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Hello Steve_M, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.

Red on the outside, orange on the inside. View the full article

.embed-container { position: relative; padding-bottom: 56.25%; height: 0; overflow: hidden; max-width: 100%; } .embed-container iframe, .embed-container object, .embed-container embed { position: absolute; top: 0; left: 0; width: 100%; height: 100%; } Although the 2021 GasGas MC 250F arrived a few weeks after Dirt Rider’s 2021 250 Four-Stroke Motocross Shootout, we got to swing a leg over the new quarter-liter machine at Glen Helen Raceway, where GasGas hosted the press launch of its entire MY21 dirt bike lineup. There are now three 250 four-stroke motocrossers in the Austrian bike lineup, and while the KTM 250 SX-F and Husqvarna FC 250 have some similarities, they also have significant differences. Riding the 2021 GasGas MC 250F at Glen Helen Raceway in San Bernardino, California. (Mason Owens/) Once looking past the red color and different front fender of the GasGas MC 250F, finding differences between it and the 250 SX-F is a little more difficult. If you were blindfolded and sat on either the KTM or GasGas, you really would not notice any differences. It is not until you actually ride the bikes that you find out GasGas made notable changes to the MC 250F. As the third 250 four-stroke motocross bike in the Austrian manufacturer’s lineup, the 2021 GasGas MC 250F retails for $8,499, which puts it at $900 less than the 2021 Husqvarna FC 250 and $800 under the 2021 KTM 250 SX-F. (Mason Owens/) 2021 GasGas MC 250F Engine My first impression is that the MC 250F engine is closer to the FC 250′s power but is smoother. There is no real spike in the power curve; it just steadily builds power and it does not have quite as much over-rev as the KTM. The engine has a nice light feeling, the throttle response is good, and the mapping seems to run clean. The MC 250F’s engine is comparable to the FC 250’s power, but is smoother. It could use a little more torque and it is easy to stall the bike when applying the rear brake. (Mason Owens/) At first, you might feel like the engine is detuned. However, the power is not necessarily reduced; it’s more spread out. I would describe it as a more linear power that flows more like the mighty Mississippi River, while the KTM’s power is more explosive like opening a bottle of champagne. Both can be very satisfying but in different ways. The advantage of the GasGas’ power delivery is it is more user-friendly for the less advanced rider and better suited for low-traction conditions. Additionally, it’s generally easier to ride and may even require a little less energy to ride at 100 percent. Some of the most discernible technical differences of the MC 250F in comparison to its Austrian siblings are that it comes with forged triple clamps as opposed to CNC units, a header pipe without a resonance chamber, no map/traction control switch, and Maxxis MX-ST tires instead of Dunlop Geomax MX33 rubber. (Mason Owens/) Don’t be mistaken, this does not mean the explosive power is not available; the engine and ECU on the GasGas are the same as the KTM. The main difference is the header pipe and airbox cover. Feature-wise, the only thing missing in comparison to the KTM is the map/traction control switch, which is available as a Technical Accessory for $169. The switch can be easily installed because the wire harness is ready to accept it and the ECU is preprogrammed to function with it. With that being said, it is worth noting that the MC 250F comes stock with the standard map 1, so purchasing and adding the map/traction control switch would thereby provide access to the more aggressive map 2 and traction control. RELATED: 2020 GasGas TXT Racing Trials Bike Information The MC 250F’s low-rpm recovery is OK, but it’s better if you just remember to not be lazy and shift down to second gear for tighter corners. A different muffler and perhaps opening up the airbox by drilling holes in the airbox cover could make for noticeable improvements in this area. Shifting is what you would expect—nothing out of the ordinary and the gear ratios don’t have any noticeable gaps. The Brembo hydraulic clutch is good for shifting, but could offer a little more feel via a firmer lever pull. GasGas did a good job with trying to pair the MC 250F engine’s smoother and easier-to-ride power with a softer, free-moving suspension setting. (Mason Owens/) 2021 GasGas MC 250F Suspension & Chassis/Handling The MC 250F’s chrome-moly frame and aluminum subframe were carried over from the 250 SX-F model, while the swingarm is the same as the FC 250′s. Although the MC 250F uses the same WP Xact suspension components that come on the KTM, they have different internal settings that are specific to the GasGas motorcycle. Although the suspension could be more planted for our liking, it gives the bike a very nimble feeling. (Mason Owens/) The suspension is noticeably different on the track. GasGas did a good job with trying to pair the engine’s smoother and easier-to-ride power with a softer, free-moving suspension setting. It is a little less planted than the other Austrian bikes, which in turn gives the bike a very light and nimble feeling. This maximizes the GasGas’ already-low claimed weight of 218 pounds without fuel. However, I did feel like the bike could perform a little better by stiffening the fork and shock. Bottoming resistance is very good at both ends; it’s just the initial part of the stroke was a little busy. We went in on the shock’s high-speed compression and slowed the rebound as well. For the fork, I added 0.2 bar of air pressure. The MC 250F’s light-feeling chassis is one of the characteristics that make it fun to ride. (Mason Owens/) The Neken handlebar is the same bend as the KTM, but silver in color. The brakes, footpegs, levers, and controls are all the same as the orange bike as well. Maxxis MX-ST tires are mounted front and rear. I felt the tires were OK, but they did have a point where they would lose traction with a very on-off feeling and not much in between. 2021 GasGas MC 250F Overall Impression Because it has the lowest retail price of the three Austrian-made 250 four-stroke motocrossers, you could purchase an MC 250F and add a few parts to it from the GasGas Technical Accessories catalog and still spend less than if you bought a 250 SX-F or FC 250. It all depends on the features you are looking for, the stock suspension setting that works best for your ability and riding style, and the appearance you prefer. (Mason Owens/) Overall, the GasGas MC 250F is fun to ride and certainly performs up to expectations. If it had been in Dirt Rider’s 2021 250F Motocross Shootout, I don’t think it would have won, but I don’t think it would have finished last either. It seems to round out the Austrian lineup of 250F motocross models. With three different motorcycles, there is a bike with stock settings that will most likely fit your needs and riding style. Let’s also not forget that what really needs to be mentioned is that the GasGas is a premium-level motorcycle that is easily comparable to a KTM or Husqvarna, but at a significantly lower retail price. The MC 250F retails for $8,499, which puts it at $900 lower than the FC 250 and $800 less than the 250 SX-F. With that, you could buy the MC 250F, add a few major accessories, and spend the same amount or less than someone who bought a new Husqvarna or KTM without any add-ons. Gearbox Helmet: Alpinestars Supertech M8 Goggle: Spy Foundation Jersey: Alpinestars Supertech Gloves: Alpinestars Radar Pants: Alpinestars Supertech Boots: Alpinestars Tech 10 2021 GasGas MC 250F Tech Spec PRICE $8,499 ENGINE 250cc, DOHC, liquid-cooled, single-cylinder four-stroke TRANSMISSION/FINAL DRIVE 5-speed/chain FRAME Steel central double-cradle FRONT SUSPENSION WP Xact 48mm fork adjustable for air pressure, compression damping, and rebound damping; 12.2-in. travel REAR SUSPENSION WP Xact shock adjustable for spring preload, high-/low-speed compression damping, and rebound damping; 11.8-in. travel FRONT BRAKE Brembo 2-piston caliper, 260mm disc REAR BRAKE Brembo 1-piston caliper, 220mm disc WHEELBASE 58.5 in. SEAT HEIGHT 37.4 in. FUEL CAPACITY 1.8 gal. CLAIMED WEIGHT 218 lb. (w/ all fluids except fuel) AVAILABLE Now CONTACT gasgas.com View the full article

Hello paulc, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.

Hello jayabee3, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.

O'er the hills they go, laughing all the way. View the full article

.embed-container { position: relative; padding-bottom: 56.25%; height: 0; overflow: hidden; max-width: 100%; } .embed-container iframe, .embed-container object, .embed-container embed { position: absolute; top: 0; left: 0; width: 100%; height: 100%; } The famed Glen Helen Raceway hosted the last bike introduction of the 2020 calendar year as GasGas rented out the main track for us to spin laps on two of its newest motocross bikes—the MC 250F and MC 450F. These models will serve as the basis of the racebikes used by the Troy Lee Designs/Red Bull/GasGas Factory Racing team’s racers in the upcoming 2021 Monster Energy AMA Supercross series and the Lucas Oil AMA Pro Motocross Championship. Riding the 2021 GasGas MC 450F at Glen Helen Raceway in San Bernardino, California. (Mason Owens/)Although the MC 450F shares the majority of its components with the KTM 450 SX-F, it has some notable distinctions over the orange bike in addition to the cosmetics including a forged triple clamp, header pipe without a resonance chamber, different suspension setting, Maxxis MX-ST tires, and no map/traction control switch—all of which make for a difference in performance on the track. With a limited supply of bikes at the 2021 GasGas press launch, we rode the MC 250F in the morning and the MC 450F in the afternoon, which meant we had to apply graphics after the latter had been ridden on the track and was a bit dirty. After wiping down the plastics, we applied our DeCal Works preprinted number plate backgrounds, which fit perfectly and went on effortlessly. (Mason Owens/)2021 GasGas MC 450F Engine The MC 450F engine has a similar feel to the Husqvarna FC 450′s. It has a good, smooth, linear power delivery and it may be a little subdued when compared to the KTM 450 SX-F. The mapping is clean and responsive with good throttle control for a 450. The straight-tube header (as opposed to having a resonance chamber like the 450 SX-F and FC 450) and having the airbox more closed off may help with smoothing out the power curve. The MC 450F’s power delivery is ultra smooth and easy to handle. (Mason Owens/)The GasGas runs well, but does feel like there is a little torque missing. It is free-revving and revs quite high, but does not make as much power in the higher rpm as its Austrian counterparts, meaning you might need to shift a little more often per lap. There is also some noticeable engine vibration through the handlebar and footpegs. The gear ratios are reasonable and are similar to most 450s. I used third gear 80 percent of the time on our initial test day at Glen Helen and selected fourth in the higher-speed sections and used second only in the tighter corners. The Brembo hydraulic clutch works well and it does not require too much input to shift under load. It is minor, but there is some noticeable vibration from the engine through the handlebar and footpegs. (Mason Owens/)2021 GasGas MC 450F Suspension & Chassis/Handling The GasGas chassis is very similar to the KTM. It carries over the same chrome-moly frame and aluminum subframe, while sharing the same swingarm as the Husqvarna. The radiator shrouds and front number plate are specific to the GasGas, and while the side panels and rear fender aren’t identical to the KTM, they are very alike and of course red. The seat is the same as a KTM, but with a different cover. The WP Xact fork and WP Xact shock are the same components that come on the KTM and Husqvarna. However, the internal settings are specific to the GasGas motorcycle. The Neken handlebar is the same bend as the KTM’s but is silver instead of black. While it features the same WP Xact fork and WP Xact shock as the KTM 450 SX-F and Husqvarna FC 450, the MC 450F’s suspension settings are softer and in the range of most vet motocross riders, though a stiffer shock spring rate may be needed for those weighing more than 175 pounds. (Mason Owens/)The GasGas’ suspension is noticeably softer than the 2021 KTM’s; it feels more like the Husqvarna’s setting from 2020. It still has good bottoming resistance, but is just a little too busy in the initial part of the stroke. There is a little bit of an unbalanced feeling because while the air fork has a progressive feel when it goes deeper in the stroke, the shock unfortunately does not get as progressively stiff, which causes it to wallow a little under load. I made some adjustments to the shock—mainly closing off the high-speed compression adjuster to a half-turn open in an effort to help hold up the rear. I also went in on the rebound adjuster to help control the shock a little more. These tweaks helped, but ultimately I think a stiffer spring would be needed for my 175-pound weight. The fork settings are a little closer in the range of vet motocross. The biggest advantage of the air fork is the increased adjustability. I was able to add 0.2 bar of air pressure to the fork and only moved the rebound adjuster in two clicks to get a setting I was comfortable with for the track conditions. RELATED: 2020 GasGas TXT Racing Trials Bike Information While the bike turns very well, I found that at times I could misjudge the front wheel traction. To make it a little more stable and predictable, I dropped the fork from the second line down in the clamps to the first line. For me, this helps with steering and also gives me a little more confidence on the bike. The rider triangle is as close to the KTM as you would expect. The seat cover is slightly different, and the gas tank may have a slightly different shape as they are not interchangeable. How Does the 2021 GasGas MC 450F Ride? It is difficult not to compare the GasGas to a KTM or Husqvarna. My first impression is that it’s much closer to a KTM because of the subframe, airbox, seat, and handlebar. However, while I was riding the bike, I got more of a sensation of riding a Husqvarna because of the smoother power delivery and softer suspension settings—not the 2021 FC 450, it felt more similar to the 2020 model. The power delivery is slightly toned down in comparison to the KTM—mainly because of the exhaust and the slightly more restrictive airbox cover. We were informed that the engine and ECU settings are the same as the KTM, meaning if you are looking for more power, it is already in the bike. I am not saying the bike is low on power; it’s certainly a good-running 450, just maybe not the fire-breather of a Yamaha YZ450F or Honda CRF450R. Although the GasGas models do not come standard with a map/traction control switch like the KTM and Husqvarna, the motocross bikes we tested were outfitted with them so we could compare the different settings for our review. The map/traction control switch can be purchased through the GasGas Technical Accessories catalog for $169, and the wire harness is designed to accept it. (Mason Owens/)Items like a vented airbox cover and the map/traction control switch that come on the KTM will increase the engine’s output without breaking the bank. Our testbike at the intro day was equipped with the optional map/traction control switch, which can be purchased through the GasGas Technical Accessories catalog for $169, and the differences between map 1 and map 2 are noticeable. It’s an easy installation as the wire harness is designed to accept the switch. If you still want more power and also want to save some weight, you could also look into an aftermarket exhaust. A full titanium system will set you back a few bucks, but you can drop a few pounds and increase power all at the same time. Overall, the MC 450F handles well and is fun to ride. The settings are maybe more entry-level for a 450 motocross competition model and there is plenty of room for adjustments, which for most people, should be enough to be able to get comfortable. A stiffer shock spring would most likely benefit anyone heavier than 175 pounds. The spokes on the MC 450F seem to come loose quickly. If you own one, keep an eye on them and tighten as needed, especially when the bike is new. (Mason Owens/)In addition to the bright red color that looks great, the most exciting thing is the price point. Until now, if you wanted a KTM or Husqvarna motorcycle, you were probably looking at an extra $1,000 over some other bikes in the same category. GasGas was able to omit a few items, such as the map/traction control switch and hourmeter, and use some less expensive components, such as the forged triple clamp and standard header pipe, to in turn reduce the retail price by $800 over the KTM 450 SX-F and $900 compared to the Husqvarna FC 450. What it kept was the high-performance, lightweight, low-maintenance package that is offered from KTM and Husqvarna. The engine, ECU, chrome-moly frame, WP Xact suspension, and the rest of the major components are all the same. If you are the type of rider who is going to buy an exhaust and get your suspension revalved to your personal specifications, then there is no reason for you not to consider a GasGas. Gearbox The 2021 GasGas MC 450F is the only Austrian-built 450 motocross bike you can buy that retails for under five figures. At $9,399, it costs $800 less than the KTM 450 SX-F and $900 less than the Husqvarna FC 450, and still boasts nearly all of the same proven components of its higher-priced counterparts. (Mason Owens/)Helmet: Shoei VFX-EVO Goggle: 100% Racecraft Jersey: Alpinestars Techstar Gloves: Alpinestars Techstar Pants: Alpinestars Techstar Boots: Alpinestars Tech 7 2021 GasGas MC 450F Tech Spec PRICE $9,399 ENGINE 450cc, SOHC, liquid-cooled, single-cylinder four-stroke TRANSMISSION/FINAL DRIVE 5-speed/chain FRAME Steel central double-cradle FRONT SUSPENSION WP Xact 48mm fork adjustable for air pressure, compression damping, and rebound damping; 12.2-in. travel REAR SUSPENSION WP Xact shock adjustable for spring preload, high-/low-speed compression damping, and rebound damping; 11.8-in. travel FRONT BRAKE Brembo 2-piston caliper, 260mm disc REAR BRAKE Brembo 1-piston caliper, 220mm disc WHEELBASE 58.5 in. SEAT HEIGHT 37.4 in. FUEL CAPACITY 1.8 gal. CLAIMED WEIGHT 220 lb. (w/ all fluids except fuel) AVAILABLE Now CONTACT gasgas.com View the full article

Yamaha Champions Riding School (DW Burnett /) “Before you ride,” they tell you, “have a plan.” Big words. So big, they make you write them down—on the front of your lesson booklet, while sitting in class: B-E-F-O-R-E and so on, everyone in the room saying the words aloud, and then you are there, staring at that paper, wondering about the language. Who, I thought, ends up on a racetrack without a plan? A lot of people, it turns out. Me included, though I ­never would have guessed it. I walked out to the bike with a plan, and then I took a motorcycle on a track for only the second time in my life and tried to get my body to move and work right, all while concentrating on the usual motorcycle stuff like hard-braking downshifts and cornering lines and just plain-old not falling off, and somewhere in there, my plan said, “Thanks, but no thanks,” and proceeded to fly smack dab out the window. In my head, cars felt easier. Feel is funny that way. Four wheels under a green flag may not have been ­easier, but if you have a pulse and half a brain in this life, it’s awfully hard to walk into a new world without immediately falling back on one of the very few skills that you believe you possess. A word of advice: Don’t do that. This past September, when I showed up at New Jersey Motorsports Park for a two-day version of the Yamaha Champions Riding School, I knew a few things. At the ripe old age of 39, I had been driving race cars for nearly half my life. Amateur stuff mostly, but also more than a few professional machines, from Group C Porsches to Formula 1 iron. I have raced everywhere from Goodwood to Laguna Seca. In 2012, after a decade in automotive journalism and club racing, I took a job at Road & Track, working there for eight years as a high-performance vehicle tester and editor. And once, a few years ago, in a moment representing significant luck and possibly even a bit of skill, I won an amateur roadracing championship. The author, on the Yamaha in front, attempts to learn and get himself more off the bike. (DW Burnett /) All of which is to say that I perhaps know a few things about cars. I was fairly sure that knowledge would only help so much. It seemed smartest to start from scratch, assuming I knew nothing. So, I went to New Jersey and said as much. “This is good,” Nick Ienatsch told me. “A lot of people we teach can’t get past the idea that they don’t know anything. Or that they mostly know...the wrong things.” “Nick,” I said, “I’ve been riding on the street for 15 years. I’ve read all the books. But I don’t know anything.” “Good!” he said, a finger pointed at my chest, for emphasis. “First step.” In class, tired and thinking. (DW Burnett /) Ienatsch talks rapid-fire, eloquent and chipper, often floating multiple ideas at once. He runs the YCRS as the lead instructor, was the founding editor of Sport Rider, is a former roadracer, and wrote a book on sport-riding techniques. He tends to listen intently after asking a question, a rarity in high-performance instructors of any stripe. This is almost certainly by design. If the visibility drills, lead-follow sessions, instructor-student ratio, and classroom focus are any evidence, the YCRS was constructed around the idea that student is more important than teacher. Another rarity. I rented a Yamaha FZ-07 for all this. The bike was soft in both spring and damping, and not particularly powerful, the kind of device that demands specific treatment in order to go quickly. I had to concentrate on being gentle with it and performing smooth transitions, which is exactly why I rented the thing. (The YCRS also rents a host of other Yamahas, including the 164 hp YZF-R1.) I learned to navigate racetracks in slow and soft cars, and they taught me smoothness in input—that whole “slow machine goes fast” way of looking at the world, where you either squeeze every ounce from the fundamentals, maximizing corner speed, or every lap becomes an ­exercise in glacial motion. Students line up for a drill at NJMP—Smith, in back, questions his sanity. (DW Burnett /) I wore leathers, borrowed from the nice people at Alpinestars. The suit provided the first of many alien sensations—prancing around the paddock in a Gundam suit of polished cow. Off the bike, leathers make you walk as if a baseball bat were lodged in your lower intestine. On the bike, the suit feels natural, purpose-built. I do not own leathers, but I now cannot stop thinking, every day, about how I want to fill every closet in my house with a full-body cow condom in every possible color. CRS lead instructor and active roadracer Chris Peris explains body position and tactics in the classroom. (DW Burnett /) The FZ-07 turned out to be a great idea—obvious weight transfer, broadcast in neon. Several instructors murmured approvingly upon discovering that I picked it. “It’s funny,” Ienatsch said. “Usually, car people at this school, they say they leave as better drivers. And the thinking is, on a bike, we have 5 inches of suspension travel to play with, and maybe that’s one of the reasons why the good guys here can hop into a car and be so good at managing weight. It’s just load, moving around, learning how to control it.” That control happens with your body, of course—another alien feeling, perhaps the most alien of them all. (Obvious statement is obvious: Short of multiple-G open-wheelers or prototypes, a car simply works absent the human body, engaging only with your hands and feet.) With road riding, I learned to get off the seat years ago, but training in proper form was another thing entirely. My eyes knew where to go, familiar with corner entries and exits, but my body rarely followed. Attempting to unlearn bad habits on an FZ-07—riding at NJMP is safe, fast, and far more entertaining on a bike than it is in a car. (DW Burnett /) Midcorner adjustments were a constant problem, my brain attempting to compensate for the mistakes my body kept making. My eyes would lock on an exit, and my subconscious would want to change the bike’s attitude, but then my head would only talk to my hands and feet, out of habit. In road riding, with lower commitment, this had never been a problem. In New Jersey, it just meant that I knew the line was over there and the bike was over here, and by the time I finally woke muscles and got them in motion to fix things, the corner was basically over. The only saving grace lay in how slowly all this ­happened. Because I was slow. Not that there weren’t common threads back to cars. The notion of trailed brake, for one, which is rotating into a corner while carrying the brake to the apex. When ­Ienatsch explained why trailed brake is so magical on two wheels—fork compression changes front-end geometry, literally making the bike more eager to rotate—I felt like an idiot for not realizing it sooner. I also suspected the end goal was similar—that a bike at the limit might give the same greasy-velvet-pavement sense of vaguely uncomfortable bliss given by a race car moving just about as fast as it will go. The Yamaha’s headlight. YCRS rents a wide variety of motorcycles, up to and including the potent YZF-R1. (DW Burnett /) In a quiet moment at the end of the first day, I asked one of the instructors, a semiretired racer named Ben Walters, if the parallel was real: Is a pole lap on a bike, for example, that same sense of guiding a machine skittering around up on plane, balanced on a feathery edge? “Of course,” he said. “The thing is, most people get uncomfortable when that happens, but it’s just the bike sending signals. The key is to not do anything crazy at that point, just pay attention and listen.” I spent a lot of time wondering how that felt—that sensation of getting the dance even half-right, aggressive but never violent. Maybe I even saw pieces of the whole, albeit slightly out of focus and from a distance. It probably didn’t matter because the fundamentals were enough to wake that same old itch—a desire to get better, a simultaneous mix of joy and frustration with my own flaws, all paired with the grace and rhythm of a motorcycle at speed; no traffic or animals, no mailboxes or intersections, just your body out in the wind. The 68 hp FZ-07 served as an excellent rental mount, quick enough to need respect and delicacy, but slow enough to allow time for a new track rider to think. After two days of school, with a tweaked mindset and new skills to work on, Smith left as a better street rider, safer and quicker. (DW Burnett /) There were filmed sessions at the end of each day, and then tape reviews, where everyone gathered around a screen and Ienatsch picked apart your technique in front of the whole class. My review was humbling, as was my physical pain the next day—that condensed muscle weakness born of new exercise, as if someone had lit a firecracker in my leg and core muscles, and my body was supported solely by ashes. The pain went away eventually, of course. What stuck with me was another commonality with cars: the notion of the achievable. We may not all evolve into a Márquez or a Rossi, but anyone can fire a bike around a track and learn to be faster and safer on the road. You just have to forget everything you think you know, and then, ever so slowly, as you would with anything else new and difficult, start the long, occasionally frustrating, and thoroughly wonderful process of teaching yourself to forget everything you think you know and remember every last bit of what you’ve been taught. View the full article

Peter Williams celebrating his win at the Isle of Man in 1973. (Cycle World Archives/) Peter Williams, designer of the celebrated monocoque Norton racebike, has died. He was 81. The son of Jack and Thora Williams, Peter had grown up immersed in his distinguished father’s world of racebike engineering. Jack Williams, a respected TT rider himself before the war, put his hand to development at AMC (Associated Motor Cycles) where his particular project was the AJS 7R 350 single. When I met and spoke with Peter at Daytona 47 years ago he was full of enthusiasm and hope for the bike he had just designed for his employer, Norton-Villiers-Triumph (NVT). It was a brilliant packaging of a classic British parallel twin into a 250-sized low-drag form capable of reaching speeds competitive with the high-power two-strokes then just appearing. A problem with the engine’s intake airbox prevented a result in the Daytona 200. Related Content: Peter Williams John Player Norton - First Look Williams was already accustomed to translating his own advanced concepts into hardware, having created in 1969 the Tom Arter-backed Matchless G50 known as “Wagon Wheels.” On it he pioneered the use of both disc brakes and cast wheels rather than wire-spoked wheels—concepts that have since become near-universal in motorcycling. As is so often the case with projects that must rely more upon ideas than upon R&D spending, Williams’ John Player Nortons did not achieve consistent success. Williams won the Formula 750 TT race on a John Player Norton, serving as the team designer and rider. (Cycle World Archives/) After the high point of winning the Isle of Man F750 TT in 1973 on his own design—he was badly injured in a race at Oulton Park, losing much of the function of his left arm. This, combined with the simultaneous steep decline of the British motorcycle industry, kept him from continuing his career of two-wheeled innovation. In the present moment, when motorcycles are often appreciated as art or fashion, Peter Williams stands out for his rigorous use of analytical thinking, just as does the late John Britten. Williams employed his mind to release the motorcycle from the compromises of tradition and bring it to a high and rising level of rational function. View the full article

2020 MV Agusta Dragster 800 RR (MV Agusta/) The MV Agusta Dragster 800 RR brings its own aggressive streetfighter style to the triples. With a claimed 140 hp issuing from the 798cc triple and only 370 pounds (claimed dry weight) the compact, lightweight machine can carve around any apex with elegance and teeth-baring power. Electronics like an improved ride-by-wire, up-and-down quickshifter, eight-level traction control, and ABS with rear-wheel lift-up mitigation come standard to enhance the ride. Make sure to stock up on knee sliders, because they will be quickly worn thin with this naked middleweight to thank. 2020 MV Agusta Dragster 800 RR Reviews, Comparisons, And Competition Combatants of this streetfighter include the inline-four-powered Suzuki GSX-S750, the triple-powered Triumph Street Triple R, and the V-4-powered Ducati Streetfighter V4. Other manufacturers have their machines in the ring, which include the Yamaha MT-09, KTM 890 Duke R, Aprilia Tuono, and Kawasaki Z900. 2020 MV Agusta Dragster 800 RR (MV Agusta/) 2020 MV Agusta Dragster 800 RR Updates For 2020 Updates to the lighting have been made. This includes a single-unit LED taillight and a new integrated light guide in the headlight. A new gearbox has also been implemented for easier lever actuation. The engine is anchored differently to the frame, and primary gears, valve guides, and cam phasing have also been revised. Solar Beam Night Grey and Neon Green Metallic Carbon Black are the colorways available. Another variant is the 800 RR SCS (19,490 euros, est. $23,600) which integrates MV Agusta’s smart shifting system, SCS 2.0. This reportedly uses electronics to match clutch action to the engine delivery curve for better acceleration performance. 2020 MV Agusta Dragster 800 RR SCS (MV Agusta/) 2020 MV Agusta Dragster 800 RR Claimed Specifications .tg {border-collapse:collapse;border-spacing:0;} .tg td{border-color:black;border-style:solid;border-width:1px;font-family:Arial, sans-serif;font-size:14px; overflow:hidden;padding:10px 5px;word-break:normal;} .tg th{border-color:black;border-style:solid;border-width:1px;font-family:Arial, sans-serif;font-size:14px; font-weight:normal;overflow:hidden;padding:10px 5px;word-break:normal;} .tg .tg-0pky{border-color:inherit;text-align:left;vertical-align:top} Price: 18,490 euros (est. $22,400) Engine: Liquid-cooled DOHC three-cylinder Displacement: 798cc Bore x Stroke: 79.0 x 54.3 mm Horsepower: 140.0 hp @ 12,300 rpm Torque: 64.2 lb.-ft. @ 10,100 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 33.3 in. Rake: N/A Trail: 4.1 in. Front Suspension: 43mm inverted fork, fully adjustable; 4.9-in. travel Rear Suspension: Fully adjustable; 4.9-in. travel Front Tire: 120/70ZR-17 Rear Tire: 200/50ZR-17 Wheelbase: 55.2 in. Fuel Capacity: 4.4 gal. Dry Weight: 370 lb. View the full article

Marc Márquez has learned from his mistakes in 2020, and when he returns in 2021 he will be at 100 percent. (MotoGP/) Under the Christmas tree Marc Márquez finds bandages, painkillers, and his personal physiotherapist Carlos J. García, who has moved to the new house the eight-time world champion recently built close to his parents’ home in Cervera (Lleida, Spain). The Honda rider’s hard winter started last week when Márquez was dismissed from Ruber International Hospital in Madrid after the third operation to his humerus, the fifth delicate, painful surgery he has had in the last two years. This latest chapter in his ordeal, from an arm injury that ruled him out of the 2020 MotoGP World Championship season, came on December 3, when the Spanish rider underwent 11 hours of surgery to remove a previously inserted plate and replace it with a new one using a bone graft from his hip. The operation was necessary due to the slow healing of the humerus, which had been operated on July 21 and August 3, following his July 19 injury at the Jerez GP and his failed effort to return on July 25, respectively. To further complicate matters, an update on Márquez’s third postoperative situation revealed a previous infection in the fracture, which required Márquez to undergo antibiotic treatment in the coming weeks. The Champion’s Urge “When can I return back on track?” was Márquez’ first question when he opened his eyes after the long surgery at the Madrid hospital. It was exactly the same question he asked July 21 at the Dexeus Barcelona Hospital in Barcelona following his crash at Jerez in the first race of the 2020 season. “That time, Dr. Charte and Dr. Mir should have stopped me, being more realistic,” the rider confesses. The 40 push-ups Márquez performed the day after his first surgery in an attempt to show the world that he was invincible came with a very high price. “The doctors told me that the plate could resist. For this reason, I returned to the track two days after the surgery,” Márquez says. “When I jumped on my Honda I didn’t have doubts. I trusted the doctors. I’m brave but not reckless.” In a championship that saw nine different winners out of 14 GPs, Márquez could have come back a month later with a chance to chase the title. His crazy premature effort to return to Jerez 2 cost him the whole 2020 season and put a big question mark on 2021. Just days after surgery to repair his broken arm, Márquez returned to the track for the second round at Jerez. It would be his last race of 2020. (MotoGP/) According to the doctors, in fact, to fully recover from his third operation Márquez needs to wait at least five months, meaning the Honda rider would miss the winter test and the first three races of the 2021 season (at Qatar, Argentina, and Texas). This time Márquez has learned his lesson. “I will be back when I will be able to ride as I’m used to riding, to take the same risks. It would have no meaning to return earlier.” Márquez’ thoughts go back to that premature return that prevented him from fighting for his ninth title, the one that would have equaled Valentino Rossi. “I’m not crazy. If the doctors had told me there was a risk that the plate could break while riding at 300 kph, I would not take that risk. It was too premature. The plate actually broke at home, but this was the result of excessive stress.” Lesson learned. Márquez is not new to overcoming difficult moments that could affect his motivation and state of mind. At the end of the 2011 season, as he was close to winning the Moto2 title, he had an incident that put his career in serious jeopardy. In an absurd accident at Sepang circuit (the marshals did not warn that the track was flooded) he suffered a fall that paralyzed the fourth nerve of his right eye, causing double vision for many months. Márquez thought that perhaps his career had come to an end. On the contrary; it was the prelude to an impressive streak that saw him winning the Moto2 title in 2012, followed by six MotoGP crowns. Calm Is the New Mantra “I understood that as riders we have a strength that can become a weakness: We have a different perception of risk, of danger. So it’s up to those who are around us to open our eyes. Now you will see me back when I will be at 100 percent,” Márquez says. “At this moment we are not thinking about the 2021 season,” Márquez’s manager Emilio Alzamora says. “If, as the doctors say, this third operation has fixed the issues of the second one, we are going in the right direction. Marc is the first to tell us to be calm. This is what we learned from this tough experience.” What Future for Honda Honda HRC, team principal Alberto Puig, and Repsol were all-in this past July and still are at the side of the Spanish champion. They are waiting for their rider through one more winter. In addition, Márquez has a stellar contract with the Japanese manufacturer through 2024. But the atmosphere is not so relaxed in Japan. Who will follow the winter development now that it is sure that Márquez will be out of competition for four to five months? At this moment, the most experienced Honda rider is Taka Nakagami, who in 2021 will be in his fourth season with the Honda LCR Team. Taka was a great surprise this year. “From Jerez 2 onward, it was impressive the attention I received from the Honda engineers. Not only new parts were coming, but sometimes up to 10 engineers were in our satellite garage. I had never experienced anything similar.” Honda’s efforts paid off as Taka grew quickly. “I started studying Marc’s data of the previous year and I understood that his way of riding was the only effective one with the RC213C. I tried to follow Marc’s style as much as possible.” The results? One pole position and several front rows on the 2019 machine. Next year Nakagami will have a new machine. “I will continue to adopt Marc’s style and possibly look at Marc’s data. Regarding the development of the bike, as a satellite rider I have never done it. I haven’t any information from HRC so far.” Alex Márquez will be in his second year and will be moved to the LCR team. His contract is still with the factory, but to think that he will follow the development seems very premature. “My target is to continue learning, and in the LCR squad I will have the possibility to continue my learning curve without pressure. My target next season is to finish regularly in the top eight,” Alex said at Honda’s presentation of the 2021 programs. All eyes will be on Pol Espargaró, who will replace Alex in the factory squad. To his credit, Pol has developed through his experience at KTM, but he is new to Honda. It would be a risk to assign him such an important task as development before he adapts to a Japanese machine that is not so rider-friendly. The memory of Jorge Lorenzo’s flop with Honda is still vivid in the Tokyo HQ. The urge to return to competition cost Márquez his 2020 season, winter testing, and the beginning of the 2021 season. (MotoGP/) Andrea Dovizioso is another possible name on the table. The former Ducati rider has decided to take a gap year, but his experience in the Honda factory team (2010-2012) could be extremely helpful. Simone Battistella, Dovizioso’s manager, has as yet received no phone call, but Dovi seems a logical and effective choice. The Honda mentality doesn’t change, and on his return Márquez will have pressure from the company on his shoulders. The sooner Honda decides on its winter plans, the better it will be for the eight-time world champion. View the full article

Parkhurst in a nutshell: smiling and riding a motorcycle. “I often marveled at the incredible life I was leading as it unfolded. Here we were at one of the greatest tracks in the world, and it belonged to us for the day. We could ride endless hours, as fast as we were able. Silly to say, it was fun…pure fun of the kind few experience. And we got paid to do it! Did I ever feel guilty for such an abuse of privilege? Naaah.” (Cycle World Archives/) Before Cycle World Vol. 1, No. 1, in 1962, motorcycle magazines were just mouthpieces for the industry network, but Joe Parkhurst changed all that. As Peter Egan once said, Cycle World was finally a magazine “for those of us who wanted to buy motorcycles rather than sell them.” Parkhurst put it simply in his later years: “I was just a guy who worked on magazines, loved motorcycles, and could never find anything worthwhile to read about them.” He had been art director at Road & Track, long our sister publication, and was editor and art director at Karting World, the first high-quality magazine on that subject. “Editorial integrity and quality, though essential to the success of a magazine, were not readily accepted by an industry that had never ever heard a disparaging word about its products,” Parkhurst said. Gordon Jennings, Cycle World’s first technical editor and good friend to Parkhust, said it best in one of his final columns for Motorcyclist before his death in 2000: “Joe Parkhurst founded Cycle World on the then-radical notion that a motorcycle magazine should do road-test reports that provided consumers honest, objective acceleration numbers and equally honest, if necessarily subjective, comments about handling, braking, and rider comfort. Cycle Publisher Floyd Clymer denounced Parkhurst’s plans, saying that taking an advertiser’s money and then criticizing his product was the same as stealing. … Parkhurst talked the printers into extending a line of credit, sold his sailboat and Porsche, drove around in an old Ford station wagon with matching holes in its floor and exhaust system, and on a couple of occasions, borrowed eating money from me. It was hollow-belly time for him, and things started that way for many lean months. I think most men would have tossed in their cards. He didn’t, and CW became America’s first modern-era motorcycle magazine, burying its feeble competition. … Give thanks to Joe Parkhurst, who started it all. Others might have done it, but Joe did.” A love of competition was a part of <em>Cycle World</em> from the beginning, and firsthand participation has always been key to progress, understanding of technology, and a great story. (Cycle World Archives/) Technical Editor Gordon Jennings with a Bonneville salt-flats official for the 1963 attempt at a speed record. Jennings rode the beautiful Triumph Bonneville to a class record of just over 137 mph. “After Gordon set the record, I decided to give it a try,” Parkhurst recalled. “Nearing 140 mph passing through the timing lights, I rolled off the throttle, and all hell broke loose. The engine backfired through the left-hand carburetor. The explosion blew off the bracket holding the exhaust pipe, footpeg, and rear brake pedal. When the blast hit the hot exhaust pipe, everything caught fire. As the bike slowed, the flames got worse and the fiberglass fairing began to blaze. The Triumph and I then parted company. It came to a stop 100 yards away and continued to burn. The bike was burned to a crisp.” (Cycle World Archives/) There were many trips to the racetrack and many <em>Cycle World</em>-sponsored racers. National-level racer Tony Murphy talks to Jennings (back to camera). (Cycle World Archives/) Early tests included Murphy’s 350 Manx Norton, Yamaha TD1-Bs, and whatever else the <em>CW</em> team could get its hands on. (Cycle World Archives/) Model for the all-around <em>Cycle World</em> enthusiast? Parkhurst himself, a lover of all types of riding. Here he is rocking his signature style on a Montesa trials bike. (Cycle World Archives/) Headquarters at 1499 Monrovia Ave., purpose-built to house enthusiast magazines, and even a planned rooftop restaurant with motorsports theme. Fine dining never came, but John Bond’s Road & Track, where Parkhurst had been art director for a time, and Cycle World shared this building on the bluffs overlooking the Pacific for ­decades. (Cycle World Archives/) Parkhurst with his signature style in the 1970s. In 1973, he sold the magazine to CBS Publishing and stayed on as ­publisher until 1977. (Cycle World Archives/) The evolution of the <em>Cycle World</em> logo. Current style was inspired by the 1962 original. (Cycle World Archives/) Spiritual home for Joe? The Baja Peninsula. Parkhurst rode thousands of miles in Mexico’s off-road paradise, and chose Baja for the first Cycle World Trek, an annual industry invitational gathering hosted by him so he had another excuse to ride with his friends. (Cycle World Archives/) Always a man of style, Parkhurst cruises an Earles-fork BMW testbike in the 1960s. (Cycle World Archives/) As co-founder of SoCal’s Saddleback Park, Parkhurst led motorcycle sport and recreation with one of the first dedicated off-road riding areas. It also hosted world-class racing and racers, including the 1975 Trans-AMA series. Here, Parky awards International Class Champion Roger DeCoster the silver trophy. (Cycle World Archives /) Obviously enjoying one of his many trips to Japan as the country grew a strong foundation in the 1960s for its later industry dominance. (Cycle World Archives/) Paul Dunstall of Dunstall Norton fame at left, with Gordon Jennings, at the Isle of Man TT, 1964. The TT was a favorite of Parkhurst, and he’d write off his trips as “stockholder’s meetings,” even though Cycle World had none! (Cycle World Archives/) He never lost his sense of fun, and visited the Newport Beach office (and photo studio, obviously) on a regular basis. (Cycle World Archives/) Perfect pose for the man to whom we owe it all. (Cycle World Archives/) Parkhurst died in 2000, age 74, and left behind a legacy, a lifestyle, and a meeting place for all of us to share. In a lot of ways, Cycle World has also been a delightful textbook that continues to help people become more knowledgeable enthusiasts and better informed riders. View the full article

Kevin Cameron (Robert Martin/) For late-model motorcycles vibration is no longer an issue, for in so many designs, vibration is canceled at its source: the rapid up-and-down motions of the piston(s) in their bores. Balance shafts are a fine thing because in addition to removing a major source of discomfort and fatigue from motorcycling, they actually save weight by making unnecessary the heavy chassis members that were once necessary to survive the fatigue resulting from engine shaking forces. Back in the day experienced mechanics knew just where to look for each model’s “signature” fatigue cracks; a coil bracket here, a license plate holder there. Complaints of vibration most often took the form of “It’s not so bad around town, but when you get to 55 or so it’s really shaking. Then above 60-65 or so, it smooths out.” Smooths out? How can that be? Do the pistons somehow move back and forth more softly above 65 mph? Of course not, and one day at MTS (Minneapolis Testing Service) motorcycle innovator and (later) career F1 engineer Robin Tuluie showed me how such come-and-go vibration works. In one of the many MTS labs, Robin had a 750 Yamaha set up on a two-post shaker. That means that each wheel was resting on a pad backed by a vertical hydraulic piston that could be driven up and down at various frequencies and amplitudes. Such shaker rigs, often with many more posts, have greatly simplified, made more accurate, and shortened the testing of all kinds of vehicles (F1 cars included). All structures are flexible to some degree. The combination of flexibility, essentially a spring, plus a mass produces an oscillator which vibrates at an inherent natural frequency. The obvious example is a tuning fork. A common motorcycle example of such a spring-and-mass system is the 7/8-inch-diameter steel tube handlebar. For mass, it has the hand levers, throttle, mirrors (if any), and switches or other controls at each end. The spring is the bar itself and its mounting. On Kawasaki’s 1972-75 H2 750 triple, crankshaft vibratory motion is like that of a double-bladed kayak paddle, each end sweeping out a circle but with the center hardly moving at all. Transmitted to the handlebars through the chassis, this would become very noticeable and unpleasant when engine rpm came into step with the natural frequency of the flexible bars. The solution was to place substantial weights inside the handlebar ends, reducing the natural frequency of that system enough that the normal range of engine speeds no longer excited it. Now the hands no longer become numb in minutes. Yet it is systems like this that produce “vibration periods”—vibrations that at some engine rpm intensify, then peak, and at higher revs yet, die away as the engine’s exciting frequency rises above the natural frequency of whatever is vibrating. The MTS two-post shaker showcased the front wheel whip that was so pronounced on classic British parallel twins and on Harley’s Sportster. Back when fork tube diameter was around 35mm (1-3/8 inches) fork tubes were more flexible than today, and the mass in that system was the front wheel plus the brake and fender. Both of those engine types were “overbalanced” to take most of their vibration out of the easily perceived up-and-down direction (numb bum) and redirect it to fore-and-aft shaking, which is less felt by the rider. At an idle speed of around a thousand rpm, that fore-and-aft engine shaking force came into step with the fork tubes and wheel system’s natural frequency, causing the front wheel to visibly shake forward and back. As you accelerated away from rest, engine rpm rose too high to excite this shaking and it died out. When I rode one of BMW’s large flat twins a number of years ago, I noticed a buzz as I rolled along a country lane. Wondering whether this was a basic engine vibration or just a sympathetic vibration of some part of the bike, I rode to a place where I could accelerate to higher speeds. The buzz I felt did not go away, but increased steadily in severity with engine rpm, telling me this was not going to “smooth out” at some speed. It was inherent to the engine itself. I was therefore not surprised a year of two later when BMW added a balance shaft to its growing flat twins. What was the source of the vibration in such a naturally smooth engine? It’s naturally smooth because its pistons always move opposite one another, canceling their primary shaking force. The source of the buzz I’d felt was that the engine’s two connecting rods, being phased at 180 degrees to each other, must be offset one ahead of the other by just under 2 inches so they don’t hit each other. Because of that offset, each time the pistons decelerated to BDC they slightly rotated the engine one way around a vertical axis through its center of mass. When they decelerated to TDC 180 degrees later, they yanked it the other way. This had not been a problem at the lower piston weight and rpm of earlier 500cc flat twins. But as displacement and higher rpm were added to lift performance, piston weight and inertia loading had risen to the point where the oscillation I had felt had to be canceled by a balancer. Major manufacturers have their own vibration test equipment and keep up to date on the level of vibration that riders regard as reassurance that their motorcycle is still a real machine, versus the level that would be rejected as unacceptable. Classic British twins had no balance shafts because more vibration was tolerated in their time. But the similar middleweight parallel twins now being built by many makers are well-smoothed by balancers. Put your prototype bike on the shaker and make a frequency sweep. Its various flexible parts become blurred as they come into resonance, reappearing as the rising frequency goes out of step with their motions. Many engineers now refer to certain parts by their natural frequencies. All this work adds up to more comfortable riding, fasteners that stay tight, and less fatigue after a day’s ride. View the full article

The Seat Mó 125 escooter is now rolling off the assembly line. (Seat/)About one year ago, the Spanish brand Seat unveiled its concept of an electric-powered scooter at the 2019 edition of the Smart City Expo World Congress held in Barcelona. The peculiar fact is that Seat is the Spanish branch of the Audi-VW Group and apparently selected to give life to a two-wheeled branch in order to respond to the demand of easily accessible zero-emission urban vehicles. Knowing Seat rather well, I was rather surprised by the announcement, but now the Seat escooter is in production and it all appears more consequential. Seat’s escooter is named Mó 125 and in reality is based on the S01, an escooter manufactured by e-vehicles specialist Silence, located in Sant Boi de Llobregat in the industrial outskirts of Barcelona, same as Seat. Seat and Silence joined forces to evolve the original S01 escooter to a more functional level of efficiency, starting from the potential of the lithium-ion battery, which is easily extractable from the vehicle for easy in-house recharging. The Seat Mó 125 escooter is based on the Silence S01. (Seat/)The Seat Mó escooter is powered by an electric motor rated at 7kW constant power and 9kW peak power. Energy is supplied by a 6kWh lithium-ion battery, adequate for a range of about 80 miles. Top speed is said to be 60 mph with acceleration from 0 to 30 mph taking 3.9 seconds. The escooter offers three performance modes to select from: Eco, City, and Sport. There is also a reverse gear for ease of maneuvering in congested cities. The chassis adopts front and rear disc brakes with energy regenerative capability to improve range capability. The chassis spans a 57-inch wheelbase for a comfortable two-up ride. The Seat Mó escooter weighs in at a claimed 244 pounds. The marketing potential of the Audi-VW Group makes Seat’s new entry in the escooter market very credible on both sides of the Atlantic. View the full article

Day Tripper. View the full article

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Determination is key to motorcycling happiness and success, just ask Kenny Roberts Sr. (Cycle World Archives/) “A major part of what makes a champion is determination; it’s more important than natural talent because there is so much that you can learn and work on.” This eighth Lesson Beyond the Classroom begins with a quote from Kenny Roberts Sr.’s Techniques of Motor Cycle Road Racing book, published in 1988. The three-time 500GP world champion refers to “determination” throughout the book, and it’s a word that many new riders may not have heard in relation to motorcycle riding. “There are plenty of [riders] who obviously have a lot of natural ability but never make it, so determination has to be the biggest thing.” —KRSR Kenny’s focus on determination and desire is familiar to Champ School graduates because we include it in our curriculum. Riding motorcycles well could be one of the most challenging endeavors civilians undertake, and the inclusion of Kenny’s quotes is meant to encourage the thoughts that got students to our door: “I’d like to ride a motorcycle. I think I’ll pay for a school with my precious money and time.” That is desire and determination, so now the pressure is on the instructors to make that desire come true. The beginning of every Yamaha Champions Riding School begins with a quote from this book. (Amazon/) As you can imagine, we have had an incredible variety of students through our door. We have never advised a student that they shouldn’t ride, though we hear that happens in our industry. Our decision to work flat out with every student who shows the desire to come to our school is based on what Kenny Roberts believes in: Determination to excel is the most important ingredient. Because of this determination, amazing things happen at the school because we never give up on someone who has it. Determine to Do This These articles are aimed at new riders or riders who have lost the love of riding through crashes or simply not having fun. This last rider is represented in your local classified ads when you see a low-mileage bike for sale with all the riding gear and extra oil filters. That rider is done. At one point they had determination to ride, but now the bike and gear are for sale. If you have someone like that in your life, let them know about Kenny’s outlook; send them this article. RELATED: Motorcycle Lessons Beyond the Classroom RELATED: Motorcycle Lessons Beyond the Classroom, Part 2 RELATED: Motorcycle Lessons Beyond the Classroom, Part 3 As we have discussed over these years of articles, the motorcycle is designed to work best (safest at the speeds you choose) with certain approaches and exacting inputs. When those approaches and inputs are significantly different from the approaches and inputs of the expert-level designers of the bikes, the bikes do not work as designed. That’s scary. The bike won’t turn into the corner. It won’t stay on line. It provides no feel. Traction is sketchy. Speed control is a crapshoot. The faster we ride, the worse it gets. Bike for sale. Kenny recognized this and wrote, “Riders might get to a certain point because they have some natural talent, but every year they have to look objectively at their skills, where they can make them better and what they have to do to go faster.” One of the most talented motorcycle riders in history shows us the way by example. He didn’t think, “Well, I’m getting beat so I’m just not good enough.” He asked, “Why am I getting beat and what can I do to get better?” That is his message to all riders who have a smoldering passion for two wheels but are struggling with safety and enjoyment. RELATED: Motorcycle Lessons Beyond the Classroom, Part 4 RELATED: Motorcycle Lessons Beyond the Classroom, Part 5 What is hurting your enjoyment? Follow Kenny’s lead and determine to find the answers. Something you’re doing on the bike is getting in the way of the riding joy you seek. Kenny has worked with more great riders than almost anyone in the world and prizes the determination to succeed over everything else. His opinion is based on watching riders succeed or fail. Passion Meets Process Loving to ride or even just wanting to ride is not the determination Kenny writes about. He is referring to the determination to improve your riding. If you think he’s referring to roadracers only, know that mistakes made on the track are often significantly less dramatic than mistakes made on the road. Kenny’s approach with his roadracing proteges aimed them at repeatedly fast lap times and that took in everything from fitness to diet, bike setup, and line choice. The racers who succeed on the track must find the answers to a myriad of problems, and successful street riding has its own wide variety of challenges. Look at the places you struggle: where your bike is not in the right place, where your eyes are late, your focus low, the times you coast “out of the controls,” the times you are surprised or lose traction, or are abrupt, or the bike runs wide. Determine the answers to these problems and stay determined to make the fixes. There isn’t a world championship waiting at the end of a street riding season, but to quote my friend and YCRS instructor David Bober, “What is your podium? Running inch-perfect lines on the way to breakfast? Showing up at your first trackday and getting bumped to Intermediate right away? Finally mastering that new, fast bike? Riding an unknown road with smoothness and joy?” Determine to study and you will find success. (Nick Ienatsch/) Whatever your podium is, Kenny Roberts and I believe you can reach it—not because of the skills you were born with, but because of the skills you are determined to build and hone. We don’t care what your riding past contains; we care that you are determined to be a great rider through best-practices processes that can be learned. RELATED: Motorcycle Lessons Beyond the Classroom, Part 6 RELATED: Motorcycle Lessons Beyond the Classroom, Part 7 Let’s close with this with an insight from author Peter Clifford’s forward to Kenny’s book: “It is quite obvious from listening to Roberts that the technical ability to ride fast round corners is only half the story. You have to be impressed with the guy’s determination, the irrepressible drive to be the best and always give 100 percent. I know that Kenny Roberts feels that giving everything is a prerequisite of success. If you are prepared to do that, then there are few limits to what you might achieve.” More next Tuesday! 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Range anxiety may still be a thing, but there’s progress on that front in the latest electric moto models. (Zero Motorcycles/)While electric motorcycles are increasingly becoming more acceptable alternatives in the commuter motorcycle market, let’s face it, range anxiety still does exist to a great degree. That’s probably why many current or forthcoming emotos are being marketed under the “urban lifestyle” banner, a segment that looks to target commuters, students, and those looking to slim down their carbon footprint, but that don’t easily slot into the general streetbike market. But change, as they say, is a-comin’, and as proof, we’ve sussed out a couple of front-runners in the range wars, all of which claim mileages of at least 100 miles combined along with faster charging times than in the past. While it’s not a comprehensive list, these models (listed in order of claimed max range) might serve as beacons of hope for a less-stressful two-wheeled electric future. Energica’s bikes offer some of the best range in the business, with up to a claimed 250 miles per charge. Shown is the EsseEsse 9+ with optional side cases. (Energica/)2021 Energica EVA EsseEsse9+ Top Speed: 125 mph Power: 109 hp, 148 lb.-ft. torque Range: 250 miles, city; 112 miles, highway; 143 miles, combined (city/highway) Charge Time: 80% SoC charge in 40 min. (DC Fast Charge Mode 4) MSRP: $21,350 Although Energica offers several iterations of the EVA model, we chose the EsseEsse9+ for its real-world approachability. Sure, the sleek Ego tops out at 150 mph and the RS versions can pull 0-60 in 2.6 secs, but because the SS9+ brings a neo-retro styling the ergos are more relaxed, with an upright riding position that won’t break your back on a commute. You can still rip it up to 125 mph if you must get your ya-yas out, but it can also be fitted with a pair of Energica’s optional sport-touring panniers and tank bag to take better advantage of the 143-mile range. The EsseEsse9+ configuration gets you a PMAC motor capable of 109 hp and 148 pound-feet of torque, along with a 21.5kWh battery pack, fast-charge capability, switchable ABS, and four riding modes. As with the other Energicas, the Eva’s battery, inverter, charger, and ABS are managed by a Vehicle Control Unit (VCU), with a 4.3-inch color display giving you all the numbers, including built-in GPS. Standard on all Energicas is a 24kW DC CCS Combo Fast Charger/AC Charger, that in Mode 4 will supposedly get to an 80 percent state of charge in just 40 minutes. energicamotorusa.com Damon’s new HyperSport model is still in production but we’re looking forward to testing some of those impressive range claims in 2021. Shown is an earlier prototype version. (Damon/)2021 Damon HyperSport Premier Top Speed: 200 mph Power: 200 hp Range: 200 miles, highway Charge Time: 45 min. (Level 3 DC Fast Charge) MSRP: $39,995 Also near the top of the list is Damon’s latest offering. The company makes some pretty wild claims for its new HyperSport model, released at the CES Show earlier this year, where it won Best in Innovation. The Damon HyperSport Premier (as well as the HS standard version) claims to offer a whopping 200 hp, a top speed of 200 mph, and 200 miles of range—on the highway. In the city, that mileage should go up substantially, which gives the soon-to-be-released HyperSport some of the best figures in the electric motorcycle segment right now, and in line with Energica’s claims (which likewise sports 20kWh-plus battery packs for some of its models). But it’s not just the range that makes the HyperSport a premium offering; there’s also an onboard advanced warning sensor-driven system (dubbed Co-Pilot) as well as on-the-fly ergonomic adjustability. The bike has three charging options: Level 1 (overnight), 2.5 hours for a 90 percent SoC at Level 2, and 45 minutes to 80 percent with DC Fast Charging. The company also recently scooped up the intellectual property rights of Mission Motors, so no doubt some of that tech will be making it onto the bike when it comes out next year. The company is direct to consumer, and you can check out its offerings here: damon.com The Lightning Strike has a tasty spec sheet with impressive power and range numbers as well. (Lightning Motorcycles/)2021 Lightning Strike Carbon Edition Top Speed: 150 mph Power: 120 hp @ 15,000 rpm Range: 200 miles, city; 100 miles, highway (@ 70 mph); 152 miles combined Charge Time: 35 min. (Level 3) MSRP: $19,998 It made big news with the announcement of the über-affordable electric Strike sportbike early last year, but Lightning Motorcycles nearly disappeared into the shadows afterward. Apparently the company (which has been around since 2009) is still finalizing some tooling for the Strike Standard Edition as well as navigating supplier delays, so for now, the Strike Carbon Edition is the only Strike model shipping, and because it’s the better-spec’d version—with a bigger 20kWh battery as well as an upgraded 6kW charger for Level 1, 2, and 3 charging options—it makes the list. Cleverly, Lightning offers different battery sizes across its line, but the 20kWh unit on the Carbon offers the best (claimed) results, delivering up to 150 miles of combined range. The beefy battery pack is coupled to a 150V (300V) liquid-cooled AC induction motor said to be good for a head-snapping 120 hp and a top speed of 150 mph. According to CEO Richard Hatfield, the Carbons are currently being delivered to customers as promised, albeit a little later than first promised. lightningmotorcycle.com You can opt for the higher-spec and better-looking SR/S or SR/F, but the less expensive SR has the best range in the Zero portfolio. (Zero/)2021 Zero SR Top Speed: 102 mph Power: 70 hp @ 3,500 rpm Range: 179 miles, city; 90 miles, highway (@ 70 mph); 120 miles, combined Charge time: 95% SoC charge in 120 min. w/ Charge Tank option (Level 2) MSRP: $17,990 (w/ optional Charge Tank) There’s no shortage of electric options from Zero, which offers a whopping nine models in its lineup for 2021, but the street-biased SR is the one that claims the longest range of the bunch. It claims to extract 120 miles of mixed riding from the ZF14.4 power pack (an upgrade it received this year), and the SR’s Z-Force 75-7R permanent magnet motor is also no slouch in the performance department either, producing up to a claimed 116 pound-feet of torque, with 70 hp on tap. For 2020, the SR got a price drop, the bigger 14.4kWh power pack, and a host of other series-wide improvements to the Cypher operating system. Add the ZF14.4 Power Tank option, and you can boost range even more, up to 223 miles in the city, which is more than respectable for an electric. But you’ll need the 6kW Charge Tank (a $2,500 option) for faster charging, and although Zero’s higher-spec SR/F and SR/S models have more horsepower (100.2 as tested), higher city ranges, and dizzier top speeds, the SR’s combined miles claim is the winner here. zeromotorcycles.com It’s not the cheapest electric here, but you’re paying for a well-regarded halo product with good range and a huge dealer network. (Harley-Davidson/)2020 Harley-Davidson LiveWire Top Speed: 110 mph Power: 105 hp Range: 146 miles, city; 95 miles, combined Charge Time: 80% SoC in 40 min. (Level 3 DC Fast Charge) MSRP: $29,799 The first electric motorcycle from a mainstream manufacturer had an awful lot to live up to when it was released last year, but the LiveWire mostly hit its targets, even if you take the price and charging options into account. The liquid-cooled permanent-magnet Revelation motor makes it seriously quick, with the LiveWire going 0-60 mph in just 3.12 seconds in our testing, while the high-voltage 15.5kWh lithium-ion battery supposedly delivers 146 miles of distance in town or 95 miles in stop-and-go combination riding (close enough to our cut-off), enough to placate any anxiety on most commutes. The onboard charger works at any public Level 3 DC Fast Charge station and gets you to 80 percent in 40 minutes or back on the road with a full charge in an hour (if you can find that station). In our in-depth road test of the LiveWire, we wrung out 92.8 hp on the dyno with a max reading of 74.2 pound-feet of torque, so the numbers H-D claims are pretty much in line with our testing results. harley-davidson.com If you’re on a budget, the more affordable Evoke Urban Classic should fit the bill for low-speed commutes. (Evoke/)2020 Evoke Urban Classic Top Speed: 81 mph Power: 25 hp, 86 lb.-ft. torque Range: 124 miles, combined Charge Time: 80% SoC in 60 min. (w/ optional fast charger) MSRP: $8,499 Offering a few models with fair-to-middling spec sheets, Beijing-based Evoke Motorcycles uses a few tech tricks coupled with basic components and styling to keep its prices low. Its Urban Classic claims “to be a throwback to yesteryears…” but it’s essentially a UJM-styled two-wheeler with the added benefit of an upgraded power controller and dual chargers for 2020. It uses a 19kW hub motor that gets the bike up to an adequate top speed of 81 mph along with a claimed 86 pound-feet of torque, but it also sports three ride modes, a reverse gear, and a storage mode that lets you stash the bike without having to worry about the battery. Range claims look impressive, but a deeper dive reveals those are only achieved at average speeds of 22 mph. Ouch. But a charger upgrade option compatible with Level 2 charging stations will get the 8.4kWh battery up to a full charge in 60 minutes, plus it’s the least expensive model here, by far. According to its last Facebook post, however, the company is experiencing serious pandemic-related delays affecting both production and development, so best to be patient. evokemotorcycles.com View the full article

The fuel tank welding is the culprit. View the full article

Clockwise from top left: Custom Works Zon’s Departed, Roland Sands’ Dragster, Blechmann’s R 18, and Revival Cycles’ Birdcage: four radically different customs used to herald the arrival of the 2021 BMW R 18. (BMW Motrrad/) Ahead of the R 18′s release, BMW looked to two custom shops to provide the public’s first view of the engine. As Custom Works Zon’s Departed and Revival Cycles’ Birdcage stirred our imaginations, these master makers also provided feedback, allowing for a more easily customized motorcycle. By showing unique models of the R 18 prior to the final product, BMW let the consumer envision what the bike could be before the company defined it. The 2021 R 18 debuted with a unique consideration of home customization. An easily removed subframe and entirely steel bodywork lay the base for serious modification, while universal fitments on things like foot controls and handlebars allow for quick minor changes. Robot-painted pinstripes and an exposed nickel-plated drive shaft evoke the 1936 R5, simultaneously representing tradition and modern manufacturing in a wholly new machine. With the production model unveiled, two more builders were commissioned to work with the new Bavarian cruiser. Roland Sands Design and Austrian builder Blechmann were each supplied with a complete motorcycle and given a brief to highlight BMW’s design language while demonstrating the platform’s aesthetic potential through their own visions. BMW has designed ­customization into the R 18, and the tools of these four builders demonstrated that beautifully as the company prepared and launched this new motor­cycle. Other production motor­cycles have grown into custom icons. BMW is using these builders to create one. CW Zon CW Zon (Tadashi Kohno/) Yuichi Yoshizawa had few restrictions when working with the R 18, the first motorcycle built around BMW’s all-new engine. But he also had only the engine, gearbox, and final drive to build upon. So Yoshizawa started his work as he would any other custom-framed project: by fabricating a jig. However, because this new engine was substantially larger than any powerplant he had built around before, special considerations had to be made. A first jig was built to determine the position of the engine as it would sit relative to the ground, and then a second jig was made to position the frame around the engine. This allowed Yoshizawa to work freely in designing the frame to his aesthetic and structural standards while ensuring the drivetrain would still work as originally intended and the exposed shaft drive would be maintained. This custom jig was Yoshizawa’s most important tool in making the first frame that the public would see around BMW’s R 18. Revival Cycles Revival Cycles (Revival Cycles/) The build from Texas-based Revival Cycles highlights the R 18′s engine in a deceptively functional way. The titanium spiderweb of the frame is technical and staggering, but noticed only after peering through it to view the mammoth 1,800cc boxer engine in the center. The 138 structural members of the hyper-minimal Birdcage were cut, coped, and welded in with Revival’s Lincoln 375 TIG welder. Board-track-style handlebars mount to a minimal carbon fiber and tita­nium Telelever front suspension for a juxtaposition of new and old, more appropriate on an R 18 than we suspected at the time of this bike’s unveiling. Blechmann Blechmann (BMW Motarrad Austria/) Bernhard Naumann of Blechmann works with methods all his own. Rather than sketch out a finished product, Naumann works on a motor­cycle with only his most valuable tools: his hands. Starting with cardboard models, he builds a figure to discern proportions before finally going to sheet metal. With more than 450 hours into his build, it is a labor-intensive and time-consuming process, but the final result proves to be worth it. Using a mixture of materials, includ­ing cast iron and hand-shaped sheet metal, Naumann constructs entirely new bodywork that flows perfectly with the engine and frame. Classic BMW paint adorns pieces only Blechmann could make. His bike is an incredible example of what can be done with custom bodywork on an unmodified chassis. “You can’t be closer to the design process than on the object directly,” Naumann says. ­ Roland Sands Design Roland Sands Design (Jeff Allen/) At Roland Sands Design, a ­custom motorcycle is often just the beginning of a larger project. In making the R 18 Dragster, the goal was to not only make a striking machine, but also for that machine to serve as a platform for a soon-to-be-released line of hard parts. By modeling products in the ­computer-aided design environment SolidWorks and printing them with the com­pany’s rapid prototyping device, the team was able to produce custom-machined components on an almost unthinkably short timeline. The result is a custom motorcycle completed in a matter of weeks, with finished, machined pieces of the highest quality, instantly streamlined for production. Sands is not only helping to shape what he believes the aftermarket will want, he is also making and selling it. View the full article

What are the most powerful motorcycles? Cycle World’s in-house dyno has the answers. (Jeff Allen/) We have a thing for numbers. Whenever possible, we use our scales or our tape measures. Specs are commonly lobbed over the editors’ cubicle walls, as are measurements for leathers, sizes for boots, and tire widths for upcoming shootouts. Of course, one of the key numbers that we look at is horsepower. Having our Dynojet 250i rear-wheel dyno humming and revving in the garage sets Cycle World apart from other motorcycle media outlets; we determine real horsepower numbers for our dyno videos and reviews. Multitudes of motorcycles have come and gone through the Cycle World dyno, many producing horsepower figures in the triple digits. Here are the most powerful production motorcycles that we have run on our dyno, ranked up to the greatest, all of which produce 150 ponies or more. 2014 Yamaha YZF-R1 2014 Yamaha YZF-R1 (Yamaha/) The 2014 Yamaha YZF-R1 spun its rear wheel on the dyno to produce an impressive 150.2 hp at 11,800 rpm and 74.5 pound-feet at 10,200 rpm. 2019 KTM 1290 Super Duke GT KTM’s 2019 1290 Super Duke GT offers an exhilarating riding experience with 150.8 hp at 10,100 rpm and 91.5 pound-feet at 7,200 rpm. 2016 BMW S 1000 XR 2016 BMW S 1000 XR (Kevin Wing/) Upright ergos, wind protection, and raw power. Back in 2016, the BMW S 1000 XR entered the “adventure sports” segment and delivered 151.24 hp at 10,800 rpm and 79.34 pound-feet at 9,100 rpm. 2014 Honda CBR1000RR SP .embed-container { position: relative; padding-bottom: 56.25%; height: 0; overflow: hidden; max-width: 100%; } .embed-container iframe, .embed-container object, .embed-container embed { position: absolute; top: 0; left: 0; width: 100%; height: 100%; } The limited-production 2014 Honda CBR10000RR SP’s hand-balanced engine delivered 151.8 hp at 10,500 rpm and 78.2 pound-feet at 9,800 rpm to the rear wheel. 2017 BMW S 1000 R 2017 BMW S 1000 R (BMW Motorrad/) In 2017, the BMW S 1000 R was upgraded for more power, among other updates. This year’s model cranked 152.3 hp at 11,000 rpm, 78.2 pound-feet at 9,400 rpm on our dyno. 2017 Aprilia Tuono V4 1100 RR 2017 Aprilia Tuono V4 1100 RR (Jeff Allen/) Aprilias are widely regarded for their track-worthiness. In 2017, the Tuono V4 1100RR won Best Standard in Cycle World’s Ten Best, with the dyno pulling rear-wheel numbers of 153.2 hp at 11,900 rpm and 78.1 pound-feet at 9,600 rpm. 2016 Aprilia Tuono V4 1100 Factory 2016 Aprilia Tuono V4 1100 Factory (Kevin Wing/) Just a year earlier, the Factory version of the Tuono V4 1100 took a stab at the dyno and produced 153.3 hp at 11,300 rpm and 79.8 pound-feet at 9,200 rpm. 2014 EBR 1190 SX 2014 EBR 1190 SX Strip the fairings off of the EBR’s World Superbike-ready 1190 RX and replace the clip-ons with an upright handlebar and you have the sporty, naked 2014 EBR 1190 SX. On our dyno it produced 153.8 hp at 10,500 rpm and 84.6 pound-feet at 8,000 rpm. 2018 KTM 1290 Super Duke R .embed-container { position: relative; padding-bottom: 56.25%; height: 0; overflow: hidden; max-width: 100%; } .embed-container iframe, .embed-container object, .embed-container embed { position: absolute; top: 0; left: 0; width: 100%; height: 100%; } The 1290 Super Duke R and its V-twin recorded its power figures on the dynamometer with a fourth-gear pull, getting to 154.66 hp at 9,960 rpm and 92.55 pound-feet at 7,390 rpm. 2014 EBR 1190RX .embed-container { position: relative; padding-bottom: 56.25%; height: 0; overflow: hidden; max-width: 100%; } .embed-container iframe, .embed-container object, .embed-container embed { position: absolute; top: 0; left: 0; width: 100%; height: 100%; } In a comparison battle of road-legal track weapons, the 2014 EBR 1190RX went head to head with the Ducati 1199 Panigale. We recorded the EBR’s numbers: 161.2 hp at 10,530 rpm and 87.1 pound-feet at 8,100 rpm. The 2014 1199 Panigale produced 167.1 hp at 10,900 rpm and 85.0 pound-feet at 8,490 rpm, which was eclipsed by the 2015 model, as shown below. 2015 Yamaha YZF-R1M 2015 Yamaha YZF-R1M (Barry Hathaway/) A MotoGP bike for the people, the Yamaha YZF-R1M won the hearts of the editors for its “stellar power, amazing electronics and unflappable chassis.” On the dyno, that stellar power turned out to be 164.4 hp at 12,200 rpm and 73.6 pound-feet at 8,600 rpm. 2018 Kawasaki H2 SX SE Naturally sport-tourers love speed. Add a supercharger and there’s quite a dose of power available. The 2018 Kawasaki H2 SX SE delivered 166.1 hp at 10,200 rpm, 89.1 pound-feet at 8,500 rpm to be more specific. 2016 Kawasaki ZX-10R .embed-container { position: relative; padding-bottom: 56.25%; height: 0; overflow: hidden; max-width: 100%; } .embed-container iframe, .embed-container object, .embed-container embed { position: absolute; top: 0; left: 0; width: 100%; height: 100%; } Another racing-derived model from Team Green. While the 2017 model recorded powerful numbers (164.6 hp at 11,700 rpm, 75.2 pound-feet at 11,000 rpm), the potent 2016 Kawasaki ZX-10R beat it by a smidge: 166.98 hp at 11,700 rpm and 75.96 pound-feet at 11,200 rpm. 2008 Suzuki Hayabusa 2008 Suzuki Hayabusa (Cycle World Archives/) The Suzuki Hayabusa is a master of speed. Recording the numbers for a 2008 test, this ‘Busa grunted 173.4 hp and 104 pound-feet of torque (S-DMS, mode A). It also clocked a 0-60 time of 2.58 seconds and an impressive measured top speed of 186 mph. 2015 Ducati 1199 Panigale 2015 Ducati 1199 Panigale (Motorcyclist Archives/) Remember 2015, when Ducati announced the uptick in displacement from the 1199 Panigale to the 2015 Ducati 1299 Panigale? In its original 1,198cc displacement form, it remained as a race-only version with the Panigale R. This model recorded 174.9 hp at 10,400 rpm and 94.2 pound-feet at 8,500 rpm on our dyno. 2017 Aprilia RSV4 RR 2017 Aprilia RSV4 RR (Michael Brock Brockimaging/) A standout chassis, updates to the Aprilia Performance Ride Control suite, and that superb V-4 engine made the 2017 Aprilia RSV4 RR a standard-setting ride. This model tallied 175.2 hp at 13,300 rpm and 75.7 pound-feet at 11,000 rpm. 2016 Aprilia RSV4 RF 2016 Aprilia RSV4 RF (Aprilia/) The up-spec’d Aprilia RSV4 RF of 2016 hits just about as hard as the previously mentioned base model, with 175.2 hp at 13,500 rpm and 76.2 pound-feet at 10,300 rpm. 2015 Ducati 1299 Panigale S 2015 Ducati 1299 Panigale S (Milagro/) More, more, more. Climbing up in displacement from the 1199 Panigale, the 2015 Ducati 1299 Panigale S gave the people more of what they wanted: 177.0 hp at 10,700 rpm and 92.9 pound-feet at 8,900 rpm. 2020 BMW S 1000 RR M Series The 2020 BMW S 1000 RR M Series model takes the S 1000 RR package and makes it even sportier with HP4 Race-derived carbon fiber wheels, fully adjustable Race Pro riding modes, and a lightweight battery. This model recorded 182.7 hp at 13,600 rpm and 77.1 pound-feet at 11,000 rpm. 2016 Kawasaki ZX-14R 2016 Kawasaki ZX-14R (Kawasaki/) The 1,441cc DOHC inline-four in the 2016 Kawasaki ZX-14R delivered 183.2 hp at 10,100 rpm and 109.45 pound-feet at 7,500 rpm at the rear wheel, making it the second of this list to record both triple digit horsepower and torque figures. 2015 BMW S 1000 RR 2015 BMW S 1000 RR (BMW Motorrad/) The 2015 BMW S 1000 RR saw a range of improvements to make it a more friendly package for street and trackday riders. One important change was an increase in power (the manufacturer claimed an increase from 193 to 199 ponies). On our in-house dyno, it recorded 184.6 hp at 13,300 rpm and 80.8 pound-feet at 9,500 rpm. 2019 Ducati Panigale V4 S “The performance is potent,” we wrote in the dyno video article of the 2019 Ducati Panigale V4 S, which saw it reach 186.01 hp at 13,320 rpm and 79.6 pound-feet of torque at 11,310 rpm; potent indeed. 2015 Kawasaki Ninja H2 .embed-container { position: relative; padding-bottom: 56.25%; height: 0; overflow: hidden; max-width: 100%; } .embed-container iframe, .embed-container object, .embed-container embed { position: absolute; top: 0; left: 0; width: 100%; height: 100%; } It’s nearly impossible to resist the sound of a supercharger’s roar. The 2015 Kawasaki Ninja H2′s supercharged powerplant gets this beast down the tarmac at an impressive measured top speed of 183 mph! With great speeds come great underlying power figures: 189.8 hp at 11,090 rpm and 91.2 pound-feet at 10,790 rpm. 2019 Aprilia RSV4 1100 Factory The 2019 Aprilia RSV4 1100 Factory elevates itself above the base RSV4 by increasing the displacement from 999cc to 1,078cc and producing vital figures of 190.0 hp at 13,500 rpm and 82.1 pound-feet of torque at 9,800 rpm. 2019 Ducati Panigale V4 R With serious track performance at the forefront of the Ducati Panigale V4 R’s design, the 2019 homologation special is the heaviest hitter on this list. The most powerful production motorcycle to run on Cycle World’s in-house dyno recorded a whopping 204.0 hp at 15,800 rpm and 76.7 pound-feet at 12,300. View the full article

Make your titanium and carbon fiber dreams come true. View the full article

Hello Dan Fulford, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.

Hello JuanPedro, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.

Each of the 20 bikes has a unique hand-painted camo pattern. View the full article