Hugh Janus

2020 Husqvarna 701 Supermoto (Husqvarna/)As the name implies the Husqvarna 701 Supermoto is a supermoto motorcycle powered by a big-bore 693cc single-cylinder engine pulled from the KTM 690 Duke. The Husky is a lightweight package (claimed 319 pounds) that delivers plenty of hooligan character, encouraging the Continental ContiAttack Supermoto front wheel to rise on the track or road. Buckets of electronic rider aids are available including cornering ABS, lean-angle-sensitive traction control, ride modes, and easy shift (up and down quickshifter) as standard. Apexes beware. 2020 Husqvarna 701 Supermoto 701 Reviews, Comparisons, And Competition We found that the 2017 701 Supermoto was “a fantastic platform for just about everything” from canyon roads, track tarmac, or daily riding. The Aprilia Dorsoduro 900 serves as one of the Supermoto’s competition, but we also ran it in an earlier comparison test against the Ducati Hypermotard 939 and KTM 690 Duke. We found the Husky “is not overwhelmingly uncomfortable or impractical, however, and in a lot of ways the bike is more than its design initially leads you to believe it would be, Husqvarna engineers having very clearly tuned the engine to offer more than just around-town antics…of all three bikes, this is the one you’d actually consider taking to a trackday at your local kart track.” 2020 Husqvarna 701 Supermoto (Husqvarna/)Husqvarna 701 Supermoto Updates For 2020 The electronics suite is all-new for 2020 as are some fresh new graphics and bodywork. 2020 Husqvarna 701 Supermoto (Husqvarna/)2020 Husqvarna 701 Supermoto 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: 35.0 in. Rake: 26.4° Trail: N/A Front Suspension: 48mm inverted fork, compression and rebound adjustable; 8.5-in. travel Rear Suspension: Fully adjustable; 9.4-in. travel Front Tire: 120/70-17 Rear Tire: 160/60-17 Wheelbase: 57.9 in. Fuel Capacity: 3.4 gal. Wet Weight: 319 lb. Source

2020 Husqvarna FE 501 right side (Husqvarna/)The Husqvarna FE 501 platform serves as the Austrian marque’s flagship enduro and dual sport models. Powered by a 511cc single-cylinder four-stroke engine, the 501 leads the displacement charge from the 350cc models, while packing modern electronics like traction control and adjustable engine maps for tackling washes or rock-strewn trails. The S model differs from the base in that it is a street-legal dual sport version (license plate bracket, turn signals, etc.). The S’ rubber is also wrapped around Giant rims (instead of the D.I.Ds used on the base) and it weighs a claimed 247 pounds (239 pounds, base). 2020 Husqvarna FE 501 (Husqvarna/)2020 Husqvarna FE 501/S Reviews, Comparisons, And Competition When it won Cycle World’s Ten Best Dual Sport, the FE 501 S took the throne in 2015 since it “combine[d] the powerhouse engine with incredible handling and trail compliance, and you have the best dual-sport machine we’ve ridden.” As with any model that crosses Cycle World’s garage threshold, we ran the FE 501 S on the dyno to measure the horsepower and torque figures: 40.3 hp at 8,100 rpm and 28.2 pound-feet of torque at 5,700 rpm. When it comes to competition, the FE 501 S model faces the dual sport KTM 500 EXC-F and Beta 500 RR-S. 2020 Husqvarna FE 501 (Husqvarna/)Husqvarna FE 501/S Updates For 2020 The FE 501 does have a few internal changes including a new, more compact cylinder head, new camshaft, and new Konig piston that helps reduce oscillating masses. The FE 501 S also features a shorter and lighter cylinder head, a new camshaft, an increased compression ratio, and a new exhaust system. 2020 Husqvarna FE 501/S Claimed Specifications Price: $11,099 (base)/$11,499 (S) Engine: Liquid-cooled SOHC single-cylinder four-stroke Displacement: 511cc Bore x Stroke: 95.0 x 72.0mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.4 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: 80/100-21 (base)/90/90-21 (S) Rear Tire: 110/100-18 (base)/120/90-18 (S) Wheelbase: 58.5 in. Fuel Capacity: 2.2 gal. Wet Weight: 239 lb. (base)/247 lb. (S) Cycle World Tested Specifications Rear-Wheel Horsepower: 40.3 hp @ 8,100 rpm Rear-Wheel Torque: 28.2 lb.-ft. @ 5,700 rpm Source

2020 Husqvarna Svartpilen 701 right side (Husqvarna/)The Husqvarna Svartpilen 701, known as the “Black Arrow,” is the amalgamation of futuristic design and flat-track inspiration. Unlike the more café-inclined Vitpilen, this standard streetbike has upright, pulled-back bars, Pirelli MT 60 rubber, and a nod-to-flat-track number plate. Otherwise along with WP Apex suspension and Brembo brakes it also sees the same torquey 673cc single nestled in the steel tubular trellis frame. In fact, back in our 2019 first ride review, the combination of these aforementioned features led us to say that it is the best of the Swedish arrows. 2020 Husqvarna Svartpilen 701 Reviews, Comparisons, And Competition In our 2019 review of the Svartpilen 701, Cycle World Senior Editor Justin Dawes praised the single-cylinder engine for its tire-twisting torque: “It’s truly a legendary powerplant that is smoother than it should be considering its raucous delivery. Many a twin could only hope to have as much character.” Since the 701s of Husky’s lineup share the same single, you can watch our in-house dyno run of the Vitpilen 701 to get an idea of the Svartpilen’s power numbers. With their similarities the two ‘Pilens also piggyback on many of the same competitors: KTM 790 Duke, Yamaha MT-07, Kawasaki Z650, Honda CB650R, Suzuki SV650, and Ducati Monster 797. 2020 Husqvarna Svartpilen 701 front right (Husqvarna/)Husqvarna Svartpilen 701 Updates For 2020 As covered in our first look, the Svart 701, like the Vitpilen 701, sees CNC-machined rearsets, spoked wheels, and an awesome new color scheme for 2020. 2020 Husqvarna Svartpilen 701 left side (Husqvarna/)2020 Husqvarna Svartpilen 701 Claimed Specifications Price: $9,499 Engine: Liquid-cooled OHC single-cylinder Displacement: 693cc 693cc Bore x Stroke: 105.0 x 80.0mm Horsepower: 75.0 hp @ 8,500 rpm Torque: 53.1 lb.-ft. @ 6,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.9 in. Rake: 25.0° Trail: 4.7 in. Front Suspension: 43mm inverted fork, compression and rebound adjustable; 5.9-in. travel Rear Suspension: Preload and rebound adjustable; 5.9-in. travel Front Tire: 110/80R-18 Rear Tire: 160/60R-17 Wheelbase: 56.5 in. Fuel Capacity: 3.2 gal. (0.7 gal. in reserve) Wet Weight: 355 lb. Source

Max Biaggi achieved a new electric motorcycle land speed record on the Voxan Wattman. (Voxan/)“It’s official, record [408 kph]. Thanks my team, @Voxanmotors.” A simple tweet from Max Biaggi, shouting his satisfaction to the world. “Your courage has remained untouched,” his friend and former on-track rival Loris Capirossi said. Despite six world titles, and an ID that states his age as 49, Biaggi continues to surprise. For his latest adventure, on October 31, the Italian rider set the world top speed record on an electric bike: 228.05 mph, achieved on a Voxan Wattman built by the Monaco-based Venturi Group. With that performance, Biaggi dethroned previous record holders Ryuji Tsuruta and Mobitec EV-02A, with their speed of 204 mph. But what impresses even more was that, after three days of testing at Châteauroux airfield in France, Biaggi achieved the tremendous top speed of 254 mph. A rocket. “At this speed the vision becomes narrower and narrower, and the air seems an impenetrable wall,” said Biaggi, who three years ago decided to stop riding bikes after he was seriously injured in a crash at the Sagittario track near Rome. But for a professional rider a life away from motorcycles is hard to conceive. So, in addition to being back on the MotoGP paddock as the team owner of a Moto3 squad, Biaggi took on this ambitious and innovative project that wants to push the limits of sustainable mobility. Two hundred fifty-four mph on two wheels. Impossible? Not anymore. “When Gildo Pastor, the president of the Venturi Group, approached me about this project, I was very curious, but at the same time a little concerned,” Biaggi said. “I had several question marks as it was an entirely new project, and honestly I didn’t know what to expect. Why did I accept it? All my life has been about challenges and pushing the limits a bit forward. So, when they told me, ‘We came close to 373 mph on four wheels, and now we want to flirt with 249 mph on two wheels,’ I said yes. I saw a team really determined and motivated and I wanted to be part of it,” he continued with obvious pride. In accordance with FIM (International Motorcycle Federation) regulations, the Voxan Wattman’s speed was measured from a flying start over 1 mile in opposite directions, within a period of two hours. According to the protocol, the final speed is the average of the two speeds recorded over these two runs. The Voxan sent records tumbling as the GPS speedometer peaked at a speed of 254 mph. “The sensations I experienced were quite different from those that have characterized most of my life and my career on two wheels,” il Corsaro said, particularly noting the lack of engine roar. “The first thing that you notice is the lack of the classical familiar noises. The sound of an electric engine is completely different, the same for the power delivery.” Sitting in the motorcycle rather than on it was a change for Biaggi. (Voxan/)With 1,470 cells (and a weight of 140 kilograms, almost 309 pounds), the Voxan Wattman’s battery delivers 317kW (431 hp) of nominal power, with a capacity of 15.9kW. “A speed record is all about power: power that you lose due to aerodynamics and power that you gain with acceleration. You need to find the right balance. The design and aerodynamic profile of the motorcycle become crucial.” For aerodynamic efficiency, there is no radiator and the “tank” is inside the bike. The rider also has to do his part. “I had to change my approach and my riding style because on an electric Voxan Wattman you are completely encapsulated by the machinery. And if there is a No. 1 rule, it is: stay still. You don’t have to move your body on the bike. This is something unnatural for a racer who comes from MotoGP or World Superbike: remaining still to go fast. The seating position, too, is very different from a conventional motorbike because the center of gravity is very low. I was not allowed to move. This is something I had to adapt and force on myself, because I’m used to moving my body on the bike. I remember one of the first times, project leader Franck Baldet told me, ‘Forget that you are riding a motorcycle and believe in the system to extract the maximum performance.’” Easier said than done. And then the sense of the competition. “This time I was competing for the record alone, without rivals. This also was a new feeling,” Biaggi said. But what struck him the most was something else: “I had never touched 400 kph. At these speeds the perspective of the space around you changes completely. The aerodynamic effects become crucial. The air is an impenetrable wall and you begin to fight with forces that I would find…unknown. It was a new adventure, difficult to describe because the sensations were not familiar. In the end the rituals are the same: You put your gloves on, you tighten your helmet, you have a look at the dashboard…” But how does it feel to be the fastest man on earth on an electric bike? “It was a huge satisfaction. We made it thanks to a bit of craziness. It was not easy at the beginning; I had to do a shift in my mentality. I had to adapt to ride completely encapsulated in the machine without the possibility to move. The feeling is very weird.” Biaggi says the feeling of riding the Wattman was weird. The feeling of accomplishment, we assume, is a little less weird for the six-time world champion. (Voxan/)On board the Voxan Wattman, propelled by its powerful 270kW engine, Max Biaggi achieved nine different speed records at Châteauroux airfield. The team says this is only the beginning. Pastor, founder of the Venturi Group, which has competed in the world Formula E championship since season 1, is a pioneer in eco-mobility. Biaggi’s land speed record celebrates the 20th anniversary of the Venturi Group’s electric sustainable mobility adventure. It has now officially created the fastest-ever electric vehicles on two and four wheels (Venturi VBB-3, FIA record: 549 kph/341 mph), and in the four-wheel fuel cell category (Venturi VBB-2, FIA record: 487 kph/303 mph). What shall we expect next? Source

2020 Husqvarna Vitpilen 701 (Husqvarna/)In 2018, Husqvarna introduced its four streetbikes, each bringing modern character through futuristic styling and a thumping single-cylinder engine. The sharp-styled Vitpilen 701 might just steal the show. Being the big brother to the Vitpilen 401, the 701 still flaunts the more aggressive ergos seen in the smaller iteration, but offers a more aggressive yet incredibly smooth power delivery via a 693cc single-cylinder engine. Not only that, but the braking department features Brembo brakes, Keihin EFI (compared to the 401′s Bosch system), stainless steel exhaust, aluminum clip-ons, Bridgestone Battlax tires, traction control, and more fuel capacity. 2020 Husqvarna Vitpilen 701 Reviews, Comparisons, And Competition In our first look, we reported that Husky is “aiming to improve on an already proven platform” with minor changes that ultimately add a premium touch to the models. Although 2020 sees some minor changes to the Vit, they do add a premium touch to the models. When the Vitpilen was first announced we snagged a model to run on our in-house dyno to record rear-wheel numbers: 70.95 hp at 8,200 rpm and 51.08 pound-feet of torque at 6,730 rpm. 2020 Husqvarna Vitpilen 701 (Husqvarna/)Competition can include its own kin, the KTM 790 Duke or Svartpilen 701, but otherwise the onslaught comes from other standard machines like the Yamaha MT-07, Kawasaki Z650, Honda CB650R, Suzuki SV650, and Ducati Monster 797. Husqvarna Vitpilen 701 Updates For 2020 For 2020, the Vitpilen is fitted with CNC footpegs and spoked wheels as standard. A striking blue and white color scheme with new graphics grace the bodywork of the 2020 Vitpilen 701. 2020 Husqvarna Vitpilen 701 (Husqvarna/)2020 Husqvarna Vitpilen 701 Claimed Specifications Price: $9,499 Engine: Liquid-cooled OHC single-cylinder Displacement: 693cc Bore x Stroke: 105.0 x 80.0mm Horsepower: 75.0 hp @ 8,500 rpm Torque: 53.1 lb.-ft. @ 6,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.7 in. Rake: 25.0° Trail: 4.3 in. Front Suspension: 43mm inverted fork, compression and rebound adjustable; 5.3-in. travel Rear Suspension: Preload and rebound adjustable; 5.3-in. travel Front Tire: 120/70R-17 Rear Tire: 160/60R-17 Wheelbase: 56.5 in. Fuel Capacity: 3.2 gal. (0.7 gal. in reserve) Dry Weight: 348 lb. Source

2020 Husqvarna Vitpilen 401 (Husqvarna/)The Husqvarna Vitpilen 401 is the Swedish manufacturer’s entry-level naked bike with futuristic design cues and more aggressive café-racer-like ergonomics compared to its upright scrambler-esque sibling, the Svartpilen 401. The heartbeat of this machine comes from the approachable 373cc single-cylinder engine, which is similar to that found in its parent company’s KTM 390 Duke and RC 390. It features a steel trellis frame, adjustable WP Apex suspension, ByBre brakes (Brembo’s subsidiary), and 17-inch spoked wheels to tackle the urban sprawl. 2020 Husqvarna Vitpilen 401 Reviews, Comparisons, And Competition Cycle World put the 2018 Vitpilen 401 on the in-house dyno to record rear wheel power figures and this single produced 41.4 hp at 8,740 rpm and 26.4 pound-feet of torque at 6,880 rpm. In our small bike comparison between the Honda CB300R, KTM 390 Duke, and Husqvarna Vitpilen 401, we stated that the Vitpilen was a motorcycle that’s styling commanded attention and its ergos were the most aggressive of the group. “If you’re a taller, lanky fellow, the setup works well,” Waheed wrote. 2020 Husqvarna Vitpilen 401 (Husqvarna/)Husqvarna Vitpilen 401 Updates For 2020 For 2020, the Vitpilen’s bolt-on subframe has been extended to increase support and comfort for the passenger. The color has also been updated with a subtle silver as the primary color with bronze accents highlighting the design. 2020 Husqvarna Vitpilen 401 (Husqvarna/)2020 Husqvarna Vitpilen 401 Claimed Specifications Price: $4,999 Engine: Liquid-cooled DOHC single-cylinder Displacement: 373cc Bore x Stroke: 89.0 x 60.0mm Horsepower: 44 hp @ 9,000 rpm Torque: 27.3 lb.-ft. @ 7,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.9 in. Rake: 25.0° Trail: 3.7 in. Front Suspension: 43mm inverted fork, fully adjustable; 5.6-in. travel Rear Suspension: Fully adjustable; 5.9-in. travel Front Tire: 110/70R-17 Rear Tire: 150/60R-17 Wheelbase: 53.4 in. Fuel Capacity: 2.5 gal. (0.4 gal. in reserve) Dry Weight: 333 lb. Source

The 2021 BMW G 310 R. There’s no word yet on availability. (BMW Motorrad /)For 2021, BMW refreshes the G 310 R, its single-cylinder entry-level roadster, with new styling, a slipper clutch, ride-by-wire throttle, LED lighting, and Euro 5 homologation. LED DRL is a highlight of the more focussed design. (BMW Motorrad/)The G 310 R and G 310 GS, introduced in 2018 and built in India by TVS, are important gateway models into the BMW Motorrad fold. The 313cc single’s unique rearward orientation (think: rear cylinder bank of engines with V layouts) also has a “backward” cylinder head layout in which the exhaust port exits at the rear to create a more compact unit. BMW claims it produces 34 hp at 9,500 rpm and 21 pound-feet of torque at 7,500 rpm. For 2021, the G 310 R benefits from the addition of a slipper clutch. BMW also equipped it with a new ride-by-wire throttle, or what it terms an “electromotive throttle controller,” which one can only hope is an odd translation and not intentionally obfuscating marketing-speak. The G 310 R has a single 300mm disc with four-piston caliper in the front, and a 240mm disc in the rear. It’s equipped with ABS as standard. (BMW Motorrad /)BMW also fit new four-way-adjustable front brake and clutch levers, which is a great move. Not to name names, but it’s befuddling when motorcycles—especially ones that cost three times as much as the G 310 R—don’t have adjustable levers. So we applaud BMW for the useful update that’s great for riders of all experience levels. The G 310 R also comes with full LED lighting. Here’s a good look at the LCD dash and that “electromotive throttle controller.” (BMW Motorrad/)The press release describes the G 310 R’s revised styling as being “softly reimagined,” which would be a great name for, say, a Hall & Oates cover band, but doesn’t do justice to the streamlined looks cooked up BMW’s design team, but that’s neither here nor there. Alexander Buckan, head of BMW Motorrad Vehicle Design, says, “From the beginning, it was a main goal of ours to increase the value of the overall design by reducing the black grained plastic and increasing the painted surfaces.” In general, the design is more fully realized with a stronger resemblance to the just-announced BMW S 1000 R hyper naked. In other words, the restyle isn’t a major departure, but more of an edit. So, maybe “softly reimagined” is an accurate description after all. The base model is available in Cosmic Black and Polar White. The Limestone Metallic colorway is available with an extra cost. (BMW Mottorad/)At the moment there’s no word on pricing or availability, but for reference, the 2020 model starts at $4,945. Source

Honda’s autopilot patent for motorcycles looks to use self-steering and adaptive cruise control, familiar ideas for the firm. (German Patent Office/)Radar-assisted adaptive cruise control is looking to be one of the key new motorcycle technologies for 2021, with BMW and Ducati already announcing the feature on the R 1250 RT and Multistrada V4. KTM and Kawasaki are also working on similar setups with launches expected soon, so it’s no surprise that Honda has got its eyes on the technology as well. But where BMW, Ducati, KTM, and Kawasaki have all teamed up with Bosch, resulting in similar systems, Honda’s latest patent application, filed in Germany, suggests the firm wants to take the idea to the next level, adding the ability for the on-board computer to steer the bike as well as controlling the throttle and brakes. The patent suggests the system’s adaptive cruise control will allow for lane changes around slower traffic. (German Patent Office/)It’s a development pattern that’s already familiar on four wheels. In cars, radar cruise control systems have been around for two decades and the ability to help drivers steer as well as accelerate and stop is something that an increasing number of vehicles offer. While “self-driving” cars make headlines now, Honda first added self-steering ability to the Inspire sedan back in 2003 in Japan. By 2006, Honda’s ADAS (Advanced Driver Assistance System) including adaptive cruise control, lane-keeping assist, and collision-mitigation auto-braking was offered worldwide on the Legend and Accord cars, putting Honda at the vanguard of such systems. So the firm has plenty to draw on in developing the idea for two wheels. An electric motor behind the headstock can be called upon if steering intervention is necessary. (German Patent Office/)The company’s latest patent shows an adventure-touring-style bike—roughly an approximation of a CB500X—fitted with the setup, which includes an electric motor mounted behind the headstock that can turn the front wheel if it needs to intervene. RELATED: BMW’s Motorcycle Active Cruise Control A vast number of sensors are needed to make a system like this work. Not only does the patent suggest the bike has acceleration, throttle position, brake pressure, lean-angle, and speed sensors, but also devices to measure how much steering torque is being applied by the rider. Then there are the radars and cameras. The patent suggests both radar and camera sensors pointing forward to monitor the traffic, road markings, guard rails, and a host of other things using object-recognition software. There’s also a second camera in the instrument panel that points backward—straight at the rider’s head—with a third fitted on the tail of the bike and pointing forward toward the rider. Whereas Ducati uses front-facing radar to enhance its adaptive cruise control, Honda’s patents show cameras that monitor rider positioning as well. (Ducati /)That’s similar to the systems being employed by some of the latest cars in their increasingly advanced semi-autonomous driving systems. Cadillac’s Super Cruise hands-free driving system, for instance, has a “driver attention camera” that makes sure you’re watching the road even if the car is doing the steering. Honda’s setup in its auto-piloted motorcycle is similar, but instead of watching the rider’s eyes it pays attention to body position. It’s not just for cruise control either. By watching the rider’s position the system is intended to be able to work out whether maneuvers are intentional—in which case it will allow them—or accidental. That means the auto-steering system can work a bit like ABS or traction control, kicking in to make corrections even if the cruise control isn’t being used. The patent also mentions using the system to make corrections when the bike is blown off-course by side winds. RELATED: Kawasaki To Employ Radar-Assisted Safety Systems When cruise control is in use, Honda’s patent suggests the bike will be able to change lanes automatically to move around slower vehicles, and thanks to built-in GPS mapping it can even take off-ramps when a navigation destination is programmed in, though the intention appears to be for the system to be used on freeways rather than back roads. As with a lot of patents like this, the system isn’t likely to be on a production bike any time soon. But given the speed of development, and the fact that semi-autonomous driving systems are already in use in cars, it’s very probable that setups like this will appear on motorcycles within the next decade. Source

2020 Husqvarna Svartpilen 401 (Husqvarna/)Taking a more scrambler-like approach of Husqvarna’s smaller-displacement streetbikes is the Svartpilen 401. This standard bike’s spoked wheels wrapped in blocked rubber and upright ergonomics make it an urban machine with an explorative attitude, differentiating it from the café-styled Vitpilen 401. Like its sibling, this machine floats on WP Apex suspension, stops with ByBre brakes, and runs on a 373cc single-cylinder thumper. The urban roads and rough side streets look pretty inviting from the cockpit of this Husky. 2020 Husqvarna Svartpilen 401 (Husqvarna/)2020 Husqvarna Svartpilen 401 Reviews, Comparisons, And Competition Running the 2018 Svartpilen 401 on our in-house dyno, we documented 40.27 hp at 8,650 rpm and 25.81 pound-feet of torque at 6,890 rpm. Compare this model to the likes of the Ducati Scrambler Sixty2, Honda CB300R, Yamaha MT-03, or even its relatives like the Vitpilen 401 and KTM 390 Duke. Husqvarna Svartpilen 401 Updates For 2020 The 2020 Svartpilen 401 sees the same changes as the Vitpilen 401, which include an extended subframe for what Husky claims improves passenger comfort and new colors that accentuate the model’s design. 2020 Husqvarna Svartpilen 401 (Husqvarna/)2020 Husqvarna Svartpilen 401 Claimed Specifications Price: $4,999 Engine: Liquid-cooled DOHC single-cylinder Displacement: 373cc Bore x Stroke: 89.0 x 60.0mm Horsepower: 44.0 hp @ 9,000 rpm Torque: 27.3 lb.-ft. @ 7,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.9 in. Rake: 25.0° Trail: 3.7 in. Front Suspension: 43mm inverted fork, fully adjustable; 5.6-in. travel Rear Suspension: Fully adjustable; 5.9-in. travel Front Tire: 110/70R-17 Rear Tire: 150/60R-17 Wheelbase: 54.1 in. Fuel Capacity: 2.5 gal. (0.4 gal. in reserve) Dry Weight: 335 lb. Source

2020 KTM 390 Adventure (KTM/)New for 2020, the KTM 390 Adventure is the first beginner adventure motorcycle from the Austrian manufacturer. It is powered by the familiar and approachable 373cc single-cylinder motor seen in the 390 Duke, with styling cues that match the larger ADV bikes in KTM’s lineup. Unlike the street-focused brother, this model is destined for the dirt with its long-travel WP Apex suspension (6.7-inch front, 7.0-inch rear), knobbed 19- and 17-inch front and rear Continental TKC 70 tires, and an ABS off-road mode that disengages ABS to the rear wheel. This beginner-friendly ADV doesn’t skimp out on tech either with cornering ABS, traction control, ride-by-wire throttle, and a slipper clutch to name a few. Beginners now have a small ADV machine from KTM for slogging around in the dirt and down rough roads. 2020 KTM 390 Adventure Reviews, Comparisons, And Competition Upon our First Ride, resident KTM expert Justin Dawes claimed, “It’s a capable, comfortable, and entertaining adventure motorcycle, displacement be damned. Its street civility and off-road chops will allow it to hang with larger and much more expensive adventure motorcycles. KTM listened to the fans and gave them what they have asked for: a small-displacement motorcycle worthy of the KTM Adventure name.” Rolling it into the in-house dyno, the KTM 390 Adventure produced 37.5 hp at 8,970 rpm and 23.2 pound-feet of torque at 6,990 rpm at the rear wheel. While this may be the first small ADV from Austria, the Bavarians and Japanese have already introduced their own mini ADVs with the BMW G 310 GS, Honda CB500X, and Kawasaki Versys 300-X. 2020 KTM 390 Adventure (KTM/)KTM 390 Adventure Updates For 2020 The KTM 390 Adventure is a new model for 2020 and comes in white or orange colorways, and $6,199 is starting MSRP. 2020 KTM 390 Adventure (KTM/)2020 KTM 390 Adventure Claimed Specifications 2020 KTM 390 Adventure Claimed Specifications $18,699 Price: $6,199 Engine: Liquid-cooled DOHC single-cylinder Displacement: 373cc Bore x Stroke: 89.0 x 60.0mm Horsepower: 44.0 hp @ 9,000 rpm Torque: 27.3 lb.-ft. @ 7,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 33.7 in. Rake: 26.5° Trail: 3.9 in. Front Suspension: 43mm fork, compression and rebound adjustable; 6.7-in. travel Rear Suspension: Rebound and preload adjustable; 7.0-in. travel Front Tire: 100/90-19 Rear Tire: 130/80-17 Wheelbase: 56.3 in. Fuel Capacity: 3.8 gal. w/ 0.9 in reserve Dry Weight: 348 lb. Cycle World Tested Specifications Seat Height: 33.7 in. Wet Weight: 387 lb. Rear-Wheel Horsepower: 37.5 hp @ 8,970 rpm Rear-Wheel Torque: 23.2 lb.-ft. @ 6,990 rpm Source

The Honda Trail 125 faces Captain Overkill and comes out humbly victorious. (Jeff Allen /)The phenomenon of riding the 2021 Honda Trail 125 ABS off-road is that everyone you see looks like Captain Overkill. Even that rider I saw on a Yamaha WR250R. “NICE BARGE, BRO! SEE YOU AT STARBUCKS.” I didn’t actually get quite that wound up. It’s simply that the Trail 125 brings the off-road chill, like, “Why do you need a 5,000-pound lifted Silverado with 37-inch tires and 4 billion LED lumens of light bars?” You just don’t. I’m not knocking giant trucks (OK, maybe a little), or remarkable dual-sports (I own and enjoy a 2013 WR250R), or adventure bikes. But the simple, light fun of a motorcycle like the Trail 125 makes you feel good in a pure way not matched by many vehicles. It’s the combination of its handy, agile chassis, automatic clutch, and a demeanor that says, “Relax and enjoy the scenery.” Which is exactly what I did with our early-access testbike. Sure, I rode around town—to and from the office, on errands, etc. It’s fun for that, and a little more rough and ready than the Super Cub (see page 54). But the Trail 125 is the kind of bike you want to wake up to on a Saturday morning, walk out to your yard in a heavy riding flannel, hiking boots, and an open-face helmet, wipe the dew off the seat, fire up the bike, and go exploring. I am fortunate to live near motor-legal national forest trails that wind their way around and over mountains more than a mile high. It’s mostly bumpy fire road with a few short technical single-tracks here and there. Perfect for wandering around, and just technical enough to see what this Trail 125 was up for. Despite my excitement for climbing mountains, I felt obliged to ride at about 45 to 50 mph on the meandering two-lane that takes me there, and really didn’t get much past 55 despite my best efforts. Versus the Super Cub, the Trail has a three-tooth-larger, 39-tooth rear sprocket, plus longer intake and tuned exhaust to boost low-end and midrange power. So, it gets busy if you try to go “fast” on the road. My smile was biggest if I kept it around 40 on tarmac. That different engine tuning was plain to see on our dyno. The Super Cub laid down 8.1 hp at 7,100 rpm and 7.1 pound-feet at 5,100, while the Trail 125 did 7.9 hp at 5,710 and 7.4 at 4,650. It’s always grand to see engineering at work to achieve specific goals and meaningful differences, even in this small-displacement, fun-bike category. Workboots, a flannel, an open-face helmet, an apple crate, and some time­: This is everything you need on the Trail 125. (Jeff Allen /)All the better for my first long fire-road climb, taken mostly in first and second gear of the four available. A steady 17 mph in first was just about right for the bumpy, occasionally rocky road. When it smoothed out, a quick click to second and 25 mph or a bit more dusted off the miles a little quicker. The pace matched the suspension damping just fine, and I had a ride free of bottom-out clanks. The fork has 0.4 inch more travel than the Super Cub, a slightly longer wheelbase, and a taller seat that’s ­narrower at the front to help feet reach the ground despite an ­0.8-inch increase to 31.6 inches total. The ergonomics for my 6-foot-2 frame were just spacious enough, though I had to repeatedly remind myself to scoot forward on the solo saddle lest my tailbone hit the luggage rack. Standing on the pegs as a periodic and brief relief from big bumps was workable, but there was no “rally stance” for me on this little bike. Our photo model, at 5-foot-8 and 120 pounds, had a lot more options for moving around. Adventure is out there, and the Trail 125 is a willing companion. (Jeff Allen /)These are the same roads I took on my old yellow 1969 Trail 90. You can think of the 125 as the “Dakar” bumper bike in comparison to the 51-year-old model, though I have to give credit to the 90 for having the dual-range transmission. The first time I really got into dirt on my ’69, I rode the first 10 miles of trail in the High range, but after struggling to get up a sandy hill, I switched to Low by shifting the lever on the gearbox. Holy moly, did it make a difference. Aside from that, the new 125, not surprisingly, worked better. That said, the 125′s gearing was good for most of what I was riding, though a few steep uphills taxed the automatic clutch because first gear was a bit tall. The bike benefited from me adding some extra torque of the “pound-feet” variety. I have to admit I am a 225-pound pizza-loving primate; your results may vary. The auto­matic clutch was consistent and, after some miles of practice for coordinating shifts, provided a smooth and easy experience when clicking up or down through the gears. There was just no worry at all about stalling the bike. It was a nice feature on one not-quite-nasty uphill single-track trail, a rock-strewn tunnel through scrub. The benefit here was not needing to duck due to the bike’s compact dimensions. I was so proud of my successful time in this single-track, I stopped to take some selfies. What is an adventure without proof? Anyway, as I clicked off a few shots and enjoyed mountain air redolent of sage and manzanita, a fellow on a KTM 500 came ripping up the trail and stopped behind me, as there was no place to pass. “Hey, sorry I’m blocking the trail,” I said. “No problem, man,” he said. “Wait, did you ride that here?” I just smiled, hit the starter button, and putt-putted up the last part of the narrow trail, my way back onto the rocky fire road that would take me to the 5,500-foot peak I was looking to conquer. One-eighth of a liter returns a 112 mpg fuel econ­omy. (Jeff Allen /)His question was certainly valid, even if it should have been obvious that I didn’t carry the 125 there. But in our current moto-world context of 600-plus-pound adventure bikes and race-ready dual-sports with shockingly short major-service intervals, it’s not a crazy question. We often think we need these bikes to really go anywhere exciting. The 259-pound Trail 125 makes a compelling argument to the contrary. After parking at my conquered peak and gazing east to the desert, and west to the ocean and Catalina Island, it came time to revel in the speed-enhancing effects of gravity as we shed more than 4,000 feet in something like 20 miles. I decided to play the rugged individualist role here and kickstart the Trail 125, since the option was available and the bike was poised on its centerstand. It was almost too easy; you barely had to breathe on the lever and away the two-valve OHC single went. I’m just kidding about it being “too easy.” Cripes, I wish I could get a Velocette to start this easily. Or to start at all. But then again, no Velo I’ve owned has had EFI or a 190-watt alternator. Or a 190-watt anything, in fact. The 17-inch wheels (with stainless spokes) rolled over most obstacles just fine, and the chunky sort-of street ADV tread never “broke” “traction,” unless asked to. As on the Super Cub, the single front disc brake (220mm, two-piston caliper) has ABS, while the rear (190mm, single piston) does not. The front ABS would at first offer a hard lever on initial application as I bounced my way down, but would settle into normal-feeling operation. The Trail 125’s easy operation and capable off-road manners will keep you chasing the sun over that next hill. (Jeff Allen /)This particular road-to-mountain adventure clocked up 60.5 miles, during which the Trail 125 burned all of 0.541 gallon of gas. Yes, a few molecules over a half-gallon. With its 1.4-gallon tank and 112 mpg, range to empty is 159 miles, or about three hours and 25 minutes at a constant 45 mph. What’s worth remarking on here is the six-segment fuel gauge on the round LCD speedo/info screen. The BMW R 18, just $18,366 more (as tested) than the $3,899 Trail 125, doesn’t have a fuel gauge, and it only gets 35 mpg. In any case, with the Trail 125′s range and easygoing personality, I’ve been having visions of strapping a tent and hiking stove to its large cargo rack, along with a couple of extra bottles of fuel, and getting lost in Death Valley and Panamint for days on end. The weather is just cooling off… Like the original Trail models dating back to 1961, the 125 is one of those bikes that everyone seems to have room for. It costs about as much as a midgrade mountain bike and hardly takes up more room in the garage. Speeds are moderate and handling docile, and yet it has the ability to ride over just about anything resembling a road. No wonder, then, that during the 30-year run of the original Trail series, from the 50cc CA100T to the final Trail 110 of the 1980s, Honda sold more than 725,000 units. The essential charm of the old CT90 and 110 remain, but re-envisioned for the EFI era. The Trail 125 will never replace your adventure bike or enduro-ready dual-sport. It simply asks you to come as you are, gives you the simplest tool for riding where you want to go, and makes you smile the entire way. Honda Trail 125 Specifications Price: $3,899 Displacement: 125CC Seat Height: 31.6 IN. Fuel Capacity: 1.4 GAL. Wet Weight: 259 LB. Source

Spending time in the garage with your motorcycle will make you a better, safer rider. And it’s fun! (Nick Ienatsch /)This Lessons Beyond the Classroom series has a simple goal: Improve the riding life of low-hour riders. The first three installments look at riding-technique approaches that help backfill the information most riders receive in a class, but in this fourth installment we approach riding joy from a different angle: in the garage. RELATED: Motorcycle Lessons Beyond the Classroom My motivation for this angle is twofold. First, motorcycling can appear to be an insider’s sport because the bikes are so different from what most people deal with; they can seem complicated and daunting—too trick to touch. Second, our industry will only retain new members if they feel the inclusion, joys, challenges, and satisfaction on two wheels. Part of that, as many veteran riders know, happens in the garage alone with our bikes. Understanding our machines, working on them, and improving them with our own hands is part of making new riders lifelong riders. If you need inspiration, walk through the pits at AHRMA! I filled my phone with beautiful bikes and came home with lots of ideas. (Nick Ienatsch /)Have Wrenches, Have Courage, Have Logic A motorcycle is a beautifully assembled collection of jewellike parts. You should learn to disassemble and assemble those parts for several reasons: 1. You can save a few dollars. Pulling your wheels and taking them into a shop for new tires will often be cheaper than taking the entire bike. Replacing brake pads is straightforward but must be done exactly. Renewing a chain and sprockets takes some time but is simple. Oil changes are important and simple. All these tasks vary in complexity, but they all will be less expensive when you do the work yourself. I read a great electrical tip on thegsresources.com, a site for those of us who own GS-model Suzukis, that many apparently bad electrical components are most often traceable to dirty, corroded connectors. That has proven true in my experience, and is a terrific example of how the group mind will help. Also, add a voltage meter to your tool list. (Nick Ienatsch /)2. Your bike will live longer. If you want the silver bullet to bike longevity, it’s maintenance. A lubricated and correctly adjusted chain is paramount to keep the chain on the sprockets, preventing suspension interference, and avoiding an eventual break. Fresh oil and oil filter puts clean and stable oil into important places that can fail catastrophically when fed dirty, old oil. A clean air filter keeps fueling correct. New fork oil helps internals stay within spec longer. Learn to do it all yourself or at least be knowledgeable enough to discuss it intelligently with your shop. RELATED: Getting Ready to Stop Beyond The Classroom Part 2 3. You will be safer. While adjusting your chain you might notice a loose rear caliper bolt. Bleeding the brakes will improve braking feel and power, and while bleeding the front brake you can check over the rest of the front end. Your newfound wrenching confidence will have you checking things and someday you’ll find a loose axle nut that would have become, in the mildest of terms, “unpleasant.” Performing your own maintenance on one area of your motorcycle will give you the opportunity to check over everything nearby. (Motorcyclist /)4. You will gain confidence. Are the brake calipers tight? Is the oil filter properly installed? Is my brake system free of air bubbles? Did my mechanic get things right? Those are the thoughts of many riders whose bikes are a mystery to them. When it’s our own hands and eyes on the bike, even if they are simply checking that the shop got everything right during a valve-adjustment, confidence soars. 5. It’s therapeutic. Yes, we get “helmet therapy” on our bikes, but many veteran bike riders also enjoy “garage therapy” when off the bike. You might discover this therapy is addictive to the point that you buy the old bike you’ve always wanted, restore it, and then have a “new” classic. Smooth, Clean and Lubricated Yes, you can do this with patience, forethought, organization, and logic. If parts aren’t going together smoothly, then you’re doing something wrong. Pull back, review what you’re doing, and start again. Take notes, take pictures, use a piece of cardboard for fasteners, or do what I do: Work alongside your much-smarter brother who remembers all that stuff. RELATED: Motorcycle Lessons Beyond the Classroom, Part 3 Because you aren’t slamming things around in an attempt to get them done in the shortest time possible to make the most money possible, you will add lubricants to rubber and metal parts. You will clean everything you remove. You’ll pull the rear shock linkage apart and grease the needle bearings the next time you change the rear tire, for instance. You’ll be comfortable changing exhaust systems and fork springs. And you’ll have fun—the main reason we are motorcyclists. It’s Not Who You Are Now Perhaps you think, “I’m not mechanically inclined.” To that I answer, “Not yet.” I meet many newish riders and have noted their interest in the mechanical side that is mixed with a major hesitation to try it. This column urges you to begin with small steps, such as removing, cleaning, and replacing parts. A clean motorcycle says “enthusiast” when you take it into a shop for something beyond your current mechanical scope, such as replacing steering-stem bearings. Professional mechanics appreciate machines that arrive clean, and that appreciation encourages them to talk with you about the work done. They talk, you learn. Take advantage of your friends' knowledge before digging into the unknown. This guy, DynoJet’s Chris Geiter, still picks up the phone and answers my basic questions with amazing patience. (Nick Ienatsch /)A workshop manual, lots of YouTube vids, bike-specific forums, and a growing collection of tools that includes a torque wrench (one of the most important in a toolbox) all help in reaching the goal of being a self-sufficient motorcyclist. I have a few friends on speed-dial, borrowing their expertise when I’m facing the unknown, and I bet you have that knowledge base too. Tap into it, ask questions, and work carefully and logically with focus. COVID This As the virus swings around to smack us again, make the most of it. Buy that used bike you’ve always wanted and go through it. We all have a bike that caught our eye, that bike that our neighbor owned or our hero raced. We have bikes we’ve always wanted to ride, like a two-stroke big-bore motocrosser or an older V-twin like an Ascot, Vision, or Sportster. Jump on the classifieds and find it. Strip it, clean it, refurbish, and rebuild it into the bike you’ve always wanted. Who knows, you might be racing AHRMA with us soon! I’ll close with these two thoughts: Many of us are elbow-deep in a project right now. We try, we study, and we learn. But we are no smarter than you!<br/> When someone says, “nice bike,” about a machine you disassembled, modified, and reassembled yourself, it really means a great deal. It makes you a stronger part of this incredible two-wheeled world.<br/> More next Tuesday! Source

The 2021 Triumph Tiger 850 Sport. (Triumph /)In order to distinguish it from the rest of the Tiger 900 family, Triumph is replacing the base-model 900 with the Tiger 850 Sport, dropping the price to $11,995 and making a few minor tweaks. In spite of the name change, the 2021 Tiger 850 Sport has the same 888cc T-Plane crank triple as the rest of the lineup; in fact, it’s essentially the same motorcycle as the outgoing base-model Tiger 900. The biggest difference is revised ECU mapping that delivers power and torque lower in the rev range and provides a friendlier, more linear power delivery. As a result of the softer tune, the 850 Sport loses more than 10 percent peak horsepower, producing a claimed 84 hp at 8,500 rpm and 60.5 pound-feet of torque at 6,500 rpm. The outgoing model (and the rest of the Tiger 900 range) produces a claimed 93.9 hp at 8,750 rpm and 64 pound-feet of torque at 7,250 rpm. “The engine power target was set at the start of the project,” says Steve Sargent, Triumph chief product officer. “The focus was on producing a manageable and accessible power delivery at the bottom-end and midrange where most people will ride these bikes. While there is a reduction in power compared to the Tiger 900, the peak performance is still strong when compared to our direct competitor.” The 850 Sport in Graphite and Diablo Red. With a new name and more friendly tune, the 850 Sport stands apart from the 900 range. Like its higher-spec’d siblings, it’s an all-purpose motorcycle. In 850 Sport guise, Triumph is aiming it at riders who want to take advantage of a great platform but don’t need the ultimate expression of it. The ECU tune should make it an even more competent urban commuter. (Triumph/)The folks at Triumph illustrate the 850 Sport’s relationship to the Tiger 900 in German terms: as the BMW F 750 GS is to the F 850 GS, the Tiger 850 Sport is to the Tiger 900—same engine capacity, different electronic tune. Other differences between the 850 Sport and the outgoing base-model 900 are a new graphics package, LED lighting, and the $500 decrease in price. With cast wheels, the 850 Sport, like the GT models, is aimed at street riding. (Triumph/)At first glance, it may seem an odd move, but upon further reflection, the name change makes sense considering its relationship to the rest of the lineup. The Tiger 900 GT models range from $14,300 to $16,200, and the off-road-focused Rally models range from $15,000 to $16,700. They feature a ton of tech and features that, frankly, not every rider wants or needs. The gulf between the base model and the top-end Tiger 900s is large enough that it warrants separating out the most basic model. Triumph hopes by doing so it will create more clarity for consumers and shine a light on the base model’s value. Let’s put it in human terms. If, say, you have a brother who is more successful and better-looking, you may feel more at ease with yourself when you’re not standing right next to him, wondering why he got broad shoulders and a medical degree while all you could muster is puny arms and a paltry BA in English. Maybe I’m just projecting here. The 850 Sport’s 5-inch TFT display is clear and easy to use and it still feels like a premium touch. (Triumph/)Anyway, by renaming the base model, Triumph emphasizes that the entry-level middleweight triple is really targeted at a different rider than the bikes in the 900 range. It’s not a cut-rate Tiger 900 GT Pro (OK, it sort of is) as much as it’s a bike with its own unique identity. Sure, it doesn’t have a massive 7-inch TFT display, five ride modes, fully adjustable suspension, or a quickshifter, but it’s still very well equipped. The Tiger 850 Sport has two ride modes, a 5-inch TFT dash, and the same engine, frame, and top-shelf Brembo Stylema brakes as the rest of the lineup—pretty impressive, really. The 850 Sport in Graphite and Caspian Blue. Triumph is hoping its pared-down spec sheet is less intimidating to some consumers. (Triumph/)If one wants a modern three-cylinder bike to commute on, ride on the weekends, and take on the occasional tour, maybe a $16,000 adventure bike is overkill. If you like the basic package of the Tiger 900, but aren’t so nearsighted that you need a 2-inch-larger dash, aren’t so hardcore that you need a Rally, and can’t be bothered with all the rider aids and adjustability of the higher-priced models, then the Tiger 850 Sport may be for you. It has a lot to feel good about; just don’t park it next to a Tiger 900 GT Pro. Source

The 2021 Ducati Scrambler Nightshift. (Ducati /)Ducati’s ever-morphing Scrambler lineup gets a new addition for 2021: the Nightshift, a stealthy tracker put together by the parts-bin hunters at Borgo Panigale that’s intended to replace both the Scrambler Café Racer and Full Throttle models. As with most of the 803cc Scramblers—Desert Sled excepted—the Nightshift is mostly a styling remix. As such, it features number plates from the Full Throttle, a flat bar from the 1100 Sport Pro, bar-end mirrors from the Café Racer, and 18-inch front/17-inch rear wheels. Unique to the Nightshift are the spoked wheels and a new flat bench seat. MSRP is $10,995. The Nightshift is available in an aviator gray color scheme. (Ducati /)For 2021, the Scrambler 800 range will comprise the Nightshift, the Icon ($9,695, available in red and yellow), the Icon Dark ($8,895), and the Desert Sled ($11,995), which has a new Sparking Blue livery. No, that’s not a typo—it really is “sparking,” not “sparkling.” While the Icon and Desert Sled have become mainstays in the lineup, Ducati has continuously introduced new variants that riff on scrambler/tracker/café racer themes. It’s interesting to see the Nightshift morphing the tracker and café racer styles, begging the question: what else can Ducati do with the 803cc Scrambler lineup before it gets a major overhaul? Is it a tracker, a café racer, or a scrambler? Whatever it is, it does put a grown-up spin on the Land of Joy schtick. (Ducati /)Much of the Scrambler’s appeal is its simplicity, which, one would imagine, could complicate further product development. Moving forward, does Ducati give it higher-spec components or a more feature-rich technology suite? Is that antithetical? How much longer can the air-cooled engine survive in an age of more stringent emissions standards? For now, we’ll simply enjoy the Scrambler as it is and hope that tomorrow will take care of itself. The 2021 Scrambler Desert Sled in Sparking Blue. Looks cool, right? (Ducati /) The classic Scrambler Icon. The first modern Scrambler was introduced in 2015. (Ducati /)Elsewhere in the Scrambler world, the 1100 lineup returns with the 1100 Pro ($13,495) and 1100 Sport Pro ($15,495). Source

Serial 1’s Rush/CTY comes in step-through (pictured) and high-step versions. (Serial 1 Cycle Company/)The first word of a Harley-Davidson-inspired electric bike appeared in 2018, having been conceived in the Milwaukee moto manufacturer’s skunk works Product Development Center. This year a change in Harley-Davidson’s strategic corporate vision led to a spinoff of the ebike business as Serial 1 Cycle Company, with Harley holding a minority stake. Led by former Harley-Davidson employees involved in the initial concept work, the management of Serial 1 includes Jason Huntsman, president; Ben Lund, vice president, product development; Aaron Frank, brand director; and Hannah Altenburg, lead brand marketing specialist. Cycle Volta contributor Lou Dzierzak (left) gets the download on the Mosh urban ebike from Serial 1 brand director Aaron Frank in Harley-Davidson’s hometown of Milwaukee. (Serial 1 Cycle Company/)Last week, Cycle Volta visited Harley’s Milwaukee headquarters for a sneak peek at the brand’s first ebike line. Offered in two styles, the three-model Rush/CTY line is designed for commuting. A single model, called the Mosh, is described as “the ultimate urban playbike.” Prices range from $3,399 to $4,999, with the brand launching initially in the US and Germany for expected delivery in early spring 2021. Related: Harley-Davidson Spins Off Ebike Business In a crowded ebike market with a long list of brands vying for urban commuters, Serial 1 strived to launch a compelling initial product line. “Our challenge as a brand is to really differentiate ourselves. We’re really digging into our history of providing freedom and adventure and seeking to own that lifestyle space,” Serial 1′s Frank said. “Think about Harley-Davidson motorcycles. They’re not about performance. They’re not about being lightweight.They’re not about horsepower. They’re just about adventure, getting out there, and seeing the world. There is an opportunity for a brand to own that experience.” Integrated lighting on the Rush/CTY commuter model. (Serial 1 Cycle Company/)Target Customer Serial 1′s initial four pedal-assist ebike models are designed for commuters. Serial 1 president Jason Huntsman describes the brand’s target audience thusly: “First, city commuters. People are using bikes to navigate urban environments. Second, recreationalists who are just looking for easier access to healthy lifestyles and an easy way to get outside for fitness. Third is city hipsters who want a cool way to get around and want to be on the cutting edge of mobility.” Related: Harley-Davidson Ebikes Delayed Until 2021 Another target audience: current Harley-Davidson devotees. “Our people love everything Harley-Davidson, and they are curious about ebicycles,” Huntsman said. Recognizing city commuters and recreational riders as the largest and most established market for pedal-assist bicycles, Serial 1 has designed the line to address the needs of these consumers. “Our goal is focusing on the customer experience, making sure that customers understand what they’re getting and when they’re getting it. A lot of people are very excited about Serial 1, and we’re trying to meet all their expectations. We want to follow up after the bike is delivered with free service. Meeting the consumer’s expectations flawlessly—that’s what we’re trying to do on a daily basis,” Huntsman said. Brose’s S Mag mid-drive provides pedal assist on the Serial 1 ebikes. (Serial 1 Cycle Company/)Product Line All Serial 1 models feature a long list of components and construction details including an aluminum frame, integrated battery, mid-mounted Brose S Mag motor, Gates belt drive, an auto-shifting Enviolo Automatiq transmission, hydraulic disc brakes, and integrated lighting. A Gates belt drive and Enviolo’s Automatiq rear hub transmission are spec’d across the Serial 1 line. (Serial 1 Cycle Company/) Built for speed: The Rush/CTY Speed provides pedal assist up to 28 mph. (Serial 1 Cycle Company/)Designed for commuting, the Rush/CTY is offered in three versions. The high-step Rush/CTY model is a premium, full-featured commuter ebike. The Rush/CTY Step-thru offers a step-through frame for riders who prefer a more stable platform when at a stop. Both have Class 1 pedal assist up to 20 mph. Activated by a push button on the handlebar, a “walk assist” function provides low-speed motor assist to maneuver at walking speeds. The Rush/CTY Speed, available exclusively in the US this spring, is a Class 3 ebike with pedal assist up to 28 mph. All three Rush/CTY models feature integrated front and rear fenders and racks. Prices for the Rush/CTY models range from $4,499-$4,999. Serial 1 describes the Mosh ebike as “the ultimate urban playbike.” (Serial 1 Cycle Company/)The $3,399 Mosh is designed to appeal to a faster-paced urban rider. Outfitted with Schwalbe Super Moto-X 27.5 x 2.8-inch tires, the Mosh delivers a ride that is nimble and inspires a more aggressive riding style. All four Serial 1 ebikes have four assist levels: Eco mode for a modest amount of assist in flat conditions; Tour mode balances pedal assist and battery economy under mixed riding conditions; Sport mode for strong support out of corners and over rolling terrain; and Boost mode for overcoming steep hills, headwinds, or conditions requiring sustained support. “We’re very confident that the specifications and technology meet or exceed our competition in every way. We brought in some of the best engineers for both the motorcycle side and the bicycle side to develop these bikes,” said Ben Lund, Serial 1′s vice president of product development. Distribution At launch, Serial 1 is prioritizing entry into the US and Germany using a combination of direct-to-consumer online ordering through serial1.com and availability at participating Harley-Davidson dealerships. Integration of cockpit components is very clean. (Serial 1 Cycle Company/)Serial 1 is recruiting dealer partners in the top 25 American cycling cities compiled by nonprofit bicycle advocacy group PeopleForBikes. “We’ve taken extra steps to make sure we will have representation in those cycling hot spots,” Serial 1′s Frank said. PeopleForBikes' 2019 “Places for Bikes CIty Rantings” listed Boulder and Fort Collins, Colorado; Eugene, Oregon; Manhattan, New York; and Arlington, Virginia, as the top five ranked cities. Related: Harley’s Purchase Of StaCyc May Mean An “Electric For All” Strategy Initial reactions from Harley-Davidson dealers have been very positive, according to Serial 1. “We have more than 150 dealers signed up, and expect more will be added after they see the product,” Frank said. “A lot of these dealers have ridden bicycles or are serious cyclists themselves. They’re very interested in this product segment and customer.” A two-week-old social media teaser campaign has attracted more than 30,000 followers on Facebook. Harley-Davidson’s post about Serial 1′s launch has generated thousands of comments ranging from high curiosity to scornful taunts. Related: Harley-Davidson Releases Limited-Edition Kids Balance Bikes Acknowledging a highly opinionated Harley-Davidson consumer base, Frank is optimistic about curating meaningful conversations. “The response to the bicycles has been more positive than I expected. The kind of tension between traditional analog cyclists and ebicyclists hasn’t really surfaced on our channels.” The Serial 1 website will include a dealer locator and allow potential buyers to check availability of demo models for test rides. If needed, dealer sales staff will assist consumers with online ordering. The Rush/CTY Step-thru’s 529Wh battery gets a claimed 30 to 90 miles of range. (Serial 1 Cycle Company/)Service When direct-to-consumer customers receive their Serial 1 shipment, the ebikes will be 75 to 90 percent assembled. Owners will install front wheels, seats, and pedals. D2C buyers have the option to have their order shipped to a participating Harley-Davidson dealer for final setup. “There are some people who don’t want to do the assembly. Everyone has the option, even the people who buy online, if they want to pick it up at a dealer fully assembled,” Huntsman said. “As we build out our service, we’re going to take care of the customer no matter what. We have an internal team providing a first response, and Harley-Davidson dealers will provide services. Consumers can call our customer service line with any questions.” Source

2020 Suzuki DR-Z125L (Suzuki /)Are the local trails on the horizon for your next family ride? The DR-Z125L would be one of three trailbike offerings you would look at from Suzuki if that is the case. Placing itself between the other playbikes like the DR-Z50 and RMX450Z, the DR-Z125L is a 124cc single-cylinder-powered trailbike that is kicked to life when ready to ride. It has 19-inch front, 16-inch rear wheels and longish travel for soaking any root, rock, or rut the rider may come across. It’s not limited to just younger riders either. Thanks to its 32-inch seat height and fully sized chassis, this can be ridden by young adults, teens, or shorter riders. 2020 Suzuki DR-Z125L Reviews, Comparisons, And Competition Taking to the trails you will find similar 125cc competition in the Yamaha TT-R125LE, Honda CRF125F/CRF125F Big Wheel, or even Kawasaki’s KLX140/L/G models. 2020 Suzuki DR-Z125L (Suzuki /)Suzuki DR-Z125L Updates For 2020 The sole update made to the DR-Z125L for 2020 is updated graphics. 2020 Suzuki DR-Z125L Claimed Specifications Price: $3,299 Engine: Air-cooled SOHC single-cylinder Displacement: 124cc Bore x Stroke: 57.0 x 48.8mm Horsepower: N/A Torque: N/A Transmission: 5-speed Final Drive: Chain Seat Height: 32.0 in. Rake: 27.5° Trail: 3.9 in. Front Suspension: 30mm telescopic fork; 7.1-in. travel Rear Suspension: Preload adjustable; 6.7-in. travel Front Tire: 70/100-19 Rear Tire: 90/100-16 Wheelbase: 50.0 in. Fuel Capacity: 1.3 gal. Wet Weight: 196 lb. Source

2020 Suzuki DR-Z50 (Suzuki /)The smallest (and arguably cutest) motorcycle in Suzuki’s lineup is its DR-Z50 trailbike. This little machine is designed for the youngest members of the family who have what it takes to start a two-wheeled life. This 50cc dirt bike not only has mellow power, but has a three-speed transmission with an automatic clutch to shorten the learning curve for the new rider. Need to step in to monitor the power output? Thanks to the adjustable throttle limiter, you can tailor delivery to the rider’s skill level. The DR-Z50 features an electronic push-button start in addition to the kickstarter. 2020 Suzuki DR-Z50 Reviews, Comparisons, And Competition Other tiny, beginner-friendly trailbikes include the Honda CRF50F and Yamaha TT-R50LE and PW50. More track-oriented competition in the kid’s 50cc genre include KTM’s 50 SX and 50 SX Mini or Husqvarna’s TC 50. 2020 Suzuki DR-Z50 (Suzuki /)Suzuki DR-Z50 Updates For 2020 As an all-new model in 2019, the DR-Z50 now only sees revised graphics for 2020. 2020 Suzuki DR-Z50 Claimed Specifications Price: $1,749 Engine: Air-cooled OHC single-cylinder Displacement: 49cc Bore x Stroke: 39.0 x 41.8mm Horsepower: N/A Torque: N/A Transmission: 3-speed automatic Final Drive: Chain Seat Height: 22.0 in. Rake: 24.3° Trail: 1.4 in. Front Suspension: Telescopic fork; 3.8-in. travel Rear Suspension: Nonadjustable; 3.0-in. travel Front Tire: 2.50 x 10 in. Rear Tire: 2.50 x 10 in. Wheelbase: 36.8 in. Fuel Capacity: 0.8 gal. Wet Weight: 119 lb. Source

2020 Suzuki RM85 (Suzuki /)The 2020 Suzuki RM85 is a kid’s motocrosser. Although it does have approachable power from the 85cc single-cylinder two-stroke engine, its six-speed transmission makes it more appropriate for kids who have already mastered the art of shifting. The RM85 is the smallest of the track-oriented dirt bikes from Suzuki—the other small offering from Suzuki is the more trail-focused DR-Z50. The RM85′s Showa suspension is fully adjustable, making it easy to adapt to track conditions. The wheel sizes (front 70/100-17 and rear 90/100-14) also meet AMA 85cc class regulations, and the ability to earn Suzuki contingency and track-side support with this model mean that Suzuki intends for it to spin around the track. 2020 Suzuki RM85 Reviews, Comparisons, And Competition Some competition for the RM85 include Japanese bikes such as the Yamaha YZ85 and Kawasaki KX85, and European and significantly more-expensive bikes like the KTM 85 SX, Husqvarna TC 85, and TM MX 85. 2020 Suzuki RM85 (Suzuki /)Suzuki RM85 Updates For 2020 New features for 2020 include RM-Z250- and 450-inspired body panel colors, graphics, and seat cover colors. 2020 Suzuki RM85 Claimed Specifications Price: $4,249 Engine: Liquid-cooled single-cylinder Displacement: 85cc Bore x Stroke: 48.0 x 46.8mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 33.5 in. Rake: 28.5° Trail: 3.4 in. Front Suspension: 37mm telescopic fork, fully adjustable; 10.8-in. travel Rear Suspension: Compression and rebound adjustable; 10.9-in. travel Front Tire: 70/100-17 Rear Tire: 90/100-14 Wheelbase: 48.8 in. Fuel Capacity: 1.3 gal. Wet Weight: 161 lb. Source

2020 Suzuki DR-Z400SM (Suzuki /)The DR-Z400SM puts a supermoto spin on the popular middleweight dual sport DR-Z400S. The DR-Z400SM is primarily suited for riding (and racing) on the paved surfaces, but has an off-roader’s character with its lightweight handling and slim design. This DR-Z has done away with knobby tires for a slicker Dunlop D208, but that isn’t the only difference. Suzuki relays that other key differences between its DR-Zs include the SM’s inverted fork, wide, spoked rims, and 300mm-diameter floating front brake rotor. The SM’s five-speed transmission works with a 398cc liquid-cooled single-cylinder engine. 2020 Suzuki DR-Z400SM Reviews, Comparisons, And Competition While some might argue the niche supermoto is a bit impractical, past test rider Blake Conner stated. “The DR-Z is anything but impractical. Despite its relatively small 398cc engine, the SM is a very entertaining motorcycle, whether you are commuting in an urban environment or heading out into the twisties on the weekend. About the only place that the 400 feels out of place is on freeways, especially if the trip is longer than 10 or 15 minutes.” Although packed with a little more oomph than Suzuki’s supermoto, its competition may include the Ducati Hypermotard, Aprilia Dorsoduro, KTM 690 SMC R, or Husqvarna 701 Supermoto. 2020 Suzuki DR-Z400SM (Suzuki /)Suzuki DR-Z400SM Updates For 2020 The Suzuki DR-Z400SM’s only change for 2020 is the new color options to choose from: Solid Iron Gray and Solid Special White No. 2. 2020 Suzuki DR-Z400SM (Suzuki /)2020 Suzuki DR-Z400SM Claimed Specifications Price: $7,399 Engine: Liquid-cooled DOHC single-cylinder Displacement: 398cc Bore x Stroke: 90.0 x 62.6mm Horsepower: N/A Torque: N/A Transmission: 5-speed Final Drive: Chain Seat Height: 35.0 in. Rake: 26.3° Trail: 3.7 in. Front Suspension: Inverted fork, compression and rebound adjustable; 10.2-in. travel Rear Suspension: Fully adjustable; 10.9-in. travel Front Tire: 120/70R-17 Rear Tire: 140/70R-17 Wheelbase: 57.5 in. Fuel Capacity: 2.6 gal./2.5 gal. (CA model) Wet Weight: 321 lb. Source

2020 Suzuki DR-Z400S (Suzuki /)The DR-Z400 has been around since 2000 and this dual sport is still competent for trail riding and urban cruising with its 398cc liquid-cooled single cylinder engine. Dirt-bike-like suspension travel of 11 inches with a fully adjustable front and preload- and compression-adjustable rear setup make the DR-Z400S ready for any terrain. Easy-to-access covers to the air filter and clutch make maintenance easy as well. It may not be the most high-tech dual sport out there with components like a carburetor, LCD screen, and halogen lighting, but when you are out there on the trails sometimes the bare minimum is all the tech you need. 2020 Suzuki DR-Z400S Reviews, Comparisons, And Competition A key competitor of the DR-Z400S is the Royal Enfield Himalayan, however, other smaller-displacement dual sports include the Honda CRF250L/Rally, Yamaha TW200, or Kawasaki KLX230. 2020 Suzuki DR-Z400S (Suzuki /)Suzuki DR-Z400S Updates For 2020 New graphics are featured on the black bodywork of the 2020 DR-Z400S. 2020 Suzuki DR-Z400S Claimed Specifications Price: $6,799 Engine: Liquid-cooled DOHC single-cylinder Displacement: 398cc Bore x Stroke: 90.0 x 62.6mm Horsepower: N/A Torque: N/A Transmission: 5-speed Final Drive: Chain Seat Height: 36.8 in. Rake: 27.2° Trail: 4.2 in. Front Suspension: 49mm telescopic fork, fully adjustable; 11.3-in. travel Rear Suspension: Preload and compression adjustable; 11.6-in. travel Front Tire: 80/100-21 Rear Tire: 120/90-18 Wheelbase: 58.5 in. Fuel Capacity: 2.6 gal./2.5 gal. (CA model) Wet Weight: 317 lb. Source

2020 Suzuki DR200S (Suzuki /)Beginner riders may have their eyes on Suzuki’s smallest-displacement dual sport, the DR200S. Its sub-300-pound weight makes it maneuverable both on and off-road making it a manageable option for newer riders trying their hand at both. The 199cc air-cooled and carbureted engine provides moderate power that is unintimidating to the target audience. Not only does the RM-Z styling make it look off-road ready, the 8.1-inch suspension travel of the telescopic fork and single shock help carry it over dirt and rocky terrain. Disc front and drum rear brakes also offer adequate braking performance. 2020 Suzuki DR200S Reviews, Comparisons, And Competition Direct competition would be the Yamaha TW200, but slightly more powerful options like the Honda CRF250L/Rally and Kawasaki KLX230. 2020 Suzuki DR200S (Suzuki /)Suzuki DR200S Updates For 2020 Solid Iron Gray is a solid (and only choice) in color for the 2020 DR200S. 2020 Suzuki DR200S Claimed Specifications Price: $4,649 Engine: Air-cooled SOHC single-cylinder Displacement: 199cc Bore x Stroke: 66.0 x 58.2mm Horsepower: N/A Torque: N/A Transmission: 5-speed Final Drive: Chain Seat Height: 33.3 in. Rake: 29.0° Trail: 4.4 in. Front Suspension: Telescopic fork; 8.1-in. travel Rear Suspension: Preload adjustable; 8.1-in. travel Front Tire: 70/100-21 Rear Tire: 100/90-18 Wheelbase: 55.3 in. Fuel Capacity: 3.3 gal. Wet Weight: 278 lb. Source

2020 Suzuki DR650S (Suzuki /)The flagship dual sport from Suzuki is the DR650S. It is a fun and capable machine that leads Suzuki’s dual sport charge with a trusty 644cc air- and liquid-cooled four-stroke engine and five-speed transmission. Large 21- and 17-inch tires and 10.2-inch travel get this machine ready for the rough terrain while a long seat, aluminum footpegs, and grab handles allow for two-up riding. So whether you are hitting the moderate trails or cruising around town, the DR650S does so reliably. While the seat height starts at 34.8 inches, shorter-inseam riders can drop it nearly 2 inches with the optional low seat accessory. Suspension is also height adjustable in both the front and rear, but it consequently drops the suspension travel. 2020 Suzuki DR650S Reviews, Comparisons, And Competition Competition in the higher-displacement dual sport realm includes the Kawasaki KLR650, Honda XR650L, and KTM 690 Enduro R, though the KTM is almost double the Suzuki’s pricing. Dropping down in price and displacement, the other dual-sport options include the Royal Enfield Himalayan, Honda CRF250L/Rally, Yamaha TW200, or Kawasaki KLX230. 2020 Suzuki DR650S (Suzuki /)Suzuki DR650S Updates For 2020 Suzuki’s flagship dual sport features a new colorway and graphics package for 2020. 2020 Suzuki DR650S Claimed Specifications Price: $6,699 Engine: Air-/liquid-cooled SOHC single-cylinder Displacement: 644cc Bore x Stroke: 100.0 x 82.0mm Horsepower: N/A Torque: N/A Transmission: 5-speed Final Drive: Chain Seat Height: 34.8 in./33.0 in. (low seat) Rake: 28.5° Trail: 4.4 in. Front Suspension: Telescopic fork; 10.2-in. travel Rear Suspension: Preload and compression adjustable; 10.2-in. travel Front Tire: 90/90-21 Rear Tire: 120/90-17 Wheelbase: 58.7 in. Fuel Capacity: 3.4 gal./3.2 gal. (CA model) Wet Weight: 366 lb. Source

Technical Editor Kevin Cameron shares his wealth of motorcycle knowledge, experiences, insights, history, and much more. (Cycle World/)Ordinarily I’m not much for ­nostalgia. At vintage meets, I see bikes that I saw for the first time in the showroom. In the 1980s, in response to a story I’d written about a 1965 Yamaha TD1-B 250 production roadracer, a kind reader wrote to ask me if I’d like to have the parts to build such a bike. I had owned a used one for $500 in 1967 and had ridden it in a few novice club events. I drove to Maryland to pick up the parts. For 35 years, those parts rested quietly in boxes in my shop. I made occasional gestures toward restoration. I bought pistons, seals, and gaskets while Yamaha still listed them, and a friend painted the chassis and swingarm. The parts in their boxes winked at me with some reproach. I had plenty of ­other things that needed doing. For no reason that I can assign, this June I went up to my shop, found my trove of TD1-B crankshaft parts, and began (after much finding and cleaning of necessary tools) by pressing the center main ball bearings into their center block. I had rebuilt many of these cranks for Boston Cycles in the mid-'60s at $10 apiece. Each step called up ­detailed memory of the process. RELATED: Glorious Motorcycle Nostalgia I was pleased with that. ­Another day, I found my best used crankpins and rods, and with new big-end roller sets, I pressed together and aligned the right and left crankshaft halves. I liked it. I liked discovering that my hands were still comfortable in this work. And I was surprised too. Too often, shop work has consisted of finding and fixing the tool I need for the job—something I dislike because it inter­rupts the typing that has long been this family’s livelihood. It also reminds me that I’ve let my shop ­become lawn-mower storage. So, while I was searching out the things I ­needed, I cleaned up. Although I didn’t know why, this didn’t annoy me. I just kept at it, gradually making myself a fresh work area. I was methodical, completing A, then tackling B, without urgency or impa­tience. The shop was soothing. I counted gear teeth and identified parts to make a complete gearbox. Pressing the two halves of the crank together was important, for it left me with something to look at—a complete zero-time crankshaft, ready to go into the crankcase. The TD1-series engines were based on the production ­YDS-2/3 streetbike engine, which had die-cast ­cases, but for some reason a few early B cases, including this one, were sand-cast. This bike had been raced at Daytona in 1965, ’66, and ’67, so only vigorous cleaning could remove the age-hardened Castrol R30. I found that I liked very much to lift those case halves out of their final hot-water rinse and just stare at their shapes and fine-grained gray finish. Over many years, I’ve learned a lot by such staring. Motorcycle engine (Cycle World Archives/)The coming of the virus and its anxiety made the silence and expand­ing order and function of the shop an antidote. Part of each shop session consisted of putting things where they belonged, and of long-neglected maintenance such as “reforesting” drill indexes depleted by years of child users. I didn’t mind doing these things; ­gradually, I learned where everything was, and the clutter receded. As the bike came together, the circles of laid-out parts shrank, then disappeared. Beginning each assembly task, I could feel the space that should have been filled with irritation and hurry, but they were missing. Oh, one of the lower fork bushings—a thing of metering holes and O-ring grooves—was missing. I would have to make one. It took several days, but I hardly noticed. Each night, trying to sleep, I found myself planning the next operation rather than turning over useless thoughts. And then actually going to sleep. When it was time to assemble the fork, I played back an operation of making and fitting dowel pins that I’d last carried out in 1968. When the fork was together with damping fluid in place, I was pleased to find that each leg compressed easily and rebounded ­slowly—as fork legs should. With new gearbox bearings in place, I installed the shafts and gears, closed the cases, and mounted the shift forks and mechanism. Everything turned, and it shifted five speeds. Another step. These bikes had big drum brakes made just for racing—not shared with production. When Boston-­area racer Andres Lascoutx came in from the first Vineland, New Jersey, practice on a B model in 1965, he was grinning. “If I want to go faster, I just turn the throttle more! If I need to stop quicker, I just pull the lever harder! Nothing like a streetbike!” He won races, and whatever wins defines beauty. Even though drum brakes are long gone, their grace affected me now as I handled the parts I was cleaning and assembling. It was a return to the ­beginning—the satisfying complexity of their shapes and their aura of potency. Former emotion, long quiet, inhabited me. The grand old man of tech editors, Gordon ­Jennings, built a 250 Ducati single to 25 hp and wrote about it in ­Cycle magazine. But the TD1-B’s 35 hp was almost unfair. When ­Lascoutx showed up at Mosport Park in ­Ontario, Canada, local champion Charlie Ingram put his Ducati back on the trailer and went home. The proper way to pass the Ducatis, I was told, was to pull out of their draft and, as you sped past, sit up and pretend to adjust your goggles. The US two-stroke revolution—love it or hate it—began in those years. US bike sales doubled from 1965 to 1970, and doubled again by 1974. To modern eyes, bikes from that era are spindly and archaic, but then, they were locomotives—long and charged with power. The mass of fins on cylinders and heads told the tale, looking just like those of the factory RD-56 twin on which Phil Read won two world championships, in 1964 and ’65. The engine is now in the frame. The fork, swingarm, and wheels are on. A new fairing hangs ­nearby, ready to mount. Lots of tasks remain, but this is now a bike on its footpeg stand, up on the build ­table. Like a proper race machine. What will I do once it’s done? I’ll start the engine so my hands can remember being put to sleep at Harewood Acres, Ontario, by its terrible vibration. No vintage racing—racing requires endless fresh cylinders, pistons, and rings. Then I’ll empty the fuel system and put the bike on its stand in the house. It will remind me that we have ­become partners in existence. Source

2020 Suzuki V-Strom 1050 (Suzuki /)The Suzuki V-Strom 1050 and its two other iterations, the XT and XT Adventure, bring on the adventure (with some road-biased intent). The 2020 MY V-Strom experiences updates to the 1,037cc V-twin to improve power output while meeting stricter Euro 5 emission standards, as well as improvements to the electronic rider-aid package. The three models differ in that the base features cast aluminum wheels instead of the spoked ones seen on the XT and XT Adventure. The XT also features a centerstand, crash guards, brush guards, cruise control, hand-adjustable windscreen, and a slew of rider aids. The XT Adventure has the same features as the XT, but pumps the model up with heated grips and aluminum panniers. 2020 Suzuki V-Strom 1050 XT (Suzuki /)2020 Suzuki V-Strom 1050/XT/XT Adventure Reviews, Comparisons, And Competition In regard to the redesign, test rider Seth Richards applauded Miyata-san’s reboot saying it “finally makes the V-Strom as desirable as it’s always been capable.” Further, the 1050 XT’s “engine is refined and well-mannered, the powerband is still characterful, begging to be run hard between apexes—a feeling furthered by the slick-shifting transmission and slipper-assist clutch. Yes, on paper the V-twin lump is a little long in the tooth, but you’ll never think twice about it in the real world, where it provides the marriage of excitement and usability you want in a do-it-all motorcycle.” The mid-tier 2020 V-Strom 1050 XT ran on our in-house dynamometer to record these rear-wheel horsepower and torque measurements: 93.4 hp at 8,650 rpm and 64.5 pound-feet of torque at 4,630 rpm. 2020 Suzuki V-Strom 1050 XT Adventure (Suzuki /)Suzuki V-Strom 1050/XT/XT Adventure Updates For 2020 The V-Strom 1050 is significantly updated for the 2020 model year. The engine internals see new camshafts and pistons which are fed by a pair of 49mm ride-by-wire throttle bodies. Four modes are now available to choose from in the new traction control system as well. The V-Strom is completed by new styling and a new multifunction instrument panel. 2020 Suzuki V-Strom 1050/XT/XT Adventure Claimed Specifications Price: $13,399 (base)/$14,799 (XT)/$16,999 (XT Adventure) Engine: Liquid-cooled DOHC V-twin Displacement: 1,037cc Bore x Stroke: 100.0 x 66.0mm Horsepower: 106 hp Torque: 74 lb.-ft. Transmission: 6-speed Final Drive: Chain Seat Height: 33.7 in. (base)/33.5 in. (XT/XT Adventure) Rake: 25.7° (base)/25.5º (XT/XT Adventure) Trail: 4.3 in. Front Suspension: 43mm inverted fork, fully adjustable; 6.3-in. travel Rear Suspension: Preload adjustable; 6.3-in. travel Front Tire: 110/80R-19 Rear Tire: 150/70R-17 Wheelbase: 61.2 in. Fuel Capacity: 5.3 gal. Wet Weight: 520 lb. (base)/545 lb. (XT/XT Adventure w/o accessories) Cycle World Tested Specifications (XT) Seat Height: 33.6 in. Wet Weight: 543 lb. Rear-Wheel Horsepower: 93.4 hp @ 8,650 rpm Rear-Wheel Torque: 64.5 lb.-ft. @ 4,630 rpm Source

2020 Suzuki V-Strom 650 XT (Suzuki /)Situated below the V-Strom 1050 lies Suzuki’s well-balanced middleweight ADV, the V-Strom 650. Its relaxed riding position and amicable V-twin engine character make it a qualified daily commuter and longer-distance rider. Suzuki has given this model three forms that make it increasingly suitable for the adventurer. These forms include the base, XT, and XT Adventure models. The XT takes a step closer to adventure with spoked wheels, skid plate, and hand guards, while the XT Adventure piggybacks on those upgrades and also employs aluminum panniers, crash bars, handlebar cross-brace, and mirror extensions. 2020 Suzuki V-Strom 650/XT/XT Adventure Reviews, Comparisons, And Competition The 2019 V-Strom 650 XT spun its Bridgestone Battlax radial on our in-house dyno to find that it produced 65.2 hp at 9,300 rpm and 42.1 pound-feet of torque at 6,500 rpm. Our previous test rider, Barry Hathaway found that the V-Strom 650′s “on-road manners are impeccable, and the new [for 2017] V-Strom makes a guy want to ride to the horizon and beyond. With the factory offered, street-oriented Bridgestones fitted, though, the adventure of leaving the pavement is more the ‘trying not to crash’ kind than it is the Paris-Dakar ideal.” 2020 Suzuki V-Strom XT (Suzuki /)We ran the 2019 V-Strom 650 XT on our in-house dyno, where it produced 65.2 hp at 9,300 rpm and 42.1 pound-feet of torque at 6,500 rpm. The BMW F 700 GS or Kawasaki KLR650 serve as Suzuki’s mid-tier ADV competition. Suzuki V-Strom 650/XT/XT Adventure Updates For 2020 The 2019 MY lineup had the XT Touring model as the up-spec version, but this year Suzuki has swapped it out for the XT Adventure. 2020 Suzuki V-Strom 650 (Suzuki /)2020 Suzuki V-Strom 650/XT/XT Adventure Claimed Specifications Price: $8,799 (base)/$9,299 (XT)/$10,399 (XT Adventure) Engine: Liquid-cooled DOHC V-twin Displacement: 645cc Bore x Stroke: 81.0 x 62.6mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 32.9 in. Rake: 25.7° Trail: 4.2 in. Front Suspension: 43mm telescopic fork, preload adjustable; 5.9-in. travel Rear Suspension: Preload and rebound adjustable; 6.3-in. travel Front Tire: 110/80R-19 Rear Tire: 150/70R-17 Wheelbase: 61.4 in. Fuel Capacity: 5.3 gal. Wet Weight: 470 lb. (base)/476 lb. (XT)/528 lb. (XT Adventure w/ accessories) Source