Hugh Janus

KTM’s 390 Adventure has plenty of big-bike attitude with a small-bike price tag. (Jeff Allen /)Third gear, flat out, pitched sideways, and standing on the pegs on an uphill sandy wash road I thought, Yeah, I could be very happy with this bike. And would I have plenty of cash left in my pocket to travel. KTM’s 2020 390 Adventure may only have 373cc, but it has plenty of big-bike attitude. This isn’t a beginner’s-only, low-spec and -tech affair. No, this is a motorcycle befitting KTM’s Adventure badge. Quinn Cody joined me for the first ride of the 390 Adventure. Cody is a four-time Baja champ, Dakar racer, and is now an R&D rider for KTM. His input shaped much of how this smaller adventure performs, especially when it comes to suspension and handling. For me, this is where the 390 Adventure shines. Cody has helped KTM move away from soft, street-focused suspension settings that compromised off-road capability and performance. MSRP of the 2020 KTM 390 Adventure is $6,199; you get plenty of adventure motorcycle for that price. (Jeff Allen /)And it’s a great direction to take, the 390’s 43mm WP Apex fork is stiff enough to handle some serious off-road, albeit at a sane pace as you still only have 170mm (or 6.7 inches) of travel available to you. Compression and rebound damping is adjustable via clicker knobs at the top of the fork caps. The baseline setting handled dirt roads and small bumps with ease, a few more clicks to the compression (right) side added a bit more resilience when the going got rough. Suspension performance from the WP Apex fork and shock is above what would be expected from a small adventure motorcycle. The 390 Adventure can handle some serious terrain. (Jeff Allen /)At the back, a WP Apex monoshock is mounted directly to the aluminum-die-cast lattice-form swingarm and supplies 177mm (or 7 inches) of wheel travel. It is adjustable for spring preload and rebound damping only, but I had no valid complaints. Yes, you will bottom the suspension if you ride it like a dual sport, but even when you do, the rear doesn’t buck sideways and forward control is maintained. The 390 Adventure can handle any terrain put before it as long as you attack it at the proper speed. Street handling does not suffer for off-road ability. Suspension balance on the street makes for a planted and very taut ride on the road. At 387 pounds fully fueled, the 390 is light and agile, easily tipping into corners on the 19-inch front and 17-rear cast wheels fitted with Continental TKC70 tires. Communication from both ends is great, especially considering the 50/50 dirt to street composition of the tires. I feel the off-road-level spring rates actually help with bike balance and fore and aft weight transfer when acceleration and braking. As good as the KTM 390 Adventure is in the dirt, it’s even better on the street. (Jeff Allen /)KTM also helps the rider out in the two aforementioned actions with big-bike-level rider aids. Although there are no rider modes—you don’t really need them with a rear wheel output of 37.5 hp and 23.2 pound-feet of torque as measured on the Cycle World dyno—there is lean-sensitive traction control that has two options: on or off. Lean-sensing also applies to the ABS braking system that has an off-road mode that turns off the ABS to the rear tire for sliding in the dirt while keeping the ABS engaged at the front. You cannot turn the ABS off completely—one of the only gripes I have on the bike. Braking performance from the Bybre units was excellent. The front 320mm slowed the 390 with authority and communicative feel on the street while still having a light touch in the dirt. Rush into a dirt corner too fast, however, and you will quickly find the dirt-ABS setting is not as refined as on the bigger KTM Adventures. One blown corner and desert detour was all it took for me to remember. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. KTM’s plucky single lifted from the 390 Duke is highly entertaining and gives enough motor to get down the freeway. Although you will be buzzing the engine pretty high up in the digital tach at a California-normal 80 mph. Top speed will break into the triple digits if you have the wind at your back. The power is lower than the last 390 Duke (40.5 hp and 26.1 pound-feet), yet the torquey nature of the 390 Adventure’s engine is a blast on twisting roads and really comes into its own in the dirt. Forward thrust is only limited by the TKC70 tires that do like to spin up when the dirt is loose. More aggressive tires would really wake this thing up in the dirt. The KTM 390 Adventure is powered by the same 373cc single that is used in the 390 Duke. (Jeff Allen/)Take a seat on the 390 Adventure and you look down a very familiar landscape if you have sat on the 790 Adventure models. A 5-inch TFT full color dash is perched proudly behind a short windscreen that is attached to the LED headlight housing that is very much a spitting image for the 790’s unit. A four-button control pad on the left side of the handlebars commands all of the menus found within. And there is plenty to control, like the KTM My Ride function that pairs to an app on your phone for turn-by-turn directions and allows for control of music and phone calls through your headset. The switch gear along with the grips have a bit less refined feel and look than the 790. This is one of the only indications the 390 is built in India, the other being all of the quality-control stickers and marks all over the bike. KTM has also equipped the 390 with an optional Quickshifter+ that gives clutchless upshifts and downshifts. Control of all functions of the KTM 390 Adventure’s 5-inch TFT dash is done via your left thumb. (Jeff Allen /)The seat is a tallish 33.7 inches for the small ADV segment, but you more than make up for it with ground clearance (7.9 inches) and suspension travel. There is plenty of room to shift your weight on the rider’s seat in the dirt, and it also provides plenty of options for long stretches on the road. Reach to the off-road-type footpegs is roomy for my 5-foot-10 frame and the effort to go from seated to standing is low, again thanks to that seat height. Although the seat height is 33.7 inches, the 390 Adventures seat gives you plenty of room to get comfortable. (Jeff Allen /)After a 250-mile day on the street and in the dirt, the $6,199 price tag of the 2020 KTM 390 Adventure has me daydreaming of a long ride down the Baja peninsula with plenty of pesos in my pockets for tacos and beachside accommodations. It’s a capable, comfortable, and entertaining adventure motorcycle, displacement be damned. Its street civility and off-road chops will allow it to hang with larger and much more expensive adventure motorcycles. KTM listened to the fans and gave them what they have asked for: a small-displacement motorcycle worthy of the KTM Adventure name. The 2020 390 Adventure is a worthy off-road mount that lives up to the KTM Adventure name. (Jeff Allen /)2020 KTM 390 Adventure Specifications Price: $6,199 Engine: 373cc, DOHC, liquid-cooled single Bore x Stroke: 89.0 x 60.0mm Compression Ratio: 12.6:1 Clutch: PASC mechanically operated slipper Fuel Delivery: Bosch EFI, 46mm throttle body Transmission/Final Drive: 6 speed/chain Cycle World Measured Horsepower: 37.5 hp @ 8,970rpm Cycle World Measured Torque: 23.2 lb.-ft. @ 6,990rpm Frame: Steel trellis Front Suspension: WP Apex USD fork, adjustable for compression and rebound damping; 6.7-in. travel Rear Suspension: WP Apex monoshock, adjustable for spring preload and rebound damping; 7.0-in. travel Front Brake: Bybre radial-mount 4-piston caliper, 320mm disc w/ ABS Rear Brake: Bybre 2-piston floating caliper, 230mm disc w/ ABS Wheels, Front/Rear: Cast wheels; 2.5 x 19 in. / 3.5 x 17 in. Tires, Front/Rear: Continental TKC 70; 100/90-19 / 130/80-17 Rake/Trail: 26.5° / N/A Wheelbase: 56.3 in. Seat Height: 33.7 in. Fuel Capacity: 3.8 gal. Cycle World Measured Weight: 387 lb. Warranty: 1 year Available: April 2020 Contact: ktm.com GEARBOX: IMAGE: AB9T3286.JPG | The KTM 390 Adventure is light and responsive on the road. Helmet: Fasthouse Bell Moto-9 Flex Jacket: Rev’It Offtrack Jersey: Fasthouse Dickson Pant: Fasthouse Grindhouse Gloves: Fasthouse Speed Style Air Boots: Sidi Crossfire 3 TA Goggles: 100% Armega Source

The 2020 KTM 390 Adventure is the Orange Brigade’s all-new and highly anticipated addition to its Adventure lineup—including the 790 Adventure and 1290 Adventure models. It’s the smallest bike of the bunch, being powered by the same liquid-cooled, 373cc single-cylinder engine found in the 390 Duke. The Adventure model, however, is wrapped in a steel trellis frame derived from KTM’s 450 Rally racer, and comes equipped with more dirt-oriented WP Apex suspension and visual cues adopted from its siblings. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Dyno numbers on the 2020 KTM 390 Adventure. (Robert Martin/)We strapped the 2020 KTM 390 Adventure to our in-house Dynojet 250i dynamometer, recording horsepower and torque measurements. The small-displacement Adventure laid down 37.5 hp at 8,970 rpm and 23.2 pound-feet of torque at 6,990 rpm. Source

Welcome to Part 4 of our Fear and Lean Angle study. This week: The on-board engineer’s role in lean-angle-reduction. (At the Apex Photos/)In Part 1 of this series, we discussed my habit of holding the brake lever longer than Chris Peris or Kyle Wyman when we’re lapping together. That extra trail-braking reduces my midcorner speed to match my lean-angle risk level tolerance. My tolerance levels are lower than theirs so I go slower to run the exact same lines. I’m more scared than they are. We equated lean angle with risk because a tire’s traction is divided between lean angle and/or brakes and throttle. I’ve admitted that while I might have the skill to run the lean angle of Chris and Kyle, I did not have the motivation to risk the possible consequences. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. What’s the reward? That is the key question we ask ourselves to help street riders, trackday participants, and non-professional (no money) roadracers find sensible answers. In Part 2, Freddie Spencer’s thought of We want to run maximum lean angle for the shortest time possible ruled the article. Read that carefully: The world champ wasn’t saying don’t lean over to maximum, he was exhorting us to spend as little time at max lean angle as possible. This is because riders who enter corners at madcap speeds (no trail-braking) spend all day to get direction—meaning their exits suffer. And this sport is all about exits. Street riders who run into corners sans control (brakes) and rely on deep lean angles will eventually be hurt by their ever-changing surroundings and unforgiving road verges. In Part 3, we ran through logical, linear ways we can improve our lean-angle confidence, and confidence comes from healthy progression: As in, staying healthy so you can progress! I admitted to raising my lean-angle tolerance throughout an AHRMA racing weekend as successful lapping increased my confidence in tire performance. I got braver in little, successful steps. Part 4: The Onboard-Engineer’s Movable Mass At ChampSchool we put it quite simply: The primary reason to hang off to the inside of the bike is to run less lean angle at the same cornering radius. My smart engineer friend goes a few steps further, telling us it’s the combined bike and rider center of mass that affects lean angle, so if we can move that combined mass inside of the bike’s centerline, we run the same radius on a meatier part of the tire. The contact patch only recognizes one mass—the combined mass of bike and rider—so riders who move their center of mass (chest) to the inside can be safer. This engineer friend is a ChampSchool grad, so safer means less risk because lean angle is equated to that risk. So riders, we gotta move to the inside of the bike. Draw a line straight up from the center of your fuel tank and get your head and chest to the inside of that line—to the right side for right-hand corners, the left side for left-hand corners. Or take more risk. You Mean, Hang Off Like Márquez? Yes, on the track. But if you or your friends are hanging off far enough to drag a knee on public highways, you will run out of time to react because your cornering speeds will be so high. Go to the track! Part of the reserve we should ride with on the street is a reserve in body position. ChampSchool’s David Bober demonstrates ideal street body position: Knee out slightly to support his upper body that has moved to the inside of the bike’s centerline. He is poised to move more if necessary. (Highway Jon Photo/) ChampSchool’s Ryan Burke demonstrates how much riders can do with their upper body. Note that his knee is out slightly to help support his weight on the right footpeg. If you practice this all-in upper-body move, you will be ready when gravel appears across the lane in a blind right-hand corner. Same radius, less lean angle: Game changer. (Burke Collection /) Same rider, same corner direction, different bike—what’s changed? Ryan has moved his butt off the inside of the seat and flexed his right knee out toward the ground, fully committing to the advantages of body position. This is the least amount of lean angle that Ryan can run on this bike at this pace in this corner. For the street, not moving our butts, or moving them only an inch or two, helps remind us that we must ride with a reserve for the unexpected. Personally, I find that limiting my body movement limits my street speeds. (Luke Hummel/) My friends Glenn and Catherine Dickerson are excellent examples of riders who use a lot of body position on the street but combine it with the discipline to limit their cornering speeds. Their body position allows them to reduce lean angle, and their discipline reminds them that the street is not a racetrack. Of course, they’re lucky because they live at a racetrack! (Dickerdog Collection/) I love my AHRMA brothers and sisters deeply, and I want to speak to them in this article: The more you can imitate the body positions of GP/SBK/MotoAmerica champions, the safer you will be. Faster too, but more importantly, safer. Here, Andrew Cowell leads a student in the AHRMA school (graduate from school on Friday, race the weekend!), illustrating the student’s next steps in his progression: body position. See how the student’s head is on the high side of the bike, making his ride riskier…and slower. (AHRMA/)Timing Too What is not discussed enough is the timing of our body in its movements. Everyone talks about position, but how and when we get in position will close this article and this series. Think of your footpegs as axes (plural of axis, really!) of the gyroscope that is your motorcycle. At the point you want your bike to begin turning, move your head in that direction. If you’re in combination corners, move your head from side to side to match the time you’d like to load that inside axis. Most of us move too fast, too soon. We lurch to the side and then have to pull the bike down on top of us. Slow those movements, time them with your desire to divert your bike’s path from upright to turning. We’ll close with my friend Shane Turpin’s memorable advice: Shane Turpin has been consistently quick for decades on a wide variety of bikes. This champion’s advice on riding, especially body-position movements: “This is a symphony, not a rock concert.” Smooth out those body movements, time them with your bike’s direction changes. Jumping or lurching around on the bike can be just as bad as grabbing and stabbing at the controls. (Turpin Collection/)More next Tuesday! Source

Yamaha’s 2020 MT-03 does more with less. The latest naked MT is the smallest in displacement, but that doesn’t mean it’s not a blast to ride. (Joseph Agustin/)Sometimes the old adage of less is more still rings true in motorcycling; Yamaha’s 2020 MT-03 is a shining example. It’s the smallest and newest addition to the MT line and is now available for riders in the US. It shares much with its small-bore supersport cousin, the YZF-R3, including the chassis and engine, albeit with a more relaxed and upright riding position without a fairing. Naked doesn’t translate to stripped down for the MT-03; Yamaha has brought to market a full-featured small-bore that new riders will find usable and confidence inspiring. And as skills grow, so will the capability and fun. At $4,599, it has the lowest MSRP in the small-bore naked class, but it has the stance and presence of the other more powerful MT models. Yamaha says MT stands for “Master of Torque”—more of an attitude with this MT than a reality of engine performance. Sharp lines and LED headlights, taillight, and turn signals are what you would expect from more expensive machines. It walks the walk of its MT-07, MT-09, and MT-10 siblings, but with less thrust and cut available from the right grip. Yamaha’s MT-03 has an MSRP of $4,599 complete with ABS and LED lighting as standard equipment. (Joseph Agustin/)Powering the MT-03 is the same fuel-injected, 321cc parallel twin used in the R3. Featuring a 180-degree crankshaft, a 11.2:1 compression ratio squeezed by forged pistons connected to carburized connecting rods, and four valves per cylinder with dual overhead cams, the MT-03 engine is claimed to be easy to control for beginners while being entertaining for experts. Without question this is the case. A 321cc parallel twin powers the 2020 Yamaha MT-03. It may be small but it is entertaining. (Joseph Agustin/)The MT-03’s engine loves to be revved; it’s not a torque monster, but a short first and second gear get it off the line quick enough to surprise more than a few red light jockeys. Third and fourth gear are where the MT finds its groove on the back roads. Off-corner grunt is smooth, predictable, but not prodigious. Momentum is your friend, and this littlest MT will teach a new rider how to maximize momentum if they want to run with the big(ger) boys. Once in the upper rev range, it builds entertaining power—still smooth and friendly, but with a kick in the rear that you won’t find below 6,000 rpm. Don’t lug it out of corners; wring it for every tick on the tach, and smile. Momentum is your friend when getting from corner to corner. The MT-03 may not lay down serious torque, but it’s willing to make serious time if you are. (Joseph Agustin/)Throwing the MT-03 around shows its real strength: a light and flickable character that despite its lighter suspension settings is still composed when pushed. On the road, the small Yamaha tips into the corners quickly and easily without requiring much input from the rider. Midcorner corrections and bumps don’t upset the chassis, even with my 230-pound frame. It’s very much a rock in the corners—once again satisfying to any and all riders. Light and flickable are the two best descriptors of the 2020 Yamaha MT-03, yet despite its featherweight feel the chassis is planted and stable when the pace increases. (Joseph Agustin/)Rear suspension duties are handled by the same monocross rear shock with seven-step preload adjustment that is fit to the R3. While at the front, the MT gets softer front springs in a 37mm KYB inverted fork, though with 6mm more of internal preload. Compression damping has also been decreased for a less aggressive ride. Some sections of the Hill Country roads outside of Austin, Texas, are potholed and rough. But despite the decrease in compression damping and lighter fork spring, the MT-03 is compliant on less-than-perfect roads without an overly soft or wallowy feel. The rear shock could use a tick more rebound for someone my size, but let’s be clear: I’m not the target customer for this machine; less, let’s say, rotund riders won’t have an issue. Overall it’s impressive the ride quality Yamaha was able to provide on a budget-minded motorcycle. The rider triangle is comfortable overall, but riders with longer legs may find an issue with the flared area of the fuel tank just above the knees. (Joseph Agustin/)Ergonomics are relaxed with a handlebar attached to a new top triple clamp that positions the rider's hands 1-1/2 inches higher than the R3 and 3/4 inch further back. Footpeg position is also the same as the R3 and the seat height of the MT is the lowest in the class at 30.7 inches. On the road, the seating area felt cramped due to the flared area at the top of the tank, which Yamaha described as a “wide shoulder stance.” At 5-foot-10 my knees were at the limit of space available; long-legged riders take note. The 298mm single front disc is matched to a twin-piston Akebono front caliper, and has a beginner-friendly initial bite with adequate power for the MT-03’s intended usage. When more is asked and you get deep into the lever, the front brake feels wooden—squeeze harder and nothing really happens past a certain point. But this is right at the performance envelope of the bike. In 90 percent of duty, the front brake is just fine. At the back the single-piston caliper and 220mm disc have plenty of power and feel. ABS function is seamless, only activating when truly needed. ABS is standard and not switchable on the MT-03, but overall the braking package is well sorted. At the most aggressive applications of the front lever the front brake feels wooden and lacking in power. (Joseph Agustin/)Overall, the MT-03 is a great naked machine, for all riders. Just as Yamaha has promised, it’s a great entry into the MT naked lineup that provides enough performance to entertain riders with more experience. Don’t think of it as an R3 without a fairing. Its less makes it much more—more or less. The 2020 Yamaha MT-03 is a welcome addition to the MT line—for all levels of riders. (Joseph Agustin/)2020 Yamaha MT-03 Specifications MSRP: $4,599 Engine: 321cc, DOHC, liquid-cooled inline twin-cylinder; 8 valves Bore x Stroke: 68.0 x 44.1mm Compression Ratio: 11.2:1 Transmission/Final Drive: 6-speed/chain Fuel Delivery: Fuel injection Clutch: Wet, multiplate Frame: Diamond-type tubular steel Front Suspension: 37mm inverted telescopic fork; 5.1-in. travel Rear Suspension: Monocross single shock, adjustable for spring preload; 4.9-in. travel Front Brake: 298mm hydraulic disc w/ ABS Rear Brake: 220mm hydraulic disc w/ ABS Tire, Front/Rear: 110/70-17 / 140/70-17 Rake/Trail: 25.0°/3.7 in. Wheelbase: 54.3 in. Ground Clearance: 6.3 in. Seat Height: 30.7 in. Fuel Capacity: 3.7 gal. Claimed Curb Weight: 373 lb. Availability: Now Contact: yamahamotorsports.com GEARBOX: 2020 Yamaha MT-03 Gearbox (Joseph Agustin/)Helmet: Arai Defiant-X Jacket: Alpinestars Domino Tech Hoodie Pant: Alpinestars Copper Denim Gloves: Alpinestars Spartan Boots: Alpinestars Faster-3 Rideknit Shoes Source

2020 Yamaha YZ250 (Yamaha /)First introduced in 1974, the Yamaha YZ250 has stood the test of time. The YZ250 is an ideal bike for a rider who wants a two-stroke motocrosser that is fun to ride and easy to maintain, while rebelling against the modern-day four-strokes. It has a long power delivery, plush KYB suspension, and proven durability. Of the big six manufacturers, Yamaha is one of only three to still offer a 250cc two-stroke motocross bike in 2020 and is the last premix-burning quarter-liter MXer from Japan. It’s also the only bike in its category to come with a cable-actuated clutch. 2020 Yamaha YZ250 (Yamaha /)2020 Yamaha YZ250 Reviews, Comparisons, And Competition The Yamaha YZ250 hasn’t changed much since 2006, but it has remained as a competitive package in recent years, as evidenced by a comparison test conducted by our dirt-only sister publication, Dirt Rider, between the YZ250 and KTM 250 SX. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Along with the 250 SX, the YZ250’s competition in the two-stroke motocross bike segment includes the 2020 Husqvarna TC 250 and 2020 TM MX 250. With its suggested retail price of $7,499, the YZ250 is $800 less than the 250 SX, $900 less than the TC 250, and $1,696 less than the MX 250. 2020 Yamaha YZ250 (Yamaha /)Yamaha YZ250 Updates For 2020 The only difference between the 2019 and 2020 Yamaha YZ250 are the radiator shroud graphics. 2020 Yamaha YZ250 Claimed Specifications Price $7,499 Engine Liquid-cooled single-cylinder Displacement 249cc Bore x Stroke 66.4 x 72.0mm Horsepower N/A Torque N/A Transmission 5-speed Final Drive Chain Seat Height 39.1 in. Rake 27.7° Trail 4.8 in. Front Suspension 48mm inverted fork, fully adjustable; 11.8-in. travel Rear Suspension Fully adjustable; 12.4-in. travel Front Tire 80/100-21 Rear Tire 110/90-19 Wheelbase 58.3 in. Fuel Capacity 2.1 gal. Claimed Wet Weight 227 lb. Source

Drag racing champion Rickey Gadson (Meekail Shaheed/)At the end of 2018, rumors began to swirl that Triumph Motorcycles was working on a new Rocket 3, the company’s biggest and most powerful motorcycle. This caught the ­attention of 11-time motorcycle drag racing champion Rickey ­Gadson. He knew about the first-generation Rocket 3: a 2,294cc, 765-pound hunk of British steel that boasted nearly 150 horsepower and 163 pound-feet of torque. He had ridden drag racing and land-speed builder Bob Carpenter’s modified “Silverback” Rocket 3, going deep into 8-second E.T.s at over 150 mph. What would this new, more-powerful, and lighter Rocket 3 be capable of in stock form? We wondered as well, so we made the call to the legendary drag racer. We also ­wanted to understand Gadson’s tuning and riding ­technique as he searched for his best time on the world’s ­largest-displacement production motorcycle. News spreads quickly in the motorcycle drag racing world; not long after Gadson was handed the keyless ignition fob of a 2020 Rocket 3 R and his following Instagram posts chronicling delivery, Gadson’s phone lit up. “When will you hit the strip?” “What do you think it will run?” “What does it weigh?” He was on a mission to find out. RELATED: 2020 Triumph Rocket 3 R And GT Review First Ride Triumph came at the 2020 Rocket 3 with a clean sheet. An all-new 2,458cc, 12-valve, longitudinally mounted inline-triple powers both the Rocket 3 R and GT models. The R model has a more aggressive stance and cockpit—a light-to-light roadster intent on turning far sportier motorcycles and muscle cars to shrinking violets when the red light goes out or someone gives the signal. Claimed horsepower is 165 at 6,000 rpm, and peak torque is a stout 163 pound-feet at 4,000 rpm, although near-peak torque is achieved from 2,000 rpm until it slightly tapers at around 5,500 rpm. Triumph also stripped 88 pounds from the Rocket 3 R, 40 of that from the engine. Triumph’s Rocket 3 is no longer a wolf in sheep’s clothing; it clearly wants to run for pink slips. (Meekail Shaheed/)The other 48 is reduced thanks to an aluminum frame that is 50 percent lighter. This smaller, more mass-centralized frame allowed the Rocket to become more svelte—a relative term; think a leaner sumo wrestler. No longer is the Rocket a cruiser with a tractor engine. “It’s now a street bruiser; and everyone that looks at it knows it,” Gadson said. With that, predictions were postulated online, and surely some bets were made. Not many doubted a sub-11 second pass, some claimed it would easily get into the nines, but Gadson had no idea of his own. There was no frame of reference; his bread and butter is sportbikes. He decided to take it out on the street for a ride before loading the trailer for the track. “First off, the tire pressure was way too high; it would spin the rear tire when I was testing on the street,” Gadson said. “It had 40 pounds in the rear. But man, it is a great streetbike. It’s rock-solid, the ­suspension is great. I hit some good corners, and damn, is it stable. It’s comfortable, smooth. It’s ­nothing you’d expect, that’s for sure. They turned what was a sedan into a GT.” Finely balancing rear-wheel traction and front-wheel lift is what Gadson does best. (Meekail Shaheed/)Gadson locked up a private test day at Silver Dollar Motorsport Park with a fully prepped track for the Rocket 3 R. He also invited six-time NHRA Pro Stock Motorcycle Champion and builder of the fastest drag baggers, George Bryce, along to check out what the Rocket would do in 1,320 feet. Bryce would be ­Gadson’s barometer as to just how fast the Rocket is in the heavyweight cruiser world. Right out the gate, with reduced rear-tire pressure but stock-from-factory suspension settings, Gadson and Rocket tripped the lights at 10.701 seconds at 126.02 mph. That might not have seemed quick for the forum soothsayers, but Bryce was floored. “Rickey, do you understand what that means? This is a motorcycle without any modifications; what you just went is a fully, and I mean fully built bagger. After ­spending $20,000,” Bryce explained. Triumph increased the Rocket 3’s displacement 164cc yet cut weight and size from the longitudinally mounted inline-triple. (Meekail Shaheed /)This was the first run, a baseline. Now it was time to get to work, to do what Gadson does best—fine-tune the setup to shave hundredths and then thousandths of seconds from that first exploratory run. A damping adjustment here, a pound of air pressure there; little things matter and Gadson knows them all. Thirty years of winning or losing by pieces of time faster than a lightning flash has given him a skill for setup that few can match but most admire. First thing: His initial tire pressure decrease was too much. The track was perfect. Too perfect, in fact. The bike would either wheelie or bog because traction was so high; finding a balance to widen the margin between the two made getting off the line more consistent. 10.686 seconds at 124.56 mph. Now that the rear tire was sorted, the next link in the chain was clutch-lever adjustment. “I was concerned on how the clutch would hold up, and what the feedback would be like,” Gadson admitted. “This was some serious abuse on it, but it never changed its feedback; it never got hot on me. And of course, there’s still the same clutch in it.” It’s all about how the clutch locks up. A softly sprung clutch lets the rpm run away and slips; a stiff clutch is too abrupt and can spin the rear or bog the engine. Gadson adjusts the lever in or out depending on a clutch’s feel: Too soft is closer to the grip so the clutch has more time to lock up; too stiff, take up is set near the end of travel to get the revs up before the lock. The Rocket 3’s torque-assist clutch was consistent all day long with a quick lockup, and pickup stayed in the ­middle of the lever’s path all day. After all mechanical adjustments are complete, Gadson adjusts himself to cut a last few thousandths from the timeslips. (Meekail Shaheed/)10.625 seconds at 125.83 mph. Now Gadson could turn his attention to suspension tuning. Keeping the front end from coming up too high required nothing more than a flat-blade-screw screwdriver trained on the 47mm Showa inverted fork’s rebound-damping adjusters. Nearly closing the ­rebound-damping circuit at just one click out slowed the extension of the fork and halted the momentum of the bike pivoting around the rear axle. Gadson describes this as turning the front end into dead weight. 10.607 seconds at 124.55 mph. The rear suspension was too soft and in need of more compression damping and slower rebound. Clockwise clicks to both adjustment screws let the rear settle just fast enough to take the shock out of the system when the bikes weight shifts to the rear without a bounce-back that would unload the tire. 10.586 seconds at 127.37 mph. Now he had to adjust himself; body placement is the final piece of the puzzle. He needed to get out of the air as quickly as possible. “Although the handlebars are the lower ones, those bars are high as hell for me,” Gadson said. “Even in a tucked position, your hands are up in the wind and as high as your shoulders. Once I hit second gear, I’d move my left hand in and grab as far inside the handlebar as I could—like a flat-track racer.” His throttle hand had to stay out in the wind, but Gadson would tuck his elbow next to his body. Final result: 10.562 seconds at 126.41 mph. After 17 passes, what does it mean that one of the greatest drag racers of all time was able to carve 139 thousandths of a second from the Triumph’s initial elapsed time? That’s a bike length at the end of the quarter-mile, absolute domination in an actual race. But really it shows how truly fast the Rocket 3 R is for such a big motorcycle. Its consistency also begs for choice mods to launch it harder and burn the quarter-mile faster. Rickey ­Gadson (Meekail Shaheed/)Gadson was left impressed with the stock Rocket 3 R, citing an aggressive look and repeatable performance that goes hand in hand. It’s no longer a sleeper; it’s a block-to-block bully. “It says 2,500cc right on the valve cover for everyone to see,” Gadson said. “If that’s not intimidation for your ass, I don’t know what is. Come on and try me.” 2020 Rocket 3 R Displacement: 2,458cc Horsepower: 134.7 hp @ 5,600 rpm Torque: 142.5 lb.-ft. @ 3,900 rpm Weight: 677 lb. MSRP: $21,900 Source

2020 Honda Rebel 300 (Honda /)The Honda Rebel has been introducing motorcyclists to life on two wheels since the 1985 Honda Rebel 250 and continues to do so with the revised 2020 Honda Rebel 300. Thanks to this entry-level cruiser’s unintimidating power, low seat height, long wheelbase, and light handling, riders can feel confident and more comfortable in the saddle. While the Rebel 300’s engine remains unchanged for 2020, other comfort and handling updates have been applied, allowing the model to continue its leadership in the beginner-friendly cruiser class. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. 2020 Honda Rebel 300 Reviews, Comparisons, And Competition When the 2020 Honda Rebels were revealed at EICMA, Cycle World contributor Ben Purvis stated that Honda “has tucked and tweaked the duo [Rebel 300 and 500] to make them a more tempting proposition.” And talk about tempting, the 2020’s MSRP is $4,499, which has only seen a $100 increase since its last major revision in 2017. The beginner cruiser category competitors include the Indian Scout Sixty, Yamaha Bolt, or Royal Enfield INT650. 2020 Honda Rebel 300 (Honda /)Honda Rebel 300 Updates For 2020 Honda added an assist and slipper clutch to the 2020 Rebel 300 which is said to reduce clutch lever effort by 30 percent. The suspension also has revised oil levels and receives updated bumper rubber, while spring rates have also been stiffened to improve overall comfort and handling. Likewise, the seat sees a new thickness and density to promote better comfort. A repositioned and reshaped LED headlight is paired to new LED turn signals and a redesigned LED taillight. Honda offers this Rebel in Blue Jeans Metallic, Matte Fresco Brown, and Graphite Black colorways. 2020 Honda Rebel 300 (Honda /)2020 Honda Rebel 300 Claimed Specifications Price $4,499 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 27.2 in. Rake 28.0° Trail 4.3 in. Front Suspension 41mm conventional fork, nonadjustable; 4.8-in. travel Rear Suspension Preload adjustable; 3.8-in. travel Front Tire 130/90-16 Rear Tire 150/80-16 Wheelbase 58.7 in. Fuel Capacity 3.0 gal. Claimed Wet Weight 364 lb. Source

2020 Honda CB500X (Honda /)The 2020 Honda CB500X is a midsized adventure motorcycle ready to hit the backcountry fire roads or carve the daily commute. It is based around the same 471cc liquid-cooled parallel-twin engine that powers the Rebel 500, CBR500R, and CB500F, but is built for adventure at an economical price point. In 2019, Honda updated the CB500X with a dirt-minded 19-inch front wheel, longer-travel suspension, taller windscreen, and other bits to increase its off-road focus, while still encompassing worthy on-road merits. Thumbs-up, Honda. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. 2020 Honda CB500X Reviews, Comparisons, And Competition Our testers had the chance to ride the Honda CB500X in comparison to the Kawasaki Versys-X 300 and found that the Honda is “happy to lug along in the dirt with plenty of low-end torque or trot along the highway at a few thousand rpm, all the while netting at least 50 mpg. If you intend to stack miles on your mini ADV, the Honda is a more suitable touring partner.” Growing in popularity for its do-it-all capabilities, the ADV category’s competition is quite stiff and now the smaller and middleweight subcategories have grown in recent years as well. Competition includes the new KTM 390 Adventure, Kawasaki Versys-X 300, BMW G 310 GS, and Suzuki V-Strom 650/650 XT. Honda CB500X Updates For 2020 There are no significant updates to the CB500X for the 2020 model year. Along with the standard model ($6,699), Honda does offer a CB500X ABS model ($6,999). They are both available in Grand Prix Red. 2020 Honda CB500X Claimed Specifications Price $6,699 Engine Liquid-cooled DOHC parallel twin; 4 valves/cyl. Displacement 471cc Bore x Stroke 67.0 x 66.8mm Horsepower N/A Torque N/A Transmission 6-speed Final Drive Chain Seat Height 32.7 in. Rake 27.5° Trail 4.3 in. Front Suspension 41mm fork, nonadjustable; 5.9-in. travel Rear Suspension Preload adjustable; 5.9-in. travel Front Tire 110/80-19 Rear Tire 160/60-17 Wheelbase 56.9 in. Fuel Capacity 4.6 gal. Claimed Wet Weight 430 lb. Source

2020 Honda CBR650R (Honda /)The 2020 Honda CBR650R is a middleweight sportbike intended for the casual sport rider who is interested in painting the town with a Big Red streak, but not so ruthless as the liter-sized CBR1000RR. As Honda says, this is a machine that is “striking an ideal balance between performance and practicality” with its finely tuned chassis, punchy 649cc inline-four, LED lighting, aggressive riding position, and the like. Rider aids include ABS and the Honda Selectable Torque Control (HSTC). HSTC adjusts engine power to optimize torque at the rear wheel, ultimately reducing rear wheel slip. 2020 Honda CBR650R Reviews, Comparisons, And Competition In our 2019 first ride review of the CBR650R we found that it has a “sporty but not overly so riding position that’s well suited for day-to-day life on the street.” We also found that the 2019 model produced 80.1 hp at 10,950 rpm and 41.73 pound-feet of torque at 8,170 rpm on our in-house dyno. Competition for the CBR650R include the Kawasaki Ninja 650, Ducati Supersport, and Suzuki SV650. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Honda CBR650R Updates For 2020 While there are no significant updates to the CBR650R for 2020, it now comes with ABS as standard equipment. It is available in Grand Prix Red/Stripe. 2020 Honda CBR650R Claimed Specifications Price $9,699 Engine Liquid-cooled DOHC inline-four Displacement 649cc Bore x Stroke 67.0 x 46.0mm Horsepower N/A Torque N/A Transmission 6-speed Final Drive Chain Seat Height 31.9 in. Rake 30.0° Trail 4.0 in. Front Suspension 43mm fork; 4.3-in. travel Rear Suspension Showa single shock; 5.0-in. travel Front Tire 120/70-17 Rear Tire 180/55-17 Wheelbase 57.0 in. Fuel Capacity 4.1 gal. Claimed Wet Weight 458 lb. Source

2020 Honda CB300R (Honda /)With its café racer styling and modern tech, the lightweight 2020 Honda CB300R nods to both the past and present in a user-friendly package built for less-experienced or first-time buyers. Its styling cues are pulled from its big brother, the CB1000R, but is equipped with the compact, yet entertaining 286cc single-cylinder engine encompassed by a lightweight, nimble-handling chassis. And not to mention that ABS comes as a standard feature. 2020 Honda CB300R Reviews, Comparisons, And Competition The Honda CB300R debuted in 2019 and replaced the CB300F. Now, the CB300R continues to support the trend of Neo-Café models. Competition in the “neo-café” realm includes Husqvarna's Svartpilen 401 and Vitpilen 401, but if you are just interested in the general selection of minimally faired, small-displacement bikes, then the Yamaha MT-03 or past Ten Best Bike winners, the Kawasaki Z400 or KTM 390 Duke, can be worth a look. This naked bike comparison also lays out more of where the CB300R stands with the 390 Duke and Husqvarna Vitpilen 401. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Honda CB300R Updates For 2020 For 2020, the Honda CB300R is donned with a Matte Pearl Blue tank, as well as color changes to the wheels, shrouds, and headlight trim to “keep things fresh,” Honda says. 2020 Honda CB300R Claimed Specifications Price $4,949 Engine Liquid-cooled DOHC single-cylinder; 4 valves/cyl. Displacement 286cc Bore x Stroke 76.0 x 63.0mm Horsepower N/A Torque N/A Transmission 6-speed Final Drive Chain Seat Height 31.5 in. Rake 24.7° Trail 3.7 in. Front Suspension 41mm telescopic fork; 5.1-in. travel Rear Suspension Single shock; 4.2-in. travel Front Tire 110/70-17 Rear Tire 150/60-17 Wheelbase 53.3 in. Fuel Capacity 2.7 gal. Claimed Wet Weight 317 lb. Source

2020 Yamaha YZ450FX (Yamaha /)First introduced in 2016, the Yamaha YZ450FX lives in the 450 four-stroke cross-country dirt bike segment. The Tuning Fork brand designed the YZ450FX to be raced in the woods of the Grand National Cross Country (GNCC) series, where it’s campaigned by the AmPro Yamaha team in the premier XC1 Open Pro Class. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The YZF450FX is derived from Yamaha’s class-leading YZ450F motocrosser, but is tuned for backwoods riding with its dedicated cross-country suspension settings, five-speed wide-ratio transmission, 18-inch rear wheel, kickstand, and Dunlop Geomax AT81 tires. 2020 Yamaha YZ450FX (Yamaha /)2020 Yamaha YZ450FX Reviews, Comparisons, And Competition Although the Yamaha YZ450FX didn’t receive any mechanical changes for 2020, it was all-new the year prior and our colleagues at our dirt-only sister publication, Dirt Rider, attended the intro for the bike at Randy Hawkins’ private ranch in Union, South Carolina. Later that year, Dirt Rider conducted a 450 Off-Road Shootout, which included the Yamaha YZ450FX along with three of its main competitors in the 450 cross-country bike segment including the KTM 450 XC-F, Husqvarna FX 450, and Honda CRF450RX. The suggested retail price of the 2020 Yamaha YZ450FX is $9,599. 2020 Yamaha YZ450FX (Yamaha /)Yamaha YZ450FX Updates For 2020 New graphics are the only update the Yamaha YZ450FX received for 2020, but bLU cRU's flagship cross-country motorcycle received a major overhaul the year prior. 2020 Yamaha YZ450FX Claimed Specifications Price $9,599 Engine Liquid-cooled DOHC single-cylinder Displacement 449cc Bore x Stroke 97.0 x 60.9mm Horsepower N/A Torque N/A Transmission 5-speed Final Drive Chain Seat Height 37.6 in. Rake 27.2° Trail 4.6 in. Front Suspension 48mm inverted fork, fully adjustable; 12.2-in. travel Rear Suspension Fully adjustable; 12.5-in. travel Front Tire 80/100-21 Rear Tire 120/90-18 Wheelbase 58.3 in. Fuel Capacity 2.2 gal. Claimed Wet Weight 256 lb. Source

Kevin Cameron (Robert Martin/)Years ago I worked with a man who had exceptional skills in the “mechanic arts”—machining, welding, fabricating, and imaginative design. He taught me a lot. Although a graduate of a respected trade school, he had learned most of what he knew in the course of his work, finding practical solutions to experimental problems encountered by university researchers. Early in his extensive self-education he built himself a classic hot rod. Having spent about everything he had on this creation, he was not about to spring for brake fluid. He filled and bled the rod’s brake system with kerosene and set off for school. “Ha!” he thought to himself as he rumbled along. “Brakes work fine.” At the school he parked and went into class. Returning to his car at the end of the day he got in, started up, and upon trying to drive off found he could not. All four wheels were locked solid. The “innovation” of using kerosene instead of brake fluid had revealed why brake fluid exists: the ethylene propylene rubber (EPR) of which brake system seals and cups are made is hydrocarbon in origin, so the hydrocarbon we know as kerosene has a strong affinity for it. As the EPR absorbed the kerosene it swelled. Swelling of the master cylinder’s piston seal first blocked the return port (which normally lets fluid return to the reservoir when the brakes are released) and then its continued expansion and that of the piston cups in the wheel cylinders (his was a drum-braked car) applied the brakes and held them that way. Ethylene propylene rubber (EPR) seals will swell when subjected to hydrocarbon-based fluids. (Motorcyclist /)The entire system had to be disassembled and cleaned in a solvent compatible with EPR (polar solvents such as isopropyl alcohol—not hydrocarbons such as kerosene, gasoline, et cetera). Then every rubber part had to be replaced with new. It was a labor-intensive practical lesson. Brake fluid usually consists of a low-viscosity glycol ether liquid that remains easily fluid even at sub-zero temperature, plus a lubricant to allow easy piston movement. There is a compromise inherent in meeting that low temperature fluidity requirement; fluids that retain low viscosity down to low temperatures tend to have lower boiling points. Glycols are alcohols and so attract and retain water, which at sea level boils at 212 degrees Fahrenheit. The moment you open a tin of brake fluid, it begins to absorb water from the atmosphere (stop breathing on my brake fluid!) and its boiling point falls. Once a container of brake fluid is opened, water will begin to be absorbed and the boil point of said fluid begins to decrease. Think twice about using that old, open can of fluid on the shelf. (Motorcyclist /)Brake calipers are designed to keep frictional heat from the pads from reaching the fluid, but get the fluid hot enough and it can boil. As anyone who has ever bled brakes can attest, even tiny bubbles of gas in brake fluid can make the lever spongy. Boiling fluid can push itself back to the master cylinder reservoir, leaving you with a lever that comes to the bar the next time you brake. This is why motorists are advised to replace their brake fluid with fresh at two-year intervals, in order to prevent a steady fall in fluid boiling point from absorbed water. This is also why Brembo’s latest calipers have their distinctive open design, which encourages the airflow that can reduce caliper operating temperature. Back in the 1970s I read about DOT 5 silicone brake fluid, which does not absorb water and has a reliably high boiling point. Gotta have it! Returning from the auto parts store with the miracle fluid, I flushed and filled my system. Hmm, that’s odd—the lever doesn’t return. The more I cycled the lever, the more I realized it wasn’t getting better. Then I pulled out my trusty copy of Gunderson and Hart’s Synthetic Lubricants. They didn’t want to step on the toes of the giant chemical firms, but it was clear from the data presented that silicones are far from first choice as lubricants. Okay, lesson learned. I again drained and flushed my brake system, then refilled with the DOT 3 fluid I had previously been using without problems more serious than its demonic ability to wreck expensive paint jobs. Source

Cooped up by COVID? It’s a great time to get those long-forgotten bike projects in order—or start a new pastime. (Joe Hitzelberger/)Shelter at home. Self-quarantine. PPE shortages. Social distancing. Even if you’re hunkered down in a panic room near the basement, you’re probably hearing those ominous buzzwords on a daily basis. The ever-growing list of mandated actions (or inactions) and recommended responses to the novel coronavirus is daunting, and everyone’s still trying to figure out how their daily lives (whether personal or professional) are supposed to adapt to the COVID-19 pandemic and stay sane—or in the case of businesses, solvent. You’ve already heard some of the bigger events and companies have slowed their roll or even shut facilities—The Quail Motorcycle Gathering, Harley’s factory closures, and MotoGP season cancellation are prime examples—but for every depressing action, surely there’s a corresponding ray of light? We dug around to find more than a dozen examples of silver linings in this virus madness. Some of them are just feel-good videos, and some of them are awesome acts of generosity, but when taken together, they’ll all help get us out of this funk. Uplifting stuff, to be sure. Working Through It One way to deal with a stay-at-home order: Enter a bike contest. (Roland Sands Design/)Sheltering in place? Sounds like the perfect time to build a bike. Roland Sands, bless his heart, has responded with a pitch-perfect, kick-in-the-pants activity we all needed to distract us from the deepening anxiety, and help, you know, flatten the curve. His answer to COVID-19 is the CoronaVirus Bike Build-Off (CVBB). Sands told us, “The CVBB was a call to arms to not sit idly in your home and rot while this virus takes from each of us. At the end of this, if you are stuck in your home and you have the ability to at least accomplish something you’ve been putting off, it can turn into a positive experience. I know I started piecing together some long ignored projects and it still makes me feel good to see a motorcycle go together.” To enter, all you have to do is post your project on social media with the hashtag: #coronavirusbikebuildoff. Various companies are stepping in with cash and prizes for the competition, including Motul, Dunlop, Bell Helmets, Fox Suspension, and Paughco, and there’s a good chance more will jump in as the word spreads, so stay tuned. Things are still pretty open-ended as the contest evolves, but as RSD puts it: “We are all in this together; borders and oceans may separate us, but the heart of the two-wheeled culture is alive and well and lives through the CoronaVirus Bike Build-Off.” Details will continue to come from @RolandSandsDesign on Instagram, and you can follow along with #coronavirusbikebuildoff or get more details at rolandsands.com. Nothing like a good book to pass a rainy day—or a self-quarantine. (Octane Press/)In a time of enforced social isolation, for some, reading can be good therapy. Octane Press, a small publishing house based in Austin, Texas, has been on the gas harder than ever. “This is no time for book publishers to sit on their heels. We are proceeding with business as usual. I’ve been through a couple of economic downturns as a book maker, and motorheads have typically bought books at solid levels when the economy is down. We’ll make some changes to price points and formats and also are actively seeking books that are good for the times, particularly compelling books that offer compelling reads about travel and adventure,” owner and publisher Lee Klancher told us. Some shops and dealerships are open, but if they are, they probably have strict distancing rules in place. (Andrew Cherney /)Legion Motorcycle Company, a compact DIY shop in Portland, Oregon, is normally a hub of activity, with a retail section that sells parts and apparel, a DIY garage space available for rent, and even an onsite barber shop as well as a cocktail lounge. Alas, all those sections are now closed due to public health measures, though the vet-owned business is still providing motorcycle services; Legion says it will work on bikes by appointment only, and in an email, owner Alex Glover sounded cautiously optimistic: “Our service work has not stopped at all, but we've changed how we're working with customers by eliminating face-to-face interactions. We've moved our service to by-appointment only. Our paperwork and billing is all digital now, so all people need to do is call us and drop off their bike. It's definitely not ideal, but it's how we think we can continue to work and keep decent odds that we won't get sick. It's been hard seeing people roll up to just hang out and shoot the s—t, they see the sign on our door, and then ride away. I think we will be able to make some good moves in the coming months.” Smaller manufacturers like Arch have more flexibility to adapt to supply chain issues and continue producing. (Courtesy Arch Motorcycle/)And at Arch Motorcycle, the feeling is similar; representatives say Arch is operating to the best of its abilities while still recognizing and adhering to the government directives in place. Company rep Jordan Mastagni told us, “…[The pandemic]…is probably easier for an agile outfit like Arch to negotiate than it is for bigger companies. Our whole business centers around relationships—with customers, with suppliers, and with colleagues—so we are able to flex with the times. We manufacture and purchase parts in batches and expect to have enough inventory to be able to continue business for the medium term with no impact on supply. The production side of the business [is] rotating shifts to observe safe distances. Arch’s factory is over 100,000 square feet so practicing social distancing is not an issue whatsoever. The show must go on.“ Their physical locations are shuttered, but See See is still cranking out coffee. (See See Motor Coffee/)See See Motorcycles also chose to pivot its business practices slightly. Thor Drake and his merry band of motorheads isn’t taking this whole virus thing on the chin; they’re fighting it with caffeine. More specifically, with coffee—since the brick-and-mortar side of the biz has had to shutter, they’re starting a subscription coffee model, featuring See See Scrambler Blend, which they say is “proudly roasted in the great NW with our pals at Proud Mary Coffee.” Which makes sense. After all, See See’s full business name is See See Motor Coffee Co. A few service-oriented dealerships are open, but on a very limited basis. (Cascade Moto Classics/)Some motorcycle dealerships have had to get creative—if they’re still open at all. Portland, Oregon, area Triumph dealer Cascade Moto Classics is disinfecting all public surfaces in an effort to still allow test rides. Even more helpful is its offer of no-contact pick-up and delivery within a 25-mile radius of the store (with a minimum purchase requirement, naturally). It’s a hell of a nice service in a time of social distancing, especially if you’re stuck at home with a non-operational bike. Vanson Leathers has adapted by using its facilities to make protective masks for health care workers. (Vanson Leathers/)Giving Back After being forced to close its doors as a “nonessential business,” renowned gear company Vanson Leathers in Massachusetts repurposed its facilities to produce face masks for local hospitals. With a staff that was still willing to work, Vanson spaced its machines at least 6 feet apart and applied for consideration as an essential business. Willing employees were brought back to work and are making masks built with two layers of 152-gram cotton with rayon straps, which exceed the International Red Cross requirements. The masks have started shipping out to local hospitals. See more here. This virus is so nasty, turns out eyewear is a crucial tool in the Personal Protective Equipment (PPE) arsenal. The 100% eyewear company has stepped up to help first responders in the battle against the virus by donating eyewear in early March to over 2,000 health care and first responders. The shortage of PPE is severe so the company also sent a shipment of “performance protective eyewear” (its words) to the United Fire Fighters of Los Angeles City, and is also preparing PPE eyewear for frontline personnel in New York City, Denver, Phoenix, and others. There’s also its partnership with Goggles for Docs, an effort encouraging brands and individuals to donate new and used goggles to help fulfill demands for PPE. Get more info here. Cycle Gear and parent company Comoto are chipping in with donations of supplies for frontline health workers. (Comoto/)When a bunch of PPE-strapped, dirt bike-riding nurses in Central California told Rodger O’Keefe, Cycle Gear’s vice president of retail store operations, that medical staff could actually use motorcycle goggles to help protect them from the novel coronavirus, he told his higher-ups. O’Keefe’s boss at Comoto Holdings (parent company of Cycle Gear and RevZilla), CEO Ken Murphy, decided Comoto would donate $50,000 worth of inventory to hospitals and emergency management offices to help in the COVID-19 fight. Anyone interested in getting involved with further assistance can contact Martina Mansell at martina@revzilla.com. No one’s calling Honda a small business, but it is stepping up as well. With auto production halted, Honda of America Manufacturing is putting its North American 3-D-printing capabilities to create protective face shields for medical providers, and is investigating additional ways it can help with the critical need for medical equipment. Beyond redeploying work, Honda also is redirecting supplies. The company said it has inventoried its stock of personal protective equipment throughout North America and has donated much of it, including N95 face masks, to frontline health care workers. Kawasaki fired up its big 3-D printer to help create new face shields for local hospital staff. (Tyler Furman/)Kawasaki’s had to adapt as well—big time. When Kawasaki Motors Mfg. Corp. USA in Lincoln, Nebraska, shut down its assembly lines last week amid escalating COVID-19 concerns and supplier shortages, the plant found a way to help one of the largest hospitals in the area by supplying them with key ingredients for hand sanitizer (the hospital was granted FDA approval to make their own). Kawasaki donated two 55-gallon barrels of isopropyl alcohol and two 55-gallon barrels of hydrogen peroxide so the medical staff could create hundreds of gallons of the much-needed sanitizer. Kawasaki also stepped in to help the Nebraska Innovation Studio in its quest to 3-D print face shields for local hospital staff. Even though the plant had shut down, Kawasaki’s engineering group fired up its large 3-D printer and is printing face shields at a rate of about 12 a day, and will continue until other supply sources can catch up. Doing Right With more and more people staying at home and driving less, there have been fewer accidents and fewer insurance claims. And the prospect of paying claims is what insurers base their rates on, so some insurers are sending refunds to customers. Allstate Corp. (one of the largest US insurers) recently said it would return more than $600 million in premiums; most policyholders will receive a “payback” of 15 percent of their monthly premium in April and May, according to the company. State Farm and Progressive Insurance, also heavy hitters in the US vehicle insurance world, are looking into “considering how to best return some premium to customers,” representatives for the companies said. We’re still waiting to hear back from them on whether this applies to motorcycle insurance as well. Virtual Bonuses And then there are the virtual bonuses—web content that’ll get your mind off reality, entertain you, or even smarten you up in the form of photos, videos, and music. Indian Motorcycle has put out a series of Spotify playlists to keep DIY mechanics in the right mood while they’re wrenching away in the home garage. Listen to Volume 1 here. MotoAmerica is streaming past races on YouTube for free. Check them out here. While the Harley-Davidson Museum campus is currently closed, Harley has a virtual tour of its museum as well as other cool bike videos on Facebook—for free. In an effort to stay connected with fans and enthusiasts, the Harley-Davidson Museum social media channels (Facebook, Instagram, and Twitter) are featuring stories and videos about the museum collection and Harley-Davidson history. https://www.facebook.com/hdmuseum/videos/532974310691607/ Lastly, there’s Senior Editor Justin Dawes’ daily video recommendation on Cycle World, just to keep things light and beat the funk (and keep us from working—thanks!). Titled CO-VIDs, the series compiles a wide gamut of motorcycling-related videos, with virtual unknowns to big names like Keanu Reeves. It’s a tasty distraction. Check it out here: Videos To Replace Your Rides During Coronavirus Lockdown Resources A lot of small businesses are crunching some difficult numbers these days, having to furlough or even lay off workers in the face of the coronavirus outbreak. The federal government has stepped in with a relief package dubbed the CARES Act, $376 billion in relief meant to support small businesses (generally fewer than 500 employees), with more on the way. Rules and details vary, so see if you qualify and get more info at sba.gov/page/coronavirus-covid-19-small-business-guidance-loan-resources. The MIC is stepping up too, acting as an aggregator of info and resources for riders and businesses; check out its COVID page here: https://mic.org/#/covid. Many riders are still on the road, and the Motorcycle Safety Foundation is also contributing by offering a wide variety of digital content that can help while training sites and RiderCoaches are unavailable. Get content here. And if you’re flat out bored, our sister pub Popular Science has a handy recipe for homemade hand sanitizer. (Yeah, the commercial stuff is mostly sold out in our local stores too.) popsci.com/story/diy/diy-hand-sanitizer/ Meanwhile, stay alert, keep your distance, and ride safe. And wash your hands. Source

BMW does top-tier motorcycles, oftentimes at the detriment of affordability to younger or first-time buyers. With the all-new F 900 R and F 900 XR middleweight models, however, it plans to change that by offering quality and performance you’d expect from the German manufacturer in user-friendly and cost-effective packages. All without cutting the corners you might expect in an entry-level motorcycle. Instead, these models carve them. Basic engine architecture remains the same as the F 850 GS parallel-twin powerplant, though the F 900 sees an increase in cylinder bore by 2mm, bumping displacement to 895cc in comparison to 853cc. Likewise, the new powerplant sees additional tweaks, including a redesigned cylinder head for better flow, forged pistons, an increased compression ratio of 13.1:1, and updated fuel mapping. The result? A powerplant that BMW claims is worthy of 99 hp at 8,500 rpm. For reference, that’s 10 percent more powerful than the 90 hp BMW says the F 850 GS produces. The BMW F 900 R enters the market as a capable middleweight naked at a competitive base price—just $8,995. (Kevin Wing /)Opening the throttle of our F 900 R test unit uncovers a friendly, yet entertaining engine character, while sounding an intriguing exhaust note. Initial power delivery is impressively smooth, yet responsive, with the parallel twin making power readily available from 3,000 rpm. Midrange power comes on strong, offering an entertaining acceleration rate while shifting through its well-spaced-ratio six-speed transmission, but not as much to make the F 900 an instinctively rowdy machine—(cough) but with enough clutch work the Bavarian will quickly point its nose to the sky. The middleweight Beemer is a comfortable highway slogger too. Settling into a leisurely 75 mph, the engine smoothly churns along just under 5,000 rpm without irritating vibrations. BMW’s 6.5-inch TFT dashboard is easily readable and intuitive with experience, not to mention a nice addition to an economical platform. (Kevin Wing /)Motorrad fit the F 900 with an electronic rider aid suite that’s been derived from its more premium and technologically advanced models, meaning the F 900 is equipped with two selectable ride modes (Rain and Road) with preselected traction control, throttle response, and ABS settings. Modes are easily switchable via a push button on the right handlebar. The BMW’s large 6.5-inch TFT dashboard is a nice touch, and even allows smartphone connectivity via the BMW Motorrad Connectivity app—not what you’d expect to find on a sub-10 grand BMW. Upgrading the F 900 R with one of several packages (Select is $1,000; Premium is $925; and Premium Tech is $1,850) offered by BMW will bring additional features, including the Ride Modes Pro option that adds Dynamic and Dynamic Pro riding modes. The former offers more direct but not overly sensitive throttle response, and less-intrusive ABS and traction control settings, while the latter allows customization of the rider aid settings to your preference. The Gear Shift Assist Pro add-on also allows wide-open upshifts and clutchless auto-blip downshifts under deceleration, while cruise control and heated grips are also available. We put the performance of the BMW F 900 R under scrutiny on the winding roads of central California. (Kevin Wing /)Both models—the naked R model and the adventure-oriented XR—employ the same steel-bridge frame and nonadjustable 43mm fork. Out back is a single shock, capable of adjustable rebound damping and a remote spring-preload adjuster. The XR model, however, receives an additional 1.4 inches of travel up front and 1.2 inches in the rear. BMW’s semi-active Electronic Suspension Adjustment (ESA) is available for both F 900 models, but requires the purchase of the aforementioned Premium Tech package. Lifting the F 900 R off its sidestand shines light on its rather hefty 472 pounds measured on the Cycle World scales—for reference, a KTM 790 Duke weighs 414 pounds; yet its real-world handling characteristics prove that the motorcycle is light when in motion. This middleweight Beemer is light on its feet, comfortably carving the twisties and tackling side-to-side transitions quickly, and the OE-fitted Bridgestone Battlax S21 tires offer ample amounts of grip that are required for shredding. Rear suspension on both models comes in the form of a single shock capable of rebound damping adjustment and variable spring preload via the remote adjuster. Upgrading the F 900 with the Premium Tech package (an additional $1,850) will equip the shock with BMW’s Electronic Suspension Adjustment among other features. (Kevin Wing /)Suspension action was less impressive however, with the fork suffering from a lack of small-bump compliance and no available adjustment. The result is a motorcycle that consistently jostles underneath you when road conditions are less than ideal. But maybe it was my lightweight 145-pound stature, as heavier testers denied any similar issue, suggesting the fork could be oversprung for my weight. Brembo four-piston calipers employed on the F 900 R provide adequate stopping power and good feedback at the lever. The cornering ABS intervened nearly unnoticed, only slightly pulsing at the lever under the hardest braking sections or panic situations. Steel-braided lines are a surprising touch for this budget-class competitor. I was quite impressed with the F 900 R’s ergonomics, noting that its 32.5-inch seat height allowed my 5-foot-7 stature to easily reach the ground and help to navigate dense traffic flow. Similarly, a rather upright bar offers enough leverage for midcorner inputs, while combating against awkward wrist pressure on longer rides. The reach to the footpeg is aggressive enough to engage leg muscles in maneuvering the motorcycle underneath you, but still allows comfortable legroom. The up-spec and up-priced F 900 XR slides itself into the middleweight adventure segment with longer-travel suspension and a half fairing. Pricing for the XR begins at $11,695. (Kevin Wing /)So what about the XR model? What are the differences? The adventure-oriented model shares the same engine, frame, and most part numbers with the F 900 R, but receives changes aimed at tackling the occasional dirt road or long haul. The aforementioned suspension travel increase and accompanying 33.7-inch seat height add back-road sporting capability, while the larger 4.1-gallon fuel tank (compared to the 3.4 gallons of the R) slightly extends its range. Additionally, the XR model comes with a half fairing with a two-position windscreen that offers decent blast protection on the open road, as well as factory-equipped hand guards. Michelin Road 5 GT tires also replace the R model’s Battlax rubber, but are less impressive carving the same roads. Oh, and not to mention an additional $2,700 markup added to the R model. A steep offering for what’s offered? I think so. The F 900 R is a worthy option for first-time buyers, while offering enough entertaining performance to hold as a final destination for some BMW buyers. (Kevin Wing /)But at the base price of $8,995 for the F 900 R, you would be hard-pressed to find a motorcycle with a better blend of capable performance, user friendliness for less experienced riders, and value. What you get is a motorcycle of top-shelf quality that you would expect of BMW Motorrad, but at a price that requires a double take. Despite a lack of small-bump suspension compliance, the BMW F 900 R is a performer in the corners via its lightweight handling and sticky Bridgestone Battlax S21 rubber. (Kevin Wing /)SPECS MSRP: $8,995 Engine: 895cc, DOHC, liquid-cooled parallel twin; 8-valve Bore x Stroke: 86.0 x 77.0mm Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 99 hp @ 8,500 rpm Claimed Torque: 67 lb.-ft. @ 6,500 rpm Fuel System: Electronic fuel injection Clutch: Multiple-plate wet clutch, mechanically operated Frame: Steel bridge Front Suspension: 43mm inverted fork, nonadjustable; 5.3-in. travel Rear Suspension: Single shock, adjustable spring preload, rebound damping; 5.5-in. travel Front Brake: Brembo 4-piston radial-mounted calipers, dual floating 320mm discs w/ ABS Rear Brake: 1-piston floating caliper, 265mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 3.50 x 17 in. / 5.50 x 17 in. Tires, Front/Rear: Bridgestone Battlax S21; 120/70-17 / 180/55-17 Rake/Trail: 29.5°/ 4.5 in. Wheelbase: 59.7 in. Ground Clearance: N/A Seat Height: 32.5 in. Fuel Capacity: 3.4 gal. Cycle World Measured Wet Weight: 472 lb. Availability: March 2020 Contact: bmwmotorcycles.com Source

2020 KTM 350 XCF-W (KTM /)Although the KTM 350 XCF-W was dropped from the Austrian manufacturer’s lineup in 2017, the orange 350cc four-stroke enduro bike has returned for 2020. This model fills a void for KTM enthusiasts looking for a mid-displacement enduro platform, coming equipped with a six-speed transmission and a WP Xplor PDS shock. Say no more to stripping an EXC-F dual sport model of its street-legal parts to make it more suitable for enduro riding. This is ready to rip straight off the showroom floor. 2020 KTM 350 XCF-W Reviews, Comparisons, And Competition Our dirt-only sister publication, Dirt Rider, reviewed the 2020 KTM 350 XCF-W and was especially impressed with the bike’s chassis, and even though the engine is rather choked up in stock trim in order to make it a 50-state-legal bike, that can be a positive quality, as test rider Allan Brown noted: “The KTM 350 XCF-W’s all-around balance of stability and tight trail maneuverability are great. The super-smooth engine allowed me to focus more on my riding technique and not having to worry about losing control of the bike.” Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The 2020 KTM 350 XCF-W retails for $10,499, and some of its competitors would include the Husqvarna FE 350, 2020 Honda CRF450X, 2020 Yamaha WR450F, 2020 Suzuki RMX450Z, 2020 Beta 350 RR Race Edition, and 2020 TM EN 300 Fi. KTM 350 XCF-W Updates For 2020 In its return to the market in the new decade, the KTM 350 XCF-W features a plethora of updates with the main changes being a stiffer frame, a longer subframe, new engine mounts, revised suspension settings, a redesigned engine, and new bodywork. 2020 KTM 350 XCF-W Claimed Specifications Price $10,499 Engine Liquid-cooled DOHC single-cylinder Displacement 350cc Bore x Stroke 88.0 x 57.5mm Horsepower N/A Torque N/A Transmission 6-speed Final Drive Chain Seat Height 37.8 in. Rake 26.5º Trail N/A Front Suspension 48mm inverted fork, fully adjustable; 11.8-in. travel Rear Suspension Fully adjustable; 4.5-in. travel Front Tire 90/90-21 Rear Tire 110/100-18 Wheelbase 58.3 in. Fuel Capacity 2.25 gal. Claimed Dry Weight 232 lb. Source

2020 Honda CRF450RX (Honda /)The CRF450RX was introduced as an all-new model to Honda’s lineup in 2017. It serves as Big Red’s flagship cross-country competition bike that is designed to be employed in off-road races such as Grand National Cross Country (GNCC) and the World Off-Road Championship Series (WORCS). How does it vary from the MX-specific CRF450R? The CRF450RX model comes equipped with off-road-focused parts, such as an 18-inch rear wheel, kickstand, larger-capacity fuel tank, and softer suspension settings. 2020 Honda CRF450RX (Honda /)2020 Honda CRF450RX Reviews, Comparisons, And Competition Since the CRF450RX first hit the market in 2017, we have ridden it, dyno’d it, and tested it in race settings such as the Adelanto Grand Prix and the Lake Elsinore Grand Prix. In 2019, our dirt-only sister publication, Dirt Rider, conducted a 450 Off-Road Shootout, which pitted the CRF450RX up against its three main competitors in the 450 cross-country motorcycle segment including the Yamaha YZ450FX, KTM 450 XC-F, and Husqvarna FX 450. As far as pricing, the CRF450RX costs $100 more than the YZ450FX, $900 less than the 450 XC-F, and $1,000 less than the FX 450. 2020 Honda CRF450RX (Honda /)Honda CRF450RX Updates For 2020 The Honda CRF450RX received a few minor changes for the new decade such as the addition of Honda Selectable Torque Control (HSTC), a new battery position, and internal suspension updates. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. 2020 Honda CRF450RX Claimed Specifications Price $9,699 Engine Liquid-cooled SOHC single-cylinder Displacement 449cc Bore x Stroke 96.0 x 62.1mm Horsepower N/A Torque N/A Transmission 5-speed Final Drive Chain Seat Height 37.8 in. Rake 27.4° Trail 4.6 in. Front Suspension 49mm inverted fork, fully adjustable; 12.0-in. travel Rear Suspension Fully adjustable; 12.4-in. travel Front Tire 90/90-21 Rear Tire 120/90-18 Wheelbase 58.2 in. Fuel Capacity 2.25 gal. Claimed Wet Weight 255 lb. Source

2020 Beta 500 RR-S (Beta/)The Beta 500 RR-S is the Italian manufacturer’s flagship dual sport bike. Even though the 500 RR-S’ displacement is actually 478cc, it’s still the largest engine in Beta’s street-legal dirt bike lineup; the others include the 430 RR-S, 390 RR-S, 350 RR-S, and 125 RR-S. 2020 Beta 500 RR-S Reviews, Comparisons, And Competition Beta doesn’t want just a piece of the dual sport market; it wants to produce the best street-legal dirt bikes on the planet. Did it? For our 2020 street-legal dirt bike comparison, we bumped engine size from 450cc to 500cc and headed south of the border to Baja California, Mexico, to see which motorcycle reigns as king. Stay tuned to cycleworld.com in the coming weeks to see if the Beta 500 RR-S can take the coveted victory. 2020 Beta 500 RR-S (Beta/)Competition for the 2020 Beta 500 RR-S would include the 2020 KTM 500 EXC-F, 2020 Husqvarna FE 501s, and 2020 Honda CRF450L. With its retail price of $10,899, the 500 RR-S is priced $500 lower than the 500 EXC-F, $600 less than the FE 501s, and $500 more than the CRF450L. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. Beta 500 RR-S Updates For 2020 Beta’s flagship dual sport bike received a major overhaul for 2020. The most notable updates to the 500 RR-S include a redesigned frame, an all-new engine design, and an updated subframe, seat, fuel tank, and bodywork. 2020 Beta 500 RR-S (Beta/)2020 Beta 500 RR-S Claimed Specifications Price $10,899 Engine Liquid-cooled DOHC single-cylinder Displacement 478cc Bore x Stroke 100.0 x 60.8mm Horsepower N/A Torque N/A Transmission 6-speed Final Drive Chain Seat Height 37.0 in. Rake N/A Trail N/A Front Suspension 48mm inverted fork, fully adjustable; 11.6-in. travel Rear Suspension Fully adjustable; 11.4-in. travel Front Tire 90/90-21 Rear Tire 140/80-18 Wheelbase 58.7 in. Fuel Capacity 2.4 gal. Claimed Dry Weight 243 lb. Cycle World Tested Specifications Seat Height 37.2 in. Wet Weight 265 lb. Rear-Wheel Horsepower 47.0 hp @ 8,100 rpm Rear-Wheel Torque 32.6 lb.-ft. @ 7,200 rpm Source

Daytona Bike Week 2020 was the setting for testing three new Harley-Davidson models. (Robert Martin/)At Bike Week 2020 held in Daytona Beach, Florida, Harley-Davidson introduced three new 2020 motorcycle models, from the stripped-down Softail Standard, to the burly full-featured Fat Boy 30th Anniversary, up to the CVO Road Glide, each bike is for a different use by different riders and each available at widely differing prices. As you might guess, this introduction took place in a room with not one but a few elephants, one of which was about to break into a stampede. But let’s stick to the motorcycles here. 2020 Harley-Davidson Softail Standard, $13,599 The 2020 Harley-Davidson Softail Standard is a lean, price-point bike based on the essentials of the Softail chassis, providing a ready-to-ride platform for personalization. It is powered by the Milwaukee-Eight 107 engine that’s blacked out and accented with polished aluminum rocker, timer, and primary covers. It features an LED headlight, a discreet, scrollable, digital gauge on the handlebar mount that provides a surprising amount of information, and the bike is available in the classically preferred Harley-Davidson color: Vivid Black. Built only in black, the 2020 Softail Standard is ready for customization. (Brian J. Nelson/)Because the Softail Standard is built to be built by owners, the Harley accessories catalog provides a wide selection of customizing options, starting with four packages designed around different themes: Day Tripper for a scaled up bobber style; Coastal for a West Coast style; Touring for the long road; and Performance for a more aggressive throttle response and improved midrange. The Day Tripper ($1,049.95) leans toward a classic bobber style. It’s a social package with a passenger seat and a 21-inch, detachable sissy bar with a pad, passenger footpegs, forward foot controls to replace the mid-controls, and a 450ci black leather single-sided swingarm bag. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. The Coastal kit ($1,599.95) is for a West Coast performance look, featuring a Softail quarter fairing, black-anodized aluminum Moto Bar handlebar with a matching 5.5-inch-tall riser, Bevel two-up seat and passenger footpegs, plus BMX-style rider footpegs for the rider from the 80GRIT Collection. The Touring package ($1,699.95) includes the Sundowner two-up seat and passenger footpegs, a 14-inch-high light-smoke quick-release windscreen, black Detachables saddlebags, and a 14.5-inch detachable sissy bar and backrest pad for your riding partner. The 2020 Harley-Davidson Softail Standard is powered by the Milwaukee-Eight 107 engine. (Brian J. Nelson/)Lastly, the Performance package ($1,299.95) upgrades the throttle response and midrange acceleration with a Screamin’ Eagle Stage II Torque kit and a Screamin’ Eagle Pro Street Tuner for proper mapping. This kit features a free-flow Screamin’ Eagle Heavy Breather Performance Air Cleaner and Screamin’ Eagle Street Cannon mufflers. Ba-boom. This kit is a 50-state street-legal, factory-engineered performance upgrade that retains the OEM warranty when installed by an authorized Harley-Davidson dealer. The Softail Standard suspension was, as you likely know, new for 2018 and it features a single shock with spanner-adjustable preload. More about this is below in the Fat Boy review, as they share the same chassis and suspension basics. A mono seat is just one of the stripped-down features of the 2020 H-D Softail Standard. (Brian J. Nelson/)The geometry of the Softail Standard features long rake, lots of trail, and a 19-inch front wheel, for a classic aesthetic. The mono seat adds to the bike’s look as does the subtle ridge down the center of the 3.5-gallon fuel tank, complemented by the stripped-down no-gauge look. 2020 Harley-Davidson Fat Boy 30th Anniversary, $21,949 Building on the 2018 redesigned Softail chassis, the limited-edition Fat Boy 30th Anniversary is bold, brawny, and black all over. The production is limited to 2,500 units and its black-on-black finishes include not just the frame, body parts, seat, and tires but also the engine, air intake, exhaust system, fork legs, triple clamps, handlebars, wheels, gauge mount, and fasteners. Machined highlights on the wheels and bronze highlights on the engine help riders have a hint of where their bike is after the sun sets. An added touch is the unique logo with a five-point star on each side of the fuel tank, picking up the bronze on the engine’s heads. Black on black: the 2020 Harley-Davidson Fat Boy 30th Anniversary. (Brian J. Nelson/)The satin blacked-out aluminum wheels are Lakester solid discs, doubly adding to the hefty look of this onyx machine. Of course, it being a Fat Boy, the front end also features a fat tire for a further look of boldly bigness. Is there any chrome at all? Nope. An LED headlight illuminates the way and an LED taillight shines back at where you’ve been. A Milwaukee-Eight 114 fit with dual pipes powers the Fat Bob 30th Anniversary. (Brian J. Nelson/)The Fat Boy 30th Anniversary’s engine is the beefy Milwaukee-Eight 114, featuring a claimed 119 pound-feet of torque at 3,000 rpm, exhaling out through 2-into-2 pipes for a meaty look and sound of H-D power. Rear suspension is handled by a single shock with hydraulic-adjustable preload. Riding The 2020 Softail Standard And Fat Boy 30th Anniversary Reviewing any Harley-Davidson is more difficult than reviewing any other brand of motorcycle because most of its models tend to be exactly what they’re supposed to be, which is something that no other brand of bike can be: a Harley-Davidson. Today’s new liquid-cooled, wider V-twins, and the electric LiveWire finally complicate that issue. But for these 45-degree, V-twin-powered machines, Harley’s heritage of sight, sound, and feel is all there. Everything works on both of these motorcycles and the clichéd ancient complaints are invalid. With balancers and the means by which engines are mounted even vibrations are of no concern. The 2020 Softail Standard is just what is meant to be: a solid and simple platform. (Brian J. Nelson/)The Softail Standard has a slight bit of fall-in on slow maneuvers due to the tall front wheel and the trail, which is a feel that’s not present on the Fat Boy 30th Anniversary with its 18-inch wheels at both ends. Nonetheless, both bikes feel firmly planted, albeit the Fat Boy feels a bit more so with its hefty, solid feel. Neither of these bikes are heavy steerers; they’re both just plenty stable despite having far-differing trail numbers with the Softail Standard’s trail at 6.2 inches and the Fat Boy 30th Anniversary’s at 4.1 inches. That’s quite a big difference. The new Softail chassis has a single shock mounted high in the frame under the seat and it compresses when the chassis is in a downward motion, as per what we consider “normal” for shocks. It is also worth noting that the shock is attached to the swingarm without any additional linkage, which is why it has such a high-weight spring, and the frames and swingarms do differ today from each other due to the Fat Boy’s wider rear wheel, though both have 30-degree steering heads. Lastly, the reengineering of the chassis has allowed for a considerable loss of weight without compromise to strength. Stable and planted, the 2020 Fat Bike 30th Anniversary has a slightly heavier feel than it’s Softail Standard sibling. (Brian J. Nelson /)This refined chassis is a grand improvement over the original Softail chassis. It is maybe unfortunate that Harley-Davidson carried forward the Softail name of it because this version is a champion compared to its predecessor. But it does look, by intent, like a Softail, so what could H-D do? On the Softail Standard the seat has to be removed to change the preload with a spanner, but on the Fat Boy 30th Anniversary a handy knob for the hydraulic adjuster is right below the seat on the right side of the bike. The rear shock spring on each bike is progressive and the stroke is long enough that only the craziest of bumps test the shock travel. Good job on this. The refined Softail chassis is a vast improvement from the original Softail, with better suspension action and ride quality. (Brian J. Nelson/)Again, for both of these bikes, they always look better when you’re riding them because their aesthetics are also within their feel. Also, though knowing, as is stated above, that nothing really matters other than these Harley-Davidsons being Harley-Davidsons, one reasonable and practical bit of missing detail is that none of the classic models have adjustable hand levers. Otherwise, these two bikes are refined and ready to ride. 2020 Harley-Davidson CVO Road Glide, $40,999 The Harley-Davidson CVO Road Glide is built on the 2017-updated touring chassis that features greatly improved suspension. It’s driven by Harley-Davidson’s biggest and most powerful factory-installed engine, the Milwaukee-Eight 117, which produces a claimed 125 pound-feet of torque at 3,750 rpm. Only outpriced at Harley-Davidson by the CVO Ultra Limited, the CVO Road Glide is limited in production and features the best of the best of H-D’s performance, infotainment systems, and custom finish, on the frame-mounted-fairing chassis. Limited in production, the 2020 CVO Road Glide drips in Harley-Davidson performance parts, infotainment, and custom finishes. (Brian J. Nelson /)That low front fairing with even its short screen keeps the wind mostly above a 5-foot-10 rider, providing minimal buffeting at highway speeds. Out front is a 21-inch front wheel for a custom look and on the back an 18-inch rear wheel for performance. The two rear shocks—as with all of the touring chassis since 2017—have differing springs rates with compression valving handled by one side and rebound by the other. The preload is adjusted only on the left side where the heavier-weight spring is located. This is because the weight of the bike is basically supported by the spring on the left side even though damping duties are split between the shocks. The Premium Boom! Audio system includes a Boom! Bluetooth headset and Box GTS infotainment system. Also standard on this and the Limited CVO and Street Glide CVO is the Daymaker Adaptive headlight system. The 2020 CVO Road Glide is fit with H-D’s Premium Boom! Audio system with Box GTS infotainment. (Brian J. Nelson/)The Reflex Defensive Rider Systems (RDRS), which is also standard on all CVOs, provides traction assistance when accelerating, decelerating, and braking. It’s also standard on the Tri Glide Ultra, Freewheeler, and LiveWire. The system is optional on all of the other Touring models, except for the Electra Glide Standard. Other standard features include low fuel warning, cruise control, ABS, tire pressure monitoring system indicator, traction control, Rain mode, and hill hold. The information features here can all be scrolled to on the touchscreen, and the hill hold feature is set by a tight squeeze on the front brake lever after coming to a stop. An amber light indicates when it is activated. The CVO Road Glide is available in the premium Sand Dune monotone paint with a pearl topcoat, which is impossible to know (or describe) what it looks like until you see the bike in person. Android Auto is now available, next to the existing iPhone option, for all Touring models with Boom! Box GTS infotainment systems, allowing a wider number of riders to perform actions by voice. For customizers who desire more performance in an authentic Harley-Davidson powerplant, the 131 crate motor has 131ci (2,147cc), maintaining the stroke of the 114 while sporting an increased bore to 4.31 inches, supplying 131 pound-feet of torque at 3,700 rpm and 121 hp, when paired with a set of Screamin’ Eagle Street Cannon mufflers. This motor is backed by a 12-month limited warranty when customer installed, or 25-month limited warranty when dealer installed. The 117ci of Milwaukee-Eight motivate the 2020 Harley-Davidson CVO Road Glide. A 131ci crate motor is available to boost power with a 12-month warranty. (Brian J. Nelson/)Engine Stage IV upgrades are also available for building up from the bike’s original block, of 131 or 128ci. The 131 has the same performance as the 131 crate motor, while the 128 features 126 pound-feet of torque and 121 hp, also when matched to a set of Screamin’ Eagle Street Cannon mufflers. The standard H-D Connect for the CVO Road Glide is a subscription-based smartphone app that monitors the motorcycle’s status, adds security, service reminders, and charging status for the LiveWire. Available information includes riding statistics, available range, battery status, vehicle location, tamper alerts, and stolen vehicle tracking. Riding The 2020 CVO Road Glide The first thing noticeable on any Harley-Davidson touring bike is that passengers like them. So sit up straight or bring the one who you love with you. The subtle finish of the CVO Road Glide is extra cool with its black and white contrasting satin finish. It's Rick’s Café on wheels, not just any gin joint in any town. It’s totally a Harley. As for actually what it’s like to ride, it goes very nicely with great gusto. That pile of torque it pumps out is well felt and appreciated, particularly when passing a line of cars. At 65 mph you can ride in fifth or sixth gear, depending on how much of that grunt you want to have at the ready in your hand. Also, some will feel that the higher revs produce a slightly smoother ride. This, of course, can also be accomplished by just going faster. Comfort is king on the 2020 Harley-Davidson CVO Road Glide with a plush rider area and a button or control for everything and anything you need. (Brian J. Nelson/)The cockpit is plushly comfortable, and the controls are well located for ease of use. There are many controls, and they do many things; as with any bike that you live with, once you get to know them they will be automatically efficient. Plus, the infotainment screen is a touchscreen, but some features cannot be accessed while in motion. The touring chassis was redesigned in 2017, and this too deserves a revisit as with the Softail chassis. For any who have done a lot of miles on the previous touring chassis, the improvements will be instantly noticed. Both ends of this machine are vastly improved over the pre-2017 suspension. The rear shocks are not rebuildable, have limited adjustability, but are absolutely capable of immediate long tours. The front fork also has improved internals, and the bike is a nicely balanced package. This CVO can totally handle spirited riding down twisty mountain roads, as well as uneven expansion joints on expressway bridges. H-D deserves credit for seriously stepping up its suspension game on these big bikes. The CVO Road Glide is a balanced package built for covering miles while being able to cut up twisting mountain roads. (Brian J. Nelson/)The bottom line for all three of these bikes is, they are classic but better Harleys for better days. 2020 Harley-Davidson Softail Standard FXST Specifications Price $13,599 Engine 1,746cc, 45-degree Milwaukee-Eight 107 V-twin; 4 valves/cyl. Bore x Stroke 3.937 x 4.374 in. Compression Ratio 10.0:1 Fuel Delivery Electronic Sequential Port fuel injection Transmission/Final Drive 6-speed/belt Claimed Torque 110 lb.-ft. @ 3,000 rpm Front Suspension 49mm telescopic fork w/ dual bending valve; 5.1-in. travel Rear Suspension Coilover monoshock, adjustable for preload; 3.4-in. travel Front Brakes 4-piston fixed caliper, 300mm disc Rear Brake 2-piston floating caliper, 292mm disc Wheels, Front/Rear Chrome, steel-laced; 19 x 2.5 in. / 16 x 3.0 in. Tires, Front/Rear Dunlop bias blackwall; 100/90B-19 / 150/80B-16 Rake/Trail 30.0°/6.2 in. Wheelbase 64.2 in. Seat Height 25.8 in. Claimed Wet Weight 655 lb. Fuel Capacity 3.5 gal. 2020 Harley-Davidson Fat Boy 30th Anniversary Edition Specifications Price $21,949 Engine 1,868cc, 45-degree Milwaukee-Eight 114 V-twin; 4 valves/cyl. Bore x Stroke 4.016 x 4.5 in.,(102.0 x 114.0mm) Compression Ratio 10.5:1 Fuel Delivery Electronic Sequential Port fuel injection Transmission/Final Drive 6-speed/belt Claimed Torque 119 lb.-ft. @ 3,000 rpm Front Suspension 49mm telescopic fork w/ dual bending valve; 5.1-in. travel Rear Suspension Coilover monoshock, adjustable for preload; 3.4-in. travel Front Brakes 4-piston fixed caliper, 300mm disc Rear Brake 2-piston floating caliper, 292mm disc Wheels, Front/Rear 18 x 4.5 in. / 18 x 8.0 in. Tires, Front/Rear 160/60R-18 / 240/40R-18 Rake/Trail 30.0°/4.1 in. Wheelbase 65.6 in. Seat Height 25.9 in. Claimed Wet Weight 699 lb. Fuel Capacity 5.0 gal. 2020 Harley-Davidson CVO Road Glide Specifications Price $40,999 Engine 1,923cc, 45-degree Milwaukee-Eight 117 V-twin; 4 valves/cyl. Bore x Stroke 4.075 x 4.5 in. (104.0 x 114.0mm) Compression Ratio 10.2:1 Fuel Delivery Electronic Sequential Port fuel injection Transmission/Final Drive 6-speed/belt Claimed Torque 126 lb.-ft. @ 3,750 rpm Front Suspension 49mm telescopic fork w/ dual bending valve; 3.6-in. travel Rear Suspension Dual shocks, adjustable for preload; 2.2-in. travel Front Brakes 4-piston fixed caliper, dual floating 300mm discs Rear Brake 4-piston fixed caliper, fixed 300mm disc Wheels, Front/Rear Split-seven spoke; 21 x 3.5 in. / 18 x 5.0 in. Tires, Front/Rear Dunlop bias blackwall; 130/60B-21 / 180/55B-18 Rake/Trail 26.0°/6.8 in. Wheelbase 64.0 in. Seat Height 25.9 in. Claimed Wet Weight 893 lb. Fuel Capacity 6.0 gal. Source

That’s the swingarm pivot at the top, with the axle holders at the bottom. Each beam of this Suter arm (provided by Graves Motorsports) is vertically deep to provide stiffness against twist. But each beam is thin to provide some flex that can keep the tire hooked up midcorner. The shape is ­organic to prevent cracking. (Jeff Allen /)The first motorcycles had no formal suspension, front or rear. ­Suspension allows the wheel to independently move up and down over bumps, supporting the chassis and rider through a spring or other elastic element without transmitting all its motions to the chassis. Front suspension came first out of necessity—to prevent larger bumps from wrenching the bars out of the rider’s hands. The rear wheel, passively following the front, could get by as on any bicycle—by being rigidly attached to the frame. RELATED: Suspension Setup Guide Because rigid frames give a hard ride, two solutions beckoned. One was easy: to support the rider’s seat on springs. The other—to free the rear wheel to move up and down over bumps—proved difficult. Many rear-suspension schemes were tried, but as the bicycle’s original “diamond” frame was already too limber for the drive-chain pull forces of the larger early engines, adding even more flex in the form of a rear suspension produced wobbling and could even run the drive chain off its sprockets. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. As always happens in the early days of a technology, there were plenty of ideas. In 1913, Indian offered a swingarm rear suspension, controlled by quarter-elliptic leaf springs above. Because it was poorly supported at its pivot, it was too flexible laterally and didn’t sell. In 1919, the British Coulson-B motorcycle offered a rear suspension consisting of short trailing links attaching to pivots where a bicycle’s rear axle would normally be. It improved comfort, but the short links and axle bolted to them lacked twist rigidity, letting the wheel tilt in the frame, sapping rider confidence. Engines were gaining power ­rapidly now, and the effects of bump impacts grew as the square of the bike’s speed. The two Guzzi brothers, Carlo and Giuseppe, responded in 1928 with a true swingarm: two beams that went forward from the rear axle to a connecting tube ahead of the tire, braced beneath against twist as modern swingarms are, and mounted to pivot between plates that bolted to the back of the engine. This was first offered on Guzzi’s 497cc Gran Turismo production bike. When we see techy looking items like this KTM 1290 Super Adventure R swingarm, we can’t know for sure how much is styling exercise and how much is backed by dynamic FEA analysis and hours of prototype testing. Probably both here. (Jeff Allen /)In 1929, young Phil Vincent—having bought the failed HRD ­company—began to build bikes with a top-braced triangulated swingarm rear suspension. An alternate approach to the problem was the sliding pillar, or “plunger,” rear suspension. Sprung axle carriers moved up and down on tubular guides mounted at the rear of the frame, one per side. This system provided limited travel but was widely used between 1930 and 1950. Throughout this time, veteran riders continued to assert that “nothing steers like a rigid,” and sadly, they were right. The crucial moment came in June 1935, when Stanley Woods won the Senior TT at the Isle of Man on a Guzzi with swingarm suspension. This couldn’t be ignored—even Norton race boss Joe Craig stated publicly that Woods’ stunning last lap could not have been achieved on a rigid. The following year, Velocette put three-piece swingarms (two beams splined to a single, pivoted cross-tube at the front) on its factory TT bikes. Here’s a single-sided swing-arm executed by BST in super-stiff carbon fiber. Bearings for the stub axle fit inside the big ring. (Jeff Allen /)Such simple swingarms, even when welded together rather than keyed or splined, remained less stiff than frames as a whole. Yet when strongly supported between the two frame loops of the 1950 Norton “Featherbed” frame, they worked better than anything previous. It was clear that the swingarm, supporting the bike through twin oil-damped rear shocks, was the future. The twist-resistant ­triangular bracing of Vincent’s original ­swingarm returned as Yamaha’s “Monoshock” rear suspension of 1973. Twin shocks were out; single-shock suspension was in. As roadracing bikes passed the 100 hp level, sanctioning bodies acknowledged the continuing weakness of stock three-tube swingarms by allowing them to be “modified or replaced.” On racing and sportbikes, three-tube construction was displaced by bridgelike structures or by welded box fabrications. ­Single-sided swingarms of large cross-section appeared. Composite prototype swingarm from BMW is meant to show what’s possible. Not on a production bike yet, but... (Jeff Allen /)Direct connection to a single spring/damper suspension unit was replaced by linkages making possible any desired spring-and-damping curve. The high multiplied forces in such linkages now had to be carried on rolling bearings to preserve smooth action. In the new century, swingarms came to resemble aluminum tents. Side beams grew in height and shrank in lateral thickness, combining high twist resistance with lateral flexibility that allowed such arms to act as “sideways suspension” at high lean angle. As lateral flexibility was increased, the by-now-usual aluminum material began to crack, in some cases forcing designers to experiment with more-fatigue-tolerant carbon fiber. A practical limit to side flex was reached in 2018, when Honda’s MotoGP bikes occasionally ran their chains off. Each new solution reveals fresh problems. What next? Could laterally flexible wheels supplement the suspension action of tire sidewalls? Is there a role here for sensors and electronics to keep chain sprockets aligned? Development never ends. n Source

Kevin Cameron (Robert Martin/)Riders who read the motorcycle press are accustomed to seeing new bikes with 12-to-1 or even 13-to-1 compression. They are surprised to see that BMW’s new 1,802cc (110ci) “Big Boxer” has “only” 9.6 compression. This big engine peaks at low revs (90 hp at 4,750 rpm) and is aimed at riders who love to use handfuls of low-speed torque. That means big throttle openings at low revs. That in turn means ideal conditions in which detonation (engine knock) develops easily. This happens when temperature-driven reactions in the last parts of the air-fuel mixture chemically alter it into a sensitive explosive. Give those reactions enough time and those bits of mixture auto-ignite and burn at the local speed of sound, generating shock waves that we hear as engine knock, and creating pressure spikes that damage pistons and crankshaft bearings. Slow engine speeds and big pistons mean longer combustion times; this gives more time for detonation to materialize with higher compression ratios. (BMW /)The slower an engine turns and the bigger its pistons are, the more time combustion takes, and the easier it is for the conditions that cause detonation to mature. To alter those conditions enough to prevent detonation, compression ratio in large slow-turning engines must be reduced somewhat. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. BMW worked hard to speed combustion in this engine, providing secondary air ports on the inlet side that generate flame-accelerating charge swirl at low throttle. At higher throttle, squish areas between piston and head generate last-moment jets of mixture as combustion progresses. Peak engine horsepower is at 4,750 rpm for the R 18; this means big throttle openings at low revs, which is a perfect scenario for detonation. (BMW/)Although it’s a rule that raising compression boosts torque, the Big Boxer has plenty of the latter—116 pound-feet at 3,000 rpm, which corresponds to a highway speed of 70 mph. Twist and go. Source

The Airbag Vest (Illustration by Justin Page/)The full-face helmet is only about 50 years old. And not to be too obvious, but before that, not one person ever used one on a motorcycle. Today many riders wouldn’t ride with anything less. Could wearable air bag ­protection in your riding jacket or race suit become the safety standard in the same way? Leading gear companies Dainese and Alpinestars have been working over the course of the past two ­decades to make it so, and motorcyclists have enjoyed the fruit of this rivalry that has created the most ­technologically advanced safety standard to date. The race in earnest began in 1995, when Dainese initiated developmental work on its air bag system—­later named D-Air. Alpinestars arrived at the party in 2001 with its Tech-Air project. Work for both companies began primarily in the regulated and semipredictable space of Grand Prix racing, where each company steadily collected the data used to improve algorithms and the rate of crash detection. By 2009, both Alpinestars and Dainese had fully functioning prototype systems being used by racers in MotoGP. The first race-situation activation of D-Air was triggered at the 2007 Valencia GP by Italian racer Simone Grotzky. Dainese’s Smart Jacket is capable of a single deployment. Following activation, the system must be taken to an official D-Air dealer for maintenance and recharging—the service costs $249.99. (Dainese/)Wearable air bag protection was made publicly available in pre-equipped race-focused suits and expensive jackets by both Alpinestars and Dainese in 2011, although neither system hit the US market until 2015 due to varying standards on electronic devices. But finally, MotoGP-level protection was available for all. The objective of air bag systems is to detect and protect against an injury before any impact has actually occurred—chances are, before you even realize you’re crashing. To be able to do this, the brain of the latest D-Air system, or Intelligent Protection System, uses seven sensors, including three accelerometers, three gyroscopes and a GPS unit. In current systems, Dainese claims the sensors autonomously scan to detect a nascent accident 1,000 times per second. In the event the system determines that a crash is imminent, the system inflates within milliseconds, with the goal of being completely expanded prior to impact. This last point is arguably the most important factor. Weighing in at roughly 4 pounds, the Smart Jacket is lightweight and easily stowable. Versatility is key. (Dainese/)Once triggered, a rush of gas from charged, ­high-pressure cartridges fills areas surrounding the shoulders, chest, ribcage and back on the most advanced systems —a volume as large as 11 liters on the street-based D-Air Road system. And how does this compare to the protection of traditional equipment? Dainese says there is a 90 percent reduction in force transmitted to the body. Or as Alpinestars expresses it for the Tech-Air system: It’s the same level of protection as wearing 18 back protectors in the area covered by the air bag. The next step in air bag development? Leading ­companies have objectives of improving the versatility of systems while making them more affordable. Meet the recently introduced Dainese Smart Jacket and ­Alpinestars Tech-Air 5 systems. Both are slim, ­self-contained systems with the capability of fitting under street jackets, matching brand or not. The only requirement is roughly 2 inches of free space in ­circumference underneath your chosen garment. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. These systems are serious steps in the right direction. What you get is the latest safety technology derived from MotoGP racing, millions of real-world testing miles, and thousands of analyzed air bag deployments—all optimized with algorithms specialized in detecting accidents found in real-world scenarios, even at a standstill. And in the case of the Dainese Smart Jacket, it’s priced at a relatively affordable $699.95. Crash detection is vital to maximum protection. Here, my D-Air Racing suit has activated—notice the inflated shoulders—prior to impact. (Corey J Coulter/)Personally speaking, investing in air bag protection is a no-brainer. At the 2018 season-opening MotoAmerica Supersport race at Road Atlanta, a wicked slide catapulted me to the biggest highside of my racing career, triggering the inflation of my D-Air Racing suit before hitting the tarmac. The injuries? Double sprained ankles and a knock to the head—but zero injuries to my collarbones, chest or shoulders, not even the one with an existing, nagging injury. The air bag protected me in a huge crash and is the reason I was healthy enough to compete at the following race only two weeks later. I’ll never race without an air-bag-equipped suit again. Alpinestars says the air bag will inflate between 20 to 40 milliseconds after a crash has been detected. (Alpinestars/)KTM factory MotoGP racer Pol Espargaro sums it up best: “Once you’ve tried D-Air, it’s something that you can’t do without,” the Spaniard says. “At one time, not wearing a helmet was the norm. Now it’s mandatory to wear one, and you can’t do without one. It’s the same with the air bag.” Yeah, exactly. Source

The 2020 KTM 500 EXC-F is the brand’s leading dual sport model and a highly capable one at that. Proof? It’s hard to deny its credentials, including being named Cycle World’s Best Enduro/Dual Sport five times in the past 10 years. It’s powered by a liquid-cooled, SOHC, 511cc four-stroke engine, and comes fitted with premium components like Brembo brake calipers and WP Xplor suspension. All the pieces needed for a leading dual sport bike. 2020 KTM 500 EXC-F Dyno Chart (Robert Martin/)Ahead of an upcoming dual sport comparison, we ran the 500 EXC-F on our in-house Dynojet 250i dynamometer to determine horsepower and torque measurements. The big-displacement KTM recorded 39.4 hp at 8,100 rpm and 27.7 pound-feet of torque at 5,200 rpm. RELATED: Honda CRF450L vs. KTM 500 EXC-F vs. Husqvarna FE 450 vs. Beta 430 RR-S Source

2020 Honda CRF250RX (Honda /)The Honda CRF250RX is Big Red’s 250cc four-stroke cross-country competition bike. It has many of the same features as its motocross stablemate, the CRF250R, but sees changes like a larger fuel tank, 18-inch rear wheel, kickstand, O-ring chain, and modified suspension settings to extract more off-road performance. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. 2020 Honda CRF250RX Reviews, Comparisons, And Competition After testing the 2019 Honda CRF250RX at the bike’s intro at Cahuilla Creek MX in Anza, California, we logged more than 400 miles of off-road and motocross riding on it and were impressed with its performance. After getting to know its characteristics in stock trim, we added some aftermarket parts to it that improved its worth as an all-around MX and off-road bike. 2020 Honda CRF250RX (Honda /)Some competitors for the 2020 Honda CRF250RX include the 2020 Yamaha YZ250FX and 2020 KTM 250 XC-F. As far as pricing, the CRF250RX costs $8,299, which is $200 less than the YZ250FX and $1,200 less than the 250 XC-F. Honda CRF250RX Updates For 2020 The Honda CRF250RX was first introduced in 2019, but received a slew of changes for 2020 including a new exhaust cam profile, an optimized combustion chamber shape, and the addition of a gear-position sensor. On the exhaust system, the resonator on the header pipe was removed. Also, the bike’s air filter size was increased by 10 percent and the left-side radiator was enlarged. Among other revisions to the transmission and clutch, the CRF250RX received a lighter frame and swingarm, newly shaped footpegs, and the battery was repositioned 28mm lower. Multiple parts of the rear brake were new along with the graphics. 2020 Honda CRF250RX (Honda /)2020 Honda CRF250RX Claimed Specifications Price $8,299 Engine Liquid-cooled DOHC single-cylinder Displacement 249cc Bore x Stroke 79.0 x 50.9mm Horsepower N/A Torque N/A Transmission 5-speed Final Drive Chain Seat Height 37.8 in. Rake 27.4° Trail 4.5 in. Front Suspension 49mm inverted fork, fully adjustable; 12.0-in. travel Rear Suspension Fully adjustable; 12.4-in. travel Front Tire 80/100-21 Rear Tire 110/100-18 Wheelbase 58.5 in. Fuel Capacity 2.25 gal. Claimed Wet Weight 244 lb. Source

2020 Honda Monkey (Honda /)The 2020 Honda Monkey is a true throwback of the original hit from the 1960s. This is a minibike that houses the compact 125cc single-cylinder engine that is also seen on the Grom. Its short wheelbase, low seat height, and small engine displacement will continue to appeal to new riders or those of us who want to harken back to the good old days. 2020 Honda Monkey Reviews, Comparisons, And Competition Because of its Grom base and rich nostalgia, as soon as the 2019 Honda Monkey was unveiled it had already stolen our hearts like a teenage girl and her favorite boy band heartthrob. In fact, Cycle World contributor Peter Jones noted in his first impression of the Monkey that, “The immediate riding impression of today’s Monkey is one of pure, visceral, monstrous fun. It’s a barrel of let’s-do-it-again fun,” he wrote. “It’s a little bike that makes every rider a kid.” Yeah, exactly. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. There are a few competitors within this mini moto space, including the Honda Grom, Honda Super Cub, and Kawasaki Z125, but nothing quite packs the reminiscent punch like the Monkey. 2020 Honda Monkey (Honda /)Honda Monkey Updates For 2020 It will now be available in Pearl Glittering Blue in addition to the Pearl Nebula Red. This small bike comes at a small starting price of just $3,999 or $4,199 with ABS. 2020 Honda Monkey Claimed Specifications Price $3,999 Engine Air-cooled SOHC single-cylinder Displacement 125cc Bore x Stroke 52.4 x 57.9mm Horsepower N/A Torque N/A Transmission 4-speed Final Drive Chain Seat Height 30.6 in. Rake 25.0° Trail 3.2 in. Front Suspension 32mm inverted fork, nonadjustable; 3.9-in. travel Rear Suspension Twin shock; 4.1-in. travel Front Tire 120/80-12 Rear Tire 130/80-12 Wheelbase 45.5 in. Fuel Capacity 1.5 gal. Claimed Wet Weight 232 lb. Source

2020 Honda Grom (Honda/)When a motorcycle can serve the dual purpose of bringing new riders into motorcycling and making veteran riders smile from ear to ear, you know you have a model that will maintain its beloved nature year after year. And such is the Honda Grom. Originally introduced in 2014, this little 125cc bike brought smiles to many of the editors’ faces with the moto shenanigans that it invites. With its unintimidating, approachable power and overall small-bike nimbleness, the Grom continues to be a great around-town runner. 2020 Honda Grom (Honda/)2020 Honda Grom Reviews, Comparisons, And Competition The 2020 Grom’s base MSRP is $3,399 and is contested by the Kawasaki Z125 PRO’s $3,199. Both in engine displacement, approachability, and price, these two can be considered neck and neck. 2020 Honda Grom (Honda/)Honda Grom Updates For 2020 No major changes for 2020. You can continue to choose from either the standard or ABS forms. This upgrade to the rider-aid-equipped version only adds $200 to the standard’s MSRP, though it will cost you a few colors to choose from. The ABS version is only available in Cherry Red whereas the standard is available in Cherry Red, Blue Raspberry, Halloween Orange, and Incredible Green. Sign up here to receive our newsletters. Get the latest in motorcycle reviews, tests, and industry news, subscribe here for our YouTube channel. 2020 Honda Grom (Honda/)2020 Honda Grom Claimed Specifications Price $3,399 Engine Air-cooled SOHC single-cylinder Displacement 125cc Bore x Stroke 52.4 x 57.9mm Horsepower N/A Torque N/A Transmission 4-speed Final Drive Chain Seat Height 30.0 in. Rake 25.0° Trail 3.2 in. Front Suspension 31mm inverted fork, nonadjustable; 3.9-in. travel Rear Suspension Single shock; 4.1-in. travel Front Tire 120/70-12 Rear Tire 130/70-12 Wheelbase 47.2 in. Fuel Capacity 1.5 gal. Claimed Wet Weight 229 lb. Source