DirtBag

Even though the 2020 FIM International Six Days Enduro isn’t happening, KTM is getting a jump on the festivities for 2021. While it fully plans to participate in the event itself—which has been postponed until 2021—the Austrians just released the 2021 KTM 500 EXC-F Six Days machine so the general public can get in on the competition-ready fun. It’s a limited-edition production model, although KTM doesn’t specify exactly how many it plans to make. Changes over the standard 500 EXC-F are both performance-oriented and aesthetic, a combination most riders no doubt appreciate. The WP Explor front fork gets a preload adjuster, and the Six Days variant also has a floating front and a solid rear brake disc. It also gets a front axle puller, a skid plate, orange-anodized CNC-milled triple clamps, and a safety-wired brake pedal. Apart from that distinctive orange frame, the Six Days logo graphics are everywhere, from the rims to the handlebars. An orange chain guide and special Six Days seat add a few finishing touches to the completed bike. Finally, ISDE Italia graphics to mark the 95th running of the event in 2021 also grace the machine. It’s the oldest FIM offroad race in the world, and also considered by Team Orange to be the most prestigious. Does the fact that so many entrants compete on its bikes have anything to do with that consideration? It might, but any way you cut it, the ISDE is kind of a big deal. If you’re interested in scooping up one of these for yourself, it’s due to hit KTM dealerships worldwide in Fall, 2020. MSRP will be $12,599—exactly $1,000 more than the cost of the regular 2021 KTM 500 EXC-F. Is it worth it? Depending on who you are and what you’re looking for in your next enduro bike, it could be. Source: KTM Let's block ads! (Why?) Source

If you eat, breathe, and dream Erzbergrodeo and/or WESS Enduro World Championship, KTM may just have your next ride ready. Your favorite Austrian OEM introduced the 2021 KTM 300 XC-W TPI Erzbergrodeo, and it’s chock full of goodies to make riding it an even better experience. It’s nice of KTM to space out the 2021 off-road excitement a little, too—some new models were introduced in June, and now we have this special edition in September. It might almost be autumn in the U.S., but KTM clearly didn’t forget that spring is currently revving to life in Australia. It’s always dirt o’clock somewhere, right? For 2021, you get factory wheels with DID DirtStar rims and CNC-machined, anodized hubs, as well as orange anodized CNC-milled triple clamps. You also get a Selle Dalla Valle Factory seat, a Supersprox stealth 2-piece rear sprocket, closed hand guards, radiator fan and protectors, a skid plate, front and rear disc guards, a solid rear disc, and a clutch slave cylinder protector. There’s a special Erzbergrodeo graphics package to accompany all your shiny, orange, anodized bits, but as you can see, you do get quite a bit more than just some snazzy new decals and paint. Nothing wrong with switching up the aesthetics, of course, but it can get frustrating if that’s all there is to a particular update. If you’re looking to get your hands on a 2021 300 XC-W TPI Erzbergrodeo, KTM does mention that it’s a limited-edition machine. Unfortunately, no production number or MSRP is listed at this time, so there are still some questions left to be answered. It will roll out to authorized KTM dealers sometime in October, 2020. If you’re looking to get a competition-ready enduro bike straight off the showroom floor, this may just be what you’re looking for. Source: KTM Let's block ads! (Why?) Source

They say you meet the nicest people on a Honda. That search for nice people can extend even farther, off the beaten path, with this unique scrambler edition of the Honda CL160. It's so unique that it was only available in 1966, but you can buy this one right now on Bring a Trailer. The CL160 features the usual attributes of a road bike converted for dual-sport duty. It has a high-mounted exhaust and fenders for better clearance, a factory skid plate to protect the 161 cc twin-cylinder engine, an upright braced handlebar, rubber fork boots, and spring-mounted footpegs. The engine is kick-start only and has a four-speed transmission. The only color available was silver with black trim. This particular bike features fresh silver paint, two slide-operated Keihin carburetors with aftermarket pod filters, an aftermarket windshield, and dual mirrors, an unusual option for a bike from 1966. It has a replacement headlight-mounted speedometer that reads all the way to 100 mph, even though a top speed around 50 is more realistic. The true mileage is unknown, but the current owner has put on about 500 miles, and the original odometer reads a likely accurate 6,978. The original air filters are included as well. There's a little rust on some of the chrome parts, but it's not too noticeable in the pictures. One might think this model was a failure, having only been available for one year. On the contrary, though, it was rather popular, and there was high demand in subsequent years when it was no longer available. In response, Honda sent dealers a CL160 conversion kit for the CB160, which included the high exhaust but no the high fenders or skid plate. The 1966 model is the only genuine CL160, though. At the time of writing, the current bid on this bike was $2,200. That's a great deal for a rare, one-year-only antique. Let's block ads! (Why?) Source

Motocross freeriding superstar Tyler Bereman grew up in a flat-track household, and knew all about the fun you could have getting your bike up in the air in his home state of California. You might say he’s the ideal candidate for Red Bull Motorsports and drone maker DJI to team up for one epic short film—and you’d be completely right. “One Shot” is a short film that’s meant to showcase what an effective tool a good drone can be when operated in the right hands. Red Bull and DJI got Johnny Schaer—better known by his YouTube name, Johnny FPV—onboard to pilot the drone. The result is, as Red Bull bills it, a “one-take send-fest.” There are clearly two pilots who are deftly guiding their craft through the air in this film: Tyler Bereman, and Johnny FPV. If you shoot enough footage, most of us can get a few decent short clips together here and there. If we have some basic editing software, we might even be able to put together a short little video of something entertaining, that we think is worthy of sharing with friends. That this entire composition was done in a single take is an astounding achievement, both on Bereman and FPV’s parts. Just … how? How do you do this? In any case, it’s some of the most thrilling, beautiful five minutes you’ll probably spend today. Take a little time, relax, go full screen, put your headphones on, and put your worries on the back burner for the moment. If you find yourself motivated to go out and do something exciting and cool later, so much the better. Not everyone wakes up this awesome, but most who do had an awful lot of practice to get as good as this. Don’t worry; just jump. Source: YouTube Let's block ads! (Why?) Source

Motorcycle sales in the U.S. have been so-so over the past few years. The formerly thriving motorcycle market lost its spot as the top of the sales charts when India and other emerging Asian markets exploded. For the past few years, sales in North America have been a little flat and sad. Even the local brands have been struggling on their turf—in 2019, Europe was a better market for Indian than the U.S. was. With everything that’s been happening in 2020, no miracle is expected to take place this year. According to the Motorcycle Industry Council (MIC), for the first half of 2020, road motorcycle sales have dipped a further 9.6 percent compared to 2019. This sounds a little grim, however, it isn’t all bad. Scooters and dirt bikes are there to save the day and overall, U.S. motorcycle sales for the first half of the year grew by 6.4 percent. Consistent with what manufacturers reported earlier in June, 2020, dirt bikes all are the rage at the moment in North America and the numbers announced by the MIC prove it once again. Sales of “off-highway” motorcycles have increased by a staggering 50.3 percent while the dual-sport segment made a 20.9 percent jump. Plus, though road bikes aren’t doing so well, scooters on the other hand are with a four-percent increase in sales year over year. "Riding dirt and trail bikes has always been one of the best ways to spend time with family and friends," said Erik Pritchard, president and CEO of the Motorcycle Industry Council. "Now, with the pandemic, it has amplified what's positive about getting out on motorcycles. You can get out of the house, have fun with your loved ones, and still maintain social distancing." Dirt bikes and scooters for the win! Let's block ads! (Why?) Source

Yamaha’s Ténéré 700 might be lightweight for an adventure bike, but seeing it in noted anti-gravity expert and enduro rider Pol Tarrés’ capable hands makes it seem downright chunky. After all, we’ve grown thoroughly used to seeing his gravity-defying antics on much slimmer, lighter enduro machines. How does the size and weight difference affect his riding? Although it’s a more meditative experience than 2019’s “Dominicana” short film, Tarrés teamed up with the Echevarria Brothers (who collectively call themselves the Who) once more to make this new short film, called “The Seeker.” He works plenty of magic with the Ten7, even if he can’t quite make it grow wings. Instead of feeling like a carefree mountain goat, Tarrés riding the Ten7 feels more like a bull digging at the ground a bit before it charges forward, leaving a trail of dust in its wake. Don’t get me wrong; he’s still doing plenty of things most people can’t do, and making the bike move in ways most people wouldn’t try. This Ténéré 700 is thoroughly put through its paces, and no mistake—one has to wonder if Yamaha’s own in-house testing was this rigorous. As we’re all no doubt aware, the riding skills you build up over time go with you to whatever bike you ride. It might look different due to various circumstances, not the least of which is going from a significantly smaller bike to a larger one. What’s interesting is seeing how those skills translate, and how when you’re as talented as Tarrés, you can manage to bend just about any bike to your will, and look like a complete badass while doing it. At one point, after a fuel stop, we see a close-up where he’s moving a boulder with a flat side. Is he worried about going over it? No, he’s creating a makeshift ramp to launch himself up over a fence that’s in the way. Is that an allegory for life, and using what you find on the ground to propel yourself over obstacles? Maybe it is, and maybe it’s a great motorcycle short, as well. Why not both? Source: YouTube Let's block ads! (Why?) Source

It has taken a while, but the Sinnis Terrain 380 adventure bike is about to finally make its U.K. debut. Sinnis, a U.K.-based motorcycle company, sells learner-legal, budget friendly bikes. In this case, the Terrain 380 is a Chinese-built motorcycle that shows just how far that country’s manufacturers have come in the past decade. The Terrain 380 appears to be a re-badged Zongshen RX3S. China-based Zongshen is probably best-known for its 250cc RX3 adventure bike, a machine that was sold widely around the world by smaller companies like CSC, Minsk, and Honley. Zongshen moved past that machine to the similar RX3 and RX4 bikes, as well as this RX3S/Terrain 380. This bike appeared on forums in prototype form around 2018, and Sinnis announced it for the U.K. market in 2019, including a reveal at the Overland Event show in September. It was supposed to debut in early 2020, but the COVID-19 pandemic interfered with that plan. So, what do you get with the Terrain 380? The engine is a sensible SOHC, liquid-cooled, 380cc parallel twin that makes around 36 horsepower at the crank. It has a six-speed gearbox with chain drive, and an alleged top speed of 86 mph. The rest of the bike has standard ADV styling. From a distance, you could easily mistake this for a European machine, with its upside-down forks, adventure beak bodywork, rugged-looking crash bars, and a set of hard panniers and topbox. Total luggage capacity is 23 gallons. Fuel capacity is four gallons; that’s a little on the light side, compared to a BMW GS Adventure, but this small-bore machine should be easier on gas, making it all work out. The Terrain 380 has a claimed 440-pound wet weight and a standard 32.2-inch seat height, although it can be lowered to 31.1 inches. That should be a little easier for smaller riders to manage, and the price is certainly more manageable than a GS or Triumph Tiger. The Sinnis Terrain 380 is currently taking pre-orders in the U.K. for £4,495 ($5,700 USD). Supposedly, the bike actually arrives in the U.K. in the fall of 2020. Let's block ads! (Why?) Source

The V85 TT has been turning heads since Moto Guzzi unveiled the concept at EICMA 2017. Capitalizing on the positive reception, the house of Mandello Del Lario ushered the “classic enduro” into production without skipping a beat. An endorsement from world-renowned adventurer Ewan McGregor and our own adventurer extraordinaire Sabrina followed close behind. With the new Goose racking up critical acclaim, consumers happily converted to Guzzistis, helping Piaggio end 2019 in the black. Despite the instant success, Moto Guzzi didn’t rest on its laurels. Late last year, the brand improved on the winning formula by introducing the up-spec V85 TT Travel at EICMA 2019. Featuring heated grips, panniers, and a taller windscreen, the new variant was ready for adventure right out of the box. Even with the added functionality, Moto Guzzi amplified the model’s style with a gorgeous Sabbia Namib paint job. When the brand beckoned with an opportunity to test the new Travel variant, it’s safe to say that I was beyond enthused. Ergonomics I knew V85 TT Travel was going to be a comfortable ride as soon as I swung a leg over the bike. From the footpeg position to the wide handlebars, the layout fit my five-foot, ten-inch frame perfectly. Even with the cylinder heads poking out from under the gas tank, the rider's knees can comfortably tuck into the tank cutouts. I would only occasionally became intimate with the rocker covers under heavy braking, but it never became a problem. With the feet under the knees and an upright posture, the V85 feels like it can ride for thousands of miles. Due to the 32.6-inch seat height, many riders should be able to flat-foot the bike at stoplights and the plush cushioning only increases the ride comfort when one's feet are on the pegs. For those in colder climates, the handguards and heated grips will thoroughly pamper your palms. Of course, a major source of long-distance fatigue results from wind buffeting, and the taller windscreen helps harbor the rider from the elements. Moving at posted highway speeds, the Travel windshield redirected the majority of the oncoming wind. Due to the extreme turning radius of the V85, the designers had to cut out sections of the deflector to accept the handlebars. For that reason, more turbulence is detectable at shoulders and head at speeds over 85 mph. Aside from that minor gripe, the V85 rivaled many baggers in the comfort department. Travel If you’re going to put “Travel” in a bike’s name, it better be able to cover long distances and handle a variety of terrains. As a resident of Los Angeles, the nearest off-highway vehicle (OHV) trails were more than 40 miles away. Luckily, the V85 TT’s manners made riding to the trails a breeze and riding on the trails pure joy. While the suspension is admittedly soft for spirited on-road riding, its compliancy off-road imbues a level of confidence that most adventure bikes can’t offer. I found myself taking the classic enduro to the dirt at every chance, even if it was just a gravel shoulder off a backroad highway. In that respect, the V85 Travel defied its spec sheet. At 505 pounds and the fuel up high, the bike should feel heavy—but it doesn’t. With 6.7 inches of travel and 8.3 inches of ground clearance, it should easily bottom out—but it didn’t. The 19-inch and 17-inch wheels are supposed to be too small for dirt—but they felt right at home. No, I wasn’t carrying a Dakar-worthy pace or exploring unknown terrain—but atop the V85 I sure felt like I was. It’s a shame that we can’t measure how much fun a bike is because if we could, we would list that at the top of the Travel’s spec sheet. 6 Photos One could ride the V85 off-road all day with the gearbox in second and ABS disabled at the rear. Unfortunately, getting back on the tarmac is where the adventurer’s attributes fell short. The suspension and tires that made dirt riding so fulfilling felt vague and twitchy on twisty mountain roads. Moto Guzzi outfits V85 models in road-oriented Metzeler Tourance Next tires or the slotted Michelin Anakee Adventures that come standard on the V85 Travel. Coupling the more dirt-going Anakee Adventures with the bike’s soft suspension delivered vague feedback at the front end. Out back, the preload and rebound-adjustable monoshock was even less responsive. As a result, the bike felt like riding on Jello through some of the tightest sectors. Over time, I learned to let the turns come to me on the V85. Allowing the bike to do the work revealed its preferences and made the ride much more enjoyable. The mid-size adventurer flowed much better in the corners when abrupt downshifts and quick direction changes were avoided. Heavy engine braking frequently upset the chassis, so taking a swooping, controlled line resulted in a much smoother response from the suspension. Like a horse, the V85 isn't going to bend to the rider's will and the best course of action is to ride it the way it likes to be ridden. Back on the highway, the bike is a different story. Boasting a 6-gallon tank, the V85 easily achieved 220 miles between fill-ups. The ABS and aluminum panniers also featured extensive carrying capacity with a 37-liter volume on the right side and 27.5 liters on the left. The right-side case can even fit a full-size helmet for storage or safekeeping when off the bike. While the panniers hook up directly to the subframe without a mounting bracket, the system can be a bit clunky. With repetition, owners will learn to remove and mount the bags much quicker, but it definitely takes some practice. Controls The model’s cruise control also made the rest of the trip effortless. With just one button on the left-hand controls, users can activate the system and set and adjust speed. Travels on an adventure bike usually take you through various climates and road conditions, but the cruise control remained a reassuring constant no matter what ride mode the Goose was in. To switch between the three ride modes (Road, Off-Road, and Rain), users press the ignition button twice in succession. While repurposing the ignition switch minimized clutter at the hand controls, its use is counterintuitive to motorcycling instincts. Once familiar with the system, riders can easily change the bike’s characteristics to suit the situation. Road mode sets traction control to medium, activates ABS on both wheels, and delivers the most direct throttle response. Adversely, in Off-Road, traction control is reduced, ABS only governs the front wheel, the throttle becomes gentler, and engine braking increases. For those riding through damp conditions, Rain mode amps up the traction control, keeps ABS at both ends, and moderates the throttle response. While most of the Guzzi’s electronics worked well, the small TFT dash left room for improvements. Critical information like speed, revs, current gear, and the clock was always displayed on the home screen, but you have to use a toggle switch on the right-hand controls to scroll through information like fuel level and average consumption. With more screen real estate, the dash could display all that information and reduce the need to multi-task with one’s throttle hand. Final Thoughts Like most Moto Guzzi (and most motorcycles overall), the V85 is designed around the engine. The Euro 4-compliant, 853cc, transverse v-twin pumps out 80 horsepower and 59 ft-lb of torque. The Italian brand even equipped the air-cooled, pushrod engine with titanium intake valves and aluminum pushrods and cams to help amplify the motor’s performance. Of course, the engine makes the V85 TT Travel go, but it’s the rest of the package that makes it such a fun bike. From the riding position to the off-road capabilities to the Sabbia Namib paint, the classic enduro finds a way to put a smile on your face. While the TT Travel only improved upon the standard V85, if the next iteration is anywhere near as fun, we’ll be the first in line for another go. Let's block ads! (Why?) Source

Do you remember the first time you rode on a motorcycle? Do you remember your first road trip? How about the first time you fell off a bike? Or the first time your bike broke down and you had to figure out how to get it going again? These are all big and small milestones riders will usually set over the course of their riding career. They rarely all occur in the same week, however. Unless you’re the Monkey Bike Mafia. Meet Georgia “George” Maguire and Molly “Mo” Beucher—a.k.a. the Monkey Bike Mafia. The duo decided to travel 500 miles through Morocco and the Sahara Desert for seven days on a pair of Honda Z50s and document their adventure in a seven-episode YouTube mini-series. The catch? Neither of them had any experience riding on a bike before, let alone travel on one. The series should have been entitled “Chronicles of how things simultaneously went wrong and right” because that's pretty much how we would summarize the series. The two noobs got to set all the milestones listed above and many more in the span of only a few days. From breakdowns, to falls, to dirt riding, to getting stuck in weird places—they learned about the reality of motorcycle traveling the (very) hard way. You would think it was a terrible idea but is it really that terrible if they ultimately made it to their final destination unscathed? Despite the rollercoaster of emotions, not all things go badly for the dynamic duo. To be fair, they didn't show up in Africa ready to rock without any form of preparation. Both ladies took motorcycle lessons prior to the trip. Once in Morocco, they called upon an expert to help them map out their route. Their choice of ride was also perfect for their level of experience. The Monkeys are really simple, straightforward bikes to work on which means they had no issue finding someone to working things out everytime one of the Zs broke down. The silly adventure happened back in 2018 (in case you were wondering how they managed to get any traveling done during a pandemic) however, the mini-series was only recently added to YouTube for us to enjoy. And enjoyed it we did. Each episode is an easy-to-watch two to three minutes so next time you have 15 minutes to spare, we highly recommend you check them out. The ladies say they have more adventures coming and we look forward to discovering George and Mo’s next silly idea. Let's block ads! (Why?) Source

Here in the U.S., we’re used to missing out on cool bikes that other countries get. Now, that’s not to say that we like it, necessarily, but we’ve grown accustomed to it because it’s the sad reality of our geography. Still, it’s both fun and frustrating to see exactly what we’re missing out on, and that other countries get to enjoy while we look on enviously with our noses pressed up against the glass. We’ve talked before about the Honda X-ADV 750, and how it knocked the BMW R 1200 GS from the top of Europe’s sales charts in 2018. Even though it feels like it’s been about twenty years since 2018, in reality, only two years have passed. The U.S. still doesn’t get the X-ADV 750, although we’ll be getting its not at all comparable younger sibling, the ADV 150, as a 2021 model. Now, UK YouTuber MotoBob took the time to get to grips with why the X-ADV 750 is as popular as it is. When we’re talking random bike chatter here at Ride Apart, we frequently make observations like “weird Honda is best Honda.” You can also insert your favorite OEM of choice in place of the ‘Honda’ in that sentence, because it’s pretty much true across the board. The lot of us don’t agree on everything, but we are fairly consistent in our collective belief that OEMs are at their worst when they’re playing it too safe. As MotoBob observed, the X-ADV 750 is a bit weird, because it isn’t quite a scooter and it isn’t quite a motorcycle. It’s based on the NC 750, and uses a DCT, but it also has floorboards. Nice touches like a keyless ignition and scooter-like storage space make it rather practical for commuting and running everyday errands. Bear in mind that it also weighs 238 kilograms, or 524.7 pounds, according to Honda UK. That is still a bit lighter in weight than the Suzuki Burgman 650, which weighs 281 kg, or 619 pounds, and truly puts the ‘maxi’ in ‘maxi-scooter.’ So, why do people like it? Bob joined a bunch of X-ADV 750 owner groups around the globe to try to figure that out, as well as riding the thing himself. A lot of his observations are things you could say about most maxi scooters, and I say that as someone who’s owned a Burgman 400 for about 15 years. The X-ADV 750 is apparently practical, easy to get on and off, you can haul a reasonable amount of everyday stuff with it, you can comfortably take a passenger, it offers decent wind protection, and you can stow a helmet under the seat with ease. In my Burgie’s case, I can stow two full-face helmets because I have a pre-2007 Burgie 400; the 2007 redesign slightly shrunk under-seat storage space, although the styling is much better. Who’s counting, though? He answered another question in a follow-up video to this one, as well: How well does the X-ADV do at off-roading? To test it, he took it down a gravelly green lane somewhere in England, not on a Dakar-esque run. For those unfamiliar with that terminology, ‘green lanes’ are basically just unpaved roads, and there’s a wide network of them across England and Wales. We have plenty of comparable riding in the U.S.; it’s simply another instance of two riding cultures separated by a common language. Anyway, I digress. To Bob’s way of thinking, buyers of X-ADVs aren’t going to want to take their bikes up mountain passes to challenge their off-roading ability. For one, it’s incredibly difficult to stand up in the saddle with those floorboards. Aftermarket footpegs that are more suited to off-road riding are available from a few manufacturers, and the ones that Honda sells in its official stores are made for Big Red by none other than Rizoma. However, he and his buddy who took the X-ADV out for its various abilities tests both acknowledged that they don’t regularly ride off-road, and in fact hadn’t done it in a while. It’s possible, then, that more experienced off-road riders might feel differently about its abilities. One place it does fare reasonably well is fording flooded waterways. Whether you do off-road or urban riding, unless you live somewhere spectacularly dry, you’ve probably encountered such a situation at least once in your riding life. MSF courses would tell you to find another way around, and not ride through standing water. I’d never feel comfortable attempting that with either my Burgie or my Hawk, for sure. Neither of them is made for that, and I know and respect that fact. The X-ADV, on the other hand, seemed to mostly do fine. Bob’s riding buddy experienced a slight engine bogging sensation and also managed to get water to splash in through his helmet, but he did make it through. He chalked this up to his comparatively heavier rider weight, so clearly individual rider mileage may vary. What about pricing? In the UK, the X-ADV will set you back £10,349, or US $13,019. Since it’s also surprisingly popular in Thailand, I checked to see what the price is like there as well. A new one will set you back 405,330 baht, or about US $13,000. Due to its displacement, it qualifies as a ‘big bike’ in Thailand, and so is taxed at a higher rate than the omnipresent likes of the Honda Scoopy or PCX 150. You can find some X-ADVs on the used market, but they’re still around 300,000 baht, or US $9,618, give or take. Its nearest competition are things like the aforementioned Suzuki Burgman 650, or the BMW C 650 GT. The Burgman 650 is no longer sold new in the UK, but the C 650 GT starts at a cool £10,670, or US $13,409. Do either of those boast even the teeniest bit of off-road potential, though? Doubtful, and certainly not on stock tires, for either of those. Also, I’m here to tell you that fiddling with mangled plastic scooter bodywork is the worst part of maxi-scooter ownership, so the X-ADV looks like a clear winner here from that standpoint alone. Despite the fact that I’d look just about as ridiculous as I probably would riding a chocobo, I would not hesitate to try an X-ADV 750 if I had a stepstool handy. Also, you know, if we actually got them in the U.S. Sources: YouTube, Honda UK, AP Honda Company Let's block ads! (Why?) Source

Looking for a project bike that’s going to be a challenge, and different from anything you’ve worked on before? This Rokon Trail-Breaker, for sale at Mecum’s 2020 Indy 200 auction, should qualify. It’s weird, it’s really beat-up, and you don’t see many other Rokons on the trails. Maybe you don’t know what a Rokon is, or why you would ever want one. The short answer is that a Rokon is an oddball, two-wheel-drive, off-road bike. The long answer is that the Trail-Breaker is one of the least-known stories in the U.S. motorcycle industry, but it’s one of the most interesting. It’s one of the longest-produced motorcycle models in the world— built in New Hampshire since the mid-1960s—with a few years of production in California before that, under the Nethercutt brand. The Trail-Breaker is an extremely utilitarian machine, designed for A-to-B transportation through rough terrain, not shredding through the woods at high speed. There have been slight design changes over the years, including different engines, but overall, the bike has remained largely unchanged for five decades. Until recently, all versions of the Trail-Breaker used fan-cooled, two-stroke, single-cylinder engines that made 7-10 horsepower depending on the year. Now, Rokons run Kohler four-stroke singles. The Trail-Breaker has chain drives to both the front and rear wheels, providing 7-10 horsepower through almost all terrain. The big, fat tires have gobs of traction, and provide flotation across waterways, if needed. At least, that’s what Rokon riders claim. You can also fill the wheels with gas or water, if you need to carry supplies a long way. Even today, most of the bike looks more-or-less like the original machine designed in the late 1950s—you couldn’t call it stylish, but it has a, uh, rustic charm. If a woodsplitter and a motorcycle had a baby, this is what it would look like. The idea of a go-anywhere motorcycle sounds great, but who would want such a beast? Rokon aims for sales to forestry workers, farmers, and other people who needed practical all-terrain transportation, not speed (cruising speed for the Trail-Breaker is roughly 20 mph). Occasionally, the machines’ unique capabilities found use in other roles; in the mid-’70s, a pair of adventurers used Rokons to tackle the almost-impassible jungles of Panama’s Darien Gap, the first motorcyclists to actually get their bikes through there. The Mecum ad doesn’t say what year this particular example was built in, but it appears very similar to the Trail-Breakers from the late 1960s or early 1970s, with a West Bend engine. The frame paint is roughly the right color, and the engine appears similar, although it also appears to be missing some bits. At least the majority of the bike seems to be there, and since it uses a simple stationary engine, it might even start up. However, the flat tire and rust, rust, rust, should tell you this bike is in need of major work, even if the engine runs. Given the nature of the Rokon design, though, you might find this bike is actually quite easy to repair, and a lot of fun when you’re done. Let's block ads! (Why?) Source

Some vintage bikes hit the market covered in barn dust and pigeon guano, with no real information on their origins. Others show up on the auction block with decades of family history, and obvious loving care. This 1957 Maico Enduro 250, which has been with its original owner for 47 years, appears to be the latter. Currently up for grabs on Bring a Trailer, this Maico Enduro 250 might look like a rickety, old-school ride, but would have been a potent off-roader in its time. Maico was a West German brand, founded in the 1920s and manufacturing machines through 1986. In the post-war enduro and motocross boom, Maico built race-winning dirt bikes as well as scooters, and even microcars. Since its ‘86 shutdown, Maico has become a stereotypical zombie brand, with investors trying to reboot the company with recycled technology. Looking at the Enduro 250, you can see how far we’ve come in the past 60 years of motorcycle development. Today’s dirt bikes have gaudy neon plastics, but the Maico has pastel paint and chromed bodywork. The Maico has shiny, enclosed dual rear shocks, and drum brakes front and back, instead of modern monoshock and disc brake setup. It looks like a bike that’s made for showing off, not going fast, but in its time, it did both. The contrast between old and modern technology is everywhere. There’s an Earles fork, instead of the USD forks you find on modern dirt bikes. Instead of a straight seat, allowing easy weight shifting, the Maico has a stepped seat that’s better for two-up riding. Almost every current off-roader has electronic fuel injection now, and more expensive bikes come with multiple power modes. This old Maico comes with a Bing carburetor, and that’s it. As you’d expect with an old-school Euro off-roader, the Enduro 250 has a two-stroke, single-cylinder engine and a four-speed gearbox. This particular engine appears to have extremely low use, as the bike’s odometer only reads 15 miles. The seller claims to have bought this from a Maico dealership as it closed in 1973, and stored it ever since. The engine still starts and runs, though. But would you ride it, if you bought it? Good luck restoring this bike to original condition, if you had even a low-speed tipover in the dirt. Let's block ads! (Why?) Source

Many factory so-called "scramblers" are little more than standard models with a high-mount exhaust and dual-sport tires. Ducati has proven that its Scrambler, and its Desert Sled version, in particular, are the real deal with a Hooligan class win at this year's Mint 400. This short film focuses on Fasthouse riders Ricky Diaz and Jordan Graham as they prepare for and run the race. It's quite different than most racing films that feature the race, the lap times, and the competition itself. This one shows us the guys and their experiences, from enthusiastically accepting Ducati's invitation to ride for them to Graham's victory celebration, and everything in between. We get to see aspects of the race effort we often don't get to see, such as Diaz and Graham preparing and testing the bikes, checking in, going through tech inspection. The start is always impressive, and so is the controlled chaos of pit stops. Sure, there are lots of great aerial shots of them tearing through the desert, too, because that always looks cool. Although Diaz didn't finish the race after breaking his shifter off, he's still featured prominently throughout the film. The team even saved a couple of beers for him when he got back. This film manages to be a professional, polished production while still making it look like just a movie about a couple of guys going desert racing one weekend. That's probably the point, to help you feel like you're in their shoes, and by extension imply that you can do what they do on a Ducati Scrambler. Most of us don't have the racing chops that these guys do to make that a reality, but it's fun to dream and pretend as we rip down our local dirt roads. Let's block ads! (Why?) Source

For anyone anxious to get outside, Husqvarna Motorcycles just introduced its full 2021 enduro range! Husky has two-strokes and four-strokes to suit all your trail-riding needs. Restyled but still sporting those classic blue, yellow, and white shades you know and love, everything is fuel-injected and ready for you to pilot it off into the wilderness. Featuring WP XPLOR forks and WP XACT shocks, the TE and FE enduro ranges are ready for all the action you care to throw at them—or possibly even throw them at. Other features consistent throughout the MY 21 line include: Magura hydraulic clutch and brake calipers, GSK brake discs, a ProTaper handlebar, progressive throttle mechanism and ODI grips, laser-engraved D.I.D. wheels, Pankl Racing Systems gearboxes, electric start, a lightweight lithium ion battery, CNC-machined triple clamps, 2-piece carbon composite subframe, and adjustable engine mapping on all models. The four-stroke FE range also gets traction control across all models. Style differences are small, but there’s much more of Husky’s navy blue on board than there was for 2020. Forks on all models are still that distinctive yellow, bearing the color scheme that pays homage to Husqvarna’s Swedish roots. It might nestle alongside KTM and GasGas under the Pierer Mobility Group umbrella, but the brand is still keen to maintain its distinct identity. 16 Photos From June 2020, you’ll be able to purchase your choice of the TE 150i, TE 250i, TE 300i, FE 250, FE 350, FE 450, and/or FE 501 through all authorized Husqvarna dealers worldwide. Prices and availability on individual models may vary, so you should contact your local dealer with any questions you may have. Since every geographic region is dealing with the global pandemic differently, you may also want to ask about the possibility of home delivery in your area before you take it off to the trails to ride far, far away from it all. Source: Husqvarna Let's block ads! (Why?) Source

You love the Honda CT125, we love the Honda CT125, everyone loves the Honda CT125. It’s one of the most highly anticipated models of the year, and for the past few months, we’ve had our fingers crossed that Honda will send it over to the U.S. Granted, the new Fireblade looks pretty badass but admit it: nothing really compares to the compact versatility of the Hunter Cub. While we wait for Honda to confirm whether the adventure Cub will come to the New World, other countries are getting their own launch. After Japan, Thailand is next on the market expansion list and Honda Thailand gives us a peek at the CT in off-road action. If you didn’t want the mini bike to come to North America really badly already, now you definitely will. Just like its CT ancestors, the new Hunter Cub is designed to get off the beaten paths and that’s what the trailer is meant to showcase: the road doesn’t have to end where the asphalt does. As such, the video shows how comfortable the CT is in the woods, in gravel, on the beach, and even on a rocky trail, while highlighting the features that make it so versatile. From the skidplate and high-set exhaust to the long-travel suspension and luggage rack, the Cub is ready for adventure and it seems like there’s virtually nowhere it won’t go. If it won’t by conventional means, at only 265 pounds, you can also easily push it there. The 1.43-gallon tank is tiny by motorcycle standards but that plenty for the Cub that only needs a tiny sip to keep going. Considering the Super Cub is offered here, we have high hopes that the Hunter Cub will follow and that the model won’t remain confined to the boundaries of the Eurasian continent. We only have to be patient; with a bit of luck we’ll get an announcement before the end of the year. Let's block ads! (Why?) Source