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Better late than never, right?

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Kevin Cameron (Robert Martin/)

This is clearly a stupid question. Because people use motorcycles for so many different purposes, this is like asking which  fighter aircraft of World War II was the best. Best defensive interceptor? Best bomber escort? Best carrier fighter? Ground attack? Night? The requirements for each category are so different that they make the question pointless.

Yet in 1972, there was the late professor Gordon Blair, announcing that the ideal displacement for a motorcycle—at least for lap time and at that moment—was somewhere around 375cc.

Why? Because, with Honda winning the Daytona 200 in 1970 with a derivative of its new CB750 four, and a BSA 750 triple taking the 1971 race, it was a shock to see the great race won in 1972 and ’73 by little Yamaha 350 twins with less than half their displacement.

That time the clear cause was tires. The then-new 750 two-strokes from Suzuki and Kawasaki tore up their tires while the 350 twins cruised. Tires continue to define limits today; MotoGP races are won by the best tire management.

It happened again in 1982-83 when Freddie Spencer rode Honda’s lighter, lower-powered three-cylinder NS500 against the might of the four-cylinder rotary-valve Grand Prix establishment. Again, a surprise; he became world champion in 1983 with the least power in the paddock.

As new product was released in the late 1980s, Honda’s CBR1000F boldly pushed on toward 600 pounds. But the emerging sportbike market was seized by Suzuki’s revolutionary GSX-R750, which was, in round figures, 100 pounds lighter than its apparent competitors. This would not be the last time the market was seized by making a motorcycle lighter, less bulky, and easier to ride; think of the 1998 intro of the 1,000cc Yamaha R1, which was hailed as “feeling like a 250.”

How much power can we use? Through the sportbike era the cry had been “Too much is just enough!” But today, we have to ask: What’s wrong with the KTM 890 parallel twin’s 120 hp in a (claimed) 400-pound package? Let’s do the numbers: The CBR1000F’s 602-pound wet weight plus a 175-pound rider is 777 pounds, which must be thrust forward by 113 rear-wheel horsepower (RWHP) for a power-to-weight of 6.88. Compare to the 890′s maybe 111 RWHP: 405 + 175 = 580/111 = 5.22 lb./hp.

Okay, I’m comparing 1987 with 2020, which is unfair. But the point I’m trying to make is that today’s smaller, lighter bikes are achieving greater overall performance than the admired giants of the past, and seasoning the result with lightness and agility at the same time.

Now let’s factor in Honda’s World Superbike homologation special, the CBR1000RR-R. Weight is maybe 443, wet, and CW’s dyno found 165 RWHP. So 440 plus the 175-pound rider is 615, then divide by 165 to get 3.74 pounds per horsepower. Pretty impressive.

But let’s consider lightness and agility. We know that Dorna’s new electric bike class has run at selected MotoGP events. The spec Energica electric racebikes generate extreme torque and accelerate hard. But perhaps because of their 589-pound weight and its effects on tire durability (to say nothing of agility), their lap times remain slower than those of Moto3, which is powered by (drum roll) single-cylinder 250cc engines making roughly 55 hp.

Do I hear a chorus of angry “Yabbuts”? Yes, certainly, more powerful bikes usually lap more quickly in races when ridden by experienced pro riders. And they are quicker away from the stoplight for anyone with the knack.

What happens when Mr. Checkbook shows up at the trackday with his 214 hp missile? Do others, impressed by his financial achievement, meekly load up and leave? No, the frequent result is the local ace on a banged-up nothing of a bike (he has grind marks on his fork caps) repeatedly passing the Checkbook Special on the brakes, on the outside, over and over until its rider becomes frustrated enough to run off, crash, and do 10 or 15 grand of damage. Multiple riding modes and anti-spin electronics are great, but even in these modern times there is still no Win Mode. That can come only from the rider, whose skill may very well be a replacement for displacement.

How much performance can we, as average riders, actually use? As our experience and skill increase, we may be able to use more. But not always. I’ve seen a fair number of riders who were pretty good on a 125, a bit slower on a 250, and a bunch slower on a 750 or 1000.

There’s another point to consider. As motorcycle manufacturers have tackled tightening emissions limits, they’ve had to shorten cam timing to prevent loss of fresh charge out the exhaust during the overlap period (so-called “hot” cams begin to open the intake valves well before TDC, and the exhausts don’t close until some time after TDC, providing a “window” through which charge loss can take place). As it happens, the shorter the cam timing (giving less valve overlap and lower emissions of unburned hydrocarbons), the broader and easier to ride the powerband becomes. Especially if the manufacturer is compensating for the shorter timing by opening the valves further (higher valve lift). This is more appreciated now that the competitive madness of the sportbike era is behind us. Bikes can now have good performance without need of spiky torque curves.

Here I have to repeat a story I’ve told before. Back when Honda was considering building a light, powerful 900cc four-cylinder sportbike, there was concern that average street riders might find such a bike to be just too much. Accordingly, a numerical “rideability index” was devised and a prototype was built to showcase the qualities the research had identified. As you’d expect, focus groups of average riders loved the bike. What was not expected was that professional riders also went faster on the highly rideable bike than they did on their highly tuned hot rods.

Thus, there is a difference between a bike that’s just frightening and hard to ride and a bike that actually does what you ask it to. Enjoyment of life is the goal, so it’s sensible to seek bikes that make us happy.

Why do we ride motorcycles? Is it just good fun that we can afford? Do we seek a lick of too-muchness, scaring ourselves back to basic sanity? Is it the healing isolation of no phone, no talk, no distractions, and eyes on the horizon? Is there an element of the peacock’s feather display? Do we hope that “When something comes up to me, he don’t even try” (thank you, Brian Wilson)? Does it allow us to feel we have, through the multiplying effect of the motorcycle, “take[n] up arms against a sea of troubles” (thank you, Bill Shakespeare)?

Despite the reams of psychoanalytic tripe that have been written about “the motorcycle,” it’s different for everyone. I’ve seen really large men on extended-and-lowered wheelie-bar-equipped ‘Busas making not-too-graceful U-turns on Route 92 in front of the Daytona Speedway. I saw, at least 25 years ago, four young women laughing and shouting as they struggled with the weight of the Sportsters they were riding through a two-stoplight town in New Hampshire. Blip the throttle as you look over at the banged-up twin next to you. Are there grind marks on its fork caps?

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Harley’s latest designs suggest the company’s future models might institute radar-assisted safety features. (Harley-Davidson/)

Harley-Davidson might currently have the image of a company that’s anchored in the past, but the firm’s engineers aren’t short of ideas for the future and their recent R&D activity suggests there’s a particular focus on improving safety in the years to come.

We’ve already seen Harley working on its own variation of the radar-assisted cruise control systems that look to be the next big battlefield for luxury bike brands. BMW and Ducati have already debuted their own takes on the idea, both using Bosch equipment, in the 2021 R 1250 RT and Multistrada V4, with KTM set to follow suit soon using a similar setup. Harley’s take on the idea, which we revealed in 2019, puts a different spin on the potential for radar-assisted riding by focusing on groups of bikes moving together, allowing riders to “lock on” to other bikes and maintain position in relation to them. However, that’s far from the only possibility that the company sees in the development of intelligent cruise control systems.

One of several new patent applications show H-D working on radar-assisted automatic braking systems. (Harley-Davidson/)

Just recently we’ve seen more activity from Harley-Davidson in the form of multiple patent applications filed in relation to radar systems and cruise control. The first is the latest in a string of patents that the firm has filed over more than two years in relation to a radar-assisted automatic braking system. First seen in a 2018 patent, the system uses the same front radar that senses the distance to the vehicle ahead to make adaptive cruise control work, but instead of merely modulating the bike’s speed to keep pace with traffic it’s tied in with an emergency braking system and a whole array of rider awareness sensors in an effort to prevent or mitigate crashes.

The idea is one that’s already familiar from many modern cars, but bikes present a whole new set of problems. Where a car can relatively safely be set up to automatically perform emergency braking maneuvers, any unexpected application of the brakes could be potentially disastrous on a bike if the rider isn’t prepared. It’s no good having a bike slam its own anchors on to avoid a crash if the result is the rider being thrown off because he wasn’t braced for the resulting forces.

The auto-braking system uses sensors to evaluate the bike’s condition before applying the brakes. (Harley-Davidson/)

As such, Harley’s auto-braking system, which has been subject to at least three patent applications and two granted patents over the last three years, applies a series of checks, using sensors to judge the rider’s awareness and seating position before going ahead with an automated emergency braking maneuver. The system first checks if the rider is already braking. If the answer is “yes” but the system judges that the bike could be braking harder (many riders aren’t aware of how quickly a bike can stop if needed), it applies more brake force until it reaches the maximum potential deceleration.

Other sensors measure the rider’s awareness and body position to determine if rider alerts should precede braking actuation. (Harley-Davidson/)

If the answer is “no,” it runs through checks on the rider’s position and awareness, using sensors measuring the gripping force on each bar and in the seat to judge whether it’s safe to go ahead with the emergency stop. The patent also suggests a rear-facing camera set into the instrument panel and focused on the rider’s face, or a helmet-mounted camera focused on the rider’s eyes, could be used to judge awareness. If the computer decides the rider isn’t paying enough attention for it to safely apply the brakes automatically, it’s tied into audible, visual, and haptic alert systems, potentially using vibration motors in the bars like those in games console controllers, along with warning lights and a buzzer, to get his or her attention before going ahead with the emergency stop.

Another idea H-D’s working on? GPS-assisted cruise control for groups of riders. (Harley-Davidson/)

The radar setup isn’t the only cruise control-related idea Harley’s working on, as another recent patent reveals a plan for a system based on GPS rather than wheel-speed sensors to make life easier for groups of riders, all using cruise control.

Harley’s patent describes the problem, saying: “Motorcycle riders may often travel together in groups. During long journeys, the riders may coordinate their speeds and set a speed of their individual motorcycles using a cruise control system. However, variations in motorcycles, components, sensors, and the like can cause slight variations between the speeds of the different motorcycles in the group. These variations can cause distances between the motorcycles in the group to change over time. These changes require riders to change their set speeds to either increase…or decrease their speeds, as needed. However, the variations between motorcycles continue to exist, which often requires riders to constantly adjust their speeds. This issue is compounded as the size of the group of riders increases, as multiple riders will modify their speed settings during the ride with no coordination of speed available.”

The solution? Get all the bikes to use a GPS-assisted cruise control that can make sure they’re riding at precisely the same speed. Even by only making occasional GPS speed checks, the computer will know how far off its own wheel-speed sensors are from perfection and compensate, ending the constant juggling of cruise control settings as you try to keep pace with the bike ahead.

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Hello Help,

Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask.

Why not tell us a bit about yourself too. 

 

Hello david-64,

Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask.

Why not tell us a bit about yourself too. 

 

They're not real (yet), but here's an idea of what they might look like.

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2021 Moto Guzzi 100th Anniversary livery. (Moto Guzzi/)

Following the news that Moto Guzzi is updating its V7, V9, and V85 TT models for 2021, the Mandello del Lario marque is unveiling limited-edition silver and green livery in honor of its centennial. Students of motorcycling history (“there are dozens of us!”) will find the inspired color scheme a long overdue comeback and a fitting tribute to a rich history headlined by one of motorcycling’s most legendary racing machines.

The V7 Stone 100th Anniversary will land at US dealerships at the end of March with an MSRP of $9,190, the V9 Bobber 100th Anniversary ($10,690) will arrive in July, and the V85 TT Adventure 100th Anniversary will land by the end of April 2021 and cost $13,190. The Anniversary models will feature the iconic colors, leatherlike saddles, and a special gold eagle emblem.

The 2021 V85 TT was updated for 2021 and looks extra sharp in silver and green. (Moto Guzzi/)

In 1921, Genoese entrepreneur Emanuele Vittorio Parodi, his son Giorgio, and friend Carlo Guzzi founded the company and selected an eagle as its emblem in honor of Giovanni Ravelli, Parodi’s friend and fellow pilot, who died in a test flight in 1919. Moto Guzzi quickly became a major producer. And a major player in grand prix racing.

The reunion of the Larian eagle and the silver and green paint evokes its most luminous period, reminding motorcyclists of the marque’s grand racing heritage. By the 1950s, its facility overlooking Lake Como—where it produces motorcycles to this day—was outfitted with the latest tooling and R&D technologies. In its employ was an army of engineers and old-world craftsmen who produced aircraft parts during the war.

Silver and green are to Moto Guzzi as silver and red are to MV Agusta. It’s a shame the livery is reserved for 2021 only. Hopefully we won’t have to wait another 100 years for Guzzi to bring it back again. (Moto Guzzi/)

Moto Guzzi was particularly dominant in the 350cc class, where it won the world championship every year between 1953–1957. Its sweet-handling single-cylinder racer defeated the likes of the DKW two-stroke triple and the inline-four Gilera. At the same time, Guzzi developed a 500cc V8 roadracer, the legendary Otto Cilindri. The Honda NR500 of its day, the V8 featured innovative thinking that proved both its making and its doom. Like the oval-pistoned Honda, it never realized its potential, but remains one of motorcycling’s greatest icons. Just consider: The Otto Cilindri was liquid-cooled; it revved past 12,000 rpm; its engine was impossibly narrow given the number of cylinders; and the whole bike weighed a mere 330 pounds—the same as today’s MotoGP bikes. And it was fast. Really fast. At the 1957 Belgian Grand Prix, the Otto Cilindri was clocked at a hair-raising 178 mph. With its hand-formed green dustbin fairing and silver tank it’s immediately recognizable for the legend it is.

The Otto Cilindri. (Moto Guzzi /)

While other European motorcycle manufacturers, like Triumph and Ducati, have achieved notoriety in the broader cultural milieu, Moto Guzzi has remained less visible to the unwashed masses. And that’s just fine by us. While an anniversary paint scheme will mean little to the unacquainted, it will serve as a reminder of the brand’s legacy to the proud Guzzi owners who revel in the famous colors of a glorious past.

The V9 Bobber in front of the Moto Guzzi Rowing Club. Yes, there’s a rowing club. (Moto Guzzi/)

It’s been an exceptional hundred years. With newly updated models, Moto Guzzi is on firm footing to begin its next one hundred years. Happy birthday, Moto Guzzi.

 

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New documents show KTM’s upcoming 1290 Super Duke RR will likely be lighter and somewhat cleaner than the 1290 R. (KTM/)

The slow-drip pattern of info for new 2021 KTM models seems like it’ll continue with the revamped, radar-equipped 1290 Super Adventure set to take a bow on January 26, followed by a high-spec 1290 Super Duke RR shortly afterward. But more details of the new Super Duke RR have started to emerge thanks to published emissions tests results and type-approval documents, confirming some of the changes we can expect on the bike.

German emissions tests were the first firm evidence of the bike’s existence. Published in December, they revealed that the bike’s peak power, 132kW (or 179 hp), is the same as that of the standard Super Duke R, but that the RR’s emissions differ slightly, with higher carbon monoxide output and lower hydrocarbons and NOx results.

Now further information has emerged via type approval documents in Europe that reveal a little more about the Super Duke RR.

Type approval documents show the new RR will likely get a new exhaust, possibly this titanium Akrapovič unit. (KTM/)

Firstly, the documents confirm that the RR gets a slight change to its exhaust, with one of the type-approved silencers featuring a different part number than that on the Super Duke R. A check against KTM’s PowerParts web page reveals that the new number matches the optional Akrapovič slip-on titanium and carbon silencer already offered as an extra for the Super Duke R. This tweaked exhaust probably accounts for the minor change in emissions performance during the German type-approval tests.

A tweaked exhaust is probably the main reason for the RR’s different results in German emissions tests. (KTM/)

An aftermarket exhaust alone doesn’t merit a completely new type-approval and model designation though, so what else varies on the Super Duke RR? The big difference between the RR and the Super Duke R is weight, with the high-spec new model coming in 10 kilograms (22 pounds) lighter than its cheaper sibling. The documents we’ve seen list the two bikes in an unusual way, including a full tank of fuel and adding an arbitrary 75 kilograms (165 pounds) for an “average” rider. They put the Super Duke RR at 275 kilograms (606 pounds) in this form, which sounds massive, but once the 75-kilogram/165-pound rider is removed it comes to a neat 200 kilograms (441 pounds) for a fully fueled curb mass. In the equivalent type-approval documents for the Super Duke R, the existing model is listed at 285 kilograms (628 pounds) including all fluids and a 75-kilogram rider, putting its wet curb weight at 210 kilograms (463 pounds).

RELATED: Onboard Video: One Lap Aboard The 2017 KTM 1290 Super Duke R At The Losail International Circuit

A lower curb weight, reduced hydrocarbons… Plus the new pipe just flat out looks better. (KTM/)

Just to add another layer of confusion, KTM normally quotes “dry” weight for its bikes, with no fuel, water, or oil on board. In this form the normal 1290 Super Duke R comes in at 189 kilograms (417 pounds), so it’s likely the 10-kilogram-lighter RR will be listed at 179 kilograms (395 pound) on the spec sheet.

If KTM chooses to use other components from its PowerParts catalog, that will also shave pounds and boost performance on the new RR. (KTM/)

Where does the weight saving come from? That’s not known for certain, but the strong money must be on the use of more of KTM’s PowerParts components. The firm offers a full carbon bodywork set for the 1290 Super Duke R, and paired with the titanium Akrapovič pipe, the lighter mass of those parts might add up to a reasonable slice of the 22 pounds the Super Duke RR has lost. Other PowerParts like CNC-machined triple clamps and footpegs are also likely to be used, adding up to further weight savings.

Lighter wheels and/or machined triple clamps and footpegs might also appear on the new bike. We’ll find out soon enough. (KTM/)

Whether the firm goes further still and adds lightweight wheels or higher-spec suspension remains to be seen, but we don’t have long to wait before we find out as KTM is expected to unveil the 1290 Super Duke RR officially within a few weeks.

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Piston internal combustion engines are still the most effective at the time being despite advances in alternative propulsion methods. (Ducati/)

It’s clear from some of the comments appearing on this site that there are quite a few people who are impatient at how slowly the future of transportation is arriving. That’s only natural, as the hype celebrating battery power so easily outruns reality.

Therefore I ask myself, as I’m about to write something about motorbikes and their internal combustion (IC) engines, “Is this all irrelevant now, devoid of interest because it’s about to be swept away by the very next thing? Am I just a playback of tech writers of the 1930s, scribbling on about variable cutoff schemes for steam locomotives when diesel was the obvious future, boosting fuel efficiency by a factor of six?”

It’s not that simple. A while back I wrote a series of five articles for this site on electric vehicle propulsion: on electric motors, batteries, power supplies, charging systems, and component cooling. They provoked near-zero interest from our readers. No one at all wrote in saying “Gimme more! I thirst to hear about more efficient IGBT power transistors and I-squared R heating!”

Piston IC engines are still the norm and will be for quite some time. (Ducati/)

Therefore I think I should periodically review the several reasons why piston IC engines are still with us, still responding usefully to development, and likely to continue for quite a while.

1. The world is tooled to produce, service, and supply consumables to the IC engine. This is a complex economic system; scrapping and replacing an existing economic system is a huge expense that responsible money managers seek to avoid. Scrap and replace 160,000 gas stations? Retrain 756,600 auto technicians (US Bureau of Labor Stats 2019 figure)? The replacement processes for steam-to-diesel and aircraft piston engine-to-turbine were driven, respectively, by strongly positive fuel and maintenance economics and by the Cold War. If anything, IC-to-electric suffers from negative economics for two major reasons: batteries remain expensive and electric-car makers understandably like their present upmarket customers. Tesla is the new Cadillac.

2. For a time in the 1950s and ’60s the “mechanix magazines” (the print equivalents of today’s New Atlas and similar tech-enthusiast websites) told us to make ready for turbine cars, as Rover in England and Chrysler in the US showed prototypes. But no, the efficiency of gas turbines falls steeply as they are throttled to less than full power, and cars and bikes typically cruise on 15 to 25 percent power. Giving the turbine a regenerator, which recycles exhaust heat, reduced fuel consumption but made the power system quite large. The efficiency of the piston IC engine depends on its compression ratio, which doesn’t change with load. Cheap turbines were expected to appear as miracle ceramics replaced expensive jet engine superalloys, but it took decades longer than expected. As turbines are made smaller, loss from tip leakage around whirling turbine blades increases loss. Yes, the large fan engines on commercial aircraft have active tip clearance control, but those engines cost tens of millions apiece. And so turbine road vehicle engines were briefly hailed, then became a yawn.

3. A favorite of tech writers is to compare the fuel efficiency of piston IC engines (between 25 and 42 percent, roughly) with the electrical efficiency of electric motors, which has been in the mid-to-high 90s for more than 100 years. Fuel efficiency and electrical efficiency are not the same, because that comparison leaves out the fuel efficiency of generating electricity. According to the US Energy Information Agency, 79 percent or more of US electricity in the first half of 2020 came from thermal plants, mostly burning natural gas, some coal, and the fissionable materials whose radioactive decay heats nuclear plants. Conventional thermal plants (coal, nuclear) offer roughly 35 percent efficiency, but the best of the new combined-cycle gas/steam turbine plants now coming online push 60 percent. The fast-starting simple-cycle gas turbine plants used to compensate for the on-again, off-again nature of wind and solar offer lower efficiencies in the range of 25–30 percent. Around 10 percent of generated electricity is consumed by transformer and line losses, and for electric vehicles there are the battery’s charge-discharge cycle and power supply efficiencies to consider, which are in the range of 75–85 percent and 90 percent respectively. Not surprisingly, when you work through all the energy transformations involved in the two systems—IC power and battery-electric—there is no clear advantage to either one. Yes, petroleum must be wrested from the earth, processed into fuels, and delivered to the user, but there are similar costs on the electrical side regarding the supply of natural gas, coal, and uranium.

4. From time to time we are told promising power sources are “now being tested at Southwest Research Institute,” as if being tested were the same as being proven outstandingly efficient. Such power sources are also being shown to the usual possible investors. There have been new types of steam engines, superefficient Stirling-cycle engines, and marvelously compact barrel and rotary piston engines. All depend upon some combination of energy transformations. Chemical energy from fuels must be converted into heat and thence into pressure or velocity. Power from gas pressure or velocity must be converted into mechanical power such as a rotating shaft. Electrical power must be transmitted through resistances and processed into waveforms that can drive efficient electric motors. Each transformation involves some loss. Then the question is, can a hoped-for gain in efficiency pay the costs of converting the world to the new system?

One thing we know: There will be surprises. At present, the possibility of commercial fusion power is attracting fresh attention, just as is commercial space flight. Will private capital and the profit motive do the trick of unleashing unlimited electric power? Will inexpensive and safe battery systems enable wind and solar to power the world day and night? Let’s live long and see how it all plays out.

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2021 Husqvarna FC 450 (Husqvarna/)

Ups

• Engine maps make power delivery easy to control<br/>
• 236-pound wet weight makes it the second lightest in its class<br/>
• Strong, responsive Brembo brakes<br/>
• Corner carver with neutral handling<br/>
• High-quality components like the ProTaper handlebar, Magura hydraulic clutch, and ODI grips

Downs

• Lacks low-end grunt compared to its competitors<br/>
• Not a very crisp throttle response<br/>
• Feels a touch heavy despite its light weight, which could be attributed to the engine character

Verdict

Whether settling in corners with its light 236 pounds or accelerating away from the gate with its easy-to-control engine, the FC 450 has what it takes to be a vet-friendly full-size motocrosser.

2021 Husqvarna FC 450 (Jeff Allen/)

Overview

The Husqvarna FC 450 is a four-stroke full-size motocross bike from the Austrian manufacturer. The latest FC 450 participated in Dirt Rider’s 2021 450 Motocross Bike Comparison where test riders ranked the model against the Yamaha YZ450F, Kawasaki KX450, Honda CRF450R, and KTM 450 SX-F. Because of its competitive power figures, quality components, neutral handling, and fantastic brakes, this Austrian four-stroke is competitive within its class, but due to the lack of low-end power, uncrisp throttle response, heavier-feeling engine character, the motorcycle placed fourth overall.

Updates for 2021

As covered in Dirt Rider’s First Look of Husqvarna’s 2021 machines, the FC 450 has experienced the following changes: a new mid-valve damping system in the WP Xact air fork, new low-friction linkage seals on the WP Xact shock, 10mm-shorter fork cartridges and outer tubes, new seat texture, and new graphics.

Pricing and Variants

The FC 450 is priced at $10,299. The FC 450 is also available in the Rockstar Edition for an MSRP of $11,399. The Rockstar Edition, which will make its debut in the 2021 Supercross and Lucas Oil AMA Pro Motocross Championship series, features add-ons not seen on the base FC 450 such as Husky’s new Connectivity Unit and a Brembo hydraulic clutch (instead of the Magura seen on the FC 450). It also flaunts several parts from the Husqvarna Technical Accessories catalog.

2021 Husqvarna FC 450 Rockstar Edition (Husqvarna/)

Powertrain: Engine, Transmission, and Performance

A liquid-cooled, SOHC, single-cylinder 450cc engine resides within the steel central double-cradle frame. On our in-house dyno, this produced 55.0 hp at 9,200 rpm and 34.6 pound-feet of torque at 7,400 rpm placing it in second in terms of peak horsepower in Dirt Rider’s 450 shootout.

Analyzing the engine during our first ride, test riders stated that it “has the easiest to control engine of all the 450 motocross bikes.” Further, “With its smooth and linear power delivery, the FC 450 is easy to ride and decreases fatigue in longer motos, both of which make it friendly for and appealing to vet riders.”

2021 Husqvarna FC 450 (Jeff Allen/)

Handling

Thanks to the decreased suspension travel of its WP Xact fork and shock, the Husky corners well and is a mostly neutral-handling motorcycle. The improvements also served the rider well in our first ride. We noted that it turns better and is a little easier to hang on to, and for riders less than 165 pounds it is probably close to perfect in stock trim, yet the suspension’s significant amount of adjustability can make it ideal for many rider sizes.

Brakes

The Brembo brakes are reportedly the strongest in the class. A two-piston caliper at the front is paired with a 260mm disc, and a single-piston caliper and 220mm disc make up the rear unit.

Fuel Economy and Real-world MPG

Fuel economy figures are not currently available. The FC 450 has a 1.9-gallon fuel tank.

Ergonomics: Comfort and Utility

In our first ride, Allan Brown stated that the rider triangle has not changed at all; “it’s the overall bike that is lower to the ground—not just a lower seat.” The ProTaper handlebar, levers, and ODI lock-on grips are all great, and the cockpit is large and roomy thanks to that wide ProTaper handlebar.

2021 Husqvarna FC 450 (Jeff Allen/)

Electronics

Traction control and two engine maps are equipped on the FC 450, which are accessed via switches located on the left handlebar.

Warranty and Maintenance Coverage

The Husqvarna FC 450 is covered for 30 days from date of purchase.

Quality

Down to the details like premium Brembo brakes, high-quality Magura clutch, comfortable ProTaper handlebar, and ODI lock-on grips, the FC 450 features some high-quality components.

2021 Husqvarna FC 450 (Husqvarna/)

2021 Husqvarna FC 450 Claimed Specifications

MSRP:	$10,299
Engine:	450cc, SOHC, liquid-cooled, single-cylinder four-stroke
Bore x Stroke:	95.0 x 63.4mm
Transmission/Final Drive:	5-speed/chain
Fuel Delivery:	Keihin electronic fuel injection w/ 44mm throttle body
Clutch:	Wet, multiplate, hydraulically actuated
Engine Management/Ignition:	Keihin EMS
Frame:	Steel central double cradle
Front Suspension:	48mm WP Xact fork, air pressure, compression damping, and rebound damping adjustable; 11.8 in. travel
Rear Suspension:	WP Xact shock, spring preload, high-/low-speed compression damping, and rebound damping adjustable; 11.8 in. travel
Front Brake:	Brembo 2-piston caliper, 260mm disc
Rear Brake:	Brembo 1-piston caliper, 220mm disc
Wheels, Front/Rear:	Spoked D.I.D; 21 x 1.60 in. / 19 x 2.15 in.
Tires, Front/Rear:	80/100-21 / 120/90-19
Rake/Trail:	26.1°/N/A
Wheelbase:	58.5 in.
Ground Clearance:	14.6 in.
Seat Height:	37.0 in.
Fuel Capacity:	1.9 gal.
Wet Weight:	223 lb. (w/o fuel)
Contact:	husqvarna-motorcycles.com

Cycle World Tested Specifications

Seat Height:	37.4 in.
Wet Weight:	236 lb.
Rear-wheel Horsepower:	55.0 hp @ 9,200 rpm
Rear-wheel Torque:	34.6 lb.-ft. 7,400 rpm

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2021 KTM 450 SMR (Jeff Allen/)

Ups

• Finely tuned supermoto performance available at the dealership<br/>
• Strong performance basis of ultra-competitive KTM 450 SX-F motocrosser<br/>
• Top-shelf Brembo brakes<br/>
• Consistent Suter slipper clutch

Downs

• Low 16.5-inch front tire availability<br/>
• Racetracks few and far between in some geographical locations

Verdict

A dedicated supermoto machine that is ready to rock the kart track straight off the showroom floor.

Overview

The 2021 KTM 450 SMR looks to break the often expensive and time-consuming barriers of entry to supermoto racing as a dedicated racebike that’s available at the dealership. KTM took the highly potent 450 SX-F motocross platform, fitted it with supermoto-specific components like Brembo brakes, Bridgestone racing slicks, and a Suter slipper clutch among other bits, and cut it loose for closed-course supermoto racing. And it’s ridiculously fun.

Updates for 2021

The KTM 450 SMR is an all-new motorcycle for the 2021 model year, following a seven-year hiatus in the North American market.

Pricing and Variants

Priced at $11,299, the KTM 450 SMR is $1,100 more expensive than the 450 SX-F on which it’s based. The KTM’s supermoto counterpart, the Husqvarna FS 450, has an identical $11,299 MSRP.

Powertrain: Engine, Transmission, and Performance

KTM 450 SMR used the same 450cc, SOHC, liquid-cooled single as found in the 450 SX-F motocross platform, which last produced an impressive 54.8 hp at 9,500 rpm and 34.6 pound-feet of torque at 7,400 rpm on our in-house Dynojet 250i dyno. Internally, KTM mated a supermoto-specific Suter slipper clutch to its five-speed gearbox for consistent deceleration.

Road Test Editor Michael Gilbert noted in his First Ride Review, “The 450 SMR has smooth, predictable power delivery at corner exit, which makes for deceivingly fast straightaway speed. At first touch of the throttle, the KTM offers crisp, tractable acceleration before rocketing off the corner with the front wheel pointed skyward.”

2021 KTM 450 SMR (Jeff Allen/)

Handling

The KTM 450 SMR shreds tight kart track layouts with serious conviction, with an incredible balance of agility and confidence-inspiring composure. The Bridgestone Battlax racing slick tires offer seriously impressive amounts of grip, while the feel and performance of the WP Xact suspension suit the needs of supermoto well.

Brakes

A top-shelf Brembo M50 four-piston Monoblock caliper clamping to an oversize 310mm disc brings the 450 SMR to a serious halt, with great feel at the lever.  A single 220mm wave rotor and single-piston caliper handle rear braking duties.

Fuel Economy and Real-world MPG

Claimed or measured mile-per-gallon information is not available.

Ergonomics: Comfort and Utility

KTM struck balance in a well-proportioned rider triangle with a narrow midsection at the radiator shrouds. The Neken handlebar is a touch wide for our liking, especially in head-down roadrace position. Seat height is a claimed 35 inches, which is significantly lower than the SX-F motocrosser’s measured 37.6 inches due to the reduced suspension travel. At 5-foot-7, Road Test Editor Michael Gilbert found it comfortable at slow speeds and stops.

Electronics

The KTM 450 SMR comes equipped with two selectable engine maps, which tailor power delivery. A traction control aid is also equipped, and can be disabled. Both the engine maps and TC can be changed on the fly via buttons located on the left handlebar.

A launch control map is also equipped for race starts.

Warranty And Maintenance Coverage

No warranty information is available.

Quality

Fit and finish quality of the 450 SMR is second to none. KTM fitted the platform with only top-shelf supermoto specific components, like the Suter slipper clutch, Alpina wheels, and Bridgestone Battlax racing slicks.

2021 KTM 450 SMR (Jeff Allen/)

2021 KTM 450 SMR Claimed Specifications

MSRP:	$11,299
Engine:	450cc, SOHC, liquid-cooled single-cylinder four-stroke
Bore x Stroke:	95.0 x 63.4mm
Transmission/Final Drive:	5-speed/chain
Fuel Delivery:	Fuel injection w/ 44mm throttle body
Clutch:	Wet, multiplate, slipper clutch, Bremo hydraulically actuated
Engine Management/Ignition:	Keihin EMS
Frame:	Central double-cradle chromoly steel
Front Suspension:	WP Xact inverted 48mm, fully adjustable; 11.2 in. travel
Rear Suspension:	WP Xact monoshock, fully adjustable; 10.5 in. travel
Front Brake:	4-piston Brembo M50 radial-mount Monoblock caliper, 310mm disc
Rear Brake:	1-piston Brembo caliper, 220mm disc
Wheels, Front/Rear:	Alpina; 16.5 x 3.5 in. / 17 x 5.0 in.
Tires, Front/Rear:	Bridgestone Battlax Supermotard; 120/600-16.5 / 165/630-17
Rake/Trail:	26.1°/ N/A
Wheelbase:	57.8 in.
Ground Clearance:	11.4 in.
Seat Height:	35.0 in.
Fuel Capacity:	1.9 gal
Wet Weight:	225 lb. w/o fuel
Contact:	ktm.com

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2021 Yamaha YZ450F (Yamaha/)

Ups

• Torquey engine character that makes it an absolute monster on the track<br/>
• Confidence-inspiring suspension that allows for easy adjustment (if needed)<br/>
• Unparalleled stability that “encourages outside lines and higher speeds”<br/>
• Free and best-in-class tunability via the Power Tuner app

Downs

• Loud exhaust and airbox noise<br/>
• Cable clutch could be replaced with hydraulic unit<br/>
• A taller seat can improve uncomfortable rider triangle

Verdict

Although it may sing a loud tune from the exhaust and airbox, the Yamaha YZ450F’s engine, suspension, and chassis sing in great ride-quality harmony.

2021 Yamaha YZ450F (Jeff Allen/)

Overview

To determine the best full-size motocrosser for 2021, the annual Dirt Rider shootout was conducted, in which the Yamaha YZ450F took second place on the podium yet again. The reason for its continued success is that it is widely regarded for its engine power, predictable handling, and comfortable suspension. Its ergonomics, however, is one of the departments that slightly holds it back.

2021 Yamaha YZ450F Monster Energy Yamaha Racing Edition (Yamaha/)

Updates for 2021

Mechanically, the Yamaha YZ450F remains unchanged for 2021. It does feature changes with blue number plates, black fork guards, and new radiator shroud graphics where the Monster Energy Yamaha Racing edition features a factory team-inspired graphics and black plastics.

Pricing and Variants

The Yamaha YZ450F is slated as one of the most capable motocross bikes right off the showroom floor, and at the dealer showroom you will find it has an MSRP of $9,399. The Monster Energy Yamaha Racing Edition is also available at an MSRP of $9,599.

Powertrain: Engine, Transmission, and Performance

Equipped with a 449cc, liquid-cooled, DOHC four-stroke engine, the Yamaha YZ450F is fast. To find how much power the YZ450F produces at the rear wheel, we tested it on our in-house dyno where 53.1 hp was recorded at 9,700 rpm and 32.7 pound-feet of torque at 7,400 rpm. Test rider Tanner Basso stated, “It has lots of overall power and torque, revs very quickly, and is aggressive yet rideable. Also, the Power Tuner app allows for endless fuel delivery and ignition timing tunability.”

Tunability through the Power Tuner app, first introduced in 2018, offers a best-in-class tuning capability that we found useful in smoothing the engine’s power delivery.

In regard to engine-braking we noted in our first ride that it “might be a touch more noticeable in comparison to other 450s, but for the most part, you ride the YZ450F in a lower rpm and it’s not a significant factor.”

The five-speed transmission is modulated with a cable clutch that has an easy pull and doesn’t fade. Our test riders would like to see the cable replaced with a hydraulically actuated unit.

2021 Yamaha YZ450F (Yamaha/)

Handling

The KYB suspension of the YZ450F provides the most comfort and plushest feel in the class. They are easily adjustable and work great even for a variety of rider abilities and weights. Base settings are excellent and barely require further adjustment after sag is set. Thanks to its phenomenal suspension, our test riders felt that they could push the bike harder than most of the others in the comparison.

A fairly compliant frame offers stable handling and excellent comfort, but it falls short of the Kawasaki KX450 in terms of flex.

Although it is one of the heaviest bikes in the comparison at 248 pounds, the stable handling “encourages outside lines and higher speeds.”

2021 Yamaha YZ450F (Jeff Allen/)

Brakes

Stopping the motocross bike is a 270mm disc/Nissin two-piston caliper pair out front and 240mm disc/Nissin one-piston caliper out back. In our First Ride Review, test rider Allan Brown wrote, “The Yamaha brakes have a distinctly progressive feeling. The front is easy to modulate and the rear is progressive, making it easy to drag the brake without locking up the rear wheel.”

Fuel Economy and Real-world MPG

Fuel economy figures are currently not recorded, however, the YZ450F has one of the smallest fuel capacities in the class at 1.6 gallons, the same tank size as the Kawasaki KX450.

Ergonomics: Comfort and Utility

The cockpit of the YZ450F is particularly roomy, especially with the handlebar positioned in the stock position. In order to reduce headshake and improve steering, our test riders preferred to move the handlebar to the rearward holes instead of the stock’s forward setting. Good news is this change did not make the cockpit feel cramped.

The rest of the ergonomics and rider triangle does feel off though. This is because the thin, low, and slightly uncomfortable seat has a noticeable dip that makes movement around the machine more difficult. Yamaha’s Tall Seat option could significantly improve these issues.

Electronics

A map switch offers two different engine maps. The YZ450F is also equipped with launch control. As stated above, tunability is easy to use thanks to the Power Tuner app, which connects to the bike via Wi-Fi.

Warranty and Maintenance Coverage

The Yamaha has a comparable 30-day factory warranty.

Quality

Although there are some gripes in terms of ergos and comfort, the YZ450F takes “best in class” for a variety of categories including suspension, engine tunability, and engine character.

2021 Yamaha YZ450F (Jeff Allen/)

2021 Yamaha YZ450F Claimed Specifications

MSRP:	$9,399
Engine:	449cc, DOHC, liquid-cooled single-cylinder four-stroke
Bore x Stroke:	97.0 x 60.9mm
Transmission/Final Drive:	5-speed/chain
Fuel Delivery:	Mikuni electronic fuel injection w/ 44mm throttle body
Clutch:	Wet, multiplate, cable actuated
Engine Management/Ignition:	N/A
Frame:	Aluminum bilateral beam
Front Suspension:	KYB Speed-Sensitive System (SSS) coil-spring fork, fully adjustable; 12.2 in. travel
Rear Suspension:	KYB shock, fully adjustable; 12.5 in. travel
Front Brake:	Nissin 2-piston caliper, 270mm disc
Rear Brake:	Nissin 1-piston caliper, 240mm disc
Wheels, Front/Rear:	Spoked wheels
Tires, Front/Rear:	Dunlop MX33; 80/100-21 / 120/80-19
Rake/Trail:	27.0°/4.7 in.
Wheelbase:	58.3 in.
Ground Clearance:	13.0 in.
Seat Height:	38.0 in.
Fuel Capacity:	1.6 gal.
Wet Weight:	245 lb.
Contact:	yamaha-motor.com

Cycle World Tested Specifications

Seat Height:	37.9 in.
Wet Weight:	248 lb.
Rear-wheel Horsepower:	53.1 hp @ 9,700 rpm
Rear-wheel Torque:	32.7 lb.-ft. @ 7,400 rpm

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Gotta keep it tight.

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2021 Honda CRF450R (Honda/)

Ups

• Significant updates for 2021 make for a major improvement<br/>
• Most powerful dyno figures for its class and fastest on the track<br/>
• Great cornering capability<br/>
• Comfortable ergonomics

Downs

• Needs better ECU mapping, because it bogs in low rpm<br/>
• Could use a suspension revalve for better all-around performance<br/>
• Slightly rigid chassis

Verdict

Its 2021 redesign makes for significant improvements over the previous model year, and its power figures continue to impress. Just a little more fine-tuning is needed.

2021 Honda CRF450R (Jeff Allen/)

Overview

The Honda CRF450R is new and improved for 2021, so much so that it is considered the most revised model in its class for the new year. It competes with motocross bikes like the Kawasaki KX450, Yamaha YZ450F, KTM 450 SX-F, and Husqvarna FC 450, as seen in Dirt Rider’s 450 Shootout, but can also find itself head to head with the GasGas MC 450F and Suzuki RM-Z450. One of the feathers in its cap is the fact that it has the most peak horsepower and torque figures of the 450 class.

2021 Honda CRF450R (Honda/)

Updates for 2021

The 2021 Honda CRF450R received so many updates that it gets nearly its own detailed article explaining them all, which you can find here in our 2021 model unveil coverage. A summarized list of changes include: a new frame/reconfigured chassis, new Nissin hydraulic clutch, redesigned exhaust system, various engine updates, refined suspension, different airbox, airboot, and air filter, new handlebar-mounted engine map select button, slimmer bodywork, new radiator shroud, and new Dunlop MX33 tires.

Pricing and Variants

The CRF450R is available at an MSRP of $9,599 and the CRF450RWE (Works Edition) is available for $12,380. The Works Edition includes the following features: a Yoshimura exhaust, Twin Air filter, Throttle Jockey seat cover, Hinson clutch basket and cover, D.I.D DirtStar LT-X rims, Kashima- and titanium nitrate-coated fork, a red cylinder-head cover, and a special cylinder-head porting.

Powertrain: Engine, Transmission, and Performance

With mechanical changes made to the engine we were curious what the dyno chart would reveal. Yet again, the Honda had the most peak horsepower and torque numbers for the third time in a row compared to the competition: 55.2 hp at 9,300 rpm and 35.1 pound-feet of torque at 7,100 rpm, which is up from last year’s documented 53.3 hp at 9,800 rpm and 32.2 pound-feet of torque at 6,900 rpm.

The engine is identified by its racy and aggressive character and controllable power. The engine accelerates the bike quickly and focuses its power between the midrange to top-end. A complaint Dirt Rider mentioned is that the engine “sporadically bogs and hesitates at low rpm. This is most noticeable when exiting corners. Interestingly, it doesn’t have this hiccup when blipping the throttle while warming it up before a moto. It only occurs when the bike is being ridden on the track and under acceleration.”

2021 Honda CRF450R (Jeff Allen/)

Handling

The CRF450R’s chassis offers more flex than its previous generation, and this is reflected in its excellent cornering performance, responsiveness, and lightweight feel. The CRF450R feels the most rigid of the group, which makes its faults in handling known on rougher tracks. The positive aspects of its handling make it better suited for tight, smooth tracks.

Test riders noted that suspension is improved for this latest-generation model, however, the Showa 49mm fork and Showa shock are “both too soft, which causes them to ride low in the stroke.” Feedback when hitting bumps and fork dive under braking were also noticeable, though the latter does seem improved since 2020. With that said, “The CRF450R’s suspension components have good bones to work with, but the fork would benefit from having stiffer springs, and possibly even a revalve of both ends would make the Showa components more suitable to the demands of a motocross track, especially a rough one like Glen Helen.”

Brakes

Being the fastest bike in the class is great, but controlling that speed is equally important. Thankfully, the red machine’s brakes do a sufficient job of slowing it down when needed. The Nissin units’ job is made easier by the fact that the 2021 CRF450R is 6 pounds lighter than the prior year model.

2021 Honda CRF450RWE (Honda/)

Fuel Economy and Real-world MPG

Fuel economy has not been recorded, however, the 1.7-gallon tank puts the CRF as the second largest tank capacity among its competitors.

Ergonomics: Comfort and Utility

Dirt Rider’s Allan Brown reported that the rider triangle is comfortable. He was very happy with how the CRF450R was slimmed down and said, “Even more surprising is that it does not bow out very much at the end of the radiator shrouds or at the rear by the muffler. The seat is narrow, thin, and just firm enough that you don’t feel the seat base, but not too firm as a result of its thinness. The handlebar, grips, and front brake lever are all the same and feel comfortable.”

Electronics

The 2021 CRF450R utilizes the new handlebar-mounted switch for toggling between three ignition maps (Standard, Smooth, and Aggressive), three levels of Honda Selectable Torque Control (HSTC), and three modes of HRC Launch Control.

Warranty and Maintenance Coverage

The CRF450R and the WE trim do not have a warranty.

Quality

The CRF’s vast improvements, slim design, cornering maneuverability, powerful engine, and comfortable ergonomics continue to hold it in high regard. Some fine-tuning may be needed, but with an expert’s touch riders can get the most out of its overall performance.

2021 Honda CRF450R (Jeff Allen/)

2021 Honda CRF450R Claimed Specifications

MSRP:	$9,599
Engine:	450cc, SOHC, liquid-cooled, single-cylinder four-stroke
Bore x Stroke:	96.0 x 62.1mm
Transmission/Final Drive:	5-speed/chain
Fuel Delivery:	Programmed fuel injection (PGM-FI) w/ 46mm downdraft throttle body
Clutch:	Wet, multiplate, hydraulically actuated
Engine Management/Ignition:	DC-CDI
Frame:	Aluminum twin-spar
Front Suspension:	49mm Showa inverted fork, compression and rebound adjustable; 12.2 in. travel
Rear Suspension:	Showa shock, fully adjustable; 12.4 in. travel
Front Brake:	Nissin 2-piston caliper, 260mm disc
Rear Brake:	Nissin 1-piston caliper, 240mm disc
Wheels, Front/Rear:	Spoked D.I.D DirtStar wheels
Tires, Front/Rear:	Dunlop MX33; 80/100-21 / 120/80-19
Rake/Trail:	27.1°/4.5 in.
Wheelbase:	58.3 in.
Ground Clearance:	13.2 in.
Seat Height:	38.0 in.
Fuel Capacity:	1.7 gal.
Wet Weight:	244 lb.
Contact:	powersports.honda.com

Cycle World Tested Specifications

Seat Height:	37.6 in.
Wet Weight:	244 lb.
Rear-wheel Horsepower:	55.2 hp @ 9,300 rpm
Rear-wheel Torque:	35.1 lb.-ft. @ 7,100 rpm

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The second custom from BMW’s SoulFuel collaboration series is Spirit of Passion, from Dirk Oehlerking of Kingston Custom. (Ben Ott/BMW Motorrad/)

Although it’s been in existence for less than a year, BMW’s R 18 cruiser has already served as the inspirational platform for a diverse assortment of wild-ass customs. Tarmac-rippling dragster courtesy of Roland Sands? Green-lit. Single-seated power cruiser from Blechmann? Check. Airy, Maserati-meets-Ernst Henne titanium art piece from Revival Cycles? Call it the Birdcage bike. It started back in 2019 with the absolutely bonkers trellis-framed build by Custom Works Zon, dubbed Departed. Along the way we even saw a sporty concept from the Haus of Munich itself in the form of the R 18 /2. But there was nothing really like this opulently curved art deco build from Dirk Oehlerking of Kingston Custom.

You can see why it’s officially called the Kingston Air Stream Roadster Limited Edition; the 1930s design influence is strong. (Ben Ott/BMW Motorrad/)

But then, that’s the whole point of a custom—to be a one-off interpretation. And even if you dismiss the bike’s bulbous front appendage as a scooter-chic cowcatcher, it might help to know that this build is officially called the Kingston Air Stream Roadster Limited Edition. So yeah, there’s some history there.

The bodywork, fenders, and fairing are all handmade, but most of the stock R 18 lives on underneath. (Ben Ott/BMW Motorrad/)

In the custom world though, this creation is dubbed Spirit of Passion, and the wildly inflated fairing is the clear visual draw here, with all the bodywork, handlebars, and fenders handmade and finished by Kingston. The BMW R 18 exhaust was modified by Oehlerking in Kingston Roadster style, but in fact, much of the stock bike’s underpinnings were left alone, with even the fuel tank and suspension remaining untouched. “The frame is 100 percent original and so sophisticated that nothing should be changed here,” he said. BMW says all this custom work is made easier due to the R 18′s “conversion-friendly architecture,” but that really doesn’t give Oehlerking enough credit.

That’s an original R 18 fuel tank (though the bodywork and handlebars around it are not). (Ben Ott/BMW Motorrad/)

The overall design is done in classic art deco style, while the custom elements also adopt the stock bike’s original artwork and pinstripe lines. For Oehlerking, the challenge was to make the mechanical bits disappear: “My motorbikes always convey soul, charm, and character,” he said. That attention to detail goes all the way to the slim wing and skin-tight all-enveloping rear wheel cover out back, which serves as a sleeker counterpoint to the sweep of the bike’s bow.

Front inset grille is another sweet art deco-inspired detail. Who needs ground clearance anyway? (Ben Ott/BMW Motorrad/)

The front grille set into that curvaceous fairing is also a throwback reference to one of Oehlerking’s favorite decades: the 1930s, when the Streamline Moderne style was making a name for itself. The radiator grille of a 1930s BMW roadster served as a model for this intricate hand-built detail which faintly emphasizes the outline of the R 18. Out back, the BMW R 18 exhaust has been modified by Oehlerking in Kingston Roadster style, while the saddle is swiped right from BMW’s range of universal accessories. Lending a modern touch to the front end is an inset LED headlight that’s not just a cosmetic afterthought, but is actually integrated into the fairing/trim panel. The turn signals are updated Kellermann indicators.

 

Cockpit features a combination of original BMW and Kingston custom components. (Ben Ott/BMW Motorrad/)

It’s the second BMW R 18 custom in what the company calls the SoulFuel collaboration series, with the first being Blechmann’s R 18 conversion. But this isn’t Oehlerking’s first rodeo with Motorrad either—he’s got more than a dozen BMW custom machines under his belt, including the Black Phantom and its sibling bike, the White Phantom. You can see the lineage of his style and influences in those earlier builds, but with Spirit of Passion, it feels like Oehlerking may just be starting a whole new chapter.

The nicely proportioned solo saddle comes straight out of BMW’s accessory catalog. (Ben Ott/BMW Motorrad/)
Of the design process, racer, designer, and craftsman Dirk Oehlerking said, “It’s a lot of work, but it’s not work at all.” (Ben Ott/BMW Motorrad /)

RELATED: BMW Introduces R 18 Classic

A stylish handmade fin extends from the rear wheel to contrast with the vast expanse of bodywork up front. A small taillight is tucked within. (BEN OTT/)
This handmade cover completely envelops the rear wheel; a hinge enables access to the wheel. (Ben Ott / BMW Motorrad/)
Modern LED headlight inset into the fairing leads the way; Kellermann turn indicators replace the stock pieces. (Ben Ott/BMW Motorrad /)

RELATED: A Timeline Of The 2021 BMW R 18 Launch

Precisely positioned cutouts expose much of the original brake, drive shaft, and engine. In daylight, the swoopy profile looks even more massive. (Ben Ott/BMW Motorrad/)
See the stylistic connection? One of Oehlerking’s earlier BMW builds, the R 75-based Black Phantom. (Ben Ott/Kingston Custom/)

See the making and riding of the bike here.

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2021 Kawasaki KX450 (Kawasaki/)

Ups

• Powerful, easy-to-ride engine
• Great suspension provides a plush yet progressive feel
• Best-in-class chassis due to its nimble maneuverability and overall comfort
• Agreeable ergonomics thanks to the new handlebar
• Effortless clutch pull
• Although subtle, Kawasaki kept improvements coming

Downs

• Sensitive rear brake could lock up the rear wheel
• EFI couplers are long in the tooth
• No handlebar-mounted engine map select button

Verdict

The 2021 Kawasaki KX450 is an excellent and well-rounded package with subtle updates that make it even better.

2021 Kawasaki KX450 (Jeff Allen/)

Overview

With competition as fierce as it is in the full-size motocross category, the three consecutive victories that Kawasaki has garnered with the KX450 in the Dirt Rider’s comparison is nothing short of impressive. The 2021 model took another win this year because, simply put, it does everything very well.

Updates for 2021

Despite two previous victories, Kawasaki R&D kept plugging away at improvements, as the model also sees performance and ergonomic updates for 2021. This includes a new coned disc-spring hydraulic clutch, larger-diameter clutch plates with a revised friction material, piston skirt that utilizes a new dry film lubricant coating, and new Renthal Fatbar handlebar.

2021 Kawasaki KX450 (Kawasaki/)

Pricing and Variants

Priced at $9,399, this model is tied with the Yamaha YZ450F and GasGas MC 450F as the second cheapest model in the 450 four-stroke category. The Suzuki RM-Z450 is $400 cheaper at $8,999.

Powertrain: Engine, Transmission, and Performance

The KX450′s liquid-cooled, DOHC, single-cylinder 449cc engine is characterized by its quick-revving, reactive engine character and controllable power delivery. In the Dirt Rider comparison Andrew Oldar said, “It makes decent power throughout the rpm range, is very lively, and has a super-crisp throttle response. The KX450 doesn’t have the most torque, hit, or over-rev, but is a user-friendly engine that is controllable and predictable.”

On our in-house dyno, the Kawasaki KX450 recorded 52.4 hp at 9,600 rpm and 32.6 pound-feet of torque at 7,000 rpm.

The Nissin hydraulic clutch makes the pull extremely easy and remarkably light when working through the five-speed transmission.

2021 Kawasaki KX450 (Jeff Allen/)

Handling

The aluminum perimeter frame and Showa suspension work well together to absorb impacts and are firm enough to respond well to rider inputs. Overall, Dirt Rider’s Andrew Oldar wrote the KX450 “is very maneuverable, corners easily, and is able to change lines at a moment’s notice while still being stable and predictable at speed,” all of which make it the best-handling chassis in the class.

Brakes

The Kawasaki is fitted with a Nissin two-piston caliper and 270mm disc out front and a Nissin one-piston caliper and 250mm disc out back. The latter pairing drew some complaints because it was a bit touchy and easy to lock up.

2021 Kawasaki KX450 (Jeff Allen/)

Fuel Economy and Real-world MPG

Real-world miles per gallon is not currently recorded. The KX450, like the Yamaha YZ450F, has a 1.6-gallon tank, which is smaller than the 1.7 or 1.8 gallons of fuel its competition can hold.

Ergonomics: Comfort and Utility

The Kawasaki KX450′s Ergo-Fit allows for handlebar, footpeg, and seat adjustments, but that’s not the only reason the bike’s ergonomics are comfortable. The bike’s thin structure and flat seat allow for ample rider movement, and the new Renthal Fatbar 839-bend handlebar improves the rider triangle compared to the previous setup.

Electronics

The KX450 is fitted with Kawasaki’s launch control as well as three optional EFI couplers, the latter of which seem outdated since the bike’s competitors have a handlebar-mounted engine map select button.

Warranty and Maintenance Coverage

Warranty is not available for this model.

Quality

The Kawasaki KX450 offers an enjoyable ride, improved ergonomics, great suspension, and an easy clutch pull, all for an agreeably priced, well-rounded package.

2021 Kawasaki KX450 (Kawasaki/)

2021 Kawasaki KX450 Claimed Specifications

MSRP:	$9,399
Engine:	449cc, DOHC, liquid-cooled, single-cylinder four-stroke
Bore x Stroke:	96.0 x 62.1mm
Transmission/Final Drive:	5-speed/chain
Fuel Delivery:	DFI w/ 44mm Keihin throttle body
Clutch:	Wet, multiplate, hydraulically actuated
Engine Management/Ignition:	Digital CDI w/ 3 coupler options
Frame:	Aluminum perimeter
Front Suspension:	49mm Showa coil-spring fork, compression and rebound damping adjustable; 12.0 in. travel
Rear Suspension:	Showa shock, fully adjustable; 12.1 in. travel
Front Brake:	Nissin 2-piston caliper, 270mm disc
Rear Brake:	Nissin 1-piston caliper, 250mm disc
Wheels, Front/Rear:	Spoked wheels
Tires, Front/Rear:	80/100-21 / 120/80-19
Rake/Trail:	27.6°/4.8 in.
Wheelbase:	58.5 in.
Ground Clearance:	13.4 in.
Seat Height:	37.6 in.
Fuel Capacity:	1.6 gal.
Wet Weight:	243 lb.
Contact:	kawasaki.com

Cycle World Tested Specifications

Seat Height:	38.0 in.
Wet Weight:	244 lb.
Rear-wheel Horsepower:	52.4 hp @ 9,600 rpm
Rear-wheel Torque:	32.6 lb.-ft. @ 7,000 rpm

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A celebration in silver, green, and gold.

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The 2021 Harley Touring and CVO models feature new paint and graphic treatments, with the CVO Street Glide (shown) debuting an all-new audio system. (Harley-Davidson/)

We’ve already discussed the new model(s) from Harley’s 2021 virtual launch, but The Motor Company always tucks in new styling, graphics, and paint updates as well as tech upgrades into new-model-year releases, which we’ll get to here. With a total of 27 models in Milwaukee’s 2021 lineup, there’s a lot of ground to cover, though H-D focused the majority of the enhancements on the new Street Glide Special, Road Glide Special, and Road King Special models. The four 2021 CVO bikes also gained fresh styling, and feature the debut of the new H-D/Rockford Fosgate audio system on the CVO Street Glide and CVO Road Glide models. Let’s tackle the bagger swagger first.

The 2021 Street Glide Special gains a Daymaker LED headlamp and spoke-look cast wheels, and is available in Chrome or Dark styling options. (Harley-Davidson/)

For 2021 Harley’s trio of Milwaukee-Eight 114-powered, low-riding “hot-rod baggers” (or the “Special” models) get what H-D is calling “fresh swagger.” All the underpinnings remain the same, with the rock-solid touring chassis bracketed by dual bending valve internal technology in the fork, and a lowered rear suspension giving Special models a slammed stance (with a toolless single-knob preload adjustment).

The Road Glide Special and Street Glide Special gain a new two-tone paint option, a choice of either a blacked-out or chrome treatment, and the very cool Prodigy cast-aluminum wheels (19-inch front, 18-inch rear) are exclusive to all the Special models and feature an airy, steel-spoke look. All Special models are now equipped with the high-performance Ventilator air cleaner with a washable filter element, and a new engine guard that reshapes the lower edge.

The 2021 Road Glide Special can also be ordered in bright or dark finishes, and sports the same new side-fill tank and low-profile engine guard. (Harley-Davidson/)

On the 2021 Street Glide Special, the Chrome option means powertrain covers, the front end, handlebar, exhaust, tank console, and other details get brightwork, while the Prodigy wheels are finished in black with machined highlights. You can also choose a two-tone paint option (Gauntlet Gray Metallic/Vivid Black) for the first time, as well as a plethora of solid colors in either the Chrome or Dark treatments.

Related Content: 2021 Harley-Davidson Street Bob 114 First Look

This year the Street Glide Special also showcases a new lower-profile engine guard to underline the bike’s slammed stance, with a brighter Daymaker LED headlamp taking the lead for 2021. A sleeker center console sits atop the new 6-gallon fuel tank which now has side fuel fill, giving the Special an even lower profile and setting it apart from the standard Touring models.

The Boom! Box GTS infotainment system with touchscreen, navigation, and two-speaker audio (now with Android Auto and Apple CarPlay compatibility) returns for 2021 as well. Reflex linked braking with ABS comes standard, and Harley’s rider aid safety suite, Reflex Defensive Rider Systems (RDRS), is an option. MSRP for the 2021 Street Glide Special is $27,099 for the base model in Vivid Black, with added options topping out at $29,199 (not including RDRS).

New Billiard Teal paint, Prodigy wheels, new air cleaner cover, but no Daymaker for the Road Glide Special. (Harley-Davidson/)

As you’d expect, the 2021 Road Glide Special receives many of the same refinements as its Street Glide cousin with new Chrome or Dark styling options as well as a two-tone paint choice. You’ll also see the same new engine guard and center console riding on a new 6-gallon fuel tank with side fuel fill and the Prodigy wheels, standard ABS, security system, and Boom! Box GTS infotainment are all here too, with the RDRS safety enhancements also being an option. The 2021 Road Glide Special doesn’t add the Daymaker headlight however.

In Vivid Black, the 2021 Road Glide Special retails for $26,699 and goes up to $28,399, depending on paint and finishes.

The Road King Special adds a new Daymaker LED headlamp and low-profile engine guard, and can be had in this Deadwood Green color for 2021. (Harley-Davidson/)

The last in the trio is the 2021 Road King Special, which shares some of the new updates with its bigger Special bagger brethren, but skips the dark-versus-light color option, choosing instead to go all in on the blacked-out bits. The darkness extends to the powertrain covers, mufflers, headlamp nacelle, and fork, as well as many of the smaller components. Again, there’s a Daymaker LED headlamp, as well as the new engine guard, but the 6-gallon fuel tank remains unchanged (though it does get a new tank medallion). Prodigy wheels and the Ventilator air cleaner cover are also shared elements.

The lighter-duty Road King may not sport the touchscreen Boom! Box GTS infotainment system, but ABS, cruise, and security systems still are included as standard features, and you can choose from four color options, with the base model ringing in at $22,999 and going up to $23,999.

The 2021 CVO Street Glide is one of the two new-year bikes sporting the all-new H-D/Rockford Fosgate audio system. (Harley-Davidson/)

Harley-Davidson is bringing back all four 2020 models in its top-of-the line, limited CVO collection for 2021. The CVO Street Glide, CVO Road Glide, CVO Limited, and CVO Tri Glide return in relatively the same shape save for new paint options and styling features. As before, each rolls with the Milwaukee-Eight 117 V-twin engine exclusive to CVO models and comes standard with the suite of RDRS safety enhancements. Each 2021 CVO is shipped with a Boom! Audio 30K Bluetooth Helmet Headset to connect with the Boom! Box GTS infotainment and can fulfill the Apple CarPlay microphone requirement. For 2021 we also see the debut of an all-new audio system, dubbed Harley-Davidson Audio Powered by RockFord Fosgate, which appears on the CVO Street Glide and CVO Road Glide machines.

Harley-Davidson Audio Powered by RockFord Fosgate appears on both the 2021 CVO Street Glide and CVO Road Glide models. (Harley-Davidson/)

According to the release, the amplified Stage II three-way speakers are designed to deliver clear highs and midrange, and a beefy bass element. The speaker units are rated to handle up to 150 watts of power (each) for greater volume with less distortion at speed, while the separate amplifier is engineered to perform in harsh motorcycle environments and is low-profile enough to fit in the saddlebag. The single amplifier powers two sets of Stage II speakers, with a power rating of 100 watts per channel x 4 at 2 ohms.

The Rockford Fosgate Stage II three-way speakers fit in the saddlebag and the fairing, with the compact amplifier also set in the saddlebag. (Harley-Davidson/)

Making things easier is the fact that Rockford Fosgate already produces aftermarket audio systems for Harley, and it will join the Harley-Davidson Genuine Motor Parts & Accessories lineup for 2014-and-later Touring models equipped with a Boom! Box infotainment unit.

The 2021 CVO Road Glide rolls with Harley-Davidson Audio Powered by Rockford Fosgate Stage II three-way speakers stuffed in the fairing and saddlebags, powered by a 400-watt RMS amplifier. A 21-inch front wheel leads the way. (Harley-Davidson/)

In addition to the new audio, the CVO Road Glide rolls with a new wheel combo featuring a 21-inch front and 18-inch rear wheel (also featuring TPMS on a laced wheel) and a retuned front suspension for better handling and braking performance. A Dual Daymaker LED Headlamp appears on this CVO as well, and Harley also added a new LED console light, redesigned instrument faces, and swapped in standard-length saddlebags to replace extended-length bags from last year’s model. Fresh styling includes the new Kahuna Collection parts, a Fang front spoiler, and new paint options, of course.

It’s set to retail for $41,399.

The 2021 CVO Street Glide also features the new audio as well as a Daymaker headlight, but this one’s the Adaptive version. (Harley-Davidson/)

The 2021 CVO Street Glide likewise showcases the Rockford Fosgate audio, new LED console light and new instrument faces, along with Kahuna Collection heated components. You’ll also see a Daymaker Adaptive LED headlamp and new paint options this year. The CVO Street Glide will run $40,599.

The 2021 CVO Limited rolls with a Twin-Cooled M-8 117 powertrain, Daymaker headlight, and new paint options. (Harley-Davidson/)

The CVO Limited dresser returns for 2021 as well, featuring the same new console light, instrument faces, and Daymaker Adaptive headlamp. The Twin-Cooled Milwaukee-Eight 117 powertrain is bracketed by 19-inch front and 18-inch rear wheels, and new paint options are available as well. It’ll cost you $44,099.

Harley’s “super-premium” trike option for 2021 is the returning CVO Tri Glide, relatively unchanged for the new year. (Harley-Davidson/)

Bringing up the rear is the 2021 CVO Tri Glide, what H-D bills as a “super-premium trike that…offers distinctive style, powerful performance, and long-haul touring capability.”

The list of new bits for 2021 reads much the same, with new Instrument faces, Tomahawk Contrast Cut cast-aluminum wheels (both 18-inchers), Kahuna Collection pieces, a Daymaker headlamp, and LED fog lamps, tail/brake lamps, and signals, along with, you guessed it, new paint options. MSRP for the most expensive CVO model is $49,999.

Say so long to the FXDR 114, a victim of H-D’s cost-cutting Rewire plan. (Harley-Davidson/)

Harley-Davidson’s Rewire strategy was introduced back in April 2020 as a cost-saving measure with its big focus being on heavily trimming the product line and curtailing new-product launches. That’s evident in the 2021 lineup, as we’re seeing the absence of the FXDR 114, Low Rider, Breakout, Street Bob 107, Deluxe, Street 750, Street Rod, and Roadster models for this year—at least in the US market.

Also worth noting is the sight of just three Sportsters in the 2021 lineup—the Iron 883, the Iron 1200, and the Forty-Eight.

There will be just three Sportster models in the 2021 lineup for North America, including this Iron 1200 (the series has completely disappeared from the European lineup). (Harley-Davidson/)

The LiveWire? Sources say that model’s set for a 2021 launch later this year, but we’ll see. Next up for the company is the reveal of its highly anticipated Pan America 1250 adventure-touring model on February 22, as well as the full announcement of its Hardwire strategy. Stay tuned.

Next up for H-D is the launch for its long-waited adventure-touring rig, the Pan America, In February. (Harley-Davidson/)

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Kevin Cameron has been writing about motorcycles for nearly 50 years, first for Cycle magazine and, since 1992, for <em>Cycle World</em>. (Robert Martin/)

This week I discovered that an old 250 twin engine under a bench in my shop is from a YDS-1 Yamaha, made 60 years ago. Because I had just been installing cylinder studs in a later engine, I looked more closely at the older engine’s studs. They looked really fat to me, so I fetched the Vernier caliper. What a difference. The slender studs I’d been setting into a 1964-65 crankcase measured 7.15mm (0.281 inch), but those in the older YDS-1 engine were 7.95 (0.313 inch). Why?

There is always a story behind such detail changes. Experience with other cylinder studs over the years makes me pretty sure that Yamaha adopted slender studs for later engines because it had suffered some breakages with the fatter ones.

How can that be? You’d think the fatter studs should be stronger, but in fact the reverse is the case. When studs break, they nearly always do so at the root of the first thread. The nominal diameter of the root of an 8 X 1.25mm external thread is 6.445mm, so at that point there is a sudden reduction in cross section (by about 1/3) from the 7.95mm stud shank, down to the small thread root. In a highly stressed part like a cylinder stud, any sudden change of cross section concentrates stress there. The stress in the shank of the stud concentrates at the root of that first thread. There, the slightest lack of surface smoothness is easily transformed by cyclic stress into a crack.

In 1970 studs broke on our Kawasaki H1R 500 triple roadrace engine. Although Kawasaki soon supplied H1R owners with improved replacement studs, I decided to try what I’d seen in mechanical engineering texts—to reduce the stress concentration by machining the shanks of the studs to a diameter slightly smaller than their thread root diameter—just over 6mm. To my delight, not one of those machined-down studs ever broke in service. Why not? Because, without the original stress concentration at the root of the first thread, the fatigue life of the stud became much longer. When the improved studs arrived from Kawasaki, they looked just like what I’d seen in the textbooks.

Makers of other highly stressed parts have had to learn the same lesson: expect fatigue cracking wherever there are sudden changes of cross section, notches, sharp edges, or holes. This is why pistons and connecting-rods—subject to reversing stress thousands of times per minute—are given the smooth, graceful shapes they have.

Motorcycle manufacturers are organizations of humans who, like ourselves, learn from experience. As Mr. Honda liked to say, we learn more from failure than from success. When we succeed, we go to the party with everyone else. When we fail, we stay up late trying to understand how to do better.

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The 2021 KTM Duke 890 gets more power, more rider aids, and a slightly higher price tag. (KTM/)

Q: When is a middleweight no longer a middleweight? A: Who cares? Just two years ago, KTM presented us with the successor to its 690 Duke, the 790 Duke, aka “The Scalpel,” a beast of a middleweight with a 414-pound curb weight, 95 rear-wheel horsepower on tap, and enough electronics to keep you (mostly) out of trouble.

But wait. There was more. Perhaps sensing that we would all need a bit of cheering up in the near future, in March 2020 KTM dropped the news that the 790′s even sharper stablemate, the more powerful and up-spec 890 Duke R, would be making its way to US dealers that spring. And there was much rejoicing.

Now, less than a year later, KTM is once again delivering a reason to smile, announcing the new 2021 890 Duke as the replacement for the outgoing 790. Positioned as a slightly more street-oriented (and more comfortable) scalpel than its 890 R sibling, the 890 Duke sports the 890 R’s 889cc parallel twin that KTM says is good for 10 more horsepower and almost 4 more pound-foot of torque than the 789cc mill that powered the 790 Duke, and it now shares the 890 R’s 6D lean angle sensor to complement its Cornering ABS (with Supermoto ABS mode), two-axis MTC (traction control), Sport, Street, and Rain ride modes, and optional MSR (controlled engine-braking). Other optional equipment includes a Track ride mode with nine-level adjustable MTC, launch control, and disabled wheelie control, and Quickshifter+ for clutchless up- and downshifting.

A $10,999 MSRP is a $300 increase from the outgoing 790 Duke. (KTM/)

The 300mm dual floating front discs benefit from what KTM describes as “improved” four-piston calipers, and though the 43mm WP Apex USD cartridge-style fork contains new, lighter springs and a new base valve for better high-speed damping, it is still not adjustable. The WP Apex rear shock remains adjustable for preload only.

With its $10,999 base MSRP coming in at just $300 more than the outgoing 2020 790 Duke, however, the 2021 890 Duke still is enough to induce a Pavlovian response. Because let’s face it: Sometimes more is more.

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2021 KTM 250 SX-F (KTM/)

Ups

Most-in-class peak horsepower

Nimble and lightweight handling

Well-tuned suspension settings

Best-in-class brakes

Downs

Less low-end power than class-leading Yamaha YZ250F

Wider-than-usual handlebar

Verdict

Raw horsepower and leading torque figures, a proven chassis, and improved suspension settings make the 250 SX-F a well-rounded racebike right out of the box.

2021 KTM 250 SX-F (Jeff Allen/)

Overview

As winner of Dirt Rider’s Best Motocross Shootout for two consecutive years (2019 and 2020), the KTM 250 SX-F was bound to stoke the fires of competition, and so it did. While the Yamaha YZ250F took first place for 2021′s shootout, the KTM still followed closely behind taking second. Its strong and fast engine, nimble handling, tunable suspension, light weight, and excellent brakes continue to serve this machine well. Its high-rpm powerband makes it a suitable ride for intermediate and pro-level riders.

Updates for 2021

New inlay graphics, improved WP Xact air fork and WP Xact shock, along with the addition of new low-friction linkage bearing seals made by SKF are the updates seen for the 2021 model.

2021 KTM 250 SX-F (KTM/)

Pricing and Variants

The KTM 250 SX-F is available for an MSRP of $9,299, $1,000 more than the YZ250F and Kawasaki KX250, but $100 cheaper than the Husqvarna FC 250.

Powertrain: Engine, Transmission, and Performance

The KTM 250 SX-F is powered by the same liquid-cooled, DOHC, 250cc four-stroke engine as its counterpart, the Husqvarna FC 250. In measuring the machine’s rear wheel power figures for the five-bike comparison, the SX-F produced the highest horsepower figures and second highest torque numbers: 41.1 hp at 13,700 rpm and 19.1 pound-feet of torque at 9,100 rpm.

While the engine doesn’t produce the strongest low-end power, it excels in seemingly endless top-end pull. Contributing to its low-end power performance and rpm recovery characteristics is the bike’s long gear ratios.

Handling

2021 KTM 250 SX-F (Jeff Allen/)

The SX-F’s proven chassis and light 232-pound weight make it easily maneuverable on the track. Stability at speed and corners, effortless cornering while standing, and narrow bodywork are notable praises we attributed to the model in the shootout.

Brakes

The braking system on the SX-F is top of the class. The Brembo brakes with 290mm and 220mm discs, front and rear, provide a ton of braking power that quickly brings the machine to a stop.

Fuel Economy and Real-world MPG

Mile-per-gallon figures are currently unavailable.

2021 KTM 250 SX-F (KTM/)

Ergonomics: Comfort and Utility

Although test riders would prefer to swap out the wider-than-usual Neken handlebars, this did contribute to a large and roomy cockpit. The bike received praise for its comfortable seat and excellent ODI lock-on grips.

Electronics

Traction control, launch control, and handlebar map selection are among the electronics featured on KTM’s four-stroke.

Warranty and Maintenance Coverage

The Austrian brand offers a 30-day limited warranty.

Quality

As a top performer in the past and present, the 2021 KTM 250 SX-F continues to be a high-quality four-stroke machine with a quality engine, chassis, and suspension package with a price to match.

2021 KTM 250 SX-F (Jeff Allen/)

2021 KTM 250 SX-F Claimed Specifications

MSRP:	$9,299
Engine:	250cc, DOHC, liquid-cooled single-cylinder four-stroke
Bore x Stroke:	78.0 x 52.3mm
Transmission/Final Drive:	5-speed/chain
Fuel Delivery:	Keihin electronic fuel injection w/ 44mm throttle bodies
Clutch:	Wet, multiple disc, Brembo hydraulic actuation
Engine Management/Ignition:	Keihin EMS
Frame:	Central double-cradle chromoly steel
Front Suspension:	48mm USD WP Xact AER fork, fully adjustable; 12.2 in. travel
Rear Suspension:	WP Xact shock, fully adjustable; 11.8 in. travel
Front Brake:	Brembo 2-piston caliper, 260mm disc
Rear Brake:	Brembo 1-piston caliper, 220mm disc
Wheels, Front/Rear:	Spoked wheels w/ Excel rims; 21 x 1.60 in.; 19 x 2.15 in.
Tires, Front/Rear:	80/100-21 / 110/90-19
Rake/Trail:	26.1°/N/A
Wheelbase:	58.5 in.
Ground Clearance:	14.6 in.
Seat Height:	37.4 in.
Fuel Capacity:	1.9 gal.
Wet Weight:	218 lb. (w/all fluids except fuel)
Contact:	ktm.com

Cycle World Tested Specifications

Seat Height:	37.2 in.
Wet Weight:	232 lb.
Rear-wheel Horsepower:	41.1 hp @ 13,700 rpm
Rear-wheel Torque:	19.1 lb.-ft. @ 9,100 rpm

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Spoked wheels are now a KTM Powerparts option.

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Harley reveals the Street Bob 114 as a new model for 2021. (Harley-Davidson/)

The cinematography was damn good, the lighting divine, and the production values—outstanding. But the spare storyline of HD21, Harley-Davidson’s first-ever virtual reveal for a new model year, was focused on the Softail lineup which added just one new model for 2021, the Street Bob 114. Sure there were subplots and supporting characters, like a brawny Fat Boy 114 sporting a blingy “refresh” (and adding a touch more pandemic-inspired poundage) as well as the subtle culling of what we assume to be the least popular models in H-D’s Softail lineup. In other words, say goodbye to the Low Rider, Deluxe, and FXDR 114 as well as the Breakout 114 models for 2021, at least domestically.

Harley says the new engine configuration boosts acceleration substantially over last year’s 107-equipped model. (Harley-Davidson/)

But let’s get into the new stuff first. The top line news here is that the pared-down Street Bob—already the lightest weight Softail—packs on some muscle with the addition of a Milwaukee-Eight 114 engine (which to our mind is more of an upgrade than a new model but…moving on) for 2021, though it’s still packaged in the hardtail-look Softail chassis and buffered on either end by modern suspension. That means a single coilover shock between the frame and swingarm hidden below the seat (with handy on-shock preload adjuster), and a dual bending valve telescopic fork with dual-rate springs up front.

The 2021 Street Bob 114 retains the Softail underpinnings but adds passenger seating, badging, and paint options. (Harley-Davidson/)

Mechanically, the rigidly mounted eight-valve Milwaukee-Eight 114 engine is unchanged, with dual counterbalancers working to cancel out primary vibes at idle and a single camshaft keeping mechanical noise down to a minimum. But Harley’s betting on the fact that adding a bigger engine will result in a better power-to-weight ratio and a more thrilling ride on the new Street Bob, claiming a 9 percent quicker 0-to-60 mph reading and 13 percent quicker 60-to-80 mph in fifth gear than the previous Street Bob 107 model (no longer with us for 2021), thanks to the 114′s claimed 119 pound-feet of torque at 3,000 rpm (when we last dynoed an M-8 114 engine we got 111.39 pound-feet at 2260 rpm, compared with the 99.7 reading on an M-8 107-equipped Softail Standard).

Related Content: 2020 Harley-Davidson Street Bob

The 2021 Street Bob 114 also adds a free-flowing Ventilator air cleaner with an exposed element and 114 badging to the mix, but other than adding a small pillion pad for the passenger and new paint, that’s all she wrote; the mini-ape handlebar, mid-mount(ish) controls, and chopped rear fender all remain standard issue as do the digital gauge inset in the handlebar riser, a USB charging port, keyless ignition, and a security system. Interestingly, ABS is available as an option only.

H-D is calling this color option Deadwood Green; it adds $400 to the base MSRP. (Harley-Davidson/)

Harley likes to point out that the $14,999 suggested price (in black) leaves budget room for more custom add-ons like Screamin’ Eagle performance upgrades, and to be fair, the only cheaper option in the Softail series for 2021 is the Softail Standard. As for colors, the Street Bob 114′s palette looks compelling this year; you can choose from black, Stone Washed White Pearl, Baja Orange, or Deadwood Green, each one with Harley-Davidson script over the base color with the classic “Number One” logo on the fuel tank. Colors other than black add $400 to the list price.

Still chunky after all these years, but for 2021, the Fat Boy 114 gets a helping of bright chrome throughout. (Harley-Davidson/)

Another bike in the Softail group targeted for attention is the 2021 Fat Boy 114, but again, we’re talking incremental tweaks; the model’s steamrolling, bad-boy stance is still a focus feature, and that in-your-face physicality is sure to transport you right back to the ’90s (or early aughts). Refreshed styling brightens the Chunky One’s looks this time around, with brilliant chrome getting swapped in for satin chrome on the powertrain and exhaust, as well as select details in between.

Like the other 114-equipped models, the Fat Boy’s engine brings a grunty 119 pound-feet of torque (claimed) at 3,000 rpm, and caps the engine bay with that free-flowing Ventilator air cleaner sporting an exposed element and 114 badging. The bright chrome styling gives the Boy even more of a visual boost, with new brightwork adorning the engine and rocker covers, mufflers, and exhaust shields and chromium getting slathered all over the signature massive headlight nacelle, fork covers, and risers. The shiny stuff also goes on the rear fender struts and air cleaner cover, but the cooler pop comes from a new bullet-hole console covering the 5-gallon tank.

The satin is out, the bright chrome is in, and it makes the Fat Boy’s signature headlight nacelle look even more imposing. (Harley-Davidson/)

The Fat Boy’s also known for its hefty hoops, and the solid aluminum Lakester wheels (both 18-inchers) return wearing Michelin Scorcher 11 160mm front and 240mm rear tires, the widest tire set offered on a Harley-Davidson model. Standard features on the 2021 Fat Boy 114 include ABS, LED headlamp, keyless ignition, and security system.

Related Content: 2020 Harley-Davidson Fat Boy 114

For 2021, the Fat Boy will be available in four color options: Vivid Black, Black Jack Metallic, Deadwood Green, or two-tone Gauntlet Gray Metallic/Vivid Black, and will retail for $19,999. There’s no Fat Boy with a Milwaukee-Eight 107 engine option this year.

You can get your 2021 Fat Boy 114 in Deadwood Green as well, but there’s no 107 engine option this year. (Harley-Davidson/)

Parts & Accessories accompanying new model years are a given, and Harley has added some performance options for the Softail owners looking to upgrade.

First up is the Screamin’ Eagle High-Flow Exhaust System, a freer-flowing bolt-on 2-into-1 performance kit optimized for use with Screamin’ Eagle Milwaukee-Eight 128/131 Stage IV kits or the Screamin’ Eagle 131 Crate Engine in Softail models. It’s said to reduce exhaust system weight by more than 20 percent and is offered in Satin Black or Stainless finishes. It fits 2018-later Softail models (except FXDR 114, Fat Boy/114, and Breakout/114) and is 49-state and Canada compliant.

Or you can opt for fitting a Screamin’ Eagle Milwaukee-Eight Engine Stage III Kit to bump up displacement and compression for a significant increase in torque and power over stock. The Stage III 107ci to 119ci upgrade delivers up to 23 percent more horsepower, while the 114ci to 122ci upgrade increases power by up to 15 percent. The kits are eligible for Custom Coverage under the motorcycle’s factory 24-month vehicle limited warranty and come in either Black Highlighted or Non-Highlighted finishes.

Harley has also released new Screamin’ Eagle performance accessories for Softail models, including exhaust and engine kits. (Harley-Davidson/)

H-D has also seen fit to whittle down the Softail lineup a tad as well; last year’s 14-model assortment was a lot to digest. For 2021, the group slims down to a more manageable eight models, with fully four of them running the 114 engine. In addition to the two aforementioned bikes, the series includes the Softail Standard, the Low Rider S, the Softail Slim, Sport Glide, Fat Bob 114, and Heritage Classic with either an M-8 107 or 114 engine.

From the looks of it, Harley is saving much of the new model year buzz and hype for the Pan America model it’s launching next month, a fact it reminded us of plenty of times over the course of this latest online reveal. No reminder needed; we’re definitely looking forward to seeing how that pans (uh, sorry) out.

 

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Sneaking just enough pressure on the brake lever to illuminate the brake light without slowing the motorcycle has benefits. (Cycle World Archives/)

In Part 1 of this “The Year of the Motorcycle Brakelight” series we discussed speed, but perhaps in a surprising way. It’s easy to believe that running a faster lap time necessitates riding faster everywhere, and that might be initially true for the novice track rider, but the secret to speed lies in the ability to slow and turn.

Our bikes will roll through the middle of a corner at a certain maximum speed—at our chosen lean angle; the rider who gets to and from that midcorner speed more efficiently is faster. The rider who does it consistently is the champion. Getting the bike consistently slowed and turned near its maximum cornering velocity (at our chosen lean angle) requires mastering the brakes. It’s impossible to do consistently well with simple engine-braking.

In Part 2 we looked at the safety of brake mastery, especially the front brake, because it controls speed, steering geometry, and front-tire contact patch. We looked at GP riders sneaking on minor percentages of brake pressure to guarantee the load on the tire during transitions, and to tighten the steering geometry so the bike turns quicker. That’s not a speed thing, that’s a geometry thing that reduces crashes and gains points.

We had a diagram in Part 2 that illustrates a rider’s ability to adjust to midcorner drama by tightening cornering radius via trail-braking and midcorner braking. In both articles we noted that riders running wide in curves was the leading killer of motorcyclists; that statistic is directly tied to a common belief that braking should be avoided, and only done in a straight line if done at all. This series aims to disprove that notion 100 percent. We need more brake light on our rides to be safer. We’ll be faster too, but speed without safety is unsustainable.

Street Leaders

Have you heard stories about newer riders crashing behind veteran riders? Me too. The first section of Part 3 is to encourage anyone who leads riders to learn to sneak on just enough brake pressure to light the brake light when they would normally just roll off the throttle for the corner, or when approaching something concerning, like a crowded intersection.

This light braking shows the newer rider that the leader is slowing. The brake light flashes and the slowing message is significantly clearer than simple deceleration can provide. Leaders need to develop that light feel with the front and/or rear brake, even if it’s just a flash or two. If I owned a motorcycle touring company, this habit would be part of group leadership.

YCRS’s Brian Smith installed a Smart-Brake inertia module (safer-turn.com) on his Ducati Multistrada to alert following traffic that he is decelerating. (Brian Smith/)
The big twin has significant engine-braking and the Smart-Brake senses deceleration and lights the stock brake light. This helps when leading other riders as well as alerting drivers to the Ducati’s reduction in speed. (Brian Smith/)

Let’s Stay Friends

Have you heard stories about riders crashing their friend’s bike? Me too. I’ve heard horrendous stories from the track world and have developed a strategy that allows me to ride offered bikes with a safety valve in place: slightly early braking.

At YCRS we teach that “Rushing Corner Entry” is a leading cause of crashes, so this idea of sneaking on the brakes slightly earlier than you think is perfect goes a long way toward keeping your friend’s bike shiny and your relationship growing positively.

As you perfect your light braking by pushing your bike around the garage with a little bit of brake on, you’ll find that this slightly early braking calms your brain at corner entry and doesn’t hurt your lap time much because the corner’s slowest point is never at the corner’s turn-in. You pull on your speed, geometry, and contact-patch control slightly early and then adjust pressure all the way to the corner’s slow point. You are fast and safe on the borrowed bike. Your friends like you. Your money stays in your wallet.

Career Growth

In 1986 I rode Eddie Lawson’s Yamaha 500 Grand Prix bike for Motorcyclist magazine at Riverside International Raceway and didn’t crash it. I was 25 years old, one year on the job, and my roadracing experience was practically zero. But Lawson’s pragmatic approach to the sport had rubbed off on me through our Lawson’s Lines column and burgeoning friendship. Eddie had repeatedly stressed getting the corner entry right, and it got me through Riverside’s thrill ride.

Later, I rode Mick Doohan’s NSR500 at Suzuka, Wayne Rainey’s YZR at Willow Springs, and the highlight: Kenny Roberts Jr.’s RGV at Phillip Island. In addition to those 500s, I rode Mat Mladin’s GSX-R750 Superbike, Miguel DuHammel’s RC45 Superbike, Carl Fogarty’s No. 1 Ducati, and a pair of factory 990cc MotoGP bikes—one from Yamaha and one from Ducati. For a few years at Sport Rider magazine I rode all the AMA championship-winning bikes.

There were more, but here’s the point: This string of dream rides would have instantly halted with a crash. “Don’t put Ienatsch on it, he crashed XXXX’s bike.” It would have also been halted if I wobbled around slowly, nowhere near the bike’s limits. “He doesn’t know what he’s doing, waste of time.”

Crash-proofing

It’s insane for me to tell you motorcycles are crash-proof, but I like the term and hope it sticks in your mind in this way: It refers to initiating braking 1 percent earlier than you believe would be perfect. For instance, rather than run Alex Barros’ R1M to the “2” board in Valencia’s turn 1 as I’d seen him do, I went to the brakes just past the “3” board. Did that make me slower than Alex? Yes. Did anyone care that I was slower than Alex? No. Did anyone care that I brought his factory Yamaha back to the pits in one piece? Yes.

This idea of sneaking on the brakes a hair early does some really good things:

1. It calms your mind…a mind that could be quite frazzled when accelerating on a modern motorcycle, or a 500 GP bike at Phillip Island in the year 2000 with world champion Kenny Roberts Jr. watching.<br/>
2. Puts you in direct control of your entrance speed, not “rolling off and hoping.”<br/>
3. Puts you in direct control of your fork travel, and thus your steering geometry.<br/>
4. Puts a linear load into the front tire, allowing it to squish out on the pavement prior to big brake pressure. This is the “load the tire before you work the tire” we teach at Champ School. An accelerating motorcycle has a very small front-tire contact patch and it’s easy to “grab a handful of brake” and immediately lose the front because you’ve haven’t loaded the tire; your grab beat the weight transfer.<br/>

How You Know Trouble Is Coming

Rushing the entry of a corner is a sign of impending drama, a crash is coming. You are perhaps braking too late, not braking at all, not braking long enough, or not building enough brake pressure after initiation.

You will know you are rushing because your corner exit suffers: You run wide, miss apexes, have to hold the throttle steady on exit because you are still holding lean angle, almost cross the centerline, and almost run off the road in left-hand corners. Riders, these are the signs that you must work on your corner entry braking.

Use your corner exits as a report card for your corner entries. As YCRS’s fleet-footed Chris Peris says, “Rushing corner entry is how every crash I’ve had begins.” Peris is working on his braking to set an entry speed that creates great bike direction prior to exiting the corner, at his chosen lean angle

Brake Light

I didn’t call this series “The Year of More Motorcycle Braking” because your brake use must be more subtle than that. What is missing in many riders’ toolbox is the ability to close the throttle and pull on just enough brake pressure to fire the brake light. This touch is the beginning and ending of every braking episode an expert rider has.

Here the focus is on slightly early braking to retain friendships, lead riders better, and extend riding careers—and in my case, realize lifetime dreams. If you read, “Grab the brakes earlier,” then you will wonder why I recommend over-slowing the bike well before the corner. If you read what I’m intending to communicate, “Sneak on the brakes earlier, just enough to fire your brake light,” you will feel the calming effects this brings, and the controlled speed it allows at corner entry.

More next Tuesday!

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