Hugh Janus

Spy shots of Husqvarna’s upcoming Norden 901 model reveal a close-to-finished adventure bike. (Husqvarna/)The Husqvarna Norden 901 concept revealed at last year’s EICMA show promised to be more than just another bike—it would be a machine that brought the Husqvarna brand into a new mainstream market, appealing to riders who’d never considered the company’s products before. Now it’s clear that the Norden is following in the footsteps of the firm’s Vitpilen and Svartpilen models, making the leap from concept to production with a minimum of changes compared to the show version and bringing with it an innovative style that’s instantly recognizable as one of Husqvarna’s growing range of road-focused bikes. There look to be only minor changes from the concept model, including lighting and cockpit displays. (Husqvarna/)The Norden in these spy pictures is clearly close to production-ready, featuring many of the components that we’d expect to be missing from a prototype that’s earlier in its development cycle. The headlight and windshield, for instance, are usually among the last parts to appear on testbikes, but they’re present and finished-looking on this model, as are elements like the metalized skid plates under and to either side of the engine and even the two auxiliary lamps that were a key element of the concept’s look. Have there been changes compared to last year’s show bike? Sure. Those lights are all different—the Norden concept’s aux lamps were yellow-tinted units with four LEDs behind each lens, and here they’re replaced with single LED white units, while the main headlight is also distinctly different. On board, the show bike featured an unusual dash with two stacked color LCD displays that could show a single image across both screens. Here we see a much more sensible single screen that appears to be borrowed from KTM’s latest 1290 Super Duke R. And that’s far from the only KTM component on view here; in fact, the Norden is rather like a Husky-shaped veneer over an existing KTM. The frame is pure KTM 890 Adventure, as is the 889cc parallel-twin engine. It’s KTM’s LC8c unit in its biggest-capacity form, and depending on the final state of tune power is sure to be somewhere between the KTM 890 Duke R’s 121 hp and the 890 Adventure’s 105 hp. The Norden concept bike Husqvarna revealed last year. (Husqvarna/)Like the 890 Adventure and the 790 Adventure before it, the Norden uses an unusual plastic fuel tank that’s wrapped over and around the engine, doubling as much of the bodywork. The bulk of the gas is held in two side-mounted sections—seen on either side of the engine with aluminum panels on them on this prototype—but the tank also arcs up and over the top of the bike, providing a conventionally placed fuel filler in front of the rider. While similar in concept to the KTM 890 Adventure’s tank, it’s a different unit as the rear sections of the radiator cooling vents are molded into it, and needed to be shaped to suit the Norden’s distinctive, neo-retro look. The swingarm, WP suspension, and KTM-branded brake calipers all appear to be directly from the 890 Adventure as well, and it’s likely that the Austrian bike’s spec sheet is a good guide to what to expect from the production version of the Norden 901. That means a dry weight in the region of 432 pounds, about 8 inches of suspension travel at each end, and electronics including Bosch 9.1 MP cornering ABS, lean-sensitive traction control, and riding modes that include an “off-road” setting. The wheels appear to be the same size as the KTM 890 Adventure, too, which means a 21-inch front and 18-inch rear—a setup that’s more off-road biased than most adventure bikes on the market. That means the Husqvarna should sit in a position of being slightly more luxurious and touring-oriented than the 890 Adventure it’s based on but without losing much of the KTM’s ability away from the beaten track. For more road-biased adventuring, the upcoming CFMoto MT800 uses many of the same KTM-sourced components but in a package designed with pavement use in mind. Had 2021 been a normal year, replete with major international motorcycle shows, we’d have expected to see the production version of the Norden 901 revealed at EICMA in Milan. However, with the November event canceled, many firms, including Husqvarna, appear to be opting to unveil new bikes individually and nearer their on-sale dates. Since the Norden isn’t expected to reach showrooms until well into 2021, it might be a while before the final version is given an official unveiling. Source

2020 KTM 300 XC-W TPI (KTM/)KTM continues to dedicate itself to its enduro two-stroke line. Proof lies in the KTM 300 XC-W TPI. This model has seen significant updates in 2020 and is a dirt bike built to tackle the extreme—we’re talking overcoming the insane technical muddied trails and tight taped-off tracks to unbelievable boulder climbing—KTM didn’t dedicate a Six Days- and Erzbergrodeo-specific XC-W models just for fun. These machines are meant to be ridden hard in every trail and technical scenario you can put them in. The TPI (transfer port injection) contributes to fuel efficiency and clean emissions. As an added bonus, TPI technology alleviates the need for premixing gas and jetting a carburetor, so you can fill up at the pump and leave your jetting kit at home. 2020 KTM 300 XC-W TPI (KTM/)2020 KTM 300 XC-W TPI Reviews, Comparisons, And Competition Competition for this model would include the KTM 250 XC-W TPI, Husqvarna TE 300i, Husqvarna TE 250i, GasGas EC 300, TM EN 300 Fi ES, Sherco 300 SE-R, and Sherco 300 SE Factory. If you desire a two-stroke with TPI technology, but are looking to ride faster-paced trails that require a little more support from the suspension, the KTM 300 XC TPI, KTM 250 XC TPI, Husqvarna TX 300i, or GasGas EX 300 may suit your fancy. Race ready? Dirt Rider took a closer look at Manuel Lettenbichler’s KTM 300 XC-W TPI and the adjustments he made to his championship-winning model. It was “built at the FMF KTM Factory Racing team’s shop in Murrieta, California. Manni brought his own suspension, ECU, Akrapovič exhaust system, handlebar, and grips,” DR covered. KTM 300 XC-W TPI Updates For 2020 The 300 XC-W TPI has been completely reworked for 2020. New elements include the frame and subframe, Pankl six-speed transmission, airbox, aluminum head stays, bodywork and seat, mapping, throttle body, battery, and exhaust. Parts that have been reworked and updated include the power valve drive mechanism, wiring harness, and WP suspension. 2020 KTM 300 XC-W TPI Six Days (KTM/)To commemorate the International Six Days Enduro (ISDE) and the Erzbergrodeo hard enduro, the 300 XC-W TPI is also available in the Six Days and Erzbergrodeo variants decked in special graphics. The Six Days features a skid plate, Supersprox two-piece rear sprocket, orange triple clamps, chain guide, and frame, and a Six Days seat to name a few add-ons over the standard model. The limited-edition Erzbergrodeo model is packed with KTM PowerParts and showcases a Selle Dalla Valle Factory seat, front and rear disc guards, closed hand guards, pull straps, and more. 2020 KTM 300 XC-W TPI Claimed Specifications Price: $9,999 (base)/$10,999 (Six Days)/$11,299 (Erzbergrodeo) Engine: Liquid-cooled single-cylinder two-stroke Displacement: 293cc Bore x Stroke: 72.0 x 72.0mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.8 in. Rake: 26.5° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 11.8-in. travel Rear Suspension: Fully adjustable; 12.2-in. travel Front Tire: 90/90-21 (base) / 80/100-21 (Six Days and Erzbergrodeo) Rear Tire: 110/100-18 (base) Wheelbase: 58.3 in. Fuel Capacity: 2.4 gal. Wet Weight: 228 lb. (base)/229 lb. (Six Days and Erzbergrodeo) Source

2020 KTM 250 XC TPI (KTM/)The 250 XC TPI is another two-stroke dirt bike in the KTM lineup, now equipped with transfer port injection, which improves fuel efficiency, reduces exhaust emissions, and removes the need for rejetting a carburetor and premixing fuel.The TPI system on the 250 XC TPI is the same as what is used on the 300 XC-W TPI and 250 XC-W TPI enduro bikes, Dirt Rider covered. The 250 XC TPI off-road racer works its way around the track with a 250cc engine that is equipped with a new ambient air pressure sensor that aids in providing a smooth, crisp-running operation at any elevation. 2020 KTM 250 XC TPI Reviews, Comparisons, And Competition The KTM 300 XC TPI, Husqvarna TX 300i, and GasGas EX 300 are three other TPI-equipped two-stroke options to consider if you don’t mind an extra 50cc of displacement. If you’re set on a 250cc engine for your two-stroke cross-country machine, the Yamaha YZ250X is another model on the market. 2020 KTM 250 XC TPI (KTM/)KTM 250 XC TPI Updates For 2020 Plentiful updates are seen on the 250 XC TPI. For starters, there’s the addition of transfer port injection. The model also sees a new ambient air pressure sensor, exhaust system, and revised WP Xact suspension. The model is topped off with new graphics. 2020 KTM 250 XC TPI (KTM/)2020 KTM 250 XC TPI Claimed Specifications Price: $9,799 Engine: Liquid-cooled single-cylinder two-stroke Displacement: 249cc Bore x Stroke: 66.4 x 72.0mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.4 in. Rake: 26.1° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 12.2-in. travel Rear Suspension: Fully adjustable; 11.8-in. travel Front Tire: 90/90-21 Rear Tire: 110/100-18 Wheelbase: 58.5 in. Fuel Capacity: 2.3 gal. Dry Weight: 223 lb. Source

2020 KTM Freeride E-XC (KTM/)Although available in other markets in 2014, the KTM Freeride E-XC made its US introduction in 2017 followed by a multitude of updates in 2018. Over the past couple of years the e-machine has not seen any additional changes, however, it remains a midsize electric dirt bike that both beginners and pros can enjoy. Beginners will benefit from its lack of a clutch and gear shift lever, while more experienced riders will enjoy tapping into its electric motor’s claimed peak power of 18 kW. Its 260-volt lithium-ion battery can last for a claimed 1.5 hours (depending on the riding style) while energy recuperates when coasting or braking for added range. Its chassis consists of a composite frame, WP Xplor 43 fork, WP PDS Xplor shock, and long steering head for stability and handling. 2020 KTM Freeride E-XC (KTM/)2020 KTM Freeride E-XC Reviews, Comparisons, And Competition When it made its way to the US in 2017, the KTM Freeride E-XC claimed praise for its tight maneuverability, carrying its 238-pound weight well, and accompaniment to rider skills with its three ride modes. After the 2018 updates were implemented, which included a new battery, improved suspension and brakes, and additional features, these all added up to “move the bike more toward serious off-roader from playbike.” 2020 KTM Freeride E-XC (KTM/)KTM Freeride E-XC Updates For 2020 No updates for 2020. It comes at a starting MSRP of $10,499. 2020 KTM Freeride E-XC Claimed Specifications Price: $10,499 Engine: Liquid-cooled permanent magnet synchronous motor Horsepower: 24.5 hp @ 5,000 rpm Torque: 30.9 lb.-ft. from 0 rpm Transmission: 1-speed Final Drive: Chain Seat Height: 35.8 in. Rake: 23.0° Trail: N/A Front Suspension: 43mm inverted fork, fully adjustable; 9.8-in. travel Rear Suspension: Preload and compression adjustable; 10.2-in. travel Front Tire: 2.75-21 Rear Tire: 4.00-18 Wheelbase: 55.8 in. Capacity: 3,900 Wh Wet Weight: 245 lb. Source

2020 KTM 1290 Super Adventure S (KTM/)The KTM 1290 Super Adventure S is built as a serious road-going adventure machine with moderate off-road capability. With a claimed 160 hp cranking out of the 1,301cc V-twin and plenty of rider aids, the KTM 1290 Super Adventure S allows the rider to push the limits both on road and off. Tech includes semi-active WP suspension, motorcycle stability control, cornering ABS, lean-angle-sensitive traction control, and four ride modes. While these will help you push the boundaries of the motorcycle, the standard KTM My Ride offers GPS navigation so you can push the map’s boundaries as well. This machine is for the experienced adventure seeker who wants a do-it-all machine as their steed. Looking for more off-road potential from KTM? The well-equipped, long-travel 1290 Adventure R might suit your style. 2020 KTM 1290 Super Adventure S (KTM/)2020 KTM 1290 Super Adventure S Reviews, Comparisons, And Competition When the standard model 1290 Super Adventure won Cycle World’s Ten Best in 2015, we claimed it was a “long-distance, earth-conquering traveler, capable on pavement, dirt, gravel, and mud. Great every day too.” Competition includes the Ducati Multistrada 1260/S ($18,995), BMW R 1250 GS ($17,895), and Honda Africa Twin ($14,399). 2020 KTM 1290 Super Adventure S (KTM/)KTM 1290 Super Adventure S Updates For 2020 No major changes were announced for 2020. The model comes in orange or silver at a starting MSRP of $18,599. 2020 KTM 1290 Super Adventure S Claimed Specifications Price: $18,599 Engine: Liquid-cooled LC8 V-twin Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Horsepower: 160.0 hp @ 8,750 rpm Torque: 103.3 lb.-ft. @ 6,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 33.9 in./34.4 in. Rake: 26.0° Trail: 4.7 in. Front Suspension: 48mm inverted fork, semi-active; 7.9-in. travel Rear Suspension: Preload adjustable; 7.9-in. travel Front Tire: 120/70ZR-19 Rear Tire: 170/60ZR-17 Wheelbase: 61.4 in. Fuel Capacity: 6.1 gal. w/ 0.9 gal. in reserve Dry Weight: 474 lb. Source

2020 KTM 1290 Super Adventure R (KTM/)KTM does off-road performance. Case in point, the 2020 KTM 1290 Super Adventure R. With Dakar-inspired styling, longer suspension travel than the road-going S model, crash guards, and spoked wheels, the R is geared for any challenging expedition. It’s equipped with the same 75-degree 1,301cc V-twin that claims 160 hp and lean-angle-sensitive ABS and traction control, four ride modes, cruise control, a 6.5-inch TFT display, KTM My Ride package with navigation capability. 2020 KTM 1290 Super Adventure R Reviews, Comparisons, And Competition When our tester rode the 2017 1290 Super Adventure R he concluded that the ADV machine “is a lot of motorcycle, yes, but it’s a lot of very capable motorcycle, and just as willing to go off the beaten path as you are.” Competition includes dirt-ready models like Ducati Multistrada 1260 Enduro, BMW R 1250 GS Adventure, and Honda Africa Twin. 2020 KTM 1290 Super Adventure R (KTM/)KTM 1290 Super Adventure R Updates For 2020 No major changes were announced. The model is available in one graphic/color scheme for a starting MSRP of $18,599. 2020 KTM 1290 Super Adventure R (KTM/)2020 KTM 1290 Super Adventure R Claimed Specifications Price: $18,599 Engine: Liquid-cooled LC8 V-twin Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Horsepower: 160.0 hp @ 8,750 rpm Torque: 103.3 lb.-ft. @ 6,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 35.0 in. Rake: 26.0° Trail: 4.8 in. Front Suspension: 48mm fork, fully adjustable; 8.7-in. travel Rear Suspension: Fully adjustable; 8.7-in. travel Front Tire: 90/90-21 Rear Tire: 150/70-18 Wheelbase: 62.2 in. Fuel Capacity: 6.1 gal. w/ 0.9 gal. in reserve Dry Weight: 478 lb. Source

2020 Husqvarna TC 125 (Husqvarna/)The TC 125 is Husqvarna’s motocrosser that provides a smooth entry for younger riders transitioning from the mini scene to the full-size classes. But heck, it’s just as much fun for the seasoned too. Powered by the 125cc two-stroke engine with impressive character, this thing rips—without the hit of the larger TC 250. As is common in Husqvarna models, the TC 125 features WP suspension, chrome-moly frame, and Magura clutch system. 2020 Husqvarna TC 125 Reviews, Comparisons, And Competition GNCC championship rider Jason Thomas races a TC 125 in the XC3 125 Pro-Am class and found that though riding for three hours on a 125 is tough it “works extremely well in mud races. In 2017, I finished seventh overall on a 125. That was out of every single Pro rider. People seem to think that was a big achievement. In reality, the 125 is lighter. It kind of floats on top of the wet stuff, even when mud sticks to the bike.” 2020 Husqvarna TC 125 (Husqvarna/)In Dirt Rider’s 2016 first impression of the TC 125, test rider Kris Keefer found the engine to have unbelievable character. It was snappy and hard-hitting down low, then screamed into midrange to top-end with minimal clutch use. Relevant models for your own side-by-side comparison include the TM MX 125, Yamaha YZ125, and KTM 125 SX. 2020 Husqvarna TC 125 (Husqvarna/)Husqvarna TC 125 Updates For 2020 Like the other 2020 TC and FC models in Husqvarna’s lineup, the TC 125 flaunts updated graphics. 2020 Husqvarna TC 125 Claimed Specifications Price: $7,399 Engine: Liquid-cooled single-cylinder two-stroke Displacement: 125cc Bore x Stroke: 54.0 x 54.5mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.4 in. Rake: 26.1° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 12.2-in. travel Rear Suspension: Fully adjustable; 11.8-in. travel Front Tire: 80/100-21 Rear Tire: 100/90-19 Wheelbase: 58.5 in. Fuel Capacity: 2.1 gal. Dry Weight: 193 lb. Source

CFMoto’s new, soon-to-be-launched MT800 will come in two distinct variants, including this adventure-biased version. (CFMoto/)It might not be due for launch until early 2021 but details of CFMoto’s upcoming MT800 adventure bike have emerged early thanks to Chinese vehicle-approval paperwork that includes both photos and specifications of the new machine. For those with the idea that Chinese-made bikes are cheap and nasty, the MT800 looks like it could break some preconceptions. Not only does CFMoto already manufacture several KTM models, offered both in Asia and elsewhere, but it makes many of the engines that are destined for KTMs sold worldwide. The more road-oriented trim features alloy wheels, but both models have the same KTM-sourced frame. (CFMoto/)KTM’s most recent investor presentation revealed there will be a “massive increase of cooperation level” with CFMoto in the months to come, and that cooperation starts with the MT800. The bike’s engine is the 799cc LC8c parallel twin that was previously used in KTM’s 790 Duke and 790 Adventure models. Both those bikes have become 889cc “890” machines now, leaving a space for the slightly less powerful CFMoto. The type-approval documents confirm that the MT800 makes 95 hp, the same as the old 790 Adventure. It’s enough to give the MT800 a rated top speed of 118 mph. The frame also appears to be straight from the KTM 790, albeit with CFMoto’s own swingarm design. It appears to be a longer arm than KTM used, as the CFMoto’s wheelbase is longer than the 790 Adventure’s—rising from 59.4 inches to 60.3 inches. While it’s not certain which markets the bike will be sold in at the moment, it’s worth noting the machines seen here wear Europe- and US-required elements like side reflectors on the fork—a clear indication the design has been created with global sales in mind. Both versions will have the option for fitting luggage; shown is the road version with bags. (CFMoto/)Although it’s an adventure-style bike, the MT800 doesn’t tread on KTM’s toes—it has a much more road-oriented design than the 790 or 890 Adventure. The wheels are smaller diameter, with a 19-inch front and 17-inch rear (the KTM wears 21-inch and 18-inch hoops, respectively), covered by 110/80 rubber at the front and a 150/70 at the back. It’s also a heavier machine, coming in at 509 pounds wet, or 529 pounds with the aluminum cases fitted. Along with the luggage option, the bike will be sold in two distinct model variants. The more road-biased version features cast alloy wheels and has the lower section of the engine exposed, while the more adventurous model uses wire wheels—still the same size as the alloys—and has an aluminum bash plate to protect the exhaust and engine cases. The suspension and brakes on all versions are the same, including radial-mount calipers and Bosch 9.1MP ABS. The adv-oriented model gets a skid plate and wire-spoked wheels, but otherwise looks very similar. (CFMoto/)The MT800 isn’t the only CFMoto/KTM-related model we should expect in months to come. The Chinese firm has already shown its 1250 tourer, which uses a highly modified version of KTM’s V-twin engine, and KTM’s investor presentation earlier this year said that CFMoto will be tasked with making a whole range of “750cc” KTM models for global markets, including a 750 Duke, 750 Adventure, and 750 Supermoto T. It’s possible, and even likely, that the CFMoto-made “750” KTMs will actually use the same 799cc engine seen in the MT800, simply understating their capacity to distance the models from the Austrian-made 890 Duke and Adventure machines. It’s a trick BMW uses on the F 750 GS, which actually has the same 853cc capacity as the F 850 GS but is simply detuned to make less power. Source

Paying attention to what the best riders are doing and then putting those techniques to use makes for a successful life in motorcycling. (Jeff Allen/)“It’s the Wild West out there,” the gentleman commented. His assignment was to establish a rider-training direction for a group of riders, and his comment referred to what he had seen and heard during his monthslong, nationwide research. The information he gathered was wildly divergent and bewildering. And it could be bewildering to new riders too. At Champ School we often introduce riders to techniques that are directly opposite of what they previously learned or understood. Straight-line braking versus trail-braking, for instance. What is best and safest? Notice that I didn’t ask, “Who is right?” Industry growth based on improved rider safety through best-practices techniques isn’t a who’s-right or who’s-wrong question, or at least it shouldn’t be. We should all be interested in pursuing excellence on two wheels because mistakes can be devastating to a person and industry. As the gentleman referred to in the first line soon learned, there were a wide variety of techniques being taught and some made little sense outside the parking lot. How does a rider discern best and the rest? Should our industry move to determine best practices in rider training or continue with the Wild West? Best and Safest Best riding practices must equate to safest riding practices and makes sense when we add, “…at the pace you choose.” Safest at the pace you choose. That means a curriculum must provide safety at the pace the students choose; it can’t just work for riders who never accelerate. As the pace increases, the safety margins shrink and the technique choices narrow. RELATED: Motorcycle Lessons Beyond the Classroom RELATED: Getting Ready to Stop Beyond The Classroom Part 2 As a riding instructor I have learned to teach to the highest level I can imagine, whether that’s a Superbike in the rain with the TC fuse blown or a downhill right-hand corner that tightens and you’re in too quick with your daughter on the back. Maybe you pop over the hill and traffic is stopped; maybe the road is freshly graveled; maybe it’s your first trackday and it’s raining. How about when you leave the dealership on your new tires and it’s 36 degrees, or if a deer jumps the guardrail… You get the picture. I’m not teaching for who the rider is today or even for the venue we currently inhabit—I’m teaching for the time when everything counts. Question No. 1: What’s the Leader Doing? New riders will receive a lot of advice, almost all given in good faith. A litmus test for any advice is to see if that approach is being used to win roadracing championships or create high-mileage veteran street riders. Notice I didn’t write “used in roadracing” or “employed by street riders’' because we must be much more specific about who is using the technique. A roadracing champion has the ability to ride consistently quickly, sometimes less than one-second-per-lap more quickly than their competitors, but consistently so. We should care what they’re doing and how they’re doing it. If advice we are given isn’t being used by the racers at the front, file that advice further down the priority level and keep looking for answers. We don’t care what most riders do, we care what the best riders do. A high-mileage veteran street rider has seen a lot and survived through approaches that should be imitated. Poor techniques don’t stand the test of time and miles, so advice from a casual, part-time street rider should be taken with the knowledge that time and miles have not yet tested that approach. Street riders should look to high-mileage veterans—poor practices don’t stand the test of time. (BMW Motorrad/)Successful people learn from other successful people—you have done that all your life. Employ this approach in your riding and be sure to test advice against this simple question: Is this what the best are doing? Question No. 2: Does That Make Sense? You’re a 16-year-old at a new-rider school and the instructor stands next to their gigantic motorcycle with 40 years of riding experience and tells you what to do. You do it—you’re a kid and they’re an expert. But while doing it, ask yourself this basic question: Does that make sense? RELATED: Motorcycle Lessons Beyond the Classroom, Part 3 RELATED: Motorcycle Lessons Beyond the Classroom, Part 4 If it doesn’t make sense to you, raise your hand and ask more questions. The instructor’s explanation (and hopefully their demonstration) will enlighten you to the correctness of the technique, or show you that the technique is not well thought out. It could be a curriculum problem, a communication problem, or an understanding problem. But it’s a problem. Store that problem in your mind and search elsewhere for answers. There are answers. In my opinion, the endeavor of riding a motorcycle is extremely straightforward and logical. It’s not easy, but it’s simple. It isn’t a mystery or dark art or voodoo science known only to a few in the club. In your search for answers, the truth will hit you strongly—it’s that logical. When you hear something that doesn’t make sense, ask questions and get explanations; if it fails to become truth, keep looking. Question No. 3: Have You Examined a Motorcycle and a Top Rider? We look at the pair of relatively narrow tires and realize traction wouldn’t be difficult to lose if we’re abrupt. We note the suspension travel and see that the suspension must get loaded before the tire gets loaded. We look at pictures of bikes braking and accelerating and see the vast difference in tire contact patches between the two actions. Because of this loading, we know that using the front brake and the throttle at the same time is a recipe for disaster. Look at the front suspension as the rider enters the turn—it’s loaded so that the tire can be loaded. The rider is smooth in their actions and is trailing off the brakes as the lean angle increases. (Brian J. Nelson/)Pictures show us the importance of lean angle and we remember how we steer our bicycles, with bar pressure. We see our racing heroes with their weight to the inside of the bike and try that too. During onboard footage we hear the gentle throttle initiation of the best riders and realize that the announcer saying, “He grabs a handful of throttle!” is wrong. We listen and learn that acceleration can safely increase only when the bike stands up off the corner and know that our friend is wrong when he says, “accelerate through the corner.” We see the riders’ fitness and focus on TV. We see how clean the machines are at the front of our local club races. RELATED: Motorcycle Lessons Beyond the Classroom, Part 5 RELATED: Motorcycle Lessons Beyond the Classroom, Part 6 We see the high-mileage veterans in full gear, head to toe. The reliance on their bikes brings almost religious maintenance. They don’t beat on their tools (bikes) with burnouts, wheelies, neutral revving. They are one with their bikes as they cover great swaths of the country in single sittings. They are calm, focused, and gentle, with bike mods aimed at making the joy of mile eating more comfortable and pleasurable. Watching the onboard brake and throttle graphs in MotoGP we see how top riders trail-brake pressure into corners; how finely that red brake graph reduces pressure; and how gingerly the green throttle graph begins. We see how even current champions go out for every minute of practice; we realize how technically they approach the sport, sorting through problems that hurt lap times or cause crashes. Stop. Look and truly see. In this study, a study which requires only you and the skills of observation, you can build your riding expertise by skipping over the disasters that await riders with unproven approaches. Whether you are examining your favorite roadracing champion or a high-mileage veteran rider you respect, you will find that they ask a single common question: “Will these techniques work consistently at the pace I choose?” Those who don’t work hard to positively answer that question have quit riding or will never win a championship. As an industry, our ability to provide a positive answer to this question is one of the steps to increased growth; new riders become lifelong riders with a toolbox full of proven best practices. More next Week! Source

The 2021 CRF300L Rally has not been announced for the US market yet; sources say it will be. (Honda/)It all started back in the late ’70s when Honda realized its CL350 Scrambler (a.k.a. Spaghetti Bowl Exhaust Manifold) could never be a serious dual-purpose crossover and consequently created the legendary XL250, a super-versatile lightweight powered by an air-cooled SOHC single so reliable that some are still circulating on the roads and trails of Southern California. The original XL250 generated a family of derivatives and held on very competently till 2012, when Honda launched the CRF250L, an evolution of the CRF230L. The new model proved the most versatile and capable yet, powered as it was by a very innovative liquid-cooled single featuring a very advanced DOHC valve train, with valves set at a very narrow included angle resulting in a very compact and efficient cylinder head. The CRF250L offered positive on-road/off-road versatility and proved highly capable and efficient. Time has now come for an update, and for 2021 the bike has been vastly revised, starting with the engine. Enter the new CRF300L, likely due to come to the USA sometime in 2021. The 2021 Honda CRF300L is Euro 5 compliant. (Honda/)To make it compliant with Euro 5 emission standards and gain power and flexibility in the process, the DOHC single has grown from its original 249.6cc to 286cc by increasing the stroke from 55mm to 63mm, while bore remains unchanged at 76mm. This extra displacement through longer stroke produced the expected benefits: a little extra power, from 24.8 to 27.3 hp at 8,500 rpm, and a more substantial increase in peak torque, from 16.7 pound-feet at 6,750 rpm to 19.6 pound-feet at 6,500 rpm. The whole torque curve is substantially improved and is much flatter from 2,000 rpm up. Compression ratio is unchanged at 10.7:1, while cam and injection timing have been adjusted to the new internal configuration in order to extract the full benefits of not only performance but fuel consumption and exhaust cleanliness. The transmission has also been upgraded with the adoption of an assist-slipper clutch. The new CRF300L is 8.8 pounds lighter than the CRF250L it replaces. Weight reduction is always desirable, especially when it comes via a substantial improvement in chassis quality and performance. The frame structure remains unchanged in design, featuring twin main diagonal spars and a single downtube that splits into a double cradle under the engine; very solid. So solid that the Honda chassis specialists have reduced the size of both the front downtube (by 30mm) and the diameter of the lower cradle tubes (by 3mm) and the width of the upper cross tube (by 20mm). Not only is the frame lighter, it’s also better tuned in terms of lateral flexibility, which increases by 25 percent. The incorporation of a new cast aluminum swingarm completes the reduction of both weight and the overall rigidity of the chassis. Honda has increased displacement of the CRF300L and CRF300L Rally by increasing the stroke by 8mm. (Honda/)In his December 4 story “Chassis Flex is a Crude Technology,” Kevin Cameron explains how the theory surfaced in MotoGP and was applied to make the structure absorb bumps on the track surface that upset the stability of racers at extreme lean angles. But the final results proved controversial. In the case of a lightweight, dual-purpose bike of limited power like the CRF300L, the results are on the positive side, since in its case very high chassis rigidity can be a negative factor, reducing the ability to generate traction and giving less controllable reactions on dirt. The CRF300L chassis represents an evolution in terms of structural characteristics. The wheelbase of this new chassis spans 57.2 inches, about 0.5 inch longer than the CRF250L. Ground clearance increases from 10 inches to 11.2 inches by lifting the engine inside the frame and adopting taller suspensions. The front Showa 43mm telescopic fork now features 10mm extra wheel travel, to 260mm (10.2 inches), while the link-actuated Showa single tube shock absorber increases the rear wheel travel by 20mm to 260mm total. The seat height has grown by 5mm to 880mm (34.6 inches) total. The front end geometry receives a little touch-up, setting the rake/trail to 27.5 degrees and 109mm (4.3 inches) respectively from the previous values of 27.6 degrees and 113mm (4.4 inches). The lightweight braking system uses a single 256mm front rotor paired with a two-piston caliper, while at the rear the single 220mm rotor uses a single-piston floating caliper. A two-channel ABS system is included as standard equipment. The CRF300L rolls on 80/100-21 51P front and 120/80-18 62P rear cross-ply tires, emphasizing that the bike’s versatility hides a strong preference for a smart off-road use. The CRF300L is a very nicely designed bike, slim, with the 2-gallon tank rationally shaped where it meets the seat for an easier reach to the ground. Wet weight is a claimed 313 pounds. No sense talking of electronic suite here, as it’s limited to the ABS, the integrated ignition-injection management system, and the LCD instrumentation display. Honda CRF300 Rally After the CRF450R won the Paris-Dakar Rally, Honda developed the CRF250 Rally, and this version has been updated along with the CRF250L. The new CRF300 Rally differs from its leaner sister in only minor details. The CRF300 Rally gets a larger, 3.4-gallon tank for a 250-mile range while maintaining an elegant and ergonomic shape. An extra 5mm of ground clearance improves its ability to ride over rougher obstacles with no problem. The steering geometry is the same as developed for the CRF300L, with 27.5 degrees of steering axis rake and 109mm (4.3 inches) trail, from the previous 28.1 degrees of rake and 114mm (4.5 inches) trail for a more agile steering response. The CRF300L Rally shares much with the CRF300L but gets a rally-inspired fairing and larger fuel tank. (Honda/)Given the higher wet weight of 338 pounds, the CRF300 Rally uses a larger 296mm front disc brake teamed to the same two-piston caliper. A two-channel ABS system manages braking. No other modifications separate the chassis of the CRF300 Rally from that of the CRF300L. The most evident aesthetical factor underlining the CRF300 Rally’s preference for long-range adventure is the top mini-fairing, which offers good protection from the wind during long highway hauls. It is made completely out of transparent plastic and completely protects the double LED headlight. Black rubber seals encircle the bug-eyed double headlights where they meet the fairing, perhaps not a great styling element. But this does not affect the pleasant profile of the CRF300 Rally or prevent it from being a neat, capable dual-purpose bike. Bug-eyed LED headlights give the CRF300L Rally a unique appearance within the Honda dual sport line. (Honda/)Honda has not announced the CRF300L and CRF300L Rally as 2021 models in the US at the time of publishing, but word is that it will in the near future. Source

The new era of Universal Japanese Motorcycles in Downtown Los Angeles. (Jeff Allen /)In the early 1970s, Japanese manufacturers stormed the US market with a new genre of do-it-all motorcycle. With Honda’s CB750, Yamaha’s XS750, Suzuki’s GT750, and Kawasaki’s Z1, the Big Four were manufacturing the superbikes of the time. Eventually these strong standards would come to be known as Universal Japanese Motorcycles, or UJMs; motorcycles comfortable enough to slog through traffic on a daily commute, robust enough to load up with a passenger and some luggage for light weekend touring, and fast enough to strip down for serious sport riding. Motorcycles have evolved, and categories and subcategories have emerged with specialized uses and little visual tie to these classic machines, but the need for a stylish and versatile motorcycle remains. And so the UJM is making a comeback. The 2020 Yamaha XSR900, 2019 Honda CB1000R, and 2020 Kawasaki Z900RS Cafe are three different takes on the glory days of the Japanese standard. Each one has a character all its own, and each manufacturer brings its own flavor of nostalgia to the modern riding experience. For this test, we spent time using each motorcycle as intended: universally. We spent full days and several hundred miles on the bikes, using them for daily commutes, in traffic, and around-town riding, then leaving the city for spirited canyon runs. Prior to real-world testing, we ran them on our in-house Dynojet 250i dynamometer and gathered objective performance numbers at our private testing facility. Kawasaki Z900RS Cafe’s small fairing adds style and wind-deflecting functionality. (Jeff Allen/)Street testing was conducted in Downtown Los Angeles, a hostile environment for big bikes. Dense traffic, tall buildings, and constant construction define the DTLA riding experience. It’s scooter country. Cycle World’s Executive Editor Justin Dawes and Road Test Editor Michael Gilbert met me near the Walt Disney Concert Hall, suited up with Cardo Bluetooth comms devices paired in our helmets and ready to ride. High footpegs result in an aggressive stance on Honda’s CB1000R. Morgan Gales, seen riding here, is 6 feet, 4 inches tall. (Jeff Allen/)It’s environments like this where the XSR’s relatively light weight, short wheelbase, and renowned CP3 engine shine. Yamaha’s 847cc triple is the quickest revving of the three tested, almost to the point of feeling twitchy. The strong, punchy power delivery is capable of upsetting the chassis during even minor throttle adjustments while riding in A or STD modes. A switch to the bike’s B mode slows throttle response, should you so desire. Still, as Dawes said, “Riding in the least aggressive map shouldn’t be the go-to on a modern motorcycle to make it behave correctly.” The Kawasaki Z900 has the most upright ergonomic position, resulting in a comfortable ride for all three testers. Justin Dawes here is 5 feet, 10 inches tall. (Jeff Allen/)At 6-foot-4, I look and feel big on the XSR. But I was surprised to suffer no discomfort, except for seeing the photos. In tight urban quarters, where I am typically either accelerating from a light or slowing for the next one, I had not a single complaint. The seat of Yamaha’s XSR900 tends to slide the rider forward, resulting in a compact and aggressive stance. (Jeff Allen /)Honda’s CB1000R is smooth at low revs, not as quick to respond as the Yamaha but plenty quick when prodded. At higher revs, the 998cc inline-four sings. But here in the city, it’s simple, smooth, and consistent. Its ergonomics are the most aggressive of the three bikes, with high footpegs and a seat that tends to slide the rider forward, and it seems to beg for higher speeds as we meander through town. The Honda is stable at low speeds and drops in easily, but in this setting it just didn’t have the opportunity to show its teeth. Honda’s styling is modern and refined, vaguely hinting at the motorcycles from which it has evolved. (Jeff Allen/)Despite being the heaviest and longest bike here, the Z900RS Cafe was the balanced middle ground of this trio. It is nimble and manageable at low speeds with a healthy amount of power, smooth delivery, and peak torque hitting more than 2,000 rpm earlier than the other two bikes. The footpegs are lower than the others’, and the handlebar placement is about the same. Along with the plush seat, this bike put each tester in a comfortable riding position regardless of height. It was also the only model with built-in strap points around the tailsection or any form of wind management. Those feel mighty universal. The 2020 Kawasaki Z900RS Cafe has a starting MSRP of $11,799, $500 more than the unfaired version. ( Jeff Allen/)Style and spirit are large factors in this segment, and these bikes evoke nostalgia with classic lines and paint schemes. In the Arts District, we parked and enjoyed some overdressed health food while listening to comments at our COVID-safe curbside table. Yamaha’s 2020 XSR900 in Radical White/Rapid Red starts at $9,499. (Jeff Allen/)Passersby paid the Honda no attention. This is rather shocking, as Honda did a great job of modernizing the aesthetic lines of the classic CB while still making a wholly new motorcycle. The line from seat to gas tank is level. The deeply flaked red paint is a modern twist on Honda’s iconic theme. But that’s the problem; it’s not stylish for style’s sake. It’s just a natural evolution of Honda design language. It’s attractive, but perhaps too modern and nuanced. If you don’t know the vintage, you don’t get the translation and this doesn’t look retro enough. Downtown Los Angeles is a great setting for testing low-speed handling. (Jeff Allen/)Those same passersby expected speed from the Yamaha, and rightly so. “Does it wheelie?” they asked. Yes, it absolutely does. But this does not look like an XS750. It looks like a MT-09 with a round headlight, a reshaped gas tank, and a vaguely ’70s paint scheme. The benefit of that? The XSR900 performs like an MT-09 in nearly every way. More so than the Honda, the Yamaha at least evokes something, even if it’s a far cry from the XS of the past. Road Test Editor Michael Gilbert demonstrating one of the XSR’s more practiced tricks along the Malibu coastline. (Jeff Allen/)But the question we were silently hoping for was, “Wow! What year is that?” And it only came when people were looking at the Kawasaki. The XSR and CB each translate their brand’s aesthetic in their own way, but neither really calls up images of its early predecessor. The tailsection, cafe cowl, and classic paint scheme really set the Kawi apart here. It’s not a replica of an old Z, but captures the spirit of the original in a modern way. It’s the only bike that started conversations, that everyone around us liked, and that all three testers could agree on. Enjoying the view of Pacific Coast Highway on modern Universal Japanese Motorcycles. (Jeff Allen /)We finished lunch and headed to the Pacific Coast Highway, riding north along the coast to Malibu. Long sweeping curves line the bluffs above the Pacific Ocean. The hills just inland hold miles of well-groomed tarmac, uninterrupted by traffic lights. A rider’s vision of the West Coast. Here the Honda’s aggressive positioning felt at home, but it’s paired with an otherwise neutral ride. “The engine is smooth and comes with the biggest power output on the dyno charts,” Gilbert said, “but it doesn’t come with the pop or fun factor of the others.” The CB1000R is easy to ride. It’s confidence inspiring. But it’s lacking any real connection or character to make that ride exceptional, and in this class, character matters. Despite being the quickest of the bunch, running the quarter-mile in 10.71 seconds at 128 mph, it lacks the intangibles required to succeed in this category. Gales taking advantage of the Honda’s aggressive ergonomics. (Jeff Allen/)At 433 pounds wet, the Yamaha is flickable and feels like a weapon on these mountain roads…right until it doesn’t. This is the cheapest of the bunch by more than $2,000, and as speeds pick up, the suspension shows it. When the softly sprung 41mm inverted fork meets sharp initial brake bite, it’s unable to cope with the resulting weight transfer. Expert precision is needed to avoid the deep fork dives which upset the soft rear suspension. Potholes are punishing, and on longer straights the cramped ergonomics eventually take a toll. The Kawasaki Z is once more the Goldilocks of the bunch. It feels longer and lower than the others, which results in stable cornering feel; but with this comes an earlier scrape point. Tip-in takes a little more effort, but once in the corner, the chassis tracks predictably. Suspension action is plush on the highways, but plenty stiff enough to handle our spirited mountain runs. Brake feel is communicative and effective, stopping the 479-pound Z in 132.1 feet—more than 2 feet shorter than the competition. And the small bikini fairing proved to be much more than a styling exercise, effectively stopping chest buffeting on the highway and providing a nice shelter when tucked in for sprints. As the skies turned pink and orange, we parked atop one of many peaks and took in our view of the sunset from our motorcycles. “I don’t care what you say.” I told the group.”I love the styling of the Honda.” Gilbert demonstrating the expert precision required to smoothly pilot the XSR900 through Malibu mountain roads. (Jeff Allen/)“You’re so wrong it’s crazy,” Dawes said, laughing. And to him, I am. That’s the beauty of these bikes. At the end of the day, we each preferred the motorcycle we had spent the most time on. For Michael, the racer, it was the XSR which was just a little too edgy and aggressive for the rest of us. For my part, I thoroughly enjoyed the Honda’s modern styling and how brilliantly easy it was to ride, though I will admit it does not best encapsulate what it means to be a UJM. The Z900RS most successfully walks the line between performance and nostalgia; in the end, you get a healthy dose of each. The Kawasaki performs at the level of today’s more sporty motorcycles while fitting the silhouette of an early ’80s UJM. From pleated seat to tuned exhaust note, it calls on the past while letting you ride as you would on a modern Z. For commuting, spirited canyon runs, or even light touring, this is one well-rounded bike. The Z900RS Cafe brilliantly delivers everything we expect of today’s Universal Japanese Motorcycle. 2020 Yamaha XSR900 MSRP: $9,499 Engine: 847cc, DOHC, liquid-cooled, inline three-cylinder; 12 valves Bore x Stroke: 78.0 x 59.1mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 103.98 hp @ 10,150 rpm Cycle World Measured Torque: 58.92 lb.-ft. @ 8,050 rpm Fuel System: Fuel injection Clutch: Wet, multiplate assist and slipper Engine Management/Ignition: Transistor-controlled ignition Frame: Cast aluminum Front Suspension: 41mm inverted fork, adjustable for spring preload and rebound damping; 5.4-in. travel Rear Suspension: Single shock, adjustable for spring preload and rebound damping; 5.1-in. travel Front Brake: Radial-mounted 4-piston caliper, floating 298mm discs w/ ABS Rear Brake: 245mm disc w/ ABS Wheels, Front/Rear: 10-spoke cast aluminum alloy; 17-in. Tires, Front/Rear: Bridgestone Battlax S20; 120/70ZR-17 front / 180/55ZR-17 Rake/Trail: 25.0°/4.1 in. Wheelbase: 56.7 in. Seat Height: 32.7 in. Fuel Capacity: 3.7 gal. Cycle World Measured Wet Weight: 433 lb. Availability: In dealerships now Contact: yamahamotorsports.com 2019 Honda CB1000R ABS MSRP: $12,999 Engine: 998cc, DOHC, liquid-cooled, inline four-cylinder Bore x Stroke: 75.0 x 56.5mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 120.13 hp @ 9,700 rpm Cycle World Measured Torque: 68.59 lb.-ft. @ 8,180 rpm Fuel System: PGM-FI fuel injection w/ automatic enrichment circuit and 44mm throttle bodies Clutch: Slipper/assist Engine Management/Ignition: Computer-controlled digital transistorized w/ electronic advance Frame: Steel backbone w/ aluminum pivot plates Front Suspension: Fully adjustable 43mm Showa SFF-BP; 4.3-in. travel Rear Suspension: Showa, adjustable for spring preload and rebound damping; 5.2-in. travel Front Brake: Dual radial-mounted 4-piston calipers, full-floating 310mm discs w/ ABS Rear Brake: Single caliper, 256mm disc w/ ABS Tires, Front/Rear: 120/70-17 / 190/55-17 Rake/Trail: 24.7°/3.8 in. Wheelbase: 57.3 in. Seat Height: 32.7 in. Fuel Capacity: 4.3 gal. Cycle World Measured Wet Weight: 467 lb. Availability: In dealerships now Contact: powersports.honda.com 2020 Kawasaki Z900RS Cafe MSRP: $11,799 Engine: 948cc, DOHC, liquid-cooled, inline four-cylinder; 16 valves Bore x Stroke: 73.4 x 56.0mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 94.65 hp @ 8,590 rpm Cycle World Measured Torque: 63.51 lb.-ft. @ 6,040 rpm Fuel System: Fuel injected w/ 36mm throttle bodies Clutch: Assist and slipper Engine Management/Ignition: TCBI w/ electronic advance Frame: Tubular steel diamond frame Front Suspension: Fully adjustable 41mm inverted fork; 4.7-in. travel Rear Suspension: Monoshock, adjustable for rebound damping and spring preload; 5.5 in. travel Front Brake: 4-piston monoblock calipers, 300mm discs w/ ABS Rear Brake: 1-piston pin-slide caliper, 250mm disc w/ ABS Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 25.0°/3.9 in. Wheelbase: 57.9 in. Ground Clearance: 5.1 in. Seat Height: 32.3 in. Fuel Capacity: 4.5 gal. Cycle World Measured Wet Weight: 479 lb. Availability: In dealerships now Contact: kawasaki.com CW Measured Performance Yamaha XSR900 Quarter-mile 11.52 sec. @ 121.25 mph 0–30 1.61 sec. 0–60 3.48 sec. 0–100 7.27 sec. Top-gear Roll-on, 40–60 mph 3.08 sec. Top-gear Roll-on, 60–80 mph 3.70 sec. Braking, 30–0 38.61 ft. Braking, 60–0 135.19 ft. CW Measured Performance Honda CB1000R ABS Quarter-mile 10.71 sec. @ 128.29 mph 0–30 1.30 sec. 0–60 3.21 sec. 0–100 6.27 sec. Top-gear Roll-on, 40–60 mph 2.53 sec. Top-gear Roll-on, 60–80 mph 2.85 sec. Braking, 30–0 35.17 ft. Braking, 60–0 134.77 ft. CW Measured Performance Kawasaki Z900RS Cafe Quarter-mile 11.85 sec. @ 116.54 mph 0–30 1.62 sec. 0–60 3.50 sec. 0–100 7.98 sec. Top-gear Roll-on, 40–60 mph 3.46 sec. Top-gear Roll-on, 60–80 mph 3.60 sec. Braking, 30–0 34.55 ft. Braking, 60–0 132.11 ft. Source

The 2020 KTM 790 Adventure R is one serious adventure motorcycle. It thrives on an impressive balance of a nimble-handling and confidence-inspiring chassis, top-shelf performance components and amenities, and a snappy powerplant. All of it makes for a truly awesome machine. In fact, we like it so much that we named it Best Adventure Bike of 2019 just one year ago. The 2020 KTM KTM 790 Adventure R makes 83.4 horsepower and 57.7 pound-feet of torque. (Robert Martin/)This middleweight adventure bike is powered by KTM’s LC8c 799cc, eight-valve, DOHC parallel-twin engine. It shares the same basic architecture with the 790 Duke, but power delivery has been tuned for off-road riding via altered cam profiles focused on low-to-midrange torque and dedicated ECU settings. We ran the KTM 790 Adventure R on our in-house Dynojet 250i dyno ahead of an upcoming comparison test, recording horsepower and torque measurements. The Adventure R produced a peak 83.37 hp at 8,450 rpm and 57.71 pound-feet of torque at 6,790 rpm. It’s interesting to compare the Adventure R’s performance with that of the 790 Duke which, when last measured, produced roughly 12 more peak horsepower. But peak power isn’t everything in the dirt. Peak torque, however, arrives roughly 1,000 rpm earlier and is more broad across the entire curve. Kudos to KTM for optimizing an already potent package for the job at hand. Source

Kevin Cameron (Robert Martin/)According to what we’ve read, some older experienced surgeons have resisted the use of checklists. It’s fine to have pride in one’s skill, but the appearance of a clamp on a post-op X-ray, inside the patient, crushes that pride. A deadly fire in a routine test of the Apollo 1 command module resulted when an accumulation of scrap bits of wire insulation and other build detritus caught fire in the pure oxygen atmosphere then being used. Among changes made to prevent future fatalities, a continuous inventory of everything that went into or out of the module was required. In similar fashion, mechanics make rules for themselves through experience to prevent bad outcomes. If you work on older bikes, you will see that other mechanics before you have made unnecessary work for themselves or have even damaged the equipment while working on it. This may have been part of their learning process, as it’s easy to fall into one’s usual mistakes; the result of ignorance or lack of thought, though let him/her who is without sin cast the first stone; or from backyard methods taken to extremes. I will review some of the incriminating evidence you may find in engines. 1) Inappropriate Use of Case Sealer Case sealer (Yamabond, Hylomar, &c) is used to seal case halves together. But it is not necessary, or even harmful, when applied to gaskets, seals, or O-rings. The mating surfaces of crankcase halves are finely machined to fit closely together, so all that is needed to assure good sealing is a thin application, sufficient to fill the fine irregularities left by machining. The mating surfaces must be clean and oil-free if the sealer is to adhere and seal properly. On modern assembly lines, robots apply sealer from a kind of pen, which leaves a uniform line of sealer about 2mm wide. That’s all it takes. If you don’t like sealant on your fingers, get a box of inexpensive acid brushes and use them to apply the stuff (throw away after use). I just checked and got a price of $9.99 for 36 of them. Modern gaskets, oil seals, and O-rings have soft surfaces which intimately conform in order to seal to other surfaces (do we use case sealer to make tires stick better to pavement?). I have seen a case in which dry cylinder base gaskets remained in place but the same gaskets, coated with sealer, oozed out and leaked. The sealer in this case acted like a high-viscosity lubricant, allowing the gasket to glide out of place. 2) Crankshaft Threads or Tapers Ruined by Hammering When I was rebuilding a lot of pressed-together two-stroke crankshafts, every now and then I would get one whose ends had been hammered into junk. Sometimes it was a threaded end, mushrooming the threads beyond use, or the end with a taper for the ignition rotor. In the latter case, the end of the taper was mushroomed by the hammering such that the rotor could no longer be mounted. I do understand that sometimes, not having a rotor puller, a person may resort to “Maybe I’ll get lucky” methods such as tapping on the end of the shaft in hope that the rotor will pop off from its own inertia. My uncle taught me this method but I soon learned otherwise (he learned during the Great Depression). No banging on parts with a steel hammer! This is why soft hammers are made, with heads of brass, plastic, or rawhide, so as not to damage what is being tapped. Aluminum, being much softer than steel, needs our compassion especially. When I didn’t have the required clutch-holding tool to remove the very tight clutch nut from a Honda CBR600 engine, I was tempted to use the bush method of “feeding a rag into the primary gears” (I actually read this one in a British bike manual). This does keep the clutch from rotating, but it exerts tremendous wedging force, tending to push the crank and clutch shafts apart. Knowing that I could order the $14.95 holding tool on the internet and probably have it in a day or two, I did other things until it arrived. Therefore it makes best sense to order the correct rotor puller or other special tool you need rather than bang on expensive parts—crankshaft!—with a hard steel hammer. If bang you must, use a soft hammer. 3) Breaking Things While Trying to Separate Crankcase Halves I recently put a fresh crankshaft into a Yamaha TD1-C 250 race engine. As I was removing the screws holding the case halves together (this is a vertically split engine) I noticed that some previous mechanic had given in to the temptation to pry between crankcase fins to separate the cases. Pieces of fin had broken out and there were gouge marks from the long-ago moments of mechano-drama. Embarrassing! We don’t want our work to look like it was done with explosives. So, some suggestions regarding separating crankcases. First, be absolutely certain that you have removed all case fasteners. Check and check again in good light. Next, cases separate best when warm. Setting the unit in hot sun or next to the shop stove for some hours softens the case sealer, just as for removing stickers from fairings. Another point is that some crankcases have a deliberately designed point or points for applying separation leverage—usually at the back of the gearbox. If not, a few moments of inspection will usually reveal some way that you can apply separating force without levering against weak sections like fins. Take a moment and it will come to you. Impatience is the enemy! Usually there is a pair of large dowel pins that align the case halves to each other, and they too resist separating. Often tapping with a plastic hammer—aluminum is soft—can keep things moving. Once the cases begin to separate, Beelzebub infiltrates your mind with the idea of poking a screwdriver between them and prying. Fight it! Carried to an extreme, this gouges up the sealing surface where the cases touch each other, leaving incriminating evidence against you and possibly creating a leak. 4) Things to Check Before Closing the Crankcase Halves When it comes time to reassemble the cases of a horizontally split engine, it’s easy to overlook small features included to prevent unwanted spinning of ball or roller bearing outer races in the case. In some cases there are C-rings or snap-rings to positively locate shafts endwise: Be sure they are present and in their grooves. Are the connecting rods free to move? Sometimes pegs, dowels, or little balls are present in bearing outer races, to be placed in corresponding little retaining slots or holes provided for them in the case. Go from bearing to bearing to be sure all are in their correct positions. On a couple of occasions I was brought DIY customer engines whose cases had been permanently bent by closing and torquing them up without putting all the locators in their proper orientation. Check also to be sure that all seals are in place. 5) Check for Free Rotation of All Shafts, and for Gear Selection Another point to be made before closing the cases is that this is the time to check for free rotation of all shafts and for gear selection. In an assembled engine, both gear shafts are located axially by being pulled up against a ball bearing, either by the output sprocket nut or by the clutch retaining nut. This is necessary to guarantee that shift dog engagement will be correct; some of the gears are located by the shift forks, and some by snap-rings on the shafts themselves. Therefore, to make the above checks before closing the cases, both shafts must be correctly located by being pulled against their respective ball bearings. This is easy with the output shaft because the only parts required are the seal spacer, drive sprocket, and nut. The nut doesn’t have to be torqued, just run solidly into place to locate the shaft where it belongs. On the clutch shaft the whole stack has to be present to allow tightening the nut to pull the shaft firmly against its bearing. Do all shafts turn easily? Does the gearbox shift all its speeds? (Sometimes you have to rotate one or the other shaft to get the dogs into position to engage the next gear.) I once ignored this rule while assembling a TZ750 Yamaha race engine at 4 a.m. When I did up the nuts after the cases were closed and torqued, I had a tight shaft, and no amount of tapping or fussing with the nuts freed it up. So it had to come apart again so I could do it right. Pride for dinner. Don’t ignore your own rules. Do have service and parts books at hand. Special tools are only a few keystrokes away. Just do everything perfectly, and the equipment you build need not bear witness against you. Source

Louis Ferrari “working” hard on the Yamaha MT-10. (Caliphoto/)This week’s Beyond the Classroom article focuses on a common issue: A rider with a passion for motorcycles eventually quits riding due to crashes. They walk out of our industry because of the cost and pain of big mistakes. A sport they hoped would be a lifelong pursuit ends; we lose them and they lose a dream. In this week’s audio chapter, Louis Ferrari shares his story with all riders or ex-riders who struggled after a crash or two. cycleworld · Motorcycle Lessons Beyond the Classroom: Crashes Ferrari drove his home-built 1,400 hp Nissan GTR down to Colorado’s Pueblo Motorsports Park to watch fellow-instructor Ryan Burke in Motorcycle Roadracing Association competition. A few years before this, he considered quitting riding but reapplied himself to core techniques to grow into an extremely competent rider and Senior YCRS instructor. (Nick Ienatsch/)RELATED: Motorcycle Lessons Beyond the Classroom RELATED: Getting Ready to Stop Beyond The Classroom Part 2 RELATED: Motorcycle Lessons Beyond the Classroom, Part 3 RELATED: Motorcycle Lessons Beyond the Classroom, Part 4 RELATED: Motorcycle Lessons Beyond the Classroom, Part 5 Ferrari and 2016 MotoAmerica Superstock 600 Champion Bryce Prince have an “all-in” mentality in MotoAmerica; Ferrari recommends this approach to all who have decided to ride motorcycles. (Nick Ienatsch /)More next week! Source

Will Honda’s brainwave detection patent lead to more seamless rider safety systems? (US Patent Office/)It might sound more science fiction than science fact but Honda has filed a patent showing that it’s working on a brainwave-detection system to help future motorcycles know their riders’ intentions. Why? So that on-board safety systems can ensure the bike does what you want even if your control inputs are clumsy. The new patent application comes from Honda’s Los Angeles-based R&D Americas facility and aims to improve the way man and motorcycle interact. It might seem futuristic, but in a world where Elon Musk is developing brain-implant ‘neurotechnology’ that gives a direct connection between mind and computer (via his Neuralink company), the idea of a bike that can read your thoughts might not be so far-fetched. Related: Kawasaki To Employ Radar-Assisted Safety Systems The brain-machine interface tech would seek to send riders’ brainwaves to the bike’s onboard computer. (US Patent Office/)The principle of Honda’s idea is simple enough, even if the actual technology involved is at—or even beyond—the current bleeding edge of what’s possible. In short, you wear a helmet with built-in electrodes that can pick up brainwave signals and feed them to a “Brain-Machine Interface” computer that interprets them and then sends them on to your bike. The motorcycle itself is much the same as any of the latest, rider-aid-packed models. The integrated suite of accelerometers, an inertial measurement unit (computing lean, yaw, and pitch), an electronic throttle, traction control, and computer-controlled ABS brake system is no different than what you’d find on a host of current machines. The only notable addition mentioned in the patent is a sensor measuring steering angle and an actuator to move the steering itself if the computer decides it’s necessary. The motorcycle portion of the equation would be outfitted with many of the latest electronic rider-assist systems already in use. (US Patent Office/)Impressive though they are, the latest rider-assist systems are still essentially limited by the fact that they can only react to what they sense, relying on programming to try to interpret the rider’s inputs and deliver what he or she wants. That’s why you still need to pre-select settings for things like traction control and ABS to tell the bike how early you want it to intervene and by how much. By adding sensors that can literally read your mind, the same rider-assist systems have the potential to be much more effective. A helmet with built-in electrodes would pick up brainwaves and send them to the bike’s onboard computer for interpretation. (US Patent Office/)Honda actually uses the wheelie as its main example of a rider’s mind control over the bike. After all, we can all picture an impressive wheelie, but even if you know the theory of how to do it, actually pulling one off isn’t straightforward without a lot of practice. The patents say that the bike could sense inputs, including brainwaves, that “may be indicative of the user’s intent to perform the wheelie” and actually assist you in doing it by taking over control of various aspects of the bike automatically. Wheelies via mind control? It maybe become a possibility in the near future. (US Patent Office/)Other passages explain the process: “Once controlled, the throttle may be increased to cross a threshold value and immediately clutches may be pulled to disengage transmission gears. Further, as engine revolution increases, the clutches may be immediately released by a certain amount (e.g., “80%”) while the throttle is controlled. This may pull the front wheel to lift up while the rear wheel stays on the ground…” Once the computer takes control it can modulate various systems to complete the operation safely. (US Patent Office/)While a bike that can pull off a perfect wheelie regardless of the rider’s skill might not be an obvious benefit to road safety, and is sure to rile everyone who’s put in the hard hours learning how to do one unaided, there are bigger implications from the system. Honda’s own Riding Assist and Riding Assist-E concept bikes have shown that the firm is capable of making self-balancing, semi-autonomous motorcycles. By combining that technology with a system that can accurately interpret a rider’s intentions, it should be possible to create a bike that makes up for any deficiencies in the rider’s skill while still doing exactly what he or she wants it to – giving all the pleasure of riding but eliminating many of the risks. Acting to interpret the rider’s intentions via the ‘brain-machine interface’ team up to offer assistance. (US Patent Office/)Brainwave-operated control systems are already subject to plenty of military research, with DARPA and others working on methods that could control certain fighter jets systems by thought alone—the sci-fi of “Firefox” brought to the real world—and to create thought-controlled prosthetics for paraplegics and amputees. It might be in the early stages but there’s every indication that direct thought control is going to become increasingly common in future, even on motorcycles. Source

Kevin Cameron (Robert Martin/)I’ve written about this before but it’s a message that bears repeating. We live in a time of marvelous, highly capable motorcycles in every category, but the old tradition of at-home maintenance has grown thin, that of dads who on certain Saturdays confidently changed the oil in the family car’s engine, or replaced noisy wiper blades, or changed a fan belt. More than one woman has told me, with a certain ironic look, that “Today’s guys know mainly two things: How to do whatever it is they do at work, and how to watch sports on TV.” When, during the 1970s and ’80s, I modified cylinders or machined heads for more compression for club racers, I wasn’t asked for carburetor jetting specs. When I’d offer, riders would say, “I’ll handle it.” During the ’90s that changed, and so did the population of people going racing. The older “man in a van with a plan” was being replaced by box trucks filled with bikes that were increasingly professionally prepared. People picking up custom pipes or altered cylinders from me wanted carb jetting specs, and they wanted to be guaranteed their engines would never, ever seize. Eventually I stopped doing that work because a day was clearly coming when I would need something like doctors’ malpractice insurance. How do you become comfortable with machinery? More people used to grow up on farms, where if you couldn’t fix broken equipment yourself, you did without. More people had manufacturing jobs at which they worked with machines; manufacturing is now down to 8 percent of the US GNP. The armed services were great places to become familiar with tools and equipment, but increasingly, service is now performed by manufacturer’s reps. My middle son, asked by his officer to round up a working mine roller, was told hands off—the maker’s reps were the only ones authorized to touch that equipment. When he bypassed the hydraulics and got one working, he was nearly in big trouble. Fortunately his officer showed up. The spoken or unspoken message today: If you’re not an expert with documents to prove it, don’t dare touch equipment. You might wreck it! I don’t like to hear that, because there has never been a better time to take an interest in mechanical work. I’ve listed the reasons before. Here they are again: Huge numbers of used bikes, engines, parts, and sub-assemblies are easily available, cheap, on the Internet. So cheap!<br/> Tool sets in fitted plastic carrying cases are also cheap and can be at your door tomorrow.<br/> Illustrated service manuals exist and are for sale, also arriving tomorrow.<br/> If you get stuck, you have hundreds or thousands of potential online colleagues on brand-and-model forums who have hit the same problem you have, and they have uploaded their solutions, often with video.<br/> Yes, you need a place to work with decent lighting and heat. A work surface. Containers for parts. A drain pan for oil. People do good work in all sorts of improvised work areas. You can start with easy stuff like an oil change (the spec for oil and filter is in your owner’s book). Or you can adjust hand and foot controls to suit yourself. Ever get a cramp in your ankle from trying to keep from pressing a brake pedal that’s set too high? Annoyed by excessive slack in a throttle or clutch cable? Fixing these things is common sense. Yes, there’s fear, because things are unfamiliar at first. When I was seven, my mother had a worn-out car engine brought to the unused side of our two-car garage. It took me considerable staring time to get over how strange it was, up close. Andit filthy with leaked oil and caked-on road grit. Gradually I got used to it, as I would also to clocks and watches. Lots of just staring until the sense began to emerge. Finally I began to unbolt things and stare at them, too. I was in new territory. Teachers don’t teach so much as they create situations in which people can’t help but learn. Teaching yourself teaches best, because the knowledge gained is all yours. Twenty years later I found myself still staring at parts when new race bikes arrived in the spring. I’d walk up and down with a cylinder or piston in my hands, staring, trying to see what was new, trying to make sense of it. I’d make bad instant coffee and walk and stare some more, sipping. Two years ago Cycle World wanted some videos made of what’s inside a late-model sportbike engine. The not-exactly-princely sum of $150 summoned a 26,000-mile CBR600 engine from the teeming parts marketplace. Lots of people think nothing of laying out similar money to put a framed art print on their wall or go out to a nice dinner for two. Buy a used engine and treat yourself to the instructive experience of taking the thing apart, tracing out its systems, and getting familiar with all the parts and how they look. Your hands will become familiar with the forces involved in loosening fasteners (this is the origin of “common sense” in such matters). More staring, plus reference to a service book, brings everything within the range of human understanding. Source

2020 Husqvarna TE 150i (Husqvarna/)The Husqvarna TE 150i is a two-stroke dirt bike designed for the trails and at 219 pounds (dry, claimed weight) is the lightest model in the range, Husky says. Its light weight and nimbleness are useful for slaloming in between trees while the WP Xplor and WP Xact front and rear suspension deliver consistent damping over terrain thanks to refining updates made for the 2020 MY. Other features include Magura brakes, toggleable mapping options, an electric starter, and, the biggest change for 2020, electronic fuel injection. This is one trick enduro bike. 2020 Husqvarna TE 150i Reviews, Comparisons, And Competition When Dirt Rider took the 2019 TE 150 out on the trails in New York, the test rider reported that the TE cut through trails and obstacles with ease and that its “impressive power-to-weight ratio allow a rider to be aggressive with an easily managed powerband.” Competition for this fuel-injected two-stroke includes the TM EN 144 Fi and KTM 150 XC-W TPI. For those not as concerned with displacement as they are with having a unique brand of off-road bike, you can look toward the Sherco 125 SE Racing model or Beta 125 RR as the TE’s other competition. 2020 Husqvarna TE 150i (Husqvarna/)Husqvarna TE 150i Updates For 2020 The 2020 TE 150i (and the whole Husqvarna Enduro line) have undergone major updates to the chassis, suspension, and bodywork. More specifically, this includes a more rigid frame (Husky specifies for more longitudinal and torsional rigidity), a claimed 250-gram-lighter carbon fiber subframe, new aluminum cylinder head mountings, and updated suspension that offers “simple adjustment, more consistent damping, and better resistance to bottoming,” Husky says. The TE 150i also now shares the same two-stroke electronic fuel-injection tech as the TE 250i and TE 300i. Across the MY20 range, the models also see a claimed 0.4-inch drop in seat height. New bodywork and graphics are just the cherry on top. 2020 Husqvarna TE 150i (Husqvarna/)2020 Husqvarna TE 150i Claimed Specifications Price: $8,899 Engine: Liquid-cooled single-cylinder two-stroke Liquid-cooled SOHC single-cylinder Displacement: 144cc Bore x Stroke: 58.0 x 54.5mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.4 in. Rake: 26.5° Trail: N/A N/A Front Suspension: 48mm inverted fork, fully adjustable; 11.8-in. travel Rear Suspension: Fully adjustable; 11.8-in. travel Front Tire: 90/90R-21 Rear Tire: 140/80R-18 Wheelbase: 58.5 in. Fuel Capacity: 2.3 gal. Dry Weight: 219 lb. Source

2020 Husqvarna TE 250i (Husqvarna/)The Husqvarna TE 250i is the brand’s two-stroke enduro model that features electronic fuel injection (indicated by the “i” in the model name). Although two-strokes have been increasingly replaced by four-stroke models, Husqvarna still sees value in enhancing the two-strokes with the new-age tech—no more premixing fuel or making jetting changes. Getting into the internals of the machine, Husqvarna says, “With a heavier ignition rotor, the crankshaft produces more inertia than its motocross counterpart [TC 250], which improves control in the lower rpm,” a valuable feature for when traversing the single-track where slow riding technique is key. 2020 Husqvarna TE 250i (Husqvarna/)2020 Husqvarna TE 250i Reviews, Comparisons, And Competition When the fuel-injected model was introduced in 2018, test rider Andrew Oldar found the 250 was “noticeably more flickable” than its 300 counterpart, which is good news considering the 250 was the one to make it stateside that year. Oldar wrote that the 250i engine performed well at super-low rpm in first gear but even better in second gear on more technical single-track trails. Spinning the rear wheel on our in-house dyno, the 2019 Husqvarna TE 250i’s fuel-injected engine produced 40.74 hp at 8,230 rpm and 27.49 pound-feet of torque at 7,580 rpm. 2020 Husqvarna TE 250i (Husqvarna/)Husqvarna TE 250i Updates For 2020 For 2020, Husqvarna updated the cylinder for better performance, added a new water pump casing to improve cooling by optimizing the flow of coolant, lightened the subframe by 0.6 pound, updated suspension, swapped out a new exhaust, and wrapped new bodywork around a new frame. 2020 Husqvarna TE 250i Claimed Specifications Price: $9,899 Engine: Liquid-cooled single-cylinder two-stroke Displacement: 249cc Bore x Stroke: 66.4 x 72.0mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.4 in. Rake: 26.5° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 11.8-in. travel Rear Suspension: Fully adjustable; 11.8-in. travel Front Tire: 90/90-21 Rear Tire: 140/80-18 Wheelbase: 58.5 in. Fuel Capacity: 2.2 gal. Wet Weight: 232 lb. Source

2020 Husqvarna 701 Enduro (Husqvarna/)Husqvarna’s on-road 701 Supermoto meets its dual sport match in the 701 Enduro. These models share more than the $11,999 MSRP, 693cc single-cylinder engine, slim chrome-moly steel trellis frame and fuel-tank-integrated rear subframe. What sets the 701 Enduro apart is how it meets the challenges of the road and dirt with equal capability thanks to WP Xplor suspension and 21- and 18-inch wheels. It also shares electronic rider aids like switchable ride modes, cornering ABS, traction control, and up and down quickshifter with the 701 Supermoto. 2020 Husqvarna 701 Enduro Reviews, Comparisons, And Competition In our 2016 ride review our test rider said: “Splashing down wide, rain-soaked trails, the Enduro behaved quite well for a 320-pound dirt bike—this despite the shallow depth of the knobs, which preferred to spin rather than grip in such conditions. Keeping the ABS switched to the front-only setting, I was able to slide the rear to get the bike pivoted and pointed out of turns—a useful feature when riding aggressively off-road.” Competition includes the KTM 690 Enduro R, Honda XR650L, and Suzuki DR650S. 2020 Husqvarna 701 Enduro (Husqvarna/)Husqvarna 701 Enduro Updates For 2020 In addition to the electronic suite and new graphics for the 2020 Enduro, there is also a new addition to the 701 lineup: the 701 Enduro LR (long range). Husky says this shares the same electronics as the 701 Enduro, but offers even more touring capabilities with the addition of the larger 12-liter (3.2 gallons) auxiliary fuel tank to up total fuel capacity to 25 liters (6.6 gallons). 2020 Husqvarna 701 Enduro (Husqvarna/)2020 Husqvarna 701 Enduro Claimed Specifications Price: $11,999 Engine: Liquid-cooled SOHC single-cylinder Displacement: 693cc Bore x Stroke: 105.0 x 80.0mm Horsepower: 74.0 hp @ 8,000 rpm Torque: 54.2 lb.-ft. @ 6,500 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 36.2 in. Rake: N/A Trail: N/A Front Suspension: 48mm inverted fork, compression and rebound adjustable; 9.8-in. travel Rear Suspension: Fully adjustable; 9.8-in. travel Front Tire: 90/90R-21 Rear Tire: 140/80-18 Wheelbase: 59.1 in. Fuel Capacity: 3.4 gal. Dry Weight: 322 lb. Source

The 2021 Honda Rebel 1100. (Honda /)For decades, the Honda Rebel has been a stalwart in the small-displacement cruiser category. So it comes as a bit of a surprise that for 2021, Honda is introducing the decidedly un-little Rebel 1100. If you said someone took the engine out of the CRF1100L Africa Twin, Honda’s flagship adventure bike, and built a cruiser around it, I would have assumed it was some bonkers custom outfit, like El Solitario, those Spanish madmen known for performing sacrilegious acts of customization on perfectly good motorcycles. Well, Honda did the deed itself, putting the parallel-twin engine in a slammed trellis frame. The whole thing actually makes good sense. The Honda Rebel should be available beginning in January. (Honda /)The 1,084cc parallel twin is retuned for its new application, and features different camshaft profiles for each cylinder. The result is that one cylinder produces slightly more power below 4,000 rpm, while the other produces more above 4,000 rpm. Honda says that in conjunction with the 270-degree crank, the engine provides unique power pulses, which will likely increase the visceral feel of the Africa Twin’s already characterful motor. The Rebel 1100 is available with a manual six-speed transmission for $9,299, or with Honda’s automatic Dual Clutch Transmission (DCT) for $9,999. With DCT, riders can ride in fully automatic mode or shift using bar-mounted buttons. It’s equipped with ride-by-wire throttle, and features four power delivery modes (Standard, Rain, Sport, and User-Programmable) and four levels of traction control (Honda Selectable Torque Control). It also features three levels of wheelie control, which isn’t something you find (need?) on every raked-out cruiser. The Rebel 1100 will be available in Metallic Black and Bordeaux Red Metallic colorways. Honda also has a wide range of accessories to customize the Rebel. (Honda /)Up front, the Rebel has a single massive 330mm disc and radially mounted caliper and a 256mm disc in the rear. ABS is standard. The 130/70-18 (front) and 185/65-16 (rear) tires complete the cruiser look. The Rebel 1100 also has a low 27.5-inch seat-height and claimed curb weight of 487 pounds for the manual model and 509 pounds for the DCT version. Other nice features include cruise control, a lithium-ion battery, and a slip-assist clutch. With the Rebel 1100, we can see that the latest Rebel 300 and Rebel 500 were a thesis of sorts, exhibiting Honda’s broader vision for the modern cruiser. While Honda’s Shadow and Fury still follow the American cruiser archetype to a large degree, the Rebel lineup has become far less shackled to conventional conceptions of the breed. LED headlight. The Rebel 1100 has a seamless tank and steel fenders for a premium look. (Honda /)The cruiser market (and cruiser riders) are far more varied than in decades past. It wasn’t too long ago that every cruiser, so went conventional thinking, had to resemble a Harley-Davidson—even if it was a very un-Harley-like small-displacement parallel twin from Japan. The modern cruiser doesn’t have to be air-cooled, a V-twin, or American to be a genuine cruiser (see: BMW R 18). In fact, it’s possible that today’s most successful cruisers are the ones that represent core brand identity more than they represent some outdated notion of the cruiser rider’s identity. The LCD dash displays the speedometer, tachometer, gear-position indicator, fuel indicator, and ride modes. (Honda/)The Rebel 1100, with its Africa Twin-sourced engine, may be the most Honda-y Rebel ever. Which may be a very appealing prospect for today’s breed of cruiser rider. Source

Adventure bikes are the conquerors of just about all of the land the sunlight touches, but up until recently they were large, tanks of machines built for more experienced riders. Beginners like to explore too. Honda’s CB500X was first introduced in 2013 as a means to hit the more urban side of the adventure category and fill a void that larger-displacement ADVs left unconquered. And now, to the enjoyment of newer riders, just about every displacement level is represented in the ADV category with the Honda CB500X laying claim to the small parallel-twin realm. The 2020 Honda CB500X makes adventuring possible for the common commuter. (Jeff Allen /)As you may recall from our 2019 review, this motorcycle started out as a midsize commuter. Owners were adventure-fying it with modifications to the suspension and swapping to knobby tires. Honda noticed and last year gave it an adventure-focused makeover that we see today. On road the CB500X flaunts its commuting roots. (Jeff Allen /)The first thing you will notice when twisting the throttle is the CB-X’s smooth transmission and a mild-mannered 471cc parallel-twin engine. The clutch pull is light and modulation is easy thanks to the slipper assist function—a perk for navigating the daily stop-and-go. While the gear changes are nice and smooth, downshifting between first and second does occasionally catch on neutral. The engine, although docile, was in no way lacking when it came to the spirited paces of Southern California’s busiest freeways. Its 42.45 hp at 8,130 rpm and 29.25 pound-feet at 6,500 rpm recorded during a fourth-gear pull on the CW in-house dyno are plenty for an adventure motorcycle meant to be friendly and usable. The 471cc parallel twin is a very smooth deliverer of power and is suitable for any type of rider or riding. ( Jeff Allen/)Vibration is well tamed until the machine is revved to about 7,0008,000 rpm—only a faint buzz is felt through the seat at and above that point. When cruising along at speed the windscreen serves its purpose in deflecting the wind, but you best be sure the placement is suitable before your journey because the two-height adjustability does require tools. When wearing an ADV-style helmet I did notice the wind buffeting the visor when hitting freeway speeds, nothing a little more tuck behind won’t fix. RELATED: 2019 Honda CB500X First Ride Review Another commuter-friendly benefit of this machine is that it sips fuel from its 4.6-gallon fuel tank. With an average of 54.6 mpg recorded, in the best case scenario of economical riding, roughly 251 miles can be had per tank. The CB500X’s fuel efficiency is very impressive. (Jeff Allen /)On the pavement, the CB-X’s 41mm telescopic fork and single shock are soft and don’t allow for a planted feel in switchbacks—mid-turn bumps have the rear pogoing over those undulations, causing instability. The rear’s setup only allows for preload adjustability, which will not help tame the rear end’s undulations. Suspension at a price comes with some compromises. The combination of the softer suspension and 19-inch front wheel suits the dirt roads well though. Washboard bumps and jagged ruts are soaked up without much issue, and the blows are softened without jarring to the rider, even when the 5.9 inches of front-end travel was bottomed out on larger obstacles. The soft suspension does provide more comfort in the dirt, though it is not as stiff as preferred for tackling twisties on the pavement. ( Jeff Allen/)The chunky block Dunlop Trailmax Mixtour tires that wrap around 19- and 17-inch cast aluminum rims provide a blend of both paved and dirt road capability. The tires stick well to the asphalt and offer commendable grip on fire road surfaces. There is, however, a bias toward harder-packed dirt over gravel since the rear tire struggles to find forward drive in deep gravel. The rider triangle is a comfortable one. Standing up, however, does present a few flaws. (Jeff Allen /)Seat height is 32.7 inches but it feels a little taller than that with the seat’s somewhat boxy spread between the legs. While I had no issue with flat-footing, riders with shorter inseams will be on their toes. Commuting to and from the office or around town is done in comfort; the ergonomics are upright with the tapered handlebar and central peg position. The width of the bar and low-slung CW-measured 431-pound weight allow for easy slow-speed maneuvering. Standing up on the pegs for dirt sections was only fairly comfortable since the bars were just a tad low and back causing me to bend more over the bars than preferred while intruding on my knee space. With the balls of my size 10 feet situated on the pegs my right heel rested on the exhaust cover when in a standing position as well, further cramping the rider’s space. Another tight area was the mirror height above the grips—the stubby mounts don’t give a lot of space above the grips, something that was most noticeable when in a standing position or when replacing hands to the grips. The windshield provides added comfort for the commute, however, giving the mirrors a fist pump is a fairly common occurrence when putting your hands back on the grips at a stoplight. (Jeff Allen /) Both the front and rear brakes are not noticeably aggressive, but they do sufficiently bring the bike to a stop without drama. ( Jeff Allen/)With a single finger pull at the brake lever, the front’s single Nissin two-piston caliper offers decent grip on the 320mm rotor, but not an overly aggressive one—a positive for less experienced dirt riders. The single Nissin one-piston caliper out back offers a controlled and communicative pressure to the 240mm disc as well. In short, no criticisms are warranted—they simply get the job done without drama. Our test unit was the non-ABS version; ABS is available for a $300 upcharge. The profile hints at adventure. (Jeff Allen/)Not only does the suspension and large chunky-block tires hint to its ADV designation intent, the slight ADV-like beak protrudes from beneath an LED headlight to further the ADV story. LED blinkers also offer a clean and polished look that is so prevalent on the latest Hondas. A light bar, hand guards, and pannier sets are also available as accessories to make this machine more suited for longer, more rugged journeys. RELATED: 2019 Honda CB500X vs. Kawasaki Versys-X 300 The gauge is easy to read. There is a second digital tachometer located in the bottom right toggle menu which seems redundant considering the larger circular one on the left. (Jeff Allen/)Finally, the LCD display provides easily discernible figures for the gear position, speed, clock, toggle menus, and a circular tachometer, but what left me a bit confused was the redundancy of tachometers—a larger circular one on the left and a digital one in the bottom right toggle menu. Regardless, you will be well informed of how quickly that crankshaft is spinning. Commute? Absolutely. Dirt? Sure! ( Jeff Allen/)The CB500X’s appeal is its lighter, more beginner-friendly approach to the ADV class and while it does have a commuter background, it can handle a bit of off-road. So go ahead and have fun on the dirt on weekends and then ride it down the freeway to your 9–5 the rest of the days of the week. It’ll take it. Go ahead and explore a little. (Jeff Allen /)2020 Honda CB500X Specifications MSRP: $6,699 (non-ABS)/$6,999 (ABS) Engine: 471cc, DOHC, liquid-cooled parallel-twin Bore x Stroke: 67.0 x 66.8mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 42.45 hp @ 8,130 rpm Cycle World Measured Torque: 29.25 lb.-ft. @ 6,500 rpm Fuel System: PGM-FI w/ 34mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Computer-controlled digital transistorized w/ electronic advance Frame: Diamond-type frame Front Suspension: 41mm telescopic fork; 5.9 in.-travel Rear Suspension: Pro-Link single shock adjustable for spring preload; 5.9-in. travel Front Brake: 2-piston caliper, 320mm petal-style disc Rear Brake: 1-piston caliper, 240mm petal-style disc Tires, Front/Rear: 110/80-19 / 160/60-17 Rake/Trail: 27.5º/4.3 in. Wheelbase: 56.9 in. Ground Clearance: 7.1 in. Seat Height: 32.7 in. Fuel Capacity: 4.6 gal. Cycle World Measured Wet Weight: 431 lb. Availability: Now Contact: powersports.honda.com GEARBOX Smooth-going comfort and exploratory fun. (Jeff Allen /)Helmet: Bell MX-9 Adventure Jacket: Tourmaster Transition Jacket Pant: Tourmaster Caliber Pant Gloves: Tourmaster Super Tour Gloves Boots: Tourmaster Solution WP Boot Source

The 2021 Kawasaki KLX300SM. (Kawasaki/)As far as product announcements go, a small-displacement dual sport and supermoto are never going to be as eye-catching as, say, a new supercharged superbike or racy supersport, but in real life, an inexpensive built-for-fun bike may actually get your adrenaline going more than anything with 200 hp. OK, maybe that’s an exaggeration—horsepower does seem to have a direct relationship to immediate adrenaline production. But you can have a heck of a lot of fun on a lightweight, inexpensive motorcycle you’re not afraid to crash when you’re hitting jumps in your backyard or doing burnouts in the driveway. Heaven knows that’s what saved my summer (more on that in a bit). The 2021 Kawasaki KLX300. Can the motorcycle world have too many lightweight dual sport options? Probably not. (Kawasaki /)Kawasaki is well aware of the human need to burn off some steam, which is why for 2021, in a stroke of genius foresight, it’s introducing two motorcycles that will likely be perfect pandemic partners in crime: the Kawasaki KLX300 dual sport and KLX300SM supermoto. The KLX features a 292cc liquid-cooled single-cylinder engine that has a 6mm-larger bore than previous KLX250s. With fuel injection and an electric start, there’s little standing in your way of taking a spin. The dual sport version has 21-inch front/18-inch rear wheels; 43mm inverted fork (adjustable for compression) with 10 inches of travel; and a monoshock (adjustable for compression and rebound) with 9.1 inches of travel. The 9.8 inches of ground clearance and a claimed 302-pound curb weight will encourage you to drain the contents of its 2-gallon tank in search of off-road fun. While it’s 35.2-inch seat height may sound kind of tall on paper, the suspension will compress with your weight on board, so it’ll be pretty reasonable. If you’re inseam-challenged, go sit on one before you write it off. MSRP is $5,599 for Lime Green and $5,799 for Fragment Camo Gray. The engine features a gear-driven balancer for smoother power delivery. (Kawasaki /)The KLX300SM is the supermoto version, featuring 17-inch wheels, shorter-travel suspension, a larger 300mm front disc brake (up from 250mm on the dual-sport), a narrower handlebar, and reconfigured footpeg position. Kawasaki claims the SM has a curb weight of 304 pounds. The SM is available in Lime Green/Ebony and Oriental Blue/Ebony colorways for an MSRP of $5,999. Not too exciting, right? Well, it depends on your perspective. This year, all of our lives have looked pretty different. I became a full-time stay-at-home dad when the pandemic hit. My son is two, so he can’t even accurately aim a spoon at his mouth, let alone stay home by himself, which meant I had very little time to ride motorcycles. Fortunately, my friend gave me a 2001 XR200R that was sitting unused in his dad’s barn—not exactly a holy grail barn find, but close enough for my purposes, as it turns out. The KLX300 features a basic LCD dash. (Kawasaki/)After mowing a circuit through my 9-acre yard, I couldn’t help but rip around on it everyday while my son slept. The Nap-time TT, as I called it, kept me sane. It was probably the most fun thing I did on two wheels all year. It also got me thinking. The XR (or its modern equivalent), though not a direct competitor with the KLX300 by any means, is about 255 pounds dry—not too much lighter than the street-legal KLX300. Since falling in love with the little XR, I’ve imagined how awesome it would be if I could legally ride it through the back roads and fire roads by my house. Lightweight motorcycles make everything easier. They flatter your riding skills. On a big ADV bike, momentum can be your enemy, but on a little piddler, it’s your best friend. Squishy suspension and not-quite full-size ergos just make everything’s so unserious. Which makes them seriously fun. Not a bad way to spend an afternoon, eh? (Kawasaki/)So, I look at these KLXs and think Kawasaki’s on to something: a bit more power than the KLX230, a heck of a lot more tech (liquid-cooling, electric start, fuel injection) than my old XR, and a lot less power and weight than anything too serious. And street-legal. Are they as exciting as a Kawasaki Ninja H2? I can’t believe I’m saying this, but in their own way, yeah (geez, will I even recognize myself after this pandemic?). The thing is, the best bike for you is often the one that best fits the time, place, and circumstance in which you find yourself. Source

Working on increasing lean angle needs to be done in a controlled and safe manner. (KTM/)When a new rider tells the YCRS instructor crew, “I want to carry more lean angle but I’m scared.” We answer, “Us too!” At YCRS we equate lean angle with risk and use the two words interchangeably. A core school value centers around what makes up front- and rear-tire grip, and you can see it in our video, 100 Points of Grip. We are constantly balancing braking and throttle “points” against lean-angle points. The more risk (lean-angle points) we carry, the fewer brake and throttle points are available. We are closer to the edge of grip with more lean angle, and that should always spark our self-preservation instincts. RELATED: Motorcycle Lessons Beyond the Classroom A few columns ago I described the “old man’s disease” I suffer from when compared with my fastest instructors who lean over farther than I dare. Leaning a motorcycle over is perhaps the single-most enjoyable part of riding, but lean angle is not just enjoyable, it’s central to steering a motorcycle through a corner. I push myself to run more lean angle on the racetrack to improve my lap time; new riders must become comfortable with lean angle to ride a motorcycle safely. All things being equal, the more lean angle a rider carries through a corner, the faster we can go at the same radius. Newer riders become frustrated with their slow corner-entry speed because they are not comfortable with adding more lean angle. Veteran riders who are lean-angle nervous begin to lose the joy of riding. This BTC article hopes to give you a plan and method to safely increase your lean-angle comfort. And remember this, new riders: We’re all in this together! Incremental Increases In a nutshell: To carry more lean angle a rider must enter the corner faster if all other things are equal. You know that, I know that—but can we convince our brains that the tires will stick? Will they stick? “Nick, can you guarantee that my tires will stick if I enter the corner faster?” RELATED: Getting Ready to Stop Beyond The Classroom Part 2 No, I can’t. But I can guarantee that our tires will gently and smoothly slide slightly if we gently and smoothly increase our entry speed. We might think, “I can get into this corner 20 mph faster.” But if we adopt an “incremental increase” approach, we can enter the corner 1 mph faster 20 times in a row and then discover that at 17 more mph the tires are at the limit. They will gently slide and whisper, “That’s all I’ve got.” If we had tried for a 20 mph increase in one pass, we would have crashed immediately because the tires went quickly beyond their grip limits. Train Our Brain Increasing entry speed in a linear fashion makes sense when we realize what the challenge is: Training our minds to realize the higher entry speed won’t hurt us! In my world, most of my laps are on school bikes on Dunlop’s excellent Q3+ with nothing on the line, no reason to push. Then I arrive at a track to race Rusty Bigley’s TZ750, Chris Carr’s GPz550, and especially the Speedwerks’ NSR250 increasing entry speed for added lean angle is all I work on! My brain is grooved for streetbikes on street tires but must grow to the pace of racebikes on race tires if I want to do well. So, new riders, take heart: We are all working on increasing lean angle while retaining safety—emphasis on while retaining safety. Necessities for Improving If you study the 100 Points of Grip video, you will see that traction is on a sliding scale depending upon pavement temperature, moisture, tire temperature, and tire compound. In other words, we can’t expect a cold tire to run the lean angle of a hot tire. “Yeah, I know that,” you think, yet almost every YCRS instructor has crashed on a cold tire, asking too much of it. So use our mistakes as a reminder that tires must be warm before asking for too much performance. Until they are warm, we must run less lean angle, less brake pressure, and less throttle pressure. Sometimes in the rain that means we hardly lean over all day, and our lean angle additions (and brake and throttle) are extra smooth. To experiment with lean angle, we need: A linear, gradual, and smooth approach to adding speed.Hot tires that are not worn out.A nice day.Clean pavement.A repeatable corner, such as lapping at a trackday or a clean and safe parking lot.A scrubbing line on the rear tire.<br/> Scrubbing Line How do we know if we are running more lean angle? Feeling? Yes, but how about this: Draw a line on your rear tire from the edge to the center with a sharpie or paint pen. Draw it at the valve stem so you can find it easily. Now incrementally increase your corner entry speed and begin to scrub that line off. Note that it is the rear tire we are examining because many bikes will not use all of the front-tire contact patch. The scrubbing line on my FJR1300′s rear tire tells me I had additional lean angle available during my last ride. This gives me confidence to add lean angle on my new-to-me sport-touring bike if the pavement is suitable, the tire is warm, and I stay linear. (Nick Ienatsch /)Note that some bikes will drag footpegs and hard parts before they will use all of the rear tire; if you have a bike like this, then the gradual, linear increase of lean angle makes sense because riders who “flick” the bike into the corner can lever the tires off the ground and crash. Linear steering helps with tire traction and gently touching hard parts to the pavement. This is my FZ1 rear tire after a day at Colorado’s High Plains Raceway, a tremendously safe place to scrub the scrubbing line right off. (Nick Ienatsch /)IT front tire.jpg | This is my FZ1′s front tire from the same High Plains Raceway school and note that all the tread is not used. I see this on most if not all the Yamahas we use at Champ School: in other words, add a scrubbing line to your rear tire and let that be your guide. | Photo: Nick Ienatsch When Should Maximum Lean Angle Happen? As we experiment with lean angle, we can’t forget tire loading! Maximum lean angle in the majority of corners happens as the bike finally slows to match the radius, at the end of the trail-braking zone or deceleration zone if it’s a corner we don’t brake for. Maximum lean angle should happen with a closed throttle and might last for some distance with a neutral or maintenance throttle (just enough throttle to keep the bike on line) until the corner opens and we can take away lean angle. RELATED: Motorcycle Lessons Beyond the Classroom, Part 3 Be cautious of getting so enthralled with lean angle practice that you begin to add lean angle with the throttle open. That means weight is off the front tire, yet adding lean angle is asking that front tire to work. Get back to the 100 Points of Grip video and other articles on Ienatsch Tuesday to realize that a tire must be loaded if we want it to seriously grip. “Seriously grip” means significant lean angle, brake pressure, or throttle pressure and gets us back to the reminder that almost any technique works at slow speeds and low tire loads. If we want tires to grip with significant pressures, they must be loaded—and in this discussion, it means maximum lean angle with the throttle shut or very slightly opened—not yet accelerating. RELATED: Motorcycle Lessons Beyond the Classroom, Part 4 To be specifically clear: If we are adding lean angle and throttle, we will either lose front grip (unloaded front tire) and crash, or lose rear grip (overloaded rear tire) and crash. So in this lean-angle practice and for the rest of our riding careers, we must let the bike turn down to whatever maximum lean angle we need for the corner off throttle, and only begin serious acceleration when we can stand the bike up as the corner opens. Your maximum lean angle on the street must include the ability to add more if needed in an emergency. (Jeff Allen /)Street Riding and Safety Margins Experienced veteran riders have a safety margin in hand while street riding to deal with the unexpected, and one of the most vital safety margins is lean angle. If we use maximum lean angle consistently on the street, we will be caught out by unexpected traction and radius changes. That said, we must experiment with approaching our bikes’ maximum lean angles in a controlled environment so we can ride confidently in corners. Having a margin we are familiar with is vital. “I can lean over farther if necessary” comes from consistent and linear practice and soon replaces, “I hope I can lean over farther.” This is why an occasional trackday is so helpful: safe lean-angle practice in a controlled environment, using the scrubbing line to incrementally increase comfort at additional lean angle. More next Tuesday! Source

2020 Husqvarna EE 5 (Husqvarna/)For 2020, Husqvarna makes its first jump into electric mobility with the EE 5. According to the Austrian manufacturer, this machine is capable of holding its own against 50cc gas-powered machines making it an appropriate choice for youngsters with a competitive spirit who also might want to learn to ride in an environmentally friendly way. Two hours of beginner-level ride time (25 minutes for serious racers) is claimed output from a full 907Wh lithium-ion battery, and charging time is a reasonable 70 minutes. Key features include its electric motor that claims to produce a peak power of 5kW, six ride modes, WP Xact suspension, and an adjustable seat height. 2020 Husqvarna EE 5 left side (Husqvarna/)2020 Husqvarna EE 5 Reviews, Comparisons, And Competition Although the realm of electric minibikes is still somewhat sparse, the EE 5 does see competition with the KTM SX-E 5, Oset MX-10, and Oset 12.5 Racing. Once the child grows up and is interested in full-size e-dirt bikes, they can look to Cake’s lineup or larger offerings from Oset, KTM, and Zero. Dirt Rider put together a list of the best electric dirt bikes for 2020—a list that includes the EE 5—and provides more information on the above electrics as well. 2020 Husqvarna EE 5 front right (Husqvarna/)Husqvarna EE 5 Updates For 2020 This electric mini is new to the Husqvarna lineup for 2020. 2020 Husqvarna EE 5 Claimed Specifications Price: $5,149 Motor: Air-cooled electric motor Power: 5kW Transmission: 1-speed Final Drive: Chain Seat Height: 26.9 in. Rake: N/A Trail: N/A Front Suspension: 35mm inverted fork, preload and rebound adjustable; 8.1-in. travel Rear Suspension: Fully adjustable; 7.3-in. travel Front Tire: 60/100R-12 Rear Tire: 2.75 x 10 Wheelbase: 40.6 in. Fuel Capacity: N/A Dry Weight: 89 lb. Source

2020 Husqvarna TX 300i (Husqvarna/)As you may have noticed, Husqvarna added a significant letter to the end of the TX 300′s name and this letter means that its 293cc two-stroke engine is now fuel injected, a change that is new for 2020. Originally introduced in 2017 as the carbureted TX 300, this machine was intended to be just as capable on the track as it is on the trail, and to tackle off-road or motocross racing as easily as a casual weekend ride. Now, with the fuel-injected update it will improve the model’s fuel consumption and emissions for this day and age and continue to be a do-it-all cross-country dirt bike. 2020 Husqvarna TX 300i Reviews, Comparisons, And Competition In Dirt Rider’s first impression review of the 2017 TX 300, test riders stated: “On the track it was called stable and in the tight trails it was called nimble, light, and thin. In corners, Dylan praised the bike for laying over and not wanting to pop up mid-turn. Tyler loved the stability while flat tracking around slick turns. Neither rider noticed much vibration, something the Husqvarna engineers worked to minimize.” Competition for the TX 300i includes the TM CC 300 Fi, KTM 300 XC TPI, and Beta 300 RR. 2020 Husqvarna TX 300i (Husqvarna/)Husqvarna TX 300i Updates For 2020 One of the biggest announcements during Husqvarna’s 2020 motocross and cross-country model unveiling was when the TX 300 made the switch to fuel injection. As Dirt Rider reported, the TX 300i is similar to last year’s carbureted TX 300, but this one is fuel injected. “It features a newly developed cylinder along with a new heavy-duty header pipe that has a corrugated surface to increase strength for impact resistance and reduce noise levels,” Dirt Rider continued. The engine also features a redesigned Dell’Orto 39mm throttle body. 2020 Husqvarna TX 300i (Husqvarna/)2020 Husqvarna TX 300i Claimed Specifications Price: $10,099 Engine: Liquid-cooled single-cylinder two-stroke Displacement: 293cc Bore x Stroke: 72.0 x 72.0mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.4 in. Rake: 26.1° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 12.2-in. travel Rear Suspension: Fully adjustable; 11.8-in. travel Front Tire: 90/90-21 Rear Tire: 110/100-18 Wheelbase: 58.5 in. Fuel Capacity: 2.3 gal. Dry Weight: 224 lb. Source