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Hello oneaidensl,
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.
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The 2021 Honda Rebel 1100. (Honda /) For decades, the Honda Rebel has been a stalwart in the small-displacement cruiser category. So it comes as a bit of a surprise that for 2021, Honda is introducing the decidedly un-little Rebel 1100.
If you said someone took the engine out of the CRF1100L Africa Twin, Honda’s flagship adventure bike, and built a cruiser around it, I would have assumed it was some bonkers custom outfit, like El Solitario, those Spanish madmen known for performing sacrilegious acts of customization on perfectly good motorcycles. Well, Honda did the deed itself, putting the parallel-twin engine in a slammed trellis frame. The whole thing actually makes good sense.
The Honda Rebel should be available beginning in January. (Honda /) The 1,084cc parallel twin is retuned for its new application, and features different camshaft profiles for each cylinder. The result is that one cylinder produces slightly more power below 4,000 rpm, while the other produces more above 4,000 rpm. Honda says that in conjunction with the 270-degree crank, the engine provides unique power pulses, which will likely increase the visceral feel of the Africa Twin’s already characterful motor.
The Rebel 1100 is available with a manual six-speed transmission for $9,299, or with Honda’s automatic Dual Clutch Transmission (DCT) for $9,999. With DCT, riders can ride in fully automatic mode or shift using bar-mounted buttons.
It’s equipped with ride-by-wire throttle, and features four power delivery modes (Standard, Rain, Sport, and User-Programmable) and four levels of traction control (Honda Selectable Torque Control). It also features three levels of wheelie control, which isn’t something you find (need?) on every raked-out cruiser.
The Rebel 1100 will be available in Metallic Black and Bordeaux Red Metallic colorways. Honda also has a wide range of accessories to customize the Rebel. (Honda /) Up front, the Rebel has a single massive 330mm disc and radially mounted caliper and a 256mm disc in the rear. ABS is standard. The 130/70-18 (front) and 185/65-16 (rear) tires complete the cruiser look. The Rebel 1100 also has a low 27.5-inch seat-height and claimed curb weight of 487 pounds for the manual model and 509 pounds for the DCT version. Other nice features include cruise control, a lithium-ion battery, and a slip-assist clutch.
With the Rebel 1100, we can see that the latest Rebel 300 and Rebel 500 were a thesis of sorts, exhibiting Honda’s broader vision for the modern cruiser. While Honda’s Shadow and Fury still follow the American cruiser archetype to a large degree, the Rebel lineup has become far less shackled to conventional conceptions of the breed.
LED headlight. The Rebel 1100 has a seamless tank and steel fenders for a premium look. (Honda /) The cruiser market (and cruiser riders) are far more varied than in decades past. It wasn’t too long ago that every cruiser, so went conventional thinking, had to resemble a Harley-Davidson—even if it was a very un-Harley-like small-displacement parallel twin from Japan. The modern cruiser doesn’t have to be air-cooled, a V-twin, or American to be a genuine cruiser (see: BMW R 18). In fact, it’s possible that today’s most successful cruisers are the ones that represent core brand identity more than they represent some outdated notion of the cruiser rider’s identity.
The LCD dash displays the speedometer, tachometer, gear-position indicator, fuel indicator, and ride modes. (Honda/) The Rebel 1100, with its Africa Twin-sourced engine, may be the most Honda-y Rebel ever. Which may be a very appealing prospect for today’s breed of cruiser rider.
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The 2021 Kawasaki Z H2 SE. (Kawasaki /) You’ve gotta hand it to Kawasaki for making the most of its supercharged H2 platform—and for, well, supercharging a 998cc inline-four in the first place. Having gone to all the trouble of developing that nuclear reactor of a motor for the Ninja H2 and H2R hypersports, Kawasaki figured why not put it in a sport-tourer (the Ninja H2 SX) and a naked bike (the Z H2)? Why not? indeed. Maybe Kawi will put it in a cruiser next. Or a side-by-side. Wishful thinking aside, for 2021, last year’s Z H2 debutante will come in SE guise, featuring Kawasaki Electronic Control Suspension (KECS), incorporating Showa Skyhook technology.
I’ve seen Buicks with smaller radiators. With great power comes great heat. (Kawasaki/) The technology, the original version of which debuted on Ducati’s Multistrada in 2013, differs from other semi-active systems by aiming to maintain the motorcycle’s vertical position relative to the road for a smooth ride, while reducing pitching under deceleration—thus creating the “suspended from the sky” feeling. Kawasaki fine-tuned the system for implementation on the Z H2 SE. The system gathers information about suspension stroke speed, positive and negative acceleration, wheel speed, and front braking pressure—and takes into account vertical acceleration and pitch rate—before adjusting damping via a solenoid valve that can react in as little as one millisecond.
Damping quality—what riders would describe using the shorthand “soft” or “firm”—corresponds to the selected ride mode (Sport, Road, Rain, Manual). The system also includes electronically adjustable rear preload.
The press release mentions that one of Skyhook’s major benefits is that it reduces pitching during two-up riding. While one can foresee some light two-up touring on the H2 SX, it’s gotta be said, if your significant other is willing to sit on the back of a 200-hp, supercharged hyper naked, you may be dating/married to a lunatic. Just a heads-up.
The hardware in question. (Kawasaki /) The Z H2 SE also features high-end Brembo Stylema calipers, replacing the standard Z H2′s Brembo M4.32 calipers, that bite 320mm discs up front and a 250mm disc in the rear.
A TFT dash displays all necessary info. (Kawasaki /) In all other respects, the SE is the same sledgehammer as the standard Z H2—not that a supercharged Ninja with 200-ish hp (claimed) can ever rightly be called “standard.” What I mean is, the SE gets the same goodies: TFT dash, up-to-the-minute rider aids, quickshifter, cruise control, slip-assist clutch, smartphone connectivity, etc.
Ready for takeoff. (Kawasaki/) The 2021 Z H2 SE is available in Golden Blazed Green/Metallic Diablo Black for $19,700. That’s $2,200 more than the base model Z H2.
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Adventure bikes are the conquerors of just about all of the land the sunlight touches, but up until recently they were large, tanks of machines built for more experienced riders. Beginners like to explore too. Honda’s CB500X was first introduced in 2013 as a means to hit the more urban side of the adventure category and fill a void that larger-displacement ADVs left unconquered. And now, to the enjoyment of newer riders, just about every displacement level is represented in the ADV category with the Honda CB500X laying claim to the small parallel-twin realm.
The 2020 Honda CB500X makes adventuring possible for the common commuter. (Jeff Allen /) As you may recall from our 2019 review, this motorcycle started out as a midsize commuter. Owners were adventure-fying it with modifications to the suspension and swapping to knobby tires. Honda noticed and last year gave it an adventure-focused makeover that we see today.
On road the CB500X flaunts its commuting roots. (Jeff Allen /) The first thing you will notice when twisting the throttle is the CB-X’s smooth transmission and a mild-mannered 471cc parallel-twin engine. The clutch pull is light and modulation is easy thanks to the slipper assist function—a perk for navigating the daily stop-and-go. While the gear changes are nice and smooth, downshifting between first and second does occasionally catch on neutral. The engine, although docile, was in no way lacking when it came to the spirited paces of Southern California’s busiest freeways. Its 42.45 hp at 8,130 rpm and 29.25 pound-feet at 6,500 rpm recorded during a fourth-gear pull on the CW in-house dyno are plenty for an adventure motorcycle meant to be friendly and usable.
The 471cc parallel twin is a very smooth deliverer of power and is suitable for any type of rider or riding. ( Jeff Allen/) Vibration is well tamed until the machine is revved to about 7,0008,000 rpm—only a faint buzz is felt through the seat at and above that point. When cruising along at speed the windscreen serves its purpose in deflecting the wind, but you best be sure the placement is suitable before your journey because the two-height adjustability does require tools. When wearing an ADV-style helmet I did notice the wind buffeting the visor when hitting freeway speeds, nothing a little more tuck behind won’t fix.
RELATED: 2019 Honda CB500X First Ride Review
Another commuter-friendly benefit of this machine is that it sips fuel from its 4.6-gallon fuel tank. With an average of 54.6 mpg recorded, in the best case scenario of economical riding, roughly 251 miles can be had per tank.
The CB500X’s fuel efficiency is very impressive. (Jeff Allen /) On the pavement, the CB-X’s 41mm telescopic fork and single shock are soft and don’t allow for a planted feel in switchbacks—mid-turn bumps have the rear pogoing over those undulations, causing instability. The rear’s setup only allows for preload adjustability, which will not help tame the rear end’s undulations. Suspension at a price comes with some compromises. The combination of the softer suspension and 19-inch front wheel suits the dirt roads well though. Washboard bumps and jagged ruts are soaked up without much issue, and the blows are softened without jarring to the rider, even when the 5.9 inches of front-end travel was bottomed out on larger obstacles.
The soft suspension does provide more comfort in the dirt, though it is not as stiff as preferred for tackling twisties on the pavement. ( Jeff Allen/) The chunky block Dunlop Trailmax Mixtour tires that wrap around 19- and 17-inch cast aluminum rims provide a blend of both paved and dirt road capability. The tires stick well to the asphalt and offer commendable grip on fire road surfaces. There is, however, a bias toward harder-packed dirt over gravel since the rear tire struggles to find forward drive in deep gravel.
The rider triangle is a comfortable one. Standing up, however, does present a few flaws. (Jeff Allen /) Seat height is 32.7 inches but it feels a little taller than that with the seat’s somewhat boxy spread between the legs. While I had no issue with flat-footing, riders with shorter inseams will be on their toes. Commuting to and from the office or around town is done in comfort; the ergonomics are upright with the tapered handlebar and central peg position. The width of the bar and low-slung CW-measured 431-pound weight allow for easy slow-speed maneuvering. Standing up on the pegs for dirt sections was only fairly comfortable since the bars were just a tad low and back causing me to bend more over the bars than preferred while intruding on my knee space. With the balls of my size 10 feet situated on the pegs my right heel rested on the exhaust cover when in a standing position as well, further cramping the rider’s space. Another tight area was the mirror height above the grips—the stubby mounts don’t give a lot of space above the grips, something that was most noticeable when in a standing position or when replacing hands to the grips.
The windshield provides added comfort for the commute, however, giving the mirrors a fist pump is a fairly common occurrence when putting your hands back on the grips at a stoplight. (Jeff Allen /) 
Both the front and rear brakes are not noticeably aggressive, but they do sufficiently bring the bike to a stop without drama. ( Jeff Allen/) With a single finger pull at the brake lever, the front’s single Nissin two-piston caliper offers decent grip on the 320mm rotor, but not an overly aggressive one—a positive for less experienced dirt riders. The single Nissin one-piston caliper out back offers a controlled and communicative pressure to the 240mm disc as well. In short, no criticisms are warranted—they simply get the job done without drama. Our test unit was the non-ABS version; ABS is available for a $300 upcharge.
The profile hints at adventure. (Jeff Allen/) Not only does the suspension and large chunky-block tires hint to its ADV designation intent, the slight ADV-like beak protrudes from beneath an LED headlight to further the ADV story. LED blinkers also offer a clean and polished look that is so prevalent on the latest Hondas. A light bar, hand guards, and pannier sets are also available as accessories to make this machine more suited for longer, more rugged journeys.
RELATED: 2019 Honda CB500X vs. Kawasaki Versys-X 300
The gauge is easy to read. There is a second digital tachometer located in the bottom right toggle menu which seems redundant considering the larger circular one on the left. (Jeff Allen/) Finally, the LCD display provides easily discernible figures for the gear position, speed, clock, toggle menus, and a circular tachometer, but what left me a bit confused was the redundancy of tachometers—a larger circular one on the left and a digital one in the bottom right toggle menu. Regardless, you will be well informed of how quickly that crankshaft is spinning.
Commute? Absolutely. Dirt? Sure! ( Jeff Allen/) The CB500X’s appeal is its lighter, more beginner-friendly approach to the ADV class and while it does have a commuter background, it can handle a bit of off-road. So go ahead and have fun on the dirt on weekends and then ride it down the freeway to your 9–5 the rest of the days of the week. It’ll take it.
Go ahead and explore a little. (Jeff Allen /) 2020 Honda CB500X Specifications
MSRP: $6,699 (non-ABS)/$6,999 (ABS) Engine: 471cc, DOHC, liquid-cooled parallel-twin Bore x Stroke: 67.0 x 66.8mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 42.45 hp @ 8,130 rpm Cycle World Measured Torque: 29.25 lb.-ft. @ 6,500 rpm Fuel System: PGM-FI w/ 34mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Computer-controlled digital transistorized w/ electronic advance Frame: Diamond-type frame Front Suspension: 41mm telescopic fork; 5.9 in.-travel Rear Suspension: Pro-Link single shock adjustable for spring preload; 5.9-in. travel Front Brake: 2-piston caliper, 320mm petal-style disc Rear Brake: 1-piston caliper, 240mm petal-style disc Tires, Front/Rear: 110/80-19 / 160/60-17 Rake/Trail: 27.5º/4.3 in. Wheelbase: 56.9 in. Ground Clearance: 7.1 in. Seat Height: 32.7 in. Fuel Capacity: 4.6 gal. Cycle World Measured Wet Weight: 431 lb. Availability: Now Contact: powersports.honda.com GEARBOX
Smooth-going comfort and exploratory fun. (Jeff Allen /) Helmet: Bell MX-9 Adventure
Jacket: Tourmaster Transition Jacket
Pant: Tourmaster Caliber Pant
Gloves: Tourmaster Super Tour Gloves
Boots: Tourmaster Solution WP Boot
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Davide Brivio has led Suzuki’s MotoGP effort since its return to racing. (Suzuki Racing/) “I don’t teach football aces to play. I coach teams.” This famous quote from Premier League legend José Mourinho, one of the most decorated football managers of all time, perfectly describes the approach of Davide Brivio, the man behind 2020′s potential triple crown winners. Now that he has helped guide Joan Mir to claim the 2020 World Championship at Valencia and helmed Team Suzuki Ecstar’s team championship effort, Brivio’s near-miss of the constructor’s championship demonstrates how far he has brought the Suzuki MotoGP effort.
We spoke with Brivio to discover what it takes to be a team manager and how Suzuki has gone from the returning new kids on the block to world champions. Watching Brivio’s tears of joy in the Suzuki garage as Mir crossed the finish line at Valencia, many MotoGP fans’ first thoughts were that “he did it again”; Brivio, after all, was behind Yamaha’s return to victory with Valentino Rossi in 2004. That he is the man behind Suzuki’s success in only the sixth season of its comeback in MotoGP—and during the 100th anniversary of the company, no less—is a simply perfect story.
As you often confess, the Suzuki project started from a white page. So how did you start?
I come from an area, the Brianza (not far from Milan), where all my friends and schoolmates played football. I loved motorcycle racing instead, especially motocross, and I dreamed of becoming a racer one day. I had no budget, but this didn’t prevent me from reading all the sports newspapers and following the races. I was passionate about motocross, and the Gilera factory was very close by. So when I was 14 years old I volunteered myself for the position of a mechanic, or assistant mechanic, for free. Nowadays, if I got a letter like this, I would laugh.
I did some motocross racing, but I was not fast enough. Once I realized I had no future as a racer, I had to reinvent myself. I started to follow motocross races as a reporter and then as a press officer in WSBK with Fabrizio Pirovano. It was not my ideal job, but for me it was a dream come true to walk in a paddock. I have been in World SBK for 11 years. In 2000, we came very close to winning the title with Noriyuki Haga and Yamaha, but ultimately Colin Edwards won and the following year I followed Haga to MotoGP. In 2002, I was with Marlboro’s Yamaha team, with Max Biaggi and Carlos Checa.
Which lesson did you learn from this first start?
That you have to be humble and pursue your dreams and skills. I started with positions that didn’t suit me perfectly, but they helped me to better understand our sport. I then became team coordinator, team manager, but I considered myself always “in progress.” I was observing, listening, and learning from the most experienced people around me, like Fiorenzo Fanali, for example, as he had been the mechanic of Giacomo Agostini and Eddie Lawson.… He helped me a lot. I used to read sports magazines, so for me the references were Kenny Roberts or Agostini running their teams.
How did you end up at the head of Rossi’s team?
In 2002, I joined Yamaha as team director with Lin Jarvis, who was managing director. Biaggi and Checa were our riders, but in summer 2002 Yamaha decided not to renew Biaggi’s contract. Marco Melandri replaced him in 2003, but it was a very difficult year. We didn’t score any podiums, except for Yamaha’s satellite rider Alex Barros in Le Mans on the wet. We needed to reorganize the team, especially because the 2005 season would be Yamaha’s 50th anniversary, so we wanted to do something big. The name Valentino Rossi came up, but it was a bit controversial. The majority thought it was a crazy idea. Why should he leave Honda for us, considering that we hadn’t been winning for the past 12 years? [Yamaha MotoGP head] Masao Furusawa made a big push to hire Valentino, and the duo of Rossi and Furusawa wrote Yamaha history. We won four titles together (in 2004, 2005, 2008, and 2009).
What did you learn from Rossi?
The winning mentality. When Valentino joined Yamaha, he taught us the winning approach—the necessary switch from winning a race to winning a championship.
Is this winning mindset what you brought to Suzuki?
Suzuki has a long tradition in racing. When I joined the company I brought this experience, but also my expertise in working with a Japanese company. We did it all together with their support. But the good thing is that they always followed up.
Brivio has assembled a team that is motivated and all-in on Suzuki. (MotoGP /) What was the atmosphere at Suzuki when you joined the team? Were they different from the Japanese engineers you knew from Yamaha?
When I joined Suzuki, I found the atmosphere I had found in Yamaha 15 to 20 years before: They were humble, driven by the desire to win. They wanted to return to MotoGP. They had designed a V-4 engine, but they were thinking of four cylinders inline. As they were projecting the new engine they called me.
I remember one of the first meetings where I asked why Suzuki left MotoGP in 2011, and when I started to talk to them was the end of 2012. I started officially on the 1st of April 2013! At that time I was working with Valentino, managing his things privately, but I was attracted by the project: I was missing the managing side of the work.
What did you like most about the Suzuki project?
With Suzuki, the very nice thing is we really started from a clean sheet of paper. We needed to organize the team from scratch. I remember that I asked, “Where was the base of the team, what about the trucks, the equipment, the crates?” And they said, “We’ve got nothing!” There was no workshop and the trucks and the equipment were not theirs. This made the whole process much more interesting. I will restart tomorrow!
What was the key to hiring the staff?
Suzuki is a big company, in good health, but the budget dedicated to races is less than other manufacturers. This pushed us to be more creative and effective. In hiring people I followed my intuition; I was looking for motivated people who really wanted to be part of the project. This was crucial to build a strong team. I wanted team members driven by ambition, passion, but also down-to-earth and calm, as I am. I always prefer a smile to a punch on a table. The urge to understand the other person and the situation comes first. I don’t like battles and fights when we work together.
Understanding the Japanese mentality was also crucial—they have method, while we Italians have genius, intuition, imagination. Together we are a perfect combination. From my past experience I brought the lesson that you have to listen to everyone. If a mechanic has advice, I’m open to listen and consider his idea. This attitude has built a lot of mutual trust in the team.
What about the rider choice?
As in the team we wanted dedicated technicians happy to join Suzuki—this was the same for the riders. Suzuki had to be their No. 1 priority. This has been crucial for today’s success. Coming from a satellite team, for Aleix Espargaró it was an achievement to join us. The same for rookies Álex Rins and Joan Mir.
Brivio’s plan of bringing riders up from Moto2 has reaped rewards with Álex Rins and Joan Mir. (MotoGP /) You have a special talent to scout new riders.
We had the intuition to bring in young riders and to grow them up from the beginning, to create a kind of Suzuki rider. Our top management, especially our president, has always encouraged this approach. In a way, it’s much more challenging, but we are also proud of this.
When we started this project there was Maverick Viñales, who we took from Moto2 after only one year in that series. It was a successful choice. When he left for Yamaha, we did the same with Álex (Rins). We saw good results, so we decided to do the same with Joan Mir. Also Joan had only one year’s experience in Moto2, and he was only at his fourth season in the World Championship! Two years in Moto3, one in Moto2, and then jumping into MotoGP. And for Suzuki it’s even more challenging because we don’t have a satellite team; we don’t have a place where we can get young riders, wait for a couple of years to see how they are, and then move them into a factory team. We have to make a bet immediately!
Andrea Dovizioso says that the Suzuki is the most balanced bike.
We don’t have the most powerful engine, even if we had made some progress, but the chassis is excellent. The Suzuki is agile, light, with good handling. And then we have two talented riders because the bike also is not enough.
If there is a term to describe Suzuki’s key to winning, what would you say it is?
I would say, “Simple is better.” There are not too many sophisticated items on our bike. Sometimes our mechanics joke that we have a streetbike, but the point is, the engineers have done well to keep things simple and to introduce only those ideas that were working. The policy has been evolution instead of a revolution.
So what is Brivio’s winning method, and how can you repeat it?
There is no recipe, but I think there have been some crucial factors. Building an extremely motivated team, finding the right understanding between the European and Japanese mentalities to extract the best potential from both sides, investing on young talented riders and growing them in the team as a unique part of the project. Evolving all this together because, in the end, it’s a team achievement. Joan has been incredible, but Álex (Rins) is also part of this success because his support in the development has been essential. This year I would have bet on Rins, but then he got injured and it took a while to recover. Meanwhile Mir’s podium in Austria was a turning point. He made a switch and showed an incredible strong mentality in addition to his consistency and calm, on and off track.
Brivio’s building of an extremely motivated team led to Mir’s 2020 MotoGP Championship. (MotoGP/) This 2020 season was particularly difficult; was there a particularly tough moment?
During the lockdown the preparation continued. What didn’t help us, in a way, were the doubleheaders. We at Suzuki are very fast to find the setup, while our competitors took advantage from returning to the same track, and they grew from one week to another. Apart from that, it was the COVID situation and the uncertainty that made things more difficult.
A season without Marc Márquez was quite special. How do you envision his return in 2021?
I really look forward to it. It would be great to see how these young kids will challenge the big champion. With one more year of experience and more confidence, I would say. I expect a great show.
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The 2021 Ducati Multistrada V4 uses a conventional spring-type valve train. Is it a Ducati without desmo? (Ducati/) Ducati recently announced that the 2021 Multistrada V4 will arrive with a conventional metal-spring valve train in place of the original Panigale V4′s traditional desmodromic valve drive. The two engines share a common bottom end. For the many who regard desmo, or direct valve operation without springs, as inseparable from the idea of Ducati itself, this is shocking heresy. Let us consider an alternative point of view: That Ducati is not a single signature technology, but rather a series of revolutions that continue.
True, the late Dr. Fabio Taglioni used his springless desmodromic valve drive to elevate Ducati—previously a modest manufacturer of radios and small motorbikes—to the first rank of technological achievement in motorcycling; first by defeating MV Agusta in stunning 125cc race wins in 1958, and then in 1972 by Paul Smart’s Imola 200 victory over all comers on the 750 bevel-drive desmo V-twin.
Paul Smart’s victory at the Imola 200 was one of the first significant wins in Ducati’s desmodromic valve drive legacy. (Ducati /) There was more to come when Taglioni himself realized that the maturing technology of fiber-reinforced cog-belt drive could bring Ducati to a great many more potential riders. The bevel drive to the cams had been a production bottleneck, requiring time-consuming hand-fitting to achieve best results. That was acceptable in an earlier time of hand craftsmanship, but if Ducati were to survive and compete in a world of tightly cost-controlled mass production, the old, experienced fitters in wire-framed spectacles would have to be replaced by the Ducati Pantah’s new set-it-and-forget-it belt drives. It was done, and cog-belt cam drive would thereafter be seen as a Ducati signature technology—until belts had to be replaced by chains to keep the Panigale V-twin reliably competitive in World Superbike. Performance is sacred. The means of delivering it evolve constantly.
By this point, Taglioni, in the eyes of the Ducati faithful, had become eternally The Master. Yet there was more beyond, as Massimo Bordi, asked by Ducati to realize his own vision, replaced Taglioni’s air-cooled two-valve tradition with the water-cooling and four-valve heads of the “Ottovalvole” engines that would win 14 World Superbike championships.
Ducati is not a single signature technology like desmo; it is revolution and change when it makes sense to do so. (Ducati /) When the eight-valve twins became resoundingly successful Bordi’s name was grudgingly added to the hagiography, and his able acolyte, Gianluigi Mengoli, in time became chief engineer. Very well, then, but Ducatis must eternally be 90-degree V-twins, making the glorious sound we all know well.
New requirements came with Ducati’s 2003 entry into MotoGP, where to make the necessary power the company again broke with its own tradition to set aside the V-twin in favor of a V-4. It made so much power that Honda’s MotoGP engineers were stunned.
Seen in retrospect, each time Ducati has broken with its own tradition, it has done so out of absolute engineering or economic necessity. That is what it is doing now as conventional valve springs replace desmo in the V-4 about to power a new Multistrada.
For a long time, the desmo system in production bikes required frequent attention to keep clearances in spec. Some owners took pride in this as proof of distinction, but others saw it as an annoying interruption of their riding. Desmo service intervals were therefore extended by an R&D program to 18,000 miles. But now we learn that the interval for Multistrada V4 will be twice that: 37,000 miles. Multistrada V4 makes its peak power at 10,500, an rpm level that is well-served by metal valve springs. Why do this? New motorcycles are expensive, and each of us has a financial sticking point. The better Ducati can control price while continuing to deliver the performance, style, and finish riders expect, the greater its potential market share. The new Multistrada V4 will make “only” 170 hp. If you require more, the Panigale V4 desmo awaits you.
The Multistrada’s 37,000 miles between valve adjustments is double that of the longest interval achieved on a desmodromic valve drive. (Ducati /) I remember seeing the photo of a Porsche 911 on the wall of present Ducati CEO Claudio Domenicali.
“That is what Ducati must be,” he said to me then. “The affordable exotic.”
What the history tells us is that in each era, Ducati appears to be something different. It has been “the desmo people,” the “bevel-drive people,” and the “90-degree V-twin people.” But each such identification with a particular technology is in fact just one still photo of an always-moving evolution.
Ducati’s great engineer, the late Dr. Taglioni, came to Ducati originally because he wanted to realize his concept of valves that were both reliably opened and closed by the force of cam lobes operating through levers. This was progressive and revolutionary in a time of unpredictable valve spring breakage. More importantly, it worked; the new-technology 125 desmo Ducati single of 1958 came 1-2 against the full strength of MV Agusta in Belgium and Sweden.
That, combined with Paul Smart’s 1972 Imola 200 win on the bevel-drive desmo 750 V-twin plus the company’s 14 World Superbike championships since, is the legend of Ducati desmo.
When Ducati joined MotoGP in 2003, and when Casey Stoner became MotoGP world champion four years later on an 800cc V-4 desmo Ducati, Taglioni’s valve drive was shown to be at least the equal of the F1-inspired pneumatic-spring systems of the competition—while revving to 20,000.
Motorcycling now has tightening emissions, safety, and noise standards to meet, adding new costs yearly. In addition, despite encouraging growth this year in US motorcycle sales, the market is no longer large. As a result, emphasis has shifted away from complex and powerful bikes to simpler and lower-priced twins. The manufacturers who survive will be those able to please both the market and government regulators at prices riders can pay.
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Hello muzorty,
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.
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Hello loltron4000,
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.
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The 2021 Kawasaki KLX300SM. (Kawasaki/) As far as product announcements go, a small-displacement dual sport and supermoto are never going to be as eye-catching as, say, a new supercharged superbike or racy supersport, but in real life, an inexpensive built-for-fun bike may actually get your adrenaline going more than anything with 200 hp.
OK, maybe that’s an exaggeration—horsepower does seem to have a direct relationship to immediate adrenaline production. But you can have a heck of a lot of fun on a lightweight, inexpensive motorcycle you’re not afraid to crash when you’re hitting jumps in your backyard or doing burnouts in the driveway. Heaven knows that’s what saved my summer (more on that in a bit).
The 2021 Kawasaki KLX300. Can the motorcycle world have too many lightweight dual sport options? Probably not. (Kawasaki /) Kawasaki is well aware of the human need to burn off some steam, which is why for 2021, in a stroke of genius foresight, it’s introducing two motorcycles that will likely be perfect pandemic partners in crime: the Kawasaki KLX300 dual sport and KLX300SM supermoto.
The KLX features a 292cc liquid-cooled single-cylinder engine that has a 6mm-larger bore than previous KLX250s. With fuel injection and an electric start, there’s little standing in your way of taking a spin. The dual sport version has 21-inch front/18-inch rear wheels; 43mm inverted fork (adjustable for compression) with 10 inches of travel; and a monoshock (adjustable for compression and rebound) with 9.1 inches of travel. The 9.8 inches of ground clearance and a claimed 302-pound curb weight will encourage you to drain the contents of its 2-gallon tank in search of off-road fun. While it’s 35.2-inch seat height may sound kind of tall on paper, the suspension will compress with your weight on board, so it’ll be pretty reasonable. If you’re inseam-challenged, go sit on one before you write it off. MSRP is $5,599 for Lime Green and $5,799 for Fragment Camo Gray.
The engine features a gear-driven balancer for smoother power delivery. (Kawasaki /) The KLX300SM is the supermoto version, featuring 17-inch wheels, shorter-travel suspension, a larger 300mm front disc brake (up from 250mm on the dual-sport), a narrower handlebar, and reconfigured footpeg position. Kawasaki claims the SM has a curb weight of 304 pounds. The SM is available in Lime Green/Ebony and Oriental Blue/Ebony colorways for an MSRP of $5,999.
Not too exciting, right? Well, it depends on your perspective. This year, all of our lives have looked pretty different. I became a full-time stay-at-home dad when the pandemic hit. My son is two, so he can’t even accurately aim a spoon at his mouth, let alone stay home by himself, which meant I had very little time to ride motorcycles. Fortunately, my friend gave me a 2001 XR200R that was sitting unused in his dad’s barn—not exactly a holy grail barn find, but close enough for my purposes, as it turns out.
The KLX300 features a basic LCD dash. (Kawasaki/) After mowing a circuit through my 9-acre yard, I couldn’t help but rip around on it everyday while my son slept. The Nap-time TT, as I called it, kept me sane. It was probably the most fun thing I did on two wheels all year. It also got me thinking.
The XR (or its modern equivalent), though not a direct competitor with the KLX300 by any means, is about 255 pounds dry—not too much lighter than the street-legal KLX300. Since falling in love with the little XR, I’ve imagined how awesome it would be if I could legally ride it through the back roads and fire roads by my house. Lightweight motorcycles make everything easier. They flatter your riding skills. On a big ADV bike, momentum can be your enemy, but on a little piddler, it’s your best friend. Squishy suspension and not-quite full-size ergos just make everything’s so unserious. Which makes them seriously fun.
Not a bad way to spend an afternoon, eh? (Kawasaki/) So, I look at these KLXs and think Kawasaki’s on to something: a bit more power than the KLX230, a heck of a lot more tech (liquid-cooling, electric start, fuel injection) than my old XR, and a lot less power and weight than anything too serious. And street-legal.
Are they as exciting as a Kawasaki Ninja H2? I can’t believe I’m saying this, but in their own way, yeah (geez, will I even recognize myself after this pandemic?). The thing is, the best bike for you is often the one that best fits the time, place, and circumstance in which you find yourself.
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Working on increasing lean angle needs to be done in a controlled and safe manner. (KTM/) When a new rider tells the YCRS instructor crew, “I want to carry more lean angle but I’m scared.” We answer, “Us too!”
At YCRS we equate lean angle with risk and use the two words interchangeably. A core school value centers around what makes up front- and rear-tire grip, and you can see it in our video, 100 Points of Grip. We are constantly balancing braking and throttle “points” against lean-angle points. The more risk (lean-angle points) we carry, the fewer brake and throttle points are available. We are closer to the edge of grip with more lean angle, and that should always spark our self-preservation instincts.
RELATED: Motorcycle Lessons Beyond the Classroom
A few columns ago I described the “old man’s disease” I suffer from when compared with my fastest instructors who lean over farther than I dare. Leaning a motorcycle over is perhaps the single-most enjoyable part of riding, but lean angle is not just enjoyable, it’s central to steering a motorcycle through a corner. I push myself to run more lean angle on the racetrack to improve my lap time; new riders must become comfortable with lean angle to ride a motorcycle safely.
All things being equal, the more lean angle a rider carries through a corner, the faster we can go at the same radius. Newer riders become frustrated with their slow corner-entry speed because they are not comfortable with adding more lean angle. Veteran riders who are lean-angle nervous begin to lose the joy of riding.
This BTC article hopes to give you a plan and method to safely increase your lean-angle comfort. And remember this, new riders: We’re all in this together!
Incremental Increases
In a nutshell: To carry more lean angle a rider must enter the corner faster if all other things are equal. You know that, I know that—but can we convince our brains that the tires will stick? Will they stick? “Nick, can you guarantee that my tires will stick if I enter the corner faster?”
RELATED: Getting Ready to Stop Beyond The Classroom Part 2
No, I can’t. But I can guarantee that our tires will gently and smoothly slide slightly if we gently and smoothly increase our entry speed. We might think, “I can get into this corner 20 mph faster.” But if we adopt an “incremental increase” approach, we can enter the corner 1 mph faster 20 times in a row and then discover that at 17 more mph the tires are at the limit. They will gently slide and whisper, “That’s all I’ve got.” If we had tried for a 20 mph increase in one pass, we would have crashed immediately because the tires went quickly beyond their grip limits.
Train Our Brain
Increasing entry speed in a linear fashion makes sense when we realize what the challenge is: Training our minds to realize the higher entry speed won’t hurt us! In my world, most of my laps are on school bikes on Dunlop’s excellent Q3+ with nothing on the line, no reason to push. Then I arrive at a track to race Rusty Bigley’s TZ750, Chris Carr’s GPz550, and especially the Speedwerks’ NSR250 increasing entry speed for added lean angle is all I work on! My brain is grooved for streetbikes on street tires but must grow to the pace of racebikes on race tires if I want to do well. So, new riders, take heart: We are all working on increasing lean angle while retaining safety—emphasis on while retaining safety.
Necessities for Improving
If you study the 100 Points of Grip video, you will see that traction is on a sliding scale depending upon pavement temperature, moisture, tire temperature, and tire compound. In other words, we can’t expect a cold tire to run the lean angle of a hot tire. “Yeah, I know that,” you think, yet almost every YCRS instructor has crashed on a cold tire, asking too much of it. So use our mistakes as a reminder that tires must be warm before asking for too much performance. Until they are warm, we must run less lean angle, less brake pressure, and less throttle pressure. Sometimes in the rain that means we hardly lean over all day, and our lean angle additions (and brake and throttle) are extra smooth.
To experiment with lean angle, we need:
- A linear, gradual, and smooth approach to adding speed.
- Hot tires that are not worn out.
- A nice day.
- Clean pavement.
- A repeatable corner, such as lapping at a trackday or a clean and safe parking lot.
- A scrubbing line on the rear tire.<br/>
Scrubbing Line
How do we know if we are running more lean angle? Feeling? Yes, but how about this: Draw a line on your rear tire from the edge to the center with a sharpie or paint pen. Draw it at the valve stem so you can find it easily. Now incrementally increase your corner entry speed and begin to scrub that line off.
Note that it is the rear tire we are examining because many bikes will not use all of the front-tire contact patch.
The scrubbing line on my FJR1300′s rear tire tells me I had additional lean angle available during my last ride. This gives me confidence to add lean angle on my new-to-me sport-touring bike if the pavement is suitable, the tire is warm, and I stay linear. (Nick Ienatsch /) Note that some bikes will drag footpegs and hard parts before they will use all of the rear tire; if you have a bike like this, then the gradual, linear increase of lean angle makes sense because riders who “flick” the bike into the corner can lever the tires off the ground and crash. Linear steering helps with tire traction and gently touching hard parts to the pavement.
This is my FZ1 rear tire after a day at Colorado’s High Plains Raceway, a tremendously safe place to scrub the scrubbing line right off. (Nick Ienatsch /) IT front tire.jpg | This is my FZ1′s front tire from the same High Plains Raceway school and note that all the tread is not used. I see this on most if not all the Yamahas we use at Champ School: in other words, add a scrubbing line to your rear tire and let that be your guide. | Photo: Nick Ienatsch
When Should Maximum Lean Angle Happen?
As we experiment with lean angle, we can’t forget tire loading! Maximum lean angle in the majority of corners happens as the bike finally slows to match the radius, at the end of the trail-braking zone or deceleration zone if it’s a corner we don’t brake for. Maximum lean angle should happen with a closed throttle and might last for some distance with a neutral or maintenance throttle (just enough throttle to keep the bike on line) until the corner opens and we can take away lean angle.
RELATED: Motorcycle Lessons Beyond the Classroom, Part 3
Be cautious of getting so enthralled with lean angle practice that you begin to add lean angle with the throttle open. That means weight is off the front tire, yet adding lean angle is asking that front tire to work. Get back to the 100 Points of Grip video and other articles on Ienatsch Tuesday to realize that a tire must be loaded if we want it to seriously grip.
“Seriously grip” means significant lean angle, brake pressure, or throttle pressure and gets us back to the reminder that almost any technique works at slow speeds and low tire loads. If we want tires to grip with significant pressures, they must be loaded—and in this discussion, it means maximum lean angle with the throttle shut or very slightly opened—not yet accelerating.
RELATED: Motorcycle Lessons Beyond the Classroom, Part 4
To be specifically clear: If we are adding lean angle and throttle, we will either lose front grip (unloaded front tire) and crash, or lose rear grip (overloaded rear tire) and crash. So in this lean-angle practice and for the rest of our riding careers, we must let the bike turn down to whatever maximum lean angle we need for the corner off throttle, and only begin serious acceleration when we can stand the bike up as the corner opens.
Your maximum lean angle on the street must include the ability to add more if needed in an emergency. (Jeff Allen /) Street Riding and Safety Margins
Experienced veteran riders have a safety margin in hand while street riding to deal with the unexpected, and one of the most vital safety margins is lean angle. If we use maximum lean angle consistently on the street, we will be caught out by unexpected traction and radius changes. That said, we must experiment with approaching our bikes’ maximum lean angles in a controlled environment so we can ride confidently in corners. Having a margin we are familiar with is vital. “I can lean over farther if necessary” comes from consistent and linear practice and soon replaces, “I hope I can lean over farther.” This is why an occasional trackday is so helpful: safe lean-angle practice in a controlled environment, using the scrubbing line to incrementally increase comfort at additional lean angle.
More next Tuesday!
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Hello Sharkmark419,
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.
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2020 Moto Guzzi V7 III Special (Moto Guzzi/) Although Guzzi positions the V7s as “entry-level models,” the series is far more accomplished than that title would suggest. Every V7 is powered by the third evolution of Guzzi’s traditional, 744cc transverse “small block” twin, which was overhauled in 2017 with entirely new cylinder heads, pistons, and cylinder cases, though bore, stroke, and displacement remain unchanged. The newer bikes still sport basic suspension and single rotor brakes, but the 5.5-gallon tank makes for decent range between fill-ups, plus ABS is standard. The entire package doles out more than enough power and rides on a well-balanced chassis, with retro-Italian styling cues that give it instant appeal.
2020 Moto Guzzi V7 III Racer (Moto Guzzi/) 2020 Moto Guzzi V7 III Reviews, Comparisons, And Competition
Guzzi is constantly revising and evolving the V7 lineup, and for 2020 it gets just minor updates, with the V7 III Racer, Carbon, Rough, and Special returning this year along with a couple of limited-edition and anniversary models. All variants are pretty much the same under the sheet metal; they just sport different graphics, tires, seats, and the like. We called it a “friendly, comfortable daily runabout with a smooth, reliable engine…that looks clean and elegant” during the course of a 2018 review.
Competition? It’s hard to find a true apples-to-apples comparison for the Guzzi V7 IIIs, but we’ve seen Triumph’s Street Twin and Yamaha’s XSR700 mentioned as being in the same ballpark, though the Guzzi is pretty much its own thing.
2020 Moto Guzzi V7 III Stone S (Moto Guzzi/) Moto Guzzi V7 III Updates For 2020
For 2020, the V7 lineup includes the base-model V7 III Stone and up-spec S, the scrambler-ish Rough, the V7 III Special, as well as a special 10th anniversary edition of the classic V7 III Racer, along with a couple of other limited and anniversary models. MSRP starts at $8,490.
2020 Moto Guzzi V7 III Claimed Specifications
Price $8,490-$9,990 Engine Air-cooled, 90-degree transverse V-twin Displacement 744cc Bore x Stroke 80.0 x 74.0mm Horsepower 52 hp @ 6,200 rpm Torque 44.2 lb.-ft. @ 4,900 rpm Transmission 6-speed Final Drive Shaft Seat Height 30.3 in. Rake 26.4° Trail 4.2 in. Front Suspension 40mm telescopic fork; 5.1-in. travel Rear Suspension Preload adjustable; 3.1-in. travel Front Tire 100/90-18 (w/ variations across models) Rear Tire 130/80-17 Wheelbase 57.6 in. Fuel Capacity 5.5 gal. Wet Weight 461-470 lb. -
Hello chaz345,
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.
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2020 Husqvarna EE 5 (Husqvarna/) For 2020, Husqvarna makes its first jump into electric mobility with the EE 5. According to the Austrian manufacturer, this machine is capable of holding its own against 50cc gas-powered machines making it an appropriate choice for youngsters with a competitive spirit who also might want to learn to ride in an environmentally friendly way. Two hours of beginner-level ride time (25 minutes for serious racers) is claimed output from a full 907Wh lithium-ion battery, and charging time is a reasonable 70 minutes. Key features include its electric motor that claims to produce a peak power of 5kW, six ride modes, WP Xact suspension, and an adjustable seat height.
2020 Husqvarna EE 5 left side (Husqvarna/) 2020 Husqvarna EE 5 Reviews, Comparisons, And Competition
Although the realm of electric minibikes is still somewhat sparse, the EE 5 does see competition with the KTM SX-E 5, Oset MX-10, and Oset 12.5 Racing. Once the child grows up and is interested in full-size e-dirt bikes, they can look to Cake’s lineup or larger offerings from Oset, KTM, and Zero.
Dirt Rider put together a list of the best electric dirt bikes for 2020—a list that includes the EE 5—and provides more information on the above electrics as well.
2020 Husqvarna EE 5 front right (Husqvarna/) Husqvarna EE 5 Updates For 2020
This electric mini is new to the Husqvarna lineup for 2020.
2020 Husqvarna EE 5 Claimed Specifications
Price: $5,149 Motor: Air-cooled electric motor Power: 5kW Transmission: 1-speed Final Drive: Chain Seat Height: 26.9 in. Rake: N/A Trail: N/A Front Suspension: 35mm inverted fork, preload and rebound adjustable; 8.1-in. travel Rear Suspension: Fully adjustable; 7.3-in. travel Front Tire: 60/100R-12 Rear Tire: 2.75 x 10 Wheelbase: 40.6 in. Fuel Capacity: N/A Dry Weight: 89 lb. -
2020 Husqvarna TX 300i (Husqvarna/) As you may have noticed, Husqvarna added a significant letter to the end of the TX 300′s name and this letter means that its 293cc two-stroke engine is now fuel injected, a change that is new for 2020. Originally introduced in 2017 as the carbureted TX 300, this machine was intended to be just as capable on the track as it is on the trail, and to tackle off-road or motocross racing as easily as a casual weekend ride. Now, with the fuel-injected update it will improve the model’s fuel consumption and emissions for this day and age and continue to be a do-it-all cross-country dirt bike.
2020 Husqvarna TX 300i Reviews, Comparisons, And Competition
In Dirt Rider’s first impression review of the 2017 TX 300, test riders stated: “On the track it was called stable and in the tight trails it was called nimble, light, and thin. In corners, Dylan praised the bike for laying over and not wanting to pop up mid-turn. Tyler loved the stability while flat tracking around slick turns. Neither rider noticed much vibration, something the Husqvarna engineers worked to minimize.”
Competition for the TX 300i includes the TM CC 300 Fi, KTM 300 XC TPI, and Beta 300 RR.
2020 Husqvarna TX 300i (Husqvarna/) Husqvarna TX 300i Updates For 2020
One of the biggest announcements during Husqvarna’s 2020 motocross and cross-country model unveiling was when the TX 300 made the switch to fuel injection. As Dirt Rider reported, the TX 300i is similar to last year’s carbureted TX 300, but this one is fuel injected. “It features a newly developed cylinder along with a new heavy-duty header pipe that has a corrugated surface to increase strength for impact resistance and reduce noise levels,” Dirt Rider continued. The engine also features a redesigned Dell’Orto 39mm throttle body.
2020 Husqvarna TX 300i (Husqvarna/) 2020 Husqvarna TX 300i Claimed Specifications
Price: $10,099 Engine: Liquid-cooled single-cylinder two-stroke Displacement: 293cc Bore x Stroke: 72.0 x 72.0mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.4 in. Rake: 26.1° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 12.2-in. travel Rear Suspension: Fully adjustable; 11.8-in. travel Front Tire: 90/90-21 Rear Tire: 110/100-18 Wheelbase: 58.5 in. Fuel Capacity: 2.3 gal. Dry Weight: 224 lb. -
2020 Husqvarna 701 Supermoto (Husqvarna/) As the name implies the Husqvarna 701 Supermoto is a supermoto motorcycle powered by a big-bore 693cc single-cylinder engine pulled from the KTM 690 Duke. The Husky is a lightweight package (claimed 319 pounds) that delivers plenty of hooligan character, encouraging the Continental ContiAttack Supermoto front wheel to rise on the track or road. Buckets of electronic rider aids are available including cornering ABS, lean-angle-sensitive traction control, ride modes, and easy shift (up and down quickshifter) as standard. Apexes beware.
2020 Husqvarna 701 Supermoto 701 Reviews, Comparisons, And Competition
We found that the 2017 701 Supermoto was “a fantastic platform for just about everything” from canyon roads, track tarmac, or daily riding.
The Aprilia Dorsoduro 900 serves as one of the Supermoto’s competition, but we also ran it in an earlier comparison test against the Ducati Hypermotard 939 and KTM 690 Duke. We found the Husky “is not overwhelmingly uncomfortable or impractical, however, and in a lot of ways the bike is more than its design initially leads you to believe it would be, Husqvarna engineers having very clearly tuned the engine to offer more than just around-town antics…of all three bikes, this is the one you’d actually consider taking to a trackday at your local kart track.”
2020 Husqvarna 701 Supermoto (Husqvarna/) Husqvarna 701 Supermoto Updates For 2020
The electronics suite is all-new for 2020 as are some fresh new graphics and bodywork.
2020 Husqvarna 701 Supermoto (Husqvarna/) 2020 Husqvarna 701 Supermoto Claimed Specifications
Price: $11,999 Engine: Liquid-cooled SOHC single-cylinder Displacement: 693cc Bore x Stroke: 105.0 x 80.0mm Horsepower: 74.0 hp @ 8,000 rpm Torque: 54.2 lb.-ft. @ 6,500 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 35.0 in. Rake: 26.4° Trail: N/A Front Suspension: 48mm inverted fork, compression and rebound adjustable; 8.5-in. travel Rear Suspension: Fully adjustable; 9.4-in. travel Front Tire: 120/70-17 Rear Tire: 160/60-17 Wheelbase: 57.9 in. Fuel Capacity: 3.4 gal. Wet Weight: 319 lb. -
2020 Husqvarna FE 501 right side (Husqvarna/) The Husqvarna FE 501 platform serves as the Austrian marque’s flagship enduro and dual sport models. Powered by a 511cc single-cylinder four-stroke engine, the 501 leads the displacement charge from the 350cc models, while packing modern electronics like traction control and adjustable engine maps for tackling washes or rock-strewn trails. The S model differs from the base in that it is a street-legal dual sport version (license plate bracket, turn signals, etc.). The S’ rubber is also wrapped around Giant rims (instead of the D.I.Ds used on the base) and it weighs a claimed 247 pounds (239 pounds, base).
2020 Husqvarna FE 501 (Husqvarna/) 2020 Husqvarna FE 501/S Reviews, Comparisons, And Competition
When it won Cycle World’s Ten Best Dual Sport, the FE 501 S took the throne in 2015 since it “combine[d] the powerhouse engine with incredible handling and trail compliance, and you have the best dual-sport machine we’ve ridden.”
As with any model that crosses Cycle World’s garage threshold, we ran the FE 501 S on the dyno to measure the horsepower and torque figures: 40.3 hp at 8,100 rpm and 28.2 pound-feet of torque at 5,700 rpm.
When it comes to competition, the FE 501 S model faces the dual sport KTM 500 EXC-F and Beta 500 RR-S.
2020 Husqvarna FE 501 (Husqvarna/) Husqvarna FE 501/S Updates For 2020
The FE 501 does have a few internal changes including a new, more compact cylinder head, new camshaft, and new Konig piston that helps reduce oscillating masses. The FE 501 S also features a shorter and lighter cylinder head, a new camshaft, an increased compression ratio, and a new exhaust system.
2020 Husqvarna FE 501/S Claimed Specifications
Price: $11,099 (base)/$11,499 (S) Engine: Liquid-cooled SOHC single-cylinder four-stroke Displacement: 511cc Bore x Stroke: 95.0 x 72.0mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.4 in. Rake: 26.5° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 11.8-in. travel Rear Suspension: Fully adjustable; 11.8-in. travel Front Tire: 80/100-21 (base)/90/90-21 (S) Rear Tire: 110/100-18 (base)/120/90-18 (S) Wheelbase: 58.5 in. Fuel Capacity: 2.2 gal. Wet Weight: 239 lb. (base)/247 lb. (S) Cycle World Tested Specifications
Rear-Wheel Horsepower: 40.3 hp @ 8,100 rpm Rear-Wheel Torque: 28.2 lb.-ft. @ 5,700 rpm -
2020 Husqvarna Svartpilen 701 right side (Husqvarna/) The Husqvarna Svartpilen 701, known as the “Black Arrow,” is the amalgamation of futuristic design and flat-track inspiration. Unlike the more café-inclined Vitpilen, this standard streetbike has upright, pulled-back bars, Pirelli MT 60 rubber, and a nod-to-flat-track number plate. Otherwise along with WP Apex suspension and Brembo brakes it also sees the same torquey 673cc single nestled in the steel tubular trellis frame. In fact, back in our 2019 first ride review, the combination of these aforementioned features led us to say that it is the best of the Swedish arrows.
2020 Husqvarna Svartpilen 701 Reviews, Comparisons, And Competition
In our 2019 review of the Svartpilen 701, Cycle World Senior Editor Justin Dawes praised the single-cylinder engine for its tire-twisting torque: “It’s truly a legendary powerplant that is smoother than it should be considering its raucous delivery. Many a twin could only hope to have as much character.”
Since the 701s of Husky’s lineup share the same single, you can watch our in-house dyno run of the Vitpilen 701 to get an idea of the Svartpilen’s power numbers.
With their similarities the two ‘Pilens also piggyback on many of the same competitors: KTM 790 Duke, Yamaha MT-07, Kawasaki Z650, Honda CB650R, Suzuki SV650, and Ducati Monster 797.
2020 Husqvarna Svartpilen 701 front right (Husqvarna/) Husqvarna Svartpilen 701 Updates For 2020
As covered in our first look, the Svart 701, like the Vitpilen 701, sees CNC-machined rearsets, spoked wheels, and an awesome new color scheme for 2020.
2020 Husqvarna Svartpilen 701 left side (Husqvarna/) 2020 Husqvarna Svartpilen 701 Claimed Specifications
Price: $9,499 Engine: Liquid-cooled OHC single-cylinder Displacement: 693cc 693cc Bore x Stroke: 105.0 x 80.0mm Horsepower: 75.0 hp @ 8,500 rpm Torque: 53.1 lb.-ft. @ 6,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.9 in. Rake: 25.0° Trail: 4.7 in. Front Suspension: 43mm inverted fork, compression and rebound adjustable; 5.9-in. travel Rear Suspension: Preload and rebound adjustable; 5.9-in. travel Front Tire: 110/80R-18 Rear Tire: 160/60R-17 Wheelbase: 56.5 in. Fuel Capacity: 3.2 gal. (0.7 gal. in reserve) Wet Weight: 355 lb. -
Max Biaggi achieved a new electric motorcycle land speed record on the Voxan Wattman. (Voxan/) “It’s official, record [408 kph]. Thanks my team, @Voxanmotors.” A simple tweet from Max Biaggi, shouting his satisfaction to the world. “Your courage has remained untouched,” his friend and former on-track rival Loris Capirossi said.
Despite six world titles, and an ID that states his age as 49, Biaggi continues to surprise. For his latest adventure, on October 31, the Italian rider set the world top speed record on an electric bike: 228.05 mph, achieved on a Voxan Wattman built by the Monaco-based Venturi Group. With that performance, Biaggi dethroned previous record holders Ryuji Tsuruta and Mobitec EV-02A, with their speed of 204 mph. But what impresses even more was that, after three days of testing at Châteauroux airfield in France, Biaggi achieved the tremendous top speed of 254 mph. A rocket.
“At this speed the vision becomes narrower and narrower, and the air seems an impenetrable wall,” said Biaggi, who three years ago decided to stop riding bikes after he was seriously injured in a crash at the Sagittario track near Rome. But for a professional rider a life away from motorcycles is hard to conceive. So, in addition to being back on the MotoGP paddock as the team owner of a Moto3 squad, Biaggi took on this ambitious and innovative project that wants to push the limits of sustainable mobility.
Two hundred fifty-four mph on two wheels. Impossible? Not anymore. “When Gildo Pastor, the president of the Venturi Group, approached me about this project, I was very curious, but at the same time a little concerned,” Biaggi said. “I had several question marks as it was an entirely new project, and honestly I didn’t know what to expect. Why did I accept it? All my life has been about challenges and pushing the limits a bit forward. So, when they told me, ‘We came close to 373 mph on four wheels, and now we want to flirt with 249 mph on two wheels,’ I said yes. I saw a team really determined and motivated and I wanted to be part of it,” he continued with obvious pride.
In accordance with FIM (International Motorcycle Federation) regulations, the Voxan Wattman’s speed was measured from a flying start over 1 mile in opposite directions, within a period of two hours. According to the protocol, the final speed is the average of the two speeds recorded over these two runs. The Voxan sent records tumbling as the GPS speedometer peaked at a speed of 254 mph.
“The sensations I experienced were quite different from those that have characterized most of my life and my career on two wheels,” il Corsaro said, particularly noting the lack of engine roar. “The first thing that you notice is the lack of the classical familiar noises. The sound of an electric engine is completely different, the same for the power delivery.”
Sitting in the motorcycle rather than on it was a change for Biaggi. (Voxan/) With 1,470 cells (and a weight of 140 kilograms, almost 309 pounds), the Voxan Wattman’s battery delivers 317kW (431 hp) of nominal power, with a capacity of 15.9kW. “A speed record is all about power: power that you lose due to aerodynamics and power that you gain with acceleration. You need to find the right balance. The design and aerodynamic profile of the motorcycle become crucial.” For aerodynamic efficiency, there is no radiator and the “tank” is inside the bike. The rider also has to do his part.
“I had to change my approach and my riding style because on an electric Voxan Wattman you are completely encapsulated by the machinery. And if there is a No. 1 rule, it is: stay still. You don’t have to move your body on the bike. This is something unnatural for a racer who comes from MotoGP or World Superbike: remaining still to go fast. The seating position, too, is very different from a conventional motorbike because the center of gravity is very low. I was not allowed to move. This is something I had to adapt and force on myself, because I’m used to moving my body on the bike. I remember one of the first times, project leader Franck Baldet told me, ‘Forget that you are riding a motorcycle and believe in the system to extract the maximum performance.’” Easier said than done.
And then the sense of the competition. “This time I was competing for the record alone, without rivals. This also was a new feeling,” Biaggi said. But what struck him the most was something else: “I had never touched 400 kph. At these speeds the perspective of the space around you changes completely. The aerodynamic effects become crucial. The air is an impenetrable wall and you begin to fight with forces that I would find…unknown. It was a new adventure, difficult to describe because the sensations were not familiar. In the end the rituals are the same: You put your gloves on, you tighten your helmet, you have a look at the dashboard…”
But how does it feel to be the fastest man on earth on an electric bike? “It was a huge satisfaction. We made it thanks to a bit of craziness. It was not easy at the beginning; I had to do a shift in my mentality. I had to adapt to ride completely encapsulated in the machine without the possibility to move. The feeling is very weird.”
Biaggi says the feeling of riding the Wattman was weird. The feeling of accomplishment, we assume, is a little less weird for the six-time world champion. (Voxan/) On board the Voxan Wattman, propelled by its powerful 270kW engine, Max Biaggi achieved nine different speed records at Châteauroux airfield. The team says this is only the beginning. Pastor, founder of the Venturi Group, which has competed in the world Formula E championship since season 1, is a pioneer in eco-mobility. Biaggi’s land speed record celebrates the 20th anniversary of the Venturi Group’s electric sustainable mobility adventure. It has now officially created the fastest-ever electric vehicles on two and four wheels (Venturi VBB-3, FIA record: 549 kph/341 mph), and in the four-wheel fuel cell category (Venturi VBB-2, FIA record: 487 kph/303 mph). What shall we expect next?
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2020 Husqvarna Vitpilen 701 (Husqvarna/) In 2018, Husqvarna introduced its four streetbikes, each bringing modern character through futuristic styling and a thumping single-cylinder engine. The sharp-styled Vitpilen 701 might just steal the show. Being the big brother to the Vitpilen 401, the 701 still flaunts the more aggressive ergos seen in the smaller iteration, but offers a more aggressive yet incredibly smooth power delivery via a 693cc single-cylinder engine. Not only that, but the braking department features Brembo brakes, Keihin EFI (compared to the 401′s Bosch system), stainless steel exhaust, aluminum clip-ons, Bridgestone Battlax tires, traction control, and more fuel capacity.
2020 Husqvarna Vitpilen 701 Reviews, Comparisons, And Competition
In our first look, we reported that Husky is “aiming to improve on an already proven platform” with minor changes that ultimately add a premium touch to the models. Although 2020 sees some minor changes to the Vit, they do add a premium touch to the models.
When the Vitpilen was first announced we snagged a model to run on our in-house dyno to record rear-wheel numbers: 70.95 hp at 8,200 rpm and 51.08 pound-feet of torque at 6,730 rpm.
2020 Husqvarna Vitpilen 701 (Husqvarna/) Competition can include its own kin, the KTM 790 Duke or Svartpilen 701, but otherwise the onslaught comes from other standard machines like the Yamaha MT-07, Kawasaki Z650, Honda CB650R, Suzuki SV650, and Ducati Monster 797.
Husqvarna Vitpilen 701 Updates For 2020
For 2020, the Vitpilen is fitted with CNC footpegs and spoked wheels as standard. A striking blue and white color scheme with new graphics grace the bodywork of the 2020 Vitpilen 701.
2020 Husqvarna Vitpilen 701 (Husqvarna/) 2020 Husqvarna Vitpilen 701 Claimed Specifications
Price: $9,499 Engine: Liquid-cooled OHC single-cylinder Displacement: 693cc Bore x Stroke: 105.0 x 80.0mm Horsepower: 75.0 hp @ 8,500 rpm Torque: 53.1 lb.-ft. @ 6,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.7 in. Rake: 25.0° Trail: 4.3 in. Front Suspension: 43mm inverted fork, compression and rebound adjustable; 5.3-in. travel Rear Suspension: Preload and rebound adjustable; 5.3-in. travel Front Tire: 120/70R-17 Rear Tire: 160/60R-17 Wheelbase: 56.5 in. Fuel Capacity: 3.2 gal. (0.7 gal. in reserve) Dry Weight: 348 lb. -
2020 Husqvarna Vitpilen 401 (Husqvarna/) The Husqvarna Vitpilen 401 is the Swedish manufacturer’s entry-level naked bike with futuristic design cues and more aggressive café-racer-like ergonomics compared to its upright scrambler-esque sibling, the Svartpilen 401. The heartbeat of this machine comes from the approachable 373cc single-cylinder engine, which is similar to that found in its parent company’s KTM 390 Duke and RC 390. It features a steel trellis frame, adjustable WP Apex suspension, ByBre brakes (Brembo’s subsidiary), and 17-inch spoked wheels to tackle the urban sprawl.
2020 Husqvarna Vitpilen 401 Reviews, Comparisons, And Competition
Cycle World put the 2018 Vitpilen 401 on the in-house dyno to record rear wheel power figures and this single produced 41.4 hp at 8,740 rpm and 26.4 pound-feet of torque at 6,880 rpm.
In our small bike comparison between the Honda CB300R, KTM 390 Duke, and Husqvarna Vitpilen 401, we stated that the Vitpilen was a motorcycle that’s styling commanded attention and its ergos were the most aggressive of the group. “If you’re a taller, lanky fellow, the setup works well,” Waheed wrote.
2020 Husqvarna Vitpilen 401 (Husqvarna/) Husqvarna Vitpilen 401 Updates For 2020
For 2020, the Vitpilen’s bolt-on subframe has been extended to increase support and comfort for the passenger. The color has also been updated with a subtle silver as the primary color with bronze accents highlighting the design.
2020 Husqvarna Vitpilen 401 (Husqvarna/) 2020 Husqvarna Vitpilen 401 Claimed Specifications
Price: $4,999 Engine: Liquid-cooled DOHC single-cylinder Displacement: 373cc Bore x Stroke: 89.0 x 60.0mm Horsepower: 44 hp @ 9,000 rpm Torque: 27.3 lb.-ft. @ 7,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.9 in. Rake: 25.0° Trail: 3.7 in. Front Suspension: 43mm inverted fork, fully adjustable; 5.6-in. travel Rear Suspension: Fully adjustable; 5.9-in. travel Front Tire: 110/70R-17 Rear Tire: 150/60R-17 Wheelbase: 53.4 in. Fuel Capacity: 2.5 gal. (0.4 gal. in reserve) Dry Weight: 333 lb. -
Hello Picks,
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.
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Hello Mark wells,
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.
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The 2021 Kawasaki ZX-10R. (Kawasaki/) After winning its sixth consecutive WorldSBK world championship, Kawasaki’s Ninja ZX-10R and ZX-10RR get minor technical updates and a major face-lift for 2021. The aggressive new look features, you guessed it, integrated winglets on the front fairing, as is the vogue. Kawasaki also made small revisions to the engine, electronics, and chassis. Sure, there’s no 215 hp headline grabber here, but we’re pretty sure that won’t stop Jonathan Rea from continuing to, you know, do “OK” in WorldSBK in 2021.
The man himself. We will never cease wondering what damage Jonathan Rea could do in MotoGP. (Kawasaki/) If you follow Rea and teammate Alex Lowes on social media, you’ll have seen the new Ninja debut during winter testing at Jerez, with its edgy new styling, featuring integrated winglets routed through the front fairing. Kawasaki claims a 17-percent improvement in downforce compared to the previous model—no surprise there, considering the 2020 model didn’t have wings of any kind. Ergonomically, there’s a taller windscreen, 5mm-higher pegs, and clip-ons that are 10mm forward and flatter. The fairings feature large openings designed to dissipate engine heat, but also help direct air through the new air-cooled oil cooler. The oil cooler works independently from the radiator on its own circuit.
Kawasaki revised the throttle position sensor setup, relocating it to the grip to eliminate the cable. The engine has a revised transmission with shorter ratios for first, second, and third gears, and a 41-tooth rear sprocket (two teeth larger than before) to improve acceleration from the bottom. Kawasaki revised the exhaust and catalytic converter layout to achieve Euro 5 compliance.
The rider’s seat is taller in the rear to allow for better positioning. (Kawasaki/) On the chassis side, revised geometry moves weight-bias forward by 0.2 percent. There’s a 10mm-longer wheelbase, thanks to an 8mm-longer swingarm and greater fork offset. The fork offset, created by a new lower triple clamp, in turn decreases trail. The swingarm pivot is 1mm lower than before. The changes are aimed at improving the motorcycle’s flickability. The Showa Balance Free Fork includes a slightly lower spring rate and is more rigidly held by the new lower triple clamp, and the rear shock has a stiffer spring rate, enabling softer damping settings. The changes aren’t huge by any means, but keeping the pointy end sharp is often all about minute honing.
As before, the electronics package features a rider aid suite managed by a Bosch six-axis IMU. The setup now has three preset modes (Rain, Road, Sport) and four fully customizable modes, all controlled via a new 4.3-inch TFT display (with smartphone connectivity). Kawasaki revised traction control settings, refining modes 4 and 5 (the most intrusive levels) to make intervention smoother. As before, the acronym-rich electronics package includes traction control, cornering ABS, engine-braking control, launch control, and power modes. A quickshifter and electronic Öhlins steering damper are standard.
Kawasaki’s River Mark logo, as it appears on H2 models, is reserved for motorcycles of significance. (Kawasaki/) Kawasaki, being a sensible company run by human beings who occasionally ride on freeways and have bodies that experience fatigue, also fitted the Ninja with cruise control as standard. To many of us, if a motorcycle is in a premium category and is road-legal, it just seems like giving it cruise control and heated grips should be a given. Heated grips are an optional extra—but at least they’re an option. So, well done, Kawi.
MSRP is as follows: $16,399 for the base-model ZX-10R, $16,699 for the KRT Edition graphics package, $17,399 for the ZX-10R ABS, and $17,699 for the KRT Edition ABS. There’s no word yet on availability.
The ZX-10RR ($28,999) gets a few engine updates, including Pankl titanium con-rods, lighter pistons, new camshafts, and new intake/exhaust springs. Kawasaki removed the intake funnels from the airbox. The RR also gets forged Marchesini wheels and Brembo Stylema calipers and stainless steel braided brake lines.
Long live the inline-four. (Kawasaki/) While it’s not a complete model refresh, we’re pretty sure it won’t matter to Jonathan Rea—which isn’t to say a seventh consecutive championship is a foregone conclusion. But it sure feels like it.
Sportbike fans always want new and more: not just faster for faster’s sake, but something new and exciting—that then makes a motorcycle faster. It doesn’t matter that most riders won’t be able to take advantage of increased performance via winglets, refined TC settings, or a 1mm-lower swingarm pivot. It’s about captivating the imagination. If Kawasaki’s updates, headlined by that new snarky visage captivates you, then that’s all that matters—because Rea will probably win regardless.
2020 Husqvarna 701 Enduro
in Motorbike news
Posted
Husqvarna’s on-road 701 Supermoto meets its dual sport match in the 701 Enduro. These models share more than the $11,999 MSRP, 693cc single-cylinder engine, slim chrome-moly steel trellis frame and fuel-tank-integrated rear subframe. What sets the 701 Enduro apart is how it meets the challenges of the road and dirt with equal capability thanks to WP Xplor suspension and 21- and 18-inch wheels. It also shares electronic rider aids like switchable ride modes, cornering ABS, traction control, and up and down quickshifter with the 701 Supermoto.
2020 Husqvarna 701 Enduro Reviews, Comparisons, And Competition
In our 2016 ride review our test rider said: “Splashing down wide, rain-soaked trails, the Enduro behaved quite well for a 320-pound dirt bike—this despite the shallow depth of the knobs, which preferred to spin rather than grip in such conditions. Keeping the ABS switched to the front-only setting, I was able to slide the rear to get the bike pivoted and pointed out of turns—a useful feature when riding aggressively off-road.”
Competition includes the KTM 690 Enduro R, Honda XR650L, and Suzuki DR650S.
Husqvarna 701 Enduro Updates For 2020
In addition to the electronic suite and new graphics for the 2020 Enduro, there is also a new addition to the 701 lineup: the 701 Enduro LR (long range). Husky says this shares the same electronics as the 701 Enduro, but offers even more touring capabilities with the addition of the larger 12-liter (3.2 gallons) auxiliary fuel tank to up total fuel capacity to 25 liters (6.6 gallons).
2020 Husqvarna 701 Enduro Claimed Specifications
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