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2020 Husqvarna Svartpilen 401 (Husqvarna/) Taking a more scrambler-like approach of Husqvarna’s smaller-displacement streetbikes is the Svartpilen 401. This standard bike’s spoked wheels wrapped in blocked rubber and upright ergonomics make it an urban machine with an explorative attitude, differentiating it from the café-styled Vitpilen 401. Like its sibling, this machine floats on WP Apex suspension, stops with ByBre brakes, and runs on a 373cc single-cylinder thumper. The urban roads and rough side streets look pretty inviting from the cockpit of this Husky.
2020 Husqvarna Svartpilen 401 (Husqvarna/) 2020 Husqvarna Svartpilen 401 Reviews, Comparisons, And Competition
Running the 2018 Svartpilen 401 on our in-house dyno, we documented 40.27 hp at 8,650 rpm and 25.81 pound-feet of torque at 6,890 rpm.
Compare this model to the likes of the Ducati Scrambler Sixty2, Honda CB300R, Yamaha MT-03, or even its relatives like the Vitpilen 401 and KTM 390 Duke.
Husqvarna Svartpilen 401 Updates For 2020
The 2020 Svartpilen 401 sees the same changes as the Vitpilen 401, which include an extended subframe for what Husky claims improves passenger comfort and new colors that accentuate the model’s design.
2020 Husqvarna Svartpilen 401 (Husqvarna/) 2020 Husqvarna Svartpilen 401 Claimed Specifications
Price: $4,999 Engine: Liquid-cooled DOHC single-cylinder Displacement: 373cc Bore x Stroke: 89.0 x 60.0mm Horsepower: 44.0 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: 54.1 in. Fuel Capacity: 2.5 gal. (0.4 gal. in reserve) Dry Weight: 335 lb. -
2020 KTM 1290 Super Duke GT (KTM/) Craving the comforts of a capable touring motorcycle combined with an aggressive engine pumping a claimed 175 hp for sport? Enter the KTM 1290 Super Duke GT—one of the most entertaining sport-touring motorcycles on the market.
Derived from the rowdy KTM 1290 Super Duke, the GT packs a punch of performance in the form of its 1,301cc V-twin powerplant and agile handling, but blends in touring amenities like cruise control, adjustable windshield, and heated grips for long-haul comfort. As KTM puts it, this is “a true premium machine for riders who demand simply the best,” and Orange isn’t too far off the mark there as this machine won Cycle World’s Best Touring Bike of 2016—the heated grips aren’t the only thing hot about this sport-tourer.
2020 KTM 1290 Super Duke GT (KTM/) 2020 KTM 1290 Super Duke GT Reviews, Comparisons, And Competition
In our dyno run last year, the 1290 Super Duke GT recorded 150.8 hp at 10,060 rpm and 91.5 pound-feet of torque at 7,180 rpm.
The 2016 1290 Super Duke GT beat out the competition for Cycle World’s Best Touring Bike of 2016 because it is not only based on the “hugely entertaining KTM Super Duke that won us over one wheelie at a time” but “combines a torquey V-twin engine and stable chassis with all the accoutrements needed for the long haul.”
The competition in the sport-touring class includes the Yamaha FJR1300ES, Kawasaki Ninja 1000, Kawasaki H2 SX SE, BMW R 1250 RS, Suzuki GSX-S1000F, and Ducati Multistrada 1260.
2020 KTM 1290 Super Duke GT (KTM/) KTM 1290 Super Duke GT Updates For 2020
The 1290 Super Duke was just revised last year, so no major announcements were made by the manufacturer. It is available at a starting MSRP of $20,599.
2020 KTM 1290 Super Duke GT Claimed Specifications
Price: $20,599 Engine: Liquid-cooled two-cylinder Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Horsepower: 175.0 hp @ 9,750 rpm Torque: 103.9 lb.-ft. @ 7,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.9 in. Rake: 24.9° Trail: 4.2 in. Front Suspension: 48mm inverted fork, electronically adjustable; 4.9-in. travel Rear Suspension: Electronically adjustable; 6.1-in. travel Front Tire: 120/70ZR-17 Rear Tire: 190/55ZR-17 Wheelbase: 58.3 in. Fuel Capacity: 6.1 gal. w/ 0.9 gal. in reserve Dry Weight: 461 lb. -
2020 KTM SX-E 5 (KTM /) The 2020 KTM SX-E 5 is a mini electric dirt bike that is based around the smaller chassis of its internal-combustion two-stroke brother, the 50 SX, but is powered by a 48-volt electric motor. With the lack of a gearbox, shifting is not required, which makes it approachable for new riders, while six power modes offer tailored power delivery. At a slower beginner pace, ride time with the KTM PowerPack lithium-ion battery can last up to a claimed two hours while the older, faster youth will have a claimed 25 minutes. An adjustable seat height also makes it appropriate for the growing beginner rider or competitive junior rider. This model is also fitted with a 35mm upside-down WP Xact fork and WP Xact monoshock and 160mm disc brakes front and rear.
2020 KTM SX-E 5 Reviews, Comparisons, And Competition
As covered on Dirt Rider, with this model “KTM is banking on the projection that the 2020 SX-E 5 will attract those with kids just starting out, and who wish to have a bike that’ll grow with them.”
Mini electric competition includes sister brand Husqvarna’s EE 5 or the Oset MX-10. The trials-oriented Oset 12.5 Racing is another electric with a different competition-like intent.
2020 KTM SX-E 5 (KTM /) KTM SX-E 5 Updates For 2020
No major updates here since the KTM SX-E 5 was just unveiled for 2020. Pricing starts at $5,049.
2020 KTM SX-E 5 (KTM /) 2020 KTM SX-E 5 Claimed Specifications
Price: $5,049 Motor: Air-cooled 48-volt BLDC motor w/ outer rotor Power: 5kW / 3,750 rpm Torque: 10.2 lb.-ft. Transmission: 1-speed Final Drive: Chain Seat Height: 26.9 in. Rake: 24.0° Trail: N/A Front Suspension: 35mm inverted fork, adjustable; 8.1-in. travel Rear Suspension: Fully adjustable; 7.3-in. travel Front Tire: 60/100-12 Rear Tire: 2.75 x 10 Wheelbase: 40.6 in. Capacity: 907 Wh Weight: 89 lb. -
2020 KTM 790 Duke (KTM /) The 2020 KTM 790 Duke is a naked motorcycle that merges “know-how gained in the development of milestones like the 690 Duke and 1290 Super Duke R,” as stated by the manufacturer. This “Scalpel” of the Duke line is powered by a 799cc parallel-twin engine. Its road-slicing features include its lightweight chrome-molybdenum steel frame with aluminum rear subframe, WP suspension, and a clutchless up and down quickshifter. If you are looking for an everyday canyon carver, straightaway slasher, or trackday thrasher, the Scalpel makes quick work of it all.
2020 KTM 790 Duke (KTM /) 2020 KTM 790 Duke Reviews, Comparisons, And Competition
In our 2019 first ride, Road Test Editor Michael Gilbert stated that the 790 Duke “is a seriously potent motorcycle. The Orange Brigade suggests the middleweight Duke is a steppingstone between the 390 Duke and 1290 Super Duke R, but I’d argue it holds the potential to be a final destination for a KTM buyer.”
Upon running last year’s model on the dyno, the KTM 790 Duke produced 95.1 hp at 9,200 rpm and 58.2 pound-feet of torque at 7,800 rpm.
Competition in the middleweight naked category includes: Kawasaki Z900, Suzuki GSX-S750, Yamaha MT-07, and Husqvarna Svartpilen/Vitpilen 701.
2020 KTM 790 Duke (KTM /) KTM 790 Duke Updates For 2020
The only update for 2020 is that it has new color, trim, and graphics. It is available in black or orange for a starting MSRP of $10,699.
2020 KTM 790 Duke Claimed Specifications
Price: $10,699 Engine: Liquid-cooled DOHC parallel twin Displacement: 799cc Bore x Stroke: 88.0 x 65.7mm Horsepower: 105.0 hp @ 9,000 rpm Torque: 64.2 lb.-ft. @ 8,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.5 in. Rake: 24.0° Trail: 3.9 in. Front Suspension: 43mm inverted fork; 5.5-in. travel Rear Suspension: Spring and preload adjustable; 5.9-in. travel Front Tire: 120/70ZR-17 Rear Tire: 180/55ZR-17 Wheelbase: 58.1 in. Fuel Capacity: 3.7 gal. w/ 0.9 gal. in reserve Dry Weight: 373 lb. -
Ducati has updated its SuperSport for 2021, giving it Panigale V4-inspired styling and a six-axis inertial measurement unit while bringing it in line with Euro 5 standards. Ducati also officially added “950” to the model’s name, which is interesting in that it suggests other displacements might be in the works, but at this point, the 2021 line-up will consist of the SuperSport 950 and the SuperSport 950 S.
The SuperSport 950 receives a new fairing design with the gill-shaped openings on either side that help vent air while also showing a peek at the red trellis frame. The bottom of the fairing now extends to cover the exhaust up until the silencer.
Up front, the LED daytime running light returns, but the redesigned headlights now follow its V-shaped curve, making it look a bit less like a “unibrow” than the previous design. The headlights are bracketed by new air intakes that funnel air through into fairing where it vents out on the rider’s legs for improved heat management.
The fairing now extends up under the windscreen and the new 4.3-inch TFT display to the front of the triple clamp, adding a bit more color to the rider’s point-of-view.
The engine remains a 937cc Ducati Testastretta 11° V-Twin. In regions where Euro 5 or equivalent standards apply, the engine claims 110 hp at 9000 rpm and 69 lb-ft. at 6500 rpm. Ducati hasn’t confirmed U.S. figures, but they’ll likely remain at the 2020 model’s claimed 113 hp and 71.3 lb-ft. For 2021, Ducati gave the slipper wet clutch a new hydraulic control including a self-bleeding radial pump.
Now equipped with a six-axis IMU, the 2021 SuperSport’s electronic package includes Bosch’s cornering ABS and gains the upgraded EVO versions of Ducati’s traction control, wheelie control and quick shift. The SuperSport conitnues to offer three ride modes, Sport, Touring and Urban.
The chassis remains similar to last year’s model, with a single-sided swingarm, trellis frame and the engine acting as a load-bearing element. The suspension is also unchanged, with the base model SuperSport 950 using a fully-adjustable 43 mm Marzocchi inverted fork and a preload and rebound damping adjustable Sachs rear shock. The S model gets a more premium package of a 48 mm inverted fork and rear shock from Öhlins, both offering full adjustability.
The dual Brembo M4-32 radially-mounted monoblock four-piston calipers with 320mm discs return as standard equipment for both SuperSport models, as do the 245 mm disc and two-piston caliper on the rear. In addition to the cornering ABS, the 2021 SuperSport models, the brake system also gets a self-bleeding radial pump, matching the clutch lever’s hydraulics.
Ergonomically, the SuperSport offers a sporty riding position, though the hand and foot positions are not quite as aggressive as you would find on the Panigale models. The seat height remains at the same 31.9 inches as the previous model, but Ducati revised the saddle’s padding to improve rider comfort.
The 2021 Ducati SuperSport 950 is available in Ducati Red with a matching trellis frame and glossy black wheels for $13,495. The SuperSport 950 S comes in a choice of Arctic White Silk or Ducati Red, and is priced at $16,195.
2021 Ducati SuperSport 950 Specifications Specifications SuperSport 950 SuperSport 950 S Engine Type Testastretta 11°, L-Twin cylinder, 4 valve per cylinder, Desmodromic, liquid cooled Testastretta 11°, L-Twin cylinder, 4 valve per cylinder, Desmodromic, liquid cooled Displacement 937 cc 937 cc Bore x Stroke 94 x 67.5 mm 94 x 67.5 mm Compression Ratio 12,6± 0.5 :1 12,6± 0.5 :1 Power 110 hp at 9.000 rpm (claimed) 110 hp at 9.000 rpm (claimed) Torque 69 lb-ft. at 6.500 rpm (claimed) 69 lb-ft. at 6.500 rpm (claimed) Fuel Injection Electronic fuel injection system, 53 mm throttle bodies with full Ride-by-Wire Electronic fuel injection system, 53 mm throttle bodies with full Ride-by-Wire Exhaust Lightweight 2-1-2 system with catalytic converter and two lambda probes. Twin aluminum mufflers Lightweight 2-1-2 system with catalytic converter and two lambda probes. Twin aluminum mufflers Gearbox 6 speed with Ducati Quick Shift (DQS) up/down EVO 6 speed with Ducati Quick Shift (DQS) up/down EVO Primary Drive Straight cut gears; Ratio 1.84:1 Straight cut gears; Ratio 1.84:1 Ratio 1=37/15 2=30/17 3=28/20 4=26/22 5=24/23 6=23/24 1=37/15 2=30/17 3=28/20 4=26/22 5=24/23 6=23/24 Final Drive Chain; Front sprocket 15; Rear sprocket 43 Chain; Front sprocket 15; Rear sprocket 43 Clutch Slipper and self-servo wet multiplate clutch with hydraulic control. Self bleeding master cylinder. Slipper and self-servo wet multiplate clutch with hydraulic control. Self bleeding master cylinder. Frame Tubular steel Trellis frame attached to the cylinder heads Tubular steel Trellis frame attached to the cylinder heads Front Suspension Fully adjustable Æ 43 mm usd Marzocchi fork Fully adjustable Æ 48 mm usd Öhlins fork with TiN treatment Rear Suspension Progressive linkage with adjustable Sachs monoshock. Aluminum single-sided swingarm Progressive linkage with fully adjustable Öhlins monoshock. Aluminum single-sided swingarm Wheel Travel (Front/Rear) 130 mm (5.1 in)/144 mm (5.7 in) 130 mm (5.1 in)/144 mm (5.7 in) Front Wheel Y shaped, 3-spoke in light alloy 3.50″ x 17″ Y shaped, 3-spoke in light alloy 3.50″ x 17″ Front Tire Pirelli Diablo Rosso III 120/70 ZR17 Pirelli Diablo Rosso III 120/70 ZR17 Rear Wheel Y shaped, 3-spoke in light alloy 5.50″ x 17″ Y shaped, 3-spoke in light alloy 5.50″ x 17″ Rear Tire Pirelli Diablo Rosso III 180/55 ZR17 Pirelli Diablo Rosso III 180/55 ZR17 Front Brake 2 x 320 mm semi-floating discs, radially mounted Monobloc Brembo M4-32 callipers, 4-piston, radial pump with Bosch Cornering ABS. Self bleeding master cylinder 3 x 320 mm semi-floating discs, radially mounted Monobloc Brembo M4-32 callipers, 4-piston, radial pump with Bosch Cornering ABS. Self bleeding master cylinder Rear Brake 245 mm disc, 2-piston caliper, Bosch Cornering ABS 245 mm disc, 2-piston caliper, BoschCornering ABS Instrumentation Full-TFT color display Full-TFT color display Dry Weight 184 kg (405 lb), claimed 184 kg (405 lb), claimed Curb Weight 210 kg (463 lb), claimed 210 kg (463 lb), claimed Seat Height 810 mm (31.9 in) 810 mm (31.9 in) Wheelbase 1.478 mm (58.3 in) 1.478 mm (58.3 in) Rake 24° 24° Trail 91 mm (3.6 in) 91 mm (3.6 in) Fuel Tank Capacity 4.2 gallons 4.2 gallons Number Of Seats 2 2 Safety Equipment Riding Modes, Bosch Cornering ABS , Ducati Traction Control (DTC) EVO, Ducati Wheelie Control (DWC) EVO. Riding Modes, Bosch Cornering ABS , Ducati Traction Control (DTC) EVO, Ducati Wheelie Control (DWC) EVO. Standard Equipment Power Modes, Day Time Running Light (DRL)**, Full-TFT color display, Adjustable windscreen, Ducati Quick Shift (DQS) up/down EVO, Power Modes, Day Time Running Light (DRL)**, Full-TFT color display, Adjustable windscreen, Öhlins suspension, Ducati Quick Shift (DQS) up/down EVO, Passenger seat cowl Ready For Anti-theft system, Heated grips, Ducati Multimedia System (DMS) Anti-theft system, Heated grips, Ducati Multimedia System (DMS) Warranty 24 months unlimited mileage 24 months unlimited mileage Maintenance Service Intervals 15.000 km – 9.000 mi/12 months 15.000 km – 9.000 mi/12 months Desmoservice 30.000 km – 18.000 mi 30.000km – 18.000 mi 
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The 2019 Honda CB1000R is a modern-retro machine that blends rider-friendly civility with an exciting punch. Big Red reintroduced the standard CB to the United States in 2018 after a short hiatus, with notable improvements all around.
Powering the CB is a 998cc DOHC inline-four derived from Honda’s previous-generation CBR1000RR, but tuned for everyday rideability with a punch of top-end power. Notable engine upgrades include an improved airbox flow to significantly larger (plus 8mm) throttle bodies, larger intake ports, and increased valve lift on both intake and exhaust. The CB also sees a ride-by-wire electronics package with selectable ride modes and traction control settings.
2019 Honda CB1000R dyno (Robert Martin /) Prior to an upcoming comparison with similar retro-modern machines, we rolled the Honda CB1000R on our in-house Dynojet 250i dyno, recording horsepower and torque figures. The Honda registered a peak 120.13 hp at 9,700 rpm and 68.59 pound-feet of torque at 8,180 rpm.
Note that a 2019 model year CB1000R was used for testing as Honda chose to skip a model year in 2020.
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2020 KTM 890 Duke R (KTM/) The newest of KTM’s Duke lineup, the 2020 KTM 890 Duke R, is aptly nicknamed “the Super Scalpel.” It is a sharp naked bike that is a highly capable road or track model stemmed from the 790 Duke, but with more power, increased stopping performance, more adjustability, and less weight. Its aggressive riding position is matched by the aggressive 890cc parallel-twin engine that produced an addicting 106.2 hp and 60.4 pound-feet of torque on the Cycle World dyno. Pair that with the measured 406-pound wet weight and it can tear around any corner thrown its way.
2020 KTM 890 Duke R Reviews, Comparisons, And Competition
“It’s the best motorcycle in the world,” exclaimed Road Test Editor Michael Gilbert in passing. In his review, Gilbert related that it rightly earned the Super Scalpel badge by shredding the corners with absolute confidence.
This naked middleweight sees competition with the Triumph Street Triple RS, Kawasaki Z900, Aprilia Tuono, Suzuki GSX-S1000, and Yamaha MT-09.
2020 KTM 890 Duke R (KTM/) KTM 890 Duke R Updates For 2020
This model is all-new for 2020. It starts at an MSRP of $11,699.
2020 KTM 890 Duke R (KTM/) 2020 KTM 890 Duke R Claimed Specifications
Price: $11,699 Engine: Liquid-cooled DOHC parallel twin Displacement: 890cc Bore x Stroke: 90.7 x 68.8mm Horsepower: 121.0 hp @ 9,250 rpm Torque: 73.0 lb.-ft. @ 7,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.8 in. Rake: 24.3° Trail: 3.9 in. Front Suspension: 43mm fork, compression and rebound adjustable; 5.5 in. travel Rear Suspension: High-speed compression, low-speed compression, rebound, and spring preload adjustable; 5.9-in. travel Front Tire: 120/70-17 Rear Tire: 180/55-17 Wheelbase: 58.3 in. Fuel Capacity: 3.7 gal. Wet Weight: 366 lb. Cycle World Tested Specifications
Seat Height: 33.1 in. Wet Weight: 406 lb. Rear-Wheel Horsepower: 106.2 hp @ 9,900 rpm Rear-Wheel Torque: 60.4 lb.-ft. @ 8,700 rpm -
I thought I was picking up a new Z H2 naked at Kawasaki, but there was some miscommunication. I got this H2 Carbon instead, the full-zoot sport version barely removed from the track-only H2R instead of the slightly tamer naked I was expecting. Damn the luck! I’d really prefer to be sat a bit more upright. When I climbed on and reached for the clip-ons, the H2 Carbon hurt my lumbar and impinged upon my liver compartment. Then it cracked my knees when I picked my feet up onto the pegs. And the way the thing revved and the supercharger chirped in the parking lot frankly was a bit frightening. It seemed angry. This is ridiculous. Nobody needs a motorcycle like this outside of the Bonneville salt flats.
Eight minutes down the road, I realized again what an ass I am. I was so busy aiming and zotting along, whatever complaints my back and knees had were drowned out in the wind and adrenaline. Like being dead after a long disease and disconnected from all pain, suddenly I was nothing but a pair of veiny Von Dutch eyeballs attached to a primordial brainstem blasting through space. While trying to not get a really expensive ticket.
The tachometer goes to 14,000, but I don’t think the needle ever went past about 8000 and maybe half throttle, which was more than enough. With the supercharger positively shoving perfect mixture into every cylinder-full, the H2’s not even trying. You barely need to rotate your wrist to get to 100 mph instantly (luckily there’s a back way between me and Kawasaki), and you barely need to move your left foot to shift through the auto-blipping dog-ring gearbox.
Nobody needs a motorcycle like this, but everybody should definitely get the chance to ride one at least once, even if only like Ray Charles driving the car in that Peugeot commercial on a dry lake if you’re worried your skills aren’t up to 206 horsepower. Don’t be. It’s fine.
If in the springtime a young man’s thoughts turn to love, in the fall, an old guy’s thoughts turn to great memories and things you’d like to have a second crack at. When we watched the dynamometer at Chris Redpath’s shop register 206 rear-wheel horsepower, we got to reminiscing about other Kawasaki moonshots, and admiring the two GPz750 Turbos in Red’s shop – the last time Kawi built an artificially aspirated production bike.
14,000 rpm are too many.
In the early ’80s, all the big four Japanese built turbos, the Kawasaki being the last and, by most accounts, the best of them. Instead of the convoluted plumbing of some of the others, the GPz attached its turbocharger just downstream of the exhaust ports right in front of the engine, thereby minimizing lag. Kawasaki rated it at 112 crankshaft horsepower at 9000 rpm, and 73 ft-lb of torque at 6500 rpm. Pretty, pretty steamy at the time – and all of it from an inline-Four displacing just 738 cc – since the goal for all the manufacturers was to extract big-bike power from a mid-size engine. In 1984, desperately in need of some direction in life and a new motorcycle, the thing on the cover of all the magazines knocked my eyeballs right out.
There’s no radiator, but there is a turbocharger tucked right beneath where those four exhaust headers converge.
In 1984 I was desperately trying to scrape up the $2600 or so for a plain-Jane KZ550 and failing; the $4800 turbo was firmly in the realm of exotica.
It was Redpath’s idea for us to borrow one of his GPz Turbos for a retro comparison, but in the actual event, he was tough to pin down and then too busy to get one prepped for us. Hmmmm, who else has a 1984 Kawasaki I can borrow… my thoughts turned to other gimpy old friends who needed to dip themselves into a fountain of youth. Ken Vreeke leapt immediately to mind. Ken was already old when I was just getting started in the magazine business circa 1989. A quick email led to an almost instant reply including a pic of him on the cover of the big magazine in 1984, on what else – the 1984 GPz750 Turbo. How serendipitous. I remember reading it in my cradle.
The Vreekster, now head of his own media empire Vreeke & Associates, has connections. Within the hour, he’d located and arranged to borrow a pristine-ish ’84 GPz750 Turbo from a local collector friend. Also, Vreeke had just come off rehabilitating from a nasty ankle injury inflicted by his KTM 1290 Adventure and a rushing mountain stream. He was itching to ride again – especially my new H2 Carbon – and made sure to seal the deal by offering me a nice compliment on my singular steadfast ability to never have wavered from my original goal of being a motorcycle magazine guy after all these years. My admirable professional stasis. I could see how it was going to be.
Daniel Schoenewald’s (inventor of the pocket calculator when he worked at Texas Instruments) 36-year old 13,000-mile GPz fired right up, smoking quite a bit from her dual exhausts but clearing out eventually and idling nicely along on Kawi’s DFI – Digital Fuel Injection – which was as advanced as Ms Pac-Man at the time. There’s a nice rumble coming out of those pipes, too, but not perceptibly louder than the new 80-decibel H2.
I don’t think the Big Four were even doing “sportbikes” yet in 1984, not ones with sportbike ergonomics as we know them today anyway. The old GPz sits you basically upright upon a thickish seat whose foam has held up remarkably well, with your feet right below your fundament and only a slight lean forward to grab grips located in what Harley today would call “semi-apehanger” position.
Brascannons, owner Dan Schoenewald, and Vreeke anoint the GPz Turbo with fuel and electrons.
Riding along on some fast surface roads, a quick blast down Highway 101, and onto some deserted farm roads, you’d think the turbocharged four-cylinder displaces more than 738 cc at any rpm, but the real fun is watching the boost gauge build after you watch the orange tachometer needle pass 6000 rpm. From there to the 9000 rpm redline, the old girl really does skedaddle. Matter of fact, it was the fastest bike Motorcyclist ran down the quarter-mile in 1983, turning a 10.99 at 123.2 mph with Jeff Karr at the controls. Quite a big deal in an era when the ¼-mile belonged to burly big-cc bikes like Suzuki GS1100Es and V Maxes.
1984’s ripper is today’s sport-tourer. Plastic was new and exciting, and all fasteners could be replaced at your hardware store. There’s no steering damper, so they just attached instruments and as much other stuff as they could to the top triple clamp to act as ballast.
Googling over to a 2017 Cycle World comparison by our old chum Don Canet, I see the new Kawi Z900 that year did the deed in 10.95 seconds at 125.06 mph. And that bike made 111.8 hp @ 9670 rpm. Maybe Kawi’s claim of 112 for the old GPz was spot on. Wait, it must’ve been pretty conservative, given that the new Z900 weighs 469 pounds wet on MO’s scales to the old GPz’s 557 lbs. I didn’t realize until I sat down to do the spec chart for this thing, that the GPz motor is also air-cooled and two valves-per-cylinder. Stone age. Even so, the old girl runs with hardly any vibration and excellent throttle response right into 9000 rpm – and feels completely modern in its rising-rate power delivery.
Meanwhile, you’ll be glad you’re hunkered down when the H2 gets rolling, trust us. The stainless exhaust can is a thing of beauty, with exhaust nozzles reminiscent of Saturn 5 boosters.
With Kawasaki, it’s always been about the engine, and we’ll let the rest of the bike catch up later. The rest of the GPz was pretty standard fare, including your basic double-downtube steel frame. But the new “Uni-Trak” rear suspension had been introduced two years earlier on the GPz550 and GPz750 (way earlier on the KX dirtbikes), and that’s what the Turbo got too, along with 4.1 inches of sweetly progressive wheel travel contributing to the cush ride.
GPz frame we’ll hide behind plastic. H2 trellis is a functional work of art proudly on display.On smooth pavement, it’s hard to think of the GPz as being the gnarliest sportbike on the road in its day, but then in its day, the first GSX-R was still two years in the future. Those high handlebars and big windscreen make the GPz feel almost like a sports-tourer.
The fork’s relatively plush also and not bad unless you’re braking semi-hard over bumps, and then it’s not bad either since the pair of 280mm discs and their single-piston slide-type calipers are incapable of braking any kind of hard in the current sense of the word. Which is probably just as well, since the hydraulic anti-dive system seems to have seized up – but Ken says that’s how it always worked, so….
But hey, what do you want for 36 years old? Dan Schoenewald has a bunch of old bikes to maintain (most of them Nortons). So, you can only imagine how the old GPz might do with new brake pads and fork oil and whatever. At least nothing was leaking, and Ken swears the GPz had great brakes when it was new. It’s a shame we can’t travel back in time to test that dubious assertion and buy real estate.
Dan the owner also advised caution since he didn’t really know how old the Metzeler ME880 tires on the bike were, which I totally took to heart in the curvy parts of our ride, happy to tiptoe through the Potrero Canyon corners and watch Vreeke blast off in the distance immediately on the H2. As I knew he would be, Ken was blown away, quite literally, by the supercharged H2. Though 206 horsepower is impressive, it’s really the instantaneous boost the blower provides in the midrange, in any gear, that makes the thing so amazing, and that the 9-position KTRC traction control lets you confidently use all of it. Downshifts are mostly optional.
Ken says: When the 1984 Kawasaki 750 Turbo was new, turn signals lenses were wider than most rear tires. You were reminded of this frequently on the Turbo as the boost crammed power like never before into an overwhelmed rear tire. Back then, you didn’t just go around power sliding out of corners, but the Turbo did. Those of us fortunate to test it back then were awed. Hopping from the old Turbo to the 200-horsepower H2 is not like stepping out of a time machine. The H2 is the time machine. One second you’re here. The next you’re there. Most of the middle part is just blur.
They don’t make roads long enough for this motorcycle. The H2 accelerates with an effortless brutality I have never experienced before. Try as I might, there is nothing I could find to dislike about this 200 horsepower motorcycle. It stops as hard as it goes, handles great, and the Supercharger creates a symphony of cool chirping sounds that remind you something special lives inside that green trellis frame.
John Burns makes a lot of chirping noises too, though I’ve heard most of them before. I admire John’s ability to not evolve like other humans, flip evolution the bird and remain as spud-like as when I first met him. He’s still in his happy place, which turns out to be 1984.
Just like me, though Ken whined about the low clip-on bars when he first climbed on, he was glad to have been strapped in tight by the time he climbed back off the H2. He also complained about the stiff ride, which reminded me you can totally back off the preload and damping in that TTX36 rear shock with nothing but your fingers. And one Allen wrench softens the fork, too. Riding a couple hours home later, the H2 was transformed into the world’s fastest pillow.
Since Kenneth blasting off ahead of me has always defined the hierarchy of our riding relationship, I should’ve known there was no way he was going to allow the tables to turn when it was my turn on the modern bike. He knows better, but like a dog having chewed through its leash at a meat counter, he can’t help salivating, then going into a feeding frenzy on the GPz.
Again, the old Turbo impressed with its speed on the straights, as I needed to roll the H2 throttle open more than halfway driving onto some of them to close back up on the crazed, GPz-mounted Vreeke. In all the H2’s acronyms, I’m not sure if there’s a wheelie control or not (there is a launch one), but I trusted some electronic aid or other in there would keep us from all harm; there was a remaining crumb or two of honor at stake in not letting the Vreekster leave us for dead on a 36-year old bike on vintage touring tires. Mulholland Highway’s corners are pretty fast ones (and dustyish on this day), but Vreeke was not touring at all as he flung the GPz repeatedly onto its side into them. From behind, it looked more like following a jet-propelled bicycle on that skinny rear tire. And though I was riding the H2 at about my personal street maximum, Ken and the GPz still had a little corner speed on us.
It’s all about the stability of those big old 18-inch tires and long wheelbase, says Ken. Strangely enough, my faceshield never filled with sparks behind Vreeke like it always used to.
Thin and now: Vreeke on the GPz750 Turbo and, hey wait, the bottom pic’s not a GPz at all. Seca 4000? (photo courtesy Rich Cox, Slide Action)
Another big advance in 36 years is the weight the manufacturers have been able to extract from their machines: Though the H2 makes nearly twice the power and has twice the everything of the old GPz, it weighs about 30 pounds less. Vreeke reports that he dropped 45 lbs getting himself back into shape after his recent rehab. So, there’s my excuse: He had a 15-lb weight advantage.
Anyway, like I said, it was easy enough to reel in that midcorner gap using the H2’s massive power and traction control on the straights, even though that’s generally frowned upon in friendly street riding. Sometimes larger things are at stake, and I wasn’t about to let chivalry cheat me out of the first time I can recall keeping up with the Vreekster, in hammer and tongs mode, on the roads he’s been riding since the 1940s. Back in the day, he’d keep half cigarettes in the pack to be smoking when you pulled up to give the impression that’s how far behind you’d been, but nobody smokes anymore. When we stopped, I wished I’d picked up a pack for this special occasion.
You’re not getting away zis time, Herr Vreeke…
The Metzelers, we decided, really were great touring tires, since they seemed to have just as much traction now as they did at whatever point in history the previous owner had put them on the GPz, and plenty of tread too. Probably good for another 36 years.
What did we learn, boys and girls?
We learned that you can go home again, but that things are going to be smaller and less impressive than you remember. The old GPz is still a powerful motorcycle, but today, its performance would have it in about the same percentile as the aforementioned Z900 or equivalent – a fast bike for sure, but one you’re not afraid to hold the throttle all the way open on. And though its performance was without peer and its styling undoubtedly swoopy from a distance, the old girl’s overall appearance and plasticness remind us of a time when Japanese bikes were affordable, expendable, and highly modifiable – which is why unmolested examples like Daniel Schonenewald’s are hard to come by. (Thanks again, Dan.)
On the other hand, it’s nice to remember a time when you could have the rippingest streetbike available for today’s equivalent of $12,000, which is what the Consumer Price Index tells us $4800 is worth today. Five years later, when I emigrated from Kansas City in 1989, it was easy to get a sweet 1BR apartment close to the beach in Ventura on the $25k my new Cycle magazine job paid, and plenty left over for beer, tacos, etcetera….
It was a simpler time to be a simpleton…
Thirty-six years later, my 1989 earnings wouldn’t get me an H2 Carbon (though it would get me a new Z H2 for $17,500!). For most people, $33k is just too much to pay for a motorcycle. But fortune favors the rich, and for those lucky few, the H2 is to the GPz as an iPhone 12 is to a princess phone, a C8 Corvette to a Pontiac Fiero, a night discussing sex with Dr. Ruth as opposed to, never mind. The H2 is the first motorcycle Kawasaki’s stuck its rivermark badge on in like 50 or 60 years. It’s a rolling expression of corporate pride from a corporation that has a lot to be proud about. The thing exudes quality and exclusivity from every fastener and component, and that’s before you even get to the 206 horsepower.
Why did they do it? No one knows. In 1984, Kawasaki was following the turbo herd. In 2015 (when the first H2 got here), they did it because they could. Meanwhile, in America, we were busy working on finding a way to screw up the Boeing 737. Don’t get me started.
What does Ken think? The 1984 Kawasaki 750 Turbo was John’s first lust. I couldn’t wait to hear about how it felt after he waited all this time. Now 36 years later, he finally gets a chance to ride the legendary Turbo and what does he do? Cry like a teething baby about the brakes, the suspension, the tires… which were all cutting edge in the day.
John, his heart now flinty and jaded from decades of tearing around the globe on the fastest motorcycles made, can only see an aging hag in his once-beloved Turbo. But not me. I was fortunate enough to test hundreds of bikes in my career, and the Kawasaki 750 Turbo was a standout. It’s still a blast to ride. The H2 is on the nuclear level by comparison, but when you think about it, that means Kawasaki hasn’t really changed much. They still make a motorcycle nobody needs, until you ride it and realize you really do need 200 horsepower. 206.
Sorry, John, that the 750 Turbo was not the unicorn of your dreams, but don’t take that as a sign you have evolved beyond it. Some of us know better.
Riding the old GPz is a perfectly nice, even surprisingly comfortable experience if you’re an old guy like Ken, and I could totally see having one in the collection if I had a collection. On the new H2, though, it’s as if the self-healing paint on the tank seeps through to restoreth the soul. I’d forgotten how riding real sportbikes actually unkinks the back after the initial bend is made (especially after we backed off all the damping in that creamy-smooth suspension), like high-speed yoga. You can go as slow as you want on it, but you won’t – the faster you go the better the H2 likes it, and the sharper it hones your aging brain. If God had intended man to fly, or even evolve lately, he would’ve given all of us an H2.
You can’t go home again, but if you’ve got $33k, you can buy into a way nicer neighborhood where you’ll be happier in every way. I think this H2 Carbon is the sweetest motorcycle I’ve ridden since 1989. Okay, ever. Highly recommended. But the Z H2 naked is in the garage now, and Dan Schoenewalde has a few original 2-stroke H2s as well. The work goes on apace…
1984 Kawasaki GPz750 Turbo vs. 2020 Kawasaki H2 Carbon Specifications GPz 750 Turbo H2 Carbon MSRP $4,800.00 $33,000.00 Engine Type 738cc air-cooled turbocharged inline-Four 998cc liquid-cooled supercharged inline Four Bore and Stroke 66mm x 54mm 76mm x 55mm Fuel System DFI Keihin 36mm throttle bodies DFI, 50mm throttle bodies Compression Ratio 7.8:1 8.5:1 Valve Train DOHC, two valves-per-cylinder DOHC, four valves-per-cylinder Horsepower 112 hp @ 9000 rpm (claimed) 206 hp @ 11,600 rpm (measured, rear wheel dyno) Torque (Rear Wheel) 73 ft-lb @ 6500 rpm (claimed) 95 ft-lb @ 10,000 rpm (measured, rear wheel) Electronics Ignition, Direct Fuel Injection! Kawasaki Cornering Management Function (KCMF), Kawasaki Traction Control (KTRC), Kawasaki Launch Control Mode (KLCM), Kawasaki Intelligent anti-lock Brake System (KIBS), Kawasaki Engine Brake Control, Kawasaki Quick Shifter (KQS) (upshift & downshift), Öhlins Electronic Steering Damper Transmission 5-speed, Wet, multi-plate clutch 6-speed, Wet, multi-plate slipper clutch, dogring transmission, quickshifter Final Drive Sealed chain Sealed chain Frame Double-downtube steel cradle Steel trellis Front Suspension 37mm Kayaba fork, hydraulic anti-dive; adjustable anti-dive and air pressure, 5.1-in travel 43mm inverted Showa AOS fork; adjustable spring preload, rebound and compression damping, 4.7-in travel Rear Suspension Uni-Trak single shock; adjustable rebound damping and air pressure, 4.1-in travel Uni-Trak, Öhlins TTX36 shock; adjustable spring preload, compression and rebound damping, 5.3-in travel Front Brake Dual 280mm discs, single-piston calipers Dual 330mm discs, 4-piston Brembo Stylema calipers, KIBS ABS Rear Brake 270mm disc, single-piston caliper 250mm disc, 2-piston caliper, KIBS ABS Front Tire 110/90 V 18 120/70 ZR17 Rear Tire 130/80 V 18 200/55 ZR17 Rake/Trail 28º / 4.6 in. (117mm) 24.5º / 4.1 in. (104mm) Wheelbase 58.7 in. (1490mm) 57.3 in. (1455mm) Seat Height 30.5 in. 32.5 in. Curb Weight 557 lbs (wet) 525 lbs. (wet, MO scales) Fuel Capacity 4.7 gal. 4.5 gal. Ground Clearance 12.9 in. 12.7 in. Other Available Colors Fuel Consumption (observed) 36 mpg 32 mpg 
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The post BLOWHARDS! 1984 Kawasaki GPz750 Turbo vs. 2020 Kawasaki H2 Carbon vs. Ken Vreeke and JB appeared first on Motorcycle.com.
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2020 KTM 390 Adventure (KTM/) New for 2020, the KTM 390 Adventure is the first beginner adventure motorcycle from the Austrian manufacturer. It is powered by the familiar and approachable 373cc single-cylinder motor seen in the 390 Duke, with styling cues that match the larger ADV bikes in KTM’s lineup. Unlike the street-focused brother, this model is destined for the dirt with its long-travel WP Apex suspension (6.7-inch front, 7.0-inch rear), knobbed 19- and 17-inch front and rear Continental TKC 70 tires, and an ABS off-road mode that disengages ABS to the rear wheel. This beginner-friendly ADV doesn’t skimp out on tech either with cornering ABS, traction control, ride-by-wire throttle, and a slipper clutch to name a few. Beginners now have a small ADV machine from KTM for slogging around in the dirt and down rough roads.
2020 KTM 390 Adventure Reviews, Comparisons, And Competition
Upon our First Ride, resident KTM expert Justin Dawes claimed, “It’s a capable, comfortable, and entertaining adventure motorcycle, displacement be damned. Its street civility and off-road chops will allow it to hang with larger and much more expensive adventure motorcycles. KTM listened to the fans and gave them what they have asked for: a small-displacement motorcycle worthy of the KTM Adventure name.”
Rolling it into the in-house dyno, the KTM 390 Adventure produced 37.5 hp at 8,970 rpm and 23.2 pound-feet of torque at 6,990 rpm at the rear wheel.
While this may be the first small ADV from Austria, the Bavarians and Japanese have already introduced their own mini ADVs with the BMW G 310 GS, Honda CB500X, and Kawasaki Versys 300-X.
2020 KTM 390 Adventure (KTM/) KTM 390 Adventure Updates For 2020
The KTM 390 Adventure is a new model for 2020 and comes in white or orange colorways, and $6,199 is starting MSRP.
2020 KTM 390 Adventure (KTM/) 2020 KTM 390 Adventure Claimed Specifications
2020 KTM 390 Adventure Claimed Specifications $18,699 Price: $6,199 Engine: Liquid-cooled DOHC single-cylinder Displacement: 373cc Bore x Stroke: 89.0 x 60.0mm Horsepower: 44.0 hp @ 9,000 rpm Torque: 27.3 lb.-ft. @ 7,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 33.7 in. Rake: 26.5° Trail: 3.9 in. Front Suspension: 43mm fork, compression and rebound adjustable; 6.7-in. travel Rear Suspension: Rebound and preload adjustable; 7.0-in. travel Front Tire: 100/90-19 Rear Tire: 130/80-17 Wheelbase: 56.3 in. Fuel Capacity: 3.8 gal. w/ 0.9 in reserve Dry Weight: 348 lb. Cycle World Tested Specifications
Seat Height: 33.7 in. Wet Weight: 387 lb. Rear-Wheel Horsepower: 37.5 hp @ 8,970 rpm Rear-Wheel Torque: 23.2 lb.-ft. @ 6,990 rpm -
2020 KTM 1290 Super Duke R (KTM/) Lightweight and exceptional handling: two focus points for a track-inspired naked bike that is built for the street. One like the 2020 KTM 1290 Super Duke R—also aptly dubbed the “Beast 3.0.” For 2020, KTM improves the 1290 Super Duke R’s handling with a new chassis and frame that utilizes the refined LC8 engine as a stressed member to optimize torsional stiffness. And everyone wants to unleash this beast’s 1,301cc V-twin—a powerplant that we claimed was “the most powerful LC8 twin KTM has offered to date, all while meeting the challenge of tighter Euro 4/5 emissions regulations.”
2020 KTM 1290 Super Duke R Reviews, Comparisons, And Competition
Tech aficionado Kevin Cameron dissected the 2020 KTM 1290 Super Duke R’s revised LC8 engine and its history stating, “KTM’s LC8 V-twin has evolved through its 20-year history with increased compression tied to greater sophistication of engine fuel and ignition management.”
Don Canet attended the Beast’s press launch to test the highly updated machine and found, “The LC8 smooth meaty low-end torque delivery allows a choice in gear selection pulling out of most corners with very linear delivery from basement revs to its 10,500-rpm rev limit. The twin’s inherent tractability combined with a responsive predictable nature that instilled rider confidence in the slick conditions.”
Shootout-worthy adversaries include the Aprilia Tuono V4 1100, Yamaha MT-10, Suzuki GSX-S1000, Ducati Streetfighter V4.
2020 KTM 1290 Super Duke R (KTM/) KTM 1290 Super Duke R Updates For 2020
The KTM 1290 Super Duke R sees updates to the chassis, engine, and electronics. The chrome-molybdenum steel trellis frame has larger sectional diameters and thinner walls to enhance rigidity. The aluminum/carbon composite rear subframe is new as well, as is the single-sided swingarm with linkage system and new WP Apex rear shock absorber with an external reservoir. The engine is fitted with lighter engine cases with linkage mounting, titanium valves, 56mm throttle bodies with additional top-feeder injectors, more powerful engine coils for improved combustion, optimized crank cases, and a smoother-shifting Pankl gearbox. Changes to the electronics include latest-gen lean-angle-sensitive traction control with six-axis IMU and updated functions in all ride modes. Premium stopping power is had with the new Brembo Stylema four-piston Monoblock calipers and two 320mm brake discs.
2020 KTM 1290 Super Duke R (KTM/) 2020 KTM 1290 Super Duke R Claimed Specifications
Price: $18,699 Engine: Liquid-cooled LC8 V-twin Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Horsepower: 180.0 hp @ 9,500 rpm Torque: 103.3 lb.-ft. @ 8,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.9 in. Rake: 25.2° Trail: 4.2 in. Front Suspension: 48mm fork, fully adjustable; 4.9-in. travel Rear Suspension: Fully adjustable; 5.5-in. travel Front Tire: 120/70ZR-17 Rear Tire: 200/55ZR-17 Wheelbase: 58.9 in. Fuel Capacity: 4.2 gal. Dry Weight: 417 lb. -
Kawasaki‘s World Superbike racing team has begun testing of the 2021 Ninja ZX-10RR, revealing the superbike’s new look. As KRT riders Jonathan Rea and Alex Lowes take the new Ninja out on the Jerez circuit, Kawasaki confirmed the production model ZX-10RR, and presumably the Ninja ZX-10R as well, will be revealed on Nov. 23. (Updated with high resolution photos).
We’ll have to wait until then for full technical details, but we already have a good idea of what the updated 2021 ZX-10R and ZX-10RR look like. Photos and video from Kawasaki’s racing team provide show how the ZX-10RR looks in the team’s KRT Winter Testing livery, confirming the new look we uncovered in Australian certification filings.
KRT Ninja ZX-10RR 2021 in Jerez Winter Test
Discover more next Monday (23-11-20) at YouTube Kawasaki Motors pic.twitter.com/3bKes2esEh
— KRT WorldSBK (@KRT_WorldSBK) November 18, 2020
Warming up @jonathanrea ’s 2020 & 2021 bikes for Jerez Winter Test day 2 pic.twitter.com/bB5mfUZ0bf
— KRT WorldSBK (@KRT_WorldSBK) November 18, 2020
Kawasaki also shared onboard video of Rea taking a lap of Jerez, letting us hear how the ZX-10RR sounds:
KRT Ninja ZX-10RR 2021 on board lap to Jerez Circuit.@MotoplasticPuig https://t.co/Dedz8fi7nJ pic.twitter.com/TSz9emBCNI
— KRT WorldSBK (@KRT_WorldSBK) November 18, 2020
When we first published the photos from the Australian certification documents, the initial reaction to the new look was… less than positive. The ZX-10RR’s new face draws a lot from the Kawasaki H2, and in the Winter Test livery there’s a bit of a Darth Vader look to it as well.
What is a bit surprising is a lack of winglets that the ZX-10RR’s competitors all seem to be adopting. The Ducati Panigale V4 R, for example, has winglets protruding from either side of the headlights while the Honda CBR1000RR-R has its aerodynamic elements between the layers of its fairing. The bodywork jutting out from the headlight may be Kawasaki’s solution for adding more downforce without interfering too much with the shape of the side panels.
We’ll know more on Nov. 23, when Kawasaki reveals more information on the 2021 Ninja ZX-10RR and ZX-10R.
The post Kawasaki WSBK Team Tests New 2021 Ninja ZX-10RR Superbike appeared first on Motorcycle.com.
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The Honda Trail 125 faces Captain Overkill and comes out humbly victorious. (Jeff Allen /) The phenomenon of riding the 2021 Honda Trail 125 ABS off-road is that everyone you see looks like Captain Overkill.
Even that rider I saw on a Yamaha WR250R. “NICE BARGE, BRO! SEE YOU AT STARBUCKS.”
I didn’t actually get quite that wound up. It’s simply that the Trail 125 brings the off-road chill, like, “Why do you need a 5,000-pound lifted Silverado with 37-inch tires and 4 billion LED lumens of light bars?”
You just don’t.
I’m not knocking giant trucks (OK, maybe a little), or remarkable dual-sports (I own and enjoy a 2013 WR250R), or adventure bikes. But the simple, light fun of a motorcycle like the Trail 125 makes you feel good in a pure way not matched by many vehicles. It’s the combination of its handy, agile chassis, automatic clutch, and a demeanor that says, “Relax and enjoy the scenery.”
Which is exactly what I did with our early-access testbike. Sure, I rode around town—to and from the office, on errands, etc. It’s fun for that, and a little more rough and ready than the Super Cub (see page 54). But the Trail 125 is the kind of bike you want to wake up to on a Saturday morning, walk out to your yard in a heavy riding flannel, hiking boots, and an open-face helmet, wipe the dew off the seat, fire up the bike, and go exploring.
I am fortunate to live near motor-legal national forest trails that wind their way around and over mountains more than a mile high. It’s mostly bumpy fire road with a few short technical single-tracks here and there. Perfect for wandering around, and just technical enough to see what this Trail 125 was up for.
Despite my excitement for climbing mountains, I felt obliged to ride at about 45 to 50 mph on the meandering two-lane that takes me there, and really didn’t get much past 55 despite my best efforts. Versus the Super Cub, the Trail has a three-tooth-larger, 39-tooth rear sprocket, plus longer intake and tuned exhaust to boost low-end and midrange power. So, it gets busy if you try to go “fast” on the road. My smile was biggest if I kept it around 40 on tarmac.
That different engine tuning was plain to see on our dyno. The Super Cub laid down 8.1 hp at 7,100 rpm and 7.1 pound-feet at 5,100, while the Trail 125 did 7.9 hp at 5,710 and 7.4 at 4,650. It’s always grand to see engineering at work to achieve specific goals and meaningful differences, even in this small-displacement, fun-bike category.
Workboots, a flannel, an open-face helmet, an apple crate, and some time: This is everything you need on the Trail 125. (Jeff Allen /) All the better for my first long fire-road climb, taken mostly in first and second gear of the four available. A steady 17 mph in first was just about right for the bumpy, occasionally rocky road. When it smoothed out, a quick click to second and 25 mph or a bit more dusted off the miles a little quicker. The pace matched the suspension damping just fine, and I had a ride free of bottom-out clanks.
The fork has 0.4 inch more travel than the Super Cub, a slightly longer wheelbase, and a taller seat that’s narrower at the front to help feet reach the ground despite an 0.8-inch increase to 31.6 inches total. The ergonomics for my 6-foot-2 frame were just spacious enough, though I had to repeatedly remind myself to scoot forward on the solo saddle lest my tailbone hit the luggage rack. Standing on the pegs as a periodic and brief relief from big bumps was workable, but there was no “rally stance” for me on this little bike. Our photo model, at 5-foot-8 and 120 pounds, had a lot more options for moving around.
Adventure is out there, and the Trail 125 is a willing companion. (Jeff Allen /) These are the same roads I took on my old yellow 1969 Trail 90. You can think of the 125 as the “Dakar” bumper bike in comparison to the 51-year-old model, though I have to give credit to the 90 for having the dual-range transmission. The first time I really got into dirt on my ’69, I rode the first 10 miles of trail in the High range, but after struggling to get up a sandy hill, I switched to Low by shifting the lever on the gearbox. Holy moly, did it make a difference. Aside from that, the new 125, not surprisingly, worked better.
That said, the 125′s gearing was good for most of what I was riding, though a few steep uphills taxed the automatic clutch because first gear was a bit tall. The bike benefited from me adding some extra torque of the “pound-feet” variety. I have to admit I am a 225-pound pizza-loving primate; your results may vary. The automatic clutch was consistent and, after some miles of practice for coordinating shifts, provided a smooth and easy experience when clicking up or down through the gears. There was just no worry at all about stalling the bike.
It was a nice feature on one not-quite-nasty uphill single-track trail, a rock-strewn tunnel through scrub. The benefit here was not needing to duck due to the bike’s compact dimensions. I was so proud of my successful time in this single-track, I stopped to take some selfies. What is an adventure without proof? Anyway, as I clicked off a few shots and enjoyed mountain air redolent of sage and manzanita, a fellow on a KTM 500 came ripping up the trail and stopped behind me, as there was no place to pass.
“Hey, sorry I’m blocking the trail,” I said.
“No problem, man,” he said. “Wait, did you ride that here?”
I just smiled, hit the starter button, and putt-putted up the last part of the narrow trail, my way back onto the rocky fire road that would take me to the 5,500-foot peak I was looking to conquer.
One-eighth of a liter returns a 112 mpg fuel economy. (Jeff Allen /) His question was certainly valid, even if it should have been obvious that I didn’t carry the 125 there. But in our current moto-world context of 600-plus-pound adventure bikes and race-ready dual-sports with shockingly short major-service intervals, it’s not a crazy question. We often think we need these bikes to really go anywhere exciting. The 259-pound Trail 125 makes a compelling argument to the contrary.
After parking at my conquered peak and gazing east to the desert, and west to the ocean and Catalina Island, it came time to revel in the speed-enhancing effects of gravity as we shed more than 4,000 feet in something like 20 miles.
I decided to play the rugged individualist role here and kickstart the Trail 125, since the option was available and the bike was poised on its centerstand. It was almost too easy; you barely had to breathe on the lever and away the two-valve OHC single went. I’m just kidding about it being “too easy.” Cripes, I wish I could get a Velocette to start this easily. Or to start at all. But then again, no Velo I’ve owned has had EFI or a 190-watt alternator. Or a 190-watt anything, in fact.
The 17-inch wheels (with stainless spokes) rolled over most obstacles just fine, and the chunky sort-of street ADV tread never “broke” “traction,” unless asked to. As on the Super Cub, the single front disc brake (220mm, two-piston caliper) has ABS, while the rear (190mm, single piston) does not. The front ABS would at first offer a hard lever on initial application as I bounced my way down, but would settle into normal-feeling operation.
The Trail 125’s easy operation and capable off-road manners will keep you chasing the sun over that next hill. (Jeff Allen /) This particular road-to-mountain adventure clocked up 60.5 miles, during which the Trail 125 burned all of 0.541 gallon of gas. Yes, a few molecules over a half-gallon. With its 1.4-gallon tank and 112 mpg, range to empty is 159 miles, or about three hours and 25 minutes at a constant 45 mph. What’s worth remarking on here is the six-segment fuel gauge on the round LCD speedo/info screen. The BMW R 18, just $18,366 more (as tested) than the $3,899 Trail 125, doesn’t have a fuel gauge, and it only gets 35 mpg. In any case, with the Trail 125′s range and easygoing personality, I’ve been having visions of strapping a tent and hiking stove to its large cargo rack, along with a couple of extra bottles of fuel, and getting lost in Death Valley and Panamint for days on end. The weather is just cooling off…
Like the original Trail models dating back to 1961, the 125 is one of those bikes that everyone seems to have room for. It costs about as much as a midgrade mountain bike and hardly takes up more room in the garage. Speeds are moderate and handling docile, and yet it has the ability to ride over just about anything resembling a road. No wonder, then, that during the 30-year run of the original Trail series, from the 50cc CA100T to the final Trail 110 of the 1980s, Honda sold more than 725,000 units.
The essential charm of the old CT90 and 110 remain, but re-envisioned for the EFI era.
The Trail 125 will never replace your adventure bike or enduro-ready dual-sport. It simply asks you to come as you are, gives you the simplest tool for riding where you want to go, and makes you smile the entire way.
Honda Trail 125 Specifications
Price:
$3,899
Displacement:
125CC
Seat Height:
31.6 IN.
Fuel Capacity:
1.4 GAL.
Wet Weight:
259 LB. -
Joan Mir is the first Suzuki rider to win a MotoGP world title since 2000. (MotoGP/) Listening: If there is a No. 1 rule in Joan Mir’s handbook to becoming world champion, this is it. Combining his natural talent with listening, studying, and observing has been the key to the newly crowned champion’s success. What impresses more is Mir’s maturity and his down-to-earth persona.
One comment among all those offered this weekend is enough to explain Mir’s masterpiece this season: “Joan Mir is an incredible talent, and to me he is more mature and experienced, considering that this is only his fifth season in the GPs, the second in MotoGP, with only one year in Moto2,” says nine-time world champion Valentino Rossi. “No one would have bet on him at the beginning of the season, but we have to admit that in 2019 he has improved a lot in the last races, and he showed a strong pace in the winter test. He deserves the 2020 title, as he has been the most consistent, which is very important. It’s true that so far he has won only one race, but already in Austria he was fighting for the victory when the race was red-flagged. So yes, Joan Mir is the surprise, but he deserves to be the 2020 MotoGP World Champion 100 percent.”
But who is Joan Mir, the new kid on the block who, with only one victory, is the champion of the premier class with the fewest victories in history? He now holds the record for the least wins by a champion ahead of Leslie Graham (1949), Umberto Masetti (1950 and 1952), and Nicky Hayden (2006), all of whom achieved their championships with two wins. Who is this 23-year-old Spanish boy from Mallorca, called upon to continue the legacy of Kevin Schwantz (1993) and Kenny Roberts Jr. (2000), the last two world title winners with Suzuki?
Inside the helmet of the 2020 MotoGP World Champion is a strong mind and a big heart. Mir is the rider next door with his feet on the ground and the eyes staring at the target.
Who does Joan Mir see in the mirror?
I see a calm and sincere person who just wants to be himself. I consider myself a normal person, enjoying life. Of course, in a way, racing is not a normal job. Everything around MotoGP, like the traveling, the media, the pressure, is not normal. But at home I see myself as a person who goes to work and returns after having done his job. A lucky person who does what he likes most.
You are always reserved at the track. What are you like at home?
I like to spend my time with my girlfriend Alejandra and my three dogs. I was born in Mallorca. Over there we only have two things: the air and the sea. I love the sea, but living in Andorra, I started appreciating the mountains also, where I cycle. I don’t like to go out too much to discos or restaurants. I prefer to stay at home and watch TV with Alejandra. I have a close circle of friends, and for me, family comes first.
Are you maniacal about the details like most racers?
In a way. I like the order. I’m a hard worker and quite a perfectionist, starting with myself. But don’t get me wrong—I don’t consider myself perfect at all. I’m still young, on track as off track, but I think that I face life correctly. I consider myself a fairly humble person, who likes to listen to people, especially people who know more than me. I listen a lot; it is the basis of the success that seems to be coming.
Mallorca is the isle of champions like five-time world champion Jorge Lorenzo and the tennis player Rafa Nadal. How did you start?
I was born in Palma to a normal family. My father Juan had a skateboard and surfboard shop in town, while my mother Ana was an interior designer. I spent my childhood more like a surfer, enjoying the sun, the sea, and the boards. My dad was passionate about motorcycles, while my uncle Joan (Perelló) was a rider in the Spanish championship CEV. I inherited from him the passion for speed. One day my dad brought me to Chicho Lorenzo’s school. Jorge Lorenzo’s father was the reference on the island.
Chicho Lorenzo was impressed by your natural talent, but he said you didn’t like the discipline.
It’s not like this. I think Chicho cannot judge a 9-year-old boy, who just wanted to enjoy riding without taking it too seriously. So after a couple of years I left the school and asked my father to hire a personal trainer to follow my path. This is how I started in the Spanish national cups and then championship. My father Juan could pay for my training but not my seat in a team. He couldn’t afford to pay 200,000 euro to make me compete. I remember well; that was an astronomic pressure. This was the time when I learned to adapt quickly to a new bike, each year a different one, because I knew that if I was not going to win, it was over. I never rode the same bike two seasons in a row. The only exception is these two years in Suzuki MotoGP.
This capacity to adapt was a key to this year’s success?
In the junior classes, adaptation was a necessity, not a choice. I made it with my method: listening to those who have more experience, observing the rivals, and studying all the races. This year’s success is the result of the base we put last year with my team. I have learned a lot. 2019 was my rookie year in MotoGP and my style was very aggressive. It had happened the same when I joined Moto3 in 2016. As I had no experience, nor speed, I tended to overdo. I was pushing too much and of course I was making mistakes. Now that I have things more in control, I can be faster. We are on the right path, and this is only the start.
What was the turning point also in adapting your riding style?
One day Kevin Schwantz told me, “I like your aggressive riding style, but you should be smoother.” I listened to his advice, and I thought about it. I have always been a hard braker, it’s a mark of my style, but throughout my rookie season last year I saw that this was not paying off with the Suzuki. I had to be smoother. I made it because in the end it’s easier to become smoother when you are aggressive, rather than vice versa. So I studied, and I learned to ride the Suzuki aggressively but with a flow, as my team manager Davide Brivio says, like playing a violin—with strength, precision, and the search for that particular rhythm, that flow.
Mir had to learn to be smoother on the Suzuki GSX-RR. (MotoGP/) Two world titles in only five GP seasons. If you look back at Phillip Island 2017, when you clinched the Moto3 title, who is the boy that you see on that podium?
I see a young boy, but it is always me. I had less experience, but the same dreams, the same values.
Three years later you have achieved the ultimate dream.
Winning the MotoGP title is different. On the finish line I couldn’t understand anything. It was crying and laughing at the same time. One by one, I saw the frames of my and my family’s life—years of sacrifices, my father coming back come super tired after a day of hard work, my dread to return home if I was not winning in the junior classes.
How did you prepare in the week between Valencia 1 and Valencia 2 that would crown you a world champion?
I spent it in Andorra with my girlfriend, my trainer, and my three dogs, going out only for training. I knew that if we continued to do everything as I had done so far, I didn’t have to worry. Yes the pressure was there, this is constant for a racer, but I was also aware that winning would have been fantastic, but even if I didn’t succeed, it would have been a fantastic season anyway. This is good pressure.
When did you start believing in the title?
The turning podium was the podium in Austria. After last year’s terrible incident during the Brno test where I injured myself and the difficult start to this year [two DNFs and a fifth place], in Styria I felt for the first time in MotoGP really competitive to fight for victory. But it’s only after Misano and Barcelona that I realized that we had the chance to win the title. I was continuing to progress and be consistent.
Franco Morbidelli told us that when he was a kid his mom hung a poster of Ayrton Senna over his bed and that he still brings this poster with him everywhere he goes as a source of inspiration. Who was your idol?
I don’t have something similar, but I have to admit that I still have, at my dad’s house, a collection of all Valentino Rossi’s bikes. Valentino is my model: I profoundly admire him, for everything he does on and off track because everything he does, he does it well. Though I have my personality and he has his.
What do you think will change after this success for you and the Suzuki’s factory?
I still haven’t realized what it means to be world champion, but I can say what happened after the long-awaited first victory in MotoGP at Valencia 1. I was super happy, but in the end I continue to be myself, I haven’t changed.
Reflection after the finish line and a championship won. (MotoGP/) Bringing the title to Suzuki 20 years after Kenny Roberts Jr., and 27 after Kevin Schwantz, was quite an achievement.
In Suzuki I found a family and a group of motivated people who wanted the best for me and for the factory. I believed in the project. I was brave enough to refuse Honda HRC’s offer to compete alongside reigning world champion in favor of Suzuki. I wanted to grow and evolve with the bike. The target was to become world champion together, but I didn’t expect to succeed in my second year. Everything has been perfect and special—also winning in Suzuki’s 100th anniversary year. As for Kenny’s and Kevin’s titles, it’s an eternity. I feel closer to Kevin even though I was not even born when he won. Next time we meet, I’d like to invite him out for dinner and ask him how it was riding the 500cc Suzuki bike. He offered to let me ride his 500cc; it would be amazing to swap the bikes.
What do you say to those who think that winning in a year without Marc Márquez has less value?
If anyone says so, it is because they know nothing about roadracing. Marc was not kidnapped and disappeared; what should we say then about those who in the past were the favorite and then got injured? These things are part of sport. I don’t think I have less merit just because he isn’t there. Marc has raised the bar, but I don’t know if he will find the same situation when he returns. After such a long stop, it will take time to get back in shape.
Do you already know how you will celebrate? Do you have a special dedication?
I’d like to dedicate this victory to those who have lost a family member or a friend because of the pandemic. My thoughts go out to those parents who struggle to bring home a decent salary in this particularly difficult economic situation affected by the pandemic, to those who are in the hospital. COVID-19 has been my No. 1 rival this year, an invisible opponent. On track I had six rivals and the pressure was that a mistake could put you out of the top five. But that is good pressure.
Mir says the COVID-19 pandemic was his No. 1 rival. (MotoGP /) Finally, you will be remembered for having won the title with the record of having won only one GP (so far), but also for that unbelievable pass on Rossi at Misano.
At that moment I didn’t think about overtaking Valentino. For me it was just another rider between myself and the podium. Only afterward when I watched the race at home, I realized that Valentino won his first title in 1997, the year I was born. Impressive.
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Ducati has developed a simple seamless-shift gearbox for use on streetbikes. (Ducati /) When MotoGP’s rulemakers decided to make the switch from two-stroke to four-stroke 20 years ago, they hoped the result would be bikes that were more relevant to production models. The sheer amount of GP-derived innovation that’s reached showrooms since then must have surpassed their wildest dreams. Traction control, quickshifters, inertial measurement units, aerodynamic winglets, and 200-hp-plus engines have all come to the street directly from MotoGP. Ducati, the manufacturer in the technological vanguard, wasn’t even involved in GP racing until after the four-stroke switchover. Now the same firm is working on bringing another MotoGP technology from the racing series to the street in the form of a seamless-shift transmission.
The system works like Honda’s DCT, but uses a clever combination of lockable roller bearings rather than twin clutches. (Ducati /) MotoGP actually resisted the introduction of seamless gearboxes, which allow riders to change gears up or down without even a momentary lapse in the transmission of torque to the rear wheel. The series banned dual-clutch transmissions like Honda’s DCT before anyone even tried to introduce one, but the result was a development race to create alternative systems that could achieve seamless shifting with just one clutch. Honda got there first with a gearbox so expensive and so secret it had its own security man in the GP paddock. But rivals have caught up; now every bike on the grid has some sort of seamless-shift transmission.
Ducati’s system uses a single clutch on an input hub that acts on two lockable bearings, one on each shaft. (Ducati /) Thus far, the high cost of MotoGP seamless-shift boxes has prevented implementation of the systems to road bikes. Sure, Honda’s dual-clutch transmission has been around for a decade on the VFR1200, NC750, and now the Africa Twin, but it’s a relatively heavy setup with semi-automatic operation, more suited to touring convenience than high-performance riding.
Now Ducati has developed a seamless shift box that’s cheaper and simpler, with a conventional foot-operated control and the ability to simply swap cogs with no need to disengage the clutch or interrupt the power delivery. The new box, seen here in photos from Ducati’s own patent application, works very much like Honda’s DCT, but replaces the twin clutches of Honda’s system with a clever system of lockable roller bearings.
The input shaft has two parts, with first, third, and fifth gears on the farthest end from the clutch. (Ducati /) As with the DCT box, Ducati uses an input shaft split into two parts. The odd-numbered gears—first, third, fifth—are on the end farthest from the clutch, while the even-numbered (second, fourth, and sixth) are fitted to a sleeve that fits over the end near the clutch. However, where Honda’s DCT has a separate computer-controlled clutch for each half of the input shaft, Ducati’s system uses a single clutch, mounted on an input hub and acting on two lockable bearings, one for each shaft.
DCT allows two gears to be engaged simultaneously, with computer-controlled operation to decide which ratio you’ll want next and to modulate the pressure on the two clutches during shifts. Ducati’s system, in contrast, is all-mechanical, with a conventionally operated clutch that’s only used when coming to a halt.
Pressure is applied to one bearing to lock its rollers to the input shaft while the other runs free, thus transferring drive from one to the other. (Ducati /) As with the Honda DCT system, Ducati’s box engages two gears at the same time, but on the Ducati it’s only for a brief moment.
Because Ducati’s seamless gearbox idea could be integrated into traditional applications, mass production would be viable. (Ducati /) A conventional selector drum acts on fairly normal shift forks to engage the gears, but the drum is configured to put a slight delay in disengaging the previous gear when the next is selected. That’s where the lockable bearings in the input hub come into play; during the fraction of a second when both ratios are selected, drive transfers from one bearing to the other. The shape of the input hub’s inner surface applies pressure to one bearing or the other, locking its rollers against the input shaft while releasing the other’s rollers so it runs free. It’s a clever system, and significantly, it’s not dissimilar to a conventional gearbox. This makes mass production relatively affordable.
The mechanical simplicity of Ducati’s system also makes further development and eventual production more likely. (Ducati /) According to Ducati’s own patent, the idea means “it is possible to realize a seamless gearbox mechanism integrated into a traditional gearbox, suitable both for mass production and racing.” The fact that the patent includes photographs of the box’s internals shows that this isn’t just a wild idea; it’s really been built and tested, so a production version may not be far away.
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Damon Motors is making a big splash in the electric motorcycle world today with the announcement of two new models – the HyperSport HX and HyperSport SE, now available for pre-order – both centered around the company’s proprietary HyperDrive battery/motor/controller unit which comprises the central component of the motorcycle’s frame. However, while that in itself is newsworthy, Damon is further making waves with its cloud-based 360-degree CoPilot safety system and the subscription service it’s providing with the backing of FreedomRoad Financial, meaning you don’t have to worry about owning a piece of equipment that’s obsolete by the time you get home.
We understand if you’re naturally suspicious of electric motorcycle companies. Plenty have come and gone, many of them making big claims about what their machines can do. Some have even shown great promise with lots of potential, only to see funding dry up and the doors close. To date, there seems to be only three major players with any sort of staying power: Zero, Energica, and Harley-Davidson.
The HyperSport SX and HyperSport SE will be Damon’s initial offerings, but unlike other brands that unveil their flagship model first, the SX and SE – and their lower price tags – represent the base models of the HyperSport range.
That said, when asked, Damon founder and CEO Jay Giraud said he expects to start delivering models by approximately 2022. Maybe earlier. Since we can’t predict the future, let’s assume this is all true, because if so, this is a lot to digest and could be groundbreaking. So, let’s break it down one-by-one.
HyperSport and HyperDrive
Damon’s first two models, the HyperSport SX and HyperSport SE, are sport-styled motorcycles offering a trio of technologies as yet seen in motorcycling – or at least not to this level. The first is the Shift system. This has nothing to do with changing gears, obviously, since the Hypersports don’t have transmissions. Instead, the Shift system changes the position of the bars and pegs (via servo motors, we assume) higher or lower to suit the riding conditions. All at the push of a button. With the bars low and the pegs high you can tackle a curvy road, or flip it the other way and you can have a (relatively) comfortable commute to the office – assuming you’re still going to one these days.
This illustration of the HyperDrive central platform shows how this structure comprises the primary “frame” of the motorcycle. At the front you have the headstock the forks attach to. If you look carefully, you can see the swingarm pivot, and in the middle you have the modular battery, motor, and inverter. Those flying cylinders represent the modularity of the battery pack for higher or lower capacity.
The next two are integrated into Damon’s CoPilot warning system. Using radar, cameras, and sensors embedded within the motorcycle, all Damon motorcycles are scanning and monitoring the road in full 360-degree view, watching out for any potential hazard. Once one is detected, the rider is alerted via lights, vibrations in the handlebar, or a display in the dash. In the event of an evasive maneuver (or a crash), the bike will capture the event details and transmit it to the cloud, where machine learning and AI can study the circumstances and refine its protocols so other Damons on the road can recognize threats faster and alert the rider sooner.
As for the HyperSports themselves, the underpinnings of all Damon motorcycles will be what it calls the HyperDrive. As mentioned before, since the HyperSports are monocoque chassis, HyperDrive is the name given to the central structural component that makes up the “frame” and embodies the liquid-cooled battery, 16,000 rpm motor (rated at over 200 hp and 200 nm of torque), 6.6 kW integrated charger, and proprietary 150+kW inverter. Even the swingarm pivot is part of the structure as well.
These drawings show the evolution of the HyperDrive, along with its central placement within the motorcycle.
As far as the battery goes, its modular design allows Damon to add or subtract cells to achieve capacities ranging from 11 kWh, 15 kWh, and 20 kWh. The energy-dense pack comes in at over 200Wh/kg, which rivals those used by the 800-lb giant in the EV space – Tesla. Naturally, range estimates will vary widely depending on battery capacity and the rider’s right wrist, but Damon says the HyperSport SE can achieve 100 miles on a charge, and a top speed of 120 mph. The SX version gets slightly more of both; 150 miles and 155 mph top speed. Thankfully, all Damons will be capable of charging at Level 1, Level 2, and DC fast charge stations.
Beyond the electronic components, other details about the SE and SX are a little sparse. Damon hasn’t revealed which brake or suspension components will be used, though studying the photos floating around the Damon website shows what appears to be a Yamaha YZF-R1 swingarm and likely an R1 front end as well. It’s doubtful these components will make it to final production, however. (UPDATE: Damon representatives tell us the swingarm will be a proprietary design and the images on the website are old.)
Pricing and subscription
Apart from range anxiety, price is always the sticking point when it comes to electric motorcycles. With the HyperSport SE and SX, however, and their price tags of $16,995 and $19,995, respectively (before state and federal incentives), the pricing doesn’t seem outrageous and falls relatively in line with others on the market.
What’s particularly interesting is the subscription service with FreedomRoad Financial. “It’s like a cell phone,” says Giraud, or a lease in automotive terms. With 24-, 36-, or 48-month plans, you can ride a Hypersport for the duration of the term without worrying about obsolescence, then trade it in for a new one when you’re done. Clearly, there are certain exceptions and conditions, especially in the case of a crash, but the premise seems promising. Even if Damon and FreedomRoad haven’t yet fleshed out all the details.
On paper anyway, the HyperSport models have us very intrigued. And it goes without saying that we can’t wait to throw a leg over one when the time comes. For now anyway, we’ll have to settle with the information we have. Interested parties can go to the Damon website to place a $100 refundable reservation.
Damon’s complete press release is below.
Damon Unveils HyperDrive Multi-Variant Powertrain; Releases Two New Electric HyperSport Models
Damon Motors today released details of HyperDrive, the world’s first 100 percent electric, multi-variant powertrain platform that redefines motorcycle performance, safety and design. As a platform for future Damon motorcycles, HyperDrive is a monocoque-constructed, high-voltage powertrain that a wide range of models and submodels can be built upon.
To showcase the HyperDrive platform, Damon has announced the release of two new motorcycle models for pre-order: HyperSport SX and HyperSport SE, each with HyperDrive at their core. Configured with 15kWh, the HyperSport SX delivers more than 150 miles range and 150 horsepower from its HyperDrive, while the HyperSport SE with 11kWh boasts over 100 miles range and 108 horsepower.
In partnership with FreedomRoad Financial, Damon has also announced a revolutionary subscription plan offering for all HyperSport models. Customers can choose from 24, 36 and 48-month subscription plans with a guaranteed residual value, (conditions apply, with normal wear-and-tear) providing customers the freedom to exchange their HyperSport for updated models at the end of the term. As hardware gets updated, customers can always expect next-generation technology without the hassle and trade-in losses that occur with legacy dealerships and brands.
“As we at Damon continue to reinvent two-wheel mobility, HyperDrive lies at the heart of our innovation,” said Jay Giraud, founder & CEO at Damon Motors. “HyperDrive serves as the nucleus of our creations and will allow us to further evolve our technology and continue to introduce the world’s most exciting and groundbreaking electric motorcycles.”
“Damon continues to electrify the entire motorcycle industry with unprecedented features and next-generation technology that sets it apart from the competition,” said Rob Enderle, principal analyst at Enderle Group. “The Damon team has set a new standard in modern motorcycling with its ongoing commitment to maximizing all aspects of its motorcycles from the ground-up to deliver an unparalleled riding experience.”
HyperDrive is optimized for maximum performance, design and safety.
Performance
- 450 Nominal Volts – HyperDrive is the first-of-its-kind, all-electric powertrain designed as a platform to usher in the future of motorcycling.
- High-Energy Pack – Liquid-cooled and thermally managed high-energy pack enables a multitude of battery capacities for various future motorcycle models and supports the HyperSport SE with 100 miles range, SX with 150 miles range, and HS and Premier with 200 miles range.
- Track-Ready Performance – Using industry-leading cells delivering over 200 Wh/kg pack level density, all HyperSport models can deliver track-ready performance with a >3C continuous discharge to the ultra-dense, direct-oil-cooled, 6-phase internal permanent magnet (IPM) motor.
- Lightweight Motor – Spinning at a peak 16,000 rpm and capable of delivering over 200 hp and 200 nm of torque, HyperDrive’s motor weighs in at just 48 lbs.
- 6.6 kW Integrated Charger – Developed in-house, HyperSport can charge at ubiquitous level 1 and level 2 public charging stations found around the world and is also capable of 25 kW DC fast charging in under 45 min. It can also be charged at home on 110V outlets.
- Proprietary 150+kW Inverter – Allows Damon to control traction, engine braking and performance like never before with proprietary algorithms and a unique safety-focused architecture.
Design – Battery as a structural element
Damon’s HyperDrive includes the most energy-dense pack in transportation at over 200Wh/kg, but that has not stopped Damon from pursuing every opportunity to increase range and performance.- Designed for Performance – Damon has rigorously focused on optimizing HyperDrive’s final form factor, which plays a crucial role in the HyperSport’s overall performance. The company’s focus on aerodynamic design, using extensive wind tunnel testing to reduce drag, enables Damon to deliver more speed, acceleration and range than its competitors.
- Slim Design – To achieve the slipperiest profile possible, the pack’s total cell count, cell orientation and layout, heat dissipation materials, optimization of liquid-cooling performance, and material selection are all engineered to create the slimmest possible battery pack, without compromising energy density or output.
- Dual Purpose – To further reduce weight, HyperDrive is engineered to act as a structural component of the motorcycle itself. The battery enclosures not only optimize weight distribution for high-speed stability and handling, but also act as the motorcycle’s load-bearing frame. This saves both weight and cost, and further reduces bulk, compared to conventional framed motorcycles.
“Motorcyclists love to see motorcycles as visual diagrams of how they work,” said Dom Kwong, CTO at Damon Motors. “We aimed to emphasize this in a modern electric powertrain for the first time. The structural aspects of HyperDrive celebrate the optimization of mechanical design and performance as its central design expression.”
Safety
As well-meaning as they are, no amount of awareness campaigns, compulsory riding lights, or neon vests have significantly reduced motorcycle accidents. Damon believes the only way to bring about a paradigm shift in motorcycle safety is through the use of disruptive technology.
- CoPilot Advanced Warning System – Like a modern fighter jet, Damon’s 360-degree CoPilot system uses embedded radar, cameras and other sensors to track the speed, direction and velocity of dozens of objects at a time. Using an onboard neural net, it anticipates a threat to warn the rider who is then alerted with LED’s for blind-spot warnings, vibrating handlebar grips for forward-collision warnings, and displays rearward threats with a digital rear-view mirror fed by the motorcycle’s embedded, wide-angle rear-facing camera.
- Machine Learning – Every time a rider responds to a threat warning by way of swerving or braking, the onboard system captures and tags the incident details in 360º. It then transmits data to Damon’s cloud over its embedded wireless connection, so that the system can learn to detect more threats faster over time.
“We’re on a mission to radically improve motorcycle safety,” said Jeff Sand, design director at Damon Motors. “Our core values permeate the vehicle’s design and the systems in them. From passive thermal propagation resistance in our battery packs, to redundancy in critical drive systems, to our novel CoPilot 360º collision warning system, our aim is to invent the future of motorcycle safety and performance.”
The HyperSport Family
Models SE SX HS Premier HP 108 150 >200 >200 Torque >200 >200 >200 >200 Top Speed 120 mph 155 mph 200 mph 200 mph Range per Charge 100 miles 150 miles 200 miles 200 miles Onboard Charge Rate 6.6 kW and DC 19.2 kW
6.6 kW and DC 19.2 kW 6.6 kW and DC 19.2 kW 6.6 kW and DC 19.2 kW CoPilot Included Included Included Included Shift Included Included Included Included 4G connectivity + data Included Included Included Included Over-the-air software updates Included Included Included Included Brakes To be announced To be announced To be announced Brembo Suspension To be announced To be announced To be announced Öhlins Swingarm type Two-sided Two-sided Two-sided Single-sided Est. MSRP (before state and federal incentives) $16,995 USD $19,995 $24,995 $39,995 Subscription Plans Pricing to be released on damon.com Pricing to be released on damon.com Pricing to be released on damon.com Pricing to be released on damon.com 
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The 2021 Yamaha Tracer 9 GT. There’s no room for zeros here. (Yamaha /) After announcing the MT-09′s massive redesign, we figured it would be a model year or so before Yamaha’s three-cylinder Tracer 900 sport-tourer received associated updates. But the Iwata factory left us little time to speculate or daydream—sort of the opposite approach it took with the Ténéré 700 (zing!). For 2021, Yamaha is introducing the all-new Tracer 9 GT, featuring new bodywork, engine, chassis, adjustable ergonomics, hard luggage, and up-to-date features like semi-active suspension and a six-axis IMU.
While the outgoing Tracer 900 GT had an MSRP of $12,999, the new model, with all its bells and whistles, has an MSRP of $14,899. This still makes it considerably less expensive than bikes like the Kawasaki Versys 1000 LT and the Ducati Multistrada 950 S. If that price tag seems steep, read on. The new 9 has a ton of up-spec features.
Yamaha claims the Tracer 9 GT achieves 49 mpg. (Yamaha /) The Tracer 9 GT does away with the zeroes in its name (might we expect a Tracer 7 to make its way stateside in the future, Yamaha?) and inherits the new 890cc three-cylinder engine from the brand-new MT-09 and MT-09 SP. The engine has new pistons, crankshaft, camshafts, con-rods, and crankcase. It also has a new fuel delivery system for improved combustion efficiency, a new intake system, a slip-assist clutch, and revised transmission gear ratios.
Yamaha says the all-new cast aluminum frame has thin-section casting of only 1.7mm, compared to the 3.5mm (at the thinnest section) of the outgoing model. It also has a new aluminum swingarm and spin-forged aluminum wheels. Like the MT-09, the Tracer gets a Nissin radial master cylinder and cornering ABS offering two levels of intervention. Up front there are twin 298mm discs; a 245mm disc brings up the rear. The claimed wet weight of 485 pounds is 11 pounds heavier than the outgoing model, but includes 0.2 gallon additional fuel capacity (total 5 gallons, up from 4.8). Given the added tech, a bit of extra heft is excusable.
Cornering lights activate when speed is above 3 mph and lean angle is greater than seven degrees. Brightness increases with additional lean angle. (Yamaha /) Chief among the new technology suite is a six-axis IMU managing traction control, slide control, wheelie control, cornering ABS, and the KYB semi-active suspension. The system, dubbed KYB Actimatic Damper System (KADS), optimizes suspension setting in next-to-real time. The suspension can be set in two modes, A-1 (sport) and A-2 (comfort), to accommodate rider preferences and road conditions. The system controls rebound and compression damping in the front fork and rebound damping in the rear.
The Tracer features the same YZF-R1-derived ride-by-wire system as the new MT-09, using a magnetic throttle position sensor. Yamaha’s drive modes (or “D-modes”) vary throttle response to suit rider needs. For 2021, Yamaha increased the number of modes from three to four for greater flexibility. Heated grips, full LED lighting, cruise control, and an up/down quickshifter are standard.
New dual TFT dash. (Yamaha/) While other manufacturers tie rider-aid settings to preset ride modes, Yamaha continues to offer adjustability in a slightly different manner. There are no ride modes, but as previously outlined, riders can choose between four throttle response settings (those D-modes), two levels of ABS intervention, and two suspension settings. Traction control, slide control, and wheelie control can also be adjusted and/or disabled.
Curiously, the Tracer 9 has two 3.5-inch TFT displays. We found some information displayed on the outgoing model’s unit to be a little difficult to read at a glance, so it will be interesting to see if the dual screens address the problem.
The side cases on the Tracer 900 GT were on the small side, but Yamaha claims the new bags will each hold a full-face helmet. (Yamaha /) Yamaha has also baked in some nice ergonomic adjustability. The large windscreen can be adjusted across ten 5mm increments. The handlebar clamps can be adjusted to move the bars 9mm forward and 4mm higher. Footpeg mounts can be raised 14mm higher as well as 4mm rearward. The two-position seat can be raised from 31.9 inches to 32.5 inches.
The Tracer 9 GT comes equipped with hard luggage. Yamaha claims that each side case can fit a full-face helmet, which will make owners of the current Tracer 900 GT envious.
New design definitely reads Yamaha. And check out that tall windscreen. (Yamaha /) The Tracer 9 GT occupies an important niche for riders who like the sit-up ergos of ADV bikes, but want a pure streetbike with 17-inch wheels. One doesn’t have to go all-in on the ADV life of dual sport lids, Klim gear, and skid plates to enjoy the ergonomic benefits popularized by the off-road set.
There will be no base-model Tracer 9 for 2021. Expect the Tracer 9 GT to make its way to US dealerships in March.
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There are a dizzying array of options when it comes to dirtbike tires. From tread patterns, to compounds, to the brands themselves, it’s difficult to decipher what is the best tire. That’s mostly because deciding on the best tire requires a lot of input from the rider themselves. What kind of dirtbike are you riding? What kind of terrain are you riding on? Are you looking for longevity or for the most traction possible just to get through a hard enduro race? These are just a handful of the questions you need to answer for yourself before embarking into the deluge of different off-road tire choices.
In an attempt to add some sort of clarity to the situation, here we’ve listed some of the top performers from a number of major tire manufacturers that skew toward the “hard” end of the spectrum.
Table of Contents
Shinko 505 and 505 Cheater
The 504/505/523 series tires are meant to work well in hard terrain – think of the rocky and/or hardpack terrain found in the western U.S. Shinko offers a vast variety of tires that range from dual-sport DOT-rated knobbies, to flat-track, and full-blown hard enduro compounds. The 505 series is a great choice for hard terrain, and the 505 Hybrid Cheater rear tire, which is available for 18 and 19-inch wheels, is built with a normal moto-style carcass and tread pattern but is made from a softer gummier rubber more akin to a trials tire. This compound gives excellent grip on hard rocky surfaces, but it will be prone to wearing out quicker than the standard 505 compound.
Sedona MX907HP
The MX907HP from Sedona is a beefy tire with a stout carcass made for hardpack terrain. Sedona says, “Its cross-patch tread design provides a larger contact patch that maximizes both in-line and cornering traction.” The siped and dimpled knobs should provide greater traction on hard surfaces and the 4-ply construction should aid with impact absorption and puncture-resistance, the downside to that is an increase in overall weight. This tire is available in 80/100-21 front sizes and a number of 18 and 19-inch rears.
Kenda Parker DT
The Parker DT is a popular choice from Kenda thanks to its long-lasting wear characteristics and robust 6-ply construction. The Parker DT shares the tread pattern of its predecessor, the Carlsbad, but went up in plies for better tear resistance. Kenda says they came to this decision after rigorous testing in Baja. These tires can be run one way for “intermediate” terrain and the other for “hard” terrain making this a versatile option depending where you ride. Users report excellent performance and wear making this a favorite among off-road riders.
Dunlop MX53
Possibly one of the best known brands in dirtbike rubber, Dunlop has been outfitting entire race series with knobbies for years. The Geomax MX53 is the company’s latest iteration of its competition tire. This tire is available in a wide variety of sizes to fit everything from 10-inch kids bikes, to proper 21 and 18 or 19 inch big bike wheels. The MX line has been known to use a stiff sidewall which provides excellent cornering stability in motocross race situations. Being involved in racing so heavily, Dunlop has also put a time in research and development while gaining tons of data to continue advancing their product. The Dunlop MX line offers great tires for racing, trail riding, and nearly everything in between. The only issue we’ve had in the past with Dunlop tires is longevity hasn’t been on par with other brands.
Pirelli Scorpion XC Mid-Hard
The Pirelli Scorpion XC is a great mid-hard option with a tread pattern said to be derived from motocross and adapted for cross country riding and racing. Only available in 21/18-inch wheel combos, the Scorpion XC is built to handle tough off-road terrain with a robust carcass and thick rear tire blocks, as well as a special compound said to aid in longevity and wear. While the tires do wear quite well without slicing or chunking, they don’t last as long as some might like.
Bridgestone Battlecross X40
The Bridgestone Battlecross X40 has become a favorite here at MO and with others in our riding circles. The tires offer an exceptionally long life with excellent grip throughout. Designed for rocky hard terrain, the X40 excels with great sidewall compliance and puncture resistance. A fair amount of research has gone into the tread pattern and layout as well. If you find yourself riding a multitude of terrain off-road or even mixing it up with dual-sport use, the X40 will be up to just about any task.
Maxxis Maxxcross SI
Maxxis has built a reputation for itself in the world of off-road racing by offering exceptional performance and specialized tire offerings for specific uses and terrain. The Maxxcross SI is the company’s soft/intermediate tire for GNCC and WORCS type riding and is said to be perfect for intermediate, loamy, or muddy terrain. This tire has received praise from many users with the only caveat mentioned typically being the lack of longevity compared to some other brands, but often enough, and particularly when racing, the Maxxcross SI is lauded with praise.
GoldenTyre GT333
GoldenTyre specializes in enduro and hard enduro tires and has outfitted and developed their line with the best in the world providing feedback. Many professional enduro teams from major manufacturers like KTM have used these tires exclusively for enduro championships, which should be a testament to the performance one can expect from the Italian brand. The GT333 rear tire uses a stiff sidewall with a softer crown to help the tire wrap around rocks and other obstacles to gain maximum traction. This intermediate tire has knobs spaced appropriately for maximum contact and self-cleaning capabilities.
Mitas TERRA FORCE-EF Super
Unveiled at the Erzberg Rodeo event in Austria in 2019, the Mitas Terra Force EF Super, marked with a yellow stripe, features a fibrous, durable, long-lasting rubber compound that ensures outstanding grip and very low abrasion even on hard terrain. It resists tearing and cutting and is suited to a wide range of terrains, from soft and intermediate to rocky. Tread pattern knobs are designed to meet specific Fédération Internationale de Motocyclisme (FIM) regulations. With its release at one of the world’s most challenging enduro competitions, it’s clear that Mitas felt its new offering was more than willing and capable to tackle the Iron Giant.
MOTOZ Tractionator Enduro S/T
MOTOZ has garnered a reputation for its adventure tires in the U.S. and the long life they provide under such heavy loads that modern ADV bikes can produce. With this success, the Australian brand has continued to expand its offering in North America to include enduro focused tires such as the Tractionator Enduro S/T. S/T meaning soft-terrain, this tire is designed to maximize traction in mud, loam, and sand with its aggressive tread pattern while also providing excellent wear life. The tire can be run either way with icons on the tire suggesting one way for mud, and the other for sand and loam. The Tractionator Enduro S/T is available in 21/18 and 19-inch combinations.
Michelin Enduro
With Michelin sponsoring one of the greatest enduro champions of all time, Graham Jarvis, it should be safe to assume the company can make a pretty great off-road tire, right? The Michelin Enduro Medium was created at the compound level to excel across a variety of terrain. In both wet and dry conditions, the Enduro provides excellent traction. The Enduro Medium is available in 21 and 18-inch wheel sizes.
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After 21 years, Yamaha has announced the venerable YZF-R6 will be discontinued after the 2020 model year. This coming on the news today of the V Star 250, Bolt R-Spec, XSR700 and XSR900, Super Ténéré ES, FJR1300ES, Star Venture, and XMAX all continuing on for 2021 with what basically amounts to, as we say in the moto-journo biz – Bold New Graphics (BNG).
However, the shock announcement of the R6 coming to an end may not be such a shock after all considering looming Euro5 regulations and the languishing state of sportbike sales, especially in the 600cc supersport category. It appears as though Yamaha brass didn’t see it worthwhile to update and/or upgrade the Euro4 R6 in order to meet the more stringent Euro5 requirements.
Such a move is not entirely new, as Honda went through a similar phase already, discontinuing the CBR600RR for much of the world circa 2017 (although remaining stock is still being sold in North America) primarily due to emissions regulations. And even though Honda has released an updated CBR600RR, it will only be sold in Japan and Australia and still doesn’t meet Euro5 regulations anyway.
Ever since its introduction in 1999, the YZF-R6 has been a formidable force in supersport racing, even winning for the first time in only the second race of the 1999 World Supersport season. Since then, the R6 has racked up more wins and championships around the globe than we can count – so should racers and race teams be worried about the R6’s discontinuation?
Yamaha’s now calling this the 2021 R6 Race. What’s the difference between this and the 2020 R6? Nothing as far as we can tell.
Not exactly. Nevermind the fact that used R6s are a dime a dozen, Yamaha is respecting the bike’s racing heritage and will still be making new versions going forward. Now the bike we know as the R6 will be called the Yamaha R6 Race – a non-homologated, track-only motorcycle Yamaha will be happy to sell you – as long as you’re in Europe. Here in the US, you can expect dealers to slash prices on R6s until the inventory is gone. Even still, Yamaha’s literature was unclear on whether the R6 Race will ostensibly be the current R6, complete with lights, mirrors, and turn indicators, even if none of those things are necessary for a track-only vehicle.
Sweetening the pot for European customers anyway, opt for Yamaha’s R6 GYTR kit and you’ll get all the usual bits one would do to their R6 to get it truly track-worthy, including:
- GYTR race cowling set
- Akrapovic full race system
- GYTR ECU set
- GYTR wire harness set
- GYTR on/off switch
- GYTR Interface cable
- GYTR AIS plug set
- GYTR ABS emulator
- GYTR keyless fuel cap
- GYTR seat cushion
- Stainless steel brake line set for front and rear
- Front brake lever guard
- GYTR fully adjustable race rear set with optional reverse shifting kit
- Rear sprocket guard (shark fin)
- Sprocket drive 14T fits 520 chain conversion
- Rear sprocket, 45 fits 520 chain conversion
- Sprocket nut set for 520 conversion
- DID gold race chain 520 conversion
- Rear paddock stand hooks
- Paddock stand
What’s more, additional GYTR and Öhlins bits are still available if the above isn’t enough.
VMAX And Others Also Discontinued
There’s another legendary Yamaha name approaching its final curtain call. The outlandish Yamaha VMAX, first introduced as the V-Max in 1985 before getting a big overhaul in 2009 that made it so bombastic its name changed to ALL CAPS, is finally seeing the end of the line.
Arguably the original power cruiser, the VMAX’s anime-like styling was an eye-turner in 1985, and its 1197cc V4 engine – and later the 1679cc redesigned version – was revered for its ability to rip your arms off. Though it never came with a turbo, the original V-Max came with a feature called V-Boost that imitates turbo boost by opening butterfly valves at high rpm to send a rush of fresh air to the combustion chambers.
It’s surprising that from its start in 1985 until 2008 the V-Max was essentially the same motorcycle. The 2009 VMAX makeover was clearly long overdue, and though it was thoroughly modernized, there was no denying its status as a VMAX. The inspiration was the same, but everything about the VMAX was bigger – the engine, the bodywork, everything.
Like the R6 though, the VMAX simply didn’t make sense for Yamaha to update to meet Euro5. So, away it goes, marking the end of a very legendary lineage. In fact, the VMAX wasn’t Euro4 compliant either and was only sold in North America for the last few years. This truly is the end of the road.
Other Yamaha models getting the axe for 2021 include the WR250R – “probably the most performance-focused model out of the plated 250 class,” says a mildly dejected Ryan Adams, and the urban-friendly SMAX scooter. The full press release is below.
Yamaha Announces Remaining Line of 2021 Street Motorcycles
Yamaha Motor Corporation, USA, today announced several 2021 Sport Heritage, Adventure Touring, Sport Touring, Transcontinental Touring and scooter models to join the recently released full line of Hyper Naked MT motorcycles.
From riding around town to long-distance touring, the Super Ténéré ES, FJR1300ES, Star Venture and XMAX scooter will continue their reign of Yamaha’s legendary performance. Returning to the 2021 motorcycle lineup, the Sport Heritage bikes including the Bolt R-Spec, V Star 250, XSR700 and XSR900 return with a mix of old-school classic looks and modern technological features.
2021 V Star 250
The light and nimble 2021 V Star 250 is the only V-Twin in its class. Coupled with a seat that is just 27 inches from the pavement, the V Star 250 is the perfect choice for riders who want fun in a small package.
The 2021 V Star 250 will be available in Raven for an MSRP of $4,499 and will be available at authorized Yamaha dealers beginning in December.
2021 Bolt R-Spec
With its electronic fuel injection and Transistor Controlled Ignition (TCI), the 2021 Bolt R-Spec delivers class-leading performance. The compact, stable chassis and the unique Bolt persona round out the Bolt R-Spec’s urban performance and style.
The 2021 Bolt R-Spec will be available in Raven for an MSRP of $8,499 and will be available at authorized Yamaha dealers beginning in December.
2021 XSR700 and XSR900
With timeless neo-retro style and performance-driven technology, the 2021 XSR700 and XSR900 are modern classics. The XSR700’s standout style and compact twin-cylinder engine not only give the bike unique power characteristics but a unique look while the XSR900 blends world-class engineering, a thrilling triple-cylinder engine and cutting-edge electronics with retro-influenced bodywork for a nostalgic yet modern ride.
The 2021 XSR700 will be available in Radical White/Rapid Red for an MSRP of $8,499 and the 2021 XSR900 will also be available in Radical White/Rapid Red for an MSRP of $9,499. Both models will begin arriving at authorized Yamaha dealers in December.
2021 Super Ténéré ES
Rugged, durable and built for superior long-distance adventure touring, the 2021 Super Ténéré ES is made for exploring beyond the pavement. With its exceptionally compact 1199cc engine and electronically adjusted suspension, the Super Ténéré ES’s features are designed for riding across town or for riding across the continent.
The 2021 Super Ténéré ES will be available in Matte Raven Black for an MSRP of $16,299 and will be available at authorized Yamaha dealers beginning in December.
2021 FJR1300ES
The 2021 FJR1300ES puts the “sport” in Supersport touring. The 1298cc, DOHC, 16 valve, liquid-cooled inline four-cylinder engine delivers superb, smooth-running power and torque for unequaled muscular acceleration across the rpm range.
The 2021 FJR1300ES will be available in Liquid Graphite for an MSRP of $17,999 and will be available at authorized Yamaha dealers beginning in January 2021.
2021 Star Venture
The “top-of-the-line” transcontinental tourer, the 2021 Star Venture features a high torque, 1854cc V-Twin engine. Combined with cutting-edge comfort- and technology-focused rider aides, the Star Venture features GPS navigation, SiriusXM®, additional speakers and Yamaha’s exclusive Dual Zone audio control as well as standard LED fog lights, additional onboard storage and a security alarm.
The 2021 Star Venture will be available in Intensity White or Impact Blue for an MSRP of $26,999. The Venture will be available at authorized Yamaha dealers beginning in December.
2021 XMAX
The 2021 XMAX is the ultimate sport scooter with its fuel efficient and performance-proven engine, convenience and technology and the luxurious, comfortable yet practical features.
The 2021 XMAX will be available in Matte Midnight Blue for an MSRP of $5,699 and will begin arriving at authorized Yamaha dealers in April 2021.
With deep consideration of evolving global market trends and regulations that limit production volumes on certain models, the following Yamaha models will be discontinued after model year 2020: YZF-R6, VMAX, WR250R and SMAX.
Yamaha understands the iconic history of these models. Regarding the future, Yamaha is continuously looking at new ideas and concepts to support and expand the market, as well as enhance our customers’ experiences.
Consumers can contact their local Yamaha dealer on the remaining model year 2020 availability of these discontinued models.
To learn more about these models, as well as Yamaha’s complete lineup of 2021 motorcycles, visit https://www.
yamahamotorsports.com/ motorcycle. 
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BMW announced today it will unveil two new 2021 roadster models in an online presentation on Nov. 19. The announcement was accompanied by the teaser image above, but otherwise no clues as to which models will be revealed.
That hasn’t stopped us from doing a little snooping, and we can now confirm that the two models will be a new S1000R and G310R. The proof comes to us from BMW itself, specifically its Belgian and Canadian websites.
On a BMW Canada landing page listing the brand’s Roadster models, there are four 2020 models listed, the S1000R, G310R, R1250R and F900R. Clicking on the R1250R and F900R will take you to their respective pages. The links to the S1000R and G310R, however, have been disabled, and even if you search for their links on Google, you’ll find that their pages come up blank.
By itself, that is suspicious, but not conclusive proof of a new S1000R or G310R. Visiting BMW’s Belgian site provides even stronger evidence. The Belgian Roadster landing page still lists the S1000R and G310R, but their URLs have changed, with “-2020” added to them:
https://www.bmw-motorrad.be/fr/models/roadster/g310r-2020.html
https://www.bmw-motorrad.be/fr/models/roadster/s1000r-2020.htmlThe URLs to the R1250R and F900R, however, do not have this addition:
https://www.bmw-motorrad.be/fr/models/roadster/r1250r.html
https://www.bmw-motorrad.be/fr/models/roadster/f900r.htmlEven more damning, if you go to the S1000R or G310R pages, this is what you will see:
“S 1000 R – Old” and “G 310 R – Old”. It doesn’t take a big leap to connect these “old” roadsters with the teaser for two new ones. What we’ve found from BMW Belgium and Canada are signs of their respective websites getting prepared for information on the updated models ahead of their official reveal Thursday.
In fact, the 2021 BMW G310R has technically already been announced, in India, where it was introduced alongside the updated G310GS. The G310R received similar updates as the GS, becoming compliant with India’s BS-VI standards (which are essentially the equivalent of Euro 5). The 2021 G310R will receive full-LED headlights, adjustable clutch and brake levers, a ride-by-wire throttle and a slipper clutch.
BMW India already announced the updated G310R last month.
The S1000R will likewise receive updates to meet current emissions standards. The roadster was conspicuously absent when the S1000RR and S1000XR were received their Euro 5 updates, so we know a new S1000R will be required if BMW wants to continue selling it in Europe. We expect the S1000R will get a similar engine as the S1000XR and not the ShiftCam-equipped version of the 999cc Inline-Four equipped on the S1000RR.
We’ll know for certain after the Nov. 19 presentation, at 4 pm CEST / 9 am EST / 6 am PST on BMW’s YouTube channel.
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Spending time in the garage with your motorcycle will make you a better, safer rider. And it’s fun! (Nick Ienatsch /) This Lessons Beyond the Classroom series has a simple goal: Improve the riding life of low-hour riders. The first three installments look at riding-technique approaches that help backfill the information most riders receive in a class, but in this fourth installment we approach riding joy from a different angle: in the garage.
RELATED: Motorcycle Lessons Beyond the Classroom
My motivation for this angle is twofold. First, motorcycling can appear to be an insider’s sport because the bikes are so different from what most people deal with; they can seem complicated and daunting—too trick to touch. Second, our industry will only retain new members if they feel the inclusion, joys, challenges, and satisfaction on two wheels. Part of that, as many veteran riders know, happens in the garage alone with our bikes. Understanding our machines, working on them, and improving them with our own hands is part of making new riders lifelong riders.
If you need inspiration, walk through the pits at AHRMA! I filled my phone with beautiful bikes and came home with lots of ideas. (Nick Ienatsch /) Have Wrenches, Have Courage, Have Logic
A motorcycle is a beautifully assembled collection of jewellike parts. You should learn to disassemble and assemble those parts for several reasons:
1. You can save a few dollars.
Pulling your wheels and taking them into a shop for new tires will often be cheaper than taking the entire bike. Replacing brake pads is straightforward but must be done exactly. Renewing a chain and sprockets takes some time but is simple. Oil changes are important and simple. All these tasks vary in complexity, but they all will be less expensive when you do the work yourself.
I read a great electrical tip on thegsresources.com, a site for those of us who own GS-model Suzukis, that many apparently bad electrical components are most often traceable to dirty, corroded connectors. That has proven true in my experience, and is a terrific example of how the group mind will help. Also, add a voltage meter to your tool list. (Nick Ienatsch /) 2. Your bike will live longer.
If you want the silver bullet to bike longevity, it’s maintenance. A lubricated and correctly adjusted chain is paramount to keep the chain on the sprockets, preventing suspension interference, and avoiding an eventual break. Fresh oil and oil filter puts clean and stable oil into important places that can fail catastrophically when fed dirty, old oil. A clean air filter keeps fueling correct. New fork oil helps internals stay within spec longer. Learn to do it all yourself or at least be knowledgeable enough to discuss it intelligently with your shop.
RELATED: Getting Ready to Stop Beyond The Classroom Part 2
3. You will be safer.
While adjusting your chain you might notice a loose rear caliper bolt. Bleeding the brakes will improve braking feel and power, and while bleeding the front brake you can check over the rest of the front end. Your newfound wrenching confidence will have you checking things and someday you’ll find a loose axle nut that would have become, in the mildest of terms, “unpleasant.”
Performing your own maintenance on one area of your motorcycle will give you the opportunity to check over everything nearby. (Motorcyclist /) 4. You will gain confidence.
Are the brake calipers tight? Is the oil filter properly installed? Is my brake system free of air bubbles? Did my mechanic get things right? Those are the thoughts of many riders whose bikes are a mystery to them. When it’s our own hands and eyes on the bike, even if they are simply checking that the shop got everything right during a valve-adjustment, confidence soars.
5. It’s therapeutic.
Yes, we get “helmet therapy” on our bikes, but many veteran bike riders also enjoy “garage therapy” when off the bike. You might discover this therapy is addictive to the point that you buy the old bike you’ve always wanted, restore it, and then have a “new” classic.
Smooth, Clean and Lubricated
Yes, you can do this with patience, forethought, organization, and logic. If parts aren’t going together smoothly, then you’re doing something wrong. Pull back, review what you’re doing, and start again. Take notes, take pictures, use a piece of cardboard for fasteners, or do what I do: Work alongside your much-smarter brother who remembers all that stuff.
RELATED: Motorcycle Lessons Beyond the Classroom, Part 3
Because you aren’t slamming things around in an attempt to get them done in the shortest time possible to make the most money possible, you will add lubricants to rubber and metal parts. You will clean everything you remove. You’ll pull the rear shock linkage apart and grease the needle bearings the next time you change the rear tire, for instance. You’ll be comfortable changing exhaust systems and fork springs. And you’ll have fun—the main reason we are motorcyclists.
It’s Not Who You Are Now
Perhaps you think, “I’m not mechanically inclined.” To that I answer, “Not yet.” I meet many newish riders and have noted their interest in the mechanical side that is mixed with a major hesitation to try it. This column urges you to begin with small steps, such as removing, cleaning, and replacing parts.
A clean motorcycle says “enthusiast” when you take it into a shop for something beyond your current mechanical scope, such as replacing steering-stem bearings. Professional mechanics appreciate machines that arrive clean, and that appreciation encourages them to talk with you about the work done. They talk, you learn.
Take advantage of your friends' knowledge before digging into the unknown. This guy, DynoJet’s Chris Geiter, still picks up the phone and answers my basic questions with amazing patience. (Nick Ienatsch /) A workshop manual, lots of YouTube vids, bike-specific forums, and a growing collection of tools that includes a torque wrench (one of the most important in a toolbox) all help in reaching the goal of being a self-sufficient motorcyclist. I have a few friends on speed-dial, borrowing their expertise when I’m facing the unknown, and I bet you have that knowledge base too. Tap into it, ask questions, and work carefully and logically with focus.
COVID This
As the virus swings around to smack us again, make the most of it. Buy that used bike you’ve always wanted and go through it. We all have a bike that caught our eye, that bike that our neighbor owned or our hero raced. We have bikes we’ve always wanted to ride, like a two-stroke big-bore motocrosser or an older V-twin like an Ascot, Vision, or Sportster. Jump on the classifieds and find it. Strip it, clean it, refurbish, and rebuild it into the bike you’ve always wanted. Who knows, you might be racing AHRMA with us soon!
I’ll close with these two thoughts:
- Many of us are elbow-deep in a project right now. We try, we study, and we learn. But we are no smarter than you!<br/>
- When someone says, “nice bike,” about a machine you disassembled, modified, and reassembled yourself, it really means a great deal. It makes you a stronger part of this incredible two-wheeled world.<br/>
More next Tuesday!
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Yamaha has updated the Tracer 900 GT, renaming it the Tracer 9 GT and giving it similar updates to the new MT-09 including the larger 890cc three-cylinder engine, new frame and six-axis IMU.
Visually, the Tracer 9 GT looks a little less aggressive than the 900, with a flatter face and a longer fairing. The longer bodywork is matched with a longer, adjustable windscreen, which produces what Yamaha describes as an arrow-shaped silhouette with the reshaped fuel tank cover. The full LED headlights are smaller than on the previous model, and they are supplemented by new LED cornering lights that illuminate based on the IMU-measured lean angle.
The new 890cc displacement was achieved by increasing the piston stroke by 3 mm. Yamaha didn’t provide any performance figures for the U.S.-spec Tracer 9 GT, only touting an increase in low-rpm torque. Yamaha Motor Europe, however, claims a 7% increase in torque output to 68.6 lb-ft. at 7000 rpm and a 4 hp increase to 117 hp at 10,000 rpm.
Yamaha Motor USA claims an improvement in engine efficiency, claiming improved fuel economy to 49 mpg. With a full 5.0 gallon fuel tank (0.2 larger than the Tracer 900’s tank), that works out to a range of 245 miles between refills.
The Tracer 9 GT is also equipped with an updated assist and slipper clutch and a quick shift for clutchless up and down shifting.
The six-axis IMU helps run the Tracer 9 GT’s electronics. In addition to the cornering lighting, the IMU is responsible for governing the lean-sensitive traction control, slide control, front wheel lift control and brake control systems. The IMU also helps control the Tracer 9’s semi-active suspension, adjusting the rebound and compression damping for the fork and rebound damping of the rear shock as needed to suit ride conditions. Other electronic features include four engine modes and cruise control.
The brake control system works with the ABS control unit to independently control brake pressure. The system offers two selectable levels of intervention: BC1 is a standard ABS mode that prevents wheel lock-up under hard, straight-line braking, and BC2 which offers more intervention and works while cornering.
The dual 298mm front and 245mm rear disc brakes are similar to the 2020 Tracer 900’s, but the new Tracer 9 GT receives an R1-type front brake radial master cylinder from Nissin that claims a more linear brake feel.
The Yamaha Tracer 9 GT claims a wet weight of 485 pounds, not including side cases. That’s an 11-pound increase over the 2020 Tracer 900, though some of that is from a slightly larger fuel tank.
Along with the new engine comes a new aluminum frame, which differs slightly from the frame on the updated MT-09. For the Tracer 9, Yamaha used thicker engine mounts to better handle the added stress of carrying the standard hard cases and a passenger.
The steel rear subframe is also new, with Yamaha claiming improved straight line stability and cornering ability. The new subframe also reduced the adjustable seat’s height to 31.9 inches or 32.5 inches from the previous 33.5 inches or 34.1 inches.
Yamaha says the new hard cases can each fit a full-face helmet. The cases attach to the subframe via a fully floating carrier system that Yamaha says will absorb any wind or surface-induced chatter.
The shorter saddle height plus the choice of two heights help to accommodate different riders, as do the Tracer 9’s adjustable handlebars and foot pegs. The footpeg mounts can be raised 14mm higher and 4 mm rearward. The handlebars clamps can be rotated 10mm forward, which moves the bar position 9mm forward and 4mm higher. For improved comfort in cooler weather, the Tracer 9 GT comes standard with heated grips.
The Tracer 9 comes with not one but two 3.5-inch full color TFT screens. The left screen displays a bar-type tachometer, fuel gauge, mileage indicator, and a gear indicator. The right screen can be configured to show other additional information. The setup looks a little odd, especially with the gap between the screens. It certainly looks less elegant than the large 10.25-inch Bosch display BMW recently introduced on the 2021 R150RT.
The 2021 Yamaha Tracer 9 GT will arrive in showrooms in March with a choice of Liquid Metal or Redline colors. U.S. pricing is set at $14,899, which is a substantial increase from the 2020 Tracer 900 GT’s $12,999 MSRP.
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If you’re more into riding than Christmas shopping or if you don’t want to risk contracting COVID-19 at your local Big Box store, don’t worry: you won’t miss some of the best Black Friday motorcycle deals out there! We’ll be collecting some of the best deals for motorcycle gear over this week.
What is Black Friday?
“Black Friday” is the unofficial start to the holiday shopping season. It falls on the day after US Thanksgiving, which is the fourth Thursday of November. Though not an actual holiday, a lot of people take both Thursday and Friday off for a four-day weekend. That’s one reason why retailers have jumped on Black Friday, with big sales for people taking the day off to go shopping for holiday gifts. The result is one of the busiest shopping days of the year.
For 2020, Black Friday falls on Nov. 27, with many retailers timing their sales for the stroke of midnight. Others, like Revzilla, are getting a head start with deals available now. So, we thought we’d point you in the direction now to get those presents going to your loved ones (or yourself) ASAP.
Check back every day for our latest updates
Table of Contents
Bell Qualifier DLX MIPS Illusion Helmet – 36% Savings
The list of premium features found in the Bell Qualifier DLX MIPS Illusion Helmet is insane. First, you get the protection of the MIPS Multi-Directional Impact Protection System for dramatically improved rotational impact energy displacement. That’s a mouthful, but it’s good news for your head. Add to that the lightweight polycarbonate shell with an adjustable ventilation system and an aerodynamic shape to cut through the air while keeping you cool. The chin curtain and wind collar reduce noise out on the open road. The moisture-wicking liner is removable for washing. Integrated speaker pockets allow you to fit your favorite communication system. Finally, this wallet-friendly helmet comes with a free ProTint photochromatic face shield that will adjust to all lighting conditions. Available colors for this intermediate-oval helmet are matte black/blue/white, matte black/green, and matte black/silver/white in sizes XS-3XL.
First Manufacturing Nemesis Jacket – 25% Discount
In the Nemesis, First MFG delivers a classically-styled leather jacket with all the fixin’s. The cut is American-sized – as in generous – and the exterior is diamond cowhide. The Mandarin collar fits closely to your neck, while the front and rear zippered vents keep you cool at speed. CE-1 armor is an option. The included thermal liner features full sleeves and zips into place for cool nighttime rides home. Large stretch panels on the sides help the Nemesis flex as you move around on the bike.
Nelson Rigg Commuter Backpack – 50% Off
The Nelson Rigg CL-1060-BP Backpack will help you carry 16 liters of cargo comfortably on your back with the added security of adjustable chest and waist straps. The straps are padded for comfort. Padded foam and mesh back panel aids in airflow for cooler rides. The internal laptop compartment will fit most 17-inch laptops, and there is also a tablet sleeve. If you like to travel in hot weather, the pocket for the optional 1-liter hydration bladder will come in handy, or you can use the elastic closed lower side pockets to hold water bottles. Constructed of sturdy ballistic nylon with reflective piping.
Reax Jackson Leather Jacket – 42% Savings
If you’re a 2XL-3XL-sized rider who likes matte buffalo leather with muted sport styling, this could be a deal for you. Aggressively styled in biker black, this 1.2mm-1.4mm-thick leather jacket comes with SAS-TEC CE Level 2 elbow and shoulder armor and an optional back protector. The double-reinforced shoulders and elbows look the sporting part, while the body of the jacket is perforated for cooling airflow in warm weather. Should you get caught out in the rain, a waterproof phone pocket makes sure you can stay in touch out on the road. Zippered cuffs keep the fit sleek, and the articulated sleeves are comfortable in a riding position. Stretch panels add to the fit. Adjustable waist and subtle reflective highlights.
TCX Street Ace Waterproof Shoes – 25% Off
Like sneaker look but don’t want to give up the motorcyclist protection? The TCX Street Ace Shoes are for you. The casual appearance belies the protection hidden below the surface. First, they’re waterproof, which is good both on and off the bike. Under the leather skin, you’ll find heel and toe counters as well as both medial and lateral malleolus ankle inserts. The fit is exactly what you’d expect with a lace closure. Available in black, grey, grey natural, and Dakar brown in sizes Euro 36-47.
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Updated November 2020
If you’ve been paying attention at all, you know that the number of women involved in our favorite two-wheeled sport is growing rapidly. Back in 2018, the MIC (Motorcycle Industry Council) released statistics noting that female ridership was up to 19%. And the curve hasn’t changed since then. Naturally, being fans of protective gear, we wanted to sure that women are aware of all the high-quality motorcycle gear available for their gender. So, for your perusal, we offer a list of Best Women’s Motorcycle Jackets – just in time for the holidays.
Table of Contents
- Alpinestars Stella Andes Pro Drystar Jacket Tech-Air Compatible
- Alpinestars Women's Stella T-GP Plus R v2 Air
- Dainese Laguna Seca 3 D-Dry Women's Street Motorcycle Jacket
- First MFG Co. Biker Women's Leather Motorcycle Jacket
- Joe Rocket Ladies Classic ’92 Jacket
- Rev’It Ignition 3 Ladies Jacket
- Spidi 4Season H2Out Lady Jacket
Alpinestars Stella Andes Pro Drystar Jacket Tech-Air Compatible
This Alpinestars three-season jacket has all the features you’d want for your longest rides – plus the protection of the optional Tech-Air system. Shaped to fit the female form, the Andes offers a fully waterproof construction which has the Drystar membrane bonded to the tough, abrasion-resistant exterior textile. The Zippers are waterproof as are the front cargo pockets. Impact protection comes from the CE-armor in the elbows and shoulder, and the Tech-Air Street Airbag system can be installed for increased protection. The jacket also includes ventilation and a quilted liner to increase rider comfort in a variety of riding conditions. An internal zippered waist fastener facilitates the attachment of Alpinestars textile pants. The Alpinestars Stella Andes Pro Drystar Jacket Tech-Air Compatible Jacket retails for $550 and can be purchased at Amazon.com.
First MFG Co. Biker Women's Leather Motorcycle Jacket
A member of First MFG’s premium line, women’s Biker leather jacket that will have you feeling and looking good while riding. With a center zipper style with a stand up collar, single snap shoulder epaulette, quilted panel detail on each shoulder, & a quilted kidney belt detail, the Biker jacket has all the functional features you’re looking for in a riding jacket. Additionally, it has a zip-out thermal liner and pockets for optional Armour inserts. It has two outside side zippered pockets with studded detail, two nicely located inner pockets, and zippers on each sleeve for convenience. The pockets on the biker are designed for convenience. They are easy to use and locate with a zipper option available, for protection. The biker motorcycle jacket was designed to give you the ultimate riding experience while being built to last. It will deliver everything you’ve come to expect from a leather motorcycle jacket.
Joe Rocket Ladies Classic ’92 Jacket
The Joe Rocket Ladies Classic ’92 Jacket hits the right styling cues for a street-reasonable price. Constructed of 1.0-1.2 mm drum-dyed cowhide and tailored to fit in a relaxed feminine manner, the jacket offers a zip-in quilted liner and five interior pockets. The neoprene-lined collar ensures comfort when it is snapped closed. Optional armor fits the pockets in shoulders, elbows, and back. Color options are Black/White and Brown/Cream. The Joe Rocket Ladies Classic ’92 Jacket is available from Amazon.com for $270-$288.
Rev’It Ignition 3 Ladies Jacket
Riders who live in warmer climates will want to take a look at the Rev’It Ignition 3 Ladies Jacket. Constructed of 600 denier polyester in high abrasion areas and Dynax mesh in the chest and back for maximum airflow, the Ignition 3 also features Monaco Performance Cowhide. This combination of form and function in Ignition 3 has made it a popular model. Impact protection comes courtesy of the Level 2 CE armor in the elbows and shoulders, and a pocket in the back will accept Rev’It’s Seesoft CE-level 2 back protector insert Type RV. This jacket functions as a 3-season item even with its ample venting. A detachable waterproof Hydratex liner and a detachable thermal body warmer are also included with the jacket. Matching pants are available. Available only in Black, the Rev’It Ignition 3 Ladies Jacket retails for $540 and can be purchased from Revzilla.
Spidi 4Season H2Out Lady Jacket
One of the most versatile touring jackets we’ve ever used is available for women, too. The Spidi 4Season H2Out Lady Jacket takes all of the features we loved about the men’s jacket and adjusted them to fit the female form. The layered system allows the rider to wear only the features she needs at a given time, with the waterproof and insulating liners separately removable. The venting is impressive for a touring suit. The exterior shell provides abrasion resistance while CE-approved armor takes care of the elbows and shoulders. Optional chest and back protectors are available. The jacket zips to a matching pair of pants ($400) to form a complete suit for the long haul. The Spidi 4Season H2Out Lady Jacket is available in sizes XS-3XL in four colorways: Black/Grey, Black, Black/Grey/Fluorescent Yellow, and BlackGrey/Fuchsia. The retail price is $550 and can be purchased from Revzilla.
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Joan Mir’s season-long consistency paid the ultimate reward: winning the 2020 World Championship. (Dorna/) Joan Mir, on Suzuki, became the 2020 MotoGP champion by finishing seventh at Valencia 2 today. Through consistency that developed during the year, he accumulated points sufficient to lead the championship going into last weekend’s Valencia 1. There he led a Suzuki 1-2 to win his first MotoGP race.
Race winner was Franco Morbidelli (Petronas Yamaha) who was 11th last weekend but today led every lap, fighting off a powerful final-laps challenge by Jack Miller (Ducati). Each time Miller pushed past, Morbidelli came back under him, holding him off to the flag.
Franco Morbidelli turned quick qualifying into a solid race win ahead of Jack Miller. (Petronas SRT/) “It was a wonderful fight against Jack,” Morbidelli said. “It’s always nice to fight with him, win or lose, so I enjoyed the battle and congrats to him, he was just as good as me.”
The weekend began with fast changes in top practice times. In FP1 Morbidelli was second, but by the afternoon the high-power bikes, with their strong braking and acceleration (Ducati, KTM, Honda), had refined the promise they’d shown a week ago and held the top seven places (last week, a solid bloc of eight high-power bikes finished behind the winning Suzukis of Mir and Álex Rins).
Álex Rins raced to fourth place, three spots ahead of his championship-winning teammate, Mir. (Dorna/) Where were the Suzukis? Now that the championship was within Mir’s reach, it would have been foolish to take unnecessary risk. Rins would finish fourth behind Miller and Pol Espargaró and ahead of Brad Binder. Mir wisely let the numbers do their work as he finished seventh.
Clearly, Morbidelli’s setup had been considerably refined compared to the week previous. While Fabio Quartararo and Maverick Viñales struggled with “the Yamaha problem” (if the bike is perfect, it wins; if not, it’s nowhere), Morbidelli qualified on pole and was able to say, “I felt great with the bike, so I was able to take the necessary risks.”
Pol Espargaró greeted his excited team as he made the podium again, finishing third. (Dorna/) To make money at cards, it’s not taking the risk that counts so much as estimating and managing the odds. On a machine that gives good feedback—feel—to the rider, risk can be estimated accurately, giving more latitude. Even so, Morbidelli said, “I chose the hard front,” as very few did, “because I didn’t think the medium would last. I adapted my riding. I lost the front several times but I was able to manage it.”
He had important help in the person of veteran crew chief Ramon Forcada: “The key was [Forcada’s] immense knowledge.”
Where was that knowledge last week, when Morbidelli finished 11th? Rain and mixed conditions had made the finally dry Sunday morning warm-up the only source of setup information.
What is a “real” championship? The one where a rider, in this case Mir, gets the most points by doing the best job managing a season of racing. (Dorna/) Even now, fault-finders are complaining that Mir is “not a real champion” because he won only one race. Let’s consider how it’s possible to win the title without winning several races. Why do you suppose points are distributed the way they are, with 25 to win, 20 for second, and so on? If winning were so essential to championship status, you’d think points for second place should be half of those for first, or less. But if that were done, a top rider winning just a few races could quickly put his total out of reach, allowing him to cruise around the circuits as a no-risk backmarker in late-season events, or not to enter at all—a situation that was once common.
Racing is a business, and what it sells is suspense. Spectators come to see the top riders do extraordinary unpredictable things. That dictates the points award scale we have today, in which second place is reckoned as being 80 percent of the achievement of first, third 60 percent, and so on. And that being so, the championship can be won through consistency, while winning very few races. The riders don’t make these rules.
Another factor is the number of bikes a manufacturer has in the series. Ducati, by putting strong riders on six bikes, reduces the chance that any one of them can accumulate significant points. Suzuki, with just two bikes, plays that part of the game differently.
The strange nature of this year’s season, with its unpredictable elements of Michelin’s controversial softer-carcass rear construction and the rapidly varying transitional autumn weather, have favored whoever happens to best guess a workable setup. This has given us a season in which nine different riders have won a GP, as opposed to the much-admired situation in which a single top performer wins 10 races and the championship, as Casey Stoner did twice.
Valentino Rossi (46) was still trying to find his post-COVID-19 footing and finished 12th, while teammate Maverick Viñales (12) finished 10th. (Dorna/) Others complain that the 2020 MotoGP championship is not “real” because their favorite, Marc Márquez (Honda), could not take part after his unfortunate injury at Jerez 1. But did they say that Nicky Hayden was not a “real” champion in 2006, when Valentino Rossi’s Yamaha was stopped by severe chatter and Ducati riders Sete Gibernau and Loris Capirossi were out with injuries? No, they did not, for chatter and injuries are a part of racing; they can happen to anyone. So it is that Márquez’s humerus injury and whatever has slowed his recovery from it are also, like it or not, part of racing. Racing is what it is, and it is not governed by our preferences or fantasies.
Now that Andrea Dovizioso has announced he will take a sabbatical year off from racing, and the candid Cal Crutchlow has replaced Jorge Lorenzo on Yamaha’s test team, the changing of the guard in MotoGP is complete save for Rossi, who will leave the Yamaha factory team for a satellite bike next year. He is at present trying to come back to form following his COVID-19 illness.
Mir and a champion’s celebration. Just six years ago, Mir was racing the Red Bull Rookies cup. (Suzuki /) Further change is evident among manufacturers, with three KTMs in the top six this weekend (third, fifth, and sixth) and Suzuki taking its first GP world championship since Kenny Roberts Jr. won the 500cc title in 2000. This suggests that, in high level motorcycle racing as in other things, a fresh look may reveal things that years of staring cannot. From the things riders say, it seems that certainly Yamaha and probably Ducati as well exert pressure on their riders to adhere to established setup “protocols.” Both companies have been in the series a long time and have vast bodies of information that should be valuable. Is it? The fact that Yamaha satellite bikes so often outdo the factory entries suggests that experience can be a synonym for fossilized thinking. Ducati, from 2008 onward several years, seemed more determined to develop the motorcycle its way than to develop it to win races.
New manufacturers and satellite teams, on the other hand, having less stored data to guide them, must rely on the here and now for setup clues. Yet here is Dovizioso, having asked for more apex grip for more than five years, being allowed to leave the sport because higher-ups pressured him to be less analytical and more “instinctive.” Many would at present argue that it has been precisely Dovi’s analytical approach that has made recent Ducatis as strong as they are.
The new forces in MotoGP are earning their way forward through fresh evidence-based thinking, while those they are pushing aside cling to ideas, even traditions, that don’t work enough of the time to win championships.
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