the rear wheel. Compared to others of its class this is not a “fire-breather” as test rider Allan Brown put it, but it makes good torque that “is responsive enough off the bottom, and revs just high enough to not feel flat.” Shifting through the five-speed transmission is reported to be smooth and clutch fade is minimal. 2021 Suzuki RM-Z450 (Mason Owens/)Handling This 450 motocrosser’s chassis provides excellent cornering, and overall handling is “decent despite its rigid feeling,” Brown says, but this stiffness does result in decreased comfort. The RM-Z450 features a Showa 49mm twin-chamber coil-spring fork and Showa Balance Free Rear Cushion (BFRC) shock, both of which have remained largely unchanged since they debuted on the bike in 2018. The shock specifically is what needs an update most. Test rider Brown wrote that if this motocrosser is used more casually it will probably do, but more aggressive riding or racing requires modifications. Because the chassis is so rigid, the rider is inclined to soften the suspension. However, softening the settings causes pitching which was resolved when Brown nearly fully closed the compression and rebound adjusters and also set the sag close to 100mm. The resulting high rear-end stance, however, did add some harshness to the fork. Brakes Braking is done with a Nissin two-piston caliper and 270mm wave-style front rotor and Nissin single-piston caliper and 240mm rear rotor. The same caliper size and disc diameter is seen on the Yamaha YZ450F. Fuel Economy and Real-World MPG No real-world miles-per-gallon figures, but the RM-Z’s 1.7-gallon fuel tank is the same size as the Honda CRF450R, 0.1 gallon less than the Austrian competition, and 0.1 gallon larger than its Team Green and bLU cRU competitors. Ergonomics: Comfort and Utility The cockpit feels a bit smaller than other bikes in its class and is fine for riders 6-foot and under, but taller than that and the rider may want to look at a taller handlebar or lower footpegs. 2021 Suzuki RM-Z450 (Mason Owens/)Electronics While it has EFI and new MX-Tuner 2.0 connectivity, one downfall is that there is no electric start. Other electronics include Suzuki Holeshot Assist Control (S-HAC) and a traction management system. Warranty and Maintenance Coverage No warranty is available. Quality Although its suspension needs attention and its measured weight is heavier than the competition, the RM-Z is still fun because it corners well and has usable, now easily tunable, power. 2021 Suzuki RM-Z450 (Suzuki/)2021 Suzuki RM-Z450 Claimed Specifications MSRP: $8,999 Engine: 449cc, DOHC, liquid-cooled single-cylinder four-stroke Bore x Stroke: 96.0 x 62.1mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Electronic fuel injection w/ 44mm throttle body Clutch: Wet, multiplate; cable operation Engine Management/Ignition: N/A Frame: Twin-spar aluminum Front Suspension: Showa 49mm coil-spring fork, compression and rebound damping adjustable; 12.0 in. travel Rear Suspension: Showa Balance Free Rear Cushion (BFRC) shock, spring preload, compression damping, and rebound damping adjustable; 12.3 in. travel Front Brake: Nissin 2-piston caliper, 270mm disc Rear Brake: Nissin 1-piston caliper, 240mm disc Wheels, Front/Rear: Spoked wheels w/ black anodized rims; 21 in. / 19 in. Tires, Front/Rear: Bridgestone Battlecross X30; 80/100-21 / 110/90-19 Rake/Trail: 27.8°/4.7 in. Wheelbase: 58.3 in. Ground Clearance: 13.0 in. Seat Height: 37.8 in. Fuel Capacity: 1.7 gal. Wet Weight: 247 lb. Contact: suzukicycles.com Cycle World Tested Specifications Seat Height: 37.5 in. Wet Weight: 250 lb. Rear-Wheel Horsepower: 50.2 hp @ 8,800 rpm Rear-Wheel Torque: 33.2 lb.-ft. @ 7,600 rpm Source

2021 Suzuki DR-Z400SM (Suzuki/)Ups Simple and reliable single-cylinder engineEasy to rideRetro vibesAffordable price tagMirrors provide a great look behind the rider and offer plenty of adjustabilityWith its long run on the market there are plenty of accessories availableDowns Retro lighting and dash in an advanced-tech worldFootpegs provide not a whole lot of real estateMaster cylinder needs to push more fluid through to the hydraulic brakes to enhance stopping powerVerdict Retro from the overall design to the speedometer cable making its way to the front wheel, the DR-Z400SM provides some old-school charm for those looking for entertainment on a street-legal supermoto. Overview Since its production in the early 2000s, the Suzuki DR-Z400SM has been bringing fun to the pavement as Suzuki’s supermoto spinoff of the DR-Z400 dual sport. Its reasonable price in the market, tried-and-true engine, and flickable characteristics make it an attractive offering in the supermoto realm. Its street legality makes the world your go-kart track. Updates for 2021 The DR-Z400SM flaunts different graphics as well as a black colorway that replaces last year’s gray one. It also sees a $100 price hike from the previous year. Pricing and Variants Suzuki’s supermoto has an MSRP of $7,499 which is more than a few thousand dollars cheaper than KTM’s returning 450 SMR and Husqvarna’s FS 450 (both $11,299) competition-only models. Kawasaki’s new KLX300SM, however, has a cheaper retail price of $5,999. Powertrain: Engine, Transmission, and Performance The DR-Z400SM is powered by a carbureted 398cc DOHC liquid-cooled single. Yes, carbureted. This helps Suzuki pass emissions and sound regulations and contributes to an overall smooth-running engine. A couple of years ago we ran the DR-Z400S dual sport on our in-house dyno where it delivered 32.4 hp at 8,400 rpm and 24.6 pound-feet of torque at 5,900 rpm, so similar numbers can be expected with the SM’s single. “It definitely has some zip in the lower gears…and a top speed of around 93 mph,” Motorcyclist’s Adam Waheed recounts in his MC Commute. The clutch does not require a heavy grasp, making it friendly for novice riders. 2021 Suzuki DR-Z400SM (Suzuki/)Handling “It is very light, very maneuverable, very easy to put where you want. You definitely feel some of the big bumps through the suspension, but in all the other smaller stuff the suspension goes over the bumps fairly well,” Adam Waheed stated. The 49mm inverted Showa fork is sourced from the old RM250, and the swingarm and rear Showa shock is pulled from the RM-Z. One unique element of the SM is that it has tubed tires, the reason other manufacturers might forgo the tubed tire option is that there is less reciprocating mass and less weight at the wheels. Tubed tires do have their advantages in that if the dreaded flat does occur, a simple tube swap is all that is needed to go about your business. Brakes Stopping the bike are hydraulic disc brakes, front and rear. The front brake has enough power to slow down the bike, but the master cylinder doesn’t have the power to push fluid through it and requires a firmer grasp at the lever to really slow the bike down, Waheed said. The brake lever and brake pedal are both adjustable. ABS is not equipped on this machine. Fuel Economy and Real-World MPG The 2.6-gallon fuel tank (2.5 gallons for California) is large compared to the KTM 450 SMR’s 1.9-gallon fuel tank, for example. Miles-per-gallon figures are currently unavailable. Ergonomics: Comfort and Utility When Waheed rode the bike, he stated, “When sitting on the bike it feels like a dirt bike. That’s because it is a dirt bike.” He loved the slimness as well as the Renthal Fatbar with its upward bend that results in a commanding stance. One main complaint Adam fielded was with the small footpegs. A little more room would provide more of a base to stand up on. The 35-inch seat height may also be somewhat intimidating to newer riders, but it is slightly lower than the DR-Z400 dual sport’s 36.8 inches. Electronics Following suit of its retro vibe, the bike offers rider aids and tech that are kept to a minimum. No ABS, no LED lights, no fancy gauge. The speedometer can be calibrated to varying tire circumferences if a swap is made, which is a nifty feature. Sometimes the bare essentials are all you need to have fun. Warranty and Maintenance Coverage This supermoto has a one-year unlimited-mileage warranty. Quality Some may be looking for a fully up-to-date supermoto, but the charm of the Suzuki DR-Z400SM is its retro looks, reliable engine, and street-legal fun. 2021 Suzuki DR-Z400SM (Suzuki/)2021 Suzuki DR-Z400SM Claimed Specifications MSRP: $7,499 Engine: 398cc, DOHC, liquid-cooled single; 4-valve Bore x Stroke: 90.0 x 62.6mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Mikuni BSR36 carburetor Clutch: Wet, multiplate; cable operation Engine Management/Ignition: N/A/Electronic ignition (CDI) Frame: Steel Front Suspension: 49mm inverted Showa fork, compression and rebound damping adjustable; 10.2 in. travel Rear Suspension: Hydraulic Showa shock, fully adjustable; 10.9 in. travel Front Brake: Axial-mount 2-piston caliper, floating 300mm disc Rear Brake: 1-piston caliper, 240mm disc Wheels, Front/Rear: Die-cast aluminum; 17 x 3.5 in. / 17 x 4.5 in. Tires, Front/Rear: Dunlop Sportmax D208; 120/70-17 / 140/70-17 Rake/Trail: 26.2°/3.7 in. Wheelbase: 57.5 in. Ground Clearance: 10.2 in. Seat Height: 35.0 in. Fuel Capacity: 2.6 gal. Wet Weight: 322 lb. Contact: suzukicycles.com Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)Why do we ride motorcycles? Is motorcycling, as marketing people have so long insisted, just another leisure activity, like watching sports on TV or stargazing? Hmmmm, don’t know what to do with myself for the next couple of hours. Maybe I’ll cool down my photomultiplier tube and have a quick gander at Epsilon Aurigae. While it may be like that for a few riders, for most of us the motorcycle is not an elective time killer. It is a permanent state, a part of our lives. For most of those who take up riding, motorcycles become a permanent part of their lives. (Jeff Allen/)For some, the wind and the 360-degree view of the world provided by motorcycles remind us that life is not a video game. For others, it’s the practice of skills in an unforgiving environment. For still others, it’s the rush of acceleration and cornering. Although tolerance for motorcycles increased after the era of “You meet the nicest people,” there remains, especially in the case of parents, wide disapproval, fear, or outright prohibition. This, naturally, only increases the appeal of these machines to young people. As they seek to find their place among the many, the motorcycle becomes an instrument of resistance toward the humid smugness of a conforming majority: the <i>Rebel Without a Cause</i> aspect. When I bought my first motorcycle, a BSA Bantam hardly worthy of the name, I was told, “Well of course, you’ll have to sell it. Those things are just too dangerous.” Needless to say, I did not sell it, and I did get safely through the critical first six months. Young people are naturally drawn to activities that fight conformity, motorcycles fit that bill. (Jeff Allen/)Older self-styled experts assured me that the law of averages dictated the longer I rode, the more certain I was to be injured or killed. I knew that was stupid nonsense, otherwise no airline pilot could ever reach retirement age. The simple fact is that the more a rider rides, and the more flight hours a pilot accumulates, the more secure they become, thanks to their ever-increasing experience. The first reason to ride is that it looks like fun, and is. Would you rather be skiing or riding in the resort’s snow tractor? On skis, once you’ve acquired the basic skills, you are free to transmute height into velocity and back again, and you can play the powerful forces of turning against gravity. In the snow tractor, with the heater and CD player blasting, you’re just self-loading freight. Some riders I’ve known just got it from the beginning. They were the naturals whose existence former GP racer Mike Baldwin has always denied. (“Everything I know how to do on a motorcycle, I had to learn.”) One of the naturals was Bill Dutcher, who for years ran the Aspencade Rally. He has always declared, “A motorcycle is a motorcycle,” meaning that once you’ve attained some proficiency in one discipline, say, motocross, you will find the other disciplines, such as trials, roadracing, or enduro, to be closely related. He demonstrated over and over that he could ride anything, on or off-road. Another was Anthony Gobert, who seemed to jump on a bike and win races effortlessly, no thought or analysis required. Sitting on a hillside with him, overlooking the track at Laguna Seca, I asked him how he’d got his skills. “I didn’t,” he said. “I could just always ride a motorbike.” Gobert has not had an easy life since, but his riding ability was remarkable. For some others, learning the necessary skills was the first problem that really focused their interest. Nick Richichi took his Z1 Kawasaki streetbike to Loudon, crashed it, and painfully sprained a foot. To many, this would have been a disaster, but Richichi was delighted! “No cops, man! Go as fast as you want!” But he wanted more, to run with the really fast people, and he was persistent and methodical about learning how to excel. In the simplest of terms: Motorcycles are fun. Plain and simple. (Jeff Allen/)Can any of us admit, even a little bit, that the motorcycle can also be the elk’s antlers or the peacock’s plumage, attracting attention? (Cough, cough, chrome, cough.) Riding a motorcycle can drain life’s pond of distractions, revealing with clarity the bare bones. A BMW rider I knew was a chemist. When confronted with a problem he wasn’t able to solve in his office chair or by awakening at 4 a.m. in where-am-I confusion, he would just get on his bike and ride, heading out of town and onto some go-anywhere rural roads. Over a period of three hours, the concentration riding required would gradually push aside the mess in his mind and shake the problem down to essentials. A solution would appear. And it worked over and over. The motorcycle is also play, and play is rehearsal for life. When it has rained steadily for days and now the sun comes out, horses that have been standing in stalls are let out to pasture. They gallop, they leap straight in the air, they turn, kicking up clods of earth, and they lie down and roll. They are excited to be in the open. This is nature’s way of honing our survival skills: by making them enjoyable. How different is an office cubicle from that stall? A part of every one of us longs—needs!—to leap and gallop. On one of my trips to visit Continental Tire in Germany, my guide waved toward a glass-sided office building and said, “What you must understand about these salarymen is that they know too much about their future: when they can afford to marry, to own a car, how much their pensions will pay. Life is good, but a prison. So for them, the motorcycle is a door. They will never open the door to ride across Africa to Dakar, but it is there, quietly reassuring them. That is a freedom.” A motorcycle in the garage promises the ability to go anywhere, anytime. It is freedom. (Sebas Romero/)The motorcycle binds together freedom and responsibility. Manage the freedom or fall. That bargain stays with every rider. What happens to us during our first six months on a motorcycle? We either learn the alert vigilance of squirrels, mountain climbers, and combat soldiers, or we quit. I once visited a friend in the hospital after his third urban motorcycle crash. He gave this evidence against himself: “Every damn time, I’ve had the right of way.” There is no right of way for the motorcyclist. We alone can assure our own security. So many motorists just don’t see motorcycles at all, and others are barely conscious, texting. Constant alert vigilance is the only security. Just as the horse takes delight in running up and down, so we are refreshed by exercising this high state of awareness that is so underused in our daily lives. The motorcycle, product of human imagination, magnifies our own limited animal speed and strength. This power and expansion of being fills us with excitement, as it did those unknown adventurers who, more than 50 centuries ago, first learned to ride horses. Many of my friends are unable to separate that excitement from the process of trying to get the most from motorcycle performance. I think of the distinguished rider-engineers, such as Bill Lomas, Hurley Wilvert, Albert Gunter, and Kel Carruthers. And for myself, the motorcycle has been the Christmas tree on which the decorations are the many technologies I need to study in the process of seeking the most from the machine. The late Ian Gunn, eminent creator of the Gunn diode, a microwave-source-on-a-chip, was a physicist at IBM Watson and a lifelong motorcyclist. One day people from the hard-drive group appeared in his office. They explained they were having trouble reducing the time taken by hard-drive read heads in flicking from data track to data track. (Today, solid-state drives eliminate those read heads and spinning discs.) Taking a torn-open envelope from his desk, he sketched a read-head arm of minimum polar moment, tapering from wider at the pivot to narrow at the head, with a tapering series of lightening holes through it. They took the envelope and returned to their section. Weeks later they came back to thank him, saying his sketch had produced a much faster drive. He was puzzled. “Why did you bring this question to me?” “Because we see you sometimes in the parking lot, doing stuff to your motorcycle, so we thought you might have some idea about this kind of thing.” They were right to ask him, because a motorcycle requires practical understanding and practical skills. Being just a pair of wheels, an engine, and a place to sit, it reveals the principles that make it possible. Motorcycles require grace. The late Big Sid Biberman, builder and poet of Vincent motorcycles, once said to me, “I’ve always been big. In my whole life, the motorcycle was my first experience of grace.” Big Sid Biberman, 1930-2013. (Cycle World Archives/)Grace: elegance or refinement of movement. A state in which varying forces are continuously in balance. Physical grace fosters a mental state of grace. Others say this more simply: Speed is life. Speed is life. (Larry Chen/)Big Sid brought this back down to earth by saying there is nothing better than motoring along a country road on a fine day, on a long-legged motorcycle, seeing everything. That too is a state of grace. More of the clarifying power of the motorcycle was revealed by a friend who is a published poet. His written words said to me that when his mind was distressed and stopped by the problem of finding sense in life, he rode his motorcycle. It combed the nonessentials, the do-loops from his mind, streamlining his thought process. It left him in alert vigilance, aware of everything around him, safe, clear-headed, and alive. That, and more, is why we ride. Source

2021 Kawasaki KLX300 (Kawasaki/)Ups A boost in engine sizeUltra linear power deliveryWell-tamed engine vibrationNeutral-handling chassisMinimal buffeting thanks to cowlDowns Suspension handles off-road terrain well, but limits may be found with more aggressive ridingTall 35.2-inch seat height requires a single-footed stoplight stance (at least for our 5-foot-10 test rider)Verdict The new KLX300 offers more power in the form of its 292cc single-cylinder engine. Combine that with a lightweight chassis carried over from the previous KLX250, and agreeable ergonomics for street and off-road riding fun. 2021 Kawasaki KLX300 (Kawasaki/)Overview A dual sport’s versatility is a driving factor in its appeal. A beefier 292cc motor too? Things just got even more interesting for Kawasaki’s KLX dual sport. For 2021, Team Green has given a boost to the previous 249cc engine of the outgoing KLX250 with the help of a 6mm larger bore. Some other dimensions have also changed (noted below), but what is still prevalent is the bike remains a viable offering for riding around town and slogging around in the dirt whenever the urge arises. Updates for 2021 New year, new engine. The KLX is now equipped with a larger, 292cc engine that has a 6mm larger cylinder bore than the previous KLX250. Rake and trail also vary from last year’s model. This year the rake and trail specs are now 26.7 degrees and 4.2 inches. Other differences that Dirt Rider noted the current model has compared to the previous model year include a 0.2-inch taller seat, 0.4-inch less ground clearance, 0.4-inch longer wheelbase, and 2-pound less claimed wet weight. 2021 Kawasaki KLX300 (Kawasaki/)Pricing and Variants The KLX300 is available in Lime Green ($5,599) and Fragment Camo Grey ($5,799). Looking to skid around supermoto style? Check out the KLX300SM ($5,999). Powertrain: Engine, Transmission, and Performance Within the confines of the high-tensile steel, box-section perimeter frame lies the new digitally fuel-injected, 292cc four-stroke single. In his review of the 2021 model, test rider Don Canet wrote that it “churns out ultra-linear delivery from bottom revs to its 10,500 rpm limit. Power is accented with a whisper of top-end surge that comes in around 8,000 rpm and can be felt in the bottom gears of the six-speed gearbox.” Engine vibrations are also reported to be well tamed with the engine’s gear-driven counterbalancer, so regardless of putting the dual sport on the pavement or dirt, the ride will be relatively smooth. On our in-house dyno, the KLX300 recorded 23.4 hp at 8,140 rpm and 15.4 pound-feet at 7,950 rpm. 2021 Kawasaki KLX300 (Kawasaki/)Handling The chassis is carried over from the KLX250 resulting in a similar wet weight. The claimed curb weight is 302 pounds and, sure enough, that’s exactly what the KLX300 weighed on our automotive scales. Keeping the handling in check is a 16-way compression-adjustable 43mm inverted cartridge-style fork and a preload-/rebound-/compression-adjustable piggyback shock. On the winding roads of the press ride, Canet said that just a hint of steering input was needed to tip into corners and on his switch to gravel roads he wrote that the chassis “continued to track straight and true at speed whether seated or standing.” Brakes Braking is handled with single discs (250mm front, 240mm rear) with a front two-piston caliper and rear one-piston caliper. Kawasaki did not skimp on the rear rotor size as 240mm is a common spec for many motocross and off-road bikes including Kawasaki’s KX450X, KX250, and KX250X. The 250mm front rotor is a bit smaller than the current KX models however; the last time the KX450 used a 250mm front rotor was in 2014. 2021 Kawasaki KLX300 (Kawasaki/)Fuel Economy and Real-World MPG Fuel tank capacity is 2.0 gallons. Currently no real-world miles per gallon is recorded. Ergonomics: Comfort and Utility The KLX’s 35.2-inch seat height is fairly tall, but Canet’s 5-foot-10 stature managed getting toes to the ground after the suspension compressed under his weight. Stable, one-footed stops were managed throughout the ride and backing the bike out of parking spots was easily done. In regard to comfort, ergonomics are spacious and the padded seat hints at longer riding comfort, though this cannot be definitive regarding the 70-mile test ride. A stubby cowl above the headlight does help prevent wind buffeting at the head and shoulders, reports Canet. Electronics The engine, as mentioned earlier, is digitally fuel injected, which helps in all-season starting with a tap of the electric starter button. Otherwise, electronics are kept to a minimum with the digital instrument panel displaying a bar-graph tachometer, digital speedometer, dual tripmeters, and clock. Warranty and Maintenance Coverage The KLX300 is covered under a one-year warranty. Quality A new engine size within the previous generation’s chassis makes for a more powerful middleweight dual sport. 2021 Kawasaki KLX300 (Kawasaki/)2021 Kawasaki KLX300 Claimed Specifications MSRP: $5,599 Engine: 292cc DOHC liquid-cooled single Bore x Stroke: 78.0 x 61.2mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: DFI w/ 34mm Keihin throttle body Clutch: Wet, multiplate Engine Management/Ignition: CDI Frame: High-tensile steel, box-section perimeter Front Suspension: 43mm USD fork, compression adjustable; 10.0 in. travel Rear Suspension: Uni-Trak piggyback shock, preload, rebound, and compression adjustable; 9.1 in. travel Front Brake: 2-piston caliper, 250mm petal disc Rear Brake: 1-piston caliper, 240mm petal disc Wheels, Front/Rear: Spoked; 21 in./ 18 in. Tires, Front/Rear: Dunlop D605; 21 x 3.0 in. / 18 x 4.6 in. Rake/Trail: 26.7°/4.2 in. Wheelbase: 56.7 in. Ground Clearance: 10.8 in. Seat Height: 35.2 in. Fuel Capacity: 2.0 gal. Wet Weight: 302 lb. Contact: kawasaki.com Cycle World Tested Specifications Seat Height: 35.2 in. Wet Weight: 302 lb. Rear-Wheel Horsepower: 23.43 hp @ 8,140 rpm Rear-Wheel Torque: 15.40 lb.-ft. @ 7,950 rpm Source

2021 Harley-Davidson Pan America 1250 (Harley-Davidson/)Ups One word to describe the Revolution Max engine: WowEngine is a stressed member, making that chassis package light and rigidClutch pull is light thanks to the slipper/assist unitOn the Special, semi-active suspension is well dampedGreat ergonomicsDowns Would like to see a quickshifterWindshield adjusters gets jammed with dirt after a day’s worth of off-road ridingHeat radiates from catalytic converterVerdict The new Pan America represents The Motor Company well in the adventure-touring segment. It is capable, powerful, and technologically sound, bringing legitimate competition to the rest of the class. 2021 Harley-Davidson Pan America 1250 Special (Harley-Davidson/)Overview The past few years have seen Harley-Davidson branch off significantly from its norm of cruisers and touring rigs. As part of Harley’s branching out, the Milwaukee Motor Company started with the production of the 2019 LiveWire followed by teasers of the streetfighter Bronx and adventure-touring-focused Pan America. Now, the Pan America makes its debut for 2021 and it’s legit! Two variations of the model are designed to attract a new audience of adventure-seeking riders to Harley-Davidson’s V-twin style. Updates for 2021 2021 marks the first year of Pan America production. Pricing and Variants The base Pan America 1250 starts at $17,319 and the Special starts at $19,999. Cycle World’s Andrew Cherney dove straight into the differences between these two models in full detail here. Powertrain: Engine, Transmission, and Performance This adventure-tourer crosses different terrain with the help of its new Revolution Max 1250, a liquid-cooled 60-degree 1,252cc V-twin. This engine acts as a stressed member with the front frame, mid-frame, and tailsection bolting directly on it. Its transmission is a six-speed gearbox with a chain final drive. Power numbers are claimed to be 150 hp and 94 pound-feet for torque for what Executive Editor Justin Dawes stated in his Pan America Special review made for a lively ride. “Power comes on strong at around 2,200 rpm and continues to build with more and more velocity as you cross the 8,500-rpm mark. After that it begins to taper off in aggression until you reach the rev limiter at 9,500 rpm. That’s 9,500 rpm from a Harley,” Dawes wrote. “And while the low-end and top-end performance are impressive, it’s the middle of the digital tach that is the sweetest. Third gear is a set-and-forget mark for winding backroads, as the Max pulls with simple tenacity at the 5K mark to spring you out of the corners.” 2021 Harley-Davidson Pan America 1250 (Harley-Davidson/)Handling While the base model has manually adjustable suspension, the Special has a semi-active unit. During his review of the Special model, Dawes went through its five suspension settings and found that Sport mode makes the Pan Am into a capable canyon carver with good composure under hard braking and acceleration; Road mellows out the ride with softer compression damping; Comfort was similar to road but softer in all damping directions; Off-Road Soft was usable for washboard roads and slower speeds on rough terrain with bottoming felt at faster paces; Off-Road Firm “is the only way to fly when off-road, so you don’t have to constantly make changes to match your speed and terrain.” Despite his Special test unit (which featured spoked rims and Adaptive Ride Height) weighing a claimed 574 pounds, Dawes reported, “The bike feels light and flickable thanks to a slim seat and tank area and a lack of weight high up.” Brakes The Pan America’s braking package includes four-piston Brembo calipers with 320mm discs (front) and 1-piston Brembo caliper with 280mm disc (rear). Both ends are equipped with ABS. In his review, Dawes said the components slow the machine without drama. Fuel Economy and Real-World MPG With an unusually heavy right hand at the Special’s press launch, Dawes was able to get about 27.7 mpg on day 1, and 31.4 mpg on day 2. Another rider at the launch calculated 32.3 mpg. H-D claims 46 mpg. 2021 Harley-Davidson Pan America 1250 (Harley-Davidson/)Ergonomics: Comfort and Utility Aside from a too-plush seat, Dawes wrote that the ergonomics, for the most part, are wonderful. For standing comfort he preferred having a 2-inch-taller riser, but overall reach to the bars was easy for his 5-foot-10 stature. A four-position adjustable windscreen protects the rider in a buffeting-free pocket. Electronics Five ride modes (Road, Sport, Rain, Off-Road, and Off-Road Plus), Hill Hold Control, cruise control, full LED lighting, ABS, traction control, and 6.8-inch TFT touchscreen display all come standard on both the base and Special models. The Special ramps it up a bit in the tech department with semi-active suspension that can also work with a Vehicle Loading Control system that adjusts preload to rider, cargo, and/or passenger weight. The Special also adds three customizable ride modes (Custom A, Custom B, and Custom Off-Road Plus), heated handgrips, and Tire Pressure Monitoring System. Hill Hold Control on the Special variant allows for HHC to be active in neutral with its sidestand sensor interlock. Adaptive Ride Height is a $1,000 option on the Special. 2021 Harley-Davidson Pan America 1250 Special (Harley-Davidson/)Warranty and Maintenance Coverage The Pan America is covered for 24 months (unlimited miles). Quality Overall, Harley-Davidson did its homework when it came to developing an adventure touring motorcycle from the ground up. During our initial testing the Pan America Special has proved to be a contender in the class. 2021 Harley-Davidson Pan America 1250 Special (Harley-Davidson/)2021 Harley-Davidson Pan America 1250 Claimed Specifications MSRP: $17,319 Engine: 1,252cc, DOHC, liquid-cooled, 60-degree V-twin; 4 valves/cyl. Bore x Stroke: 105.0 x 72.1mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic Sequential Port Fuel Injection (ESPFI) Clutch: Wet, multiplate slipper/assist; cable actuation Engine Management/Ignition: N/A Frame: Stressed-member alloy steel trellis; forged aluminum mid-structure Front Suspension: 47mm inverted fork, compression, rebound, and spring preload adjustable; 7.5 in. travel Rear Suspension: Piggyback monoshock, compression, rebound, and hydraulic spring preload adjustable; 7.5 in. travel Front Brake: 4-piston caliper, dual 320mm discs w/ ABS Rear Brake: 1-piston floating caliper, 280mm disc w/ ABS Wheels, Front/Rear: Aluminum cast rims; 19 x 3.0 in. / 17 x 4.50 in. Tires, Front/Rear: Michelin Scorcher Adventure Radial; 120/70R-19 / 170/60R-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 62.2 in. Ground Clearance: 8.3 in. Seat Height: 31.8 in. Fuel Capacity: 5.6 gal. Wet Weight: 534 lb. Contact: harleydavidson.com 2021 Harley-Davidson Pan America 1250 Special Claimed Specifications MSRP: $19,999 Engine: 1,252cc, DOHC, liquid-cooled, 60-degree V-twin; 4 valves/cyl. Bore x Stroke: 105.0 x 72.1mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic Sequential Port Fuel Injection (ESPFI) Clutch: Wet, multiplate slipper/assist; cable actuation Engine Management/Ignition: N/A Frame: Stressed-member alloy steel trellis; forged aluminum mid-structure Front Suspension: 47mm inverted fork, electronically adjustable semi-active damping, optional Adjustable Ride Height; 7.5 in. travel Rear Suspension: Piggyback monoshock; electronically adjustable semi-active compression and rebound damping, automatic electronic preload, optional Adjustable Ride Height; 7.5 in. travel Front Brake: 4-piston Brembo Monoblock calipers, 320mm disc w/ ABS Rear Brake: 1-piston Brembo caliper, 280mm disc w/ ABS Wheels, Front/Rear: Cast aluminum, optional anodized aluminum laced tubeless; 19 x 3 in. / 17 x 4.5 in. Tires, Front/Rear: Michelin Scorcher Adventure Radial; 120/70R-19 / 170/60R-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 62.2 in. Ground Clearance: 8.3 in. Seat Height: 31.1 in./32.1 in. Fuel Capacity: 5.6 gal. Wet Weight: 559 lb. Contact: harleydavidson.com Source

The Pan America or the Electra Glide Revival: Which represents the path forward for H-D? (Harley-Davidson/)A well-defined brand identity and a loyal customer base comprise that rare combination that most companies crave but only a few possess, and kudos to the outfit that manages to maintain both for more than a century. The challenge for those firms is to treasure the hard-earned legacy while also adapting to present-day market forces; just ask 118-year-old Harley-Davidson. The iconic American brand has learned the hard way that lingering in the rosy haze of past triumphs isn’t enough, especially in an increasingly tech-savvy, millennial-centric new world order. Keeping both camps happy while also paying the bills means walking a fine line between heritage and innovation, and it’s a dilemma Harley is having to confront more regularly these days. Just look at its two latest projects—the innovative, adventure-ready Pan America (PA) versus the nostalgia-heavy, throwback Electra Glide Revival. They’re about as opposite in design, styling, and use case as you can imagine, and if you think Harley is looking to thread the needle between celebrating a freewheeling, prosperous past and embracing a new, technologically divergent future, we’d have to agree. Harley’s Hardwire strategy outlined the company’s priorities going forward. Its core business—large cruisers—will continue to take center stage. (Harley-Davidson/)The two diverging paths can be traced back to the firm’s Hardwire mission statement released a couple of months ago by current CEO Jochen Zeitz, which essentially proposed that Harley extricate itself from any new non-heritage-related projects (or something to that effect). Because the Pan America was already on the books, it made the cut, while as-yet undeveloped designs (looking at you, Bronx) did not. As Zeitz put it, “We intend to: One, invest in our strongest motorcycle segments that drive profit; two, selectively expand into and redefine segments where we have a winning offering; three, invest in innovation in the electric market which will be a critical part of our future.” There’s more to Hardwire than that, but those three points are what’s driving the current conundrum. Within that plan’s stated structure, 70 percent of the manufacturer’s efforts would go into the core business (One), 20 percent into new segments that offer clear potential for more profit—like the Pan America (Two)—and 10 percent on testing ideas for longer-term growth (presumably Three). Harley’s Electra Glide Revival is a gorgeous nod to the company’s glorious past.Harley-Davidson (Harley-Davidson/)The latest effort in Harley’s cruiser—er, “core business”—part of the equation came in the form of the new Icons Collection announced earlier this month. The Collection represents a solid thread back to Milwaukee’s rosy past, presumably a celebration of past triumphs and traditional roots—or it does so far, anyway. The series aims to produce one to two very limited motorcycles each year, with the first being the Electra Glide Revival, an unabashed homage to the 1969 FLH Electra Glide. The sumptuous, chrome-trimmed machine has all the hallmarks of the late-’60s bikes, complete with solo sprung saddle bracketed by a chrome rail, wire-spoke wheels and whitewall tires and topped with Harley’s first batwing fairing, though it understandably is built on the modern touring platform with the Milwaukee-Eight 114, not, of course the original’s 1,208cc Shovelhead engine. It’s elegant and all kinds of cool without being ornate, and I’d bet Harley will have no problem selling every one of the 1,500 units being produced for 2021. Will those buyers be boomers? The Revival’s MSRP of $29,199 means a highly likely yes. Other ongoing projects that’d likely slot into the 70 percent core business scenario include the upcoming 1,250cc custom model, which may or may not be called Nightster. Zeitz had said earlier, “...touring and large cruiser customers will see differentiated yet true-to-Harley products that motivate them to buy our new models. We are investing in design, technology, and performance enhancements that push the boundaries while maintaining a balance between classic and cutting-edge designs.” That sounds like an apt description of the new liquid-cooled cruiser Harley says will be revealed soon; from what we’ve seen so far, it will have a recognizable cruiser profile and share the same high-performance DOHC 150 hp engine as the Pan America, just likely in a different state of tune, thus straddling the line between old-school and modern. Harley-Davidson is portraying the upcoming 1,250cc custom model as a bridge between classic and cutting edge. (Harley-Davidson/)Another new program H-D launched this year acknowledges that some of The Motor Company’s greatest competition comes from its own bikes, in the form of used models. To that end, we saw the roll out of Harley-Davidson Certified, the first certified pre-owned program (CPO) supported by Harley via its dealers. Each bike gets a 110-point inspection, comes with a warranty, and can’t be more than five years old. It’s a classic case of if you can’t beat them, join them—or at least get a slice of the market. All these moves, like it or not, make business sense for the short term. After years of declining market share, Harley can’t afford to ignore profitable products, and its long-running strength in the cruiser market is indisputable. The Hardwire emphasizes that safer route by trying to leverage the loyalties of its existing ridership. Sources have said that not every bike in the Icons Collection will be a retread of past glories and that at least some future models will “appeal to a different audience,” but you have to admit the Electra Glide Revival’s release on the heels of the Pan America global launch does sort of feel like a paradox, good business sense or not. The Pan America is a bold new step into uncharted territory for H-D, but the company sees strong potential in the segment. (Harley-Davidson/)The adventure segment is uncharted territory for H-D, but it’s one the company sees as having potential for profit, based on that Hardwire summation. As Zeitz elaborated: “Adventure-touring is the largest segment in many European markets with both attractive margins and high growth. It’s also a largely untapped segment in North America, and we’re excited by the potential…for Harley-Davidson.” Milwaukee’s first shot at a dedicated adventure bike, then, had to include bold design ideas and smart engineering to give it a chance in this crowded segment. By all accounts—OK, by ours—the Pan America’s new 1,250cc Revolution Max 150 hp V-twin and the bike’s long-travel semi-active Showa suspension, Brembo brakes, multiple ride modes, and adjustable windscreen make a strong case for the bike’s adventuring bona fides. Maybe more compelling is the PA’s unique electronically adjustable suspension, which can lower the bike by more than an inch when stopped (depending on rear preload), thereby offering shorter pilots a way into a segment that mostly favors the big and tall. That one piece of tech simply makes the bike more accessible to a larger population of riders, expanding the pool of potential buyers dramatically. Although reports from the launch were almost all positive, everyone knows it’ll be a slog to compete with the hot-selling BMW R 1250 GS in markets the Pan America intends to target. There may be potential for Harley to expand its market share in Europe, where cruisers and tourers aren’t big sellers, and while Zeitz has said “this segment is a natural fit” for Harley, the jury’s still out on that. This mini-Sportster being developed for China by Qianjiang could be hitting the Asian market soon. (Qianjiang/)The 10 percent portion of the formula—the longer-term growth ideas—likely will take fruit in the plans to develop small-capacity bikes for new markets. Milwaukee’s commitment to a small V-twin with more traditional Harley styling apparently wasn’t axed under the Hardwire strategy, and as Cycle World reported, China’s Qianjiang has recently released teaser images for a bike called the SRV300, which fulfills both the traditional and new markets by riffing on past H-D models. Chinese type approval documents show a small-capacity 296cc machine, but more importantly, the bike’s styling makes it a dead ringer for the Sportster Iron 883 (except for the inverted fork and liquid-cooled engine). Clearly it makes sense for H-D to pursue new product lines in the world’s biggest motorcycle market without having to commit more resources there, and Qianjiang’s position as one of China’s main motorcycle manufacturers means a new H-D branded bike (or series) is likely soon. With the LiveWire now spun off as its own brand, maybe we’ll see lower priced electric models. (Harley-Davidson/)Harley’s LiveWire electric bike, whose powertrain designs almost fly in the face of its long legacy in the combustion world, can also be filed under “ideas for longer-term growth.” Which is why it made sense to hear H-D was spinning off its electric motorcycle business as a separate brand called LiveWire; after all, it had already done that with its ebike arm, positioning Serial 1 Cycle Company as a stand-alone brand, though still aligned with the Milwaukee mothership. As Serial 1 Brand Director Aaron Frank said at the time, “It allows Harley-Davidson to have a role in the ebike space without it being a drag on their business building motorcycles, and it allows us a lot of advantages because we’re able to move a lot more quickly as a smaller, more focused company.” The same thinking could be applied to the new LiveWire brand as well, and thus further streamline the core business. Is there an intentionally gaping hole in H-D’s US lineup where a smaller-displacement model should be? H-D has relied on other manufacturers to target this low-profit-margin segment in the states. Would a new version of the 350 Sprint make sense for Harley? (Mecum Auctions/)The jury’s still out on whether this multi-pronged approach is the answer to H-D’s ongoing financial woes. After all, it’s early days yet in the new strategy, and bikes are just now hitting dealer floors. The unspoken variable in any of these H-D initiatives is whether they will expand the brand’s appeal. The PA will likely attract some riders not previously interested in the brand, but it’s still not the kind of rig you’d recommend to a newbie, whether on road or off. Reception for the bike has been enthusiastic though, with the dealers we spoke to citing a high level of preorders for the bike, which hit showrooms in May. It remains to be seen whether the new 1250 custom model will have the same effect. As for the Icons Collection, that likely will serve as a halo or niche program to burnish brand reputation, much like the CVO division has, while the certified pre-owned gambit certainly can’t hurt as far as core business goes. One area that Harley seems to regularly neglect is the entry-level segment in the regular line, and there’s also nothing in the electric lineup that comes even close—yet, anyway. The LiveWire model’s lofty price tag is still a major deal-breaker for many, but with a new model supposedly coming next month, that may change; in fact, we’re betting it’ll be a lower-cost electric bike. As an online commenter on our last LiveWire story wrote, “The only way electric motorcycles will sell is when they cost half of what ICE motorcycles do. This is the major incentive for nonmotorcyclists to start participating.” Paradox or not: What do you think about Harley’s latest moves? Source

Benelli enters the scrambler category with its Leoncino Trail, now available in the US. (Benelli US/)New bike sales this year, as recently reported by the Motorcycle Industry Council, have been off the charts, and while most of the bikes being snapped up by lockdown-weary riders are dirt models, streetbike sales are having a moment too. Included in the latter category, but also bleeding ever so slightly into the first, are scramblers. The custom scrambler craze, reignited several years back, sees no signs of abating and manufacturers have continued to respond by rolling out production models. The formula isn’t rigid; it’s usually a retro-styled or standard streetbike with minimal bodywork, given a variety of add-ons to make the transition to dirt a bit easier. Think high-mounted pipes, wider handlebars, and spoked wheels with knobbies along with an upright seating position and some type of engine protection. Scramblers are generally streetbikes professing to claim the middle ground between tarmac and topsoil but are really more comfortable on pavement. This year’s crop of production models bring most of those qualities, but also vary wildly in terms of off-road capability. Weight, suspension travel, and protection all come into play, but sometimes aesthetics nudge out specs; lots of riders simply like the rugged good looks of a scrambler, which is a big reason for their popularity. 1. Benelli Leoncino Trail: $6,499 Related model: Benelli Leoncino: $6,199 Benelli’s new-for-2021 500cc Leoncino Trail plays up the off-road aesthetic but is more suitable for tarmac travels. (Benelli US/)This year Benelli added the 2021 Leoncino Trail to its middleweight lineup, joining the closely related but more street-focused Leoncino in the brand’s scrambler category. Both bikes are based around the same sharp-looking steel trellis frame supporting an all-new twin-cylinder liquid-cooled 500cc engine outputting a claimed 47 hp, with a peak torque figure of 33.2 pound-feet. That might not sound like much, but it feels appropriate for the bike’s stated weight of 375 pounds (dry). The Trail builds on the base Leoncino 500 by adding a taller handlebar, increased suspension travel, and a taller 19-inch wheel up front, with both spoked hoops wrapped in Metzeler Tourance tires that can add confidence once the tarmac ends. Still, don’t think you’ll be ripping up the whoops; suspension travel only goes from 4.9 inches on the base model to 5.3 inches on the Trail, with a 5.7 inches available from the rear monoshock. Couple that with a lowish 32.1-inch seat, a low hanging pipe, and no engine protection, and it’s pretty clear Benelli’s little lion is all about the aesthetics of the genre. But it’s an appealing machine, with triple disc brakes, ABS, and an attractive buy-in of just $6,500. You can snag a Leoncino Trail at SSR Motorsports dealers in the US. 2. 2021 BMW R NineT Urban G/S: $16,490 Related: BMW R nineT Scrambler: $13,495 Out of the box, the R nineT Urban G/S is the most scramblerish of BMW’s offerings, and the new 40 Years GS “bumblebee” package riffs on its enduro heritage. (BMW Motorrad/)High pipes, 19-inch front wheel, flat seat—the R nineT Scrambler looks the part, but the ironically named R nineT Urban G/S goes a bit further, bringing more aggressive tires on cross-spoked wheels (rather than cast), a tall front fender, hand guards, and a steering damper to sell its off-road bona fides. The caveat here is that those goodies come only with the “40 Years GS Edition” option, which adds $1,000 to the Urban G/S base price. You’ll still be pushing around 492 pounds of mass (fully fueled) on either trim but the R nineT’s boxer engine should make quick work of that, with 109 hp and 85 pound-feet of claimed torque at the ready along with double discs and ABS Pro to slow your roll. To be clear, suspension travel on either the Scrambler or Urban G/S—which both have 19-inch front and 17-inch rear wheels—is an unimpressive 4.9 inches up front, with a more reasonable 5.5 inches available from the preload- and rebound-adjustable paralever rear. There’s no engine protection on either bike; a deep dive into the pricey Motorrad accessory catalog is the only remedy for that. The special-edition Urban G/S’ cool bumblebee livery (a curious nod to the 1988 R 100 GS, which is definitely not 40 years old) is definitely an eye catcher, but either way, your scrambling is probably best left to gravel roads. 3. 2021 Ducati Scrambler Desert Sled: $11,995 Related: Ducati Fasthouse Desert Sled: $12,295 With a nice list of up-spec components, the Desert Sled actually lives up to its name. (Ducati Motor Holding/)With 7.9 inches of travel up front and 5.9 inches out back, the Sled is the most capable of all Ducati’s Scrambler-branded bikes if the job is about scooting around in the backcountry; it can hightail onto gnarlier trails more confidently than most other scramblers here. A thoroughly modern rig with a hint of retro-styling, the 800cc DS also brings decent off-road ergos, more than enough power (73 hp), a manageable 460-pound wet weight, and the requisite MX bars, spoked wheels, and knobby Pirelli Scorpion Rally STR tires riding below a high front fender. The Desert Sled further shows its willingness to get into the rougher stuff via a reinforced frame, 46mm upside-down fork with adjustable suspension, and an LED DRL (Daytime Running Light), and yeah, even a skid plate and headlight grille. Recent model additions include an Off-Road riding mode that allows ABS to be disengaged, and all Scramblers now come with Bosch Cornering ABS as standard. Although there is some engine protection on the DS, that curved header is still daring the next sharp rock on the trail to give it a whack. If you’re looking for a bit more attitude (but not necessarily better components), the new limited-edition Fasthouse Desert Sled sports the same graphics package as Jordan Graham’s winning race bike from last year’s Mint 400 and brings different finishes to the table. 4. 2022 Husqvarna Svartpilen 401: $5,299 Related: Svartpilen 701: $9,499 The Swedish approach to scrambling means a sleek silhouette, a lively engine, and chunky tires. (Husqvarna Motorcycles/ R Shedl /)Husky’s scrambler-like approach to its small-displacement bikes resulted in this amalgam of urban and chunky. But being that it’s based on KTM’s tried-and-true 390 platform, the Svartpilen 401 is a thoroughly competent streetbike, even if some consider it to be entry-level. The slim yet ruggedized profile rides on a pair of 17-inch spoked wheels bracketing a liquid-cooled 373cc single-cylinder engine (like the one on the KTM 390 Duke). An off-road-style handlebar and risers gives the Svart an upright riding position, and the nonadjustable suspension consists of a 43mm USD cartridge fork with a monoshock out back. While 43 peak hp doesn’t sound like a lot, the punchy single makes the bike’s 333-pound dry weight feel like almost an afterthought and the smaller Svart also brings a raft of modern features, especially for the price—ride-by-wire, a Power Assist and Slipper Clutch (PASC), and Easy Shift, which allows you to row through the gears without touching the clutch. ByBre dual disc brakes are also paired with switchable ABS and there’s a supermoto mode, which lets you lock and slide the rear wheel. But despite the Pirelli Scorpion Rally STR tires, make no mistake about this bike’s intended playground. 5.5 inches of suspension travel on either end isn’t terrible, but it also means you won’t venture too far off the asphalt-sealed path. 5. 2022 Indian FTR Rally: $13,999 The Rally is the sole model in Indian’s FTR series to keep the taller front tire for 2022; it’s also the only one with knobbies. (Jeff Allen/)Another scrambler-style bike in name only, the rorty FTR Rally builds on a street-biased chassis and adds a hint of off-road functionality. Indian says the Rally is “scrambler inspired,” which meant adding a bit more chunkiness to the original’s retro flat-track look. The Rally also keeps its 19-inch front and 18-inch rear spoked wheels to make the case for better off-road adaptability, while the other FTRs finally confessed to their street biases and adopted 17-inchers all around this year. The Rally continues the scrambler formula via aluminum wire-spoked wheels and knobby Pirelli Scorpion Rally STR tires, buttressed by higher ProTaper handlebars for more upright ergos. There are 5.9 inches of travel on both ends of the nonadjustable suspension to soak up some of the smaller stuff, but this is a bike that weighs 527 pounds fully fueled, so keep that in mind if/when you venture off the boulevard. The 1,203cc V-twin is an otherwise willing accomplice though, especially on the street, where its 120 hp and 87 pound-feet of torque on tap will move the mass easily. Be aware though: If you do intend to scramble, the equipped ABS isn’t switchable and is tuned for street use. 6. 2021 Janus Gryffin 250: $7,895 Handmade to order in Goshen, Indiana, the Janus Gryffin Scrambler brings simple lightweight design, but at a price. (Janus Motorcycles/)If you’re looking for something scrambler-styled that’s uniquely vintage-y yet semi-custom all at once, Janus’ made-to-order Gryffin 250 might fit the bill. The light, small-displacement thumper is the most dirt-oriented of the Janus models, outfitted with a high pipe with heat shield, aluminum skid plate, and aluminum wire wheels with stainless spokes and aggressive dual sport tires. The 266-pound (dry) weight makes it easy to manage the bike, even with just 14 hp emanating from the air-cooled 229cc OHV Chinese-made single. The Gryffin’s unique front end includes a leading link fork designed in-house and stuffed with dual progressive Ikon shocks, working with a set of dual Ikon shocks out back. But the suspension is fairly short stroke and both wheels are 18 inchers, making the Gryffin primarily a pavement-friendly around-towner. The Gryffin’s charm comes from its simplicity and light weight, a pairing of size and power that gives riders the confidence to coax it around easily. Everything is analog too, which definitely taps into the original spirit of scrambling. Because it’s hand-produced in Goshen, Indiana, the Gryffin isn’t exactly a bargain, but Janus says its bikes are meant to evoke the memories of a simpler time populated by simpler machines, and for some people, that’s enough. You can choose paint and a number of other options (each of which add to the $7,895 base price) and order directly from the factory. 7. 2021 Moto Morini Super Scrambler: $16,000 (est) The refined Super Scrambler runs with Pirelli Scorpion Rally dual sport tires, but this bike is made more for road duty, not the trail work. (Moto Morini/)Built mainly for the street but with a scrambler’s design language in mind, the Super Scrambler nonetheless looks like it’ll be a fun ride when (hopefully) it comes out later this summer. The road-biased design is anchored by a liquid-cooled 1,187cc twin-cam V-twin with aluminum alloy heads known as the Bialbero 1200 CorsaCorta in Moto Morini-speak, which claims to output a healthy 116 hp, and is slowed by a triple disc Brembo brake system supported by Bosch ABS. Suspension is handled by a 46mm fully adjustable inverted fork up front, with a single shock (also fully adjustable) at the rear, both attached to 17-inch spoked wheels. Those wheels won’t travel too far vertically either, with only 4.7 inches on tap up front and 4.3 inches out back, despite being shod with Pirelli Scorpion Rally STR on-off tires. It’s a great-looking bike, but the Super Scrambler is all about the scrambler aesthetic rather than offering much off-road capability, and as a streetbike, it’ll probably crush it—if it ever arrives in this country. (Moto Morini was purchased by the Zhongneng Vehicle Group in 2018 and hoped to expand into new markets, but at press time we could find no dealers in the US). 8. 2021 Royal Enfield Himalayan: $4,999 Related: Royal Enfield Bullet Trials: $5,299 The Himalayan: light adventure or heavy scrambling? Yes. (Royal Enfield/)Although the Himalayan has been roundly acknowledged and reviewed by the ADV crowd (OK, and others too), its spartan looks and retro roots are undeniable. Just strip off the bags and shield and you may as well be looking at a scrambler. Wait a minute—in stock form, the Himalayan doesn’t come with luggage, so you’re halfway to a scrambler right off the bat. Well, more like a chunkier dual sport, especially when you consider that with a 21-inch spoked front wheel and 19-incher out back, supported by a healthy 7.9 inches of travel from the 41mm fork, and an equally impressive 7.1 inches on the back monoshock, the Himalayan is already set up for success on the off-roady bits of your journey. Throw in the fact that seat height is just shy of 32 inches and the bike weighs just 440 pounds and change wet, and you can see why the Himalayan is one of Enfield’s best-selling models. There are some downsides though, mainly owing to the fact that the 411cc single is not exactly a rocket, but all things considered the Himalayan could very well make for a cool scrambler project, especially given the low buy-in. If you’re still not convinced the Himalyan fits the scrambler ethic, there’s the company’s more focused 499cc Bullet Trials 500 model—which unfortunately isn’t available in North America this year. Enfield’s Bullet Trials 500 model brings a more focused scrambler vibe, but it’s not available in the US for 2021. (Royal Enfield/)9. 2021 Triumph Scrambler 1200 XE: $15,400 Related: Triumph Scrambler XC: $14,000 / Triumph Scrambler XE Steve McQueen Edition: $16,400 Triumph’s Scrambler 1200 XE has one of the best spec sheets in the class. The Steve McQueen Edition (pictured) is built on the same base. (Triumph Motorcycles/)Triumph boasts no fewer than five separate scrambler models for 2022 (though most are just trim variants), each one with classic silhouettes and a retro design. The Scrambler 1200 XE, though, is the top of the line, and it’s even been called a naked adventure bike by some—for good reason. This higher-spec 1200 boasts recognizable off-road elements like a 21-inch front wheel, wide handlebar, and twin high-mount pipes, all positioned around Triumph’s high-power 1,200cc parallel-twin engine putting out a claimed 81 pound-feet of peak torque at 4,500 rpm and 90 hp at 7,250 rpm. You also get higher-zoot stuff like cornering ABS and cornering traction control managed by an inertial measurement unit, Off-Road Pro mode for advanced riders, and longer-travel suspension, with the larger 47mm fully adjustable Showa USD fork offering close to 10 inches of wheel travel and the Öhlins twin spring rear shocks providing the same. If you can handle the tallish seat, top-heavy weight distribution, and that mass—close to 500 pounds here—it may be just the ticket. The XE nails the scrambler aesthetic and pairs it with an almost ADV-level of off-road capability. If you’re on the hunt for something less laser-focused, the lower-priced, lower-to-the-ground, and more streetable XC model would be a good option. And if you’re looking to score pop culture and exclusivity points, the XE-based, also highly capable Steve McQueen Edition will empty your wallet to the tune of $16,400. 10. 2022 Triumph Street Scrambler: $11,000 Related: Triumph Street Scrambler Sandstorm: $11,750 The lower and more casual Street Scrambler has the scrambler cosmetics down pat but is a better choice for paved adventures. (Triumph Motorcycles/)The big 1,200cc Scramblers can scratch your off-road itch if you’re serious about soil surfing, but if you spend most of your days on pavement, they might be overkill. The 900cc Street Scrambler is the obvious choice for that scenario; Triumph itself calls this model an “urban scrambler,” which you can take to mean a somewhat heavy streetbike fitted with choice accessories from the parts catalog. Although the now-Euro 5-compliant parallel twin liquid-cooled Bonneville engine spits out a comfortable 65 hp, the 4.7 inches of travel on either end of a 490-pound bike with 85 percent road-biased rubber doesn’t necessarily make for a good combination on singletrack. The 2022 Street Scrambler Sandstorm rolls with premium add-ons - high fender, knee pads, headlight grille, etc - but is essentially the same bike with a different paint job (and a higher price). (Triumph Motorcycles/)But credit to Triumph for doing a great job with the cosmetics, accessories, and fit and finish—the Street Scrambler certainly nails the scrambler visuals, with high-mounted twin pipes, wide bars, and wire-spoked wheels (a 19-incher up front) wrapped in Metzeler Tourance tires designed primarily for the street but good for some light off-roading, all capped by that classic Triumph profile. The bike’s fairly well-equipped as well, with four-piston Brembo brakes, three ride modes, and switchable traction control and ABS as standard. You’d be wise to keep your bomb sessions to flat gravel roads; the Street Scrambler, as its name suggests, is more at home on the asphalt. The new Sandstrom edition adds more premium accessories and graphics, but underneath is the same bike. Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)One of the great pleasures of walking around bike-racing paddocks is the opportunity to meet and talk with a surprising number of engineers and scientists. Many of their careers began with curiosity about that available, invitingly complex, and in-human-scale technology we know so well—the motorcycle. The same applies to many of Cycle World’s readers, whose comments appear on the CW website. A few who stand out: the inventor of the Gunn diode (microwave source on a chip); a neurosurgeon; a man who worked on the creation of NASA’s large vacuum rocket engine test chamber at Tullahoma, Tennessee; another who designed large magnet assemblies for high energy physics; a retired Israeli automatic weapons designer; and a Corvette suspension engineer. All had much to say. Are Two-Strokes Emissions Disasters? This variety and the number of comments on my recent piece concerning two-strokes suggest that reader ctromley’s efforts to save our souls—urging us to “let it go” because the simple two-strokes of the 1970s were emissions disasters—fail to consider that world trade is propelled by huge two-stroke marine diesel engines delivering a remarkable efficiency of just above 50 percent. Even if that weren’t so, many people remain fascinated by two-strokes, to the degree that several direct fuel injection and transfer injection two-strokes not only exist but meet present-day emissions standards. Yes, those simple 1970s two-strokes did waste 30 percent of their fuel, a steep price to pay for their simplicity. Yet aren’t four-strokes also wasteful in their own right? Instead of efficiently delivering their charge air by means of a small rotary blower, as two-stroke marine diesels do, the four-strokes require their massively strong power pistons to waste half their time acting as low-pressure gas exchange pumps during their intake and exhaust strokes. This “half-timing” is what made early 1970s four-stroke GP bikes (mainly MVs) so vulnerable: once two-stroke breathing reached a serious level, a four-stroke had to rev twice as high to make equal power. Honda put huge effort and millions of dollars into its oval-piston NR500, aiming for 23,000 rpm. Despite a series of redesigns innovations like slipper clutches to soften engine-braking, the NR never won a single GP point. Scholarly reader Basil traces the opposed-piston two-stroke diesel from the German Junkers aircraft onward through time to tank engines of the present era, complete with references. Perhaps he will throw light on this one: In World War II it was the “backward” Russians who gave their T-34 tank a V-12 diesel engine, while Germany, the mother country of compression ignition, continued to fuel their armor with gasoline, despite the greater risk of fire. Why? The Issue of Two-Stroke Run-on Another reader, ccRoselle, speaks of two-stroke engines operating despite “random spark.” I wonder if this refers to the ability of two-strokes to “run on,” even with their ignition switched off and plug leads pulled. This used to happen frequently in our dealership—coming from the shop we’d hear an engine’s sound rise as it revved off its tach—the mechanics knew the only thing they could do was close the tank petcock and wait. Because two-strokes all naturally retain some exhaust gas cycle-to-cycle, this run-on is just an accidental version of what is now hailed as “HCCI” or homogeneous charge compression ignition. The retained exhaust gas adds heat and active chemical species to the fresh charge, and the extra heating that occurs in compression leads to auto-ignition. Read about Mazda’s Skyactiv HCCI developments. Those who were driving cars during the stutter-and-stall era of emissions controls (around 1977, when carburetors were enveloped in Medusa-like masses of black hoses) will remember that great big V-8s, when being switched off, would sometimes continue to run spasmodically (often backward!) before finally heaving a great shudder and stopping. It was the same basic cause: Intake air leakage, hot exhaust gas, and active chemical fragments retained from cycle-to-cycle, all acting as an ignition source as the piston neared TDC on its compression stroke. Another scholarly observation comes from motojournalist Michael Esdaile, writing about the origins of the tuned exhaust pipe (aka expansion chamber) that enabled simple crankcase-scavenged two-strokes to dominate all GP roadrace classes by 1975. Rolf Eriksson reminds us that if a fuel lacks natural volatility, preheating it can help. Some snowmobile carburetors were cored for engine coolant to assist in fuel vaporization in severe cold. And during Formula One’s 1980s turbo era of anti-knock toluene-based fuel, Honda preheated that fuel in a heat exchanger on its way to the injectors. In a related comment, kjell describes Yamaha’s dual-fuel commercial outboard motors. One of two tanks contained volatile gasoline, the other much less volatile but cheaper kerosene. Operators would start the cold engine and warm it up on gasoline, then switch to kero once it was hot enough to vaporize that heavier fuel. American farmers in the Great Depression of 1929 resorted to the same concept, but improvised. Italians generally recognize that the best engineers come from farm country: Farmers, having no money, have always had to think up ways to make do, substituting understanding for new parts. Gary Mathers, the former head of American Honda racing, once offered up this parable: The hay is tall, dark clouds are coming, and the baler is broken. Who can fix it? Do you call an engineer? No, because engineers study the problem for six months and then write a report. You call a farmer, because a farmer has to have that hay in the barn before the rain spoils it. Brien Smith described his idea of two sandwiched rotary disc intake valves, by which intake duration could be varied with rpm. There is at least one “down-under” engineer of the Let’s-Do-It-Today! variety who has built and tested exactly that. I am delighted that Cycle World has such a group of knowledgeable, imaginative readers. It’s like walking through the paddock again. Source

The MV Agusta Rush will cost you a whopping $40,600. (MV Agusta Rush/)In the past, motorcycle manufacturers have, sometimes justifiably, caught a lot of flak for offering up “special editions” that are little more than standard models with splash graphics. But the 2021 MV Agusta Rush is something more. The Rush was introduced as a concept bike at EICMA 2019; MV then produced 300 numbered units as a 2020 model. Just as we are emerging from our post-COVID cocoons, MV Agusta is recovering from its swampy situation. In both cases, the time is right for a cautious celebration. For MV, that means unique batches of highly refined models. Maybe these machines aren’t radical technical departures, but neither are they merely last year’s models with this year’s prices. MV Agusta’s production quality has finally reached a level appropriate to the company’s tradition and image. This is all thanks to the impressive efforts of CPE Brian Gillen and his technical team, both at the Schiranna headquarters and the San Marino CRC R&D studio. Now, MV has the quality, reliability, and performance potential that makes special-edition models like this both credible and rewarding. MV Agusta calls the Rush a “hyper naked.” (MV Agusta/)The concept bike that gave birth to the Rush was based on the Brutale 1000 RR. Given MV’s difficulties at the time, there were doubts about it ever reaching production. But those first 300 Rush models sold on the spot for a cool 34,900 euros each. MV Agusta called the bike a “hyper naked,” as it offers more performance than the typical naked bike, more exclusive styling, and supremely refined execution. The 2021 Rush is still based on the Brutale 1000 RR, but you’ll see differences right away. A beautiful metallic gray tank with carbon fiber inserts and yellow highlights suggests a charging bison. The huge 17 x 6.0 rear wheel with its formidable carbon fiber shield also makes a powerful design statement. Pirelli’s special-edition Diablo Supercorsa radials rimmed in yellow provide a finishing touch. The carbon fiber wheel shield is the most striking feature of the Rush, you can’t miss it. (MV Agusta/)There are real premium touches in components like the levers and pedals, most of them CNC machined from billet. The seat’s supporting subframe is an exclusive Rush piece, as is the carbon/titanium exhaust system. The seat itself is executed in elegant leather with Alcantara trim. The seat pan and most of the bodywork are also carbon fiber. What about the powerplant? The 2021 Rush uses a Euro 5-homologated version of MV’s 1,000cc inline-four (79.0mm x 50.9mm bore and stroke), fed by four 50mm Mikuni throttle bodies with two injectors per body. The system is interesting, using four Magneti Marelli high-flow “showerhead” injectors atop the throttle bodies and four Mikuni injectors at the bottom. The new Rush retains the previous edition’s exclusive radial valve layout distribution. But the valves are now titanium, and the cam profiles and the combustion-chamber shape are also new, along with a healthy 13.4:1 compression ratio. As in all 2021 MV Agusta engines, the inverted-cup cam followers get a special diamond-like carbon treatment to reduce friction. The subframe and tailsection is unique to the Rush. (MV Agusta/)The primary drive uses a new set of gears with an advanced tooth profile to both reduce mechanical noise and improve reliability. The whole transmission has been beefed up to handle the torque generated when using the electronic launch control. The whole injection/ignition management system has been further refined over the Brutale 1000 RR. This results in impressive horsepower and torque. How impressive? The company claims 208 hp at 13,000 rpm, with 86 pound-feet peak torque at 11,000 rpm, while upgrades to the catalytic exhaust system ensure the Rush is Euro 5 compliant. And that’s in standard trim; install the racing kit (ECU and exhaust system) and those numbers increase to 212 hp at 13,600 rpm. MV Agusta claims 208 hp at 13,000 in the standard trim from the Rush; install the racing kit and the power jumps to 212 hp. (MV Agusta/)As for the chassis, the Rush uses the same basic steel trellis frame and aluminum swingarm-mounting plates as the Brutale 1000 RR. All the chassis components are top class, starting with the 43mm Öhlins NIX EC fork, Öhlins TTX EC shock absorber, and Öhlins steering damper; all three units are electronically managed. The braking system is all Brembo, with twin 320mm rotors and four-piston Stylema calipers up front and a single two-piston caliper and 220mm rotor at the rear. The Continental MK 100 ABS system includes rear-wheel lift-up mitigation and corner braking control. There is no mistaking the Rush for the Brutale 1000 RR. (MV Agusta/)With a compact 56.4-inch wheelbase, 23.5 degrees of rake, 3.8 inches of trail, and 30mm of offset, the Rush promises a nice combination of neutral steering response, agility, and high-speed stability. Tires are a 120/70-17 front Pirelli Diablo Supercorsa radial and a massive 200/55-17 rear. Seat height is 33.3 inches, dry weight a claimed 415 pounds. Electronics are now as important as chassis numbers and cam timing in determining how a bike handles and delivers its power. The Rush’s electronic suite features all the electronic updates and upgrades as the rest of the MV Agusta 2021 models. As noted in previous Cycle World “first look” reports on the MV Agusta lineup, this latest upgrade is a big improvement, incorporating a six-axis IMU that manages traction control, ABS cornering, cruise control, launch control, and wheelie control. Along with all this comes a TFT instrument display, and through a smartphone, MV’s Ride app. This lets the rider tune, adjust, and select preferred functions and settings, and lets riders plot and share rides through the navigation system. The MV Agusta Rush’s TFT display allows the rider to tune the motorcycle via their smartphone. (MV Agusta/)The price for all this performance and style? A cool $40,600. Maybe not for everyone, but then MVs have always been exclusive machines. We’re just happy to see the grand old marque still punching hard. Source