Hugh Janus

A combination of simplicity and ruthlessness is what makes super-naked motorcycles so tempting. They blend the lines of edgy and utilitarian, usually in the form of a bare-bones open-class supersport machine with a meaty powerband and top-tier electronics, but with a (more) comfortable riding position. It’s a category where manufacturers can express their true potential on platforms attractive to mortals. And not to mention, super nakeds are just wickedly entertaining. So it's no surprise then that Ducati stripped most of the bodywork off its premium superbike offering, the Panigale V4, adjusted the ergonomics package, and cut it loose as the 2020 Ducati Streetfighter V4 and V4 S. The Ducati Streetfighter enters the market as a bareboned, stripped down Panigale V4 with revised ergonomics and engine mapping. (Jeff Allen /)Like the Panigale on which it is based, the Streetfighter is powered by the 1,103cc Desmosedici Stradale 90-degree V-4 engine, but tuned with dedicated engine mapping and given shorter final drive gearing (via subtraction of one tooth on the countershaft sprocket and addition of one tooth on the rear). The result of the revisions is a powerplant that Ducati says is worthy of 208 hp at 12,750 rpm and 90.4 pound-feet of torque at 11,500 rpm—just shy of the 214 hp claimed for the Panigale. But considering the last Panigale V4 we had on our in-house dyno belted out 186 hp, presume the Streetfighter to rip high 170s to low 180s at the rear wheel. Heck, Ducati’s World Superbike homologation-special Panigale V4 R ripped 203 hp on our dyno. It’s proof of how remarkable the Streetfighter’s powerplant is in stock form, and that there is serious potential. Absolute confidence in the Streetfighter V4 allowed traction- and wheelie-control settings to be minimized. (Jeff Allen /)It's a delightful engine to ride at any pace, but a monster if you want it to be. Ducati struck gold in balancing its power characteristics, finding an impressive medium between rowdy performance and rideability—even more so than the Panigale. At first touch of the throttle, the Streetfighter offers a crisp and tractable power delivery as it comfortably transfers weight rearward for supreme confidence at corner exit. But hit the 7,000 rpm mark, and you’ll witness the V4 in all its glory as it lofts the front end skyward and sends your glutes into the rear cowling under hard acceleration. The Streetfighter’s electronic rider aid suite is accessed via this 5-inch TFT display. (Jeff Allen /)The engine is so tractable that I preferred deactivating a number of the Streetfighter’s rider aids, including the Ducati Traction Control (DTC) EVO 2 system—interestingly derived from Ducati’s Desmosedici GP18 MotoGP racer and employed on the superbike homologation-special Panigale V4 R—and Ducati Wheelie Control (DWC) EVO to experience the bike’s raw capability and maximum fun factor. And while I enjoyed riding it raw, so to speak, the rider aids are superb. Toggling to level 3 of DTC and level 2 of DWC was my preferred means of electronic assistance for heavy-fisted riding, offering impressive corner exit speed and steadfast control, while allowing epic low-trajectory wheelie action. Radness. And heck, the Streetfighter even has a Ducati Power Launch (DPL) system for race starts and a lap timer function, which will rightfully prove their worth at the racetrack. A sticky set of Pirelli Diablo Rosso Corsa II tires glue the Streetfighter to the road with superb grip and feel. (Jeff Allen /)It has a chassis that will handle the racetrack too. Our testbike is the $23,995 V4 S model, with semi-active Öhlins NIX 30 fork and TTX 36 rear shock, Öhlins steering damper, and forged-aluminum Marchesini wheels, versus the fully adjustable, non-active 43mm Showa Big Piston Fork (BPF) and Sachs monoshock and cast-aluminum five-spoke wheels on the $19,995 standard model. The chassis is impeccably planted from midcorner onward, ridding itself of any sort of uneasiness and rear-end chassis pump that was familiar on the last Panigale I tested, while confidently ripping side-to-side transitions. Top-shelf Brembo Stylema brake calipers bring the Streetfighter to a quick halt, aided by seamless intervention of the Cornering ABS EVO system. (Jeff Allen /)Each of the Streetfighter’s Street, Sport, and Race ride modes has unique semi-active Öhlins Smart EC 2.0 parameters aimed at different riding habits and conditions. After systematically sampling each, I found Sport mode revealed the best compromise of support for aggressive riding and comfort on less-than-ideal road conditions, while quickly and unnoticeably compensating for changing tarmac. Race mode created a more visceral, harsh feeling in the suspension’s damping, and I see its place at a trackday, but as a current racer looking for lap-to-lap consistency and no surprises, I’d likely enter the fixed setting, in which damping characteristics are non-active. Being that the Streetfighter is aimed at a stripped-down, more comfortable version of the Panigale, Ducati revised footpeg placement and seat thickness, then fitted a one-piece motocross-style handlebar. The verdict? An ergonomic package worthy of all-day comfort. A long and low reach to the handlebar gives the Streetfighter an aggressive stance, but not so much to sacrifice leverage or create an awkward pressure at the wrists on back roads. That said, if the Streetfighter were mine, I’d roll the bar back just slightly to make around-town riding a little more comfortable and an easier reach for my average 5-foot-7 stature. It is an easy adjustment, and neat that you can quickly do this. Another plus for naked bikes. Even the saddle is pleasant, and only sent my glutes searching for relief roughly 250 miles into our day with the Streetfighter. The reduced amount of bodywork significantly reduces the intense heat buildup familiar on the Panigale. Heat control isn’t great on the Streetfighter, but due simply to the fact that there are more places it can escape, coping with it is no issue. The Ducati Streetfighter V4 puts the power to the ground and points the front wheel to the sky. (Jeff Allen /)There is no question that it is ridiculously fun and addicting to hammer it on this motorcycle—seriously, listen to that 90-degree V-4 sing just once and you’ll understand—but we pay the price in fuel mileage. In our limited time with the Streetfighter, average fuel consumption was only 27.6 mpg, and it drops even further the harder you hit it. In fact, we burned through the fuel tank’s 4.2 gallons in just 103.5 miles and were having so much fun we literally ran it dry! But it’s hard to be mad at the Streetfighter V4 S here, only ourselves. The very definition of this motorcycle’s purpose is to wring every bit of fun out of every ounce of fuel. We only had the Streetfighter V4 S for a short time, but we packed in a lot of miles. We weren’t able to do our normal instrumented testing or to dyno the bike, but we are working to secure a longer loan so we can perform a full test and live with the bike a bit longer. The cost of admission? The up-spec Streetfighter V4 S is priced at $23,995, while the base model sells for $19,995. (Jeff Allen /)This may be the most exquisite high-performance naked bike ever made. The Ducati Streetfighter V4 S combines high-level technical excellence with the sounds of a Mugello MotoGP race and puts that near your heart and in your garage for $24,000. In the world of exotic, high-performance Italian vehicles it’s an incredible value and remarkable experience. The sound alone is worth the price. The rest is just a bonus. It reminds us that high performance is a pleasure in its own right. The Streetfighter’s “biplane” wings are said to produce 74.9 pounds of downforce at a 186 mph—or 19.4 pounds at a more reasonable 93 mph speed. (Jeff Allen /)2020 Ducati Streetfighter V4 S Specs MSRP: $23,995 Engine: 1,103cc liquid-cooled V-4 Bore x Stroke: 81.0 x 53.5mm Transmission/Final Drive: 6-speed/chain Claimed Measured Horsepower: 208 hp @ 12,750 rpm Claimed Measure Torque: 90.4 lb.-ft. @ 11,500 rpm Fuel System: Electronic fuel injection Clutch: Wet, multiplate Frame: Aluminum alloy “front frame” Front Suspension: 43mm Öhlins NIX 30 w/ semi-active adjustable compression and rebound damping; 4.7-in. travel Rear Suspension: Öhlins TTX 36 w/ semi-active adjustable compression and rebound damping; 5.1-in. travel Front Brake: Brembo 4-piston Stylema Monoblock calipers, 330mm discs w/ Cornering ABS EVO Rear Brake: 2-piston caliper, 245mm disc w/ Cornering ABS EVO Wheels, Front/Rear: 3.50 x 17-in. / 6.00 x 17-in. Tires, Front/Rear: Pirelli Diablo Rosso Corsa II; 120/70-17 / 200/60-17 Rake/Trail: 24.5°/4.0 in. Wheelbase: 58.6 in. Seat Height: 33.3 in. Fuel Capacity: 4.2 gal. Cycle World Measured Wet Weight: 457 lb. Availability: Now Contact: ducati.com Source

These ChampSchool instructors share an important trait: 100-percent faith in the students’ ability to become an excellent rider—if they have the desire and the coaches put in the effort. Left to right: Scott Rybarik, Rob Cichielo, Kyle Wyman, Nick Ienatsch, Michael Henau, Chris Peris, Mark Schellinger. (4THERIDERS.COM/) cycleworld · Building Excellent Motorcycle RidersNick’s faith in rider development comes from what he’s seen, and Part 1 of his audio file speaks to future riders—riders who have lost the joy of riding and to the riding mentors and coaches. Source

After 25 years, the 916 (here shown in SPS form) offers a purity of design that continues to endure. (Ducati /)Maestro Massimo Tamburini’s first Ducati was the 1986 Paso, its sleek styling and perfectly balanced chassis making it the most “after 1950” motorcycle ever for the marque—and modern at the time by any standard. So, while the Paso is not the nearly mythological creature the Ducati 916 is, it remains a cornerstone in the evolution of motorcycle design. It was also key as Tamburini capitalized on the Paso’s lessons in aerodynamics, purity of design, and man-machine interface when it came time to embark on his greatest work. Around 1990, when Tamburini began working on this new project to harness the mighty Ducati 851–888 eight-valve Desmo V-twin, goals for the chassis were simple yet difficult: Build a long-lasting reference point by being the best-balanced Ducati chassis on the company’s shortest- ever wheelbase. Ducati’s 90-degree “L” twin does not help here because the lower cylinder forces the front wheel away from the center of gravity, and the eight-valve Desmo is even more problematic by being at least 1 inch bulkier than the SOHC 750 of the Paso. RELATED: Massimo Tamburini, 1943-2014 In addition, the 16-inch wheels and tires of the Paso were no longer in fashion, thus Tamburini could not count on the smaller diameter of the 130/60-16 front radial to pull the front end closer to the bike’s center of gravity. He designed the 916 chassis around a 55.5-inch wheelbase, marking these limits to scale on the drawing board, and then setting the side-view blueprint of the engine on top of it and progressively sliding it toward the front wheel. Whenever things came to a stop, he would extract two more millimeters from his immense creativeness to further bias more weight to the front. The last shot came by rotating the engine downward by 3 degrees and by daring an extreme front-end geometry: a 23.5-degree rake was used to reduce the amount of horizontal wheel recession when the fork was fully compressed. Tamburini was still a little short of that optimal 50-50 weight distribution (empty) with not one single millimeter to spare. The solution came by setting the battery aside the front cylinder, hidden under the fairing. The late Massimo Tamburini’s personal 916 is on display in Museo Ducati at the Bologna factory, its custom dash with only a tachometer and temperature gauge. (Ducati /)Short wheelbase and steep steering geometry generate twitchy steering response, but Tamburini adopted 30-millimeter-offset triple clamps for a 92.3-millimeter trail. When Massimo felt that his “balancing act” was finalized, he called me to proudly announce that he had obtained that 50-50 weight distribution on a Ducati spanning a 1,410-millimeter, or 55.5-inch, wheelbase. Knowing what designing an alternative chassis around the Ducati 90-degree V-twin means, I told Massimo that he might need to add one extra inch to the swingarm on the much more powerful SBK racer. A carbon-fiber clutch cover in black weave next to an either lightweight fiberglass or carbon-fiber fairing—no one remembers which! (Ducati /)Of course, Tamburini’s favorite steel-tubing trellis frame design made for a very elegant, lean structure, perfect for a rational and comfortable man-machine interface. On this lean structure, Tamburini set a compact tank that would naturally induce the rider to set their weight forward enough to keep the optimal 50-50 balance. The single-sided swingarm was Tamburini’s choice, and its structure was calculated resorting to the dear old sliderule—CAD was not there yet. Swingarm design was very complex, and the casting firm spent a lot of time and tons of bad words to get it right. Then came the magnesium superbike racer version (1 inch longer, as we had discussed), but the casting firm sharply rejected the order. Magnesium wheels, swingarm, Öhlins suspension spec’d, as maestro would. (Ducati /)Tamburini also played an obsessive role in defining fairing aerodynamics. How so? One rainy day, Tamburini donned his riding gear and set out in the pouring rain aboard one of the prototypes. An hour later he was back, completely drenched, and sharply ordered that the bike be left to dry untouched—he wanted to check the streaming marks left by the rain on the fairing to see where its design might create unwanted turbulence. That was Tamburini! In his quest for maximum neatness, the exhaust system had to be totally tucked in, not to interfere with the rider or his styling vision. Tamburini kept honing the 916 project in every single technical and styling detail for more than four years, working on at least three prototypes, with immense dedication, passion, and love. The Best Superbike in 1994’s Ten Best Bikes? You’re looking at it. “The most sensational superbike so far this decade.” Don Canet tests the original 916 in period-correct Bates custom leathers. (Bruno DePrato /)We know how it turned out. The Ducati 916 is an innovative, sleek, elegant superbike; it also was light, fast, easy to ride, stable, neutral, and immensely agile, with solid and precise steering response. It was designed by the wind. RELATED: Top 10 Sportbikes Of The 1990s Tamburini kept the last of his prototypes for himself. It is unique in that it was progressively fitted with special parts, like the magnesium superbike swingarm with large hub, and magnesium racing wheels. The fairing is very light, but nobody remembers if it is the experimental thin fiberglass or the carbon-fiber version. And only the tachometer is there. Tamburini would not need more. Godspeed Massimo, ciao! Your Ducati 916 is pure art, still unequalled. Source

This piston covered with oil does not occur in reality, but here symbolizes the fact that when adequate cooled and filtered oil of the correct viscosity and type is supplied to every point in the engine that needs it, life can be long and uneventful. (Jeff Allen /)In a celebrated case, a vertical shaft hydroelectric turbine ran continuously for 40 years without shutdown. When it was finally replaced, its thrust-bearing surfaces still bore the tool marks of their manufacture. How was that possible? It was because the bearing surfaces—one rotating, the other stationary—had never touched. They had been completely separated by a thin and continuously replaced film of oil. This is the ideal to which all surface friction in internal-combustion engines aspires: When surfaces are separated by a continuous oil film, wear from metal-to-metal contact is impossible. Why isn’t oil immediately squeezed out from between crank journals and bearings, between cam lobes and tappets, between pistons and piston rings, and the cylinders in which they slide? The internal friction of oil, called viscosity, strongly resists such squeezing out; it also allows the relative motion of the surfaces to continuously drag more oil between them. An engine’s oil pump does not generate the pressure that separates moving parts from each other. It is the motion of those parts, acting through the property of viscosity, that drags oil between them as fast as the applied load can squeeze it out. The amber color indicates the thin cylindrical oil film that separates the connecting rod’s big-end bearing from the crankpin. The piston, attached to the other end of the rod, is driven by high-pressure combustion gas. (Jeff Allen /)This can only work when an oil wedge is formed. Fresh oil is dragged in from the thick end of the wedge so forcibly that pressures of thousands of pounds per square inch have been measured in the loaded zones of crankshaft bearings. The wedge is formed as applied load pushes the journal slightly off-center within the bearing’s clearance. Oil is pumped into the bearing on its less-loaded side and is dragged into the loaded zone by the rotation of the journal. A piston and its rings tilt ever so slightly in the cylinder, forming an oil wedge between them. Engine-friction loss is mainly the force required to shear the oil films that separate its parts. As you reduce oil viscosity, friction loss drops, but oil films also become thinner—possibly thin enough that surface irregularities begin to touch each other. Viscosity is a compromise. An oil’s viscosity falls as its temperature rises, reducing its load-carrying ability. Hot zones such as the top of the cylinder, the top piston-ring groove, and exhaust-valve guides are therefore lubricated by hot oil that has lost much of its viscosity. To slow this high-temperature viscosity loss, so-called multigrade oils have been developed. Chemists found that some long-chain hydrocarbon molecules become more compact at low temperature—adding little or no viscosity—and extend or “unroll” at higher temperatures, which contributes some viscosity. This shows that load (in this drawing upward), applied to an oil-lubricated plain bearing, transforms the oil film into a crescent-shaped and extremely thin wedge that dynamically supports that load. The viscosity of the oil—its internal friction—causes it to be dragged by the rotation of the bearing into the very thin film in the loaded zone. There, the pressure generated by this dragging process can be thousands of pounds per square inch, and the minimum oil-film thickness is as little as 1.5 microns (0.00006 inch). (Jeff Allen /)When such molecules are added to base oils, they slow the rate of loss of viscosity with temperature, which is called the Viscosity Index. Thus, a multigrade 5W-30 oil is made from a 5W base oil—measured at zero degrees Fahrenheit—but the added long-chain molecules slow its viscosity loss to that of a 30-weight oil when at 212 degrees Fahrenheit. The oil does not become more viscous as it heats up—it just loses less of its viscosity. This allows use of engine oils thin enough to cold-start in winter, which retain enough viscosity when hot to do a good job of lubricating the hottest parts of a warmed-up engine. To handle the heat-driven sludging of oil when hot, detergents are added. These surround sludge particles, allowing them to be swept to the filter by oil flow. To protect oil molecules against the sludging effects of high-temperature oxidation, antioxidant is added. Most wear occurs during cold-start and warmup, when instead of full-film oil-wedge lubrication, mixed lubrication occurs—part oil film, part surface contact. To reduce damage, surface-active anti-wear additives are developed, which form a self-healing solid lubricant layer on surfaces at points of contact. Because water is a product of combustion, oils contain emulsifiers to prevent water films from rusting or corroding parts. To help make oil flow in winter cold-starting, pour-point depressants surround waxy components of the oil before they can clump together. Lubricity agents—long-chain molecules terminating in functional groups—adhere to metal surfaces at all times, reducing the friction between them. If you disassemble a modern motorcycle engine, you will find that its oil system is very comprehensive. Here we have a camshaft, whose rotating lobes press against the valve tappets to open and close the engine’s valves. It is normal for oil under pressure from the engine’s oil pump to be supplied to the hollow interior of the shafts, emerging through drilled holes to lubricate every camshaft bearing, and every cam lobe and tappet. Thanks to 130 years of engineering, it all works very nicely. (Jeff Allen /)Oil-additive chemistry is a work in progress, as conditions in today’s smaller, harder-working but more fuel-economical engines become ever more severe. Modern premium petroleum oils consist of hydrocarbon molecules that have been reshaped to give them desirable structures. Synthetic oils are made by linking together hydrocarbon elements such as ethylene gas to form desirable oil structures. Makers of reformed- petroleum oils and of synthetics are working toward a common ideal. Consult your owner’s manual to find out which oil-viscosity grade—such as 5W-30—and service category—SN, etc.—have been found to perform best in your engine. This information is printed on the oil container itself. In a few cases, synthetic oil only is specified by a manufacturer. Source

Released in 1972, the Aluminum XR750 won the Grand National Championship in its first year. This is a 1975 XR750 shown above. (Harley-Davidson /)A crucial difference motorcycle sport has long lorded over its four-wheeled counterpart—and continues to even in today’s electronics age—is the simple fact that the human behind the controls on a motorcycle remains the ultimate factor determining wins and losses. For all the decades of developmental work and mechanical black magic behind it, there’s no denying that the historic success of Harley-Davidson’s XR750 is intrinsically tied to the heroics of a select group of otherworldly riders. As covered in the previous installment, when presented with rule book hurdles in the late ’60s, H-D responded with the creation of the original Iron XR750 in 1970 and then further iterated on that design with the superior Aluminum XR750, released just two years later. The result of that engineering exercise was a well-balanced, rider-friendly package that provided a wide range of flat track artists an outstanding brush with which to paint their masterpieces on oval canvases of dirt and clay. Two legends of the sport, Parker and Springsteen rode side-by-side for Harley-Davidson beginning in 1981. (Mitch Friedman/)The ’72 machine was so good, in fact, it won the Grand National Championship in its first go and positioned itself as an unbeatable machine going forward. However, as formidable as the XR and its rider lineup may have been, Harley-Davidson was beaten to the throne in ’73 and ’74, despite the fact that a full 10 different riders claimed at least one victory on the XR750 through the end of that season—each one an eventual AMA Motorcycle Hall of Famer, save Dave Sehl, who was inducted into the Canadian Motorcycle Hall of Fame. But even with all of those future hall of famers in its corner, H-D and the XR750 were ultimately outdone and outclassed by a truly transcendent talent in Kenny Roberts, despite the Californian being significantly outgunned on his Yamaha XS750. To overcome Roberts, Harley needed its own “King.” It might have already had one in Gary Scott, who actually beat Roberts for Rookie of the Year honors in ’72 and then finished as runner-up to him in ’73. Scott decked out in the unmistakable Harley-Davidson uniform in 1975. (NASCAR Archives/)Harley-Davidson signed Scott to the factory team in ’74. And after notching up a second straight second-place season, he finally delivered Harley another Grand National Championship in ’75—before promptly leaving the squad in a contract dispute following the season. Desperate to replace Scott with a new rider—one who could go head to head with Roberts and Scott and somehow come out on top—Harley-Davidson turned to a flashy 18-year-old named Jay Springsteen, who had just earned Rookie of the Year honors. Bill Werner, who was fresh off earning his first GNC title as a mechanic, knew things were going to be quite different within minutes of the first official meeting with “Springer” ahead of the ’76 season. The first rider to achieve 30 wins in Grand National competition, Springsteen made waves early on in his career. (AMA Archives/)“(Team manager Dick) O’Brien said, ‘Hey we're going to have Springsteen come over to set up the bike for the Houston TT.’ Springer came into the shop and said, ‘Where’s the bike?’ I asked him if he wanted the rear brake on the right or the left. “And he said, ‘If you put it on the left, I’ll step on it over there, and if you put it on the right, I’ll step on it over there.' “‘What about the handlebars? “ ‘Wherever they are is where I’ll put my hands.’ “And within two minutes he got on it and said, ‘Yeah, that’ll be okay.’ “Gary Scott was very, very finicky. I was used to working with a guy who had me taking a quarter inch of foam out of the seat because he didn’t feel comfortable on it. I went into O’Brien’s office and told him we were done setting up the bike, and he said, ‘What do you mean you’re done?’ “I told O’Brien, ‘He said he’ll ride it just the way it is, and that's fine.’ ” It was “fine” by even the most outlandish boundaries of the definition. Springsteen defeated Roberts and Scott to claim the title in ’76 and then again in ’77. And for good measure, he added a third straight Grand National Championship to his résumé in 1978. Springsteen established himself as the winningest rider in series’ history relatively early in his career, and continued to build on that tally all the way into the new millennium. To this day, his 43 victories have only been eclipsed by three riders. Werner said, “Jay was just a huge natural talent. He didn’t jog or lift weights. He didn’t do any of that stuff. He rode motorcycles in the woods and did normal stuff, but he didn’t have a specific diet or a trainer. And he was always amazed that other people couldn’t do what he did. “He said, ‘Come on, this isn't that hard.’ And I was like, ‘You’re only an inch away from the fence all the time, doesn’t that scare you?’ ‘Nah. As long as you don’t hit the fence, you’re okay.’ "Springer" launches his XR750 over a TT jump. (AMA Archives/)“I remember at Toledo, Kenny Roberts had set the fast time in time trials, and then Jay went out and went faster. When Jay was coming into the pits, Kenny sat there watching and said, ‘Springer, I’m kind of curious. What’s your shut-off point going into Three? What’s your mark?' “Jay said, ‘Shut-off point? I just hold it wide open and try not to crash.' “Roberts walked away and said, ‘This guy is nuts…’ “He just ran it in there until the front end pushed and then the rear end came around and he saved it and stayed on the gas. There was no plan, just stay on the gas. “Jay did refine his skills over time, and he got a little more artful and realized that not every track was just a wide-open thing. He got better on grooves and whatnot, but in his early years his mentality was that the fastest way around was holding it wide open and trying not to crash.” Guts clearly weren’t an issue for Springsteen, which makes it a sad irony that his stomach actually was his Achilles’ heel. Over the next few seasons, Springer missed numerous main events due to a mysterious ailment that doctors attributed to excessive acid flow brought about by nerves. Just one season after winning Rookie of the Year, Springsteen earns his first Grand National Championship in 1976. (NASCAR Archives/)That opened the door for others to rush in, and the next five Grand National Championships went to four other riders armed with XR750s. Each one of them a future hall of famer and with no overlap to the 10 already referenced. Despite the XR750’s continued success, Harley-Davidson again found itself searching for a handpicked successor who could rack up victories and string together multiple GNCs the way Springsteen had in the late ’70s. And again, it turned to a young rider bursting with talent in ’79 Rookie of the Year Scott Parker, drafting him up to the works H-D squad midway through the ’81 season. However, the early and mid-’80s were a tumultuous time for Harley-Davidson in general, putting the factory race effort in dire jeopardy. It was extremely bad timing, as Honda was preparing to introduce a game changer. Later becoming the winningest rider in the history of the sport, Parker's swagger and style are unmistakable on the racetrack. (Dave Hoenig/)Honda followed Yamaha’s playbook to beat Harley-Davidson by hiring a pair of ascending superstars in ’82 GNC champ Ricky Graham and the ultra-talented Bubba Shobert, and then took it a full step further by following Harley’s own playbook on the machinery side of the equation. After enjoying only limited success with its CX500-based NS750 flat track machine in 1981 and 1982, Honda closely studied the basic designs of the XR750 and then added them to a prototype V-twin engine that had originally been slated for a rally bike. Like the XR750, Honda’s new RS750 featured a four-speed 45-degree V-twin (right down to identical 79.5mm x 75.5mm bore and stroke numbers) but it also had four valves per cylinder and overhead cams as opposed to two valves and a pushrod design. The engine that replaced the NS750, and catapulted Honda to the front of the Grand National Championship pack. (Drew Ruiz/)“Honda was smart,” Werner said. “They bought a couple XRs, and they took them apart because the XRs worked so well. They duplicated the flywheel mass and the V-twin configuration, but they were pretty sure they didn’t want pushrods or two valves. So essentially, it had a lot of the plus characteristics of the XR with none of the minuses. “It didn’t really make any more power than an XR, it just made more rpm. So what’s the advantage? If an XR comes off the corner at six grand and the Honda comes off at seven grand and the terminal velocity is the same, they start up a thousand rpm on the band and just have more power on tap due to the rpm difference.” The RS750 was tested in action during the ’83 season (and even won the Du Quoin Mile courtesy of Hank Scott) before being fully unleashed on the series in 1984 with Graham and Shobert at the controls. It proceeded to capture four successive Grand National Championships: Graham in ’84 and Shobert in ’85, ’86, and ’87. Honda’s RS750 collected four Grand National Championships in as many years with Ricky Graham and Bubba Shobert. An AMA addition of restrictor plates was instituted in 1987—a highly controversial measure that is still argued with vigor to this day. (Drew Ruiz/)Meanwhile, Harley’s full factory effort had been effectively mothballed with the race department reduced to just a single employee—Bill Werner—whose job at that point primarily consisted of shipping out parts to privateer teams. However, even if the factory H-D team no longer existed, Parker insisted on having factory-level talent building and wrenching his XR750. Werner said, “In ’85, the factory disbanded its racing team and gave all their riders their equipment and told them to hire their own tuners and stuff like that. About one or two races into the season, Scott Parker called and said, ‘I’m not happy with the guy I hired. I want to hire you.’ And I told him I was working full time and couldn’t do that. And he said, ‘Well, I'd rather have you working on my bike four hours a day than the other guy for 20.’ “I agreed to go to work for him, but Harley-Davidson management didn’t want it to happen. They told Scott, ‘Nope, your contract says we get to authorize anybody you hire to make sure they’re competent.’ “Scott took it to his attorney, and his attorney said to Harley, ‘You’re right. You have the authority to judge whether the guy is competent. And this guy has won four national championships. How can you say he’s not competent?’ Parker and Carr leading a pack of talented riders at a Mile later in Parker’s career. (Dave Hoenig/)“Harley tried to argue that I wouldn’t have the time to do the job correctly, but Scott’s attorney said, ‘That’s not what the contract says. The contract only says competent.’ “So reluctantly, they let me go to work for Scott, and I did it all at home.” Parker enjoyed his finest campaign as a professional yet that season, including a massive win at the Indy Mile which finally halted Honda’s dominant streak of mile victories that had stretched into the double digits. He ended the season ranked third in points and followed that up with a runner-up showing the following year as he and Werner continued to seek out new ways to derail the Honda freight train. Werner said, “The RS was just a better engine than what the XR was. But it had its quirks too. It hit so hard it burned up tires more than what the XR did.” Restrictor plates were added to the equation in 1987. Most will tell you the move was done solely to undercut the inherent advantages of the RS750 as a favor to Harley-Davidson, but Werner argued it was the Honda’s one weakness, in part, that brought a penalty upon itself. “(Burning up tires) was one of the reasons the AMA instituted the restrictors. They wanted to slow everybody down. There were a couple races in particular where the top riders went right through their tires. Goodyear wasn’t about to make new tires for that small a market. They transitioned to Carlisle tires for a while that were harder, but they’d go through those tires too. They had to keep shortening races from 25 laps to 20 laps to 15 laps and pretty soon the competition committee said, ‘This is nuts. Why don’t we just slow everybody up? You don’t have to go 130 on the straights. Why not just 120?’ It hurt all engines about the same. Having them all close was the key.” Parker came within seven points of dethroning Shobert in 1987. If anything, the XR750 platform had been made stronger due to the lessons learned during the race program’s hiatus and Honda’s run of dominance. And just as Harley-Davidson amped its factory program back up to full bore, Honda was gearing down and looking to exit, frustrated with the new regulations (in racing and in the marketplace) that had been put into place. Werner explained, “Before I brought the program back into Harley-Davidson, I worked with different vendors and developed different cam profiles and other things that made Scott’s bike, I think, better than everybody else’s. “We had an advantage, and it wasn’t due to the factory giving me s—t because they only reluctantly allowed me to do it at all. But rather, I had the freedom to go to any vendor I wanted because I was on my own working out of my own garage. And a lot of those things got transitioned to the official product when I ultimately got to work in the department full time and they hired back more staff and a manager and all that other stuff.” Parker did finally overcome Shobert to end Honda’s championship stranglehold in 1988 while starting one of his own; he would go on to claim four consecutive Grand National Championships from ’88–’91. Ultimately, the challenge to Parker’s crown would come from within the team. Parker collecting the hardware for one of his many victories. Parker currently holds the record for most career wins at 94. (NASCAR Archives/)Harley-Davidson had learned to have a worthy heir in place. Just one year after Parker’s reign began, it found one in the gifted 1985 Rookie of the Year Chris Carr. Carr’s skill set was a bit different than Parker’s, which worked well in terms of making the factory XRs heavy favorites virtually every weekend, no matter the discipline, year after year. Parker was the unquestioned maestro of the mile; he raced the XR750 to an astonishing 55 mile victories during the course of his career (more than twice as many as the current master of the form, Bryan Smith). Carr, meanwhile, was an unstoppable force at the TTs and the short tracks. And both riders were among the greatest half-milers the sport has ever seen. Both styles worked equally well at racking up championship points. The next decade saw Parker and Carr engage in some of the greatest title fights in American Flat Track history. Parker’s ’91 title win over Carr came down to a tiebreaker, and then Carr struck back with his first Grand National Championship the following season, ending Parker’s run of four straight GNCs by just two points. Ricky Graham broke up the epic annual intra-team title fights with an amazing ’93 season to give the RS750 one final run to glory, before Parker reclaimed the number 1 plate in ’94, this time by four points over Carr. Carr was drafted into the factory Harley-Davidson AMA Superbike team in ’95 and would focus the bulk of his efforts hustling the VR1000 around on pavement for the following three years. During that time, Parker continued to stack up titles, the last (his ninth) coming by a scant two-point margin over Carr in ’98 upon his rival’s full-time return to dirt track racing. By ’99, Carr was running his own team, had Kenny Tolbert wrenching his XRs, and had rounded into an all-around dirt track master—miles very much included. He scored a blowout title triumph in Parker’s farewell season, setting the stage for a run of six dominant GNCs from ’99–’05. That string was broken up only by Joe Kopp’s 2000 Grand National Championship, earned while Carr was splitting his time winning the short-lived Formula USA National Dirt Track Championship. Parker (left) versus Carr (right) was a clash of titans on dirt. (Dave Hoenig/)Reflecting on the Parker-Carr years, Kopp said, “It was pretty wild. They had some really heated years right before I stepped in. I got in late in their battle, and then Chris and I got to have a lot of battles ourselves over the years. It was really neat to be a part of that. Any time that I got to race Scottie or Ricky or Chris… Gosh, it was a helluva race. “I remember Scottie’s last Springfield in 2000. Even though I was credited as the winner at the Dallas Mile in ’99, that race was red-flagged and ended on lap nine. So in my mind, I didn’t have an official mile win at that point and was still looking for my first. Will (Davis) got his first mile win that Saturday there at Springfield, and I finished second. The next day, sure as s—t, Scottie Parker is here—‘Mr Springfield’—and he comes out of retirement and goes and wins the thing and I got second again. I was like, ‘Damn!’ Even though he had been retired for a year or whatever, it was just an honor to race with him in a situation like that. “I wish I could have been in the middle of more Scottie and Chris battles,” Kopp said, “but I had my fair share. I got frustrated enough in the few that I was in.” One of the most versatile riders in the history of flat track, Carr showed a unique finesse on the motorcycle. (Dave Hoenig/)Carr continued to race into the 2010s, setting the bar extremely high during what was the formative era for a number of the today’s crop of AFT SuperTwins aces. Ultimately, the three titans of the XR750—Jay Springsteen, Scott Parker, and Chris Carr—combined to score a nearly unthinkable 183 GNC main event victories and 19 Grand National Championships on the iconic machine. Next time: Can the XR750 still win today? Source

Will we see the fruits of Kawasaki’s electric bike project anytime soon? (Kawasaki/)Electric motorcycles have been making headlines for years now, but despite the publicity it’s still almost impossible to actually buy a convincing battery-powered motorcycle from a major manufacturer. The Harley-Davidson LiveWire and BMW’s C-Evolution give early adopters a route to electric power, while small firms like Zero lead the way with their all-electric ranges, but we’ve yet to reach the point where two-wheeled EVs are a mainstream alternative to gas-powered machines. Despite the current lack of production options, a development battle is raging behind the scenes as major bike manufacturers work to ensure they aren’t left behind in electric bike technology. Back in November, Kawasaki quietly wheeled its electric bike project into the public eye, putting a prototype sports EV on its stand at the EICMA show in Milan. Since then the firm has trickled out videos of the machine in action, but don’t be fooled into thinking it’s a new project; this work has been going on for a decade. Kawasaki wheeled out an EV “project” prototype at last year’s EICMA show but made it clear it would not be a production model. (Kawasaki/)Kawasaki’s own figures for its electric bike are a hint at its age. As with most electric bikes, it has two power figures—one set being the absolute peak that can be achieved for brief periods, the other a “continuous” maximum that can be sustained indefinitely without overheating the motor. Disappointingly, the absolute maximum for Kawasaki’s EV is pegged at 20kW (around 27 hp), while the continuous figure is 10kW (13.5 hp). In a world where you can walk into a Zero dealer and buy an electric SR/F or SR/S making a peak of 110 hp right now, those numbers seem a bit underwhelming for a prototype from a tech giant like Kawasaki. Stated numbers for Kawasaki’s EV are far from impressive, which hints at the project’s longevity and prototype status. (Kawasaki/)It’s not like the Kawasaki is a much smaller, lighter bike either. The firm says it weighs in at 483 pounds (just 2 pounds less than a Zero SR/F), and its range of 60 miles is around half as far as the Zero can manage on a charge. With numbers like those, it’s understandable that Kawasaki is at pains to point out this isn’t a machine that’s going into production; it simply wouldn’t stand a chance against the limited competition that’s already out there. Patents from years back show older Ninja 300 bodywork, wheels, and other components, and Kawasaki itself has said there are no plans for a production EV in the near term. ( Japanese Patent Office/)So what’s the point then? The disappointing numbers that Kawasaki gives its electric prototype fall into perspective when it becomes clear how old this project is. Kawasaki’s first patents showing a bike similar to this were filed back in 2010 and detailed designs showing this very machine appeared in patents just a couple of years later. Carry-over components including the bodywork, wheels, brakes, and suspension are from the 2013-spec Ninja 300, further confirming its age. Perhaps if you consider it as an electric bike from 2013 rather than 2020, the figures for range, weight, and power aren’t as comprehensively outclassed as they seem now. Multiple sources at Kawasaki including Yuji Horiuchi, president of Kawasaki Heavy Industries Motorcycle & Engine Company, have clearly stated that this bike isn’t for production. In fact, he went further, saying there are “no plans” for a production EV in the near future. Older patent filings show battery and electronics removal from the EV project bike. The evolving technology is becoming more and more cost effective, and Kawasaki is likely waiting for the right time to roll it out. ( Japanese Patent Office/)The reason for that is one of simple economics; at the moment it’s virtually impossible for a large motorcycle manufacturer to mass-produce an electric bike that will sell at a reasonable price and turn a profit. You either need to go niche and hope that a small number of buyers will be prepared to spend a lot to be early adopters—think Harley LiveWire—or target the low-cost, low-tech Chinese market for battery-powered scooters. But the economics are constantly changing. Batteries and motors are getting better and cheaper while ICE-powered bikes are getting costlier as they’re forced to meet ever-stricter emissions limits. By keeping a group of engineers working on electric bike technology and testing designs and ideas, it means that when the price-to-performance ratio shifts enough to tip the balance of profitability to a point where it favors electric bikes, Kawasaki should be ready to go without having to start from scratch. | 5.Kaw-EV-Racing.jpg | What’s interesting about Kawasaki’s project is that it contains a four-speed gearbox unlike the typical single speed found in most current electrics. A manual transmission allows a greater speed range and also allows the rider to have more input. (Kawasaki/)Notably, Kawasaki’s solution includes a purpose-made four-speed gearbox between the electric motor and the front sprocket, giving an additional layer of control compared to the usual single-speed design that most electric bikes use. It’s there for rider engagement as much as any performance gain, making a bike that’s more appealing to riders raised on a diet of gasoline. The firm’s European PR boss, Martin Lambert, said: “This is a vehicle which is really just testing the technology. It’s not going to go into production but it just shows that Kawasaki is looking at electric vehicles. “Most electric bikes don’t have gearboxes, so you just turn them on, twist, and go, rather like a scooter, whereas this bike has got four gears. So you’ve got the electric power pack and the motor is connected to the gearbox. Firstly it will appeal to motorcyclists, because they want to still change gears. So that’s a good advantage and a crossover between gasoline engines and electric engines. Electric vehicles are definitely in Kawasaki’s future, we just don’t know how far out. (Kawasaki/)“The interesting thing about the testing was that it wasn’t just for durability and reliability, they were testing it for fun. They wanted to know whether the riders had a fun experience.” Check out the technology in this video. Source

This selection of jets is for two Mikuni VM carburetors. The pair in the center showing the tall one standing up and one like it laid down next to it are the needle jets. The tapered carburetor needle works with the needle jet orifice to meter fuel on between roughly 1/4 and 3/4 of throttle lift. (Mark Hoyer/)As proof there is always something more to discuss in carburetor tuning, reader Jim Mosher commented that I left out of my “How to Tune Carburetors” story any discussion of the needle jet size as an element in carb tuning, and he is quite right. Back in 1971 when I was race tuning two-strokes, I learned something about needle jet effects from accomplished tuner and parts-maker Harry Hunt. He started the conversation by noting that there is some variation in the dimensions of carb tuning parts, such that it can be well worthwhile to try some variation, plus and minus, just to be sure where we are. Without coming right out and saying “Do this” he implied that needle jets were an underused resource. English rider Cliff Carr on an Arlington Motorsports Kawasaki KR500 tuned by Kevin Cameron in the early 1970s. (Cycle World/)Early the next season my rider Cliff Carr and I trucked our 250 up to Loudon, New Hampshire, for a tuning day. I brought along a range of needle jets to explore the point Hunt had made. Carr went out and did a few laps for baseline, and we began trying needle jets other than what came in the bike. He’d do five timed laps, come in, and we’d discuss how the bike had performed. Just when it seemed that we might as well have been trying various stiffnesses of seat padding, here came a group of five laps that were four-tenths of a second faster on average than previous. As Carr rolled in the pit road I made an effort to smooth out my face and look bored. “How was that?” I asked in a neutral voice. “Seemed kinda…flat,” was his reply. “Okay, how about this?” I said, giving him the stopwatch board. His eyebrows went up. Four-tenths seems pretty insignificant by itself, but do that for 15 laps and it adds up to reaching the finish line six seconds sooner. This selection of jet needles shows the first 20mm or so of the needle (on the clip end) is straight, and only as the throttle is turned does the taper start to act in the fixed orifice of the needle jet. As the needle tapers sharper, more area of the jet is exposed and therefore more fuel flows. (Mark Hoyer/)Mr. Mosher notes that the first 20mm of the jet needle are not tapered at all; they are cylindrical. So changing the diameter of the needle jet gives control over mixture during initial slide lift—control that is independent of the control given by varying throttle slide cutaway. When Cliff described the engine as “kinda flat” it may have been just that. If a carburetion change smooths out power delivery, it becomes comfortable to use more of it, and the laps become faster. On the accompanying graph, I have put throttle slide lift in millimeters (mm) on the y (vertical) axis, and fuel delivery orifice area (area of needle jet minus area of needle at that slide lift) on the x (horizontal) axis. Throttle slide lift is shown in millimeters (mm) on the vertical axis and fuel delivery orifice area is shown on the horizontal axis. The effect of moving the needle up or down is shown by the different lines through the middle of the graph. (Kevin Cameron /)Note that there is no change in fuel orifice area during initial slide lift. That is because it is the cylindrical part of the needle that is in the needle jet. After that, it is the taper of the needle that is in the needle jet, so the fuel orifice area begins to increase on a slope, upward and to the right. Raising or lowering of the needle just raises and lowers the sloping line, making fueling richer or leaner “on the needle,” which is from roughly 1/4 to 3/4 of throttle slide lift. Source

Patent drawings show Honda looking at a larger replacement for its NC750 model. (Japanese Patent Office/)Take a quick look at Honda’s latest patent application—recently published via the Japanese patent office—and you’d be forgiven for thinking it shows the existing NC750S or even the original NC700 model. But look closer and it actually reveals a completely new engine that might well form the basis of the firm’s next-generation NC range. Honda is widely expected to reveal a revamped replacement for the NC750 models later this year. Believable rumors from Japan suggest the firm will increase its capacity once again—the original NC700 was 690cc, the current NC750 is 745cc, and the next model is likely to be in the region of 800–850cc to retain performance while reducing emissions. However, if this patent is to be believed, the changes will be much greater than a simple bore and stroke increase. The new engine design (black) in the patent is more horizontally oriented than the existing NC750 mill (red), and is also more compact. (.Japanese Patent Office/)Unicam Cylinder Head Overlay the outline of the engine shown in the new patent and the existing NC750 motor and it’s instantly clear the two designs share little, apart from their general layout. The new design appears to be intended to lie flatter than the current one, with the cylinders running almost parallel with the ground. That change would increase the already substantial storage space above the engine in the NC range of bikes but, given an increased displacement, could also pose a packaging problem, with the cylinder head invading the space needed for the radiator—or even interfering with the front wheel when the fork compresses. Honda’s solution is to make the cylinder head more compact, and the patent illustrations show the new engine featuring the Unicam layout that first appeared on the CRF450R back in 2002. Instead of the camshaft being under the rocker arms, the Unicam design (seen here on the CRF450R) places it above the intake valves. (Honda /)While the existing NC750 engine is already a single overhead cam design using rockers to operate four valves per cylinder, the Unicam achieves the same goal but takes up less space. Instead of having the camshaft underneath the rocker arms in the center of the cylinder head, it puts it directly above the intake valves. That means it operates directly on the intake valves, rather like a DOHC camshaft would, while additional exhaust lobes act on triangular rockers to operate the exhaust valves. RELATED: Honda’s 2018 NC750X Is Every Scientist’s Favorite Bike The result is a cylinder head that’s shorter overall than a typical SOHC design, and one that’s particularly compact on the exhaust side of the head. What’s more, it allows for a tighter included valve angle, making the head narrower and allowing for a flatter combustion chamber for a higher compression ratio. Unicam has already been used to great effect on the CRF450R, which demonstrates its DOHC-style performance potential, and on the VFR1200. It’s also a feature of the latest Africa Twin. The Unicam layout is also in use on the VFR1200. It takes up less space and is more compact on the exhaust side of the head than the existing NC750 engine. (Honda /)More Compact Transmission Like the current NC750, a key feature of the new design is Honda’s dual-clutch DCT transmission, which allows for seamless up- and downshifts at the touch of a button or even automatically, without a momentary loss of drive. This gearbox works just like the firm’s other DCT designs; the input shaft is split into two halves, one carrying first, third, and fifth gears, and the other bearing second, fourth, and sixth. With a clutch for each half of the input shaft, two gears are selected at any one time, but only one clutch is engaged. Changing gear is thus simply a case of disengaging the first clutch and engaging the second. While none of this is new, the aspect that Honda’s latest document appears to be trying to patent is a built-in hydraulic actuator for the gearbox, replacing the usual separate actuator. Unlike the existing NC750 DCT, which has its actuator unit bolted to the side of the gearbox, the new design features one that’s integrated into the top of the transmission, making it more compact overall. Any replacement for the NC range will need to be adaptable to a host of different applications, from scooter to adventure bike. (Japanese Patent Office/)Key To A Host Of New Models The original NC700—launched in 2012—and the updated NC750 that followed two years later have become the building blocks of a surprisingly wide array of bikes. Along with the NC750S naked streetbike and NC750X adventure model, the Integra scooter is based on the same engine and chassis. Honda’s CTX700 and CTX700N cruisers are also spin-offs using many of the same components including much of the same engine and frame design. Wilder variations on the theme have included the sci-fi-styled NM4 Vultus and hard-to-classify X-ADV, which sits all alone as the world’s only adventure-inspired 750cc scooter. Any replacement for the NC750 therefore has a lot of roles to fill, as the same engine and chassis is likely to be used in successors to all those machines. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Speaking of the chassis, although Honda’s patent shows the new engine in the old NC’s tubular steel frame, it’s clearly not designed to fit there. The engine mounts don’t line up and the new engine is obviously intended to be mounted more horizontally. That means when we do get to see the bike this engine is really designed for, it will feature a completely different frame design. The engine’s suggested 850cc capacity combined with its parallel-twin layout and the Unicam cylinder head also mean it could be related to the “baby” Africa Twin model that’s the subject of a growing number of rumors. While a smaller AT makes sense, particularly given the existence of rivals like Yamaha’s Ténéré 700, BMW’s F 850 GS, and KTM’s 790 Adventure, Honda doesn’t currently have a suitable engine to power it. Could a bigger, more rugged NC850X be better positioned to compete against the Ténéré and BMW F 850 GS? (American Honda/)One solution could be to give the replacement for the NC750X, one of the bikes this engine is likely to be destined for, a more rugged appearance and greater off-road ability with wire wheels and longer-travel suspension. Source

New vehicle purchase? Some dealers will deliver it right to your house. (Andrey Kekyalyaynen / 123rf.com/)The last few months have been brutal for vehicle sales of any kind, but it’s especially sobering when you look at the motorcycle market during this pandemic. Early on, factories and suppliers in Asia experienced disruptions and makers across Europe were forced to close facilities. Supply chain hiccups will likely mean a shortage of some motorcycle models sold in America this year, but less supply will probably be offset by reduced demand. As the coronavirus continues to spread though, many of us have experienced stay-at-home orders and business closures in its wake, making it harder to shop for and buy a new bike. A good chunk of US motorcycle dealerships have had to shutter showrooms (restrictions vary from state to state), so it’s no wonder manufacturers are rethinking the new-bike purchasing process. The good news for consumers is that motorcycle makers are pulling out all the stops, offering shop-at-home programs, deals, and discounts online, as well as payment assistance and flexible loan terms. (According to Bankrate, the average new vehicle loan as of April 1 was under 5 percent for a 60-month term.) Manufacturers’ websites and local dealers’ social media accounts are great places to start your searches. A few brands are exploring “contactless” buying programs similar to what some carmakers have rolled out, allowing buyers to scan inventories, arrange test rides, manage paperwork, and schedule vehicle pickup, all without entering a showroom. The bottom line is we’re at the traditional start of the riding season, and pandemic or not, dealers have to move inventory. They’re highly motivated to make deals, and it might even get away with naming your own price. In other words, if you’re in good health, are solidly and stably employed, and feel reasonably confident in your online negotiating skills, now might be a great opportunity to buy a new motorcycle. The Italian market has been especially hard-hit, but Piaggio says most of its current model year fleet will be relatively unaffected. Aprilia’s Noale facility is scheduled to reopen in May. (Piaggio/)Aprilia/Moto Guzzi The Piaggio Group, which owns Aprilia, Moto Guzzi, and Vespa, closed its factories in mid-March for a “deep clean,” and production at Aprilia’s Noale facility will resume in early May, with the same timeline for Moto Guzzi’s Mandello del Lario plant. Some US dealers can offer bike pickups for servicing and new-bike delivery in some cases, but it’s on a case by case basis. Piaggio’s US promotions include incentives for military and first responder customers who purchase any 2020/prior model year Aprilia, Vespa, Guzzi, and Piaggio vehicles. They’re eligible to receive an incentive up to $750, applied to the purchase price of the vehicle. Candidates include United States Army, Navy, Marine, Air Force, Coast Guard, National Guard, and Reserves in addition to firemen, police, or EMT; as well as medical workers like doctors, nurses, and EMS. The promotion is valid until June, but buyers must provide military ID or fire, police, EMS ID. See more at: <a href="https://www.aprilia.com/us_EN/special-offers/2020/April-May/">aprilia.com/us_EN/special-offers/2020/April-May/</a><a href="https://www.motoguzzi.com/us_EN/special-offers/April-May-2020/">motoguzzi.com/us_EN/special-offers/April-May-2020/</a><a href="https://www.motoguzzi.com/us_EN/special-offers/Military---First-Responders/">motoguzzi.com/us_EN/special-offers/Military---First-Responders/</a> BMW is ramping up to restart its Berlin-Spandau motorcycle plant beginning early in May. There are deals to be had. (BMW Motorrad/)BMW Motorrad BMW had originally planned to restart production at its main Berlin-Spandau motorcycle facility earlier this month, but was forced to push the reopening to sometime in May. It too is offering exclusive promotions on most of its new US models but only ’til the end of April. We’ve also seen some pretty attractive deals on the brand’s Instagram page recently, like $1,500 back on a 2019 R nineT, but these things come and go so check the main brand page as well as local dealer pages often. bmwmotorcycles.com/en/offers/limited-time-offers/q2-retail-offer.html Ducati has announced the resumption of production at its Borgo Panigale factory this week and says new bikes will be in dealers soon. (Ducati Motor Holding/)Ducati Ducati, in addition to just restarting production in Italy, is also trying the “contactless” model and is pushing several incentives as well, including 0-percent financing on older models and 1.99-percent financing for current model year units. Certain Ducati dealers are fulfilling new motorcycle orders via an entirely contactless purchase and delivery service. Ducati’s official statement reads: “They can support you through all stages of the purchase process from learning about the motorcycle, to financing options via Ducati Financial Services, and to final delivery to your home or place of work.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Despite the reopening of production lines, Ducati says visits to the museum, factory, and Fisica in Moto are still suspended until further notice. Ducati CEO Claudio Domenicali had this to say: “It will be an extremely difficult year but starting up again is still a beginning; we have a lot of orders for the Streetfighter V4, for the Multistrada GT, and for the Panigale V2. The motorbike is a perfect vehicle for ‘phase two’: no parking problems and distancing guaranteed; safety and fun at the same time.” Harley says it’s “restarting some manufacturing,” and that home delivery of its bikes is available in some markets. (Harley-Davidson /)Harley-Davidson From its recent Q1 2020 earnings results announcement, we learned that The Motor Company is reshuffling the timing of some of its upcoming new bike launches like the Bronx and the Pan America, and it’s also restarting “some manufacturing,” though specifics on that point weren’t made available. But Harley did say there are no foreseeable supply disruptions for its new 2020 models, so already released bikes should be in stock. The Motor Company is also dangling a flurry of incentives including the Electric Vehicle Incentive of up to $2,500 for the LiveWire, and it’s also offering H-D home delivery in some areas (subject to availability and location). There are discounts and reduced rates for active military personnel as well as Rider Training graduates, and $0 down terms for some of its models, both new and used. The official wording on its website reads: “Dealership operations are at the discretion of each dealership. We encourage you to use our dealer locator and call or check dealership websites for the most up-to-date information. Home delivery is available for a limited time through participating dealers. Availability is subject to applicable laws, regulations, and government orders.” You can also find more info here: <a href="https://www.harley-davidson.com/us/en/tools/find-a-dealer.html">harley-davidson.com/us/en/tools/find-a-dealer.html</a><a href="https://www.harley-davidson.com/us/en/owners/financing-and-insurance/finance-your-ride.html">harley-davidson.com/us/en/owners/financing-and-insurance/finance-your-ride.html</a> Honda has a few financing promotions going now but nothing in the way of a contactless purchasing plan just yet. (American Honda Motor Company/)Honda Honda hasn’t (as yet) embraced home delivery as a purchase option, but it is easing requirements for purchasing a new or used motorcycle, giving buyers 90 days to make their first payment on new vehicles financed by Honda Financial Services. Check the website for eligibility and restrictions: powersports.honda.com. Indian goes for a carmaker-type promo with its Click.Deliver.Ride program. (Indian Motorcycle /)Indian Motorcycle Indian Motorcycle’s dealer network is also subject to reduced hours or closures, so it recommends you check with the individual dealership to confirm its status. But the company is also offering home delivery with its Click.Deliver.Ride program which gives prospective buyers the option of purchasing a motorcycle online and having it delivered to their home. Indian has offered online search and customizing options prior to this, but now it’s extended to the sale too. Contact your local dealer, either online or on the phone, make the buy, and arrange to have your new bike trucked right to your garage door. There are also discounts and incentives for military, police, fire, and some medical services personnel. Customers can also check out Indian Motorcycle Self-Help or Customer Support at (877) 204-3697 or via email. Along with home delivery and other incentives, Kawasaki is also offering a free custom graphics kit with the purchase of a new Z125 Pro model. (Kawasaki/)Kawasaki With stay-at-home orders and social distancing recommendations due to COVID-19, Kawasaki is now allowing participating dealers to deliver products like vehicles and parts right to buyers’ homes or businesses. The company says it’s “committed to providing a first-rate experience [and] vehicle inspections will be performed at the dealership prior to delivery, and all required delivery checklists will be completed in your presence.” The motorcycle you buy will be delivered by trained dealership personnel (not third-party operators) who will also give you a thorough briefing on that vehicle’s operation, maintenance, and safety info. There are some restrictions though; the release states that “delivery for parts and accessories ends May 31, 2020. Due to variations in state and local stay-at-home orders, home delivery of vehicles may be unavailable in some areas.” Kawasaki is also offering a Military Customer Promotion valid through June 30, 2020, to all active, reserve, and retired United States military personnel, for most models. In either case, as always, make sure you contact your local dealer for up-to-date info. kawasaki.com No word yet on KTM’s Austria factory reopening, but you can get some great financing on several US models. (Shedl R./KTM Sportmotorcycle /)KTM/Husqvarna Although it was originally due to reopen several weeks ago, we haven't been able to confirm resumption of motorcycle production at KTM’s Mattighofen HQ. In America though things look fairly normal on the surface, with the KTM US website offering attractive 0-percent and 1.99-percent financing on some 2020 as well 2019 models (which ends soon), and no payments or interest on select other bikes through July. KTM has also said there should be no disruption in current model year deliveries. See more info on promotions here: ktm.com/us/powerdeals/. Triumph’s main production facilities in Thailand are still going strong, so there should be little disruption in the current year’s bike fleet. (Triumph Motorcycles/)Triumph Motorcycles We haven’t heard anything regarding home delivery from Triumph, but its production facilities in Thailand—where more than 80 percent of the bikes are made—are still operational. Plus there are a host of dealer incentives for US customers, though most of them all go away come May. They include up to $1,200 in Triumph Cash available on select models or special financing as low as 1.99-percent APR. Other options include low monthly payments with Triumph Triple Financing, or no money down, no interest, no payments for 90 days. Check out triumphmotorcycles.com/find-your-ride for more details. Yamaha’s another major manufacturer offering delivery of new bikes directly to the buyer’s home. (Yamaha Motor Corp./)Yamaha Everybody’s scrambling to facilitate bike sales during the COVID-19 clampdown, and Yamaha’s no different. The company’s US division just announced an all-new Deliver Your Ride program supporting Yamaha dealers that are able to complete motorcycle purchases remotely and then deliver the product directly to customers. The new program is available nationwide wherever dealers can legally and safely participate. Yamaha says that, for now, the new Deliver Your Ride initiative is a temporary (and voluntary) program and that it’ll work with dealers to roll it out. Interested customers can contact their local Yamaha dealer or visit yamahamotorsports.com to see if it’s available in their neighborhood, or if local regulations allow it. The Tuning Fork guys are also doubling down with other incentives, like $0 down, 0 payments for 90 days, and 0-percent APR for some models. For details, visit yamahamotorsports.com, and check out the video here. Most manufacturers are currently giving discounts to military personnel, as well as first responders and medical services workers. (Piaggio/)The latest is that BMW will be restarting its Spandau motorcycle plant in Berlin beginning May 4, and the word from Ducati is that its factory in Borgo Panigale, Italy, resumed production on April 27, with enhanced safety measures in place. Aprilia’s and Moto Guzzi’s Italian facilities will reopen May 4. Yamaha, however, has extended plant closures for many of its Asia-based motorcycle facilities (including Japan) for several weeks throughout May. Source

2020 Yamaha WR250R (Yamaha /)Yamaha has three dual sport bikes in its model lineup, the most capable of which is the WR250R. It features fully adjustable suspension in the front and rear, and full-size 21-inch front and 18-inch rear wheels. According to Yamaha, the WR250R’s 250cc, liquid-cooled, DOHC engine makes its peak power at 10,000 rpm and gets an estimated 71 mpg. Everything needed for your next dual sport outing. 2020 Yamaha WR250R (Yamaha /)2020 Yamaha WR250R Reviews, Comparisons, And Competition Our dirt-only sister publication Dirt Rider reviewed the Yamaha WR250R in 2013, and that test is still relevant today as the WR250R hasn’t changed mechanically since then. It also provides a great canvas for a project bike, as Cycle World’s Editor-In-Chief Mark Hoyer proved with his WR250R adventure bike. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Two competitors of the WR250R would include the 2020 Honda CRF250L and the 2020 Honda CRF250L Rally. With its suggested retail price of $6,699, the WR250R is $1,500 more than the CRF250L and $750 pricier than the CRF250L Rally. 2020 Yamaha WR250R (Yamaha /)Yamaha WR250R Updates For 2020 The Yamaha WR250R has seen few changes over the course of its existence, and the same rings true for the new decade. The 2020 model is identical to the 2019. 2020 Yamaha WR250R Claimed Specifications Price: $6,699 Engine: Liquid-cooled DOHC single-cylinder Displacement: 250cc Bore x Stroke: 77.0 x 53.6mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 36.6 in. Rake: 26.7° Trail: 4.4 in. Front Suspension: 46mm inverted fork, fully adjustable; 10.6-in. travel Rear Suspension: Fully adjustable; 10.6-in. travel Front Tire: 80/100-21 Rear Tire: 120/80-18 Wheelbase: 55.9 in. Fuel Capacity: 2.0 gal., 1.9 gal. (CA model) Claimed Wet Weight: 295 lb. Source

Factory Harley-Davidson touted some of the most legendary riders aboard its XR750. (Mitch Friedman/)The reality of racing is that you can’t win by sitting in place. For the legendary Harley-Davidson XR750 that was every bit as true inside the race shops as it was out on the racetracks. The basic platform has remained recognizable as the genuine article throughout its existence—the XR750 name is not merely a common designation shared by an endless string of complete technical overhauls, reinventions, and new platforms as one might find in MotoGP. That said, winning an average of 10-plus races per season over the span of a half century did require nonstop evolutionary innovations in order to extract every last molecule of performance from that basic platform. Constant evolution of the Harley-Davidson XR750 kept it competitive for 50 years. (Harley-Davidson /)Nine-time Grand National Champion Scott Parker said, “Think about it: The thing was designed 50 years ago and was competitive up until… I think people are still riding them from time to time today. They could still win races, that's the cool thing about it. Here you've got a motorcycle that is 50 years old and even through all the stages that it’s gone through to get here, there are some parts that have been there the whole 50 years, which is amazing. “They kept trying to improve it and improve it and improve it, but it still had the same basic design. They just kept innovating, getting a tad bit better constantly, and here it is, still competitive all these years later.” Ironically, the most successful racebike of all time is one Harley-Davidson likely would have preferred not to have to build, only designing it when its hand was forced. After all, H-D already had its generational flat track machine in the flathead KR750—at least up until it didn’t. Introduced a year before the Grand National Championship was first organized as a series in 1954, the KR750 immediately proved the GNC’s dominant mount and didn’t relinquish the throne for years. The KR stormed to 13 of 16 Grand National Championship titles from ’54–’69 while racking up a mammoth tally of race wins along the way, including every single one in 1956. But the rulebook was updated in 1969, eliminating the 250cc displacement advantage for side-valve machines that the KR750 had previously enjoyed. As a result, the gates were kicked down by Harley-Davidson’s more modern overhead valve-armed British rivals and the writing was on the wall. The KR750 with it’s side-valve head was allowed a 250cc displacement advantage that led to 13 GNC titles from 1954 to 1969. (Harley-Davidson /)Gene Romero won the GNC on a Triumph in 1970 followed by Dick Mann aboard a BSA in 1971. Under factory race manager Dick O’Brien’s watch, Harley-Davidson moved quickly to adapt to the new regulations, Frankensteining the original “Iron XR750” from parts taken from the 883cc Sportster XLR outlaw racebike. In order to meet the 750cc displacement limit, the stroke was decreased while its bore was increased, but the pushrod V-twin retained the XLR’s cast-iron head and cylinders. A 1970 XR750 known as the “Iron XR750” due to the cast-iron heads. (Harley-Davidson /)Thirteen-time Grand National Championship-winning tuner Bill Werner was already employed in Harley-Davidson’s race shop at the time, kickstarting his long association with the XR750 from its nascent beginnings. “I don't think there's anyone who's been around an XR750 more than Bill,” Parker said. “He was there from the very beginning and ate, slept, and drank that bike. He loved them.” Bill Werner was there from the beginning during the transition from the flathead KR750 to the iron-head XR750s to the aluminum-head XR750s. (Harley-Davidson /)“Yeah, I was privileged to be there at its inception and through all its development to its peak era,” Werner stated. “I was there right for the transition from the flatheads to the XRs, from the cast-iron XRs through the aluminum XR—engine development, frame development, and all that sort of stuff. Not only was it a thrill, but it's something you can look back at and say it's part of your legacy.” Reflecting on the initial task of bringing the original iron XR to life for the 1970 season, Werner admitted it was a huge process. “We had failures converting an 883 Sportster into a 750. We had to destroke it and we had flywheel issues. And then after we got those solved, we had to deal with the things overheating because they made good horsepower but they'd get too hot. We had all kinds of challenges to cooling them off. “I had the sole task of converting them to dual carburetor kits. I welded up all the heads on the factory conversions, taking a front head and making two front heads and a dual-carb conversion out of it. I had to plug an exhaust port and move it from one side to the other to make the rear head. “And I spent the better part of a year,” Werner continued, “welding up all the heads, brazing them all up, and sticking them in 55-gallon drums of powdered asbestos to cool for two days because they'd crack through the valve guides if you didn’t do that.” Harley-Davidson fielded the Iron XR750s for just two seasons while an alloy-based rethink was being readied. While not remembered nearly as fondly as the more refined XR750 to come due to performance and reliability issues, history has given the iron head something of a bum rap. Mert Lawwill debuted the Iron XR in winning fashion in a non-sanctioned outlaw race at Ascot, and then scored its first official GNC race victory weeks later, still early in the ’70 season, at the Cumberland Half-Mile. It went on to rack up a combined 10 victories during the 1970–1971 Grand National Championship seasons, providing clear evidence that Harley’s KR successor was destined to become a force in its own right from the start. Mert Lawwill on the 1970 iron-head XR750 at Cumberland—the first GNC win for the new model. (Harley-Davidson /)Werner said, “The cast-iron XR actually won races in its first year. We had failures and it didn’t win the championship, but it won races. We ultimately knew it was a stop-gap effort, and we were going to transition to the aluminum XR. I got in on the ground floor of that too and was part of the dyno testing.” The transition was more than just a simple elemental matter as the nickname change suggests. Harley-Davidson’s race department took full advantage of its second chance to introduce a new-generation racebike and leaned heavily on the lessons learned by the iron machine. Lessons from the ’70 and ’71 XR750 were put to use with extensive changes to the first aluminum-head racebikes. (Harley-Davidson /)“Some of the things we learned in the flywheel area we incorporated into the ’72 aluminum XR, even though it had a different bore and stroke and all that,” Werner explained. “We changed the lubrication system from a timed breather system to a mini-sump system. We changed the camshaft diameters because the ball bearings closest to the crankcase would fail; we converted them and put in needle bearings on the crankshaft side. “Cam development was huge too because the engines were capable of more rpm; they had a bigger bore and shorter stroke than the cast-iron XR. The first heads had ports about the size of your finger, and we had to do all the cylinder flow work. You're better off casting them with too much material because you can’t put it in and you can always take it out.” With a bigger bore and shorter stroke the alloy-head XRs could turn a higher rpm. (Harley-Davidson /)The intensive and radical development paid immediate benefits. With Mark Brelsford at the controls, the aluminum XR finished runner-up in its national debut at the Colorado Springs Mile, won in its second race at the Louisville Half-Mile, and earned the Grand National Championship in its very first attempt. The rest was record-book-obliterating history, as the aluminum XR750 would go on to win 492 of the XR’s ridiculous 502 premier-class race wins, along with its monumental tally of 37 GNCs. Of course, in order to achieve those results, continual development was required the entire way. When asked, Werner rattled off various updates, in a stream-of-consciousness, “The ports evolved from round to oval over time. The rocker shafts got changed from a clamp-type arrangement that held the adjustment to a nut-type arrangement that tightened it up. The shaft diameters changed. The rpm went up. The spring rates went up. We changed from steel valves to titanium valves. “The engines used to start at maybe 7,800 to 8,000 rpm max, and by the end of its transition we were turning at 9,500 rpm. We went from quarter-speed oil pumps to half-speed oil pumps to circulate more oil over the engine to cool it better. We went from aluminum cylinders with cast-iron liners to all-aluminum cylinders to nickel-plated aluminum cylinders that were lighter and cooled better.” Over the years, all of those small improvements added up (and up—and up). “The first XR I got on had like 70-odd horsepower. By the time I was done, it was somewhere around 105. Over just the time that I rode one, that's the difference we’re talking about,” Parker said, Scott Parker celebrates a hard-earned championship. (Mitch Friedman/)But not all of the development work was dedicated to a never-ending quest for more power, nor were they all so small and incremental. A full decade before Honda turned the Grand Prix world on its head with the introduction of the “big-bang” firing order for the NSR500 in 1992, H-D experimented with the same concept and for the same reason: Seeking both maximum traction and a more rider-friendly mount. “One of the things we did on the XR was what they called ‘twingling,’” Werner said. The standard XR fires a 157.5–202.5 degrees… It's a 45-degree V-twin—one cylinder fires when the other one is on the exhaust stroke. It's not symmetrical—it can't be because it's a 45, single crank. “I thought, what if I fired them 45 degrees apart, just 45? All you have to do is turn two camshafts 180 degrees, turn one of the ignition shafts 180 degrees, and it will fire 45 degrees apart. “It sounded like a big single. Some guys loved it, and some guys couldn't tell much difference. It depended on the type of rider you were. If you were a real brave, aggressive guy—not that big of a deal. Bill Werner in consult with his rider Parker at the 1999 Du Quoin Mile. (Dave Hoenig/)“While we were first testing them,” Werner continued, “I was with (three-time Grand National Champion) Jay Springsteen at a dragstrip in California. I ran the Twingle down the racetrack, and he asked how it felt. I told him it felt butt-slow. He said, 'Well, let's compare it to the other bike.' So we drag-raced them side by side and they were dead equal. We switched bikes and they were still dead equal. “When you got on the Twingle, the sensation of speed was lessened. You didn’t hear that rush of high rpm. It's like the difference between riding a single and a twin. So timid riders loved the Twingles because they could go faster than their normal intestinal fortitude would have let them.” Parker exhibiting the XR750's unbeatable speed. (Dave Hoenig/)Whether it was actually down to rider temperament or something more tangibly mechanical, the Twingles proved to be serious weapons on more slippery surfaces and remained a popular choice of top riders until they were ultimately prohibited from competition in 2006. Next time: The XR750 meets its match. Source

Delivering the goods: Iron Fist Florence president Pietro Bernardi embarks on his daily mission of mercy. (Iron Fist MC/)It’s 10 a.m. and four loud Harley-Davidson Road Glides start their shift on the deserted avenues of a sleepy Florence under lockdown. Road captain Gitano, also known as “the Gipsy,” leads the group on its way to a family needing support in this difficult time of the COVID-19 pandemic. The ritual has been repeated every day since the city, like all of Italy, was put under lockdown more than 40 days ago. In this time of need, the Iron Fist Motorcycle Club of Florence has embraced the idea of supporting the city’s elderly and poor citizens who cannot leave their homes by bringing them food donated by club members, private citizens, and volunteer associations. The club’s usual motorcycle trips on white Tuscan roads have been replaced by tours of the city’s urban center. The saddlebags, usually stocked with gear, now hold cans of peeled tomatoes, pasta, milk, biscuits, and bread. Iron Fist club members ride around the city in shifts, delivering food and supplies to the needy. (Iron Fist MC/)“We decided to deliver our contributions with our Harley-Davidsons,” says Pietro Bernardi, the founder and president of the Florence chapter of the Iron Fist Motorcycle Club, which numbers 40 members. Their presence around the neighborhood doesn’t go unnoticed; a compulsory sanitary mask covers their face, with patches on the backs of their jackets identifying the club name atop a huge logo showing two fists, just to let everyone know these are Harley guys—not Honda or BMW riders. “The first difficulty we encountered when starting our volunteer service was the distrust of the people and suspicion from the police. At the beginning we were stopped many times by the police because we were circulating in a time when it was forbidden to circulate, and we were gathering at the Gattabuia Restaurant on the Lungarno to collect food to distribute to the homeless, as well as to old people who cannot leave their homes.” The situation seemed to be a complete paradox since Bernardi himself is in law enforcement, and during the pandemic he has often had to ensure that Florentines respect the rules of nonessential travel and social distancing. The chapter president, Bernardi says the club has had to overcome the bad-boy stereotype of Harley riders while doing their volunteer rides. (Iron Fist MC/)Bernardi, whose nickname as president of the Iron Fist chapter is “The Boss,” goes on to say, “The second issue was the stereotype of the Harley-Davidson rider, often associated with the idea of the bad boy.” That’s also understandable; when some people see a Harley rider, a distinct image pops into their head. They may think of an overweight middle-aged male with a long beard, leather jeans, and a sleeveless shirt showing tattoos, wearing a leather jacket with patches, and sporting a bandana. You might recognize him from a distance because of the unique Harley-Davidson rumble, especially if the mufflers have been removed. When the Florentines saw this group of loud Harleys rolling through the city’s deserted avenues, they may have thought they were in a scene from Sons of Anarchy. “In our volunteer work we collaborate with the Italian Red Cross, and when we get to an old lady’s house and ring the bell, she doesn’t expect to see a man wearing a leather jacket with pins and patches, leather boots, and tattoos. Sometimes we have had to convince some of the older women to open the doors, but now everyone knows us and it’s great to see how perceptions of the Harley-Davidson rider has changed,” Bernardi confesses. “On Easter we were especially moved after riding to the home of a 55-year-old man. He cried when he received the food because he was starving—he had lost his job due to the coronavirus spread.” The club collaborates with the Italian Red Cross to help distribute goods around Florence. (Iron Fist MC/)Every day the Iron Fist riders put in three shifts lasting two hours each to reach the indigent people, who, by word of mouth, contact the club in order to receive the support service. “Usually we meet old people who live alone. Some are disabled, others are scared to go out. There are also men in their mid-50s who have lost their jobs. Along with food we also distribute sanitary masks, donated by a club member,” the Boss says. “We have had to take special measures in order to respect all safety precautions. We do shifts with four bikes at a time, and we wear gloves and masks, and the food we deliver is sanitized twice: once when it arrives at the Gattabuia Restaurant, and again when it’s packed to be distributed. We carry the food on our Harleys. The Electra Glide’s hard bags are particularly capacious, but otherwise we’ll fill the other leather saddlebags and also carry one big shoulder bag. We usually reach three to four families per shift, and around 12 total per day.” Bernardi rides a black Sportster Forty-Eight, but he has three other Harleys in his garage. They’re here to help: Red Cross and Iron Fist members gather at a local restaurant to pick up the daily food allotment. (Iron Fist MC/)“A Harley is not just a machine; it’s a status and an expression of oneself,” Bernardi says. “The bike has a soul, and its rumble is the beating heart of this jewel made of iron. The social aspect is also very important because when you buy a Harley, you become part of a family, of a group who shares the same values. This volunteer experience has strengthened the brotherhood among the club members. The local authorities as well as many citizens now know us, and we are treated with respect. “We belong to this city. In our normal lives we hold all kinds of work: Paolo, known as ‘The Red,’ for example, is a baker, Andrej ‘The Piston’ is a car mechanic, Gitano ‘Gipsy’ is our road captain, and he is a transporter in daily life. Our motorcycle club is very well structured, and it’s been great to adapt our internal organization to this special social service. We are proud of our contributions, and to have changed the image of the Harley-Davidson riders. We’ve gone from frightening the locals to having them call us modern knights.” Source

2020 Indian FTR 1200 Rally has an MSRP of $13,499. (Jeff Allen /)When Indian first debuted the FTR 1200, we knew it was only the beginning for that platform. Four accessory collections first appeared in 2018 to hint at what the company might be working on for production, and now, after teasing us with a Europe-only release, the FTR 1200 Rally has arrived Stateside. The Rally model converts the flat-track-inspired base model to a factory scrambler, largely in appearance, but with some nice functional benefits as well. It’s the first step toward expanding the platform and a good step in the right direction. Ample cornering clearance makes the FTR 1200 Rally a blast to send through some canyons. (Jeff Allen /)As we have come to expect from scrambler models, the Rally comes equipped with wire-spoke wheels, chunky tires, and, of course, a brown seat. The bike is only available in one color scheme called Titanium Smoke: a matte metallic silver with red accents on the gas tank and around the rims of the wheels. The paint looks great and feels high quality. There’s something about the matte finish that says it won’t damage easily; like I can go hit some dirt without worrying about a little nick here and there. Similar to the base model, the engine and surrounding components are blacked out. The unique Titanium Smoke paint on the FTR 1200 Rally’s gas tank. (Jeff Allen /) If you like wheelies, the FTR is the bike for you—easily picking up the front end with an aggressive twist of the throttle. (Jeff Allen /)While the Dunlop tires used on the base model were intended primarily for street use, Pirelli Scorpion Rally STR tires with their larger tread blocks actually gripped better on the tarmac and the short section of hard-packed dirt we hit than the DT3-R shoes on the base model. Primarily, the wandering tracking issue that was caused by the flat-track-inspired tread pattern and striations on the highway has been eliminated with the new tires. With the Rally sharing the same engine and mapping as the FTR 1200 S (tested at 111.2 hp and 79.8 pound-feet of torque on the CW dyno) and not equipped with any traction control, it’s still easy to break these tires loose and remind yourself of its tire-sliding roots. Unfortunately for those who do intend to scramble on this scrambler, the equipped ABS is not switchable and is tuned for street use. Dual 320mm front disc brakes come standard with Brembo calipers. (Jeff Allen/) I would be hesitant to ride more technical off-road sections, but hard-packed dirt was fine. (Jeff Allen /)Built on the base FTR 1200, the Rally misses out on benefits included on the S model like fully adjustable suspension, LCD touchscreen, ride modes, and traction control. The screen and three ride modes go a long way toward making the bike feel modern and premium, so analog gauges and fixed suspension are a harsh contrast. The Rally doesn’t feel cheap—just a little dated. Indian has set up a strange buying structure for its three FTR 1200 models: The Rally and base model sharing the MSRP of $13,499, but 2019 models have a $2,000 rebate offer, which doesn’t include the Rally. So while pricing is technically the same, the Rally will cost you an extra $2,000 for now. Analog gauges seem dated on a $13,499 bike in 2020, but it’s okay, there’s a USB charger too. (Jeff Allen /) The low wind deflector helps reduce wind buffeting to the chest. (Jeff Allen/)While out testing, the FTR 1200 Rally amplified a Mad Max feel of the current pandemic and quarantine with its scrambler style and deep exhaust note. Open roads and the lack of police traffic enforcement encourage the natural hooligan spirit of this motorcycle, begging to be backed into a corner and wheelied out. At low rpm, steady throttle application results in irregular pulsing in the engine, but under increasing throttle, the bike is crisp and quick to react. It doesn’t like to be ridden slow. It likes to eat gas. Rolling on the gas in sixth gear on the highway, the bike pulls hard all the way to triple digits—though the vibrations at that point may rattle your fillings out. The deep, rumbling exhaust note of the FTR is satisfying each time you crack the throttle. (Jeff Allen /)The FTR 1200 Rally costs more than the base model only because of timing and promotional offers. It hits scrambler style on the head, but the street-tuned ABS adds a challenge to any real scrambling. Is it cooler than the base FTR 1200? Yes, absolutely. But is it $2,000 cooler for what is essentially just a stylish accessory package? You be the judge. 2020 Indian FTR Rally Specifications MSRP: $13,499 Engine: 1,203cc, 60-degree, liquid-cooled V-twin Bore x Stroke: 102.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection, 60mm throttle body Claimed Horsepower: 123 hp @ 8,250 rpm Claimed Torque: 87 lb.-ft. @ 5,900 rpm Frame: Tubular steel trellis Front Suspension: 43mm inverted cartridge fork; 5.9-in. travel Rear Suspension: Monoshock, adjustable for preload and rebound; 5.9-in. travel Front Brake: Brembo Monoblock 4-piston calipers, dual 320mm discs w/ ABS Rear Brake: Brembo 2-piston caliper, 260mm disc w/ ABS Tires, Front/Rear: 120/70-19 / 150/70-18 Rake/Trail: 26.3°/5.1 in. Wheelbase: 60.0 in. Ground Clearance: 7.2 in. Seat height: 33.1 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 527 lb. Availability Now Contact: indianmotorcycle.com Gearbox The FTR 1200 Rally is available in dealerships now. (Jeff Allen /)Helmet: Shoei Hornet X2 Jacket: Alpinestars Oscar Enduro Pant: Tobacco Black Selvedge Riding Jeans Gloves: Alpinestars Oscar Rayburn Leather Boots: Sidi Scramble Rain Source

Editor’s Note: Quarantine and the lack of track time is weighing heavy on our man Nick. Maybe he’s cracking? Maybe he’s always been cracked. Either way, he’s stepped away from his in-depth tutelage this week for some lighthearted trivia. Sometimes you have to mix it up. So here’s Nick throwing a curveball at you. I know I chuckled at more than a few of these. This week, I’ve searched back through my faded memory to create a trivia test with some brain teasers thrown in. Answers—at least my version of the answers—are listed below the questions. And remember: Words are important, read questions carefully. <b>1: When John visits Ted he must park his bike in the driveway to open the gate, then again to close the gate. When John rides his Buell 1125CR he taps the sidestand with his foot a few times before putting it up. When he rides his BMW R1150RT he doesn’t bother tapping the sidestand. Why?</b> (Nick Ienatsch /)Because Ted’s driveway is gravel and the sidestand foot grabs the rocks and flings them up as John kicks the stand up. On the Buell, those rocks land directly on the drive belt… No problem on the BMW shaftie. 2: How many times did AMA National Champion Miguel Duhamel “do the double”: win both Saturday’s and Sunday’s AMA Superbike races? Never, there were only Sunday finals in MD’s day. <b>3: When John Kocinski won the 1990 AMA 250 national championship on the Honda RS250, who was the only rider to beat him?</b> (Courtesy of Öhlins/)John won the ’87, ’88, and ’89 AMA 250GP national championships, and he was on the Yamaha TZ250. 4: Is it possible to win the AMA Superbike national championship without winning a race? If so, who has done it? Yes, Ben Bostrom. 5: At what dirt track did Freddie Spencer famously win on the Yamaha TZ750? <em>Never happened, that was King Kenny Roberts at the Indy Mile.</em> (Motorcyclist /)6: When Suzuki changed to CV carburetors on its GS line for the ’79 model year, what ignition components were changed? That’s a year too early… Suzuki’s GS line got CV carbs in 1980, along with electronic ignition. <b>7: Why does Paul love giving his 15-year-old son rides on his 1995 Honda CBR1000F but refuses to give him rides on his 2009 BMW HP2 Sport?</b> (Nick Ienatsch /)HP2 has a solo seat. 8: Harley-Davidson’s new swingarm has a piece that unbolts. How much time does this save during drive-chain swaps? Yes, H-D’s latest swingarms unbolt to ease this swap—but it’s a drive belt, not a chain. 9: The Zero FXS electric-bike’s torque was breaking transmissions during Supermoto competition so the company enlarged the gear cogs and reduced the transmission from six gears to how many gears? Zero FXS has no transmission. <b>10: When <em>Cycle</em> magazine reported a top speed of 148 mph in sixth gear for the all-new 1979 GS1000S Wes Cooley replica, claiming great aerodynamic improvements from the handlebar-mounted bikini fairing, why were the readers skeptical?</b> (Nick Ienatsch /)Those GSs had five speeds. 11: Kevin Cameron bought a British-built Barton two-stroke roadracer and substantially revised it, including building his own frame, for AMA F1 competition. What year did he race it? <em>Wrong genius—Eric Buell raced his RW750 in AMA F1 competition.</em> (Cycle World Archives/) <b>When Micheal Czysz cut a Kawasaki ZX-10R engine in half for his C1 project, what was the angle of the new V-4 he created?</b> (Cycle World Archives/)Czysz created a 15-degree V-4, but it was with a Suzuki GSX-R engine. 13: Rich Oliver had a perfect 1996 season in AMA 250 Grand Prix. His ’97 season began with four straight wins until I beat him at what track? Where did Rich finish that race? <em>Yeah, um, I never beat Rich Oliver. He went undefeated in 1996, 1997, and 2003 on his Yamaha TZ250. Not seen in this picture: the entire national field behind Rich.</em> (Mystery School Collection/)14: When Kenny Roberts Jr. won the 2001 MotoGP world championship, how many Americans had won that championship before him? Who? First, KRJR won the world championship in 2000, and it wasn’t MotoGP yet, so no other American had won it. <b>15: Peter Egan, of <em>Cycle World</em> fame, wrote eloquently about being stranded at the side of the road when a rock punctured the radiator of his Moto Guzzi El Dorado. What did Egan use to plug the coolant leak?</b> (Amazon /)Guzzis are air-/oil-cooled. <b>16: Kevin Cameron put Rich Schlachter on the AMA F1 podium with an all-night valve-and-cam swap that made Schlachter’s 750 almost unbeatable. What track and what year?</b> (Cycle World /)Cameron and Schlachter raced TZs together—no valves or cams to swap in two-stroke engines. 17: What does Eddie Lawson say every time he drives past the shopping mall in Ontario, California? “I hold the track record there.” When Ontario Motor Speedway closed and the mall was built, Fast Eddie’s track record was cemented. 18: Scott Russell, one of many motorcycle racers to win at a national level in cars, stood on top of the box with his Acura NSX. What year and what series? It was a Corvette in the Rolex Sports Car series of 2010. 19: Suzuki’s RG500 inline four-cylinder two-stroke production bike is now legal to bring into America because? </em>The RG500 was a square-four design, but because it is now 25 years old, we can own them here legally. Speedwerkes RG500 seen here.</em> (Nick Ienatsch /) <b>20: What were the main advantages of Yamaha’s first V-twin TZ250 produced for the 1989 model year?</b> (Nick Ienatsch /)The ’89 TZs were reverse-cylinder tandem twins… The V debuted in 1991. Darrell Meyer’s V-twin seen here. 21: Bob and Tom were on a ride when the oil drain plug came loose on Bob’s Honda Shadow. Bob couldn’t tighten the hot plug by hand tightly enough to stop the oil, and he didn’t have a tool kit with a 14mm wrench. He started to call his wife to bring the truck when Tom said he had his Harley-Davidson tool kit. Bob laughed and said his bike was metric and Tom’s was American. How can Tom fix the Shadow? His H-D kit holds a 9/16th wrench…14mm. <b>22: What does the X surrounded by the arrow on Marc Márquez’s helmet signify?</b> (MotoGP/)That’s Jorge Lorenzo’s helmet, and it means “Around the outside”—a common passing move by a young Lorenzo. 23: Why did Wayne Gardner debut the first thumb brake? He didn’t—that was Mick Doohan after a severe injury to his right leg. 24: Don Sakakura was the Yoshimura team manager when Wes Cooley won the AMA Superbike championship in 1980. Who was Sakakura’s replacement in the Tony Elias years? Nobody, it was still Sakakura running the show. 25: When Suzuki introduced the GSX-R750 in 1985 (’86 in America), the engineers saved weight by removing what from the instrument cluster? <em>The first 2,900 rpm indications… It was a joke at the time.</em> (Nick Ienatsch /)26: Cal Crutchlow is the only current MotoGP rider to have raced 500GP and MotoGP. What 500 GP bike did he last race? <em>Wrong rider—it’s Valentino Rossi.</em> (Yamaha /) <b>27: Bob bought a new 1975 Suzuki GT750 and bragged to his friends that it was so reliable that “all I ever do is fill the fuel tank and ride!” After the ninth tank of fuel the GT blew up, why?</b> (badbuffalogarage/)The GT750 is a two-stroke and Bob never filled the oil-injection tank! And “blew up” is such a four-stroke term. Two-strokes squeak, seize, tighten up, stick. Sean Eviston’s Bad Buffalo seen here. <b>27: This Honda XR100 shifter is correctly positioned for its task. Why so high? And what other clue is in this picture?</b> (Nick Ienatsch /)It’s high so the rider can get their boot and steel shoe under it. The other clue? Many riders mount a street tire to the back of their dirt track playbikes. More next Tuesday! Source

2020 Harley-Davidson Sportster Iron 883 (Harley-Davidson /)Harley-Davidson’s Iron 883 gets a simple name because that’s just what it is: a basic, elemental canvas upon which to hang your custom desires. The sole 883cc model in H-D’s line consists of nothing but stripped-down and blacked-out metal, rolling with low bars, a low seat height, and—be warned—slammed suspension. Looking for chrome? Forget it—the Iron’s black powdercoated 883cc engine doubles down on the dark with black rocker covers, and black on the throwback round air cleaner cover. Harley also delves into the bobber playbook with a solo seat and chopped fenders allowing the Iron 883 to flash a little rubber, while a black fork with gaiters adds a splash of nostalgia. 2020 Harley-Davidson Sportster Iron 883 (Harley-Davidson /)The price starts at $8,999, so it’s easy to understand why the accessible Iron 883 is often viewed as a “starter Harley,” though it will appeal to smaller experienced riders as well because of its more compact ergonomics. But the Iron can still be a highly entertaining ride around town as well as in the twisties, provided you are up for a few jarring moments. Customizers will be instantly drawn to the Iron’s potential as a project bike too. 2020 Harley-Davidson Sportster Iron 883 Reviews, Comparisons, And Competition The Iron 883 regularly makes “best cruisers under $10,000” lists because of its style and accessibility, though there are some competitors, like the Yamaha Bolt and Triumph’s Street Twin and Bobber models, that also offer a stripped-down urban vibe or blacked-out custom sensibility. 2020 Harley-Davidson Sportster Iron 883 (Harley-Davidson /)Harley-Davidson Sportster Iron 883 Updates For 2020 The Iron 883 hasn’t had many radical updates since its launch in 2010, so changes to the 2020 model are limited to just new color options. 2020 Harley-Davidson Sportster Iron 883 Claimed Specifications Price $8,999–$9,899 Engine Air-cooled Evolution V-twin; 2 valves/cyl. Displacement 883cc Bore x Stroke 76.2 x 96.8mm Horsepower N/A Torque 53.8 lb.-ft. @ 3,750 rpm Transmission 5-speed Final Drive Belt Seat Height 27.5 in. Rake 30.0° Trail 4.6 in. Front Suspension 39mm fork; 3.6-in. travel Rear Suspension Preload adjustable shocks; 1.6-in. travel Front Tire 100/90-19 Rear Tire 150/80-16 Wheelbase 59.6 in. Fuel Capacity 3.3 gal. Claimed Wet Weight 564 lb. Source

2020 Harley-Davidson Street Glide (Harley-Davidson /)Harley-Davidson calls it the “original stripped-down hot-rod bagger,” but however you spin it, that fork-mounted Batwing fairing is iconic. It’s been trolling the highways and byways as one of Harley’s most popular touring machines for almost 15 years, and for 2020, it leaves well enough alone, with a Milwaukee-Eight 107 engine as the sole powerplant option, though it adds ABS as a standard feature. Fairing and locking hard bags aside, you’ll also find some other ride-enhancing elements here too, like a Boom! Box 4.3 infotainment system, USB and Bluetooth connectivity, and a Showa Dual Bending Valve fork up front to absorb bigger hits while keeping the tire firmly planted. Touring riders and urban profilers alike have traditionally gravitated to the Street Glide, which offers plenty of room for a passenger out back, as well as a good starting point for many a customizing project. 2020 Harley-Davidson Street Glide (Harley-Davidson /)2020 Harley-Davidson Street Glide Reviews, Comparisons, And Competition When he rode the up-spec Street Glide Special version a couple of months back, Motorcyclist Editor Adam Waheed noted: “The crisp exhaust note and clocklike precision of the six-speed gearbox give this big twin a level of refinement that needs to be experienced to be believed. Love ’em or hate ’em, there are few engines on Earth that deliver the prodigious levels of character, refinement, and power.” Other fork-mounted-fairing touring bikes in the segment include the 2020 Indian Chieftain, which also rolls with a big-inch V-twin, as well as Yamaha’s Star Eluder. 2020 Harley-Davidson Street Glide (Harley-Davidson /)Harley-Davidson Street Glide Updates For 2020 For 2020, the FXLH gets a few new color choices and now has ABS as standard. The Reflex Defensive Rider Systems (RDRS) is a $995 option. Upgraded trim packages can be had with the Street Glide Special and CVO Street Glide, both of which bring different paint options, more powerful 114ci and 117ci engines, and other premium amenities. 2020 Harley-Davidson Street Glide Claimed Specifications Price $21,999–$23,199 Engine Milwaukee-Eight 107 V-twin; 4 valves/cyl. Displacement 1,746cc Bore x Stroke 100.0 x 111.0mm Horsepower N/A Torque 111 lb.-ft. @ 3,250 rpm Transmission 6-speed Final Drive Belt Seat Height 27.4 in. Rake 26.0° Trail 6.7 in. Front Suspension 49mm Showa Dual Bending Valve fork; 4.6-in. travel Rear Suspension Spring preload adjustable; 2.1-in. travel Front Tire 130/60B-19 Rear Tire 180/55B-18 Wheelbase 64.0 in. Fuel Capacity 6.0 gal. Claimed Wet Weight 829 lb. Source

The secret compact roadracer Harley-Davidson built to conquer Daytona that was lost to history. (The Don Emde Archive/)For decades, Jerry Branch was known for his remarkable race-winning tuning related to cylinder heads, airflow, and engine building. Branch’s work was instrumental in steering Harley-Davidson to many racing victories starting in the 1960s, and his expertise and career extended into the burgeoning superbike era with work on Ducatis, Hondas, and more. He was an energetic and focused Tennessee native and World War II veteran whose legacy will live far beyond his death at the age of 94 in 2018. His company, Branch Flowmetrics, lives on as Branch & O’Keefe. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Of all Branch’s remarkable stories told to me over our years of friendship, it was one he first relayed during a visit to his Southern California home in 2009 that was intriguingly different from the rest. It centered on a motorcycle that became known as the “Midget,” a complete roadracing prototype built for Harley-Davidson intended to conquer the Daytona 200. LEFT: Harley-Davidson race chief Dick O’Brien (middle) at Willow Springs with two of his riders, Cal Rayborn on his immediate right and Fred Nix in the leathers to his left. Not long after this test, Rayborn would win the 1968 Daytona 200 on the new “slippery” No. 25 KRTT. The Midget is seen with fairing off, revealing the pannier-style, four-quart oil tank that Jerry Branch fabricated to make room for a lower seat location. (The Don Emde Archive/)In the 1960s, the two biggest prizes to win in ­American motorcycle racing were the Daytona 200 and the AMA No. 1 plate, awarded to the previous year’s top scorer in the season-long Grand National Championship series, which combined roadracing and dirt-track races in those days. In the 1967 season opener on the high banks of Daytona International Speedway, Harley-Davidson was beaten handily by Triumph. After 200 miles, not only did Harley lose the race, just four of its riders finished in the top 10, while the other six were on Triumphs. For a time, Triumph riders were running 1-2-3 until one of them crashed, moving Harley’s George Roeder up to third. Even so, Roeder finished a full lap behind the ­factory-built Triumphs of Oklahoma-born Gary Nixon, and runner-up Buddy Elmore. This was new territory for Dick O’Brien, Harley-­Davidson’s head of racing, who was accustomed to having competitive machines on the track, especially in a race as important as the Daytona 200. He quickly got busy talking to trusted associates in the Harley racing community about how to increase the speed of his KRTT roadracers. One of O’Brien’s first calls was to Branch, who had established himself as a successful tuner in the Southern California racing scene starting in the 1950s. They both agreed things could be done to increase the horsepower of the bike’s 750cc flathead V-twin, but Branch, ever the innovator looking for an advantage, also suggested a bigger potential might exist with ­improved streamlining. The hunkered-down Midget is remarkably more compact than the standard KRTT. (The Don Emde Archive/)Fairings had been legal in AMA racing for only three years, and little was known about streamlining. Branch told O’Brien that his friend Dean Wixom had built a business making fairings for BMWs, and understood as much as anyone about how fairings and windscreens worked. Even better, Wixom was keen to get involved in a project to help Harleys go faster on the racetrack. RELATED: Motorcycle Airflow Specialist Jerry Branch Was Driven By Curiosity O’Brien understood that this fix would take time, so while his team raced on in 1967, he began a full makeover of his factory racing machines for 1968. He took his case to Harley-Davidson’s board of directors for additional budget to embark on an expensive research and test program in the wind tunnel at the California Institute of Technology in Pasadena, better known as Caltech. Harley-Davidson racing director Dick O’Brien and Jerry Branch. (The Don Emde Archive/)According to Branch, the new project set in motion some new thinking and improved the understanding of airflow characteristics needed for the KRs. “When O’Brien and I were in the wind tunnel, the engineers kept telling us that frontal area was everything,” Branch said. “Harley asked me to buy a bunch of fairings that the Europeans were using and see what it would take to fit them onto a Harley. I purchased them in my name rather than Harley so that no one knew what we were interested in.” Detailed design analysis and consultation by Wixom and Caltech engineers resulted in bodywork changes reportedly worth 6 mph at top speed when they returned to Daytona. O’Brien authorized the expenditure for final molds to build the new fiberglass bodywork for the 1968 roadrace bikes. Further, Branch helped find a few more horsepower with new engine modifications that included reshaped ports with domed pistons and combustion chambers. Rayborn in 1968, en route to his first of two career Daytona 200 victories. Added horsepower from Jerry Branch and new Caltech-developed aerodynamics helped him win by a full lap. (The Don Emde Archive/)But while O’Brien and Branch were inspired by what they had learned, they couldn’t let go of the statement made by the Caltech engineers about improvements from reducing frontal area. O’Brien asked Branch to keep working. And the bike that would be known as the Midget began to take shape. Step one was to lower the motorcycle using smaller wheels. This would require smaller tires. Discussions with Goodyear about 16-inch rubber revealed that the tire manufacturer was willing to build them if the Motor Company would cover the $60,000 price (­nearly $400,000 today) for the molds. O’Brien was soon back in the boardroom in Milwaukee asking for more ­money—and he got it. As Harley invested in its future success, the 1967 GNC series raged on. Triumph-mounted Gary Nixon waged a season-long battle with George Roeder that went down to the last race of the season. A second-place finish to Roeder’s fourth earned Nixon his first AMA No. 1 plate. This was a bitter pill for O’Brien and Harley-Davidson’s management to swallow, having won either Daytona or the Grand National Championship every year since 1952. Dual Tillotson carburetors nestle in Branch’s custom oil tank on the Harley-Davidson 750cc flathead. (The Don Emde Archive/)Ivan Wagar, then editor of Cycle World, wrote in 1970 for the foreword of Joe Scalzo’s book, Racer: The Story of Gary Nixon: “The greatest tribute ever paid to Gary Nixon came from Dick O’Brien, who disgustingly told me, ‘We have the best machines, spend the most money, try to get the very best riders, and that little redhead comes out and blows off all of us—with 15 less horsepower.’” Shortly before the 1968 season opener at Daytona, Branch completed the assembly of the prototype motorcycle he built in his shop near Long Beach, California, now rolling on expensive 16-inch Goodyear tires and using all the tricks they had learned about aerodynamics. A five-day track test at Willow Springs Raceway north of Los Angeles was scheduled to determine how Branch’s one-off creation compared with the full-size model. On hand were Harley’s new roadracing star, Cal ­Rayborn, plus Mert Lawwill, Roger Reiman, and Fred Nix, to try the new compact bike and also shake down one of the versions with the new “slippery” bodywork on a conventional frame and in soon-to-be-iconic ­orange, white, and black livery. The crew at Willow Springs test the standard bike and Midget. Helping keep the latter small were 16-inch wheels with custom tires by Goodyear. The molds for the special rubber cost $60,000 in 1967, or nearly $400,000 today. (The Don Emde Archive/)The seat on the small bike was about 12 inches lower, and at first sight, all agreed a fitting name for it was the Midget. Rayborn eventually lapped faster on the Midget than on the new conventional bike with full-size frame. However, when it came time to tell O’Brien which ­machine he wanted to ride at the upcoming Daytona 200, Rayborn chose the full-size model. Not surprising, since Rayborn, a close friend of mine until his ­untimely death in New Zealand in 1973, was 5-foot-10 and would have been too cramped to ride the Midget for 200 miles at ­Daytona, or even 100 miles at the other races. As it turned out, Branch’s motor upgrade and what was learned in the Caltech wind tunnel about improved aerodynamics added 10 mph top speed to the conventional bike, and Rayborn lapped the field to win the 1968 Daytona 200. He ended up winning three of the four roadrace nationals that year, and came back and won Daytona again in 1969. RELATED: How Dick Mann And BSA Won Daytona Harley-Davidson’s race program was back on track, ending the need for the Midget to ever be put into competition. “The Midget was slightly ahead of its time, and that was its downfall,” reflected Branch in 2009. Even though Rayborn chose not to race it, Branch still felt satisfied by the fact that much was learned in the project that contributed to Harley’s success that year, and that Rayborn actually did go faster on it in the test than the machine he won races with. Branch kept the bike at his shop for about a year following the test, then Harley-­Davidson called it home, and it wasn’t seen again. Don Emde won the Daytona 200 in 1972. Since retiring from racing, he has been involved in publishing motorcycle-­related magazines and history books, as well as serving as president of the Trailblazers organization for many years. He was inducted into the AMA Motorcycle Hall of Fame in 1999. Source

The icon of American Flat Track and GNC, the Harley-Davidson XR750, has been putting its tractable power to the ground for 50 years. (Harley-Davidson /)If forced to condense the long, illustrious history of the Grand National Championship into a single mental image, what would jump into your head? Would you drift back to the mid-’70s and envision an epic showdown featuring legendary champions Jay Springsteen, Kenny Roberts, and Gary Scott? Or maybe the mid-’80s, when superstars Ricky Graham and Bubba Shobert went to war with double champ Randy Goss and an up-and-coming Scott Parker? For many—perhaps even most—it would have to be the mid-’90s, after Parker had long since established himself as the most successful rider in series history, but then found himself pushed to the very brink by fellow G.O.A.T. candidate Chris Carr. Chris Carr riding the Harley-Davidson XR750 on his final appearance at the Lima Half-Mile in 2011. (Dave Hoenig/)The mid-2000s looms large in the formative memories of today’s dirt track heroes—an era dominated by Carr, who had taken the torch from Parker and was doing all he could to not relinquish it to the likes of Joe Kopp, Jake Johnson, Kenny Coolbeth Jr., and Jared Mees. The mid-’10s wouldn’t be a terrible selection either—a time in which future hall-of-famers Mees, Bryan Smith, and Brad Baker helped set the table for the new golden age currently being enjoyed by the revitalized American Flat Track series. Whatever era you chose, it’s almost unavoidable that mental image would prominently feature Harley-Davidson’s iconic XR750. The overwhelming mindshare the XR750 has acquired in dirt track circles is backed in full by the numbers, which are staggering—numbers that should not be possible in a technologically driven endeavor such as motorsport. We’re talking incomprehensible, ridiculous numbers… Thirty-seven Grand National Championships and 502 premier-class main event victories for starters. But for all the sensational statistics, one number stands out at this moment: 50. Thirty-seven Grand National Championships and 502 premier-class wins in 50 years, this is the legacy of the XR750—so far. (Harley-Davidson /)The XR750 was introduced into Grand National Championship competition in 1970, a full half century ago. And as the XR did its very best to practice social distancing from the competition over the decades, this seems like the ideal time to celebrate an industry-defining machine in a multipart feature. “It is an absolutely remarkable achievement for how long the XR750 dominated the AMA field…earning the description of being the ‘most successful racebike of all time’ in the process,” said Jon Bekefy, Harley-Davidson’s GM of Global Brand Marketing. “That dynasty is crazy for any motorsports machine, two wheels or four.” How is it even possible that a racebike could not only remain competitive but dominant for such a vast stretch of time? It’s as if the stars aligned—and then stayed aligned for nearly five decades. The XR750’s irreplicable record is the result of an astutely engineered platform, continually developed in both radical and subtle ways, applied to a sport where traction is imperfect by definition, and mastered by multiple generations of the most accomplished racers and tuners two-wheeled sport has ever known. The list of all-time greats already inducted into the AMA Hall of Fame whose legends were built in concert with the XR750’s runs into the double digits: names like O’Brien, Werner, Springsteen, Parker, Carr, Brelsford, Scott, Eklund, and Goss. And the future hall-of-fame candidates who earned Grand National Championships on the machine are destined to further expand that list: names like Kopp, Coolbeth, Johnson, Mees, and Baker. Chief among those masters is the aforementioned Scott Parker, who is arguably more closely associated with the XR750 than any other rider. During his time, Parker earned a jaw-dropping nine Grand National Championships and 94 main event wins (nearly all of them on the XR750). Scott Parker at the 1988 Springfield Mile where he finished ahead of the Honda-mounted Dan Ingram, Bubba Shobert, and Alex Jorgensen. (Dave Hoenig/)To add some perspective to the longevity of the XR750, consider that following the conclusion of his 20-year GNC career, Parker came out of retirement 20 years ago to win the 2000 Springfield Mile one last time on an XR750. Also consider that by the time Parker turned pro in 1979, it was already considered a legendary machine with five national titles stacked in its corner. Even as the decades have ticked along, Parker still has vivid memories of his first time on the XR. “The first time I got to ride one is one of my greatest memories,” he told us. “My buddy flew down and picked one up on an airplane and brought it back. I just couldn't wait to ride it. It had so much more horsepower than anything I had ever ridden. To get on that thing—and just the way it delivered the horsepower. Wow! “I was more of a cushion rider, and you just get it in a corner and you could just give it the gas. It would turn the rear wheel and start putting traction down to the ground and down the straightaway you’d go. The first time I got on it, I remember going, ‘Oh my gosh, this thing is badass.’ ” Although his lead held firm in this lap at the Lima Half-Mile, Parker finished third to Steve Morehead and Carr in 1988. (Dave Hoenig/)The AFT paddock is lined with riders with similar tales of their anticipation of riding an XR750 for the first time and then having it meet, if not exceed, all the hype. 2000 Grand National Champion Joe Kopp, who happens to be the same age as the XR750, said, “I remember, gosh, it was probably ’90 or ’91. I was new to a twin—I had ridden a Triumph a little bit but definitely never an XR750. “That was the one everyone wanted to be on. It was just kinda the bike you dreamed of. And when I finally got to ride one—holy smoke! I just couldn't believe I was on one, and how it put the power to the ground compared to all the bikes I had ridden before that. “I was working with Vance & Hines and Harley a couple years ago (developing the XG750R), and with Indian (developing the FTR750), and the XR750 was still their benchmark. Even though the Indian is doing really well, they still sometimes look for ideas from the XR750. It's pretty crazy to think it was designed and built 50 years ago.” Throughout its 50 years the Harley-Davidson XR750 has defined flat track racing. Now five decades later, race teams still look to the XR750 for racing inspiration and solutions. (Dave Hoenig/)That same sort of awe is shared by the sport’s fan base at large. Bekefy, who worked at Ducati, IMZ Ural, Mission Motors, Alta Motors, and Triumph prior to taking his current position at H-D, still views the XR750 through the eyes of a fan. “When I was a young kid from San Francisco, Harley-Davidson was two things: Easy Rider and flat track. I knew all these names; Parker, Springer, and for sure Carr. NorCal has a deep flat track legacy regardless of brand or rider, but those names I knew like I knew the states’ names. “It’s a legacy alive in the pits of AFT racing today. It’s awesome to hear stories of how the XR750 has played a pivotal role in the racing community. From late-night wrench sessions to the checkered flag, so many people have fond memories of the bike, and that continues to stick with me.” While not intentional, it’s apt Bekefy should mention Easy Rider; the XR750’s generations-spanning success is due in no small part to the fact that, for all its power, it’s a famously easy-riding machine—albeit a machine far removed from the “Captain America” and “Billy Bike” H-D Hydra-Glide choppers featured in the film. Kopp explained, “I see a fair amount of young kids who hop on an XR750 for the first time and do pretty darn good. I just think it generally puts the power to the ground and is such a super-easy bike to ride—big flywheels, doesn’t rev up all that quick… Joe Kopp chasing the titan Parker at the 1999 Indy Mile. (Dave Hoenig/)“Actually, to me, as a racer, it could be kinda frustrating when we went to an easy track—like a real round, circle track that wasn’t real technical. When we were all on XR750s, everybody was so dang fast. Instead of five or six guys up front, it was 15. I was like, ‘Oh s—t, here's another one of those races.’ ” Bill Werner had a hand in developing the original cast-iron XR750 first introduced in 1970, and then played a critical role in transforming it into the all-dominant aluminum XR750 in the years after that. As a race tuner of XR750s, he’s credited with 13 Grand National Championships and 130 main event wins. In other words, he knows its secrets better than anyone. And one of those secrets is the fact that riders tuned themselves to the XR750 as much as the bike was tuned to them. Due to its rider-friendly nature, decades of racers built their styles around its strengths, creating a feedback loop of championship-winning glory. MotoGP champion Nicky Hayden chases the lead pack at the 1999 Springfield Mile on his XR750. (Dave Hoenig/)Werner said, “So many riders, their internal clocks—their skill sets—revolved around the unique idiosyncrasies of that motorcycle. So when they jumped on something else that was foreign to them, that accelerated differently, like the Kawasakis and stuff that had lighter flywheel mass and maybe more horsepower, some guys found it difficult to adapt to something different from what they knew.” Incredibly, even while celebrating the 50th anniversary of the XR750, it’s not dead yet, even if the factory Harley-Davidson squad moved on with the XG750R a few years back. The XR750 reigned supreme at the very pinnacle of the sport as recently as 2017, when Jeffrey Carver Jr. dominated the Lone Star Half-Mile, leaving a stacked field of Indian FTR750s, Kawasaki Ninja 650s, H-D XG750Rs, and Yamaha FZ-07s in his wake. And just last season, Danny Eslick raced his way into the main and snared a handful of championship points on an XR750 at the Lima Half-Mile. Reflecting on its modern-day success, Parker said, “You can look at the lap times over the decades. Bryan Smith only recently took one of the records I had at Springfield. Some of these other bikes may be faster, but it just delivers the power and the traction to the ground and that’s what really matters.” Parker finished second here ahead of George Roeder during his last full season of competition in 1999. (Dave Hoenig/)Kopp took it a step further. “I've got a really good, fresh one, sitting inside my home. If I ever dig it off the shelf for my kid, I would update the suspension, but other than that, she's ready to go. I think they're still good. I'm getting excited talking about it—this is making me want to go race again.” Ask a flat track fan to draw a picture of a racebike and you will get some approximation of the Harley-Davidson XR750. (Harley-Davidson /)An exhaustive history of the XR750 could fill a book (in fact, it has), but over the next few weeks we’ll continue to hit some of the highlights. We’ll take a closer look at the development of the XR750 as well as some of its brightest champions, and finally investigate the plausibility of number 503. In the meantime, if you’re in need of an on-theme stress reliever that will let your mind race while your body shelters in place, Harley-Davidson has offered up this XR750 coloring page. Source

2020 Honda CBR500R (Honda /)Sliding itself among the other smaller-displacement Honda sportbikes is the 2020 CBR500R. With a 471cc parallel-twin engine pumping ponies to the pavement, this is a great transition bike for beginners who are climbing the displacement ladder from the CBR300R to the CBR650R and beyond. It is equipped with rider aids like slipper/assist clutch and optional ABS, and endowed with electronics like an LCD screen and LED headlights. 2020 Honda CBR500R Reviews, Comparisons, And Competition Little guys put up a good fight and the beginner class of motorcycles is chock-full of fully faired competition from the Yamaha YZF-R3 to the Kawasaki Ninja 400 and larger-displacement Kawasaki Ninja 650. The CBR500R finds itself in the middle ground of a displacement shootout. Honda CBR500R Updates For 2020 The Honda CBR500R received some significant updates in 2016 and then again in 2019. Although 2019 saw updates like an increase in power, more aggressive styling, a nicer sound, and other functional upgrades, no major changes were announced for 2020. The base price carries over into 2020 at $6,699, an ABS option is available for an additional $300 and both versions will be available in Matte Gray Metallic and Grand Prix Red. 2020 Honda CBR500R Claimed Specifications Price $6,699 Engine Liquid-cooled DOHC parallel twin Displacement 471cc Bore x Stroke 67.0 x 66.8mm Horsepower N/A Torque N/A Transmission 6-speed Final Drive Chain Seat Height 30.9 in. Rake 25.5° Trail 4.0 in. Front Suspension 43mm fork; 4.3-in. travel Rear Suspension Preload adjustable; 4.7-in. travel Front Tire 120/70R-17 Rear Tire 160/60-17 Wheelbase 55.5 in. Fuel Capacity 4.5 gal. Claimed Wet Weight 419 lb. Source

2020 Honda CBR300R (Honda /)What do you look for in a beginner sportbike? Is it low cost? Nimble handling? Or even just the superbike-like styling? Well, the 2020 Honda CBR300R is a small-displacement sportbike that touches on all counts. 1) It only costs a base MSRP of $4,699. 2) It weighs only 357 pounds and has a low 30.7-inch seat height leading to easy maneuverability and beginner approachability. And 3) it takes its styling from its bigger CBR-RR siblings. Powered by the same 286cc single-cylinder engine as the naked CB300R and CB300F models, the CBR300R offers a user-friendly entry point into full-faired sportbike riding. The relatively low 30.7-inch seat height and nimble chassis make navigating dense traffic flow easy, while still offering enough sporting capability to conquer the twisties. 2020 Honda CBR300R Reviews, Comparisons, And Competition “My first bike was…” Many manufacturers want to fill in that blank with their entry-level bikes. This, in turn, loads on the competition in the faired sportbike category. Among the small Honda’s competition is the Suzuki GSX250R, Yamaha YZF-R3, Kawasaki Ninja 400, and KTM RC 390. 2020 Honda CBR300R (Honda /)Honda CBR300R Updates For 2020 No model updates were highlighted for 2020. The CBR300R is available in Matte Black Metallic and Grand Prix Red. 2020 Honda CBR300R Claimed Specifications Price $4,699 Engine Liquid-cooled DOHC single-cylinder Displacement 286cc Bore x Stroke 76.0 x 63.0mm Horsepower N/A Torque N/A Transmission 6-speed Final Drive Chain Seat Height 30.7 in. Rake 25.3° Trail 3.9 in. Front Suspension 37mm fork; 4.7-in. travel Rear Suspension Preload adjustable; 4.1-in. travel Front Tire 110/70-17 Rear Tire 140/70-17 Wheelbase 54.3 in. Fuel Capacity 3.4 gal. Claimed Wet Weight 357 lb. Source

2020 Kawasaki KLX230R (Kawasaki/)The Kawasaki KLX230R is a new model to Team Green’s lineup for 2020, which fills the gap between the KLX140G and KLX300R. With its smooth, yet capable air-cooled four-stroke 230cc engine and nonadjustable conventional fork, the KLX230R is a trailbike that is intended for the adult recreational off-road rider looking to conquer moderate adventures. 2020 Kawasaki KLX230R Reviews, Comparisons, And Competition Our sister publication Dirt Rider put the 2020 Kawasaki KLX230R through its paces at the intro of the bike near the Lily Prairie Staging Area in Jacksonville, Oregon. Off-road editor Andrew Oldar thoroughly enjoyed blasting around the dusty trails on the KLX230R, noting its impressive handling: “The KLX230R has a very light and nimble feel on the trail along with intuitive, predictable handling.” 2020 Kawasaki KLX230R (Kawasaki/)Two competitors of the 2020 Kawasaki KLX230R include the 2020 Yamaha TT-R230 and the 2020 Honda CRF250F. With its suggested retail price of $4,399, the KLX230R is the least expensive of the three, but only slightly. The green machine is $50 less than the TT-R230 and $200 less than the CRF250F. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Kawasaki KLX230R Updates For 2020 The Kawasaki KLX230R is new from the ground up as 2020 is its first year on the market. 2020 Kawasaki KLX230R (Kawasaki/)2020 Kawasaki KLX230R Claimed Specifications Price $4,399 Engine Air-cooled SOHC single-cylinder Displacement 233cc Bore x Stroke 67.0 x 66.0mm Horsepower N/A Torque N/A Transmission 6-speed Final Drive Chain Seat Height 36.2 in. Rake 26.5° Trail 4.4 in. Front Suspension 37mm conventional fork, nonadjustable; 9.8-in. travel Rear Suspension Preload adjustable; 9.9-in. travel Front Tire 80/100-21 Rear Tire 100/100-18 Wheelbase 53.5 in. Fuel Capacity 1.7 gal. Claimed Wet Weight 254 lb., 258 lb. (CA model) Source

Tony Prust leading the way on the 2019 Built to Ride Tour. (Monti Smith /)With a $10,000 prize on the line, Tony Prust of Analog Motorcycles approached the Built to Ride Tour with a plan. The rules are simple—show up with your bike, ride from stop to stop, and at the end of each day, the public votes on which custom bike they liked the most. At the final stop of the tour, the votes are tallied and the builder with the highest total wins the prize. No second place, no input from the editorial staff. With roughly 700 miles of riding from day 1 to day 4, Tony brought a highly modified 1976 BMW R90/6—a bike that would not only handle the distance with ease, but strike just the right balance between custom and classic to take home the big prize as well. 1976 BMW R90/6 built by Analog Motorcycles. (Monti Smith /)I first met Prust at The Quail Motorcycle Gathering in 2015, when he brought his custom 1949 Indian Scout café racer out from his home in Chicago and won Best Modified/Custom Class. I had seen him at other motorcycle shows over the years, always with some brilliantly updated classic motorcycle. Sure, he works on modern bikes, but after looking at his lineup of past work, it’s clear he leans toward the older platforms when starting a build. But one thing I hadn’t known about Tony until the tour? That dude can ride. Öhlins shocks, Analog Motor Goods subframe, machined hubs, custom seat—yet still maintaining a classic BMW feel. (Monti Smith /)Tony tries to get out to the track as often as he can, and he’s not the guy who has an old Honda RC51 in the garage, no, he builds these bikes up to actually handle and perform as best they can—by modern standards, not those of the time they were initially built. Looking at the BMW, I’m sure many of the passersby paid no mind to the incredible amount of work that was put into this machine, but that’s sort of the brilliance of it. The chassis has been upgraded, the lines have been smoothed and enhanced, the engine’s performance has been totally upgraded, but when you step back and look at it—it’s still an R90/6. Split valve covers on the R90/6’s boxer engine. (Monti Smith /)Starting with the chassis, an Analog subframe was installed with Öhlins shocks mounted to it, and the swingarm braced. The fork was disassembled and rebuilt with Race Tech Gold Valve Emulators and lowers to run dual front brakes, mounted to Analog’s own triple trees and bar clamps, then braced for stability. The hubs of the wheels were machined and modified, then laced up himself with spokes from Buchanan’s Spoke & Rim out in California. Now that the bike was able to turn and stop, it was time to focus on the “go.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Analog Motorcycles’ 1976 BMW R90/6. (Monti Smith /)The engine was rebuilt by Motorworks Chicago with a Siebenrock 1,000cc big-bore kit. The stock flywheel was lightened and a larger, deeper sump was installed to increase the engine’s oil capacity. A new K&N air filter is used inside the drilled-out airbox and paired with Analog’s own slip-on muffler kit to increase airflow all around. Two Mikuni round-slide carbs replaced stock units, and a Boyer Bransden electronic ignition system was set up for timing. Last but not least, a set of split valve covers are bolted to heads—another subtle detail that those in the know get very excited about. The bike now puts out more power, revs up quicker, and cools itself more efficiently. Motogadget controls, turn indicators, and mirrors keep things tidy at the handlebars. (Monti Smith /)The stock R90/6 gas tank was maintained, helping keep the classic BMW aesthetic, but Analog Motor Goods badges replace the originals. A custom rear fender was fabricated and the stock front was trimmed up a bit. The seat pan and corresponding battery box were fabricated in-house, then the seat was shipped off to Dane Utech (@plzbeseated) for upholstery. Once all the bodywork was done, classic BMW-style paint and pinstriping were handled by Artistimo Custom Design in Wisconsin. A custom choke removal cover bearing the Analog Motorcycles logo. (Monti Smith /) A custom housing was made to fit the new Daytona Digital gauge into the back of the headlight. (Monti Smith /)From both an aesthetic and functional standpoint, most of the bike’s now-modern feel comes from the components at the handlebars. Renthal bars were fitted with a suite of Motogadget components including m.Switch Minis to handle the electrical components, m.Blaze bar-end turn indicators, and m.View dropdown mirrors, with the whole bike wired through a Motogadget m.Unit wiring system. Finally, powdercoated levers were mounted to a Magura clutch perch and master cylinder. Tony Prust’s custom BMW on a back road outside of Johnson City, Tennessee. (Monti Smith /)Tony’s build perfectly walks the line between classic and custom. Those who don’t know what they’re looking at will see a beautiful vintage bike. Those who do can appreciate the time, effort, and good taste that went into putting this machine together. And it managed to make it the 700 miles of the Built to Ride Tour without a single hiccup. Prust managed to hold a consistent lead in the polls throughout the Tour and it was announced on the final day that he was the grand champion, taking home the $10,000 prize. He has been invited back to the 2020 tour, and we can’t wait to see what he brings. The 2019 Built to Ride Tour invited lineup. (Monti Smith /)For more information on the 2020 Built to Ride Tour, head to builttoridetour.com. Source

The Atlas Nomad was one of the bikes the “newest” Norton brand was poised to debut in 2020. (Norton Motorcycles/)Norton Motorcycles went into administration—the rough UK equivalent of Chapter 11 bankruptcy in the States—back in January amid stories of growing debts and undelivered bikes, legal action over unpaid taxes, and a brewing scandal over a mishandled pension scheme. Now the company’s official administrators, the managers brought in to deal with the mess and tasked with recouping as much of creditors’ money as possible, have published their report and proposals for Norton’s future, pulling back the curtain to reveal details of the company’s dire financial situation. This V4 SS superbike was one of the few models to actually come off the Norton assembly line, though it was approved for international sale. (Norton Motorcycles/)The Background Norton Motorcycles was formed in October 2008 by CEO Stuart Garner and some backers with the purpose of buying Norton LLC, the American company that owned the Norton brand name along with the Commando 961 prototypes developed by Kenny Dreer. Dreer had spent years consolidating Norton’s scattered trademark rights and trying to relaunch the brand with his updated version of the 1970s Commando. Related Content: Stuart Garner Fails To Appear At Hearing Garner, whose background included running a string of firework import and sales businesses in the UK, saw an opportunity to bring the evocative Norton name back, hoping to emulate the success of the Triumph brand since its rebirth under the ownership of John Bloor. Norton purchased the lavish Donington Hall in 2013 to serve as the company’s corporate headquarters. (Norton Motorcycles/)However, Triumph’s revival emerged after years of R&D and the bikes were built at an unassuming factory in Hinckley. It was also able to sustain years of losses before becoming profitable, financially supported by Bloor’s massive house-building empire, and the marque shunned media attention. Norton’s approach couldn’t have been more different; Garner established a headquarters at the luxurious Donington Hall and instantly started courting the media with big promises for his relaunched brand. He also created a complex web of companies around Norton, buying chassis maker Spondon to help develop his new Norton models and setting up a bewildering number of businesses from the same headquarters. Four of these—Norton Motorcycles Limited, Norton Motorcycle Holdings Limited, Donington Hall Estates Limited, and Priest House Hotel Limited—went into administration at the same time. However, Garner is still running several other businesses including real estate firm Greensward Limited, British Motorcycle Manufacturing Academy Limited, Norton Racing Limited, and Spondon Developments Limited. He’s also recently resigned the directorship of another, somewhat mysterious business going by the name NMC123 Ltd, formerly known as Ttorpa Limited, Norton Motor Cars Limited, and Norton MC Limited. His wife, Susannah, was appointed as director when he stepped down, at the same time the company name changed from Norton Motor Cars to Norton MC, and just a month later another name change to NMC123. Big Promises In addition to selling various models derived from Kenny Dreer’s reengineered Norton Commando 961, Norton embarked on ambitious plans to develop completely new bikes. The most notable was, of course, the 1,200cc, 200-hp V4 superbike announced in 2016 in “RR” and “SS” forms. Small numbers of the V4s started to trickle off Norton’s production line in 2019, but lacked the international type approval needed to be sold in many parts of the world. Related Content: 2015 Norton Commando 961 Sport Dyno Test By then, Norton’s plans had been scaled up again, with the firm promising new 650cc twins in the form of the scrambler-style Atlas Ranger and Atlas Nomad, the sporty Superlight, and the ambitious Superlight SS—complete with a supercharger, a carbon fiber frame, and a claimed 175 hp. However, while plenty of people put down deposits, the 650cc twins didn’t reach customers before Norton went into administration in late January this year. This scrambler-style Atlas Ranger was another of the new 650cc parallel-twin models promised by Norton. (Norton Motorcycles/)How Deep Is The Financial Hole? Despite the big talk and disproportionate press coverage, the administrator’s report shows that Norton Motorcycles only employed 64 staff members when it went into administration. Since then, that figure has dropped to 58. The firm’s administrators haven’t been able to establish precise numbers as to how many bikes Norton actually built, but it’s not likely to be a lot. When the administrators were called in, there were only 70 bikes in Norton’s possession and 24 of them were customer bikes in for servicing or warranty work. There were just 14 bikes under construction at the end of January and none were near completion, and Norton also owned 13 finished bikes and a further five display models in other countries. All pretty small numbers. But the debts are vast. Norton’s only secured creditor was Metro Bank—the company that also called in the administrators in the first place. It was owed 4.04 million pounds ($5.04 million) by Norton Motorcycles at the end of January, a figure that’s still rising as it provided an additional 550,000 pounds ($686,000) overdraft facility by the time the report was written. Metro Bank is also the main secured creditor of Donington Hall Estates, another of Garner’s companies that went into administration at the same time, with it owing 3.07 million pounds ($3.83 million). Priest House Hotel, another Garner firm in administration, owes Metro Bank a further 3.6 million pounds ($4.49 million). That’s a total of 10.71 million pounds ($13.36 million) owed to a single bank, not including the additional 550,000-pound overdraft. And it’s just the tip of the iceberg; Norton Motorcycle Limited’s unsecured creditors include Her Majesty’s Revenue and Customs (the taxman) who’s asking for 695,097 pounds (around $870K) and customers who’ve put down deposits worth 3,375,167 pounds (roughly $4.21 million). Trade creditors are owed another million, with a further million owed to “other” creditors. The total, according to Norton’s own records, is 6,232,828 pounds ($7.78 million). However, that might not tell the whole story, since at the time the administrators wrote their report, they had received claims from unsecured creditors totalling 7,195,689 pounds ($8.98 million). Even if we put aside the money owed by Priest House Hotel, as it’s not directly connected to the Norton businesses, that brings the total owed to somewhere in the region of 14.3 million pounds ($17.84 million). Related Content: Norton Launches First Teaser Video on Its New V4 Superbike Incredibly, Norton has also been the recipient of several million pounds of government grants over the last few years, which means the total amount of money that’s gone into the business is significantly higher. The numbers also don’t account for the money in Norton-related pension schemes, put by some at around 14 million pounds ($17.47 million), that was wiped out when the firm went into administration. Norton has also claimed to make millions more from licensing deals, selling the rights to license-build its planned 650cc twin-cylinder to Chinese firm Zongshen in 2017, and rights to make the old air-cooled 961 twin to another Chinese company, Jinlang, in January this year. Happier times: Testing the SG5 racebike in 2016, prior to heading to the Isle of Man TT. (Norton Motorcycles/)What’s Next? Regardless of the precise numbers, it’s clear that Norton has chewed through tens of millions of pounds and in a decade of production hasn’t turned out a vast number of bikes. As such, it’s no surprise that BDO, the company acting as Norton’s administrator, isn’t expecting it to be sold as a going concern (basically, a whole and complete business unit). That would mean finding a buyer who was happy to take on the debts with the plan of keeping the business going and repaying what was owed, and nobody is likely to want that kind of commitment. The administrators’ proposal says: “Due to the extent of the Company’s known liabilities (including sums owed to Holdings), it is not considered that the Company will be rescued as a going concern.” However, there’s plenty of interest from potential buyers who want to snap up part or all of Norton’s assets. The most valuable is Norton’s intellectual property, which will include the brand, trademark rights, and the designs of its bikes. It’s valued at 5,237,572 pounds ($6.53 million) according to Norton’s own accounts, though BDO isn’t putting an estimate on how much it might actually sell for. Beyond that, Norton’s chattels are valued at 3.47 million pounds ($4.33 million), its investment in Norton America LLC is put at 1.53 million pounds ($1.91 million), and there’s around another 1.8 million pounds ($2.25 milion) in other assets. BDO received an astounding 331 “expressions of interest” in Norton, which dropped to 169 when interested parties were asked to sign nondisclosure agreements to get access to financial and operational information. Of those, 29 made formal offers for Norton Motorcycles Limited by the February 21 deadline, and eight of those progressed to a second phase, where they were given site visits and management meetings. A deadline for “best and final” offers was set for March 25, 2020, with “a view to concluding a transaction as soon as possible thereafter.” The implication is that a decision will be made on Norton’s future very soon. While the company is unlikely to be sold as a going concern, it’s possible that a single buyer will take possession of the naming rights and IP of the firm’s existing models. Potential buyers are rumored to include Indian firm TVS, and it’s very likely that Chinese companies will also be tempted. While some fans might like to see Norton become part of Triumph—with echoes of the old Norton-Villiers-Triumph arrangement of the 1970s— Triumph has already said it’s not interested. The Superlight SS was claimed to output 175 bhp. We might never know. (Norton Motorcycles/)Will Norton’s Directors Face Penalties? There’s understandably a lot of concern over the behavior of Norton’s directors, notably CEO Stuart Garner, in the run-up to the firm’s failure. In particular, Garner was summoned to a hearing from the pensions ombudsman over complaints regarding the pension schemes that were invested in Norton. He didn’t show up. There have also been calls for a government investigation into the millions of pounds of taxpayer money poured into the company despite the fact that it wasn’t close to profitability. The report from BDO says: “The Joint Administrators have a duty to investigate the affairs of the Company, to establish if there are any actions that can be pursued for the benefit of the creditors as a whole, and also to investigate the conduct of the director. In this latter respect, the Joint Administrators must submit a confidential report to the Secretary of State regarding the conduct of all directors during the three years before the Administration. “… the Joint Administrators have instructed the Forensic Services team of BDO LLP to assist in their investigations including, but not limited to, the events leading up to the Joint Administrators’ appointment of all companies in the Group, the conduct of the respective directors, and to assess the completeness of the respective books and records.” Although not related to Norton Motorcycles, the Priest House Hotel, another of Garner’s businesses to fall into administration on the same day as Norton Motorcycles, lists him as a secured creditor, and is owed 567,028 pounds ($707,397). That means he’s among the first in line to receive money if the business is sold. Like Norton, Priest House Hotel’s administration is being overseen by BDO, which doesn’t expect the company to be sold as a going concern and instead has received “significant interest” in the hotel and its assets. Source

The Atlas Nomad was one of the bikes the “newest” Norton brand was poised to debut in 2020. (Norton Motorcycles/)Norton Motorcycles went into administration—the rough UK equivalent of Chapter 11 bankruptcy in the States—back in January amid stories of growing debts and undelivered bikes, legal action over unpaid taxes, and a brewing scandal over a mishandled pension scheme. Now the company’s official administrators, the managers brought in to deal with the mess and tasked with recouping as much of creditors’ money as possible, have published their report and proposals for Norton’s future, pulling back the curtain to reveal details of the company’s dire financial situation. This V4 SS superbike was one of the few models to actually come off the Norton assembly line, though it was approved for international sale. (Norton Motorcycles/)The Background Norton Motorcycles was formed in October 2008 by CEO Stuart Garner and some backers with the purpose of buying Norton LLC, the American company that owned the Norton brand name along with the Commando 961 prototypes developed by Kenny Dreer. Dreer had spent years consolidating Norton’s scattered trademark rights and trying to relaunch the brand with his updated version of the 1970s Commando. Related Content: Stuart Garner Fails To Appear At Hearing Garner, whose background included running a string of firework import and sales businesses in the UK, saw an opportunity to bring the evocative Norton name back, hoping to emulate the success of the Triumph brand since its rebirth under the ownership of John Bloor. Norton purchased the lavish Donington Hall in 2013 to serve as the company’s corporate headquarters. (Norton Motorcycles/)However, Triumph’s revival emerged after years of R&D and the bikes were built at an unassuming factory in Hinckley. It was also able to sustain years of losses before becoming profitable, financially supported by Bloor’s massive house-building empire, and the marque shunned media attention. Norton’s approach couldn’t have been more different; Garner established a headquarters at the luxurious Donington Hall and instantly started courting the media with big promises for his relaunched brand. He also created a complex web of companies around Norton, buying chassis maker Spondon to help develop his new Norton models and setting up a bewildering number of businesses from the same headquarters. Four of these—Norton Motorcycles Limited, Norton Motorcycle Holdings Limited, Donington Hall Estates Limited, and Priest House Hotel Limited—went into administration at the same time. However, Garner is still running several other businesses including real estate firm Greensward Limited, British Motorcycle Manufacturing Academy Limited, Norton Racing Limited, and Spondon Developments Limited. He’s also recently resigned the directorship of another, somewhat mysterious business going by the name NMC123 Ltd, formerly known as Ttorpa Limited, Norton Motor Cars Limited, and Norton MC Limited. His wife, Susannah, was appointed as director when he stepped down, at the same time the company name changed from Norton Motor Cars to Norton MC, and just a month later another name change to NMC123. Big Promises In addition to selling various models derived from Kenny Dreer’s reengineered Norton Commando 961, Norton embarked on ambitious plans to develop completely new bikes. The most notable was, of course, the 1,200cc, 200-hp V4 superbike announced in 2016 in “RR” and “SS” forms. Small numbers of the V4s started to trickle off Norton’s production line in 2019, but lacked the international type approval needed to be sold in many parts of the world. Related Content: 2015 Norton Commando 961 Sport Dyno Test By then, Norton’s plans had been scaled up again, with the firm promising new 650cc twins in the form of the scrambler-style Atlas Ranger and Atlas Nomad, the sporty Superlight, and the ambitious Superlight SS—complete with a supercharger, a carbon fiber frame, and a claimed 175 hp. However, while plenty of people put down deposits, the 650cc twins didn’t reach customers before Norton went into administration in late January this year. This scrambler-style Atlas Ranger was another of the new 650cc parallel-twin models promised by Norton. (Norton Motorcycles/)How Deep Is The Financial Hole? Despite the big talk and disproportionate press coverage, the administrator’s report shows that Norton Motorcycles only employed 64 staff members when it went into administration. Since then, that figure has dropped to 58. The firm’s administrators haven’t been able to establish precise numbers as to how many bikes Norton actually built, but it’s not likely to be a lot. When the administrators were called in, there were only 70 bikes in Norton’s possession and 24 of them were customer bikes in for servicing or warranty work. There were just 14 bikes under construction at the end of January and none were near completion, and Norton also owned 13 finished bikes and a further five display models in other countries. All pretty small numbers. But the debts are vast. Norton’s only secured creditor was Metro Bank—the company that also called in the administrators in the first place. It was owed 4.04 million pounds ($5.04 million) by Norton Motorcycles at the end of January, a figure that’s still rising as it provided an additional 550,000 pounds ($686,000) overdraft facility by the time the report was written. Metro Bank is also the main secured creditor of Donington Hall Estates, another of Garner’s companies that went into administration at the same time, with it owing 3.07 million pounds ($3.83 million). Priest House Hotel, another Garner firm in administration, owes Metro Bank a further 3.6 million pounds ($4.49 million). That’s a total of 10.71 million pounds ($13.36 million) owed to a single bank, not including the additional 550,000-pound overdraft. And it’s just the tip of the iceberg; Norton Motorcycle Limited’s unsecured creditors include Her Majesty’s Revenue and Customs (the taxman) who’s asking for 695,097 pounds (around $870K) and customers who’ve put down deposits worth 3,375,167 pounds (roughly $4.21 million). Trade creditors are owed another million, with a further million owed to “other” creditors. The total, according to Norton’s own records, is 6,232,828 pounds ($7.78 million). However, that might not tell the whole story, since at the time the administrators wrote their report, they had received claims from unsecured creditors totalling 7,195,689 pounds ($8.98 million). Even if we put aside the money owed by Priest House Hotel, as it’s not directly connected to the Norton businesses, that brings the total owed to somewhere in the region of 14.3 million pounds ($17.84 million). Related Content: Norton Launches First Teaser Video on Its New V4 Superbike Incredibly, Norton has also been the recipient of several million pounds of government grants over the last few years, which means the total amount of money that’s gone into the business is significantly higher. The numbers also don’t account for the money in Norton-related pension schemes, put by some at around 14 million pounds ($17.47 million), that was wiped out when the firm went into administration. Norton has also claimed to make millions more from licensing deals, selling the rights to license-build its planned 650cc twin-cylinder to Chinese firm Zongshen in 2017, and rights to make the old air-cooled 961 twin to another Chinese company, Jinlang, in January this year. Happier times: Testing the SG5 racebike in 2016, prior to heading to the Isle of Man TT. (Norton Motorcycles/)What’s Next? Regardless of the precise numbers, it’s clear that Norton has chewed through tens of millions of pounds and in a decade of production hasn’t turned out a vast number of bikes. As such, it’s no surprise that BDO, the company acting as Norton’s administrator, isn’t expecting it to be sold as a going concern (basically, a whole and complete business unit). That would mean finding a buyer who was happy to take on the debts with the plan of keeping the business going and repaying what was owed, and nobody is likely to want that kind of commitment. The administrators’ proposal says: “Due to the extent of the Company’s known liabilities (including sums owed to Holdings), it is not considered that the Company will be rescued as a going concern.” However, there’s plenty of interest from potential buyers who want to snap up part or all of Norton’s assets. The most valuable is Norton’s intellectual property, which will include the brand, trademark rights, and the designs of its bikes. It’s valued at 5,237,572 pounds ($6.53 million) according to Norton’s own accounts, though BDO isn’t putting an estimate on how much it might actually sell for. Beyond that, Norton’s chattels are valued at 3.47 million pounds ($4.33 million), its investment in Norton America LLC is put at 1.53 million pounds ($1.91 million), and there’s around another 1.8 million pounds ($2.25 milion) in other assets. BDO received an astounding 331 “expressions of interest” in Norton, which dropped to 169 when interested parties were asked to sign nondisclosure agreements to get access to financial and operational information. Of those, 29 made formal offers for Norton Motorcycles Limited by the February 21 deadline, and eight of those progressed to a second phase, where they were given site visits and management meetings. A deadline for “best and final” offers was set for March 25, 2020, with “a view to concluding a transaction as soon as possible thereafter.” The implication is that a decision will be made on Norton’s future very soon. While the company is unlikely to be sold as a going concern, it’s possible that a single buyer will take possession of the naming rights and IP of the firm’s existing models. Potential buyers are rumored to include Indian firm TVS, and it’s very likely that Chinese companies will also be tempted. While some fans might like to see Norton become part of Triumph—with echoes of the old Norton-Villiers-Triumph arrangement of the 1970s— Triumph has already said it’s not interested. The Superlight SS was claimed to output 175 bhp. We might never know. (Norton Motorcycles/)Will Norton’s Directors Face Penalties? There’s understandably a lot of concern over the behavior of Norton’s directors, notably CEO Stuart Garner, in the run-up to the firm’s failure. In particular, Garner was summoned to a hearing from the pensions ombudsman over complaints regarding the pension schemes that were invested in Norton. He didn’t show up. There have also been calls for a government investigation into the millions of pounds of taxpayer money poured into the company despite the fact that it wasn’t close to profitability. The report from BDO says: “The Joint Administrators have a duty to investigate the affairs of the Company, to establish if there are any actions that can be pursued for the benefit of the creditors as a whole, and also to investigate the conduct of the director. In this latter respect, the Joint Administrators must submit a confidential report to the Secretary of State regarding the conduct of all directors during the three years before the Administration. “… the Joint Administrators have instructed the Forensic Services team of BDO LLP to assist in their investigations including, but not limited to, the events leading up to the Joint Administrators’ appointment of all companies in the Group, the conduct of the respective directors, and to assess the completeness of the respective books and records.” Although not related to Norton Motorcycles, the Priest House Hotel, another of Garner’s businesses to fall into administration on the same day as Norton Motorcycles, lists him as a secured creditor, and is owed 567,028 pounds ($707,397). That means he’s among the first in line to receive money if the business is sold. Like Norton, Priest House Hotel’s administration is being overseen by BDO, which doesn’t expect the company to be sold as a going concern and instead has received “significant interest” in the hotel and its assets. Source

A superbike without bodywork creates engineering challenges to combat changes in downforce and traction management. (Ducati /)Historically, the streetfighter idea—a powerful sport motorcycle without a fairing and with a more upright riding position—came into being when sporting young riders crashed the plastic and low bars off their bikes and, unable to afford original replacement parts, created a new style. In practical terms, the streetfighter concept also allows the manufacturer to offer its premium Superbike in a form that allows the comfort of a less athletic riding position. This is Superbike performance, repackaged in a manner that a wider range of riders can enjoy. The Streetfighter V4’s seat padding thickness is 2.4 inches and rider and passenger seats are lowered by 1 inch from the Panigale. Wheelbase is slightly increased (19mm) over that of the faired models (1,488mm versus 1,469mm) to restore stability and wheelie resistance lost in the form of a reduced load on the front tire caused by wind pressure on the rider’s more upright body position. I am told that had Ducati not given this model its array of four downforce winglets, it would have been necessary to extend the wheelbase even further. These wings on the Streetfighter V4 add 74.9 pounds of downforce at 186 mph. (Ducati /)In a streaming video, Ducati test rider Alessandro Valia provided actual values for the downforce produced by the winglets at various speeds, as follows: 93 mph: 19.8 lb. 124 mph: 30.8 lb. 155 mph: 52.9 lb. 167 mph: 59.5 lb. 186 mph: 74.9 lb. The counter-wheelie effect of this downforce is obvious, and we must remember Valentino Rossi’s famous remark: “The wheelie is the enemy.” When your bike wheelies, it stops steering. That’s okay if you regard wheelies as a form of recreation, but if you’re trying to go somewhere quickly, having no steering is a biggie. Other benefits of downforce are greater high-speed stability (stability comes from the tire footprints, so the bigger they are, the greater the stability), reduced braking distance, and better turning from throttle-up. Wheelies look cool but they are inefficient when making forward progress is most important. (Ducati /)Valia also described a “new mapping philosophy” employed to deal with the torque saturation that exists in the first four gears. He showed a family of mapped-in falling torque curves starting from various possible throttle angles. Torque saturation means that full throttle is always enough to lift the front tire. That being so, it is desirable to have in place systems to make it easier for the rider to find the throttle position that does not waste time by exceeding the wheelie limit torque. Harley-Davidson did a very similar thing in a completely non-electronic way 48 years ago in developing the engine of its long-serving and very successful dirt tracker, the XR-750: H-D gave it a naturally decreasing torque curve, dropping at about 6 pound-feet per thousand rpm. This was in its effect a natural traction control system. As the rider feeds the throttle to begin the drive off a corner, if the rear tire slips, engine revs rise and rear wheel torque decreases. This falling torque may actually cause the tire to re-grip, and if not, it will make action by the rider much easier by biasing torque change in the right direction. The desired result is a perfect match between tire thrust at ground level and the bike’s wheelie limit (which is the thrust required to just lift the front tire). This is achieved by Ducati’s variable torque saturation software. Valia also presented an explanation of the EVO2 Ducati Traction Control system. The goal of all such systems is not to prevent tire spin altogether, but to hold it at the value that delivers maximum thrust for acceleration. A first take on how to do this by electronic intervention would be to set a “spin target” (since the system carries a lean-angle-sensing inertial measuring unit, this target is automatically modified at lean angles other than zero). When spin in excess of the target is detected, engine torque is reduced. A lean-angle-sensing inertial measurement unit allows the EVO2 Ducati Traction Control system to adjust torque dependent on not only throttle position and tire spin but also on how far the Streetfighter V4 is leaned over. (Ducati /)A graph of rear-tire spin versus time is presented, showing a “spin oscillation band” in which rear-tire slip varies in a cyclic manner. At the Goodyear tire test at Daytona in 1979, I could hear this spin oscillation as rider Mike Baldwin accelerated hard off turn 1—a rapid “woo-woo-woo” from the engine sound at what is surely the motorcycle’s weave frequency (two to three cycles per second). When I asked Valia about this frequency, I was told, “The graph shows the rear wheelspin that usually has the same frequency of the body oscillation during acceleration.” In the EVO2 version of Ducati Traction Control, the system triggers not just from a specific level of spin, but also from how fast spin is increasing (the derivative of spin). As soon as slip rises with a certain gradient—no matter what its amount at that moment—action is taken. If action were not taken, the slip value could shoot up almost uncontrollably. Because it doesn’t wait for a specific value of spin, but rather acts as soon as rapid increase is detected, intervention is faster and smoother, reducing the width of the spin oscillation band by approximately 25 percent and thereby improving tire grip. When I asked, “What else do I need to know to understand this system?” I was told, “It comes from the MotoGP experience. We race it on the GP18.” Source