Hugh Janus

Himalayan in the Midwest (Illustration by Zack Meyer /)If somebody had told me 10 years ago, when I was doing trackdays on a Ducati 996 and tearing around the backcountry on a KTM 525, that I’d end up spending almost an entire riding season seated quite happily behind the handlebars of a 24 hp, 411cc, $4,700 adventure-touring bike made in India—leaving the other bikes in my small stable almost unridden—I might have been quite puzzled. Editor Mark Hoyer certainly was, as were several of my riding buddies. So, perhaps some explanation is due. It all started with Alaska. About a year ago, my wife Barbara and I took an ­Inside Passage cruise from Vancouver to Anchorage, and we managed to quit eating and drinking long enough to get off the ship and do some exploring of the interior by foot, rental car, and railway. And, of course, I was predictably knocked out by the vastness and beauty of the Alaskan landscape. Gobsmacked, as our British friends might say, and often do. By the time we lifted off from Fairbanks on the flight back to Wisconsin, I looked out the window and announced to Barb, who was already nodding off, “I’m coming back here on a motorcycle.” She mumbled something in her sleep that I interpreted as “Great idea!” But what bike? I had a long flight to think about it. And a long winter ahead. Friends who’d ridden in Alaska had described summer as “road-repair season,” and said to expect occasional stretches of mud and gravel, even on normally paved roads, and suggested that being able to pick up your own bike (while recovering from a slight concussion) was a very good thing. None of this sounded ideal for my 2009 Buell Ulysses, which is a great highway and gravel-road bike, but something of a tall and heavy handful in deep muck. My 2016 Bonneville T120? Out of its element and too shiny to drop. Several people suggested that my DR650 Suzuki would work fine, and it probably would, but the DR has a tiring engine resonance that makes Canada look very wide. Also, it’s not much fun in deep sand when heavily loaded—as I discovered while riding in Texas' Big Bend National Park this past winter. I’ve recovered quite nicely from that crash. Thank you for asking. So I spent the following months haunting motorcycle shops to look at alternatives. I was searching for some elusive combination of low, smooth, light, and simple, and not really finding it. Aesthetics mattered too. I’ve never bought a bike I don’t like to admire in the garage. It’s my off-season entertainment. Simple, with a low seat height, and light enough to be picked up without assistance, the Himalayan checked the functional boxes for an Alaskan explorer. It also doesn’t look half bad. (Jeff Allen /)While making my rounds, I tried several new midsize adventure tourers but seemed to find them, variously, too tall, chunky, high-tech, pointlessly futuristic, or expensive for my simple Walden-esque soul. I guess in the back of my mind, I was really looking for something with the rider-friendly dimensions of the old Honda XL350 I once rode on the Barstow-to-Vegas dual-sport ride, but with modern brakes and suspension. And fuel injection. Yes, the cleaning of clogged carburetor jets has finally lost its glamour for this cowboy. Toward midsummer, I stopped by our local Triumph/Royal Enfield dealership for a look around and told the owner, Todd Ligman, about my search. He said, “Have you tried the new Royal Enfield Himalayan?” I told him no. I’d always liked the looks and character of the Indian-built Royal Enfields, but had heard they often required a bit of fettling to correct their hand-built idiosyncrasies. Ligman assured me that was no longer the case. “We haven’t seen any problems at all in the new Himalayans or 650 Twins,” he said. I’d read that the parent company, Eicher Motors, under the leadership of a dynamic guy named Siddhartha Lal, had spent millions upgrading its factory and production standards, so maybe it had paid off. An inaccurate ambient temp gauge and a schizophre­nic compass sit proudly on the right side of an otherwise useful instru­ment cluster—the stars and sun are more reliable navigational aids. (Jeff Allen /)I took their new white demo bike for a test ride and was surprised at how much I liked it. Not exactly a ball of fire compared with my two 1,200 streetbikes, but comfortably quicker away from a stoplight than the surrounding traffic. Admittedly, I didn’t try outdragging a McLaren 600LT, but the average SUV or coal-rolling diesel pickup slid easily rearward in my mirrors. No problem with on-ramp merging either, and the Himalayan cruised almost vibrationless at 70 mph, turning about 5,600 rpm on its 6,500 rpm redlined tach. It was much more serene and smooth on the highway than I’d expected. I liked the agile handling too. Nice turn-in, planted stability on paved sweepers with its moderately knobbed Pirelli MT 60s, and a fork with a comfortable balance between travel and damping over our winter-ravaged back roads. Royal Enfield had bought the legendary frame builder Harris Performance in England and had built a new tech center there, so maybe that explained the handling. Despite the Himalayan’s not-exactly-gossamer 421-pound advertised wet weight, it felt light and manageable, with a relatively low CG and seat height. Eicher Motors’ investment in Royal Enfield’s factory, production standards, and technical center becomes apparent when the Himalayan is set into a corner. (Jeff Allen /)The riding position seemed personally tailored to my 6-foot-1 frame, but I didn’t like the seat. Too soft, and too much bum-stop padding at the rear. I needed to slide back more. Fixable, I guess. Other than that, no complaints. When I pulled into the dealership, I shut off the bike and sat there awhile, looking it over. I took off my helmet and asked myself, Why doesn’t anybody build a bike like this? I let that idiotic statement ring in the air for a moment, and then I said: “Oh, wait. Somebody does.” What I meant, of course, was, Why doesn’t some proven, long-established brand in the American marketplace build a bike like this? Well, somebody in India had done it—figured out exactly what I wanted, when I wasn’t even sure myself, and built it. You have to reward people who can read your mind, so I decided to go out on a limb and trade in the old DR on my own Himalayan. Would this be a big mistake I’d regret later? I liked the looks and architecture of the bike enough that I figured it was almost worth buying for winter garage scenery. We’d see. The bike arrived in its crate about three weeks later, a white one with cool tank and fender graphics that I romanticized as snow leopard tracks, but then I realized they spelled out “Himalayan.” This is probably why I got a D-minus in calligraphy class. I’d ordered it with the factory aluminum panniers, which looked like exact copies of the Touratech bags on a friend’s BMW GS, sturdy and beautifully made. With mounting racks and installation, they added another $927. Total expenditure for the whole package—bike, accessories, and all fees and taxes—would have been $6,491.24, without my $3,500 trade-in. So I made it out the door for $2,191.24—if you don’t count the $6 I spent on a decal for the panniers. I’d just finished reading the autobiography of the Dalai Lama, so I bought a sticker that says “Free Tibet!” A little pat on the back to India, for generously sheltering so many Tibetan refugees. New plates installed, I set forth into the blossoming Wisconsin summer. Over the next three months, I put 3,500 miles on the Himalayan. And I never did make it to Alaska. Just flat ran out of time. Alaska is about halfway to Alpha Centauri from here, as the crow flies, and a big place to explore when you get there. I realized I’d need to set aside more than a month of travel time to make the trip worthwhile, and that’s too long to leave Barb tending the still and feeding the chickens. Maybe a one-way trip next year. It won’t win any light-to-light showdowns, but the Himalayan’s 411cc single is smooth and more than adequate for roaming whatever latitude and longitude you may find yourself. (Jeff Allen /)In the meantime, I had probably the best summer of riding since I built a minibike when I was 13 (in 1961) and set myself free to roam. The Himalayan may have been built for trekking into Kashmir and the Karakoram, but it also seems tailor-made for the winding back roads of our rural hill country. It’s a bike that’s comfortable going absolutely anywhere, at least anywhere I have the ability to ride—up a long, rutted dirt driveway to look at a hilltop farm for sale, across the lawn to the workshop, or cruising comfortably with the 70 mph traffic flow on a state highway. It’s also effortless to park and turn around. That said, this is probably not the bike for you if you have to commute on the I-5 between San Diego and LA, where 90 mph is the norm—in the slow lane. Top speed on my Himalayan, flat-out and hunched over, is an indicated 79 mph. It’s not an interstate flyer, but then I never take interstates unless I absolutely have to. Riding a motorcycle on interstates, to me, is like owning a Pitts biplane so you can taxi really fast. I’d rather go flying. Speaking of which, the Himalayan got noticeably faster and smoother during its 300-mile break-in period (all three days), and averaged a consistent 70 mpg with the panniers off, and 64 mpg with the bags on and loaded. Right after break-in, I took it on a 700-mile meandering trip to visit my guitar-playing buddy Doug Harper in ­Minnesota, following the Great River Road up the Mississippi. This otherwise blissful journey caused me to immediately order a Tall Comfort Seat for $350 from Seat Concepts and have it installed on the original pan. This might be the best seat I’ve ever had on a motorcycle, and now I’m thinking about Alaska again. I also added a set of K&K heated grips, a set of aftermarket case guards, and installed the faithful Cycra hand guards from my DR, so the Himalayan is now ready to go around the world. Which I would gladly do, if I didn’t have to shovel the driveway. So, any problems with the bike? No reliability problems or repairs whatsoever, but a few minor gripes. On an otherwise accurate and nicely laid-out instrument panel, the ambient temperature gauge is 10 to 20 degrees optimistic, apparently because the sensor is behind the cylinder head. Also, the compass—which should be wonderfully useful on this bike—is almost never right, and changes its mind every few minutes. You have to wonder about the engineers who signed off on this. “Raji, how does the new compass work?” “It says I’m going south when I’m headed straight north, so it’s only 180 degrees off.” “Close enough! Let’s go to lunch.” If Charles Lindbergh had used this compass, he’d have landed in Paris, Texas. What else? Ah yes, the engine usually dies suddenly when you’re warming up or just leaving your driveway. Whomp!—the fire just goes out. If this were a cranky kickstart single, I’d have sold it by now, but the engine restarts instantly with a dab of the button, so it’s an almost ­subliminal ­inconvenience. Unusual for fuel injection, though. Peter Egan (Illustration by Zack Meyer /)Other than that, no complaints. The brakes feel rather wooden when you first ride the Himalayan, but after a few back-road miles, you discover they have a linear and predictable response to added lever pressure, and you can brake quite fiercely going into a corner without jouncing the fork or accidentally kicking in the excellent ABS. After riding this bike, my others often feel overly touchy and abrupt. The Himalayan gives you a nice sense of flow. At the moment, our riding season is over here, and the Himalayan is in my heated workshop, basking in the green glow of the battery tender. There’s a swivel chair and a small refrigerator full of dark ales nearby, and it seems the “winter garage scenery” concept has worked out very nicely with this bike. And so has the riding. Essentially, I spent the whole summer exploring my own backyard, so to speak, doing free-form day trips, and finding forks in the road and taking them. I felt cheated if I missed a day, and rode when I had no specific destination, just to be on the bike. No need to make up ­imaginary errands as an excuse to ride. I still want to do the Alaska trip, but I’m considering flying up there for a nice vacation with Barb, then buying a second identical Himalayan on which to wend gradually homeward. That way I’d have a spare if they ever quit making them. 2020 Royal Enfield Himalayan (Jeff Allen /)2020 Royal Enfield Himalayan Specs Type Air-cooled single Displacement 411cc Bore x Stroke 78.0 x 86.0mm Compression Ratio 9.5:1 Valve Train SOHC, 2 valves/cylinder Induction (1) 33mm throttle body Transmission 5-speed/chain Front Suspension 41mm telescopic fork, non- adjustable; 7.9-in. travel Rear Suspension Monoshock, non-adjustable; 7.1-in. travel Front Tire Pirelli MT 60 90/90-21 Rear Tire Pirelli MT 60 120/90-17 Rake / Trail 36.0°/4.4 in. Wheelbase 57.7 in. Seat Height 31.9 in. Fuel Capacity 4.0 gal. Dry Weight 416 lb. Horsepower 21.8 @ 6,300 RPM Torque 21.0 @ 4,400 RPM Fuel Consumption 57.7 mpg Quarter-Mile 17.67 sec. @ 73.4 mph 0-30 3.03 sec. 0-60 9.80 sec. 0-100 N/A Top-Gear Roll-on 40-60 8.46 sec. Top-Gear Roll-on 60-80 N/A Braking 30-0 mph 47.7 ft. Braking 60-0 mph 175.8 ft. MSRP $4,749 Source

Ducati has released details of the 1,158cc engine that will power the Multistrada V4. (Ducati /)Ducati officially confirmed that the new V-4 powering its new Multistrada V4 is equipped with spring valves. From the days of the Pantah 500, Ducati has fully focused solely on desmo distribution for its engines. I am personally too involved in memories of cooperation with Dr. Taglioni to feel relaxed analyzing this huge change. But I also am an engineer with a solid view of what really is required to obtain optimal performance-to-cost ratio, and I must say that this is a very logical choice. The Multistrada is Ducati’s most popular model, and creating a new edition powered by a V-4 that has very relaxed 37,250-mile (60,000-kilometer) service intervals is extremely wise. The new V-4 appears to be the result of a very smart distillation of the massive experience that the Ducati technical team gathered from the Panigale V4 desmo in all its variations. And more. A more conventional DOHC spring-over-valve design replaces Ducati’s famous desmo valve train in the Multistrada V4. (Ducati /)The new engine has been called Granturismo, with an obvious reference to its medium performance level, by Ducati standards, and to the fact that it might power a whole new generation of Ducati models that today does not exist. It is fully Euro 5 homologated and displaces 1,158cc, with a bore of 83mm and stroke of 53.5mm, and generates a claimed 170 peak power horsepower at 10,500 rpm. This puts it ahead of anything from the competition. Peak torque rated at 92.2 pound-feet at 8,750 rpm indicates this new unit will deliver very consistent low-end response and great tractability. It has been rationally conceived to keep its cost as competitive as possible despite remarkable technology that is clearly based on the Panigale V4, as confirmed by the crankshaft with crankpins set at 70 degrees for a 0-90-270-380 firing sequence that generates impulses sounding almost like those of a 90-degree V-twin. The crankshaft that counterrotates to reduce the gyro effect, in combination with the rotation of the wheels, makes for a smoother steering response. No desmo? Ducati will forgo the desmodromic valve train on the 2021 Multistrada V4. The new engine boasts 37,250-mile service intervals. (Ducati /)The little data that we have about the thermodynamic section indicates the Ducati technical team aimed at very high thermodynamic efficiency characteristics in order to achieve Euro 5 homologation while producing very solid performance numbers. The compression ratio at 14:1 is particularly impressive, while valve diameter (33.5mm inlet and 26.8mm exhaust) appears relatively small in relation to the unit displacement, resulting in a very compact combustion chamber design. Valves are directly actuated by dual overhead camshafts via finger-type cam followers. It is logical to imagine that the Ducati technical team selected six-exponent polydyne cam profiles to reduce peak loads on the distribution train and easily reach past the 10,500-rpm limit with no valve float risk. Ducati’s DOHC Granturismo V-4 is claimed to have 170 hp. (Ducati /)To obtain a very fat torque curve and enhance low-end response, inlet runners are very long and the throttle bodies have relatively small diameters—46mm—in relation to the unit displacement. To reduce thermal discomfort in downtown traffic, the pair of rear cylinders, those closer to the seat, can be deactivated. The dry sump lubrication uses three pumps, one delivery and two drainage. The new Ducati Granturismo V-4 is almost 3 pounds lighter than the 1,260cc Testastretta V-twin it replaces while being shorter. Expect that the Multistrada V4 will be an outstanding enduro-granturismo bike with supreme potential reliability. Source

Two-stroke racers like Kenny Roberts' YZR500 were constantly under development, helping set the tone for modern four-strokes even as they won championship titles. (Cycle World Archives/)While some sour-grapes traditionalists call the two-stroke domination of motorcycle racing in the years 1975-2001 “the lost era,” 21st century four-stroke bikes owe much of their light weight, excellent brakes, and responsive handling to that period. It was the low R&D cost of boosting two-stroke power that created the “100 hp crisis” of 1970s roadracing. The resulting state of desperation forced engineers to consider alternatives to the status quo—the wide-section tire, engineered suspension damping curves, and much stiffer chassis that have become the solid foundation of the modern four-stroke motorcycle. Honda says it developed the Gold Wing to be a next level sport bike. Its four-cylinder engine was water-cooled—no fins! (Honda Motor Co./)Liquid-Cooling Although Honda’s flat-four-powered Gold Wing of 1976 has now become a pure touring bike, it had been planned as the next level of sporting motorcycle, incorporating engine smoothness, water-cooling, and shaft drive. It was the users themselves who made a tourer of it. Why was the Wing water-cooled? The AJS company, reaching for the next level of performance in the mid-1930s, built a 500cc air-cooled V-4 engine. Try as the engineers might, they could not cool its rear cylinders with the hot air streaming back off the front jugs. Overheating caused the rear pair of cylinders to knock, so the engineers reduced their compression ratio, losing so much power in the process that the resulting bike was hardly faster than the company’s 350cc single! For air-cooling to work best, every cylinder and head must have its own supply of fresh, cool air. On the Gold Wing flat-four that would have required ducted fan cooling, but market research showed that motorcyclists scorned fan cooling as only for ho-hum scooters, golf carts, or Vee-Dubs. So water-cooled it had to be. RELATED: Technologies That Revolutionized Motorcycling, Part 3 Having made that step away from the limitations of air-cooling—which was mirrored in the design of the V-4 oval-piston NR500 GP engine—it was natural for Honda to next water-cool its 1980s production V-4s, the Sabre and Interceptor. Because water is 830 times more dense than air, problems like pulling heat out of the hot exhaust bridges of V-4 engines were easy. This made it possible to greatly increase torque by raising compression ratio. Compare the 1-liter air-cooled engines of the late ’70s and early ’80s to those of today and what do you find? Typical power was 80 hp at 8,500–9,500 rpm, on 8.5- to 10-to-1 compression. Compare that to today’s liquid-cooled V-4 engines at 2-1/2 times more power from the same displacement, given at a peak near 14,000 rpm, with 12- to 13.5-to-1 compression. The “thermal barrier” had imposed a practical limit to air-cooled power. Water-cooling broke down that barrier. (While hot-rodders and racers did get a lot more than 80 hp from those engines, the results were not sufficiently reliable to be sold to the general public under warranty.) By the 1980s, radial construction had become the go-to tire technology in racing. (Metzeler/)The Radial Tire Revolution Riders on streets and highways were still well-served by traditional bias-ply tire construction in 1980 but on the track it was clear that the “trellising” of crisscrossing bias tire cord plies, flexing against each other, was generating heat that in racing quickly led to rubber fatigue and loss of grip. By 1981-82, riders were coming to the start grid with tires that weren’t even scuffed in, in the hopes of getting maybe one or two extra good laps from them before they “went off” (tire life at peak properties was then about 10 laps!). Marco Lucchinelli won his 1981 World 500 Championship mainly by thoughtful tire strategy, choosing to cruise back in seventh place or so while the leaders destroyed their tires, then easily picking them off one by one later in the event. In 1984, Michelin fielded its first semi-radial-ply motorcycle racing tires, and American rider Freddie Spencer was a major player in their testing and development. As with any fundamental innovation, every tire maker had to adopt the superior technology or find itself “on the wrong side of history.” Extending Spark Plug Life Spark plugs had to be periodically regapped because high spark current eroded the gap. To stop this and also to reduce radio frequency interference from spark plug wires, the use of either resistor plugs (plugs with an internal gap) or carbon rather than metal plug wire became more common. With high resistance in place, only the capacitive part of the spark energy jumped the gap. This, by reducing spark duration, made spark plugs go for longer distances with little gap growth (I’ve never even seen the plugs in my car’s engine). Anti-Dive Systems—They Just Didn’t Work Suspension travel just kept growing in the MX arena (where it’s now more than 12 inches), but on pavement and when combined with powerful disc brakes and the increased grip of slick tires, it created new problems. Motocrossers needed ever-greater travel to soften jump landings and the effects of the harsh terrain, but on pavement, long travel resulted in abrupt brake dive and loss of steering rake, and, on occasion, reduced stability. Long travel combined with high-flow compression valves had given riders new confidence over rough pavement and transitions. But there was nothing attractive about brake dive, which brought instability and even sudden lifting of the rear wheel. RELATED: Technologies That Revolutionized Modern Motorcycling, Chapter 2 This was at first tackled around 1980 by anti-dive systems—some of which limited dive by increasing fork compression damping, and some by using caliper reaction force acting through mechanical linkage as a “jack” to oppose dive. No sooner was the hardware in place (it appeared on several production bikes) than it was discovered that (a) mechanical anti-dives hopped and juddered on rough surfaces and (b) that braking distances were shorter with dive. The latter results from the reduction in center-of-mass height that takes place in dive (the higher the CG, the easier it is to lift the rear wheel with the brake). Anti-dive systems disappeared as quickly as they had come, replaced by more sophisticated use of compression damping. RELATED: Kenny Roberts Had A Special Weapon That Helped Him Win The 1978 500cc World Championship Most of this action took place in racing, for in production bikes hydraulic fork dampers remained simple, with a large fixed orifice to “control” dive and a one-way valve to place most damping on rebound (hold the front brake, compress the fork, and note that it goes down easily but comes up more slowly—this is rebound damping). Early long-travel roadrace bikes of the mid-1970s had 5–6 inches of wheel travel at both ends, but this soon dwindled away in the 1980s to 4.7, 4.5, and 4.1 inches, as growing control over compression damping permitted. External adjusters are commonplace on production bikes thanks to the development of cartridge dampers. (Öhlins USA /)Adjustable Suspension At this point in racing we began to see new adjustments implemented at the top of each fork tube and on the rear shock. In addition to external preload adjusters (which appeared in 1974 on Yamaha’s TZ750A) there was now a “clicker” by which to adjust low-speed rebound damping. This was made possible in forks by replacing the “damper-rod” dampers of the 1970s with self-contained “cartridge” dampers that could be removed for adjustment without full disassembly of the fork legs, and for which external adjustment was practicable. Even though racing adopts new features for performance reasons, what the public sees is cool new action—mechanics adjusting clickers and changing preload. Soon everybody wants it. Some of the first generation of such things on production bikes had little or no effect on damping, but their owners could now enjoy twiddling their clickers. Conventional rear dampers of the 1950s and ’60s were of twin-tube construction. The damper piston moved back and forth in an oil-filled inner cylinder, communicating via a bottom valve with an outer cylinder that was only half-filled with damper oil. The volume of air above the oil in the outer cylinder was necessary because as the damper rod enters the shock body on compression, something springy must accommodate its extra volume (oil being essentially incompressible). In rapid action, it was possible for some of that air to be entrained in the damper oil, making it “springy” and rendering damping inconsistent. RELATED: As the US Market Exploded, Japan Took Over The de Carbon system changed this to a damper cylinder filled with oil, connected to a gas/oil accumulator. One form separated gas and oil by a moving piston, another by a flexible diaphragm. Not only did this prevent entrainment of springy air into the damping fluid, it also allowed the oil in the damper cylinder to be pressurized. Imagine a conventional twin-tube damper as a bike moves over a rough surface. Rapid motions of the piston in the inner cylinder require oil to promptly follow it, but the only pressure available for this is the mostly atmospheric pressure above the oil in the outer cylinder. If the piston moves faster than this pressure can keep up with, what results is “cavitation”; the oil, unable to keep up with the piston, is pulled apart—it cavitates. When the cavity collapses, a sudden impact results that affects tire grip. With the de Carbon accumulator it was a simple matter to pressurize the system to whatever level was found to prevent cavitation. Yamaha acquired a patent for a form of single-shock rear suspension from the Belgian engineer Lucien Tilkens, and it became an instant killer advantage in motocross. Pressurized modern rear suspension designs like this Marzocchi monoshock came about as an answer to cavitation. (Marzocchi/)On single rear shocks of the 1980s and later, the cylindrical object connected to the damper by a flexible hose is a piston accumulator whose gas volume is pressurized to about 15 atmospheres. Today, a different arrangement of internal functions requires the accumulator to be a part of the shock body, making the combination look like a futuristic zap gun. Source

Kevin Cameron (Robert Martin/)This is my great favorite because it shows that the same mind can hold two completely opposite views of the same reality and see no conflict between them. Reality No. 1: The radio tells us “Record cold continues, with area temperatures in the single digits and a wind chill factor of 20 degrees below zero. People spending time outdoors are advised to dress extra warmly.” “Reality” No. 2: “I took the thermostat out of my bike’s cooling system and it overheated. See, the coolant is going through the engine so fast now that it doesn’t have enough time to pick up the heat from the engine.” Wind chill factor is a measure of how much faster a warm object, such a person’s body, loses heat in cold weather as a result of wind. We all accept this as true because we’ve all lived it—when it’s cold and the wind blows, we need warmer clothing than if it was equally cold but windless. Yet many people continue to believe that coolant, pumped extra rapidly through an engine’s cooling system, will pick up less heat, not more. Yet we all know that the faster the “coolant”—wind—moves past us, the faster it cools us. Which reality is true? No. 1 or No. 2? If it’s No. 2 that’s true, then the whole development of liquid-cooling systems has gone in the wrong direction. Early liquid-cooled bike engines surrounded their cylinders and heads with lots of water in big water jackets and had no pump at all. Good examples are the early water-cooled Bultaco TSS roadrace singles of the later 1960s. They circulated their water only by convection: Hotter water expands, becoming less dense, and therefore the hot water slowly rose out of the engine through a really large hose to the radiator where it was cooled, contracting slightly and becoming more dense, falling back to the engine through a second hose at the bottom of the radiator. This system was given the grand name of “thermosiphon,” and it worked OK until engines made more power. Then the thermosiphon’s very slow circulation rate allowed formation of steam pockets, which in turn overheated engines. The answer, engineers decided, was to move the water through the engine fast enough to scour away potential steam pockets, so they added a pump to pep up the circulation. There were still problems so next they began to make the coolant passages slimmer, so the coolant had to move through them faster. In fact, coolant passages in Formula 1 engines were eventually made so small that Honda’s V-10 F1 engine’s entire cooling system contained only 2.1 liters (roughly two quarts), circulating at very high velocity through tiny coolant passages. Such cooling systems have proved extremely effective. How can that be? If spending more time in the engine and in the radiator are the key to best cooling, why did the very slow circulation through big water jackets fail to keep up with engine power increases? The answer has to do with the difference between slow-moving and fast-moving flows. When flow moves slowly it tends to move in layers that don’t mix with each other. We feel this as the cooling that happens too quickly after we’ve settled into nice hot bath water. Yet stirring the water makes us feel the warmth again. What has happened is that the layer of water next our skin has given us its heat and by doing so has cooled, making us feel less warm. When we stir the water, we bring water from distant layers—which are still hot—into contact with our skin. Ah! Best of all for those who enjoy a hot bath is a Jacuzzi, which rapidly circulates its hot water, constantly scouring away the cooled layers of water next to our skin, and replacing it with nice hot water from deeper in the flow. In an engine with a large water jacket and slow-moving coolant, the layer of water next to the hot cylinder and head surfaces is quickly heated—possibly enough to boil it—but water in more distant layers remains cool. When we stirred the bath water to bring distant hot water to make us feel warm again, we created turbulence—random swirling, mixing motion. As fluid flow accelerates, a point is reached at which movement in layers—so-called “laminar flow”—is replaced by turbulent flow. In engine cooling systems, turbulent flow improves cooling by constantly bringing cooler fluid from all parts of the flow into direct contact with the hot surfaces we want to cool. Heat flows from a hotter object to a cooler one in direct proportion to the temperature difference between them, so turbulent flow improves cooling by constantly bringing all parts of the flow (not just a thin layer) into contact with hot surfaces. This is why making coolant passages smaller to force coolant to become more turbulent has been so successful in improving cooling. The higher the coolant flow velocity is made the more turbulent it becomes. OK, but how can removing the thermostat from a liquid-cooling system sometimes lead to the opposite—overheating? One of the most critical variables for centrifugal pumps is pressure on the intake side. As flow increases, which it does when you remove the restriction of the thermostat, intake side pressure, sometimes called “suction head,” falls. If it falls far enough, the pump can cavitate—pull the fluid apart to form cavities in the process known as cavitation (the same cavitation that can occur in suspension dampers if they are not pressurized). Cavitation causes pump output to fall—perhaps enough to cause overheating. In my own experience with water-cooled race engines I have found that a little internal smoothing on the intake side of the pump—especially if there is a right-angle bend there—can pull coolant temperature down by as much as 5-10 degrees. That suggests that some cavitation was taking place there, provoked by flow over sharp edges. Source

Tryactin will improve your riding experience on a motorcycle. (Nick Ienatsch /)We search for the instant answer to safer riding—that silver bullet that will make us great riders. Reading books, studying videos, taking classes, asking questions: all in search of the information that will increase our safety and speed while making us awesomely controlled and consistent on two wheels. It can be a long process with only small improvements. Mistakes are painful and expensive, often setting us back in terms of confidence and enjoyment. We have the desire but it is often difficult to determine best practices in a sea of riding information. My team at ChampSchool sees the desire of students and we meet that desire with our best efforts. This push to drastically improve our students' riding has led us to develop a nonprescription drug that radically, immediately, and permanently improves the riding of those who take it: Tryactin. Tryactin: Available Now Before your next ride, Tryactin like Valentino Rossi and get your mind on your immediate future. The nine-time world champion huddles by his front tire on the grid, his mind playing through the next 60 minutes. Try that: Don’t get on your bike and go; put your brain in gear like Rossi and then go. Tryactin like MotoAmerica Superbike champion Cameron Beaubier at your next trackday. When watching MotoAmerica see how and when he moves his body, how smoothly he works the controls, his turn-in rates and lines. Replicate those techniques. Tryactin like Valentino Rossi: Think about your ride before you jump on the bike. (MotoGP/)When you hear roadracing champions talk, listen to their points and Tryactin as they describe. If Jason Pridmore, an AMA national champion and endurance world champion, mentions something during the MotoAmerica broadcast, Tryactin as if he’s coaching you. Why? Because there are a lot of voices out there, but until you’ve gone really fast for a long time—like a champion—you might not realize how small the differences are between right and wrong. Adding speed to poor technique equals a crash, and you can’t win the No. 1 plate lying in the dirt. Our industry doesn’t grow when riders get hurt. Tryactin like every top-level racing team and get your bike super clean when you get some time. During that cleaning, the mechanics are examining brake rotors and pads and fork seals, looking for oil leaks beginning, and checking for loose bolts; that inspection can be lifesaving. I see some riders arrive at our programs with grimy bikes and it sets off alarm bells for all of us because we know a lack of cleaning is almost always a lack of inspection. From personal experience, when I roll Steve Long’s Speedwerks NSR250 into AHRMA tech, the inspectors barely check it because it is so clean and obviously right. Tryactin like Steve the next time you have a few hours to sanitize and inspect a machine that must be right to work optimally. Represent Every time you’re out on your bike, Tryactin like you are a representative of the motorcycle industry—because you are. Quell the aggressiveness in traffic, hold your temper, and obey laws because you never know who is in the car watching you. Tryactin as if your state’s governor is watching, and then impress the governor with your sensible riding. Better yet, Tryactin like a young, impressional rider (or non-rider) is watching. If you are pulled over by a police officer, Tryactin like the person you would like to meet if you were a police officer pulling over an unknown motorcyclist. Get that helmet off, have your hands visible. Smile. Say hello. “Yes, officer. No, officer. Do you ride these really fun machines, officer?” Tryactin with total respect for a person doing a difficult job. I might write more on the intricacies of traffic-stop interactions, but for now, take Tryactin along with a swig of respect and a bit of understanding. Tryactin like a representative of motorcycling every time you are on the road, especially in traffic and crowded roads. Keep it cool and controlled—remember, everyone is watching; let’s make a positive impression each and every time we ride. (American Motorcyclist Association/)When you meet a new rider, Tryactin like a welcoming host opening the front door for Thanksgiving celebrations. Remember when you were new. Remember how hard this sport is to do well. You probably don’t know him, but Tryactin like Philadelphia’s Harry Penn, a rider who mentored dozens of riders with respect, knowledge and enthusiasm—including my best friend Brian Smith, whom I met through our shared love of motorcycling. Remember your passion and Tryactin like the mentor you wish you had—or did have if you were lucky. Whenever I hear an “expert” rider dissing a “newbie,” I think, “Wow, the four-time world GP champion Eddie Lawson is 10,000 times humbler than you.” Let’s all Tryactin like Eddie. Ambassadors For all who are coaching, Tryactin like you have the greatest job in the world. Take a 200 milliliter dose of Tryrememberin to recall how excited you were to learn to ride. Know that our students have shown the desire to learn just by getting to our classes; it might be our 450th school, but it is the student’s first school. Our job is to bring them safely and enthusiastically into the fold of lifetime riding; that job is best done with vigor, patience, humor, humility, and persistence. Be all in, or change professions, because good rider coaches are a student’s bridge over the pitfalls that can end a riding career early. Tryactin like a life changer, because you will be if you’re all in. Motorcycle dealership employees, Tryactin like you are the ambassadors of the motorcycle-industry. Customer service must be your first three priorities because you could be the first motorcyclist a rider-curious person might meet. We have all walked into dealerships that turned us off due to a lack of interest in our visit. Nobody there had taken their Tryactin that day, especially the owners and managers who are responsible for how employees interact with the only people that matter: the customers. Tryactin friendly, happy, interested, and helpful—you just might meet some new friends with the shared interest of motorcycling. A dog’s poor behavior can be traced to the owner’s poor training, and a cold, disinterested, unhelpful dealership can be traced to the outlook of the owners and managers. Tryactin is needed: Tryactin like you want to be insanely successful in a service-based industry by bringing every customer into your club. The dealerships that place customer service first are a joy to visit. Tryactin like an ambassador for riding; bring new riders into the fold of our world with understanding and enthusiasm. (Nick Ienatsch /)For the rest of your life, when you see a fellow rider, wave and Tryactin like you realize the joy that rider is also feeling—or even the misery on certain days! Tryactin like the bike brand doesn’t matter. Tryactin like the number of wheels on the cycle doesn’t matter. Tryactin like our industry isn’t big enough to split into groups and cliques. Again, a dose of Tryrememberin helps you realize how blessed we are to share one of life’s greatest adventures. Let’s wave when possible. PS: My wife Judy just read through the story and added: “How about the next time you come home from a school, Tryactin like there’s more to life than motorcycles?” What? Don’t get all crazy with the Tryactin! More next Tuesday! Source

The Pando Moto Capo shirt and Kusari jeans hit key qualities for riding apparel. (Jeff Allen/)There are three primary qualities that one looks for in premium motorcycle gear: protection, quality, and style. While some companies focus efforts more on one or two facets over the other, Pando Moto hits pretty hard on all three. I have been wearing Pando Moto’s Capo motorcycle shirt and Kusari jeans for the last couple of months and found that both offer degrees of protection, exceptional quality, and flaunt some serious style. Capo Motorcycle Shirt The Capo motorcycle shirt is CE approved and fits this 6-footer’s dimensions well. (Jeff Allen/)First, the Capo motorcycle shirt. This product is fully CE approved, meaning it passed a series of seven tests (abrasion resistance, impact absorption, seam strength, tear strength, dimensional stability, fit and ergonomics, and garment restraint) and received a Level A rating (45 kph/28mph abrasion resistance). The shirt also includes both elbow and shoulder armor that are also CE approved. Back armor can be purchased separately. The Capo motorcycle shirt hits the quality mark with its thick Cordura material. The durable Cordura nylon is blended with cotton for a comfortable and reasonably stretchy fit. Although it is less breathable than summer-specific riding gear, I was kept relatively cool thanks to the blended material and underarm zippered vents when riding during a 100-degree day of testing the 2020 Triumph Street Twin. YKK zippers are used for the main closure, underarm vents, and interior pocket; all of which zip securely. The material’s blend and zippered vents help keep the rider somewhat cool on warmer rides. (Jeff Allen/)Snap closures clean up the overall look by buttoning the Cordura material down over the main zipper. The bottom snap closure, however, did have difficulty remaining fastened when the material folded and bunched when in a riding position. One thing I do wish the Capo has was zippered chest pockets instead of buttoned ones. The single snap on each pocket causes me to worry about the security of whatever is inside the pocket because of the somewhat finicky closure that a snap button may cause. I do have to report that during riding those buttons didn’t pop open randomly like the snap at the bottom. Key items like a phone or wallet can be placed in the more secure interior zippered pocket. There is enough room for both items to fit comfortably without interfering with chest space. Finally the Capo’s fit and style—which is where the garment collects the most points in my opinion. The Capo is also noticeably stylish with the embroidery on the shoulders and denim material construction, both of which contribute to a relaxed and casual design. The back material is also elongated so it doesn’t open the doors to embarrassing lower back exposure. There are no complaints on sleeve length either—they easily cover my 23-inch arm length. Kusari Jeans Although not as breathable as standard riding jeans, these waxed denim ones protect with a Kevlar lining and CE-approved armor. (Jeff Allen/)Like the Capo, the Kusari jeans come with CE-approved armor. Knee armor is included, and hip armor can be purchased separately. The included armor is thin and less bulky than D3O’s armor that is seen in other jeans. These jeans also feature a DuPont Kevlar lining in abrasion and impact zones from the hips down to mid shin in the front and to the backs of the knees in the back. A Level A rating was also given to these pants for 45 kph (28 mph) abrasion resistance. When it comes to quality, the Kusari jeans are also worthy of props. The waxed denim material stretches for motorcycle-specific motion and the accordion-stretch panels at the knees provide extra flex as well. I can appreciate the single waterproof YKK zipper on the back pocket that can help protect personal effects from getting wet on a rainy ride. This back pocket is too small for smartphones, but fits a compact single or bifold wallet just fine. The front pockets are not zippered, but are deep and accommodating for other items. A waterproof back pocket is a nice place to store a small wallet. My wallet just fit. (Jeff Allen/)The Kusari jeans' waxed denim also makes for a casual pair of pantalones and the accordion ruching at the knees is stylish and comfortable. My 31-inch waist, 32-inch inseam fit well in the W30-L32 size, showing that these fit pretty accurately to size when you use Pando’s measurement guide. The waxed material does make them a little less breathable than regular denim, so on extremely hot days expect to sweat some. If you don’t plan on riding in 100-degree temps, then these will be fair-weather comfortable. Ultimately, these fit well and are a nonconstricting pair of jeans, both a must for riding. The Capo shirt retails for $285 and the Kusari jeans retail for $265, and can be purchased through Revzilla. These prices place them more on the expensive side, but overall both Pando garments pair together nicely for a casual ride and tally points for overall protection, quality, and style. Source

The first big-bore Japanese models were heavy on power but still relied on old-school chassis concepts. (Motorcyclist Archives/)Even though the handling, chassis, suspension, and tire revolutions in motorcycling had already begun by the early ’70s, the first Japanese big bikes (designed by engineers trained in the 1950s and ’60s) were little affected by them. That meant they were still based on 1960s' chassis and suspension concepts. Famous protagonists of early ’80s Superbike races included Eddie Lawson on his Kawasaki juggernaut. That’s Freddie Spencer on his tail. (Motorcyclist Archives/)1975: US Superbike Racing Begins Inevitably, people tried to race them. The concept of Superbike racing traces back to the AMA production classes of the early ’70s, which were expanded to include the new behemoths. In racing form, they wobbled, they weaved, their brake discs coned, and pistons and rods broke. It is interesting to review paddock photos from that time, which show rapid, race-by-race evolution, as builders reinforced chassis and hot-rodded engines. Recognizing that traditional swingarms of the day—mostly just three pieces of pipe welded together—were too flexible for use with race tire grip, the AMA ruled that “Swingarms may be modified or replaced.” Instantly, swingarms on racebikes became strongly braced by added structure. Related: Honda CB750 - CLASSICS REMEMBERED It was a time of “go or blow,” when Hideo “Pops” Yoshimura—in legendary fashion—cranked in an optimistic 45 degrees of spark lead with 12-to-1 compression and hoped for the best. Many an early Superbike failed to finish. Slowly, a consensus of what did and did not work emerged, and the fast learners prevailed. As always, trying to make racers out of mass-produced streetbikes was a tall order. The Japanese fours always had winning power, but at first they couldn’t use it because their flexing chassis began to weave threateningly long before top speed could be reached. That allowed remarkable early Superbike wins by lower-powered but better-handling European makes such as BMW, Guzzi, and Ducati. Weave had been a problem in pro racing too. Chassis Have To Adapt By the 1980s a trend emerged in racing—chassis structure under the engine was atrophying away, while the bracing of the steering-head above and ahead of the engine was being made stronger. Fast-improving tires are also always a problem for existing chassis technology, as long-serving Harley-Davidson race manager Dick O’Brien told me in the summer of 1969: “About the time we get the goddamned chassis settled, along comes Goodyear with more f—g grip, and we’re back in the s—t and have to do it all over again.” Some 20 years later, Erv Kanemoto, then working with Honda’s NSR500, would say something very similar: “The thing the teams fear most is that the factory will come with a new chassis, because then we’ll have to spend the next six months getting it to handle as well as the old one.” And in our own era, when Bridgestone ceased to be MotoGP’s spec tire supplier at the end of 2015, new tires from Michelin took the teams and their riders two years' hard work to develop successful setups and appropriate riding techniques. Related: As the US Market Exploded, Japan Took Over Fans loved late ’70s Superbike, both because the bikes resembled those owned and ridden by spectators and because of the riveting drama of upright heroes sliding and wobbling around the circuits. This popularity made it essential for manufacturers to win these events. While fabricators strove with torch and rod to brace “chatter-flex” street chassis for racing, suspension people were ringing the changes in fresh fork and shock technology. Solutions improved by the minute, and fast learning was the key to success. And the message was getting back to Japan: Something better is needed. Honda’s Interceptor 750 Superbike. (Honda/)More Capable Production Bikes Hit The Market This steered Japanese design in a fresh direction. Future Superbike races would be won, not by warmed-over 500-pound street putts, but by a new class of designs that were thinly disguised racers in mass-produced form. The first of these was Honda’s Interceptor 750 Superbike of 1983. Always bear in mind that advanced production systems, by reducing unit cost, allow high-tech features to be made affordable. This shift all but eliminated broken con-rods, blooched crankcases, warped brakes, weaving chassis, and “joke” swingarms. If you look at photos of racebikes of the 1950s, you’ll see that riders are far back, reaching a long way to the bars. When tucked in, their faces were on the tank. At the time, this was believed to “increase rear tire traction.” But as rising power turned bikes into dragsters with some limited turning ability, riders and engines had to be moved forward to keep the front wheel on the ground and steering. Tucking in on a modern sportbike or racer plants your face on the top steering crown, not on the tank behind it. Riders have moved forward 6 to 8 inches, and engine mass is now concentrated as far forward as it can go. The Coming Of Electronic Ignition Beginning in 1969, the chronic ignition problems in racing had been addressed by various forms of electronic spark generators, free of the rapid wear and timing scatter of mechanical contact breakers (“points,” in the language of the time). If, in 1967, I set the timing on my TD1-B’s Hitachi MF2RY magneto and then rode a practice, upon checking timing again, I’d find it out of time (the points cam was way out on one end of the crankshaft). In Spain, Femsa in 1969 produced a very successful “pointless” electronic ignition for singles and twins, and in 1970-71 the German Krober, available for singles through fours, also hit the racing market. Yamaha in 1969 brought two types of non-contact ignition triggers to Daytona for its team bikes—one magnetic, the other based on RF. Points-triggered magnetos had to go because people were losing engines and races to their problems. Extended Service Intervals Older riders remember when cars and bikes required regular “tune-ups”—as often as every thousand miles. Engine oil was changed, plugs would be cleaned and re-gapped, points gap set, and ignition timing adjusted. Motorcycles with non-hydraulic tappets would also have their valve clearances checked and reset. The automotive world now set a new goal of extended service intervals, and production motorcycles would follow. It had been common for motorcycle owners to perform much of their own maintenance, but as people from all walks of life bought bikes, fewer new owners had such skills. This turned extended service intervals into an essential marketing tool. Handling: Americans Decide They Like It Up to this time, readers of bike mags had flipped straight to the specs page for any new model to read its quarter-mile time and top speed. Industry regarded those numbers as the proven formula for success—little else was important. Imagine the surprise of marketers when Honda’s Interceptor 750 of 1983, designed as a low-production homologation special mainly for US Superbike (the class limit dropped to 750 that year), sold out, with riders begging for more and praising the new model above all for its handling. Handling wasn’t even a concept then, but compared to slow-steering, mile-long literbikes, the Interceptor was something fresh—agile and quick. It made riders feel in command. A simultaneous flood of similarly agile middleweights from the other makers poured forth, including Ninjas and Secas, and then the remarkably lightweight GSX-Rs. Honda made waves in the 600cc sportbike class and Supersport races in the late 1980s. (Motorcyclist Archives/)The Novelty Of Raceable Production Bikes—Supersport This market shift was a gift to street riders and amateur racers alike, resulting in intense club-race action in production classes, strong sales, and contingency money from the importers for race wins. In that contingency-driven time, it was said that Suzuki made back in parts sales every penny it spent on payouts to riders winning races on their GSX-Rs. Very quickly, top pro riders found themselves an integral part of the drive to sell these much-more-capable middleweights. 600 Supersport, conceived as low-cost racing for all, became a hard-fought factory racing class in the mid- to late ’80s and remained so through the ’90s. Stronger Chassis Become Essential Manufacturers in GP racing in the later 1970s and ’80s had found that the stiffer they could make chassis, the more quickly bikes recovered from the constant upset of traction loss as tires spun and re-gripped. Superbikes were four-strokes, but GP racing by 1975 was 100 percent two-stroke (even sidecar). During the 1980s a complete change of chassis technology occurred. Out went even the best of the old tubular steel construction, replaced in most cases by twin large-diameter oval-section aluminum beams. As with axles and fork tubes, this was driven by the rapid increase in the stiffness of tubes with diameter—something like the third or fourth power. So-called “monocoque” single box-beam chassis had been tried (most notably by Kawasaki in its KR500 GP bike of 1980-82) but perhaps because of service accessibility the twin-beam structure won the day. But why aluminum and not steel? Steel, being roughly three times heavier than aluminum and also three times stronger and stiffer, would become so thin if made into beams of similar weight that buckling (like a thin plastic drinking straw) would become its failure mode. Aluminum, with three times the wall thickness for equivalent weight, would remain strongly buckle-resistant. Kawasaki leveraged its success in Superbike with 1982’s KZ1000R Eddie Lawson Replica. (Motorcyclist Archives/)Source

Scotty, I need more power. Honda’s looking to supercharge the Africa Twin to get it. (Jeff Allen/)We’ve got our hands on proof that Honda’s engineers are working on a forced-induction version of the CRF1100L Africa Twin with an updated, direct-injected engine boosted via a twin-screw supercharger. The evidence comes in the form of several newly published patent documents that have emerged via the Japanese patent office. They show detailed designs for the supercharger system, which has been designed to fit around what appears to be a largely unchanged Africa Twin chassis. Allied to a direct-injected version of the parallel-twin, 1,084cc Unicam engine used in the existing CRF1100L, the result should be an adventure bike with far more than the 101 hp the current Africa Twin can muster, along with a big hike in torque. RELATED: Is Honda Developing An Africa Twin Street Model? New design drawings suggest Honda’s new supercharger will fit into the existing Africa Twin’s chassis. (Japanese Patent Office/)While the Africa Twin is among the most convincing adventure bikes on the market thanks to its light weight and serious off-road ability, there’s no doubt it’s short on power, at least on paper, when compared to its rivals. BMW’s R 1250 GS makes a third more horses than the Honda, with 134 hp, while Ducati’s Multistrada 1260 manages a claimed 158 hp. In 2021, the upcoming Multistrada V4 will raise the bar even further with something north of 170 hp on tap despite using an engine that’s not much larger than the Africa Twin’s. Honda’s supercharger looks like a twin-screw type, which should be better suited to low-rev applications. (Japanese Patent Office/)Kawasaki’s H2 range has already conclusively proved that engine-driven superchargers have a future on two wheels. With none of the unpredictable throttle response or lag of an exhaust-driven turbocharger, superchargers instead offer a gradual increase in boost as revs rise, offering a feeling more akin to a larger-capacity, normally aspirated engine than a small, boosted unit. Honda’s design might be supercharged, but it’s quite different than the Kawasaki H2′s arrangement. For starters, Honda has opted to use a twin-screw supercharger instead of the centrifugal supercharger that Kawasaki employs. That means the Honda design is a “positive displacement” supercharger, which is good for a wider spread of torque from very low revs, while the Kawasaki’s centrifugal supercharger—which works like the compressor section of a turbocharger—is more suited to high-end power and needs more revs before it’s able to provide a significant amount of boost. RELATED: 2020 Honda Africa Twin DCT First Ride Patents show the supercharger mounted above the Africa Twin’s gearbox, with dual injectors getting fuel via a camshaft-driven pump. (Japanese Patent Office/)Honda’s design drawings show the supercharger mounted above the Africa Twin’s gearbox, in roughly the same place that Kawasaki puts its centrifugal blower, with the intake air routed from the air cleaner into the left-hand side of the blower. In the supercharger the air is compressed and pushed into an intake duct, before going through two conventional throttle bodies and into the engine. There are two sets of fuel injectors, with one pair mounted in the intakes just ahead of the throttle plates and a second pair squirting fuel directly into the combustion chambers. It’s not the first time we’ve seen evidence that Honda is working on a direct-injected Africa Twin—the first patents for such an engine emerged more than a year ago—but we haven’t seen a dual-injected, supercharged version before. The latest set of patents expands on the direct-injection idea, explaining how a camshaft-driven high-pressure pump provides the fuel supply to injectors sitting between the inlet valves in each cylinder. These fire relatively late, after the exhaust valves have closed, at an angle that means the fuel is caught in the airflow entering the cylinders through the intake valves in a way that reduces the amount of fuel sticking to the cylinder walls. RELATED: Honda Developing Direct-Injected Africa Twin Intake air comes from the air cleaner to the left side of the blower. (Japanese Patent Office/)Honda’s design incorporates a bypass system to allow air to move between the air cleaner housing and intake passage at low revs or small throttle openings. A computer-controlled butterfly valve opens and closes the bypass as necessary and a pressure-relief valve is also fitted in the intake duct to release any excess boost—say, when the throttle is snapped shut at high revs, directing the overflow back into the air cleaner housing. Injectors between the inlet valves of each cylinder fire after exhaust valves have closed. (Japanese Patent Office/)Although a patent filing alone doesn’t mean that a bike is definitely going into production, it clearly shows what a company is spending its R&D budget on. And with multiple patents filed around the supercharged, direct-injected Africa Twin—and extremely well-resolved designs on display—there’s every indication that this is a live project at Honda. There are probably prototype supercharged Africa Twins already under test somewhere in Honda’s development department. Will they reach showrooms? We’ll have to wait and see, but since the market’s appetite for powerful adventure bikes is showing no sign of waning, and Honda doesn’t currently have a player in that part of the field, don’t bet against seeing more of this project in years to come. Source

Ducati’s 2021 Multistrada V4 will feature forward- and rear-facing radar systems. (Ducati /)Ducati just released news about the coming of a totally new, fourth-generation Multistrada that will be powered by a new V-4 engine. At this date it is just a teaser, and more news will come by October 15 when the new V-4 engine will be revealed. Finally the whole bike will be unveiled November 4. The Multistrada is one of the most successful top-level models in the history of Ducati, with more than 110,000 units sold. The original Multistrada was conceived in the early years of 2000 around the ever-faithful Ducati air-cooled, SOHC, desmo V-twin in the original displacement of 1,000cc (2003), soon grown to 1,100cc (2007) and harnessed in a real superbike chassis that ensured superb road manners that would have granted the original Multistrada an immediate success if it wasn’t for the terrible “bumper car”-like top fairing designed by Pierre Terblanche that really killed all the potential appeal of the concept. Things radically evolved in 2010 when the second generation introduced the mighty liquid-cooled, DOHC, 1,200, desmo, eight-valve Testastretta V-twin and, equally important, a much sharper design. And that was the beginning of massive success around the world. The third-generation Multistrada, which is about to pass the baton to the new V-4-powered fourth, was powered by the superb evolution of the very same DOHC, eight-valve, desmo V-twin to the 1,260cc desmo Variable Timing edition. The front-facing radar system on the 2021 Ducati Multistrada will be used for Adaptive Cruise Control. (Ducati /)In its first announcement of the coming of the Multistrada V4, Ducati mainly focused on the bike’s very advanced radar-based active safety equipment consisting of two radar units that keep constant track of both the traffic ahead and behind. The unit at the front is intended to further expand the effectiveness of the Adaptive Cruise Control as it will be able to maintain a safe distance from the vehicle in front when traveling at a range of speed between 20 and 100 mph. The rear unit detects all vehicles coming up from behind in its Blind Spot Detection function. The radar sensors are extremely compact and only add 6.7 ounces to the total weight of the bike. The system has been developed in cooperation with Bosch, which also manufactures the components. While all this is great for even safer highway cruising, this is not the essence of what we would like to know about a radical evolution like that of the coming of a V-4 powerhouse on Ducati’s enduro/GT flagship. Rumor has it that indeed it will be a new engine, one that will mark the return of Ducati (brace for collision!) to a non-desmo valve train. There is a lot of sense in this, yet Ducati purists will feel betrayed. But if you think hard, this epochal U-turn will have a positive domino effect on both production and maintenance costs. In its release, Ducati only underlines this characteristic of the new V-4, and that links well with the rather solid rumor I collected. Although brought to a very rational level of efficiency, desmo valve adjustments are far more expensive than those for standard spring valves. And the new V-4, in 1,100 or maybe even 1,150cc displacement, will not need to reach out to sky-high rpm to generate power adequate enough to keep at bay the 160 hp of the Multistrada’s high-strung competitor, the BMW S 1000 XR. The Multistrada V4’s rear-facing radar will be for Blind Spot Detection function. (Ducati /)The testbikes circulating the roads on the hills around Bologna, Italy, show that the new Multistrada V4 will replace the single-sided rear swingarm with a suspension unit of standard design, and it might also come with either 17-inch wheels all around or with a 19-inch front wheel intended for a more adventurous version. This is all for now, stay tuned. Source

Morgan Gales on the 2021 BMW R 18, wearing Bike Shed’s Resistant gear line. (Jeff Allen/)When it comes to riding gear, there are generally two schools. There’s the “all the gear, all the time” crowd who puts safety first, commonly referred to as ATGATT, and there are those who choose lighter gear for comfort and style. As a team of riders, the Bike Shed crew knows this well, so the company took a very intelligent approach to its new gear line: Make one of each. And so its new line comes in two forms: protective and resistant. Today, we’re talking about the Resistant line: a stylish pairing of single-layer protective denim jacket and pants that are lightweight and comfortable, but hide some moto-centric and lightly protective qualities within. <strong>Left to Right:</strong> The Overshirt is available in black, seen here, or in raw indigo like the jeans; Back view of the Bike Shed Overshirt in black. (Jeff Allen/)The Overshirt is a classic four-pocket chore coat made of an 80 percent cotton, 20 percent Covec woven fabric. It is simple and unlined, feeling just like heavyweight cotton—strong but soft with no stretch. The front of the jacket closes with a zipper, and then large, sturdy, riveted buttons which are branded “BSMC” over that. The two upper breast pockets are closed with the same buttons, as are the cuffs. Snap buttons keep the collar from flapping in the wind, and there’s an extra layer of the Covec woven protective fabric, made with liquid crystal polymer yarn, over the elbows. Branded buttons and a small patch are the only visible branding on the Overshirt. (Jeff Allen/)The jacket fits slim, but not tight. I’m on the slender side and have plenty of room to move around, but it doesn’t flap around in the wind. I can comfortably fit my Forcefield Sport Jacket (an independently armored underlayer) beneath it if I am doing some more aggressive riding or just want some padding. The upper pockets are big enough for my wallet, but not big enough for my iPhone, and as there is no closure to the hand pockets I get a little nervous about putting my phone in there. There is a zipper on each cuff that helps to cut wind when fully zipped, though that one piece does seem a little superfluous. Bike Shed Resistant Jeans fit slim but not tight, and a little bit of stretch makes them very comfortable. (Jeff Allen/)A great complement to the jacket, the BSR01 jeans look casual and fit comfortably. Bike Shed’s Resistant Jeans are essentially just a normal pair of five-pocket jeans, but better. They’re made of a similar blended fabric to the jacket, but with only 10 percent Covec, 88 percent cotton, and 2 percent elastane to give them a little bit of stretch. These are an unwashed raw indigo finish, so they’ll naturally fade and look better over time. Fit is slim and tapered with a traditional five-pocket design. There are no pockets for impact protection, so there’s no extra fabric around the knee, just like a normal pair of jeans. Thanks to the stretch of the fabric, it would be possible to wear some impact padding underneath if you so desire, but that’s not really what this pair of jeans is about. A leather patch on the back of the Bike Shed Resistant Jeans. (Jeff Allen/)In the weeks that I have been wearing these pants they have stood up to plenty of abuse. Whittling is a hobby I have acquired recently and I once slipped, catching the fabric with one of my knives but not cutting through—I was very glad I had them on. One piece of thread has come out of the back pocket, but I quickly snipped it and it hasn’t been an issue. The indigo has just begun to fade at the knees. Morgan is 6-foot-4 and is wearing an XL Overshirt, and 32L jeans. (Jeff Allen/)So are these the most protective pieces of gear you can get? Absolutely not. But they’re an awesome alternative to normal street clothes, if you’re the sort of person who likes to look like you’re not wearing moto gear. The jeans will run you 140 pounds, which is about $180 USD, and the jacket costs 220 pounds, or about $280 USD, so surprisingly they’re actually on the middle-lower side of stylish riding gear pricing. I have been wearing them daily for in-town riding and they’re great for warm days. I have even worn the jacket to a couple of nice dinners, as it’s just that dang good looking. For more information, or to get a look at the more protective line, check out bikeshedmoto.com. Source

KTM expands its 2021 lineup with the 890 Adventure R and Adventure R Rally machines. (KTM North America/)When KTM released its LC8c-powered 790 Adventure and Adventure R adventure machines last year, the middleweight ADV segment sat up and took notice. In fact, the bikes' off-road capabilities thoroughly impressed us on our ride through the Moroccan desert, and we speculated there would be more midsize models coming from KTM and Husky using the LC8c engine platform. Our hunch was partly right. For 2021, KTM has launched the KTM 890 Adventure R Rally and KTM 890 Adventure R machines, which appear similar to last year’s 790s except that both use “new engine platforms with more power and torque,” according to KTM. Also, there’s no regular Adventure model as with the 790s; KTM is going off-piste all the way with just an 890 R and a limited Rally edition. The 890 models build on the 790 series with a bigger, upgraded engine and improved off-road capability. (KTM North America/)In fact, despite the familiar parallel twin and chromoly steel tube packaging, there are quite a few changes happening down below—and beyond. Both the 890 R and 890 Rally use the same fuel-injected, DOHC powerplant with an increased bore and stroke for a 889cc displacement, but it also has a higher compression ratio, larger intake and exhaust valves, a new camshaft, and a new lighter piston design along with new connecting rods, all fitted under new engine cases and cylinder heads. Regulating the mix are sensors developed by Dell’Orto to measure manifold pressure and adjust accordingly. That’s much more than just a few tweaks. RELATED: 2020 KTM 890 Duke R First Ride Review A new crankshaft appears here too, with 20 percent more rotating mass according to KTM, which it says helps cornering stability. The PASC slipper clutch returns, but shorter shift lever action enables quicker shifts, and the optional Quickshifter+ gets new settings for improved action as well. Ride by wire keeps throttle response smooth and rider aids include Street, Offroad, Rain, and optional Rally ride modes, Motorcycle Traction Control (MTC), and Motor Slip Regulation (MSR). Heated grips, heated seat, and cruise control are also optional. The steel frame may look the same as the 790 Adventure’s, but upgrades to the 890 include a lighter subframe and an aluminum steering head tube. (KTM North America/)As with the 790s, the new 890s get a frame made of chromium-molybdenum steel, but here it’s upgraded with a new aluminum steering head tube and lighter subframe. A steering damper comes standard and the tapered aluminum handlebar can be mounted on the triple clamp in six different positions. The 890 Adventure R Rally gets a lighter-weight muffler, and 2.4-inch-longer-travel WP Xplor Pro suspension for an added 1.6 inches of ground clearance over the R model. (KTM North America /)The suspension package on both 890s is top-shelf thanks to components from KTM Group-owned WP, with the 890 Adventure R getting a beefy, inverted, and fully adjustable WP Xplor Pro 48mm fork featuring separated damping functions for each fork leg, and a WP Xplor PDS rear shock with a progressive damping system. Both ride on spoke wheels, with a 21-inch front and an 18-inch rear getting new anodized hubs and wearing Continental TKC 80 rubber for excellent traction. Clamping down on those wheels are dual 320mm discs with overhauled cornering and off-road ABS software and new traction control algorithms. The 890 R Rally model also gets different graphics, wider rally footpegs, and tube-type Continental tires (unlike the R’s tubeless setup). (KTM North America/)The limited-edition Adventure R Rally takes the 890 R platform but ramps up the off-road intent, with upgraded rally-ready longer-travel WP Pro suspension, an Akrapovič titanium muffler, high-strength D.I.D rims, a higher rally-oriented seat, and cruise control and the Quickshifter+ (and Rally mode) as standard. There will be only 700 units of the uniquely colored Rallys available worldwide (500 internationally and 200 for the US). The 890 Rally is limited to just 200 units for the US, and 700 worldwide. (KTM North America/)No pricing has been announced just yet, but we do know the 2021 KTM 890 Adventure R will hit authorized KTM dealers this November, while the 890 Adventure R Rally can be preordered on ktm.com beginning November 2, 2020. For more info, see ktm.com/en-us. We don’t have prices yet but both models should be available by November of 2020. (KTM North America/)2021 KTM 890 Adventure R/Adventure R Rally Specifications MSRP: N/A Engine: 889cc, DOHC, liquid-cooled parallel twin Bore x Stroke: 90.7 x 68.8mm Fuel System: Fuel injection w/ 46mm DKK Dell’Orto throttle body Transmission: 6-speed Clutch: PASC slipper clutch, cable operation Frame: Chromoly tubular steel w/ chromoly steel subframe Front Suspension: 48mm WP inverted fork, fully adjustable; 9.4-in. travel / 10.6-in. travel Rear Suspension: Fully adjustable WP monoshock; 9.4-in. travel / 10.6-in. travel Front Brake: Radially mounted 4-piston calipers, dual 320mm discs w/ ABS Rear Brake: 2-piston floating caliper, 260mm disc Wheels, Front/Rear: Spoked; 21 x 2.15 in. / 18 x 4.00 in. Tires, Front/Rear: Continental TKC 80; 90/90-21 / 150/70-18 Rake: 26.3°/26.2 Wheelbase: 60.2 in. Seat height: 34.6 in./35.8 in. Fuel Capacity: 5.3 gal. Claimed Dry Weight: 432 lb. Availability: November 2020 Contact: ktm.com Source

J. Shia with Devil's Advocate (Gretchen Divine/)Hiding from the rain, smoking a cigarette outside a bar in Milwaukee, J. Shia’s eyes flicker and dart as she talks about the pull-start BSA she had brought to the Mama Tried Show that year. The passion in her words is curling her shoulders forward and bursting from her fingertips as she speaks. “This bike reminds me of Brad Pitt from Fight Club,” Shia says of her BSA custom—the first member of the dysfunctional motor­cycle family she is building. “This little, scrappy street-fighter kid, soccer-player kid. The pull-start is so aggressive. I was like, I wonder what his mom would be like…” Shia continues, half remembering her concept and half creating it as she goes: “He’s an assh—e, but his mom would be this mean, old, chain-smoking, back-alley, ­London cobblestone b—h. I’m like, I need to build his mom. So the bike I built is his mother.” And so, Devil’s Advocate, bad mother to a street-fighting kid, was built. A foot-sizing device is just one of several improvised pieces on Devil’s Advocate, with the heel cup serving almost as intended. (Gretchen Divine/)It’s not your average custom-build backstory, but Shia is not your average custom builder. Her heritage is Lebanese and Syrian, and she is descended from tinsmiths. Devil’s Advocate is a 1957 Royal Enfield Indian that’s been cut, stretched, lowered, and reworked in a way that truly justifies the name of Shia’s Boston workshop: Madhouse Motors. It’s a bike that lies somewhere between sculptural artwork, historical significance, and a functional machine. It’s self-expression on two wheels in a way that only Shia does. It doesn’t look like other motorcycles, and with a foot throttle and tank shift, it doesn’t work like other motorcycles. An antique egg slicer was taken from Shia’s grandmother’s kitchen and equipped with LEDs to serve as a taillight. (Gretchen Divine/)So, how is this bike both a Royal Enfield and an Indian? When Indian Motorcycle declared bankruptcy in 1953, the company was liquidated, but the brand name was sold to a British company called Brockhouse Engineering. For years it continued to export Royal Enfields to the US, lightly customize them, and rebrand them as Indians, with names like Apache and Tomahawk. The largest of the imported models were 700cc parallel twins like the bike that became Devil’s Advocate. As the owner and builder at Madhouse, whose bread-and-butter business is the restoration, repair, and main­tenance of classic motorcycles, Shia is an enigmatic creative with broad interests. From hands-on welding and fabrication, to maintenance and delivery, to her other passions like photography and raising her son, she is a storyteller above all else. Tattoos adorn her body from neck to knuckles, showing her cultural heritage, her past, or just serving to help define her through decoration. As you study any of her custom bikes, you’ll find obscure, even weird details—each inevitably with a story of its own. Like the egg slicer she stole from her grandmother’s kitchen to make into a taillight, or the old foot-sizing device that was sawed in half to make a kind of footpeg. With a left-hand clutch, right-hand shift, and a foot throttle, some brain rewiring is required in operation. (Gretchen Divine /)Shia continues to describe Devil’s Advocate and the reasoning behind the foot throttle: “She’s too dominant to even function the way other bikes function. She’s lazy. That’s why she uses her foot.” Other details include handlebar risers adapted to lower frame tubes that function as rearward-facing mounts for the footpegs and handmade throttle pedal. The original swingarm was extended, and two tall shocks were installed beneath the seat, both lowering and lengthening the bike. The front end was dropped and resprung to suit the new stance. The headlight is a repurposed spotlight from a police vehicle that retains its handle, allowing manual adjustment of the beam. Spring-wrapped handlebars and spring-filled exhaust pipes were fabricated in-house by Shia, with open windows in the latter to show off the springs. A manual gearshift lever extends through a slot in the tank. Exposed welds, holes in exhaust pipes and cases—it’s more about style than speed on this bike. (Gretchen Divine/)The bike wasn’t meant to be pretty or fast, it was meant to upset the status quo. To be different. To push the envelope and do something new, and just like Shia, it does all of that in a uniquely elegant fashion. And she’s only just begun: “Next, I’m going to build the twin brother, the little sister, this whole dysfunctional family.” The passion in her words means you know this story is going to be good and completely unexpected. Source

Sign says “Fun ahead,” and a few days in the garage gave me confidence in this very capable motorcycle. (Nick Ienatsch /)“Are you ever going to ride that thing?” my wife Judy asked as she stood next to the workbench a few years ago; the 1985 FZ750 was apart even though it had been ridden into the garage a week earlier. It had left the factory 30 years before it came into my life, and I explained to Judy that what I wanted was a brand-new FZ750, not a used FZ750, so I was trying to make it feel new again. This has become a habit when the right bike comes along. You And Me Forever Veteran riders will understand this term: mechanical soul mate. Most of us can find something good about almost any bike, but occasionally we stumble across a motorcycle “made just for me.” This has happened in my life a few times, and love struck again last week when I brought home a bike I’ve wanted for a long time: Yamaha’s FJR1300. The beginning of a smart habit: Let’s get those clothes off. (Nick Ienatsch /)I found a 2008 model—the second-generation FJR—in Denver and traded two bikes that had failed to capture my lifelong devotion and love. I liked them, but I did not love them. I could live without them and they were suddenly expendable when I saw that the FJR seller, Kevin, had added “interested in trades” at the bottom of his Craigslist ad. First ride after garage therapy. (Nick Ienatsch /)Kevin is three years older than I am and also grew up riding. He has a lovely collection of bikes with a few keepers but he enjoys refurbishing, riding, and selling bikes. Kevin didn’t know much about this FJR, but with only 7,900 miles on the odometer and clear signs that the mileage was accurate, I had no significant concerns about its history. Yes, it would have been nice to have an owner’s manual (downloadable on the Yamaha website, by the way) but the tool kit was there, the bike was stock, the brake rotors were almost unscathed, and it ran perfectly. Kevin rode one of my trades, I rode the FJR. We had a deal. Welcome to your new home, my friend. (Nick Ienatsch /)Hi, My Name Is Nick: Let’s Be Friends And now we’re to the point of this week’s column: The habit of spending a few hours in the garage goes a long way toward making that used bike feel new again. I couldn’t afford a new FJR in 2008, but experience told me that some pointed tweaking can make a newly purchased 12-year-old bike pretty fresh. You can enjoy garage therapy when you bring a new-used bike home or to renew your current ride if it’s feeling a bit aged. FJR brake piston.jpeg | As you may have deduced from this column, braking power and feel are vital, so the front pads came out for a cleaning because the FJR’s stopping power wasn’t equal to the lever pull. The pads were contaminated at some point, and there was gunk around the pistons. A few minutes of cleaning (and deglazing the pads) solved the issue. Carry Andrew, one of the most gifted bike builders I know, told me that clean brake pistons and seals are often overlooked by otherwise-solid tuners. Add in these two facts: The FJR is a ground-covering weapon, and I live in the American west. This won’t be a commuting bike puttering along a crowded freeway well below its design limits. Bike prep is vital to the safety of the rider; I’ve learned many lessons on that subject from the roadracing world, especially watching men who have tuned bikes that I pushed to my limits—Steve Biganski, Steve Johnson, Dan Kyle, Carry Andrew, Dave Schlosser, John Cordona, and Steve Long, just to name a few. All those years of watching and helping the best in the country rubbed off on me, and I hope this column helps to focus you when a new bike comes into your life or an old one comes out of mothballs. The shifter was heavy to move and a quick exploration found the mechanism dry. Cleaning, lubing, and the addition of another wave washer made it light and smooth. Interestingly, part of the dust cover for the shaft’s front U-joint appears to be worn by the U-joint. I plan to explore the extensive FJR forums for all my FJR questions because there’s a great community around this bike. (Nick Ienatsch /)I dove into the FJR because: It was 12 years old, it had no documentation, I plan to keep it forever, and because garage time is as wonderfully therapeutic as riding. Judy stuck her head in occasionally to see how it was going, and four days after the bike arrived, it rolled out for its first real ride. New fluids, clean plugs, tight bolts, missing fasteners replaced, joints lubed, ergonomics adjusted, and all thoroughly explored and cleaned. Even a motor mount bolt was loose! When checking over your new-used love, leave no stone unturned. We started our path toward lifelong friendship in the garage. Much of the quest for a new 2008 FJR revolves around adjusting and lubricating controls. This throttle assembly might have been lubed 12 years ago, but only gray dust remained. The brake and clutch levers were worse. Cleaned and lubed. (Nick Ienatsch /) Throttle cables too. (Nick Ienatsch /)Why FJR? A student let me ride his FJR at ChampSchool two years ago and our COO/CFO Keith Culver raved about his time on one. Keith and I ride exactly the same so I knew my first impression of the student’s bike was solid. If it works for Keith, it works for me. The right rider’s footpeg inexplicably drooped (no signs of a crash whatsoever) so I fabricated a small shim to bring the peg to level again. A new footpeg is in order long term. (Nick Ienatsch /)And remember the long-term Tracer GT I had last year? It was the first bike I’ve toured on with lockable luggage and a windscreen larger than the stock FZ1 screen. What a revelation. I put a few 800-plus-mile days on it and knew that going back to my FZ1 for long-distance travel would be as tough as playing tennis with a ping-pong paddle—you can do it but there are better tools available. You might recall me wishing the Tracer GT had more than 4.8 gallons of fuel on board and though I changed the sprockets, I would prefer a shaft-drive cross-country bike if possible, simply for the reduced maintenance. The FJR carries 6.6 gallons of fuel, has slightly larger versions of the Tracer’s bags, plus shaft drive. Not surprisingly, the 640-pound FJR is nowhere near as sporty as the Tracer GT, but I’ve got my wonderful ’06 FZ1 for sporty riding. This now-like-new FJR ticked all the boxes and my first few hundred miles have not disappointed. It runs well, and more importantly, fits into my riding life perfectly. More next Tuesday! Source

The Kawasaki KX250 is the only 250 four-stroke motocross bike to be completely overhauled for 2021. Team Green’s small-bore motocrosser was due for a major update, having last been fully revamped in 2017. We expected to see this bike released last year, but although the 2020 machine looked identical to the prior trio of KX250s, the engine was much different. For MY21, the KX250 engine has been changed even more, including the addition of electric start. The bike also receives the latest-generation KX450 chassis that debuted back in 2019, which has been highly praised by the Dirt Rider testing team. Related: 2020 Kawasaki KX250 Dyno Test Riding the 2021 Kawasaki KX250 at Perris Raceway in Perris, California. (Drew Ruiz/)Kawasaki invited us to Perris Raceway in Perris, California, to shake down its newest 250F motocross bike and we spent an extra day testing it at Cahuilla Creek MX in Anza, California, to get a better idea of how it performs on a track that has several sandy sections, plenty of hills, and sits at an elevation of approximately 3,500 feet. 2021 Kawasaki KX250 Engine The KX250 features Kawasaki’s latest-generation aluminum perimeter frame. It is very similar to the 2019-2021 KX450’s with the main difference being the shock tower mount. The lack of a kickstarter presents another easily discernible and welcomed update for 2021—electric start. (Drew Ruiz/)Even though the 2020 KX250 engine had been updated, Kawasaki continued developing it for 2021 to improve its overall power and added the long-awaited electric start feature. In addition to dropping the kickstarter in favor of a magic button, updates were made to the cylinder head, camshafts, valve springs, piston, cylinder, crankshaft, and connecting rod. The engine’s peak rpm was also increased to 14,500. The 2021 KX250′s engine characteristics are very similar to the 2020 package with a little more over-rev because of the increased rev limit. They achieved this higher rpm mainly by adding stiffer valve springs along with new camshaft timing. The power delivery is definitely better if you keep the rpm up. Maintaining the correct gear is also important, meaning second gear will be used in most corners. The engine revs far enough that shifting to third gear is not needed until you have exited the corner. Comparing models, I found that the power of the 2020 bike made me want to shift quickly up to fourth, while with the 2021 machine, I feel that third gear is very useful and fourth only needs to be used on faster straightaways. The EFI mapping runs right from the get-go. There are three different preprogrammed settings available. These are changed via a coupler located on the right side just by the steering stem. Green is standard, white is aggressive, and black is mellow. This is the same system as what comes on the KX450. I tested all three and found improvements with the white and black couplers. Each had improvements, but they also had some drawbacks. The Kawasaki technicians created a custom map that uses the ignition settings of the white coupler and the fuel mapping of the black coupler, which made for a noticeable improvement in the overall power and was accomplished by increasing the midrange torque, which helped it continue to make power further into the highest of rpm. I wouldn’t say it was huge, but it helped with mid rpm torque and seemed to make the power even longer into the upper rpm range. Putting a smaller-displacement engine in the proven KX450 frame is a recipe for success. The KX250 has a good balance of cornering ability and straight-line stability, and it doesn’t feel long or short in the wheelbase department either. (Drew Ruiz/)To do this custom mapping on your own, you would need to buy the accessory KX FI Calibration Kit, which retails for $699.95. It can be found on the Kawasaki website and ordered through your local dealer. This is an added expense, but if you are serious enough about your racing, you are probably already planning on getting your suspension revalved and purchasing an aftermarket exhaust, race gas, and more. So, it is worth considering adding this tool to your race budget. The plus side is once you have it and come up with a good map, you can map your friend’s KX and maybe they can give you a few dollars to help offset the cost of the tool. I was slightly between gears on the 2020 model, but again with the higher-revving 2021 engine, I could fill that gap. In most corners, second gear worked well and carried far enough out of the turn that it was not a panic to grab third. Third gear also felt longer and if your riding style is to just run the gear as long as possible, you will most likely not have to shift to fourth on most local or smaller-sized motocross tracks. Fourth still pulled well as long as you let third gear do its job and rode it up into the higher rpm. I never considered using first gear on our intro day at Perris Raceway as most corners were either open or had a fairly hard base. The hydraulic clutch is a welcome change. This is the same system that is used on the KX450 and it has proven to work well. The clutch assembly is also all-new, using a cone-disc spring in place of a coil-spring system. The clutch friction plates have also been updated with three different materials to help reduce clutch fade from heat. The clutch worked flawlessly. It was easy to modulate and because of the hydraulic system, there was no fade. Shifting under load was reasonably easy with only the smallest amount of clutch lever input. 2021 Kawasaki KX250 Suspension The KX250 is in its second consecutive year of having KYB suspension and that is a positive thing as the current 48mm coil-spring fork is very good. Both the fork and shock are easy to adjust, meaning the changes are noticeable but not too sensitive. I made only small adjustments to the suspension to help improve the bike’s performance. The balance of the suspension from front to rear is OK and could easily be adjusted with small changes like the shock ride height (sag). Throughout the day I made small adjustments to the suspension, mostly to improve the bike’s movement under me. I started with the fork, stiffening the compression to nine clicks open and the rebound to 10 clicks out. This helped with a little less diving on corner entry and kept the front down just a little more though the corner. On the shock, I spent a little more time working on settings. I began with the sag at 104mm and left the adjusters stock. The bike was a little low in the rear, so I began with going in on the low-speed compression. After going in four clicks, I felt the rear was still riding a little low, so I added a turn to the shock spring, bringing the sag up to 101mm. I liked that change and it seemed to put more weight on the front wheel, but it started to be a little more than the fork could handle on bigger landings. I went back out on the low-speed compression to stock to reduce the amount the shock loaded the fork on jump landings and hitting braking bumps approaching corners. The last change I made was to go two clicks in on the shock rebound. This really helped keep the bike squatted coming out of corners, thereby aiding with rear wheel traction and reducing the pitching effect on corner entry. 2021 Kawasaki KX250 Chassis/Handling New bodywork and a Renthal Fatbar handlebar are a few other changes Kawasaki’s small-bore motocrosser enjoys for MY21. We also appreciate that it comes with Dunlop’s excellent MX3S tires. (Drew Ruiz/)The new KX250 chassis is based off the same platform as the KX450. For me, at 5-foot-10, the Kawasaki chassis fits me well and I would say this would be true for most riders. The rider triangle is neutral with plenty of room for adjustment. The handlebar can be moved forward or backward and the footpegs have an optional lower position for taller riders or someone looking to try to lower the bike’s center of gravity. The chassis is also narrow—possibly one of the narrowest four-stroke bikes on the market. Sitting on the KX250, I would say it is a little more of a sitting on top of the bike feeling, but not sitting as high as a KTM or Husqvarna. The KX250’s narrow chassis is a contributing factor to what makes it so easy to maneuver around on. (Drew Ruiz/)The brakes are also updated on the KX250 for 2021. The front brake system is the same as the KX450 including the 270mm front rotor. That means the bike now comes with the KX’s very distinct, thin front brake lever. The rear brake now has a smaller 240mm rear rotor (down from 250mm on last year’s model). I like the KX250′s brakes. The front brake lever is noticeably thinner than most other brands. It is fairly easy to modulate and offers a medium to firm feel. The rear brake is noticeably improved with the smaller 240mm rotor. I know this does not sound like a big change, but the previous KX rear brake was way too easy to lock up and inadvertently stall the motorcycle. How Does The 2021 Kawasaki KX250 Ride? The KX250 engine’s power is improved over last year. Because of its increased rev limit, the powerplant has a little more over-rev than the prior year model. However, the bike still lacks low-end torque and is a bit loud. (Drew Ruiz/)There were two new 2021 models I was looking forward to riding and the KX250 was one of them (the Honda CRF450R being the other). The reason is that I enjoy riding the KX450 and putting a smaller engine into that same chassis should, theoretically, result in an even smoother, easier to manage bike. The good news is my assumption was correct. In the past, I felt the KX250 was a sneaky good bike. Maybe slightly underrated because the chassis had not been updated since 2017 and there was a bit of a starting issue—namely that it took a few kicks to fire to life—that held it back in the reviews. In experimenting with Kawasaki’s power couplers, we found the white (aggressive) and black (mellow) options both offered improvements, but they also had some small drawbacks. There is room for improvement with the EFI and ignition mapping, which requires the use of a KX FI Calibration Kit that retails for $699.95. (Drew Ruiz/)I have always said there is no issue with kickstarting a competition dirt bike, but now that almost every manufacturer offers electric start on its motocross bikes, it seems to result in a deduction in the bike’s rating if it doesn’t have one. It is not because I don’t want to kickstart my bike, but it’s a disadvantage if I stall it mid-race and lose time trying to kickstart it back to life. The engine power is good and similar to the 2020 model. It is improved over last year and I would still describe the powerband as being similar to a KTM 250 SX-F with a touch less power. The gearing seems appropriate and with some EFI tuning, I was able to get the powerband to work quite well in each gear. The 2021 Kawasaki KX250 is a well-rounded package. Not having any major weaknesses might very well help it move up the rankings in this year’s 250F Motocross Shootout. (Drew Ruiz/)This new KX250 handles well. Just like the KX450, it has a good balance of cornering ability and straight-line stability. Riding the bike, it doesn’t feel long or short in the wheelbase department. If you need to turn sharply, you can get forward on the bike to knife to the inside and getting back on the chassis is easy if you are entering a sandy section or need more rear wheel traction. With the balanced chassis, you can do front or rear weight transfers with a less-than-exaggerated movement, unlike some bikes that require you to feel like you’re over the front fender or hanging off the rear fender. For me, this means less physical work and decreased fatigue later in a moto. I liked the 2020 Kawasaki KX250, but knew it was due for a major update. It was no secret that a major overhaul was in the pipeline as the KX450 received this chassis back in 2019. Now we have it on the small-bore KX motocrosser and it’s everything I was hoping for. Just like its larger displacement sibling, the KX250 does everything well. Nothing about it is head and shoulders better than its competition and nothing about it is below the level of its competition either. This principal has worked well for the latest-generation KX450, earning it the top spot in Dirt Rider’s 450 Motocross Shootout the last two years. It’s too early to tell if the Kawasaki KX250 will win Dirt Rider’s 2021 250F Motocross Shootout, but I can say it is certainly in the running for the most improved model of 2021. Gearbox Helmet: Arai VX-Pro4 Goggle: 100% Accuri Jersey: Thor MX Pulse Gloves: Thor MX Agile Plus Pants: Thor MX Pulse Boots: Sidi Crossfire 3 SRS 2021 Kawasaki KX250 Tech Spec PRICE $8,299 ENGINE 249cc, DOHC, liquid-cooled, single-cylinder four-stroke TRANSMISSION/FINAL DRIVE 5-speed/chain FRAME Aluminum perimeter FRONT SUSPENSION KYB 48mm coil-spring fork adjustable for compression and rebound damping; 12.4-in. travel REAR SUSPENSION KYB shock adjustable for spring preload, high-/low-speed compression, and rebound damping; 12.4-in. travel FRONT BRAKE Nissin 2-piston caliper, 270mm disc REAR BRAKE Nissin 1-piston caliper, 240mm disc WHEELBASE 58.5 in. CLAIMED SEAT HEIGHT 37.4 in. FUEL CAPACITY 1.6 gal. CLAIMED WEIGHT 237 lb. wet AVAILABLE Now CONTACT kawasaki.com Source

BMW has released details on the updated 2021 R 1250 GS and R 1250 GS Adventure. (BMW Motorrad/)Forty years ago BMW Motorrad created one of the most innovative trendsetters in the evolution of motorcycling: the R 80 GS. Based on a concept ISDT racer that used an overbored R 65 “small boxer” to keep the cross section as narrow as possible, the less extreme R 80 GS gave life to the enduro-GT class of bikes, progressively enjoying a growing success that soon made it the flagship of BMW Motorrad. The GS was a very bright intuition that never missed a beat as it was constantly refined and improved by a team of very competent and dedicated engineers and technicians who kept it always ahead of the competition. That brings us to the present level of excellency represented by the 2021 edition of the R 1250 GS and R 1250 GS Adventure. At the heart of the R 1250 GS is the latest evolution of the 1,254cc boxer twin: Delivering a power level of 136 hp at 7,750 rpm and 105.5 pound-feet of peak torque at 6,250 rpm, but with a secondary peak of 103.3 pound-feet at 4,750 rpm for a wide and usable range. All with full conformity to the very stringent Euro 5 emission standards, a very remarkable result with a big-bore (102.5mm by 76mm stroke) engine running a 12.5:1 compression ratio. RELATED: 2019 BMW R 1250 GS Adventure First Ride This is the result of an extremely rational project featuring a very compact combustion chamber profile consequent to the 18 degrees included angle at which the valves are set. Each cylinder breathes through 52mm throttle bodies and the valves (40mm inlet and 34mm exhaust) are directly actuated by the DOHC distribution through finger-type cam followers. The inlet ports run straight down the valve stems and, most important, the inlet camshafts feature the BMW exclusive ShiftCam technology that modulates valve lift and timing according to the power demand. BMW’s ShiftCam employs variable valve lift and timing for lower emissions and more power. (BMW Motorrad USA Press Release/)When power demand is low, like when cruising at constant speed, the inlet valves have reduced lift and almost no overlap to the exhaust. In addition, these cam lobes also feature asynchronous valve opening to induce strong swirl turbulence for a perfect combustion even at the lower rpm. All this generates great engine flexibility and drastically reduces emissions. The final touch is represented by the precision cooling by liquid coolant of the heads and top section of the cylinders. RELATED: 2019 BMW R 1250 GS Adventure Review A very advanced and powerful electronics suite provides management of all the engine and transmission functions. Dynamic Traction Control is selectable for three driving modes, starting with the new Eco for relaxed rides and reduced emissions and fuel consumption. When in Eco, your good driving is praised by a graph that appears on the 6.5-inch TFT display. Rain and Road are the other two riding modes available, both behaving as you would expect given their names. The optional Pro Riding kit includes Dynamic and Dynamic Pro, Enduro, and Enduro Pro riding modes for more aggressive riding on and off road. BMW’s Integral ABS Pro now comes as standard equipment and is managed by a sophisticated six-axis inertial platform. With Integral ABS Pro the brakes' front hand lever actuates both the front and rear brakes, while the foot pedal only actuates the rear brake. The ABS Pro system also manages the Hill Start Control and the Dynamic Brake Control, both included in the standard equipment. BMW’s Integral ABS Pro is now standard equipment on both the R 1250 GS (above) and R 1250 GS Adventure. (BMW Motorrad/)From a structural point of view, the R 1250 GR chassis is unchanged in its GS and GS Adventure variations, which means that front suspension still is managed by a Telelever unit and the rear by a paralever system, both equipped with fully adjustable shock absorbers. In addition, a new-generation Dynamic Electronic Suspension Adjustment (ESA) is available as a factory option to provide automatic bike leveling along with continuous active suspension adjustment in relation to riding style and road or trail conditions. The efficiency of the Dynamic ESA is further amplified when the system is combined with either the Sport Suspension or the Enduro Pack options, offering extreme tunability like the modulation of the suspension unit spring loads. The R 1250 GS and GS Adventure are intended for serious off-road specialists and feature long-travel suspension; consequently the standard seat heights are on the tall side: 33.5 to 34.2 inches on the GS, 35 to 35.8 inches for the GS Adventure. Lower seats are available. BMW’s R 1250 GS Adventure weighs in at a claimed 591 pounds. (BMW Motorrad/)Given the grand touring vocation of the R 1250 GS, great attention was paid to improving the lighting system, now featuring a cluster of three headlights, all with LED units. Adaptive units are optional, controlled by the six-axis inertial platform that makes the inner unit turn to the inside of the curve while keeping it level. Heated seats in combination with heated grips can make wintertime riding much more comfortable and pleasant. And the powerful TFT display is the central command center for all connectivity functions via Bluetooth smartphone, including a navigation system by Google. RELATED: 2019 Honda Gold Wing Tour vs. BMW R 1250 GS Adventure Fully equipped and ready to go, the R 1250 GS tips the scale at a substantial 549 pounds (claimed) while the GS Adventure reaches up to 591 pounds. Source

Despite the drop cloths, Kawasaki’s teaser ad holds clues about what bikes will be released next month. (Kawasaki Motors Corp./)Visit Kawasaki’s US website right now and you’ll be faced with an image of six motorcycles under branded covers alongside a message that says “Coming November 23.” There’s also a countdown clock ticking away the hours, minutes, and seconds until those covers are removed. But that’s a long time to wait, so what can we make out from the firm’s teaser pictures and video, and does it really tell us what new models to expect? A bit of investigation reveals that every single machine under those covers is actually an existing Kawasaki model. That means we should either be expecting moderate updates rather than all-new machines, or that these are just placeholders that approximate the shape and size of the 2021 machines that will replace them. Either way it gives a good guide as to what to expect. One of the new bikes may very well be a dual-sport-style KLX300. (Kawasaki Motors Corp./)Like the accompanying teaser video that Kawasaki released, we’ll start with the smallest new model in the lineup. It’s a dual-sport-style machine, and although we can only see the bottom third of the wheels, a hint of brake disc, a dash of chain guard, and the tiniest glimpse of suspension linkage, those parts are all perfect matches for the KLX250—a bike that’s already available in the firm’s range. RELATED: 2020 Kawasaki Ninja 1000 SX First Ride Review So what do we think the new machine is? Our best guess is that it’s a road-going KLX300, derived from the 292cc KLX300R dirt bike. The KLX300R already shares more than a little with the KLX250, including a near-identical chassis and a bored-out version of the same engine, with the same 61.2mm stroke but a wider 78mm bore instead of the 250′s 72mm. There’s also a good chance we’ll be seeing a supermoto version of the KLX250. (Kawasaki Motors Corp./)The second machine in the teaser is, on close inspection, virtually identical to the first but with supermoto-style rubber on smaller, 17-inch wire wheels. That can only mean one thing—it’s the D-Tracker X. The current D-Tracker X, or KLX250SF, is simply a supermoto version of the KLX250, though it’s not currently sold in the USA. So if there is indeed a new KLX300 in the pipeline for 2021, then a D-Tracker X variant is also sure to be coming. As with the KLX250-based teaser, the wheels, brakes, chain guard, and suspension linkage peeking from under the cover in Kawasaki’s image perfectly match those of the existing D-Tracker X. A next-generation ZX-10R also seems likely for 2021. (Kawasaki Motors Corp./)The next two models to appear in the Kawasaki video and its countdown picture are clearly variations on the same theme, and with their clear sportbike silhouettes there’s little doubt that they are the next-generation ZX-10R and ZX-10RR. Once again, a close look at the few elements that can be seen under the cover appear to confirm it—the wheels, brake discs, and what can be seen of the bellypan and exhaust underneath the cover are absolutely identical to the current ZX-10R. RELATED: Kawasaki Introduces 2020 KLX Off-Road And Dual Sport Models That can mean one of two things. The more likely scenario is that Kawasaki has simply used the existing ZX-10R to create the teaser, rather than going to the hassle of draping a cover over the real 2021 model. Alternatively, if it is the next-gen bike, then it’s a small update, since there’s no change to those visible parts. Although there’s an accompanying racetrack-focused teaser video, we’re not sure if this will be a higher-spec Z H2 or not. (Kawasaki Motors Corp./)Moving on, we come to perhaps the most intriguing of all the bikes in the Kawasaki countdown. Vaguely sporty in shape, it’s illustrated in the teaser video with a section of racetrack footage, even though it’s clearly not a full-on race replica. So what’s the bike in the picture? None other than Kawasaki’s supercharged Z H2. That makes it something of a puzzle, since the Z H2 is already a box-fresh new model, far too young to be considered for an update. So either the bike in question is another semi-naked streetfighter—like a Z1000 replacement—or a new variation on the Z H2. If it was a Z1000, why not use the old model for the teaser image though? The fraction of exhaust and wheels we can see are clearly those of the supercharged Z H2, not the normally aspirated Z1000. Our guess is that this could be a higher-spec version of the Z H2—perhaps a toy-laden SE model, following the template of the H2 SX SE+, or a Carbon model like the Ninja H2 Carbon. A new KLR650 for 2021? Seems likely. It could even be a twin-engine model. (Kawasaki Motors Corp./)The final bike in the teaser is also the one that’s likely to be the best seller of the bunch. Without beating around the bush, it appears to be a replacement for the eternal KLR650. Look at that curved bash guard poking out from under the cover—it’s a perfect match for the old KLR’s. The same goes for the wheels and the chain guard that can be seen, and even the bolts holding the footpegs on are visibly identical to the KLR650′s. There have been rumors for months that Kawasaki is going to launch a KLR700, with some suggesting the engine could even be a twin, based on the Versys 650′s, rather than the thumping single of the old model, to bring the fight to Yamaha’s Ténéré 700. It looks like we’ll find out for sure on November 23. Source

2020 KTM 690 SMC R (KTM/)As covered in our 2019 First Look, the KTM 690 SMC R made its welcome return last year after a stint of being replaced by the KTM-owned Husqvarna 701 Supermoto. This upright machine is known to tear up asphalt in rear-end hacking slides, while delivering a serious smile in almost every riding scenario. This supermoto machine returns again for 2020 powered by the latest-gen LC4 engine that delivers a claimed 74 hp. For extra rigidity and precision, even the 3.6-gallon fuel tank is a load-bearing component in addition to the chrome-molybdenum steel frame—its slim design makes it perfect for flicking around each and every turn. Highlighted features include: two ride modes, cornering ABS, lean-angle-sensitive traction control, motor slip regulation (MSR), a clutchless up and down quickshifter, and Supermoto ABS mode. 2020 KTM 690 SMC R (KTM/)2020 KTM 690 SMC R Reviews, Comparisons, And Competition Riding the orange supermoto last year, we determined that “Rolling out onto mountain roads, you immediately feel the [2019] engine’s effects. Well, actually, it’s what you don’t feel that is most noticeable—for such a big single-cylinder, the new 690 is impressively smooth. There is still a nice thrum to the engine, plenty of character there, but without making your fingers and eyeballs go blurry within the first mile. On tight, twisty roads, predictably the 690 is an absolute blast.” There aren’t very many manufacturers that have stuck with designing supermotos, but you will still find a few: Aprilia’s Dorsoduro, Ducati’s Hypermotard 950, and Husqvarna’s 701 Supermoto. 2020 KTM 690 SMC R (KTM/)KTM 690 SMC R Updates For 2020 Nothing major was highlighted for 2020. The SMC R is available to slay at a starting MSRP of $11,899. 2020 KTM 690 SMC R Claimed Specifications Price: $11,899 Engine: Liquid-cooled 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: 4.2 in. Front Suspension: 48mm inverted fork, compression and rebound adjustable; 8.5-in. travel Rear Suspension: Fully adjustable; 9.4-in. travel Front Tire: 120/70ZR-17 Rear Tire: 160/60ZR-17 Wheelbase: 57.9 in. ± 0.6 in. Fuel Capacity: 3.6 gal. w/ 0.4 gal. in reserve Dry Weight: 324 lb. Source

Testing remains a foundation for the motorcycle group. (Jeff Allen /)Safe to say in 1962 when founding Cycle World publisher Joe Parkhurst started the magazine, he hadn’t envisioned how big a truly independent motorcycle publication that served the reader first might become. And before his death in 2000, could he have envisioned how the next 20 years would change publishing? No, 1962 was not 2000, and 2000 definitely isn’t 2020. Yes, the changes have been remarkable, and I am thankful that our mission to bring the best writing and testing to motorcycle enthusiasts, no matter what they ride, has remained constant. It is this very notion that makes me personally happy to share that New York-based powersport fintech company Octane has acquired Cycle World and the rest of the Motorcycle Group from Bonnier Corporation, including Motorcyclist, and Dirt Rider, Motorcycle Cruiser, plus ebike and electric-mobility title Cycle Volta, as well as ATV Rider and UTV Driver. If it’s got a motor and wheels and is built for fun and utility, we’re in. Inherent to our mission across our brands has been growing motorcycling, because we all know how much better life is on two wheels (and four), and only wish to share this with more people. Octane’s mission is the same, growing motorcycling and powersports, and connecting people with their passion. The message from Octane’s leadership to the motorcycle group staff is that the company’s number-one priority is supporting our ability to tell great stories, perform more testing, and help riders and potential buyers research and understand the machines they love, which have always been our core values. The print edition will see its final issue in 2020 and be replaced in 2021 with a digital-only magazine. (Cycle World/)A big part of me is sorry to report we are ceasing Cycle World print magazine. I can’t begin to count the number of words I have written for print since my first day at CW in 1999. I have loved making the print magazine, especially in the high-quality quarterly format we’ve been producing since 2018, but if you want to reach a large audience of enthusiasts and people interested in motorcycling, digitally is by far the best way to do that. If Parkhurst were alive today, would he look at the publishing (and other) tools available to him and invest in the places that reached the greatest number of people who love motorcycles? I think so, because in 1962, Parkhurst embraced the most effective platform to reach motorcycle enthusiasts in the greatest number. That’s what we are doing now, and, as ever, are working to honor the legacy he left for us. We will continue to produce a refreshed, high-quality digital version of the magazine after the final print issue of 2020. We will get to test more bikes and work harder on these channels that serve the most readers, and we’ll continue to bring the grand storytelling and epic adventures we have always aimed to produce. The adventure continues! (Jeff Allen /)My optimism for new ownership comes from a few key points. One is that Octane is a tech startup that has used a lot of smart people to build easy-to-use digital lending tools that help riders and dealers get bikes on the road. Meaning that they are well equipped to greatly improve the experience readers have when they visit our websites. Another is that the expert editorial team producing these historic titles is not changing, and that we’ll renew our effort in the UTV/ATV space. Octane respects the work and the people who make it. So the established testing methodology executed by the best team in the business will continue bringing real instrumented tests, with dyno runs and verified weights and measures gathered by our team of pros. That is to say, we will remain in our built-out 18,000 square-foot headquarters that includes a Dynojet 250i rear-wheel dynamometer to measure engine output, the full shop with three motorcycle lifts, a solvent tank, and tire machine. The large photo and video studio remains ready to have the finest images captured by our staff photographer and staff videographer. We will increase the number of instrumented performance tests of motorcycles, executed by our Road Test Editor who recently again finished on the podium in MotoAmerica Stock 1000 racing. We are vested in giving real data in thorough, detailed, accurate, and impartial testing of new motorcycles. We have extended this work ethic into the pedal-assist bicycle market, and will do the same in UTV and ATV. The degree of change in publishing just during the time Bonnier has owned the Motorcycle Group titles has been huge. If you don’t believe the company’s creativity and resourcefulness allowed its brands to continue doing the best possible job in the face of remarkable shifts in marketing spends, technology, and consumer behavior, please take a look at the state of the publishing industry in general and specifically other motorcycle media entities. It was this support and hard work that allowed us to continue when others have not, and I thank them for this. I am also thankful that they worked very hard to find us a new home that can support us as we look to the future. With Octane’s support, the editorial product here will grow stronger, and will focus on the stories we know readers want the most, publishing those through our most effective channels. Through every bit of change and all the pressures that a massively altered business landscape have produced, we have worked tirelessly to keep you, the reader, as the fundamental focus of our efforts to bring real data and great storytelling to life. Our mission has not changed, and will not change. We work for you. Source

As the global pandemic and government regulations continue to call for restaurant owners, shop managers, and events teams to adapt on a seemingly weekly basis, one generally accepted solution has been to take things outside. Like many businesses, the International Motorcycle Show (IMS), an event that connects powersport brands with enthusiasts and buyers, is following that model by changing its normal convention-center setting to the outdoors. The International Motorcycle Show takes the event outside. (Progressive IMS Outdoors/)IMS SVP Tracy Harris announced that this latest adaptation is the “biggest evolution” of the event and will open up opportunities for attendees to participate in more demo rides, both dirt and road, as well as further allow for ebikes and emobility vehicles to play a “stronger role.” IMS Marketing Manager Meredith Loza elaborated that ebikes and emobility will have both an increased OEM presence as well as more demos as part of the “Discover the Ride” segment. IMS will also “reach out to those communities of people who are enthusiasts of micro-mobility or electrics to drive more new customers into the events and therefore into riding motorcycles,” she continued. Ebikes will also have a stronger presence in the revised show. (Progressive IMS Outdoors/)In addition to showcasing the latest motorcycles, scooters, ATVs, gear, aftermarket accessories, and previously mentioned ebikes, IMS will also feature overland and RV products to expand the “Adventure Out” segment and “thus welcoming potential and qualified riders into the industry,” the press release reports. Bringing the event outdoors opens up the opportunities for more demos on four- and two-wheeled machines. (Progressive IMS Outdoors/)Now, the number of motorcycle OEMs have not been solidified as of this report, but IMS did say that should be determined within the next 40–60 days. As they have in past IMS events, attendance from OEMs, aftermarket, and small space vendors will make up the event’s layout. What’s a show without some exciting entertainment? (Progressive IMS Outdoors/)IMS seems to have a lot of good things coming that make this a family friendly show as well. It will continue to have the kid zone with a children’s track, as well as an expansion on the preteen segment with motorcycles that fit that age group’s sizes. It has also relayed that it will be continuing the women-only track time on the “Discover the Ride” course, which IMS said was a successful component to previous shows. Loza stated that it will have a “festival vibe” with concerts by local bands, entertainment (such as custom and vintage bike shows), and riding demos for many different types of vehicles (on- and off-road, electric- and gas-powered, and two- and four-wheelers). The show said it is looking into organizing group rides to the event locations as well. These updates will help round out this revised industry get-together. Making it family and new rider friendly. IMS will cater to young and new riders with various activities specific to those demographics like tracks, IMS' “Discover the Ride” segment, and ebike demos. (Progressive IMS Outdoors/)COVID concerns? Informa, IMS' parent company, we were told by Harris, “has collaborated with association partners UFI (Global Association of the Exhibition Industry), AEO (Association of Event Organizers), and SISO (Society of Independent Show Organizers), industry peers, venues, suppliers, and relevant authorities to develop industry-wide AllSecure standards that raise the bar on safe, hygienic, productive, and high-quality organized experiences. The enhanced measures developed provide the highest levels of hygiene and safety at its events providing everyone with reassurance and confidence they are participating in a safe and controlled environment. All Informa events will be run according to official government and local authority guidance in the first instance, as well as any venue or location-specific regulations. In addition, all Informa events will follow the 10 Informa AllSecure priority commitments. Wherever applicable and possible, our events will also apply the fuller range of standards and guidelines described in the Informa AllSecure guidebook.” Whether or not capacity is limited will really come down to the actual venues, Harris stated. Right now, IMS is looking at “very large outdoor venues to accommodate a significant amount of people in a safe way,” Harris continued. Pricing, location, and dates for next year’s events are yet to be determined. (Progressive IMS Outdoors/)Locations and dates have not been determined, but the team did give us an idea that in order to avoid any adverse weather conditions at the locations, they aim to hold the events between the months of May and September 2021 in a number of cities across the US. The schedule will be released early December, so be ready to block out some three-day weekends as IMS said, for now, the events will be held during Friday-Sunday time frames. Ticket pricing is yet to be determined. Source

2020 KTM 790 Adventure (KTM/)Looking for a middleweight motorcycle with ultimate adventure chops? KTM’s 790 Adventure or R model (with up-spec’d suspension) is one that will fit the bill. When the prototype was introduced at the 2017 EICMA, it caused quite a buzz in the ADV world with its off-road purpose. When it was released in 2018, it was “Billed as the most hardcore of KTM’s Adventure line, the 790 Adventure R is fitted standard with tires and suspension capable of serious off-road duty.” While both models share the same 799cc LC8c motor, the R is primarily differentiated by its WP suspension with more adjustability and longer travel. The 790 Adventure and Adventure R are, as KTM says in its press material, “developed with the intent of adventure riding but to also be accessible for riders of all sizes, experience, and ability.” 2020 KTM 790 Adventure R (KTM/)2020 KTM 790 Adventure/Adventure R Reviews, Comparisons, And Competition In our 2019 review of both models, Cycle World Senior Editor Justin Dawes covered that “No adventure motorcycle feels this thin between the rider’s knees, optimizing body positioning for aggressive off-road riding. You can toss the bike around like a big enduro, thanks to the compact chassis and narrow feel.” In regard to the engine, “Right off the bottom, a torquey yet controllable snap pushes the 790 forward with authority. Lofting the front end over obstacles requires just a slight tug at the clutch. The engine’s willing grunt is perfectly suited for negotiating technical terrain; all the power you need is right there off the bottom and midrange to tackle any issue that might arise on the trail.” After talking about the suite of electronics, Dawes found, “All of this makes for an excellent adventure motorcycle, but the WP suspension takes the 790 Adventure R to a level that no other ADV has yet to achieve. This motorcycle is an off-road weapon, a wolf in orange clothing, and a revolution in the segment.” The above praise is possibly enough to sell you on this motorcycle, but you also probably have tabs on Yamaha’s Super Ténéré ES, Yamaha Ténéré 700, Honda’s Africa Twin, Suzuki’s V-Strom 650/XT, BMW’s F 850 GS, and Kawasaki’s Versys 650. 2020 KTM 790 Adventure R Rally (KTM/)KTM 790 Adventure/Adventure R Updates For 2020 No major updates for the models, however, for 2020 KTM introduced its limited-edition 790 Adventure R Rally which is limited to 500 units worldwide. It is based heavily on the 790 Adventure R, with the same chassis and engine, the major key difference is the addition of the fully adjustable WP Xplor Pro suspension. The Rally is topped off with additions like an Akrapovič exhaust, carbon fiber tank protectors, and Quickshifter+ as standard. While the standard 790 Adventure price starts at $12,699, the Adventure R is $13,699 and the Rally is $19,499. 2020 KTM 790 Adventure/Adventure R Claimed Specifications Price: $12,699–$13,699 Engine: Liquid-cooled DOHC parallel twin Displacement: 799cc Bore x Stroke: 88.0 x 65.7mm Horsepower: 95.0 hp @ 8,000 rpm Torque: 64.9 lb.-ft. @ 6,600 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.7–33.5 in. (base)/34.6 in. (R) Rake: 25.9°(base)/26.3º (R) Trail: 4.2 in. (base)/4.3 in. (R) Front Suspension: 43mm fork, nonadjustable; 7.9-in. travel (base)/48mm fork, compression and rebound adjustable; 9.5-in. travel (R) Rear Suspension: Preload adjustable; 7.9-in. travel (base)/Preload adjustable; 9.5-in. travel (R) Front Tire: 90/90-21 Rear Tire: 150/70-18 Wheelbase: 59.4 in. (base)/60.2 in. (R) Fuel Capacity: 5.3 gal. w/ 0.8 in reserve Dry Weight: 417 lb. Source

Patents show Aprilia working on a new trike, possibly powered by the old Mana 839cc V-twin. (Aprilia/)When Aprilia introduced the automatic transmission-equipped Mana in 2006, it wasn’t a success. The idea of bolting a scooter-style twist-and-go transmission to a big 839cc V-twin engine turned out to be better on paper than in reality and didn’t attract a vast number of buyers. But the same powertrain might turn out to be just the right solution for the firm’s latest brainchild—a big tilting trike that looks to rival the likes of Yamaha’s Niken. The larger-capacity three-wheeler may be in the same category as Yamaha’s 847cc Niken trike, though it would (presumably) have an automatic transmission. (Aprilia/)Leaning three-wheelers make up a section of the market that’s still trying to define itself. Aprilia’s parent firm, Piaggio, popularized the trike idea for smaller scooters with its MP3 model some 15 years ago and many rivals have emerged since then, but there’s clearly a lingering belief that the same arrangement could also be a success on larger machines. Aprilia and Piaggio both tried 500cc scoots based on the layout, but it’s Yamaha that’s gone all-in on the big tilting trike format by launching the Niken, which is powered by the 847cc three-cylinder engine from the firm’s MT-09 two-wheeler. That doesn’t appear to be a move that Piaggio is taking lying down, and the patent images you see here show how the company is working on a bike that would clearly rival the Niken, as well as debuting a new version of the leaning front suspension system that’s been developed specifically for higher-performance applications. The patents show the rear end of Aprilia’s since-retired Mana model, presumably just for reference. (Aprilia/)The bike in the patents clearly uses the rear end of the Aprilia Mana, which might be an ideal choice, as its CVT transmission and relatively gentle 75 hp, 839cc, SOHC V-twin would offer an easy-to-use appeal for the car drivers it would be hoping to convert. Combining motorcycle levels of performance with scooter-style ease of use and the added grip, stability, and confidence that two front wheels bring might be just enough to sway potential new riders who lack the confidence to jump straight from cars onto two wheels. What’s more, in some places—including the EU—the layout would be legal for car license holders to use without needing to take any more instruction or testing. However, the Aprilia patent’s main focus is the high-performance tilting front suspension system, which means a similar design could also be applied to a machine using another of Aprilia’s engines—perhaps the new 660 twin or even the 1,100 V-4 of the RSV4. The main focus however is not on the older engine or bodywork, but a new high-performance tilting front suspension system. (Aprilia/)Like both the Niken and the MP3, the tilting front end on this patent is based on a set of parallel spars that mount on pivots just below the bike’s bars and carry a head tube at each end, ensuring that the front wheels lean at the same angle as the main body of the bike. However, the suspension works differently: Where the Niken uses telescopic forks and the MP3 features leading-link suspension, the new Aprilia design features curved alloy uprights leading down between the front wheels, connecting to them via four short, wishbone-style links. RELATED: Yamaha’s Niken Three-Wheeler Is a Corner-Carving Missile The result is a setup that offers racecar-style levels of adjustment. Tweaking the lengths and pivot points of those “wishbone” elements means the wheel angles can be altered depending on suspension travel to maximize grip. Like a car, each wheel has a coilover shock of its own—and patent illustrations show these as high-spec, remote-reservoir units. The new setup uses a different style suspension than previous designs, with each wheel receiving its own high-spec shock. (Aprilia/)While we wouldn’t expect the final production machine to look quite like the illustrations—it seems unlikely that Piaggio would dig up the old Mana’s rear bodywork and exhaust as shown in the drawings—their detail appears to suggest a project that’s much more advanced than an engineer’s idle doodling. It’s likely that there’s a genuine prototype somewhere in Aprilia’s Noale headquarters that looks just like the drawings. No doubt Piaggio’s bean counters are paying close attention to Yamaha’s Niken sales and making calculations to decide whether the market for big, tilting trikes is healthy enough to support a rival. Source

“He did so much for us, and the only thing he really asked in return was to give our best effort.” (Andrea Wilson /)“What’s wrong, son?” chuckles the man, laying his hand gently against the young boy’s cheek. A lamp on the bedside table reveals stubborn defiance and a trembling lower lip, the little face framed by a pillowcase adorned with a motorcycle motif. “No!” the young boy demands. “Wrong ending! Tell it again!” And so, with mock reluctance, the man launches into what is clearly a familiar tale of a thrilling racing battle waged between protagonists identified by colorful nicknames. A glimmer of suspicion lingers on the young boy’s rapt visage as the astonishing exploits of King Kenny and Fast Freddie tumble out until, with the imaginary conflict seemingly approaching its climax, a new character is introduced. “But wait, who’s this?!” the man exclaims, and the young boy’s wariness morphs into gratification. “Number 69? The race program says he’s a rookie, entered as a wild card. He’s listed as an American, name of Nicky, but how can he be up to third place after starting from the last row of the grid?! And he’s not finished yet! They enter the final corner, and Nicky swoops under Fast Freddie and locks onto King Kenny’s rear tire! Now he’s pulling out of the draft, and as they cross the line, it’s Nicky by a hair!” And with that, finally, the young boy permits Earl Hayden to tuck in the sheets, switch off the lamp, and kiss him good night. Three and a half decades later, the racing exploits of Earl’s offspring are now complete, and the Hayden family legend is cemented. Along with older brother Tommy and younger brother Roger, the late Nicky Hayden has captured the hearts of racing fans, first on dusty Midwestern ovals, and eventually on roadrace circuits across the country and globe, the old-school “Earl’s Racing” logo accompanying them from start to finish. Earl and Rose at their wedding in 1976. Earl would later half-joke that he courted Rose—a talented equestrienne who began motorcycle racing while they dated—figuring she would improve the Hayden bloodline. “I needed to catch a Thoroughbred because I’m not that fast!” (The Hayden Family/)Champions may be born, but they’re also made and, along with mother, Rose, the Hayden family patriarch has guided and supported his children in myriad ways: remov­ing springs from the playroom rocking horse to develop balance; running five stopwatches while the kids (including daughters Kathleen and Jenny) spun countless laps around their farm practice track, Sunset Downs (so-named for the family’s penchant for riding until dusk); and driving the old box van through the night to get from school to another race. Having contracted the motorcycle bug when his school bus made a daily stop at a local dealership, Earl began racing locally, wearing the No. 69 that would later be famously appropriated by his son Nicky. (Earl claims he chose the number because it could be read even when his bike was upside down.) (The Hayden Family/)“He did so much for us, and the only thing he really asked in return was to give our best effort,” Roger recalls. “That was between the races as well—out in the shed washing bikes and gear, just doing what we could. We had a mechanic, but our dad wanted us to be a part of it—not just watch TV all week and then show up when it was time to get in the truck to leave. Our teams have always liked us, and I think that goes back to our respect for them because we knew the time they were putting in. At the end of the day, it taught us about responsibility.” With three daughters of his own, the lessons are perhaps even more apt for Tommy. “He’d drive us 12, 15 hours each way nearly every weekend,” he marvels. “After I was 4 or 5, his commitment to just us was unlimited. He didn’t have any hobbies of his own; every bit of energy and money and spare time went to help us reach our goals—and that didn’t change until now, really. I think about it all the time; that unselfishness would work in whatever path you choose with your kids. Now, honestly, I look myself in the mirror and think, Could I do that for my kids? I’m more appreciative than ever.” Nicky works the bike wash in the Haydens’ Owensboro, Kentucky, driveway. (The Hayden Family/)Of course, committing to a cause is easier when you truly believe in it, and thanks to Earl’s inspirational example, the Hayden kids were true apostles, to the extent that they viewed scrubbing race wheels more as playtime and less as a household chore. And as the examples of the family’s devotion to racing accumulated, they took the form of tales that were added to Earl’s ample canon—factual but imbued with romance through countless narrations. Nearly every weekend beginning in 1991, the family’s ’89 Ford box van (purchased used from pro dirt-tracker Scott Stump) was on the road to another race, loaded down with equipment for up to five kids (not counting friends and mechanics). (The Hayden Family/) Earl would sometimes fashion a second level in the back using folding tables, and he swears he could fit 12 or 14 bikes (many of which were 60s or 80s). For return trips, space for trophies had to be factored in. (The Hayden Family/)Anyone who has had the good fortune to sit with “Squirrel” can attest to his yarn-spinning prowess. With a Kentucky twang, a charming lexicon, and a bottomless pool of material accumulated through a lifetime of experiences, he has regularly entertained audiences of adoring race fans, jaded journalists, and hard-nosed team personnel, just as he once enthralled the Hayden kids on Earl’s Lane in Owensboro (where race posters still cover the walls and ceiling of the little upstairs bedroom). Earl started Nicky racing so early, they had to use batting gloves for his tiny hands (The Hayden Family/) Following the advice of dirt-track legend Scott Parker, the Haydens transitioned to roadracing in the early ’90s, making regular trips to Texas CMRA races. (The Hayden Family /)Since checking out library biographies of sports greats as a youth, Earl has recognized that stories have the power to teach, but also to advance careers. He once happened across a vinyl disc called Motorcycle Man: The True Story of Motorcycles, with singing by Buddy Mize, as well as spoken-word stories about actual AMA Grand National Championship racers. Earl recorded the album to play on road trips with the kids, who gained an appreciation for racing history, but he also made bootleg copies and handed them out to potential sponsors, firmly establishing his family in the minds of managers—handy when it came time for contract dispensation. Earl often reminds people that Nicky, Tommy, and Roger’s renowned ’02 Springfield TT podium sweep was technically the Haydens’ second such accomplishment; 13 years earlier, Tommy, Nicky, and sister Jenny took the top three positions in the 65cc TT class at the Peoria, Illinois, AMA Amateur Nationals. (The Hayden Family/)More than anything, though, Earl’s stories inspired his kids to chase their dreams—to seek a historic brotherly sweep of the 2002 Springfield TT podium; to leave behind a beloved family and live in a frigid Belgian apartment in order to face the world’s best; to be the first rider on the track and the last one off during monotonous days of testing at sweltering circuits; and even, in the Portuguese gravel at the 2006 MotoGP World Championship’s penultimate round, to dare think that a crash out of the point lead needn’t mean all is lost. Earl in a typical pose—trackside with Rose and his faithful clipboard, complete with three stopwatches (one for each son). (The Hayden Family/) Thanks to their talents and abilities—but also their good manners and likable personalities—Roger, Nicky, and Tommy managed to land spots on top teams throughout their careers. (The Hayden Family/) Through their success, the Hayden family has remained united but open, even as their numbers have grown through marriage and children. Here, they celebrate MotoGP’s 2019 retirement of Nicky’s No. 69. (The Hayden Family/)The young man lines up in fifth position and glances at “the Doctor,” who sits four grid spots and eight championship points ahead, with the crown to be decided over the next 30 laps. The Spanish crowd roars, the lights flash off, and the young man drops the clutch, rocketing forward with a lightning start. He brushes alongside his title rival’s left elbow as they hurtle down the front straight, and when the pack exits turn one, he sits several spots out of the lead, but ahead of the Doctor. Inside his helmet, the young man’s expression is calmly determined. He already knows how this story ends. Source

The 2021 BMW R 18 heavyweight cruiser certainly gives you a lot to look at, but the monstrous 1,802cc or 110ci horizontally opposed boxer twin engine—the largest BMW Motorrad has ever produced—steals the show. Strapped onto Cycle World’s in-house Dynojet 250i dyno, the R 18 produced 81.34 hp at 4,800 rpm and 103.09 pound-feet of torque at 2,880 rpm. The graph clearly shows the emphasis BMW engineers were going for, with generous torque from near idle: Roughly 95 pound-feet is available from 1,750 rpm and output doesn’t drop below 90 pound-feet until just before 5,000 rpm, with stated rev limit of the engine at 5,500 rpm. So ample torque is available across the range, emphasis and sweet spot being 1,750 to 3,500, which backs up real-world test impressions. 2021 BMW R 18 Dyno Chart (Robert Martin/)In our first ride of the BMW R 18, Senior Editor Justin Dawes noted both the ample torque available down low, and the presence of vibration as revs rose. “This is an engine that prefers to lope rather than gallop—both power delivery and higher-rpm engine vibration ask the rider to short-shift and use torque rather than revs,” Dawes commented. “And vibration is prominent when trying to make time on the R 18. Beginning just at about 3,500 rpm and continuing through 4,500 rpm, the engine is a buzz-bomb in this 1,000 rpm range. Mirrors blur, fingers fizz, and lower portions of your body tingle. Thankfully, at 80 mph in sixth gear, revs sit just below the vibration threshold, meaning you can go fast.” Technical Editor Kevin Cameron wrote about the engine in this preview, including BMW’s decision to omit a balancer that would reduce engine vibration. The R 18′s power output is on par with its American-made competitors, particularly the Harley-Davidson Milwaukee-Eight 114 V-twin, which produced a near identical 81.3 peak horsepower at 4,780 rpm, but roughly 8 percent more max torque of 111.47 pound-feet of torque at 2,520 rpm. It’s no coincidence the R 18′s curves closely resemble those of the Harley. You can see the last time we ran the Street Glide 114 on the dyno here, as well as the resulting power increase of the Screamin' Eagle 131 crate engine swap project bike for which we had run the 114. Source

The new 1250TR-G is the most powerful production bike yet to emerge from China. (CFMoto/)Few Chinese motorcycle firms have been as readily accepted in the West as CFMoto. This year it has raised its game again with the launch of the 700CL-X, and for 2021 the company is taking another huge leap into the big leagues with its new 1250TR-G tourer. First making its debut earlier this year as a prototype targeting the contract to supply China’s massive market for police and security service motorcycles, the 1250TR-G is the production-spec, civilian version that will go on sale in the first half of 2021. It made its debut over the weekend at the huge CIMA show in China, which is one of the few big motorcycle expos not to be canceled due to the COVID-19 pandemic. The new bike continues the years-long cooperation between KTM and CFMoto, with the latter company building some of the Austrian firm’s smaller engines of late. (CFMoto/)What makes the 1250TR-G significant? Well, it’s the most powerful production bike yet to emerge from China and a machine that cements the growing ties between CFMoto and KTM. The two companies have worked together for several years, with CFMoto building KTM-branded bikes for the Chinese market and responsible for manufacturing some of the Austrian firm’s smaller engines for sale worldwide. This year CFMoto has also taken on production of the KTM LC8c parallel twin, as used in the 790 Adventure, 790 Duke, and 890 Duke R. The TR-G’s large-displacement V-twin is based on KTM’s LC8 vee, but in this application it’s tuned more for torque. (CFMoto/)With the 1250TR-G, CFMoto gets its own large-capacity V-twin using a design based on the big LC8 vee that’s powered KTM’s most powerful models over several generations, ever since it first appeared in the RC8 superbike more than a decade ago. Coming in at 1,279cc, the CFMoto engine isn’t identical to any existing KTM version of the engine, and unlike the Austrian versions, it’s tuned for torque rather than out-and-out power. Peaking at 140 hp, it’s just a fraction ahead of BMW’s 134 hp R 1250 RT, which is surely the CFMoto’s most direct rival in the touring bike market. That TFT screen is the largest you’ll find on a motorcycle and it performs multiple functions. (CFMoto/)Along with more power, the new CFMoto promises an overload of technology as befits a range-topping tourer. The bike’s TFT instrument display is the largest ever seen on a motorcycle, and it offers multiple configurations of instruments as well as a mind-boggling array of information. It can tell you everything from the radio station playing via the bike’s JBL-made stereo to the tire pressure. It also allows the rider to control several onboard functions including the bike’s built-in Bluetooth multimedia and navigation, as well as the riding modes and the settings of the electronic suspension, which comes courtesy of WP. Brembo radial calipers operated by a Bosch ABS aim to change the unflattering image of Chinese bikes. (CFMoto/)The name brand components continue onto the brakes—Brembo radial calipers are operated via a Bosch ABS system—and between them mean that despite the 1250TR-G’s Chinese roots there’s little to suggest the bike’s quality will fall anywhere below what you might expect from Japan or Europe. Just as Hyundai and Kia have transformed the image of Korean-made cars in recent years, CFMoto is on the warpath to change the perception of Chinese motorcycles. As it’s going up against the likes of BMW’s R 1250 RT, the 1250TR-G piles on touring amenities like JBL speakers. (CFMoto /)At the moment we’re still waiting to find out what CFMoto’s plans are for the 1250TR-G on the export market, but with production expected to start in the first half of 2021 it shouldn’t be long before that becomes clear. Source

One of the ways the CB750 changed the industry in 1969 was by simplifying production via a one-piece crankshaft and plain journal bearings. Shown is a 1970 model. (Courtesy Bonhams /)Honda’s 1969 CB750 took the marketplace by storm, outselling Triumph/BSA’s 750 Triple 10 to one. England did nothing. Advanced Japanese production systems could now build overhead-cam electric-start bikes at pushrod and kickstart prices. Honda’s new four introduced automotive cost control in the form of a one-piece forged steel crankshaft that was carried, not in the traditional ball or roller bearings, but in simple and reliable plain journal bearings. Triumph’s Edward Turner had moved in this direction in 1937 by running the 500 Speed Twin’s aluminum rods directly on its crankpins, but like Ducati in its long-running twins, he retained rolling main bearings. Motorcycle engines had always used rolling bearings. Soichiro Honda himself was a believer, insisting that his classic four-stroke GP bikes of the 1960s have complex and fabulously expensive pressed-together roller crankshafts, able in the five-cylinder 125 to spin up to 21,000 revs. Today, every single engine in Formula 1, MotoGP, and World Superbike spins on plain journal bearings. Kawasaki’s early big four-strokes like the Z1 continued to use a crankshaft turning on traditional rolling bearings. (Courtesy Wikipedia/)Plain bearings are sensitive to dirt, but factories were now clean, and use of fine-particle-stopping pleated paper oil and air filters was beginning. A forged one-piece crank had no pressed-together joints to slip, but Honda’s fearsome RC181 Grand Prix 500 four in its final year (1967) did suffer instances of slipped joints. Enough. It was time for change. That would take time—Kawasaki and Suzuki in their early big four-strokes continued use of roller cranks (Suzuki’s big GS has a role to this day in ProStock drag racing, so Vance & Hines list its own, made-from-new-forgings roller drag crank at $5,500). Today, some off-road four-stroke singles do have roller rods, but that is more to simplify the oil system than for any intrinsic value in rolling bearings. The brand’s new two-stroke H1 triples quickly showed their prowess in match races against Bonnevilles and Sportsters. (Kawasaki Archives/)Kawasaki, inheriting a lackluster BSA-like 650 twin from a subsidiary, in the later 1960s pushed into the US market with high-performance two-stroke rotary valve twins in 250 and 350 displacements. Honda’s long experience in that market had given them full coverage from 50 to 750cc, but the relatively bland performance of most Honda production bikes left room for hot rods like the new Kawasakis. In 1969, the former aircraft manufacturer added a 500cc inline-triple, the Mach 1, a bike which quickly became king of the closing-time match races, pushing Triumph Bonnevilles and Harley Sportsters down the pecking order. Talk right and you could ride away on one for under a grand. Yes, they smoked and said “ding,” but quarter-mile time slips didn’t lie. Disc brakes on the CB750 were also a first for production motorcycles of the late 20th century. (Andrew Cherney /)Disc Brakes Arrive Honda’s CB750 introduced the disc brake to the motorcycle market, but the idea had been played with off-and-on since Jaguar in 1953 used experimental Dunlop disc brakes on its C-type sports racing car to win the Le Mans 24-hour race. Drum brakes could be made very powerful by adding the self-servo action of leading shoes (a geometry in which shoe pressure is boosted by wheel rotation), but this tended to make braking “digital”—either on or off. Disc brakes could be both very powerful and accurately controllable. When our new 1974 TZ250 arrived at Boston Cycles, we sold its outdated big drum brake to a street guy for a hundred bucks (people are paying $2,500 for them now) and put a single 10.6-inch RD350 disc brake in its place. By the early 1970s, more powerful motorcycles were starting to overwhelm the narrow-profile, skinny tires of the day (Motorcyclist Archives/)The Tire Revolution Of 1972 Little Yamaha 350 twins won Daytona in 1972 and ’73 while full 750 two-stroke triples from Suzuki and Kawasaki tore up their tires. In ’72, Phil Read on Peter Williams’s Norton-based racer was fourth behind three little Yamaha twins, and in ’73, Dick Mann on a Triumph Triple was fourth behind three Yamaha 350s. Motorcycling was turning upside down. Everybody was learning fast in racing. When we got to the Dallas national in ’73, there was Dick Mann, puzzling over what he was to do with the Triumph 750 twin he’d been issued for the event. Wider rubber with a round profile and under-tread belts would prove to be the answer. (Motorcyclist Archives/)Dunlop’s Tony Mills saw that what he called “the hard rubber era” was over. To handle the 100-plus hp of the new 750 two-stroke racers plus the added load of the Daytona banking, called for a much wider tire with a round section that laid down a big footprint at all lean angles. Race tires had always been of all-weather design, with deep water drainage grooves molded into their tread. Such grooves made individual tread elements weak, allowing them to flex, generating tire-destroying heat. Mills' new tire retained only a few vestigial grooves—just enough to say so. To stop centrifugal tire growth at speed, he gave his tire a fabric under-tread belt. The modern motorcycle tire of today began with his innovations. Bultaco saw the possibilities of placing a lightweight engine in a minimal package to appeal to the off-road crowd. (Courtesy Amazon/Jager/)Off-Road Bikes For Everyone Back in the “you meet the nicest people” days, it wasn’t long before “street ‘n’ trail” versions of small Japanese bikes appeared, often with a giant bacon-slicer rear sprocket. Bultaco, in mountainous northern Spain, combined the lightweight two-stroke engine with minimalist cycle parts to make off-road bikes attractive to a specialist following. The new European sport of Motocross was transformed by the lightness of two-stroke power. Marketing now took over—if a few purists like off-road sport, where’s everyone else? Yamaha’s DT-series two-strokes sold briskly and soon great numbers of riders were churning dirt on weekends. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. 1974—Long-Travel Suspension Arrives There’s nothing like active competition to inspire ideas. Up to the beginning of the 1970s, motorcycle chassis and suspension had evolved along 1950-60s lines, following the epoch-making Featherbed twin-loop frame designed for Norton in 1950 by the Irish McCandless brothers. Rear suspensions offered roughly 3 inches of travel—plenty for traditional street riders, but the impacts and jump landings of the expanding off-road market soon uncovered an underlying principle: a suspension’s ability to absorb energy is proportional to the wheel travel, squared. In practical terms that meant you could leave the 3-inch people far behind by extending suspension travel, and enjoy the victory party while the short-travel riders took to their beds with hot compresses. Rethinking Suspension Dampers And here came another discovery: Traditional rear shocks, even though designed to have 90 percent of their damping on the rebound stroke, felt like they were locking solid at the high damper-rod speeds of off-road riding. It was a case of simultaneous invention—when engineers at Honda, in the US aftermarket, and elsewhere, actually measured damper-rod speeds in the field and tried to simulate them in their labs, damper rods broke just as they were breaking on MX tracks everywhere. Simple compression damping just pushed oil through an orifice, converting suspension energy into the kinetic energy of a fluid jet. The nature of fluid resistance is that the pressure necessary to produce this jet rises as the square of speed. This quickly reached a state of “orifice limitation”; it effectively locked solid at higher damper rod speeds. Engineers quickly came up with variable-orifice compression systems (usually, flexible washers covering many orifices) that prevented this, and soon found they could tailor any desired curve of resistance-versus-damper-rod velocity. This tailoring is what “re-stacking your shock” is all about—using combinations of bending washers and shims to achieve the desired damping curve. RELATED: Kawasaki Z1 - CLASSICS REMEMBERED Racers had long known that it was best to time your upshift off Daytona’s last infield turn 5 to occur just as you hit the transition from the flat onto the 31-degree banking. If you didn’t, the combination of damper compression lockup and being under power could send you sliding. Strange to say that problems first encountered in the Spanish mountains and on 25-hp 250 MXers produced a revolution in road bike and roadrace suspension, but that’s just what happened. Three fundamental changes launched the modern late-20th-century motorcycle—Tony Mills' wide, round-profile tire on a matching wider rim, long-travel suspension, and the engineered suspension damping curve. Wider Tires Back in 1971, we were told what a privilege it was to have a rare WM4 rear rim 2-1/2 inches wide between flanges to give a proper foundation for present-day wide tires. (They’d been made especially for the anticipated but unrealized 1968 500 battles between Mike Hailwood on Honda and Giacomo Agostino on MV. Today, powerful motorcycles have rear rims 2-1/2 times wider than this—6.25 inches.) In 1974, Yamaha’s TZ750A was delivered with a 3-inch (WM5) rear rim and we later mostly used 3.5-inch. But 20 years later those tire and rim sizes, which were huge in our eyes at the time, were being used on little 250s! Source