Hugh Janus

Jordan Graham won the inaugural Hooligan class at the Mint 400. (Ducati /)The Mint 400 is one of the oldest off-road races in the United States, and for 2020 the Hooligan class was added. Hooligan flat track has drawn racers and fans to venues all over the US, and now the Mint is looking to capitalize on the buzz with the new class. On March 6, heavyweight, multi-cylinder bikes based on streetbikes blasted out into the desert. Less than five hours later Jordan Graham crossed the finish line on his Ducati Scrambler Desert Sled 45 minutes ahead of second place. Months before, we ran into Graham during a multi-bike test in his home town in Central California. He had just signed the deal with Ducati to race flat track on a Ducati Scrambler and he let us in on the plan to race a Desert Sled at the Mint 400. Having seen him destroy the hill climb event at the HighPipe Scrambler Festival on his flat track bike in 2018, we had no doubts he would be the first to the checkers. Spider Grips prepped the Fasthouse duo’s Ducati Scrambler Desert Sleds for the Mint 400. (Ducati /)Graham was joined on the team, which was a partnership with Ducati and Fasthouse, by Ricky Diaz. The two went straight to the front of the standings on their highly modified, Spider Grips-prepped Scramblers, with Diaz grabbing a short-lived lead over Graham. Graham then put on the charge we knew he would, and pulled ahead. Diaz unfortunately dropped out of second place and the race when a rock destroyed his shifter. Another Spider Grips Desert Sled piloted by the tag team of Alexander Smith (yes, that Smith) and Michael Allen moved from third to second thanks to Diaz’s mechanical. Graham crossed the finish line, completing two 80-mile loops of the course, in 4 hours, 45 minutes, and 33 seconds. Check out the video below from Ducati Scrambler to go behind the scenes of the Mint 400. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Source

KTM has released details about the updates made to its XC-W TPI two-stroke enduro, XCF-W four-stroke enduro, and EXC-F dual sport bikes for 2021. All of the models have an updated WP Xplor fork that now features an external preload adjuster. Also, each of the bikes are outfitted with new gray accents on the radiator shrouds, airbox cover, side number plates, and rear fender. Related: 2020 KTM 350 XCF-W Review Model-specific updates include the 150 XC-W receiving a new cast piston that replaces the prior model’s forged piston. The cast piston on the 2021 model is said to improve durability while keeping weight to a minimum. Also, the 500 XCF-W and 500 EXC-F come with a new shift locker that is claimed to provide increased durability. 2021 KTM 150 XC-W TPI The 2021 KTM 150 XC-W TPI features a new cast piston that is claimed to provide increased performance, consistency, and durability. (Courtesy of KTM/)2021 KTM 250 XC-W TPI All of KTM’s enduro and dual sport models, including the 250 XC-W TPI (pictured), have an updated WP Xplor fork that features an external preload adjuster. (Courtesy of KTM/)2021 KTM 300 XC-W TPI The 300 XC-W TPI is the highest-displacement two-stroke model in KTM’s enduro lineup. (Courtesy of KTM/)2021 KTM 350 XCF-W KTM’s entire enduro and dual sport lineup, including the 350 XCF-W (pictured), have new gray plastics and graphics. (Courtesy of KTM/)2021 KTM 500 XCF-W The KTM 500 XCF-W enduro model (pictured) and 500 EXC-F feature a new shift locker for 2021, which is said to increase durability. (Courtesy of KTM/)2021 KTM 350 EXC-F First introduced in 2012, the 350 EXC-F is KTM’s smallest-displacement dual sport model. (Courtesy of KTM/)2021 KTM 500 EXC-F The 2021 KTM 500 EXC-F has a claimed dry weight of 240 pounds. (Courtesy of KTM/)Source

The 2020 Yamaha MT-03 is the bLU cRU’s latest addition to its hypernaked lineup, which also includes the highly addicting, bigger-displacement MT-07, MT-09, and MT-10 models. Ahem, the MT-03 has big shoes to fill. This lightweight machine is an evolution of Yamaha’s YZF-R3 supersport machine, sans a full fairing. Instead it receives aggressive naked-bike styling familiar with its siblings and a one-piece motocross-style handlebar for a more upright riding position. The MT-03 is powered by the same 321cc DOHC parallel-twin engine as the YZF-R3, as well as the same basic chassis. Dyno performance numbers on Yamaha’s MT-03. (Robert Martin /)Ahead of an upcoming test, we strapped the new model to our in-house Dynojet 250i dynamometer, recording horsepower and torque measurements. The MT-03 produced 37.07 hp at 10,590 rpm and 20.22 pound-feet of torque at 9,010 rpm. Stay tuned for more testing! Source

Brixton’s new flagship Crossfire 500 and Crossfire 500 X are expected to hit European dealerships this August. Shown is the X model. (Brixton Motorcycles/)The EICMA show has hosted its share of new model debuts over the years, many of them relentlessly hyped examples from well-known marques. So when Brixton Motorcycles announced that its Crossfire 500 concept—introduced in 2018—would be going into production at last November’s show, it probably didn’t register on most watchers’ radar. That may have been because of the brand’s penchant for cranking out small-displacement air-cooled Chinese-made retro roadsters for much of its five-year existence, but the two just-launched Crossfire 500 models—the Crossfire 500 and Crossfire 500 X—look to change those preconceptions. Somewhat, anyway. The Crossfire 500 was shown as a concept bike at the 2018 EICMA show and most of the details—including the signature “X” tank design—have carried through to the production version. (Brixton Motorcycles/)For one, Brixton Motorcycles has recently begun designing its own bikes thanks to parent company KSR Group’s new state-of-the-art design studio in Krems, Austria. Developed by the KSR Group design team, the Crossfires are the first results of the process, matching the EICMA concept bike in almost every way. That means a relatively trim, retro/tracker aesthetic packaged into a basic tube steel frame with a stubby tail, spoke wheels, round headlight and—what Brixton calls the design highlight—a uniquely X-formed fuel tank shape. The company is keen to point out the “X” tank is meant to serve as a signature design language of Brixton Motorcycles going forward, and all Brixton vehicles with the new X-tank design will be called “Crossfire,” creating a sort of independent sub-series within the lineup. That’s all well and good, but if you’re like us, you also can’t help but notice another design feature; the Crossfire’s eerie similarity to Husqvarna’s Svartpilen, minus the trellis frame. Makes us wonder just how far the KSR design studio is from Mattinghofen… Does anybody else see a Svartpilen hiding in plain sight? (Brixton Motorcycles/)In any case, a straight seat line carries through on both models (though the actual saddle and material is different on the X), and even with all the retro flourishes, the Crossfire 500 still manages to squeeze in an LED headlight and indicators, and a digital speedometer. Also of note is the fact that the Crossfires pack Brixton’s largest engine to date—a completely new water-cooled 486cc inline twin that’s said to be good for 47 hp at 8,500 rpm and 31.7 pound-feet of torque at 6,700 rpm. That places it firmly in the UK’s A2 license category for riders aged 19–24 and limits bikes to 47 bhp (the Crossfire is marketed for Europe). The new DOHC mill was developed over a two-year period and is currently Euro 4 compliant, with Euro 5 certification said to be coming by year’s end. Fuel injection, six speeds, and Bosch ABS also separate the running gear from the brand’s previous offerings, with build quality and components also looking to be more carefully considered. You’ll see J.Juan brakes - which Brixton curiously mentions are the same spec as KTM’s 790 model, though that rear disc looks worryingly undersized - an adjustable, upside-down KYB fork, and a full stainless steel exhaust, to name a few of the tastier bits. Although details and dimensions are few and far in between beyond those, it sounds like a decent start. The Crossfire 500 models carry Brixton’s biggest displacement engine, a new 500cc inline twin. (Brixton Motorcycles/)Differences between the 500 and the 500 X models are minimal, with the X getting bolder graphics and some dark accents, a higher-mounted plate holder, a flatter, tracker-like ribbed seat, and a wider bar. The X also rolls on burlier Pirelli MT 60 rubber versus the 500’s Pirelli Angel ST donuts, but based on photos, the riding position looks mostly upright on both, with mid-mounted pegs and wide-ish bars contributing to a slight forward lean. Although the launches of the Crossfire 500 and Crossfire 500 X had to be postponed because of the COVID-19 pandemic and the bikes were launched online last week instead, production has now started, and Brixton says the first models are expected at dealers in August. As you’ve probably guessed, the Crossfire 500s and their approximate $7000 pricetags are meant for European markets, but based on KSR’s website, they may make the leap to this side of the pond sooner rather than later. LED lights and a digital dash give a welcome touch of modern to the Crossfire’s mixed aesthetics. (Brixton Motorcycles/)As for Brixton, the company? Although the name might give you the impression it’s based in South London, the brand is actually part of Austria’s KSR Group, a global organization which imports bikes from a slew of Chinese manufacturers including CFMoto. KSR has also recently relaunched the Malaguti brand, and has ties to Benelli and Royal Enfield (but not, as far as we know, to KTM). Headquarters are in Krems, Austria, with international partners in Asia. Brixton itself exports bikes to around 40 countries worldwide, and although it says its bikes are sold in Europe, Asia, and North and South America, we couldn’t find any dealers in the US. The Crossfire 500 X model brings some darker elements, a wider bar and a different seat and plate holder, but that’s it for differences between the two. (Brixton Motorcycles/)The company also has other products on the horizon, like the Crossfire 125 XS minibike, expected to debut in July 2020. The XS picks up the basic idea of the Japanese minibikes of the 1970s, but refines it with modern styling and contemporary technology. And next year, Brixton says it will roll out the “normal size” Crossfire 125 with a water-cooled engine. Its third 125cc newcomer will hark back to a different segment when it also rolls out in July 2020; the Rayburn 125 is going for bobber style with a sprung solo seat, a leather tool bag, and two-tone paintwork. Lastly, the brand has done little to dispel rumors that its large-displacement Bonneville look-alike, shown as a 1200 concept bike at EICMA, is also headed for production. Will we be seeing some of those wheels on this side of the world soon? brixton-motorcycles.com The Crossfire 500 X is also a bit more scramblery and a tad pricier. (Brixton Motorcycles/) Brixton will soon have another Crossfire model in the series, with this 125cc minibike. (Brixton Motorcycles/)2020 Brixton Crossfire 500/Crossfire X Specifications Price Approx $6758 / $7,096 USD [5,999 / 6299 Euro] Engine 486cc, DOHC inline parallel twin Fuel Delivery Electronic fuel injection Transmission/Final Drive 6-speed/chain Claimed Horsepower 47 bhp @ 8,500 rpm Claimed Torque 31.7 lb.-ft. @ 6,700 rpm Front Suspension KYB upside-down fork; N/A travel Rear Suspension N/A Front Brakes Single disc; Bosch ABS Rear Brake Single disc; Bosch ABS Wheels, Front/Rear 17 in.; aluminum spokes Tires, Front 120/70-17 Pirelli Angel ST / Pirelli MT 60 Tires, Rear 160/60-17 Pirelli Angel ST / Pirelli MT 60 Rake/Trail N/A Wheelbase 55.7 in. Seat Height 31.2 in. Claimed Wet Weight 418 lb. Fuel Capacity N/A Source

Vespa and Christian Dior have collaborated on a special model of the Vespa 946 scooter. (Vespa/)Seventy-four years on, Vespa is the most iconic scooter ever. It is also in the running for the most iconic two-wheeled vehicle. Now this reputation is further enhanced in the fashion world by a special model with the legendary fashion house Christian Dior. Vespa and the French maison share a common birthdate, the year 1946. And now they found that a common celebration would be a very nice opportunity to share the platform. Enter Vespa 946 Christian Dior. The Vespa 946 was unveiled at EICMA 2012 and received enthusiastic attention from the public because it refreshed the original style of the first Vespa, updated and enriched by a very high level of execution of refinement. The profile of the front shield, the position and shape of the headlight, and the design of the seat recalled and at the same time smartly updated the original styling. Pricing has not been announced for the Vespa 946 Christian Dior. (Vespa/)Now the already exclusive Vespa 946 has been redesigned by Christian Dior Creative Director Maria Grazia Chiuri, who added exclusive graphics and execution touches that underline the ties between Vespa 946 and Maison Christian Dior—like the blue leather seat trim and handlebar grips, the cream white paint with gold pinstriping that extends to the wheels, and the handmade aluminum inserts. Chiuri also added exclusive Christian Dior diagonal finishing to the seat support structure and the same graphic theme carries a top case, backpack, and helmet. Clearly aimed at the most sophisticated fashion market, Vespa 946 Christian Dior will be manufactured at the Pontedera Piaggio premises on a special assembly line where everything will be hand executed. This very exclusive edition is powered by the standard 125cc three-valve unit like all Vespa 946s. Price has not been confirmed. Source

A 1966 Yamaha TD1-B first built as part of Cycle World’s aborted Isle of Man TT effort that year. Later owned by Gordon Jennings and restored by Jeff Palhegyi of Palhegyi Design, a noted collector of two-stroke race bikes. (Jay McNally/Cycle World Archive/)I can’t get worked up over “those great old bikes,” and I don’t wish my hands were going to sleep riding them. Motorcycles continue to evolve rapidly, so one lesson of the past is that what we regard as cool and ace today will in 10 years seem embarrassingly unsophisticated. In 1965, our local roadrace hero Andy Lascoutx bought a Yamaha 250 TD1-B two-stroke roadracer (number 188, one digit ahead of the engine number of the one I am currently assembling). Being accustomed to lackluster homebuilt racers, after first practice at Vineland, New Jersey, he was bubbling with enthusiasm. Drink in the variety of aluminum surface finishes—so fresh, so apparently unaltered by time. This bike has a black frame but the original color was a subtle “cordovan metalflake.” This bike wears the chrome-plated “Suzuka pipes” also seen on the Ascot Scrambler. See the fuel-frothing stock remote fuel bowls, bravely bolted to the engine! As you accelerated, fuel sloshed to the rear, making the engine run lean. Those chrome horns on the carbs and metal rear fender are not seen on TD1-B. (Mark Hoyer/)“It’s so fast! And if I want to go faster, I just turn the grip more! And the brakes! If I want to stop faster, I just pull the lever harder!” The passage of a year changed his perspective. The engines broke rings or the cylinder chrome chipped. The magnetos went out of time. Used very hard, the drum brakes were at their limit, and cracks were appearing in the iron wear rings cast into them. Suspension was harsh. Vibration made riders’ hands tingle and go numb. This bike has the proper late-B spring-mounted pipes (the bolted-solid chrome pipes cracked constantly) painted with heat-resistant silver paint. The angled flat you see on the side of the pipe is for cornering clearance. Also the swingarm is correct—you can just make out the long gusseting (it was made longer in steps with every model, TD1, TD1-A, B, and C). Carbs are as they should be—no horns. For two-strokes, the shorter the intake the better. As you blew past the 25-hp Ducati singles it was proper to sit up and pretend to adjust your goggles. (Jay McNally/Cycle World Archive/)Races were won in the process, yes, but it could have been better if… At Yamaha they did something about it—in 1967 came the TD1-C, whose cylinder plating was so good that you could actually wear out a cylinder (think of it—a thousand miles!). New nodular iron rings no longer broke. And now people were trying Ceriani forks in place of the seal-blowing stocker, and rudimentary disc brakes were being tried. Girling rear shocks (they came on all British bikes of the time) could be fitted with optional softer springs that stopped the pogo effect and increased grip. Change. This very early bike still has the watermelon-shaped gas tank of the RD48 250 GP bike which gave its T1 chassis for use in “stock”-based US AMA racing. Pipes are rigidly mounted at both ends, but Yamaha soon learned better. If that thin sheet aluminum tank touched the frame anywhere, a crack appeared immediately. So it sat on special molded rubber cushions at front, rear, and middle. Just try to find an original petcock for that tank! Those are the short little Suzuka pipes with their giant 1-inch tail pipes. Next try was the longer pipes on B-models with smaller tail pipes. Brave beginnings, learning every day. (Yamaha /)Looking back at the B-model from the C made it seem pitiful—like a collection of amateur mistakes. But that’s how design evolves—you build your best idea and try it in the real world. Parts break or don’t work as planned, and better solutions are developed. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Today, occasionally the owner of one of the modern breed of Hinckley Triumphs decides to try a classic—say, a 1966 Bonneville. The first reaction is the normal clumsiness of learning kickstarting in place of button pressing. Once the engine starts comes the question, “Did they all vibrate like that?” After that comes the need to learn “the English roll,” which is how riders of the past dealt with the combo of unstable idle and a tendency to cut if the throttles were lifted too quickly. The trick is to make your wrist motion look decisive, while actually not moving too fast for those good old pot-metal carbs. Don Vesco on his ex-Team Cycle World Yamaha TD-1 at Carlsbad Raceway in Southern California. (Cycle World Archive /)For the sake of fairness, two things strike me. First, the bikes of the past represented the best solutions of their time, so those of us who saw them in showrooms (rather than at today’s vintage meets) remember them as a new dawn. And second, we ourselves were new and unsophisticated, so those bikes which now seem so quaint were then the blaze of new creation. That state of mind is rewarding at any age and as I assemble TD1-B #189, I feel tinglings of that original brand-new-in-the-crate enthusiasm and optimism. I become, in some degree, my earlier self. I’m enjoying that. The molded plastic tach and switch panel, and the little bosom fairing are later additions, and the polished aluminum fork crown appears to be TD1-C. Looks like a TZ throttle grip—those 156-prefix stock grips are hard to find! That great big steering-damper adjusting knob is the real thing though—just under the lower end of the steering stem is a miniature clutch that is the dry friction steering damper. When Gary Nixon was bothered with a wobble or two at the Loudon, New Hampshire, AMA National, he’d get through the turns and then busily tighten the damper for the straight. Then he’d quickly unscrew it to have fluid steering where he needed it. The coming of hydraulic steering dampers put an end to all that. (Mark Hoyer /)I do know that if I get as far as starting the engine, the vibration in bars, seat, and pegs will still lie well outside OSHA guidelines and the chance of chipping the chrome in a cylinder will be unchanged from 1965. The rear shock springs will still have their pavement-breaking 125 pounds-per-inch rate. I’m not old! I’m 25 again! That coal-shovel seat back is aluminum, and most of them vibrated off after cracking at the screw holes. Rider Frank Camillieri, with whom I worked in 1968, didn’t bother to replace it. “It’ll just break again.” When at a Canadian CMA event he was asked what kind of oil he put in his fork, he replied, “I dunno, I’ve never looked.” In the void under the rear of the tank can be seen the C-type float bowl bracket (bowls are invisible behind the rear edge of the fairing) which hung down from the chassis in an effort to soften the engine’s vibes. Better was coming—rubber-mounted center-float Mikuni VM30s of the 1969 TD2—new chassis, new suspension, new brakes. (Jay McNally/Cycle World Archive/)Bikes become obsolete but enthusiasm and optimism never do. Source

2020 Ducati Scrambler 1100 Pro (Ducati /)The beefiest of the Ducati Scrambler lineup comes as the 2020 Scrambler 1100 Pro and 1100 Sport Pro. Each model has 1,079cc at its disposal, which gears them toward riders looking for a scrambler with a punch of power in the city (perhaps with a passenger on the newly coated seat), a jaunt down the freeway stretch, and on the twisty back roads. Both models feature traction control, Cornering ABS, and three riding modes. Key components where the 1100 Sport Pro differs include the Öhlins suspension, low-slung handlebars, café racer rearview mirrors, and matte black color scheme with side panels that include the 1100 logo. 2020 Ducati Scrambler 1100 Sport Pro (Ducati /)2020 Ducati Scrambler 1100 Pro/1100 Sport Pro Reviews, Comparisons, And Competition In Cycle World’s First Look Preview of the models, contributor Bruno dePrato concluded that “The new Scrambler 1100 Pro and Sport Pro offer a little extra performance zest over the regular Scrambler 1100 version, and extra safety thanks to the additional electronics. Think of the Scrambler 1100 Sport Pro as the hip grandson of the original Ducati Monster 900.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Interested buyers in the beefy Italian duo may also be interested in the duo from England: the Triumph Scrambler 1200 XC and Scrambler 1200 XE. 2020 Ducati Scrambler 1100 Pro (Ducati /)Ducati Scrambler 1100 Pro/1100 Sport Pro Updates For 2020 Both the 1100 Pro and 1100 Sport Pro feature revamped graphics, new exhaust and seat trim, shorter rear fender, and low plate holder. The Ducati Scrambler 1100 Sport Pro is, well, sportier with a new, narrower, and shorter handlebar with café racer-style mirrors, and Öhlins suspension. The 1100 Pro is available in the new Ocean Drive color scheme and the 1100 Sport Pro comes in matte black. 2020 Ducati Scrambler 1100 Sport Pro (Ducati /)2020 Ducati Scrambler 1100 Pro/1100 Sport Pro Claimed Specifications Price $13,495 (1100 Pro)/$15,495 (1100 Sport Pro) Engine Air-cooled L-twin; 2 valves/cyl. Displacement 1,079cc Bore x Stroke 98.0 x 71.0mm Horsepower 83.5 hp @ 7,250 rpm Torque 66.7 lb.-ft. @ 4,750 rpm Transmission 6-speed Final Drive Chain Seat Height 31.9 in. Rake 24.5° Trail 4.4 in. Front Suspension 45mm inverted fork, fully adjustable (1100 Pro)/48mm inverted fork, fully adjustable (1100 Sport Pro) Rear Suspension Preload and rebound adjustable Front Tire 120/80-18 Rear Tire 180/55-17 Wheelbase 59.6 in. Fuel Capacity 4.0 gal. Wet Weight 454 lb. Source

2020 Ducati Scrambler Sixty2 (Ducati /)Priced at $7,995, the 2020 Scrambler Sixty2 is Ducati’s lowest-priced and smallest-displacement scrambler. Ducati claims this model is “inspired by the youth culture of skateboarding, surfing, and pop music,” and makes it attractive to millennials, Gen Zers, and, in general, younger or less-experienced riders with use of the approachable 399cc L-twin engine. That said, it packs premium features like the 10-spoke aluminum wheels wrapped in Pirelli MT 60 RS tires, 2-into-1 low-slung exhaust, 41mm Showa fork, Kayaba rear shock (with adjustable preload), ABS as standard, steel tank, and LED positioning light and taillight. 2020 Ducati Scrambler Sixty2 (Ducati /)2020 Ducati Scrambler Sixty2 Reviews, Comparisons, And Competition Although the price is on the lower end of the Ducati Scrambler spectrum, we still thought that, “Compared to most other sub-500cc motorcycles, the Sixty2, has a premium name and premium price tag that elevates it into a new niche. At $7,995, it’s just $1,000 less than the entry-level Icon 800 in the U.S.” But alongside that “This might be a 400cc motorcycle, but it shares most of the components with a premium bike.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Competition for a smaller-displacement scrambler-esque machine includes Husqvarna’s Svartpilen and Vitpilen 401. Otherwise you can jump up in displacement (and price) to Triumph’s Street Scrambler or other Ducati Scrambler models. 2020 Ducati Scrambler Sixty2 (Ducati /)Ducati Scrambler Sixty2 Updates For 2020 No updates were made to this model. Atomic Tangerine is the available colorway for the US market. 2020 Ducati Scrambler Sixty2 Claimed Specifications Price $7,995 Engine Air-cooled L-twin; 2 valves/cyl. Displacement 399cc Bore x Stroke 72.0 x 49.0mm Horsepower 40.0 hp @ 8,750 rpm Torque 25.1 lb.-ft. @ 8,000 rpm Transmission 6-speed Final Drive Chain Seat Height 31.1 in. Rake 24.0° Trail 4.4 in. Front Suspension 41mm conventional fork, nonadjustable; 5.9-in. travel Rear Suspension Preload adjustable; 5.9-in. travel Front Tire 110/80R-18 Rear Tire 160/60R-17 Wheelbase 57.5 in. Fuel Capacity 3.7 gal. Wet Weight 403 lb. Source

2020 Ducati Scrambler Desert Sled (Ducati /)Evocative of the machines that ruled the Southern California deserts in the ’60s and ’70s the Ducati Scrambler Desert Sled is geared for off road, so you can branch even further off the beaten path. With 19-inch front and 17-inch rear spoked wheels wrapped in Pirelli Scorpion Rally STR tires, an off-road riding mode, abundant suspension travel, a reinforced off-road frame, off-road-style footpegs, motocross-style handlebar, front and rear mud guards, and skid pan, there’s no hiding its off-road capability. Interested? You are most likely one who wants a little more dirt time, but one who also looks for the convenience of riding it from home to desert and back. 2020 Ducati Scrambler Desert Sled (Ducati /)2020 Ducati Scrambler Desert Sled Reviews, Comparisons, And Competition 2018 saw color updates, and in 2017 we found that “Power from that air-cooled mill still feels relatively soft, but the user-friendly delivery means you can break the rear loose with better control and confidence.” Competition for the dirt-inclined Ducati Scrambler Desert Sled includes the Triumph Scrambler 1200 XC and Scrambler 1200 XE ($14,000/$15,400). Ducati Scrambler Desert Sled Updates For 2020 No major updates were announced, but the Desert Sled meets Euro 5 standards. 2020 Ducati Scrambler Desert Sled (Ducati /)2020 Ducati Scrambler Desert Sled Claimed Specifications Price $11,995 Engine Air-cooled L-twin; 2 valves/cyl. Displacement 803cc Bore x Stroke 88.0 x 66.0mm Horsepower 73.0 hp @ 8,250 rpm Torque 49.0 lb.-ft. @ 5,750 rpm Transmission 6-speed Final Drive Chain Seat Height 33.9 in. Rake 24.0° Trail 4.4 in. Front Suspension 46mm inverted fork, fully adjustable; 7.9-in. travel Rear Suspension Preload and rebound adjustable; 4.9-in. travel Front Tire 120/70R-19 Rear Tire 170/60R-17 Wheelbase 59.3 in. Fuel Capacity 3.6 gal. Wet Weight 461 lb. Source

2020 Ducati Multistrada 1260 (Ducati /)With a successful 100,000 units sold since 2003, the Multistrada lineup is one of Ducati’s best-selling. The Multistrada is a sport/adventure-touring motorcycle that embodies “four souls” as Ducati says: It can serve as a sportbike, long-distance tourer, enduro, and everyday commuter. With variants such as the base model, S, S Grand Tour, Pikes Peak, and Enduro, the range is versatile for riders looking for a claimed 158-hp-pumping machine to carve or commute. If you are looking for the most refined, scope out the Pikes Peak or S Grand Tour models. Hitting the dirt? The Enduro model should be your go-to of the pack. And finally, the S, for those who want just a little more features than the base model (i.e., quickshifter, TFT dash, riding modes, and Ducati’s Skyhook Suspension). 2020 Ducati Multistrada 1260 S (Ducati /)2020 Ducati Multistrada 1260/1260 S Reviews, Comparisons, And Competition In the 2020 First Look of the new Multistrada 1260 S Grand Tour, we stated, “In the Multistrada range, the new 1260 S Grand Tour version is second only to the Pikes Peak in terms of ultimate refinement, but it appears very effectively targeted to the real grand touring enthusiasts.” The 2019 Multistrada 1260 S model spun its rear wheel on our in-house dyno, producing 140.45 hp at 9,810 rpm and 87.14 pound-feet of torque at 7,820 rpm. Competition of this adventure-touring model include the BMW R 1250 GS, Honda Africa Twin, KTM 1290 Super Adventure S. 2020 Ducati Multistrada S Grand Tour (Ducati /)Ducati Multistrada 1260 Updates For 2020 The Ducati Multistrada 1260 comes in five different variations to suit a range of rider needs. These include the 1260 ($18,995), 1260 S ($21,295), 1260 S Grand Tour (new version—$23,295), 1260 Pikes Peak ($25,795), and 1260 Enduro ($22,095). 2020 Multistrada 1260 Enduro (Ducati /)2020 Ducati Multistrada 1260 Claimed Specifications Price $18,995–$25,795 Engine Liquid-cooled L-twin; 4 valves/cyl. Displacement 1,262cc Bore x Stroke 106.0 x 71.5mm Horsepower 158.0 hp @ 9,500 rpm Torque 95.0 lb.-ft. @ 7,500 rpm Transmission 6-speed Final Drive Chain Seat Height 32.5–33.3 in. (adjustable) Rake 25.0° Trail 4.4 in. Front Suspension 48mm inverted fork, fully adjustable; 6.7-in. travel Rear Suspension Fully adjustable monoshock unit, remote spring preload adjustment; 6.7-in. travel Front Tire 120/70ZR-17 Rear Tire 190/55ZR-17 Wheelbase 62.4 in. Fuel Capacity 5.3 gal. Wet Weight 511 lb. Source

The Regent-X is Arai’s lowest-priced full-face helmet. It’s also one of its most comfortable. (Arai/)Arai has earned a reputation for meticulously handcrafted, premium, and expensive racing lids over the years, but with the new Regent-X helmet, the famously high-end hat maker turned its sights on what it says is the true measure of a helmet’s worth: comfort and protection. We’d have to agree that the better a helmet feels on your noggin, the more you’re likely to wear it, ergo the more protective it’ll be. And since Arai already makes some of the industry’s most comfy lids, it’ll come as no surprise that the new Regent-X seamlessly continues the theme. But that doesn’t mean it didn’t drop the ball elsewhere. New shell design and construction make their debut on the Regent-X, but it’s still DOT and Snell M2020 certified. (Arai/)Arai’s newest helmet trots all the hallmarks of the brand, like superior comfort, excellent optics, and a robust shell construction, but at a lower price than we’re accustomed to from the brand. The Regent-X is an evolutionary redesign—basically a replacement for Arai’s entry-level DT-X lid. But it still rolls in premium features including the company’s latest Facial Contour System (FCS)—a set of articulating pads that move when you put on and take off the helmet, and wrap around your face for a snug fit (which also happens to cut noise). Those interior pads have a decent amount of adjustment (and different sizes are available), and now get deeply recessed speaker pockets for more comfortable fit and easier comm unit installs; they’re also removable if you need to wash the stink out. And if you wear glasses, channels within will accommodate your peepers. The semi-removable padding itself is ridiculously plush yet somehow firm and supportive, a silky kiss of soft brushed nylon that makes everything feel all right whether you’re WFO in the hairpin or just tooling around at cruising speed. It’s one of the most comfortable Arais I’ve ever worn, and, no surprise, the inner lining is sweat wicking and antimicrobial too. A new, thinner neck roll also reduces weight and offers a more snug fit, which Arai says makes the helmet quieter as well, though we’d argue it’s the new chin curtain blocking air from below that reduces noise even more effectively. That said, we didn’t find the Regent to be that much quieter than the mid-range Defiant-X (possibly because its wider bottom opening lets in more air). Arai’s articulating FCS cheek pads carry over to the Regent; the pads get recessed speaker pockets for more comfort. (Arai /)Next up is a one-piece EPS liner tuned with varying densities according to their position within the shell, helping to further the aim of a compact yet protective design. To that end, the Regent-X also benefits from a new shell that uses a more cost-effective resin than its higher-end Quantum and Signet cousins; the lightweight, stiff Peripherally Belted Complex Laminate Construction—laminated fiberglass, for the layman—also reinforces the upper edge of the eyeport to increase shell strength without adding weight or price. But if the Regent is the lowest-priced full-face in the lineup, it’s not like you’ll find many compromises; Arai goes so far as to claim that protection is on par with its race-ready Corsair-X. The smooth egg-like exterior profile, according to Arai engineers, is meant to better deflect direct impacts and allow the helmet surface to slide freely, and like all of Arai’s helmets for North America, the Regent-X meets or exceeds Snell M2020 and DOT standards without even breathing hard. Despite it being slightly heavier than Arai’s more expensive lids, the Regent still felt perfectly balanced on my head. We can definitely feel the difference; Arai increased the Regent’s opening by 5mm for easier head entry and exit. (Arai/)If you’re a charter member of the Arai club, you know the Hyper Ridge to be that slightly enlarged band around the base of the shell that lets you slide the helmet’s intermediate oval interior over your noggin just a little easier by widening the entry point. For the Regent-X, Arai tweaked the opening 5mm more in every direction, and I definitely felt way less resistance slipping the thing over my head compared to previous designs. While 5mm sounds like just a subtle tweak, that along with a thinner neck roll makes for a huge difference. Build quality and fit and finish have the usual excellent craftsmanship Arai is famous for, and comfort feels better than ever. It’s in some of the details that I found frustration. The VAS latch captures the shield to hold it closed but the shield occasionally gets caught on it, interfering with a smooth open or close. (Andrew Cherney /)Like all of Arai’s X-series full-face helmets, the Regent comes with the VAS face shield system which includes a lever-operated demisting feature to let you crack the shield and allow in airflow for, uh, demisting. Or is it defogging? Anyway, It’s a two-part process to get the shield fully open. RELATED: DT-X Helmet Is Arai’s Best Full-Face Value The first move is to push up the crescent-shaped lever at the shield’s left-side lip to guide it up over the latch (yup, there’s a latch within that lever) which props it slightly open for airflow. Sounds easy, but it’s not always smooth. If you want the shield up fully, a second motion requires you to curl your thumb under a tab on the shield, and pull it out and off the aforementioned latch while guiding the shield up simultaneously. That means taking attention off the road to clumsily fiddle with gear—usually at speed—and if you’ve got thicker gloves on, it won’t go smoothly. The motion got easier and more intuitive the more times I did it, but if you’re switching helmets often like we do… To close the shield, you push it down until you hear the click of the latch, though some force is required to get it fully seated over the gasket. At first I attributed the stickiness to new-lid syndrome; I figured it’d work itself out once things were broken in, but three months later, the shield still gets caught on the latch more than I like. Who knows—maybe I got a lemon? RELATED: Here’s How You Change the Shield on Arai’s New Corsair-X Helmet That said, when fully engaged in the closed position, the shield completes a damn-near airtight—and definitely watertight—seal at the gasket, experienced through many a rainy ride. The Regent’s eyeport is optically perfect, plenty wide, and offers great peripheral vision, and the shield is Pinlock ready to boot (a Max Vision insert is included). Below the eyeport, a fairly wide three-position chin vent keeps a nice amount of air flowing into the lower half of the lid, and the four exhaust vents do an excellent job of evacuating warm interior air, though the two upper crown scoops are only adequate in the flow department and their smallish slider buttons a pain to handle with gloves on. The front intake vent flips up and down easily to pull in a good volume of fresh air (to its right is the VAS latch). (Arai /)Caveat number two (Arai lifers can probably tune out now, because they know the drill) is Arai’s VAS-V shield changing mechanism. The shield swap process needs no tools and is incrementally easier than previous systems, but despite what Arai claims, it’s still not intuitive, especially compared to nearly every other major helmet manufacturer’s arrangements. If you’re new to Arai, you’ll want to watch the video on the company’s website for the best explanation. But if you’re familiar with the system, you might love it. The Regent-X comes in six colors and three graphics options. (Arai/)The bottom line? Arai’s Regent-X turns out to be an excellent all-around street helmet at a reasonable price, opening up the company’s products to a large portion of riders who simply couldn’t afford them before. The class-leading warranty of seven years from the date of manufacture is huge. And the Regent-X does a great job of eliminating distractions and improving comfort without compromising on Job One: head protection. Crown scoops are operated via small sliders that can be fiddly with gloves on. (Arai/)If it could only get the shield thing simplified… The Regent-X is available now in White, Black Frost, Gun Metallic Frost, Modern Gray, Code Red, and Code Yellow, as well as several graphics options. MSRP is $560 for solids and $690 for graphics. Source

The wait is over. We swing a leg over the US-spec 2021 Yamaha Ténéré 700. (Joseph Agustin/)After decades of the rest of the world having all the dirt roosting fun with the original XT660 Ténéré middleweight, Yamaha finally lets US riders in on the mid size adventure bike action with its hotly anticipated and T7 concept based 2021 Ténéré 700 ($9,999). New from the wheels up, the Ténéré 700 pairs function, value, and ease of use for those who want to taste what real-world rally adventure is about. Editor’s Note: The Yamaha Ténéré 700 was available as a 2020 model in Europe. Aesthetically, Yamaha nailed it with the 700’s styling. Its shape is lean and purposeful, plus it mimics the styling of Andrew Short’s Dakar WR450F Rally racebike. The quad projector LED headlamps afford a Transformer-like look. On a side note, handy headlight adjustment knobs make it easy to tweak the beam of light. Slim and trim. Yamaha’s Ténéré 700 offers a tidy appearance that is as functional as it is good looking. (Joseph Agustin/)From the way the front brakes are tucked inside the spoked 21-inch wheel to its well-thought-out ergonomics that afford a natural and modern dirt bike-type experience, we appreciate its slim overall design. It’s obvious the Tuning Fork brand had its sights aimed on its orange 790 foe. The Ténéré 700 is an exceptionally friendly and easy ADV bike to ride on and off pavement. (Joseph Agustin/)A rectangular shaped LCD instrumentation shows everything you need including gear position, fuel gauge/available range, and nothing you don’t. Plus is easy to read at a glance. A horizontal crossbar above the display facilitates GPS or other accessory mounting. A 12-volt power port provides power. We love the Ténéré 700’s nose highlighted by a quad set of LED headlamps. Adjustment knobs inside the cockpit make it easy to adjust the beam of light. (Joseph Agustin/)With a claimed curb weight of 452 pounds the Ténéré 700 feels light in motion. Although its 4.2-gallon fuel tank is mounted in a conventional location (ahead of the rider’s seat and above the engine), the motorcycle is well balanced and easy to put where you want. In standard configuration the seat is 34.4 inches tall, which is a tad on the high side. This isn’t a bad thing and will be valued by taller riders and/or folks who plan on serious off-road rides. An even taller option (1.6-inch higher) is available, as well as a 1.5-inch lower option (including shock link) as OE accessories. Overall we liked the shape, density, and comfort that the OE saddle provides for our 6-foot-tall frame. The Ténéré 700 has a wide, but not overly so handlebar. It has a pleasing upright bend, which makes it easy for taller riders to stand up comfortably at the controls. (Joseph Agustin/)A fixed windscreen provides adequate wind protection, however for whatever reason, the visor of our AGV AX-9 helmet made for a strange buffeting effect. We appreciate the OE-fitted plastic hand guards which keep your mitts out of the elements. Heated grips are available as an accessory as well for those who rack up the odometer in chilly weather. Comfortable, peppy, and competent. The Ténéré 700 is as refined feeling on road as it is off. (Joseph Agustin/)The aluminum handlebar is wide, but not overly so, and offers a relatively tall bend that makes it easier for big fellas to stand comfortably. The footpegs are appropriately sized and the vibration damping rubber inserts can be removed for enhanced grip against the sole of your boots. Although the brake hardware lacks the visual bling of other ADV bikes in this category the sum of the components nets a braking package that is very easy to use especially over slick terrain. (Joseph Agustin/)Whether riding on pavement or off of it, the suspension offers excellent action. When loaded with brakes, the fork offers just the right amount of pitch that presses the OE-fitted Pirelli Scorpion Rally STR tires into the terrain. This nets a pleasing sensation of grip. Independent spring preload and damping adjustment allow riders to tweak things to their liking. We also like the shock’s handy preload adjustment knob which makes it easy to modify ride height based on handling preference or vehicle load. The Ténéré 700 footpegs are adequately sized and the rubber inserts can be removed for added grip against the sole of boots. (Joseph Agustin/)Further complementing handling sensation are a set of feel-rich front brakes. Although the hardware isn’t brag-worthy, the sum of the components net anchors that are surprisingly effective—especially over slick hard-packed terrain. This helps boost front end feel and lets the Ténéré rider feel comfortable over challenging terrain. Conversely, the rear brake is oddly devoid of feel making it more difficult to trust the bike over challenging terrain downhills. Smartly so, Yamaha includes an LCD display-mounted button that fully disables ABS. And as long as you don’t turn the key off, the ABS remains off even if you stall the bike. The 2021 Yamaha Ténéré 700 ($9,999) strikes a hard bargain in the middleweight adventure bike segment. (Joseph Agustin/)Powertrain-wise, we’re fans of Yamaha’s liquid-cooled CP2 parallel twin. Although a tad tall dimensionally, the engine is narrow and pumps out a wide, flexible spread of power. This permits early upshifts running a gear high and lugging the engine up steep hills and obstacles. With a fully fueled claimed curb weight of 452 pounds, the Ténéré 700 is an agile adventure motorcycle and is especially easy to command. (Joseph Agustin/)Of course, if you want to rev the engine out, it happily complies, however we preferred the way the bike felt at lower rpm in the dirt. The cable-actuated clutch is weighted well, fade-free, and responsive, say, if you feel the need to lift the front wheel over a log. On that note, a sturdy alloy skid plate helps shield the undercarriage from damage. Yamaha also offers a heavier-duty component as an accessory. The 2021 Yamaha Ténéré 700 is powered by a CP2-type 689cc, liquid-cooled parallel twin. The engine offers a wide powerband with pleasing character. (Joseph Agustin/)An uneven 270/450-degree firing interval affords a pleasing engine character while also boosting traction. There is a hint of vibration at the controls, but it doesn’t feel out of place like it does on other ADV bikes. Some will likely gripe that the Ténéré doesn’t offer traction control after all, even the Orange Bridgade’s $6,199 entry-level adventure bike includes this feature, however the CP2 mill is so smooth, refined, and balanced that it feels like it has organic traction control built into it. Well done, Yamaha. This makes for more friendly power slide and/or drift maneuvers without having to worry as much about the engine biting you with a hard power hit. Although a tad tall in stock configuration, the OE saddle is supportive, comfortable, and well suited to long rides. (Joseph Agustin/)Riders seeking a practical and no-nonsense adventure bike capable of taking them well off the beaten path with control will look fondly at Yamaha’s 700 ADV rig. Although it lacks some of the bling available on other middleweight rigs, as a package, you’ll be hard-pressed to find a more easy ADV bike than the Ténéré 700. Riders seeking a real-world adventure bike that’s capable of taking them well off the beaten path will appreciate the function and value afforded by Yamaha. (Joseph Agustin/)Gear Box Helmet: AGV AX9 Carbon Jacket: Dainese D-Explorer Gore-Tex Gloves: Racer Guide Pant: Dainese D-Explorer Gore-Tex Boots: Alpinestars Tech 7 Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. 2021 Yamaha Ténéré 700 Technical Specifications And Price PRICE $9,999 ENGINE 689cc, DOHC, liquid-cooled parallel twin; 8 valves BORE x STROKE 80.0 x 68.6mm FUEL DELIVERY Electronic fuel injection CLUTCH Wet, multiple disc; cable actuation TRANSMISSION/FINAL DRIVE 6-speed/chain FRAME Double cradle steel-tube chassis FRONT SUSPENSION 43mm Kayaba USD fork, fully adjustable; 8.3-in. travel REAR SUSPENSION Kayaba shock, fully adjustable; 7.9-in. travel FRONT BRAKES 4-piston caliper, dual 282mm discs w/ ABS and Off-road mode (disengaged) REAR BRAKE 1-piston floating caliper, 245mm disc w/ ABS and Off-road mode (disengaged) WHEELS, FRONT/REAR Spoked wheels w/ aluminum rims; 2.50 x 21 in. / 4.50 x 18 in. TIRES, FRONT/REAR Pirelli Scorpion Rally STR; 90/90-21 / 150/70-18 RAKE/TRAIL 27.0°/4.1 in. WHEELBASE 62.8 in. SEAT HEIGHT 34.4 in. FUEL CAPACITY 4.2 gal. CLAIMED CURB WEIGHT 452 lb. WARRANTY 1 year AVAILABLE June 2020 Source

Normally we’d say it’s a shame to remove carbon fiber bodywork from a Ducati Superleggera, but not in this case. (Jeff Allen /)Roland Sands just wants to have a good time. And not in the selfishly hedonistic way where he’s just trying to entertain himself. Well, actually maybe that is true… But Sands’ pursuit of a good time has always resulted in the rest of us having fun along with him. From watching him win an AMA 250cc Grand Prix national championship in the 1990s to blowing up the billet-barge jukebox custom scene in the 2000s to bringing flat track to a whole new generation with the SuperHooligan series, his entertainment has been ours. The bare-knuckled brawler Roland Sands wants to see on American racetracks in national competition, recalling naked-superbike glory days. ( Jeff Allen /)Let this custom Ducati Superleggera streetfighter stand as the most recent example. It’s not just a trick custom, but a template for future good times. So, yes, the factory magnesium frame and Superquadro V-twin of this 2014 machine is a trick place to start when the goal is the artful removal of fine parts deemed unnecessary for the goal of being the trickest streetfighter in the land. But all Sands wants to know is can we help him get MotoAmerica to lay out a racing class where stripped-down superbikes with no fairings would be legal? “No rules, basically,” Sands said. “How badass would that be?” Finest number plate in the land? Aluminum was fabricated and fitted, then used as a mold for the carbon fiber piece here. Screen allows airflow to ram intake. (Jeff Allen /)He recalls the circa-1980 days of Wayne Rainey and Eddie Lawson on unfaired 1,000cc superbikes and wants to recapture that brutal purity. We’d watch that. We might even build a bike for it. And if MotoAmerica is willing to race baggers at WeatherTech Raceway Laguna Seca, all we can say is what is it waiting for?! This V-twin Superleggra is a naturally great place to start for a naked-superbike racer, if somewhat expensive and hard to come by. Can’t deny its trickness though. And while on the one hand you could say starting with a motorcycle whose foundation is a magnesium frame and single-sided swingarm makes a trick naked custom build “easy,” you’d be wrong. Not much to change internally with the 1,198cc V-twin with its titanium valves and two-ring pistons. (Jeff Allen /)Modern wiring harnesses and electronics make almost any new custom build a challenge when your goal is to artfully project industrial beauty and cleanliness. Miles of wires, bags of sensors, and the fanciness that is the Superleggera means the rider-aid brain with IMU/GPS should be located as close to the stock location as possible, which is hard when you’re throwing away a lot of “stock,” especially the fairing and brackets. Where to put all these wires and boxes? “It’s like stuffing 15 pounds of s—t in a 5-pound bag,” Sands said. RSD lead fabricator Aaron Boss made all the new bodywork with a retro vibe. (Jeff Allen /)The IMU was modeled in place with a custom fixture and they tested the bike by moving it around and found it could be tucked in tighter at the front of the bike than standard. The ECU, meanwhile, normally just sits there under a fairing panel but it needed a new solution for hiding, so they stuck it under the tank in a cassette-like way; you push it in and it pops out of its mount. Tidy and clever. The bellypan finishes the bike’s under-engine look and also houses more electrical business. With stock Brembo calipers so beautiful, light, and high performance, they were left standard. Carbon fiber scoops aid cooling. (Jeff Allen /)A motorcycle made of exotic materials demands more of the same. So while RSD fabrication chief Aaron Boss made aluminum panels, covers, and the front number plate, these were just used as molds for the carbon fiber pieces you see now. The factory subframe is carbon fiber and weighs…1 pound, Sands said, and was the inspiration for the other c-f pieces. Febur superbike radiators fit the naked-superbike vibe. (Jeff Allen /)Custom triple clamps and high, carbon fiber handlebar take this exotic to the street and, in a nod to hooliganism, ABS has been removed. The carbon fiber factory kickstand remains, as do the magnesium wheels and titanium hardware all over the bike. And would you change MotoGP-derived nickel-plated Brembo front brake calipers or the most beautiful factory foot controls and pegs? No. Removing most of the fairing panels made electrical system packaging a challenge. A new bellypan houses battery, voltage regulator/rectifier, and other components. (Jeff Allen /)The 1,198cc engine’s claimed 200 hp asked only for a modified titanium exhaust by Akrapovič, a system that looks like an exotic fat metal python about to strangle the engine, except its function is the opposite of “strangle.” Febur superbike radiators are burly and bare up front, allowing the front cylinder to poke through as Ducati engineering strived for best weight distribution. The finished bike, variously called KH9 in honor of the wealthy client it was built for, the UltraSuperleggera, or the Super Duper Leggera, weighs just 339 pounds. Not bad versus the 366-pound no fuel claimed weight of the stocker. RSD finally settled on The Super’, and made limited-edition T-shirts and a video. Jake Zemke, manager and rider coach for MotoAmerica superbike racer Cameron Beaubier, rides the RSD Superleggera Streetfighter at Auto Club Speedway in Fontana, California. (Jeff Allen /)It looks great in photos, and even better in person. Retired AMA superbike racer Jake Zemke, who also is a rider coach through Zemke Riding Development, modeled the bike at one of his Southern California trackdays, proving its worth as a road-course-ready streetfighter. Zemke takes flight on this 339-pound Ducati custom. (Jeff Allen /)Sands remains fired up about “hooligan” superbike. “It worked for trackers, right?!” he said, reminding us of his SuperHooligan national “heavy bike racing” flat-track series. Sands is not wrong. “Uncover the bike!” he continues. “It’s a retro aesthetic with high tech.” Not every bike gets its own T-shirt. (Roland Sands Design/)See, Sands just wants some fun and I think we’d all be entertained by it. Source

Kevin Cameron (Robert Martin/)Yesterday’s mail brought me a book yellowed by age, describing the earliest days of auto racing, beginning 125 years ago in 1895. In that book is the dazzling array of clever ideas that explode from the human imagination when a new technology arrives—in this case, the internal combustion engine. Very soon, sadly, practicality takes over. Building fascinating prototypes is great fun, but the only thing that can in the long run pay for that fun is strong sales of product. Very quickly, the radical stuff is discarded in favor of the cheapest and easiest-to-produce designs that can sell at a profit. Orthodoxy squeezes out creativity. Marketing folk are today lyrical over the excitement of driving three-wheeled machines whose single wheel is in the rear, but Léon Bollée in 1896 entered four of them in the Paris-Marseilles event of 1,063 miles. The Race Commission had no category for them, saying, “This hybrid vehicle, neither a car nor a motorcycle, belongs to no type.” It was therefore called “miscellaneous.” One of them won the event. Visitors to today’s custom shows are delighted when a single part is made to serve two or more functions (I’m remembering a long ago issue of Mechanics Illustrated featuring a ladies’ handbag that was also a portable radio—order today! Operators are standing by!). One of the early racing cars employed a frame tube as a cooling-water duct, reprised by a 1950s Belgian Saroléa motorcycle whose exhaust passed through its frame. It all brings to mind Erik Buell’s use of a swingarm as an oil tank and frame beams as fuel tank. Mm, I’m also recalling a system which monitored the pressure of hydrogen gas confined inside hollow metal helicopter rotor blades: Any drop in pressure signified the appearance of a crack. Single parts serving multiple functions is nothing new—long before Erik Buell using the frame spars as a fuel tank (like on this EBR 1190SX) engineers used the frame of vehicles as water-cooling ducts and exhaust pipes. (EBR/)Overheating is timeless—the Bollée brothers’ engines of 1896, with “cooling by radiating ribs” (aka “cooling fins”) was termed “not effectual” because the region of the head surrounding the exhaust could during a long run be seen to glow at red heat. In 1982, Harley-Davidson’s great racing manager, the late Dick O’Brien, told me the prototype iron XR750, father to the aluminum XR dirt tracker only now being retired from the sport, could be seen to glow after a run, if the lights in the test cell were switched off. He quoted a cylinder head temperature of 900 degrees. For this reason auto engines were quickly switched to water cooling, with the head to be the first part to be water jacketed. Motorcycles, whose engines were more exposed to airflow, persisted with “radiating ribs” for many more years. For the Paris-Boulogne race of 1899, the Filtz flat twin was given water-cooled heads. This engine also attempted to achieve exceptional operating smoothness by having its two cylinders on the same axis, so that the shaking forces of the two pistons, moving at 180 degrees to each other, would completely cancel. This engine accomplished that by having two crankshafts, each geared to a third shaft carrying a large flywheel—quite a price in complexity to pay for notional perfection. In today’s BMW flat twins, the cylinders are offset to allow both crankpins to be on a single crankshaft (practicality rules!) but this offset generates an oscillation around a vertical axis, bothersome enough to cause that company to now cancel it with a balance shaft. Yet thoughtful people were considering this problem in 1899. Harley-Davidson’s iron XR750 flat track racer would glow red in the dark after runs in the test cell from temps reaching 900 degrees. (Harley-Davidson /)When you see the expression “45-degree V-twin,” what brand comes to mind? Think again—the 9-hp Cottereau entered for the Paris-Toulouse race of July 1900 was a 90 x 110mm 45-degree V-twin of 85ci. In the event, Cottereau and his creation, intrepidly pressing on through darkness, hit a roadside stone pile. I went to a Loudon test of a Rokon 238cc prototype roadracer, equipped with a variable-pulley snowmobile drive. In the early 1970s, Californian Dan Hanebrink would earn many column inches in motorcycle magazines for a similar creation. In 1911, the managers of the Isle of Man TT races decided they must compel the motorcycle industry to accept new technologies, by banning pedaling gear. The enduring response to this was Indian’s two-speed gearbox (they swept the event, 1-2-3) but another approach was Zenith’s “Gradua” drive, which employed a variable pulley on the engine crankshaft while maintaining belt tension by sliding the rear wheel fore and aft to suit. They are all upstaged by the Fouillaron of 1900 whose drive employed “expansible pulleys.” The venerated Ferdinand Porsche produced many combustion-powered vehicles with electric drive, but now I learn that the Belgian Pieper firm had since 1899 produced a car with a backbone frame containing an electric drive system. The history of invention is like this: A new way of doing things arrives and suddenly there are a million ingenious new ways to apply it. We are living in such a time right now—the new way of doing things is instant global electronic communication of words, photos, and data from powerful personal computers that fit in a back pocket. We still have no idea what its ultimate consequences will be. 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Will there be a gyroscope option on future Harleys? A new patent shows balance aids may be on the way. (Harley-Davidson /)Harley-Davidson’s problems have had plenty of publicity in recent months but they largely boil down to two factors: an ageing fan base and difficulty attracting new buyers—very much the same for all of motorcycling. Some criticism of Harley has been ill-deserved—after all, despite the company’s staid reputation it’s a leading light in some areas of technology, including electric bikes—but it’s also clear that the type of heavyweight cruisers and tourers making up a big slice of the firm’s profit margins have problems appealing to novices, and aren’t easy practice for the oldest of motorcyclists. Their sheer size and weight, which is part of their attraction for some, mean they can be hard to handle, particularly at low, maneuvering speeds. But what if Harley created a form of rider-assistance system that eliminated the possibility of an embarrassing low-speed tip-over? That’s precisely what this new patent is intended to address. Harley’s idea for an added gyroscope inside the Tour-Pak is designed to help keep the bike upright at slow speeds. (Harley-Davidson /)The firm’s idea, as revealed in this new patent application, is to add a gyroscope to help maintain balance when stationary and at walking speeds. Bolted into a standard-looking Tour-Pak top case, this isn’t the sort of microelectromechanical gyro that forms the basis of modern inertial measurement units in many new sportbikes. Instead it’s a traditional, spinning-mass gyro—the sort that was used for guidance on the Apollo moon missions and effectively a scaled-up version of the seemingly gravity-defying children’s toy gyroscopes. RELATED: Honda Shows Self-Balancing But Non-Gyro Bike The gyroscope itself is made up of a heavy flywheel, spun to between 10,000 and 20,000 rpm by an electric motor mounted in a gimbal that, during normal riding, allows it to freely move in both the roll and pitch axis. That means, apart from some additional weight, it doesn’t influence the bike’s behavior. The traditional spinning-mass gyroscope would be informed by speed and tip sensors to compensate for lean. (Harley-Davidson /)At low speeds (below around 3 mph) the gyroscope comes into action as a balance aid. A clutch engages, locking the gimbal’s roll axis to a lever connected to a computer-controlled linear actuator. That gives the computer the ability to tilt the spinning mass from side to side, creating a force that influences the entire bike. Tip sensors, also mounted in the top case, register when the bike starts to lean to one side and the computer and actuator work to compensate for that lean. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. It takes relatively little force to do this, provided it’s applied before the bike has started to lean too far, so the small movements applied to the gyroscope are enough to allow the bike to self-balance. For a novice rider who wants a Harley cruiser but doesn’t have years of experience to draw on, that’s a potentially huge benefit. It’s also a potentially big attraction for older riders, or simply smaller ones who are worried they’re lacking the leg strength to hold up a big Harley that’s started to topple over. As soon as the bike reaches speeds over 3 mph, the gyro’s actuator is disengaged, allowing it to lean and balance normally. The gyroscope exploded view shows a flywheel and electric motor mounted in a gimbal. (Harley-Davidson /)Perhaps the slickest element of Harley’s patent design is the fact it’s self-contained. Rather than being built into a bike, the whole gyroscope unit and the computer controlling it is mounted in the Tour-Pak top case. That means it only needs an electrical feed to operate and could be retro-fitted to virtually any number of the firm’s bikes. The patent suggests that a second wire could take speed readings from the ABS or that a built-in GPS system could be used to measure speed instead. The system comes into play at speeds below 3 mph via a linear actuator, to help balance the bike as it detects lean. (Harley-Davidson /)For new riders it means the gyro could be removed once they’ve gained the confidence to ride without it, and for ageing motorcyclists the design means they could retrofit their existing bikes to add the balancing system so they’re not forced off two wheels purely due to weakening legs. The patent design shows a unit that’s self-contained in a Tour-Pak—but it could be potentially retrofitted to almost any of H-D’s models. (Harley-Davidson /)While a patent application is far from a guarantee that an idea will make production, if this design is proven to work the way Harley hopes, then it could be a revolutionary addition to the company’s offerings. Source

2020 Ducati Panigale V4 (Ducati /)Ducati is one of the masters of exhilarating power. If a liter-plus-sized superbike pretty much plucked from the MotoGP paddocks is what you are after then the 2020 Ducati Panigale V4 and/or its variants like the S or R models are likely on your radar. These machines ooze praiseworthy performance thanks to a 90-degree 1,103cc V4 engine (998cc for the World Superbike homologation V4 R)—our findings on our dyno and the S’s claiming of the Cycle World’s Best Superbike of 2018 are proof of that. Two years ago Ducati introduced the Panigale V4 platform, and this model and its brothers continue to be track-derived weapons with its aerodynamic package, ride-by-wire mapping changes, and chassis improvements. 2020 Ducati Panigale V4/V4S Reviews, Comparisons, And Competition Ducati’s 2019 Panigale V4 S spun its rear wheel on our in-house dyno, producing gobs of power: 186 hp at 13,320 rpm and 79.6 pound-feet of torque at 11,310 rpm in fact. If that’s not enough for you, then look toward the homologation special superbike, the 2019 Panigale V4 R: 203.99 hp at 15,820 rpm and 76.65 pound-feet of torque at 12,300 rpm is eyes-pushed-to-the-back-of-your-skull, skin-peeling power. Other bikes that really deliver the beans include the BMW S 1000 RR, Honda CBR1000RR-R Fireblade, Suzuki GSX-R1000, Kawasaki ZX-10R, and Yamaha YZF-R1M. 2020 Ducati Panigale V4 (Ducati /)Ducati Panigale V4/V4 S Updates For 2020 Updates to the Panigale V4 include revised bodywork (with aerodynamic winglets), Ducati Quick Shift and Traction Control algorithms, improved ride-by-wire mappings, and new torque delivery control settings. The S model differs from the base with its semi-dynamic Öhlins suspension (conventional Showa/Sachs are on the base model), lighter forged alloy wheels, a lithium-ion battery, and stickier hand grips. The Panigale V4 and S are available in Ducati Red with a dark gray frame and black wheels. The base model has an MSRP of $21,995, add $6,400 for the S, and add a whopping $18,005 more for the WSBK homologation special R model. 2020 Ducati Panigale V4/V4 S Claimed Specifications Price $21,995 (base)/$28,395 (S) Engine Liquid-cooled four-cylinder Displacement 1,103cc Bore x Stroke 81.0 x 53.5mm Horsepower 214.0 hp @ 13,000 rpm Torque 91.5 lb.-ft. @ 10,000 rpm Transmission 6-speed Final Drive Chain Seat Height 32.9 in. Rake 24.5° Trail 4.0 in. Front Suspension 43mm fork, fully adjustable; 4.7-in. travel Rear Suspension Fully adjustable; 5.1-in. travel Front Tire 120/70-17 Rear Tire 200/60-17 Wheelbase 57.8 in. (base)/57.6 in. (S) Fuel Capacity 4.2 gal. Claimed Wet Weight 436 lb. (base)/430 lb. (S) Source

2020 Ducati Multistrada 950 (Ducati /)Pegged as a “multibike” in Ducati’s marketing material, the 2020 Ducati Multistrada 950 is a sport/adventure-touring motorcycle—an upright, yet sporty ride with all of the bells and whistles for making treks more comfortable. It is Ducati’s smallest of the Multistrada line in fact—Ducati’s target audience are those who want to get into touring, utilizing the machine for everyday use. The bells on the standard 950 include cornering ABS, Vehicle Hold Control (for easier uphill starts), and auto-off turning indicators. The additional whistles on the up-spec S model include: electronic semi-active suspension (Ducati Skyhook Suspension system continuously adjusts fork and shock absorber damping so the suspension instantaneously adapts to road surface changes), a clutchless quickshifter, full LED headlight, 5-inch color TFT display, cruise control, and a backlit switch gear. Both models are powered by the 937cc liquid-cooled L-twin. 2020 Ducati Multistrada 950 S (Ducati /)2020 Ducati Multistrada 950/950 SP Reviews, Comparisons, And Competition Hitting the US shores in 2017, the Ducati Multistrada 950 claimed to bring a combination of comfort, style, and superior performance. When we tested the 2019 Ducati Multistrada 950 S we found that “There is a good case to be made that too much is too much. This bike is just right for many of us. A temptation exists to imagine the bike is for novices or the less skilled because of the smaller displacement, but the reverse might be true—it can be even more capable for an expert because they can ride it more aggressively for longer. Although it is the entry-level Multistrada, the 950 S is anything but a beginner’s adventure-touring motorcycle.” The BMW F 900 XR, Triumph 800 XR, Kawasaki Versys 1000 LT, Yamaha Tracer 900, even the three-wheeled Yamaha Niken GT can be considered when shopping for a sport-touring motorcycle. Ducati Multistrada 950/950 S Updates For 2020 Updates were seen in 2019, but nothing new for 2020. The Multistrada 950 is available in Ducati Red while the Multistrada 950 S comes in Ducati Red and Glossy Grey. 2020 Ducati Multistrada 950 (Ducati /)2020 Ducati Multistrada 950/950 SP Claimed Specifications Price $14,495 (950)/$17,395 (950 S) Engine Liquid-cooled L-twin; 4 valves/cyl. Displacement 937cc Bore x Stroke 94.0 x 67.5mm Horsepower 113.0 hp @ 9,000 rpm Torque 71 lb.-ft. @ 7,500 rpm Transmission 6-speed Final Drive Chain Seat Height 33.1 in. Rake 25.0° Trail 4.2 in. Front Suspension 48mm inverted fork, fully adjustable; 6.7-in. travel Rear Suspension Fully adjustable monoshock, remote spring preload; 6.7-in. travel Front Tire 120/70ZR-19 Rear Tire 170/60ZR-17 Wheelbase 62.8 in. Fuel Capacity 5.3 gal. Claimed Wet Weight 500 lb. (950)/507 lb. (950 S) Source

2020 Ducati Hypermotard 950 (Ducati /)The 2020 Ducati Hypermotard can be a go-to for those who take to “casual” street riding—hooliganism being implied—and those who also look to sprinkle in the occasional track day. With looks that are inspired by the supermotard race world, a new (as of 2019) frame and ergonomics setup, 937cc Testastretta 11° twin, Pirelli Diablo Rosso III tires, and Bosch six-axis Inertial Measurement Unit you can look forward to every apex. Looking for more athleticism? The premium SP version adds sportier graphics, increased travel Öhlins suspension (that is claimed to reduce lean angle by three degrees), Marchesini forged wheels, and finally an up/down quickshifter. 2020 Ducati Hypermotard 950 SP (Ducati /)2020 Ducati Hypermotard 950/950 SP Reviews, Comparisons, And Competition Despite it meeting Euro 5 requirements back in 2019, our test rider stated that “It hasn't lost an ounce of wild ’n’ woolly street cred in the process.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Supermoto competition will include the Aprilia Dorsoduro 900, KTM 690 SMC R, or Husqvarna 701 Supermoto. Ducati Hypermotard 950/950 SP Updates For 2020 When the 2020 press kits direct you to the 2019 model year information, you know no new changes have been made. Such is the case with the 2020 Hypermotard 950/950 SP. 2020 Ducati Hypermotard 950 and 950 SP (Ducati /)2020 Ducati Hypermotard 950/950 SP Claimed Specifications Price $13,395 (950)/$16,995 (950 SP) Engine Liquid-cooled L-twin; 4 valves/cyl. Displacement 937cc Bore x Stroke 94.0 x 67.5mm Horsepower 114.0 hp @ 9,000 rpm Torque 71.0 lb.-ft. @ 7,250 rpm Transmission 6-speed Final Drive Chain Seat Height 34.2 in. (950)/35.0 in. (950 SP) Rake 25.0° Trail 4.1 in. Front Suspension 45mm inverted fork, fully adjustable; 6.7-in. travel (950)/48mm inverted fork, fully adjustable; 7.3-in. travel (950 SP) Rear Suspension Preload and rebound adjustable; 5.9-in. travel (950)/Fully adjustable; 6.9-in. travel (950 SP) Front Tire 120/70ZR-17 Rear Tire 180/55ZR-17 Wheelbase 58.8 in. (950)/59.0 in. (950 SP) Fuel Capacity 3.8 gal. Claimed Wet Weight 440 lb. (950)/436 lb. (950 SP) Source

2020 KTM 150 SX (KTM/)KTM is known to produce bikes with engine displacements that are outside the norm, at least in terms of racing classes. One example from its four-stroke lineup is the popular 350 SX-F, and another from its two-stroke models is the 150 SX. Designed for those who aren’t limited by a displacement in their racing class and riders who just want to have a bike that handles like a 125 but has some additional power, the 150 SX could very well be one of the most fun motocross bikes on the market. 2020 KTM 150 SX Reviews, Comparisons, And Competition Seeing as the 2020 KTM 150 SX technically has a displacement of 144cc, it has one competitor with the same engine size that is also designed for motocross use—the TM MX 144. Aside from that, prospective 150 SX buyers may also want to consider a 125cc two-stroke motocrosser such as the KTM 125 SX, Husqvarna TC 125, Yamaha YZ125, and TM MX 125. The suggested retail price of the 150 SX is $7,499. 2020 KTM 150 SX (KTM/)KTM 150 SX Updates For 2020 The KTM 150 SX received some suspension changes for the new decade including a revised setting and new fork piston in the WP Xact fork, an updated setting and new compression adjuster for the WP Xact shock, a different fixation of the front sprocket that uses a screw and diaphragm spring instead of a circlip, and new graphics on the plastics. 2020 KTM 150 SX (KTM/)2020 KTM 150 SX Claimed Specifications Price $7,499 Engine Liquid-cooled single-cylinder Displacement 144cc Bore x Stroke 58.0 x 54.5mm Horsepower N/A Torque N/A Transmission 6-speed Final Drive Chain Seat Height 37.4 in. Rake 26.1° Trail N/A Front Suspension 48mm inverted fork, fully adjustable; 12.2-in. travel Rear Suspension Fully adjustable; 11.8-in. travel Front Tire 80/100-21 Rear Tire 100/90-19 Wheelbase 58.5 in. Fuel Capacity 2.0 gal. Claimed Dry Weight 193 lb. Source

New patent filings may mean a clutchless transmission is in the works for Honda’s CB1100. (Honda /)Quickshifters on new bikes mean we’re getting increasingly comfortable with the idea of clutchless gear changes but Honda was decades ahead of the game when it introduced the CB750A in 1976 with its Hondamatic transmission. Now the firm appears to be working on a natural successor to that model, having filed patents for a semi-automatic version of the CB1100. While the new design shares the original Hondamatic’s control layout—with a manual, foot-operated gearshift but no clutch lever—it works completely differently and features an arrangement that would allow virtually any modern bike to be fitted with the same system. An actuator hidden under the fuel tank would generate hydraulic pressure to engage the clutch. (Honda /)The first Hondamatic might have dispensed with the clutch lever but it also lost out when it came to ratios. It featured a car-style torque converter instead of a clutch and just two speeds in a purpose-made transmission. The new design instead uses a conventional six-speed gearbox allied to a simple set of electronics and hydraulics that control the clutch automatically. RELATED: Best Standard: Honda CB1100 The first main component is an actuator mounted just behind the steering head, hidden under the fuel tank. It’s an electric motor that generates hydraulic pressure—basically an automated clutch master cylinder. It even keeps the same bar-mounted clutch fluid reservoir, but simply eliminates the lever itself. The difference is in the application: Whereas you normally disengage the clutch by applying hydraulic pressure, the new design works the other way around. The clutch defaults to a disengaged state, and is engaged when the pressure is applied. That creates a fail-safe of sorts, since any electrical or hydraulic problem would lead to a loss of drive rather than an unexpected—and potentially more dangerous—clutch engagement. A valve unit closes the hydraulic system once the clutch is engaged, so drive can continue without running the actuator constantly. (Honda /)The second main part is a valve unit mounted by the clutch slave cylinder. This features a solenoid-operated valve that closes the hydraulic system once the clutch is engaged—allowing drive to continue without constantly running the master cylinder actuator. It also means that the clutch can be disengaged instantly by removing electric power to the solenoid, in turn opening the valve and releasing the hydraulic pressure in the system. Again, in the case of an electrical failure, it would fail in a safe, disengaged mode. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The system’s main job is to engage the clutch when you pull away and to disengage it when coming to a stop. Once you’re riding, there’s a relatively conventional up-and-down quickshifter using a load sensor on the gear lever itself as well as inputs including gear position, throttle opening, vehicle speed, and rpm to alter the ignition and throttle position, including blipping to rev-match during downshifts. Unlike a normal quickshifter, the system also has the option of disengaging the clutch to assist in rev-matching during downshifts or to soften upshifts. Once the bike is in motion, additional sensors and inputs provide info to alter ignition and throttle positions. (Honda /)While the CB1100 might not appear to be the most obvious bike to benefit from a system like this, it has the benefit of being a clear descendant of the original CB750 that first introduced Hondamatic back in 1976. Will Honda’s new system signal clutchless gearshifts for future CB1100s? (Cycle World /)More importantly, though, the entire setup is made of modular components that could be easily redesigned and be fitted to virtually any conventional bike. Unlike Honda’s existing semi-automatic DCT gearbox, as used on the NC750 range and Africa Twin, there’s no need for a completely new set of transmission internals and complex actuators to allow push-button gear changes or fully automated shifting. Over the last decade DCT has proven there is a market for bikes without a conventional clutch lever, and this system has the potential to bring most of the same benefits to a much wider range of models and at a significantly lower price. Source

The 2020 Kawasaki Z900 has a starting MSRP of $8,999. (Jeff Allen /)When Kawasaki did away with the Z800 to make room for the Z900 in 2017, the newer and larger-displacement model improved on every aspect while managing to maintain the same approachable price point. Now the 948cc naked sportbike sees its first updates since it debuted in 2017, improving ride quality, performance, and styling. For 2020, the Kawasaki Z900 continues to maintain its position as one of the best bikes-per-buck on the market at $8,999. The overall feel of the Z900 has come a long way from 2019 with the addition of switchable traction control, independently selectable power modes, four ride modes, and the 4.3-inch full-color TFT through which it’s all controlled. For a price increase of $600, the added safety, comfort, and performance benefits are significant. The more time I spent on the bike, the more impressed I was with both the motorcycle and its price tag. Short gear ratios in gears one through five help with quick acceleration, and sixth serves as an overdrive. (Jeff Allen /)Ergonomics on the Z900 are unchanged: A straight handlebar and modest rearset foot controls put the rider in a comfortable position for upright cruising, but offer enough versatility to really move around the bike when you need to. At 6-foot-4, I found the relatively low seat height of 31.5 inches does make my legs feel a little bit cramped through longer sections of riding. The seat is adequately comfortable, but I would prefer a little more padding for highway cruising, where the ride could be a little bumpy. The updated 4.3-inch display and two control buttons below. (Jeff Allen /)For 2020, the Z900 saw some frame modification, though the geometry remains essentially unchanged. You still see a steel, twin-spar trellis frame, but now with some revisions to strengthen the swingarm pivot area. Suspension hardware hasn’t changed, though the settings both front and rear have been updated to be stiffer and match the new frame, with a slightly stiffer spring rate in the rear. For 2020, the Z900’s chassis was strengthened near the swingarm pivot, and suspension settings were reworked to match. (Jeff Allen /)One of Z’s real strong points is its versatility. A comfortable commuter or a quick canyon carver—this bike can do it all well and a lot of that is thanks to the suspension. On highways and straight roads, the bike is a little stiff and the ride can be slightly harsh, but it’s a worthy trade-off for the way it performs through a canyon. LED headlights and updated bodywork on the 2020 Kawasaki Z900. (Jeff Allen /)As I reached the end of the highway in San Diego County and the roads toward Palomar Mountain started to twist, the Z felt like a fish in water. It’s nimble and agile, but firmly planted. It inspires confidence. Its 41mm fork is rebound and preload adjustable, providing good front-tire feedback without excessive dive under hard braking. The rear shock offers the same adjustability, feeling firm and composed when pushed, but still supple enough on the straights. It only needed a slight decrease in the preload to fine-tune and sharpen its turn-in. Roads that were less than ideal highlighted the strengths of the 900’s frame as well, holding a strong line while hitting bumps at lean. 2020 Kawasaki Z900 in Metallic Graphite Gray/Metallic Spark Black. (Jeff Allen /)Strong, linear power delivery defines the Z’s 948cc powerplant. With 114 hp, the bike pulls strong from 2,000 rpm, all the way up to peak power at 9,710 rpm. It’s predictable, which again inspires confidence, and is incredibly capable as well. A hard twist of the throttle will have the front wheel up in first or second without any clutch work, and a slight tug on the handlebars can do the same in third gear. And now, the addition of traction and power control offer further customization to help reel the bike in, or get the most out of the machine based on the setting. The seat and passenger seat of the 2020 Kawasaki Z900. (Jeff Allen /)The Kawasaki Traction Control proved to work incredibly well on this bike, never feeling overly intrusive while adding a sense of control on acceleration. There are four ride modes available: Rain, Road, Sport, and Rider. Each ride mode features preset TC and power output settings (Full or Low), hold for Rider, which allows for full customization parameters. Road is quick to respond and ideal for commuting and casual use, but a quick switch to Sport opens up the Z900’s true potential, offering the most direct power delivery and lofting the front wheel under hard acceleration. New Dunlop Sportmax RoadSport 2 tires wrapped around the same five-spoke wheels. (Jeff Allen /)The all-new TFT display is one that can be seen across several Kawasaki models for 2020, adding a modern and premium feel. It’s easily readable and relays loads of information quickly. It’s a clear upgrade—until you have to access the menu to change anything. The system is far from intuitive and takes a whole lot of trial and error to navigate. I’m sure if I owned this bike I would get used to it, but that was really the only negative to the new instrumentation. Clutch and brake levers are both five-point adjustable. (Jeff Allen /)Another new feature we’ve seen on other 2020 Kawasakis that is carried over is Bluetooth connectivity and the Kawasaki Rideology app. The app provides vital vehicle information, including fuel level, battery life, average gas mileage, data collected during tracked rides, as well as the ever-tempting speed readout. Tires on previous models were commonly mentioned as a necessary upgrade, and Kawasaki has listened. New Dunlop Sportmax RoadSport 2 tires held excellent grip through our dry-weather testing. The same five-spoke wheels remain. No modifications were made to the engine for 2020. (Jeff Allen /)Styling on the new Z900 shows some slight modifications to the plastics, though the list seems greater than the visual effect. A new LED headlight is equipped, now in a more compact housing with sharper edges. New shrouds and under-cowls are also more compact and sharper to add to Kawasaki’s trademark “Sugomi” look. The aesthetics of this bike are divisive—some people love it, some people can’t stand it, but there’s no arguing that it is uniquely Kawasaki. What can’t be disputed is that the paint is high quality and the fit of the bodywork is excellent, especially considering the price. The taillight on the Z900 forms an iconic “Z.” (Jeff Allen /)Riding through popular sportbike roads around Palomar Mountain, I kept hearing three words, “nine thousand dollars,” repeating in my head as I consistently rode past much more expensive motorcycles. Strong engine output, well-balanced suspension and ergonomics, and a new electronics package—the Z900 continues to improve its ride and overall feel. When it comes to a fun, affordable streetbike, I can’t think of many 2020 models that can do more for less. 2020 Kawasaki Z900 Specifications MSRP: $8,999/$9,299 ABS Engine: 948cc, DOHC, liquid-cooled, 4-cylinder 4-stroke; 16-valve Bore x Stroke: 73.4 x 56.0mm Transmission/Final Drive: 6-speed/sealed chain Cycle World Measured Horsepower: 113.96 hp @ 9,710 rpm Cycle World Measured Torque: 67.3 lb.-ft. @ 6,990 rpm Fuel System: Electronic fuel injection w/ four 36mm throttle bodies Clutch: Assist and slipper clutch Engine Management/Ignition: TCBI w/ electronic advance Frame: Trellis, high-tensile steel Front Suspension: 41mm inverted fork adjustable for rebound damping, spring preload; 4.7-in. travel Rear Suspension: Horizontal back-link, stepless rebound damping, adjustable for spring preload; 5.5-in. travel Front Brake: 4-piston calipers, dual 300mm petal-style discs w/ ABS Rear Brake: 1-piston caliper, 250mm petal-style disc w/ ABS Wheels, Front/Rear: Cast 5-spoke Tires, Front/Rear: Dunlop Sportmax RoadSport 2; 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 24.5°/4.1 in. Wheelbase: 57.3 in. Ground Clearance: 5.7 in. Seat Height: 31.5 in. Fuel Capacity: 4.5 gal. Cycle World Measured Wet Weight: 468 lb. Availability: Now Contact: kawasaki.com Source

2020 Indian Scout Sixty (Indian Motorcycles /)“A perfectly reasonable marriage of low-slung style with a lower price tag and an easygoing, manageable ride”—features that are the makings of a beginner-friendly cruiser and that’s what you get with the 2020 Indian Scout Sixty. The Scout Sixty’s “easygoing, manageable ride” is attributed to its blacked-out 1,000cc V-twin with its smooth power delivery and healthy dollop of low-end punch, as we say in our first look. The low 26.6-inch (unladen) seat height, tracker-style handlebar, 1.5-inch closer footpegs, and black colorway variations ultimately give it its low-slung ergos and aggressive looks. The intended audience are newer riders who are looking to cruise around town in menacing style. 2020 Indian Scout Sixty (Indian Motorcycles /)2020 Indian Scout Sixty Reviews, Comparisons, And Competition In the past we claimed that “The Scout Sixty isn’t missing a damn thing that takes away from the impressive riding experience of the Scout,” in fact “the Scout Sixty surprisingly delivers a top-notch ride in a great looking platform and the price is cause for owner rejoice, not shame.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Competition in the beginner cruiser realm can be duked out between the Harley-Davidson Street 750, Honda Rebel 500, and Yamaha Bolt. Indian Scout Sixty Updates For 2020 Changes made to the model include new five-spoke cast aluminum wheels, new Kenda tires, new tracker handlebar, and closer footpegs. The engine remains unchanged though it is blacked out with some polished treatments. Keeping it simple, Indian only provides three colorways: Thunder Black (ABS and non-ABS), Burgundy Metallic (ABS), and Pearl White over Titanium Metallic (ABS). The non-ABS Thunder Black starts the MSRP off at $8,999 and then ranges up to $10,799 for Pearl White over Titanium Metallic. 2020 Indian Scout Sixty (Indian Motorcycles /)2020 Indian Scout Sixty Claimed Specifications Price $8,999–$10,799 Engine Liquid-cooled DOHC V-twin Displacement 999cc Bore x Stroke 93.0 x 73.6mm Horsepower 78.0 hp @ 7,200 rpm Torque 65.0 lb.-ft. @ 5,800 rpm Transmission 5-speed Final Drive Belt Seat Height 26.6 in. Rake 29.0° Trail 4.7 in. Front Suspension 41mm telescopic fork, nonadjustable; 4.7-in. travel Rear Suspension Dual shocks; 3.0-in. travel Front Tire 130/90-16 Rear Tire 150/80-16 Wheelbase 62.0 in. Fuel Capacity 3.3 gal. Claimed Dry Weight 560 lb. (w/o ABS) Source

2020 Indian Scout Bobber (Indian Motorcycles/)For the solo rider who loves to cruise the urban jungle rather than go for a full-on tour comes the 2020 Indian Scout Bobber. With its solo saddle, bar-end mirrors, side-mounted license plate, chopped fenders, blacked-out design, and midsize 1,133cc liquid-cooled V-twin engine, the Scout Bobber is a minimalistic cruiser motorcycle for prowling the streets in attractive low-slung style. A claimed 100 hp is available for passing the slower traffic too. For those who are always on the go a USB charging port allows for mobile device charging and when you do have to slow your roll, ABS is available in all color options. 2020 Indian Scout Bobber Reviews, Comparisons, And Competition We ran the 2020 Scout Bobber on the in-house dyno to find that it spins its rear wheel to 82.9 hp at 8,000 rpm and 62.6 pound-feet at 5,700 rpm. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. We provided a first look at the tribute Scout Bobber Twenty to find that “You get that cut-down urban brawler vibe and a third less rear suspension travel, but the Twenty ups its game with a pair of 10-inch apehangers rather than the flatter bar on the stock Bobber, and you get a choice of three new paint schemes instead of the subdued options we’ve seen in the last few years.” 2020 Indian Scout Bobber (Indian Motorcycles/)Harley-Davidson’s Sportster Iron 883 and Triumph Bonneville Bobber Black serve as the Scout Bobber’s competition. Indian Scout Bobber Updates For 2020 As stated in our Scout Bobber Twenty First Look, “All the new 2020 Scouts get upgraded brake components, so you’ll see floating rotors and new calipers and master cylinders for better stopping power, and for 2020, Indian has also rolled out a new line of exhaust and muffler options so you can switch up the look of your stocker significantly while adding ponies to boot.” All Scout Bobbers will also be rolling on the new Pirelli MT 60 RS tires as well. 2020 Indian Scout Bobber (Indian Motorcycles/)The base Bobber comes in a non-ABS form in Thunder Black, but otherwise is ABS-equipped with Thunder Black, Thunder Black Smoke, Bronze Smoke, White Smoke, and Deepwater Metallic colorways. The base starts at $10,999 and goes up to $12,399 for ABS/specific colorways. The Scout Bobber also pays homage to the 1920s model with the 2020 Indian Scout Bobber Twenty which gets new bars, wheels, seat, and colors in comparison to the stock model. Colors on this tribute include Thunder Black (ABS or non-ABS), or other ABS-equipped colorways such as Sagebrush Smoke and Burnished Metallic. Pricing starts at $11,999 for non-ABS and $12,899 for ABS. 2020 Indian Scout Bobber Claimed Specifications Price $10,999–$12,399 (Scout Bobber)/$11,999–$12,899 (Scout Bobber Twenty) Engine Liquid-cooled DOHC V-twin Displacement 1,133cc Bore x Stroke 99.0 x 73.6mm Horsepower 100 hp @ 8,100 rpm Torque 72.0 lb.-ft. @ 6,000 rpm Transmission 6-speed Final Drive Belt Seat Height 26.1 in. (Scout Bobber)/27.9 in. (Scout Bobber Twenty) Rake 29.0° Trail 4.7 in. Front Suspension 41mm telescopic fork, nonadjustable; 4.7-in. travel Rear Suspension Nonadjustable; 2.0-in. travel Front Tire 130/90-16 Rear Tire 150/80-16 Wheelbase 62.0 in. Fuel Capacity 3.3 gal. Claimed Dry Weight 552 lb. (Scout Bobber w/o ABS)/ 561 lb. (Scout Bobber Twenty w/o ABS) Cycle World Tested Specifications (Scout Bobber) Seat Height N/A Wet Weight 577 lb. Rear-Wheel Horsepower 82.9 hp @ 8,000 rpm Rear-Wheel Torque 62.6 lb.-ft. @ 5,700 rpm 0–60 mph N/A 1/4-mile N/A Braking 30–0 mph N/A Braking 60–0 mph N/A Source

2020 Indian Scout (Indian /)There’s no question that the Indian Scout is a cruiser that takes you back with its classically styled headlight, seat, tank, wheels, and fenders giving a nod to the cruisers of yesteryear and in the 100th Anniversary edition’s case it really does—100 years back to be more specific. The 2020 Indian Scout is powered by the 1,133cc liquid-cooled V-twin and that along with its communicative chassis make it an easy-to-ride machine with easy-on-the-eyes styling. When we put the 2018’s rear wheel to the in-house dyno’s roller, we tracked 84.62 hp at 8,260 rpm and 63.85 pound-feet of torque at 3,220 rpm. Intermediate riders will be taking this machine for cruises down Main Street or to the coffee joint enjoying life’s simple pleasures. 2020 Indian Scout Reviews, Comparisons, And Competition The versatile cruiser has been compared to many, running head to head with cruisers like the Harley-Davidson Street Bob and Triumph Bonneville Bobber or carrying its own weight in a retro ride comparison between the BMW R nineT, Honda CB1100, and Moto Guzzi Griso. Against Harley-Davidson and Triumph the Indian Scout’s “neutral steering was maybe the most natural in town. It has a lovely motor and refined power delivery, and the chassis offers nice feel. It doesn’t necessarily do much wrong, but it doesn’t make us feel as cool as either of the other two or make up for it in performance.” 2020 Indian Scout (Indian /)When it ran with the retro rides in 2014, our test rider said that “A low center of gravity makes you want to bury the Scout into every corner you approach, but then you're reminded it's a cruiser with a nasty screech from the footpeg feelers at the apex. That said, ridden within the scope of its design intent, it's hard to think of a finer, easier-to-ride new-style cruiser on the market.” Indian Scout Updates For 2020 The Scout receives braking improvements with its new floating rotors, calipers, and master cylinders. The Scout also features an updated sport seat and passenger pegs. The Indian Scout is available as a base model at $11,499 (Thunder Black only) or in a variety of colors with ABS. These include Thunder Black, White Smoke, Deepwater Metallic, Ruby Metallic/Pearl White, Metallic Jade/Thunder Black which bring the price up to $12,899 for solid color and $13,399 for two-tone. 2020 Indian Scout (Indian /)2020 Indian Scout Claimed Specifications Price $11,499–$13,399 Engine Liquid-cooled DOHC V-twin Displacement 1,133cc Bore x Stroke 99.0 x 73.6mm Horsepower 100.0 hp @ 8,100 rpm Torque 72.0 lb.-ft. @ 6,000 rpm Transmission 6-speed Final Drive Belt Seat Height 26.6 in. Rake 29.0° Trail 4.7 in. Front Suspension 41mm telescopic fork, nonadjustable; 4.7-in. travel Rear Suspension Dual shocks; 3.0-in. travel Front Tire 130/90B-16 Rear Tire 150/80B-16 Wheelbase 62.0 in. Fuel Capacity 3.3 gal. Claimed Dry Weight 558 lb. (w/o ABS) Source

Harley-Davidson, BMW Motorrad, and Honda all have different views on the future of electric motorcycles. (Robert Martin/)In Portland, Oregon, for the LiveWire electric bike intro, project engineer Glen Koval told me, “Electric vehicles are inevitable. They’re the future, at some point. We accept that.” LiveWire is an expensive premium electric motorcycle but The Motor Company says, “The new LiveWire and Electric Balance Bikes (for small children) are just the beginning.” An ebicycle is coming soon, plus other electric concepts said to “reimagine the urban commute.” At the same time, the majority of H-D’s income will clearly come from what Koval called “ICE motors” (ICE = Internal Combustion Engine) for the foreseeable future. Why? Because it is not easy to shift a business totally from one established clientele to a quite different one. Harley-Davidson’s LiveWire project engineer sees electric motorcycles as an inevitability. (Harley-Davidson /)Yet BMW Motorrad’s Dr. Markus Schramm said a year ago, “…electro-mobility in two-wheelers is different from the car industry. In the car sector, it’s basically government regulations which force the industry, and thereby the customer, into e-mobility. “But in the motorcycle industry you are not forced (by government regulation) to ride electric, and therefore your decision to do so is decided by how much fun it is to ride such a vehicle. That means it’s customer driven, and so I think it’s important to direct our strategy with this in mind.” With close to 180,000 units sold in 2019 (13,842 in the US) BMW Motorrad has set nine consecutive sales records. Its customer-driven strategy is working well. BMW says that electric motorcycles will be a customer-driven decision, not one forced by regulation. (BMW Motorrad /)Not that BMW offers no electric two-wheelers—when Dr. Schramm was asked about its electric scooters he said, “…on the development side we will see urban mobility products dominating, so we are going into escooters even more, and you will see more such products from BMW. We are indeed also thinking about other EV products besides scooters, but not just yet. We want to do it step by step, and the primary focus for us right now is on escooters. So, for example, I can’t imagine having an electric enduro model yet, but we’ll see!” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. On a recent trip to BMW’s test center at Miramas in the south of France, I saw a prototype electric sportbike which had been brought into existence by combining an electric motor and battery, each from a different model of BMW car. The resulting machine accelerated hard but was far from being a market-ready product. Honda’s CEO, Takahiro Hachigo, was asked in December 2019 what Honda’s path to electrification would be. “I believe hybrid vehicles will play a critical role. The objective is not electrification, per se, but improving fuel efficiency. And we believe hybrid vehicles are the way to abide by different environmental regulations.” When asked about 100-percent battery-electrics, he parried with a telling question: “Are there really customers who truly want them? I’m not so sure because there are lots of issues regarding infrastructure and hardware. I do not believe there will be a dramatic increase in demand for battery vehicles, and I believe this situation is true globally. “…I don’t believe it will become mainstream anytime soon.” Honda CEO Takahiro Hachigo does not believe electric motorcycles will be mainstream in the near future. (Honda /)Hachigo speaks of “infrastructure and hardware,” meaning that replacing gas stations with enough electric charging stations to support present-day traffic needs will be a long process. Charging points will require new high-current transformer stations and lines to be built, and the faster batteries can be charged, the greater the output required from high-current DC power supplies and conductors. The speed of this transition depends on its profitability: Can it earn a competitive return for investors? In the meantime, the efficiency of hybrid vehicles is keeping pace with emissions and greenhouse gas production limits. Electric vehicles will be truly “clean” only when the present 60 percent of US electricity still produced by combustion is replaced by a renewables-driven system capable of supplying 24-hour base load. Considering the three contrasting strategies above, which future can we predict for personal transportation in general and the motorcycle in particular? We can’t say which one will be most affordable and practicable in reaching planned goals in vehicle emissions. It will be an experiment—the free market does not order society to conform to a single integrated operational plan. Let the best plan win. Source