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2020 Can-Am Ryker (Can-Am/) As a means to attract a younger audience that is perhaps less inclined to go for two wheels, Canadian manufacturer Can-Am offers the Ryker—a budget-friendly three-wheeler with sporty attitude. Ryker models can be equipped with either the 600cc or 900cc inline-two or -three engines to suit the rider’s budgets and power requirements and an automatic transmission further expands on its approachability. 2020 Can-Am Ryker Reviews, Comparisons, And Competition When attending the press launch of the 2019 Ryker, Andrew Cherney concluded, “This bike could very well be the bridge between motorcycles and the next generation of riders who are initially intimidated by two wheels. The price point is more than reasonable and the thing is just rip-roaring fun to ride.” Young rider Evan Allen took a spin on the Rally edition in 2019 and resolved: “For the naysayers out there: Fun can be had on the Can-Am Ryker Rally. It’s just of a different kind.” Competition is fairly limited when it comes to beginner-specific three-wheelers. The Can-Am Ryker is in somewhat of a class on its own, but there is the scooter-like option like the Piaggio MP3 Sport 500 or car-like Polaris Slingshot. Can-Am Ryker Updates For 2020 No major updates were highlighted for 2020. The Can-Am Ryker is also available in the Rally Edition which features the 900cc engine with Rally ride mode, upgraded suspension, hand guards, and rally rims, tires, and seat. Protective accessories such as grille protection and skid plate are also included. 2020 Can-Am Ryker Claimed Specifications Price: $8,499 Engine: Liquid-cooled inline-two (600cc engine)/Liquid-cooled inline-three (900cc engine) Displacement: 600cc/900cc Bore x Stroke: 74.0 x 69.7mm Horsepower: 50.0 hp @ 7,300 rpm (600cc)/82.0 hp @ 8,000 rpm (900cc) Torque: 36.7 lb.-ft. @ 6,000 rpm (600cc)/58.3 lb.-ft. @ 6,500 rpm (900cc) Transmission: Automatic w/ reverse Final Drive: Shaft Seat Height: 23.6 in. (600cc)/26.5 in. (900cc) Rake: N/A Trail: N/A Front Suspension: Double wishbone w/ Sachs twin-tube coilover shock; 5.4-in. travel Rear Suspension: Preload adjustable; 5.9-in. travel Front Tire: 145/60R-16 Rear Tire: 205/45R-16 Wheelbase: 67.3 in. Fuel Capacity: 5.3 gal. Dry Weight: 594 lb. (600cc)/616 lb. (900cc) View the full article

2020 Zero SR/S (Zero Motorcycles/) Zero introduced its flagship, fully faired electric SR/S earlier this year, marking a significant design boost to a company often dinged for its boxy, utilitarian products. Although the SR/S is mechanically identical to Zero’s naked SR/F model in terms of motor, chassis, and battery, it brings tweaked ergonomics and a completely fresh aesthetic, most obviously seen in the new front fairing, which also claims to deliver significant aerodynamic efficiencies. Plus, it just looks cool. lt has an MSRP of $19,995. Across the model lineup, the premium package includes heated grips, aluminum bar ends, and a 6kW rapid-charge system (compared to the 3kW system on base models). 2020 Zero SR/S (Zero Motorcycles/) 2020 Zero Motorcycles SR/S Reviews, Comparisons, And Competition The SR/S features different ergos than the SR/F, with a taller and wider handlebar and lower footpegs for a more casual rider triangle. The narrow chassis makes it easy to touch boots to the ground. In our First Ride on the SR/S, we said, “the design, finish, and, most importantly, riding quality of the SR/S are impressive things, relative to its siblings. The full fairing definitely makes the SR/S a more sporting ride, but with its upright ergos, it’s more Ninja 650 than supersport " These days the bike’s obvious challengers would be Energica’s also-faired but far more-sporting Ego model, (potentially) the Lightning Strike, and the Harley-Davidson LiveWire. Zero Motorcycles SR/S Updates For 2020 As the SR/S is a new model for 2020, no changes are applicable here. You get a 110V charger with either model, with a 3kW Level 2 charger also included on the Standard, while the Premium model gets an additional 3kW charger for 6kW total. The Premium adds heated grips. Options include the Power Tank, which increases charging capacity to 12kW for a quicker charge (around half-hour). Keep in mind you need the 6kW Rapid Charge option and a Level 3 charging station for that. 2020 Zero SR/S (Zero Motorcycles/) 2020 Zero Motorcycles SR/S / SR/S Premium Claimed Specifications Price $19,995 (base)/$21,995 (Premium) Engine Z75-10 interior permanent magnet AC motor Horsepower 110 hp @ 5,800 rpm Torque 140 lb.-ft. Transmission Clutchless direct drive Final Drive Belt Seat Height 31.0 in. Rake 24.5° Trail 3.7 in. Front Suspension 43mm inverted fork, fully adjustable; 4.7-in. travel Rear Suspension Fully adjustable; 5.5-in. travel Front Tire 120/70-17 Rear Tire 180/55-17 Wheelbase 57.1 in. Battery 14.4 kWh lithium-ion Charger Type Level 2 3.0kW / 6.0 kW Charge Time 4.0 hrs / 2.0 hr. (to 95%) Claimed Range 161 miles (city); 99 miles (highway); 123 miles (combined) Wet Weight 505 lb./516 lb. View the full article

2020 Moto Guzzi V85 TT (Moto Guzzi/) They’re calling it a “classic travel enduro,” but awkward marketing phrases aside, the V85 TT does indeed showcase Moto Guzzi’s unique approach in its re-entry to the adventure market. The V85 TT wraps Guzzi’s redesigned transversal 853cc V-twin in a balanced new trellis frame supported by long-travel suspension, and gives it retro styling that taps into Paris-Dakar-era machines. The result is a solid all-arounder that’s more adventure-touring than singletrack focused, but the V85 TT can still get dirty if need be. 2020 Moto Guzzi V85 TT Reviews, Comparisons, And Competition We were thoroughly impressed by the bike’s manners at its launch last year, saying, “The surprisingly capable 2020 Moto Guzzi V85 TT and V85 TT Adventure have the real-world chops to stand among some of the best-in-class adventure-tourers, especially for the price. The base model is…a versatile on-road motorcycle with great engine character, adequate suspension, and a stiff chassis.…” 2020 Moto Guzzi V85 TT (Moto Guzzi/) Moto Guzzi V85 TT Updates For 2020 You can get the V85 TT in standard trim or as the higher-level Adventure spec which adds different paint and graphics, a full set of saddlebags, engine protection and more dirt-biased tires, among other features. As a late-year release, Guzzi also added the V85 TT Travel version, which slots in as a more touring biased trim level, complete with dedicated side bags, touring shield and unique livery, among other features. 2020 Moto Guzzi V85 TT Travel (Moto Guzzi/) 2020 Moto Guzzi V85 TT/Adventure/Travel Claimed Specifications Price $11,990 (base)/$12,990 (Adventure)/ $13,390 (Travel) Engine Air-cooled, transverse V-twin; 2 valves/cyl. Displacement 853cc Bore x Stroke 84.0 x 77.0mm Horsepower 80 hp @ 7,750 rpm Torque 59 lb.-ft. @ 5,000 rpm Transmission 6-speed Final Drive Shaft Seat Height 32.7 in. Rake 28.0° Trail 5.1 in. Front Suspension 41mm telescopic fork, preload and rebound adjustable; 6.7-in. travel Rear Suspension Preload and rebound adjustable; 6.7-in. travel Front Tire 110/80-19 Rear Tire 150/70-17 Wheelbase 60.2 in. Fuel Capacity 6.1 gal. Wet Weight 505 lb. (base)/ N/A (Adventure) View the full article

2020 Honda Fury (Honda/) Give it a small teardrop tank, stretch it out, and spoon on a fat 200 rear tire—classic moves for a chopper build. But this isn’t a custom job, it’s the Honda Fury. This cruiser takes those quintessential chopper looks and wraps it in production form, making it a machine for those who want the look without the work. The chromed-out 1,312cc V-twin offers good torque and power while the long and low ergos give it the laid-back vibe for the city cruise. 2020 Honda Fury Reviews, Comparisons, And Competition The Fury isn’t the only one with custom-like cruiser style, here are the other OEM offerings: the Suzuki Boulevard M109R B.O.S.S. ($15,199), Yamaha VMAX ($17,999), Harley-Davidson Breakout ($20,499), Kawasaki Vulcan 900 Custom ($8,499), Indian Scout Bobber ($10,999). Honda Fury Updates For 2020 No significant updates were announced for 2020. The Fury is available in Pearl Hawkseye Blue. 2020 Honda Fury Claimed Specifications Price: $10,599 Engine: Liquid-cooled SOHC V-twin Displacement: 1,312cc Bore x Stroke: 89.5 x 104.3mm Horsepower: N/A Torque: N/A Transmission: 5-speed Final Drive: Shaft Seat Height: 26.9 in. Rake: 32.0° Trail: 3.6 in. Front Suspension: 45mm fork; 4.0-in. travel Rear Suspension: Preload and rebound adjustable; 3.7-in. travel Front Tire: 90/90-21 Rear Tire: 200/50-18 Wheelbase: 71.0 in. Fuel Capacity: 3.4 gal. Wet Weight: 663 lb. View the full article

2020 BMW S 1000 XR (BMW Motorrad/)If you want your adrenal glands working overtime while you are carving mountain roads, then the BMW S 1000 XR is a proper sport-touring machine. The BMW S 1000 XR features S 1000 R power suitable for the tour. While its 999cc inline-four engine, sharp bodywork, and stubby tailsection are undoubtedly sportbike-like, the XR leans toward the tour with an adjustable windscreen and upright riding position. Enjoy the speed in comfort. 2020 BMW S 1000 XR Reviews, Comparisons, And Competition Motorcyclist Editor Adam Waheed reported that the 2020 S 1000 XR is for riders who always want to go fast and the XR “is the natural evolution of a sport-touring rig for motorcycle riders who don’t want to compromise in either segment.” You can also check out his MC Commute of the model for an onboard riding experience with the man himself. In our past review, Kent Kunitsugu stated: “If you were expecting a more comfortable and roomy S 1000 R with decent wind protection and more versatility with the [2016] XR, well, you’d be right. Ergos are the usual ADV upright, with room to stand on the pegs if necessary.” The S 1000 XR finds its primary competition in the Ducati Multistrada 1260. We put the XR against the 1200 S in 2016 to find that the BMW felt more confidence inspiring, complete, and fun. BMW S 1000 XR Updates For 2020 We covered the updates in our First Look, but here’s a quick SparkNotes version of changes made for the 2020 model: lighter weight, Euro 5-compliant engine, higher compression, revised camshaft, modified gear ratios, new frame, reduced rake and trail, and new instrument cluster. 2020 BMW S 1000 XR 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-0lax{text-align:left;vertical-align:top} Price: $17,645 Engine: Liquid-cooled DOHC inline-four Displacement: 999cc Bore x Stroke: 80.0 x 49.7mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 33.0 in. Rake: 24.9° Trail: 4.6 in. Front Suspension: 45mm inverted fork, Dynamic ESA; 5.9-in. travel Rear Suspension: Dynamic ESA; 5.9-in. travel Front Tire: 120/70-17 Rear Tire: 190/55-17 Wheelbase: 59.9 in. Fuel Capacity: 5.3 gal. Wet Weight: 498 lb. View the full article

2020 BMW F 900 R (BMW/)The BMW F 900 XR shares a boosted engine, frame, and most part numbers with the F 900 R. What it doesn’t share is the riding intent. Where the F 900 R is more for the aggressive rider, the F 900 XR is for those who seek out a sporty tourer with its longer suspension travel, larger fuel tank, Michelin Road 5GT tires, and wind protection—equating to a $2,700 price increase over the R. With a Cycle World measured seat height of 33.6 inches and measured wet weight of 492 pounds, this midrange adventure sport has reasonable dimensions for newcomers or returnees alike, but if needed, there are various seat heights and a lowering feature available from the manufacturer. 2020 BMW F 900 XR Reviews, Comparisons, And Competition If you would like to see more information on the 2020 model and its F 900 R sibling we addressed more details about these models in our first look. Competition for the sport-tourer include the Ducati Multistrada 950, Yamaha Tracer 900, and Kawasaki Versys 1000 LT. BMW F 900 XR Updates For 2020 Like the BMW F 900 R, the XR sees similar updates with the more powerful engine and newly developed subframe. The XR is available in Light White and has two style options to choose from: Style Exclusive (in Galvanic Gold Metallic) and Sport (Racing Red). 2020 BMW F 900 XR 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-0lax{text-align:left;vertical-align:top} Price: $11,695 Engine: Liquid-cooled DOHC parallel twin Displacement: 895cc Bore x Stroke: 86.0 x 77.0mm Horsepower: 99.0 hp @ 8,500 rpm Torque: 67.0 lb.-ft. @ 6,500 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.5 in. Rake: 29.5° Trail: 4.1 in. Front Suspension: 43mm inverted fork; 6.7-in. travel Rear Suspension: Preload and rebound adjustable; 6.8-in. travel Front Tire: 120/70-17 Rear Tire: 180/55-17 Wheelbase: 59.9 in. Fuel Capacity: 4.1 gal. Wet Weight: 493 lb. Cycle World Tested 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-0lax{text-align:left;vertical-align:top} Seat Height: 33.6 in. Wet Weight: 492 lb. View the full article

2020 BMW F 900 R (BMW/) The F 850 gets a boost for 2020. The result is the all-new BMW F 900 R which is now powered by an 895cc parallel-twin engine—an engine that is also shared with the new F 900 XR. While both models share the same engine, they do differ in target audience. The F 900 R is designed as a “dynamic roadster” for riders looking for sporty and aggressive styling while the XR caters to the adventure-tourer. Top-shelf quality meets affordable pricing with high-end components like the Sachs suspension and Brembo brakes for a total MSRP of $8,995. Compared to the XR, the F 900 R squats a little lower with a 5.3- and 5.6-inch front and rear suspension travel and is paired with a sporty, active seating position. Electronics include two ride modes, ABS, and Automatic Stability Control (ASC)—if you want more than those basics, BMW has optional packages available. 2020 BMW F 900 R Reviews, Comparisons, And Competition Road Test Editor Michael Gilbert took to the twisties of central California to find that, “This middleweight Beemer is light on its feet, comfortably carving the twisties and tackling side-to-side transitions quickly, and the OE-fitted Bridgestone Battlax S21 tires offer ample amounts of grip that are required for shredding.” Competition for this BMW includes the KTM 890 Duke R, Suzuki GSX-S1000, Yamaha MT-09, Kawasaki Z900, and Triumph Street Triple RS. BMW F 900 R Updates For 2020 The engine is new and improved with more power and sings with a new underfloor muffler system. There is a new bolt-on steel rear frame as well. The F 900 R is available in Blackstorm Metallic and San Marino Blue Metallic or the Style Sport version in Hockenheim Silver Metallic/Racing Red. 2020 BMW F 900 R Claimed Specifications Price: $8,995 Engine: Liquid-cooled DOHC parallel twin Displacement: 895cc Bore x Stroke: 86.0 x 77.0mm Horsepower: 99.0 hp @ 8,500 rpm Torque: 67.0 lb.-ft. @ 6,500 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.5 in. Rake: 29.5° Trail: 4.5 in. Front Suspension: 43mm inverted fork; 5.3-in. travel Rear Suspension: Preload and rebound adjustable; 5.5-in. travel Front Tire: 120/70-17 Rear Tire: 180/55-17 Wheelbase: 59.7 in. Fuel Capacity: 3.4 gal. Wet Weight: 465 lb. Cycle World Tested Specifications Seat Height: 32.5 in. Wet Weight: 472 lb. View the full article

Honda’s new patent shows a CBR1000RR fitted with a prechamber combustion system. (Japanese Patent Office/)Making high-revving, high-powered superbikes that squeak past the latest emissions laws while churning out ever more power is becoming increasingly difficult, and it looks like Honda is turning to the lessons it’s learned in building Formula 1 race engines to achieve that target. A new patent application filed in Japan shows a version of the latest CBR1000RR Fireblade fitted with an unusual version of the prechamber combustion system that’s become the norm in current era hyper-efficient Formula 1 cars. As the name implies, prechamber combustion relies on fuel being injected into a chamber above the main combustion chamber near the spark plug. (Japanese Patent Office/)Prechamber combustion is one solution to the problem of getting an air-fuel mixture close to the ideal 14.7:1 stoichiometric ratio to burn efficiently in the harsh environment of an engine’s combustion chamber. In theory that ratio—14.7 parts air to each part fuel—gives ideal combustion, resulting in the cleanest, most efficient burn and the most power. In practice, though, it’s hard to achieve that ratio and burn all the mixture in the combustion chamber. A richer mixture with more fuel will consume more of the available oxygen, resulting in extra power but also inevitably resulting in some unburned fuel being wasted into the exhaust. Rich mixtures also reduce cylinder temperatures, allow the use of higher compression ratios, and reduce the chance of detonation, where the mixture explodes rather than burning in a controlled way, thus potentially damaging pistons and valves. Unlike the F1 systems, Honda’s bike application utilizes two injectors per cylinder for more efficiency. (Japanese Patent Office/)In F1, where both the total amount of fuel used in a race as well as the fuel flow are limited by regulations, wasting gas by using a rich mixture isn’t an option. Every last ounce of power needs to be extracted, and prechamber combustion is the way to do it. It means the fuel is injected into a chamber above the main combustion chamber, where the spark plug also sits. Holes between the prechamber and the main chamber allow the fuel through more slowly than the initial injection, so when the spark plug fires there’s a rich, easily ignited mixture in the prechamber and a leaner mixture in the main combustion chamber. Jets of flame from the prechamber then shoot into the main chamber, providing a more complete burn than you’d get from a spark alone. Honda’s new prechamber idea for bikes is similar but because it’s unfettered by restrictive F1 regulations, should be more effective and cheaper to produce. In F1, for example, a key rule is that only one fuel injector is allowed per cylinder, but in Honda’s bike engine design, there are two. We’ve already seen that Kawasaki is working on a dual-injection engine, combining conventional indirect fuel injection—where the injector fires into the inlet tract—with direct injection. Such systems offer the efficiency benefits of direct injection but address some of the cost and wear issues related to pure DI engines. Honda ups the game again by adding prechamber combustion. A rotating tube in the prechamber driven by the cam chain acts as a door between the two chambers. (Japanese Patent Office/)One of its injectors is completely conventional, firing into the intake tract just below the throttle butterfly. The other is located in the prechamber. Cleverly, Honda has isolated the prechamber from the main combustion chamber with a rotating tube that acts like a rotary valve. Driven by the cam chain, this rotary valve solves one of the problems of prechamber combustion, which is that it’s difficult to completely purge exhaust gas from the prechamber during the exhaust stroke. Honda’s rotary valve arrangement opens a wide “door” to the prechamber during the exhaust and intake strokes, making sure all the burned gas is replaced with fresh charge. This “door” then closes during the compression stroke, allowing the second fuel injector to add more fuel to the prechamber without mixing any of it into the much leaner mixture in the main chamber. Related Content: Ask Kevin: Is Direct Injection Coming for High-Performance Streetbikes? Finally, at the point of combustion, the valve exposes small holes between the prechamber and the main combustion chamber, directing focused jets of burning mixture into it to ensure a complete burn of the leaner mixture in the main combustion chamber. The result should be more power for less fuel, while still allowing the use of higher compression ratios without the risk of detonation. At combustion, jets of burning mixture are directed through holes from the prechamber into the main combustion chamber. (Japanese Patent Office/)Although there’s no indication from Honda’s patent that its system will reach production, there’s a growing interest in dual-injection engines that combine direct and indirect injection, particularly for high-revving motorcycle applications. Direct injection (where fuel is fired straight into the combustion chamber) is hard to apply on its own to a bike engine, particularly a high-revving one, as massive fuel pressure is needed to atomize the fuel into the air in the combustion chamber fast enough. Dual injection, with one direct injector sited near the spark plug to enrich the mixture near it and one conventional injector supplying a lean mixture to the rest of the intake charge, gives most of the benefits of direct injection in terms of reducing how much unburned fuel escapes into the exhaust, but at a lower cost. The arrangement allows for a better purge of exhaust gases in the prechamber and a more complete burn in the main chamber. (Japanese Patent Office/)When Euro 6 emissions rules are brought into force in Europe, many manufacturers believe that direct or dual injection will be needed to meet them, though at the moment the exact standards and their date of introduction have yet to be established. The question now, with many countries already looking to ban or scale down the use of internal combustion engines, is whether this sort of technology will even reach production before the industry adopts a more mainstream shift toward electric power. View the full article

2020 BMW F 850 GS (BMW/)The current BMW F 850 GS and Adventure models follow the lead of the original 2009 F 800 GS as a wallet-friendly and approachable adventure-ready alternative to BMW’s larger, more premium 1250 GS/Adventure—price points are around $4,000–$6,000 less and the power source is a smaller 853cc parallel-twin engine. The engine, we reviewed in 2019, is energetic and quick to rev with a higher rev and a little less noise than we were expecting, but it is more than happy to deliver smooth power down stoplight-riddled streets, open highways, or challenging dirt trails. 2020 BMW F 850 GS (BMW/)2020 BMW F 850 GS/Adventure Reviews, Comparisons, And Competition Compared to Honda’s Africa Twin, the F 850 GS supplies a sophisticated package and premium feel with its features and technology, but odd clutch feel and limited fuel range led test riders to side with the Africa Twin in the end. 2020 BMW F 850 GS Adventure (BMW/)BMW F 850 GS/Adventure Updates For 2020 The MSRP of the F 850 GS and GS Adventure increases by $150 compared to 2019, but now includes TFT/connectivity as standard. 2020 BMW F 850 GS/Adventure 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: $13,345 (base)/$14,445 (Adventure) Engine: Liquid-cooled DOHC parallel twin Displacement: 853cc Bore x Stroke: 84.0 x 77.0mm Horsepower: 90.0 hp @ 8,000 rpm Torque: 63.0 lb.-ft. @ 6,250 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 33.9 in. (base)/34.4 in. (Adventure) Rake: 28.0° 26.0° Trail: 5.0 in. (base)/4.9 in. (Adventure) Front Suspension: 43mm inverted fork; 8.0-in. travel (base)/9.1-in. travel (Adventure) Rear Suspension: Preload and rebound adjustable; 8.6-in. travel (base)/8.5-in. travel (Adventure) Front Tire: 90/90-21 Rear Tire: 150/70-17 Wheelbase: 62.7 in. Fuel Capacity: 4.0 gal. (base)/6.1 gal. (Adventure) Wet Weight: 505 lb. (base)/538 lb. (Adventure) View the full article

2020 Aprilia Dorsoduro 900 (Aprilia/)Aprilia is most known for its white-knuckling V-4-powered sportbikes, but one of the other stablemates that still offers rip-roaring good times is the Dorsoduro 900. When the 2018 model was announced, the manufacturer had taken the predecessor’s 750cc 90-degree V-twin and increased the stroke from 56.4mm to 67.4mm to develop the supermoto’s currently equipped 896cc unit. Not only does this configuration focus on torque and responsiveness in the low to midrange, but power delivered is a claimed 95.2 hp at 8,750 rpm and 66.4 pound-feet at 6,500 rpm. The Dorsoduro’s maneuverability makes it easily rideable for novices or shredders to enjoy. 2020 Aprilia Dorsoduro 900 Reviews, Comparisons, And Competition We calculated the 2018′s performance numbers on our in-house dyno: 83 hp at 8,990 rpm and 56.38 pound-feet of torque at 6,000 rpm. When riding the 2018 model, the machine performed well when pushed and the motor and fuelling were excellent. Competition for this supermoto includes the Ducati Hypermotard 950, KTM 690 SMC R, and Husqvarna 701 Supermoto. 2020 Aprilia Dorsoduro 900 (Aprilia/)Aprilia Dorsoduro 900 Updates For 2020 The Aprilia Dorsoduro 900 has only seen graphic updates since the 2018 model year. The model is available in Adrenalic Silver and Exciting Dark. 2020 Aprilia Dorsoduro 900 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: $10,999 Engine: Liquid-cooled DOHC V-twin Displacement: 896cc Bore x Stroke: 92.0 x 67.4mm Horsepower: 95.2 hp @ 8,750 rpm Torque: 66.4 lb.-ft. @ 6,500 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 34.3 in. Rake: 26.0° Trail: 4.3 in. Front Suspension: 41mm inverted fork, preload and rebound adjustable; 6.7-in. travel Rear Suspension: Preload adjustable; 6.3-in. travel Front Tire: 120/70ZR-17 Rear Tire: 180/55ZR-17 Wheelbase: 59.6 in. Fuel Capacity: 3.2 gal. Wet Weight: 467 lb. View the full article

At 36,300 euros on the price tag here’s MV Agusta’s latest limited-edition motorcycle, the Superveloce Alpine. (MV Agusta/) Alpine is a French sports car marque that was founded in 1955 and developed ultra-compact early models powered by Renault engines displacing no more than 1 liter. They proved good enough to dare challenge the best of the world in the classic Nürburgring 1,000 Km; Alpine won in 1963. In 1974, Alpine enlarged the Renault engine to 1.6 liters, creating the legendary and final version of the A110, a car capable of incredible performance despite its small engine thanks to extremely light weight and a highly aerodynamic profile. In 1971, the A110 won the Monte Carlo Rally and became a legend. But businesswise, the gallant little make was declining. In 1978, Alpine was acquired by Renault, and from then on it was relegated to producing high-performance versions of Renault models. Finally, in 2016 Renault revitalized Alpine to its original vocation and in 2017 introduced the new A110, powered by a turbocharged Renault 1.8-liter engine good for 252 hp. The new A110 is clearly inspired by the original A110, both in its design and in its compact measurements. Not to mention its performance potential. Thanks to the quality of the new A110, Alpine has begun to rebuild its legend as a revered name among sports car enthusiasts. This was duly noted by MV Agusta CEO Timur Sardarov. An Alpine A110 classic Medium Blue and Ago Silver paint scheme get the best out of the Superveloce’s lines. (MV Agusta/) MV Agusta got in contact with Patrick Marinoff, managing director of Alpine. The two firms, well aware their respective makes represent something unique in their domains, decided to pursue a joint project. Not a radical innovative technology effort—that might come in the future. A special edition of the most seductive model in MV Agusta’s line, adopting iconography and graphics derived from the present Alpine A110 model. Enter the MV Agusta Superveloce Alpine, another limited-edition special out of Varese. We have seen this before, but in this case the final result is worth a second look, and we do mean look, as from a technical point of view the bike is totally standard. But the paint scheme and the general finish are absolutely outstanding. The graphics were conceived at the MV Agusta Monaco Design Studio at their Monte Carlo dealership, which is owned by former 500cc GP racer and 1987 TT Formula 1 World Champion Virginio Ferrari. The result is a combination of the classic French-Alpine Medium Blue and what they call Ago Silver. The graphics get the best out of the Superveloce’s design, delivering an undeniably elegant image. Even the frame, painted in a medium “avio-gray,” looks absolutely perfect. Add the wheels in black and you have a truly fascinating Superveloce. An Alcantara seat with blue double stitching and a number of carbon fiber components completes the refined finishing. Alpine is there with the A crest and logo. From a technical point of view the bike is totally stock, which is not that bad given the 147 hp 800cc MV Agusta three-cylinder and its very good chassis. One of three classically styled black megaphone exhaust tips exits the left side of the Superveloce Alpine. (MV Agusta/) You may have noticed that the announced peak power is 147 hp and not the customary 148 hp; well spotted. In fact, the Superveloce Alpine gets the 2021 edition of the most powerful version of the 800cc MV Agusta three, which is fully Euro 5 compliant. No shortcuts taken. R&D Director Dr. Brian Gillen confirmed that to meet the stringent Euro 5 emission standards, the 800cc three was upgraded to the latest MV Agusta electronics suite. This includes a much more advanced integrated engine management system, the same one that makes the new Brutale 1000 RR so incredibly smooth from idle to 13,000 rpm. And this came at the modest price of a single horsepower. We can take it. Of course only 110 units of the Superveloce Alpine are available—or should we say were? (MV Agusta/) The MV Agusta Superveloce Alpine, the name of which is displayed on the top triple clamp, will be available in a special run of 110 numbered units, to match the model designation of the Alpine A110. Price in Italy is 36,300 euros, including the racing kit, which in turn includes the classic-looking and rather unique exhaust system featuring triple-megaphone-style mufflers. And mere hours after the press launch in Italy, all 110 units had been sold. View the full article

2020 Aprilia Shiver 900 (Aprilia/) For top-level naked bike thrills there’s Aprilia’s V-4-powered Tuono, but what if that power-pumper is slightly intimidating? Behold the Shiver 900. It’s raw and ready to tackle the sweepers or daily routes, but dials it back a few notches to serve as a more approachable platform. And with sport and touring accessories available you aren’t limited in your choice of pavement either. Limited bodywork on this naked bike lets the 896cc V-twin take center stage while the underseat exhausts belt out its tune. An interactive suite of electronics enhances the ride while a sub-$10,000 price sweetens the deal. 2020 Aprilia Shiver 900 Reviews, Comparisons, And Competition When Zack Courts took the 2018 Shiver 900 for a spin, he wrote that it “was redesigned for 2018 with urban mobility in mind. But Aprilia can’t help its sporty roots, and this bike carves through twisty tarmac with plenty of confidence. It’s a stellar commuter or day-tripper.” Other sporty naked bikes include the KTM 890 Duke R, Husqvarna Vitpilen 701, Yamaha MT-09, Suzuki SV650, Ducati Monster 821, Honda CB1000R, and BMW F 900 R. 2020 Aprilia Shiver 900 (Aprilia/) Aprilia Shiver 900 Updates For 2020 No updates aside from new graphics since its 2018 model year. 2020 Aprilia Shiver 900 (Aprilia/) 2020 Aprilia Shiver 900 Claimed Specifications Price: $9,399 Engine: Liquid-cooled DOHC V-twin Displacement: 896cc Bore x Stroke: 92.0 x 67.4mm Horsepower: 95.2 hp @ 8,750 rpm Torque: 66.4 lb.-ft. @ 6,500 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 31.9 in. Rake: 25.9° Trail: 4.3 in. Front Suspension: 41mm inverted fork, preload and rebound adjustable; 5.1-in. travel Rear Suspension: Preload adjustable; 5.1-in. travel Front Tire: 120/70ZR-17 Rear Tire: 180/55ZR-17 Wheelbase: 57.7 in. Fuel Capacity: 4.0 gal. Wet Weight: 481 lb. View the full article

2020 BMW R 1250 GS Special Edition (BMW/) You say you’re looking for a grand adventure? BMW says “bring it on” with its flagship adventure motorcycle, the R 1250 GS or off-road-capable GS Adventure. 2019 saw a boost in the flat twin’s displacement with an increase to 1,254cc, but the machine has always been ready for adventures since the first R80G/S launched in the ’80s. Current model years are spruced up to suit today’s modern riders with electronics and luxurious riding comforts, but it’s the powerful boxer engine and long-travel suspension that makes it capable of crossing all kinds of terrain across the countries or counties. 2020 BMW R 1250 GS/Adventure Reviews, Comparisons, And Competition In Editor-In-Chief Mark Hoyer’s 2019 review, he stated, “Performance from the GS is pretty remarkable, especially given its size and weight. Compared to KTM’s bigger adventure offerings, it is more plush and has a greater feeling of luxury. Performance isn’t as edgy, and most KTMs give you more of a feeling of riding a big off-road racebike or rally bike than does the BMW. In a way, the very GS-ness of the GS is its greatest strength, and also its weakness, if you can call it that. But there are few motorcycles that will go so far so comfortably in such wide conditions, and they’ve been ridden to the ends of the earth since the first R80G/S.” 2020 BMW R 1250 GS (BMW/) When 2019′s model was dyno’d on our in-house dynamometer we recorded 116.4 hp at 7,540 rpm and 92.2 pound-feet at 6,240 rpm. Competition is, in fact, the KTM 1290 Super Adventure R, Honda Africa Twin, Ducati Multistrada 1260 Enduro, and Moto Guzzi V85TT Travel. BMW R 1250 GS/Adventure Updates For 2020 Graphics changes were announced for both the R 1250 GS ($17,895) and its athletic R 1250 GS Adventure ($20,195) stablemate. 2020 BMW R 1250 GS Adventure (BMW/) 2020 BMW R 1250 GS/Adventure Claimed Specifications Price: $17,895 (base)/$20,195 (Adventure) Engine: Air-/liquid-cooled DOHC flat twin Displacement: 1,254cc Bore x Stroke: 102.5 x 76.0mm Horsepower: 136.0 hp @ 7,750 rpm Torque: 105.0 lb.-ft. @ 6,250 rpm Transmission: 6-speed Final Drive: Shaft Seat Height: 33.5 in. (base)/35.0 in. (Adventure) Rake: 25.5°(base)/24.5º(Adventure) Trail: 3.9 in. (base)/3.6 in. (Adventure) Front Suspension: 37mm inverted fork; 7.5-in. travel (base)/8.3-in. travel (Adventure) Rear Suspension: Preload and rebound adjustable; 7.9-in. travel (base)/8.7-in. (Adventure) Front Tire: 120/70R-19 Rear Tire: 170/60R-17 Wheelbase: 60.0 in. (base)/59.2 in. (Adventure) Fuel Capacity: 5.3 gal. (base)/7.9 gal. (Adventure) Wet Weight: 549 lb. (base)/591 lb. (Adventure) View the full article

Assault on Pikes Peak (Peter Egan/)One Sunday morning in the summer of 1977, I was sitting in my living room in Madison, Wisconsin, reading the paper and scanning the motorcycle classifieds, as usual. One item that caught my eye that day was an ad for a 1964 Honda 50, a C100 step-through model, for a mere $100. Hmm…a slow motorcycle, yes, but a bona fide classic. The little bike that started it all. Introduced to this country in 1959 as the Super Cub, it took America by storm and enabled you to “Meet the Nicest People on a Honda”—instead of duking it out with Marlon Brando or Lee Marvin. Unbreakable, good-looking, leakproof, nicely finished, and capable of an almost unheard of 200 mpg, it was everything almost all other motorcycles at the time were not. We’ve learned a lot since then. (Nick Berard/)The small Hondas were suddenly everywhere. Even The Steve Allen Show opened with a shot of Steve himself riding one to work—in a suit and tie, no less. And there was no oil on his pants or shoes. The bikes were inexpensive too, starting at $245, or $275 if you wanted the optional electric start, and came with an ­automatic clutch, three-speed foot-shift transmission, and an advertised top speed of 45 mph, which Honda promised the bike would achieve “with never a murmur of protest.” That sounded a lot better than “while screaming its tiny heart out.” I didn’t really need two-wheeled transportation at the time. I had a Norton 850 Commando and a ­Honda CB400F in the garage, but I coughed up the $100 and bought the Honda 50 anyway. In addition to being admittedly charmed by this inexpensive little gem, I had an ulterior motive. Although working full-time as a foreign-car mechanic in Madison, I’d just sold my first-ever freelance touring story to Editor Allan Girdler at Cycle World and was already thinking about a follow-up. I thus conceived the brilliant idea of taking the Honda 50 on a sort of mini odyssey, something befitting its modest top speed and thimblelike displacement. I discussed it with my fellow car mechanic, John Oakey, who was an avid bicycle racer and said he wouldn’t mind riding along with me—on his Stella 10-speed racing bicycle. Sounded like fun. We could do an efficiency comparison between a pedal bike and one of the fuel-sipping champions of the 20th century. We needed a destination, of course. Something that sounded monumental—but wasn’t—so we picked Pikes Peak State Park in Iowa, only 150 miles away, just across the Mississippi River. Yes, Pikes Peak. Not quite as impressive as the one in Colorado but named after the same guy. Zebulon Pike was a young Army officer and explorer, who in 1805 noticed an impressively high bluff (994-foot elevation) with a commanding view of the Mississippi River and suggested to the government that it might make a good site for a fort. The Army demurred, but the bluff still bears his name. Then and now, both bikes were fast and smooth on descent, but hill climbs this time were drastically faster. And much easier—for the gentleman on the ebike. (Lee Heggelund/Nick Berard/)Young Zebulon went off and found an even taller Pikes Peak in Colorado a year later, but John and I decided the Iowa version would be just right for a Honda 50 and a bicycle. It was 1,000 miles closer and 12,985 feet lower than the one out West. It turned out to be a great trip, though a lot easier for me than for John. The rugged hill country of southwestern Wisconsin required every ounce of his stamina. And he needed a lot more food than I did. The Honda, of course, did more work than either of us, carrying me and all our camping gear. For shelter, I brought along a Sears pup tent from my childhood that I’d dubbed “Big Pink,” in honor of Bob Dylan and the Band. Once red, it had faded with age into sort of a queasy Pepto-Bismol pink. The tent was also about as rainproof as mosquito netting, but luckily it didn’t rain on our trip. We spent four days on the road before riding triumphantly back into Madison to ­surprisingly restrained fanfare. In quick summary, the trip covered 303 miles, and the Honda consumed 1.8 gallons of gas at a cost of $1.13, for an average of 168.3 mpg, and used no oil. John ate $4 worth of granola bars that I did not consume, not to mention a peach, a banana, and three apples. Hands-down, the cheapest motorcycle trip I ever took. And the most efficient, in an era beset by successive fuel crises and high gas prices. Fast-forward to 2020. Map of Iowa's version of Pikes Peak (Nick Berard/)I’m 72, my wife, Barb, and I are living in the country south of Madison, and I’m mostly retired. John Oakey is 73, retired and living in Madison with his wife, Alice. He still rides bicycles regularly and rediscovered motorcycling just last year. He bought himself a new Honda CB300R, and we go riding about twice a week, stopping at scenic county parks for Clif Bar lunches. Life is good, and motorcycling has been a salvation in this very odd year, albeit with a beautiful summer, which is rapidly coming to a close. Then, a few weeks ago, the phone rang. It was Cycle World Editor-in-Chief Mark Hoyer, asking if I would like to do an update on the 1977 Pikes Peak story using a new Honda Super Cub. It looks nearly identical to the old one, but now displaces 125cc. It also has a four-speed transmission, fuel injection, front-wheel ABS, and a telescopic fork. Mark suggested my buddy John might like to go along on the trip—riding a modern ebike. Labor Day weekend 1977 (Jim Vandenbrook/)Frankly, this was a great-minds-think-alike moment of psychic convergence. I’d been pondering the new Honda Super Cub C125 ABS at our local dealership all summer, trying to think up some reason why I needed one, despite having three other bikes. I was also intrigued by the idea of getting an ebike. I rode one a few years ago and realized I could get as much exercise roaming 30 miles from home as I normally do in just 10 or 12 miles on my Bianchi road bike. John, too, is warming up to ebikes, as the limitations of age begin to shorten his formerly epic riding range. What else? Oh yeah, California is on fire again. Also ­Colorado. My sister and half my friends in both places have recently been evacuated from their homes. And there’s another hurricane hitting New Orleans, my favorite city, this week. As my Army drill sergeant used to say, “Do I have to draw you a picture?” It seemed like a logical time to explore any avenue of fun and adventure that might lower my own carbon footprint slightly—using a smaller pair of shoes. I told Mark we were in. A few days later, he phoned to say an Aventon Level ebike and a $3,749 Honda Super Cub were on the way, but the Honda wouldn’t be here until the weekend of October 24. Hmm…last year, it snowed here just before ­Halloween. The Aventon ebike (list price $1,599) arrived first, partially disassembled in a crate. John and I—falling back on our many years as paid mechanical geniuses—­ignored the instructions and affixed the handlebars, seat, and front wheel with only minimal ­head-scratching. Aventon had sent two extra batteries for the bike, each said to be good for up to 40 miles of riding with pedal assist, with four to five hours of charging time. Halloween weekend 2020: The bicycle’s battery and the Honda’s extra 75cc gave us another 10 mph level cruising speed—and a bracing increase in late-autumn wind chill. (Nick Berard /)Battery charged and installed, I took a short 2-mile jaunt down the road and came whizzing back up the driveway, grinning like a fool. John asked, “What do you think?” “I have to buy one of these,” I replied. “This thing is more fun than half a gallon of red ants.” Besides giving you the illusion of soaring just above the ground under your own power, the bike lures you into a kind of euphoria of sustained speed. You tend to pedal harder than usual, just because it feels so good to go fast. A precise eight-speed Shimano rear derailleur is attached to the motorized rear hub, with five levels of pedal assist. There’s a healthy amount of added thrust to your peddling, even on Level 1, and Level 3 has you absolutely flying down the road, regardless of gear, like a Tour de France sprinter on EPO. There’s also a thumb-push throttle lever on the left handlebar that simply accelerates the bike like a motor scooter—quite zippy, but a rapid drain on the battery. A clear instrument screen shows you bars of power remaining, contingent on your current output, as well as the pedal-assist level, road speed, and total miles. John took a ride and was similarly impressed, but said he’d like to install the narrow racing saddle off his own road bike for any long-distance riding. This done, we took some longer test rides and discovered the battery could be relied on to do about 35 miles of pedal assist before tapering off and leaving you with 62 pounds of bicycle to pedal up a hill. Still, that was enough to get us through the typical 70-mile day of our previous trip on just two batteries. If John didn’t suffer a heart attack. Now we awaited the Honda Super Cub as weather predictions got colder and grimmer. The little bike that started it all, and the most popular motor vehicle ever made. Honda has sold more than 100 million of these, with modest updates. (Peter Egan/)The Honda arrived in a delivery truck two days before our scheduled trip, shining red and cream, with 700 break-in miles on the clock. The bike comes stock with just a solo saddle (pillion seat available), so I’d ordered a factory luggage rack to support my camping gear and bulging fabric saddlebags. We left from my place on a sunny but cold Saturday morning at 11:30 a.m. We could have left at 7 a.m., but it was only 33 degrees, and we were waiting for the sun to heat things up. By 11:30, the temperature had soared to 34, so we hit the road. John was clad in winter bike gear, with a neck warmer and helmet cover, and I was wearing more layers than the north rim of the Grand Canyon—Gore-Tex over fleece over wool, with my big, thick adventure-touring boots and battery-­heated gloves. Both of us had flashing red LED bicycle lights affixed to the rear of our luggage racks as a warning to traffic that Something Weird was going on ahead. “Are we there yet?” A quick map check to guard against the dreaded wrong turn on our jigsaw puzzle of small roads. (Nick Berard /)I rode as John’s wingman, slightly to the left and rear, and soon discovered the Super Cub was quite happy at typical 15 to 28 mph ebike speeds, purring smoothly along in second or third gear, with fourth usable in our downhill 35 mph swoops. In solo riding, the Cub could go 55 mph on the level and about 62 mph on a mild downhill stretch, but its sweet zone for cruising with never a murmur of protest was 35 to 45 mph. Ideal for urban commuting, but you could also wring it out for brief stints on the highway. We took our first rest stop in the little settlement of Postville at the village blacksmith shop, where we’d also stopped for a snack break in 1977. On that trip, there was a slightly tired-looking 1968 Triumph Bonneville leaning against the shop. I went back later and tracked down the owner, who was working at a sawmill a few miles away. He sold me the bike—my first Triumph—for $850. I restored the Bonneville and wrote a story about it for CW, called “Down the Road Again.” And now, while John and I were standing in front of the same blacksmith shop, a genteel-looking woman wearing a black beret drove up and got out of a car. She said hello and started to unlock the shop. It turned out she and her husband, Bob Bergman, had owned the blacksmith shop and the sawmill for 50 years, and it was he who had sold me the Triumph. She said her name is Nana Schowalter and she’s a sculptor. Another one of motorcycling’s strange crossroads. We pressed on into the roller-coaster hills of western Wisconsin and, at about 30 miles, I noticed John slowing down like a wind-up toy losing spring tension. At 32 miles, it was time for a quick roadside battery swap. I was carrying our two 4.5-pound batteries in the Honda’s saddlebags. We snapped a fresh one into the bicycle frame, and John took off like someone who’d just downed a six-pack of Red Bull. We made it to our first overnight stop, the historic lead mining town of Mineral Point, Wisconsin, at 4:30 p.m. and checked into the grand old Brewer House Inn. We were joined by my wife, Barbara, and photographer Nick Berard, who were driving my Honda Ridgeline pickup. Which has a heater. We put the dead ebike battery on the charger, and I went off to a gas station. After a 62.1-mile day, the ­Honda took 0.347 gallon of non-ethanol premium at a cost of 95 cents, averaging 178.9 mpg. Interestingly, John had consumed no more snacks than I had. Maybe I was eating too much. That night, the four of us dined on takeout pizza in the elegant 19th-century dining room, and Barb had thoughtfully brought along ingredients for whiskey sours and my favorite bottle of Lagavulin scotch. We were warm at last, and I didn’t miss tent camping as much as you might think. Sunday dawned cloudy and colder as we headed northwest into increasingly hilly country. Jack-o’-lanterns leered at us from the front porches of old farmhouses, and wispy dime-store wraiths fluttered from trees in the wind. The sky was growing as dark as evil itself. Antiques, indeed: US Army mule packs for panniers. Also cool wire wheels and a versatile dual bench seat. (Peter Egan/)John pressed on like a relentless pedaling machine, and we made our second battery change before starting our descent toward the junction of the Wisconsin and Mississippi rivers. As we crossed the busy Wisconsin River bridge, three things happened at once: It started to snow, the battery light went out on my right glove, and we passed a ­junction marked “Utopia Road.” Some Utopia, but we had less than 20 miles to go. We cruised north on Highway 18 into Prairie du Chien, turned left across the Big Muddy into Iowa, and immediately south through McGregor to begin the long, winding ascent to the park. Ahead of us now rose the White Goddess, the very summit itself, which was getting whiter by the moment, though still sort of an angry slate gray. Suddenly, we were rolling up to a sign that said Pikes Peak State Park. John came to a stop and, ­completely spent, did a symbolic flop on the ground that said “Done!” He was 73 years old and had just pedaled 79.9 miles into a stiff headwind. I, meanwhile, had sat on a nice cushy Honda and merely watched, trying not to freeze to death, however one does that. Let me know if you think of something. I picked out a nice campsite (No. 15) near the bluff overlooking the river in the nearly empty campground, and began to set up Big Pink and unfurl my Everest-class down mummy bag. Barb and Nick showed up in the Ridgeline and helped me get a roaring campfire going, then left to drop off the exhausted John at a nearby motel and deliver Nick to the Madison airport that evening. I, however, was determined to get one final night’s worth of camping out of my boyhood tent, and to sleep on the summit. Antique reimagined: keyless ignition, fuel injection, and even more amazing mileage, with twice the power—and a four-speed with no huge gaps! (Nick Berard /)I had a strangely pleasant evening at that campsite. I pulled a picnic table close to the fire, trying to avoid melted-­boot syndrome as I dined on beef jerky and ­Oreos, enjoying an occasional sip of Lagavulin. Light snow fell softly through the trees, and across the ­Mississippi I could see the rotating beacon at the Prairie du Chien airport and the roving headlights of BNSF freight trains that rumbled through. I’d shoveled ­gravel on that very roadbed one summer, putting myself through a year of college by working on a Burlington section crew. Also visible were the city lights of Prairie du Chien, where Barb had bought me a new Honda CB350 as a surprise birthday present after I came home from Vietnam. On the bluffs across the river was Wyalusing State Park, where I’d camped one freezing autumn night in 1967 on a geology field trip. I suddenly felt as if I were sitting at the center of some geographical intersection of memory and time. Maybe it was the scotch. The finish line. John rode almost 80 miles the last day. Both times. (Peter Egan/)Barb came back with the truck in the morning and picked both of us up. We loaded the bikes and made it home on major highways in two hours. I unloaded the Honda the next day and rode it an extra 6 miles to a gas station. With 86.5 miles on our second tank of gas, the little 1-gallon tank under the seat took 0.517 gallon at a cost of $1.45, which means we averaged 171.99 mpg on our 148.6 miles of travel and spent $2.40 on fuel. That’s a 3.69 mpg improvement over the Honda 50, which had exactly half the C125′s 9 hp and was about 15 mph slower. The Aventon Level ebike used up four full battery charges and a small amount of a fifth, just to make it up the peak. How much that cost would depend on the amount of coal, gas, atomic energy, wind, or sunlight—and infrastructure—required of the power company. As far as I could tell, John and I ate about the same amount of food, though he drank no alcohol. Raised ­Presbyterian, you know, rather than Irish Catholic. Peter camped, of course, while John went off to a posh motel, tired for some reason. (Nick Berard /)So, adjusted for inflation, I would say this trip was slightly cheaper and more energy-efficient than the last one. On the other hand, we didn’t ride our bikes all the way back to Madison this time. Too old. And too cold. In summary, I would say these are both superbly engi­neered machines that encapsulate a thousand lessons learned over many decades of motorcycle and bicycle manufacturing. They deliver a level of refinement and technology we couldn’t have foreseen on our first trip—newer, better, smoother, and faster. Also more fun. A promising note of cheer on the brink of winter. View the full article

Spy shots of Husqvarna’s upcoming Norden 901 model reveal a close-to-finished adventure bike. (Husqvarna/) The Husqvarna Norden 901 concept revealed at last year’s EICMA show promised to be more than just another bike—it would be a machine that brought the Husqvarna brand into a new mainstream market, appealing to riders who’d never considered the company’s products before. Now it’s clear that the Norden is following in the footsteps of the firm’s Vitpilen and Svartpilen models, making the leap from concept to production with a minimum of changes compared to the show version and bringing with it an innovative style that’s instantly recognizable as one of Husqvarna’s growing range of road-focused bikes. There look to be only minor changes from the concept model, including lighting and cockpit displays. (Husqvarna/) The Norden in these spy pictures is clearly close to production-ready, featuring many of the components that we’d expect to be missing from a prototype that’s earlier in its development cycle. The headlight and windshield, for instance, are usually among the last parts to appear on testbikes, but they’re present and finished-looking on this model, as are elements like the metalized skid plates under and to either side of the engine and even the two auxiliary lamps that were a key element of the concept’s look. Have there been changes compared to last year’s show bike? Sure. Those lights are all different—the Norden concept’s aux lamps were yellow-tinted units with four LEDs behind each lens, and here they’re replaced with single LED white units, while the main headlight is also distinctly different. On board, the show bike featured an unusual dash with two stacked color LCD displays that could show a single image across both screens. Here we see a much more sensible single screen that appears to be borrowed from KTM’s latest 1290 Super Duke R. And that’s far from the only KTM component on view here; in fact, the Norden is rather like a Husky-shaped veneer over an existing KTM. The frame is pure KTM 890 Adventure, as is the 889cc parallel-twin engine. It’s KTM’s LC8c unit in its biggest-capacity form, and depending on the final state of tune power is sure to be somewhere between the KTM 890 Duke R’s 121 hp and the 890 Adventure’s 105 hp. The Norden concept bike Husqvarna revealed last year. (Husqvarna/) Like the 890 Adventure and the 790 Adventure before it, the Norden uses an unusual plastic fuel tank that’s wrapped over and around the engine, doubling as much of the bodywork. The bulk of the gas is held in two side-mounted sections—seen on either side of the engine with aluminum panels on them on this prototype—but the tank also arcs up and over the top of the bike, providing a conventionally placed fuel filler in front of the rider. While similar in concept to the KTM 890 Adventure’s tank, it’s a different unit as the rear sections of the radiator cooling vents are molded into it, and needed to be shaped to suit the Norden’s distinctive, neo-retro look. The swingarm, WP suspension, and KTM-branded brake calipers all appear to be directly from the 890 Adventure as well, and it’s likely that the Austrian bike’s spec sheet is a good guide to what to expect from the production version of the Norden 901. That means a dry weight in the region of 432 pounds, about 8 inches of suspension travel at each end, and electronics including Bosch 9.1 MP cornering ABS, lean-sensitive traction control, and riding modes that include an “off-road” setting. The wheels appear to be the same size as the KTM 890 Adventure, too, which means a 21-inch front and 18-inch rear—a setup that’s more off-road biased than most adventure bikes on the market. That means the Husqvarna should sit in a position of being slightly more luxurious and touring-oriented than the 890 Adventure it’s based on but without losing much of the KTM’s ability away from the beaten track. For more road-biased adventuring, the upcoming CFMoto MT800 uses many of the same KTM-sourced components but in a package designed with pavement use in mind. Had 2021 been a normal year, replete with major international motorcycle shows, we’d have expected to see the production version of the Norden 901 revealed at EICMA in Milan. However, with the November event canceled, many firms, including Husqvarna, appear to be opting to unveil new bikes individually and nearer their on-sale dates. Since the Norden isn’t expected to reach showrooms until well into 2021, it might be a while before the final version is given an official unveiling. View the full article

Kevin Cameron (Robert Martin/)The only places where fire can be tolerated in association with motorcycles are in the engine’s combustion chambers, in a well-tended shop stove or heater, and, with adequate precautions, in a shop welding area. The very quality that made gasoline the ideal fuel for piston internal combustion engines makes it a constant fire danger: It quickly forms an ignitable mixture with air. Because we handle gasoline so often while refueling cars or bikes at gas stations, it seems familiar and therefore safe to us. When a technician in a lab where I was working dropped a gallon tin of acetone (also highly volatile), forming a puddle, another tech casually flicked his lit cigarette into it. Did he believe it would go out, just as if tossed into water? The fuel-air vapor that had near-instantly formed above the acetone puddle ignited with a thump, shrouding the first man in flames. Fortunately there was an extinguisher at hand and no one was injured. I’ve seen bikes burn at races, usually because of gasoline spilled on hot exhaust pipes during a pit stop or crash. When the dry-break connectors used for track-side refueling function properly, the dump-can separates from the bike’s fuel tank with no loss of fuel. But if its O-rings haven’t been lubed lately, a valve can hang up and drop fuel. Firemen are standing by in that situation. Three friends were on their way to the races in a van carrying two racebikes, boring through the night. The sleepy driver did not see the succession of signs announcing “Highway Ends 3 Miles” and directing traffic to a side road. The van blew through the last sign at 70-odd mph, sailed down an embankment, and came to rest in an excavation. A 5-gallon pail of race gas (what was that doing in the van?) popped open, wetting everything and everyone in the van. No one was much hurt and all scrambled out into the warm darkness. One of them then tottered back toward the van. “Where’re you going?” called the others. “I need a cigarette,” was the reply. Then his mind made the connection: cigarette, match, boom. Such events impressed me. Others might consider me a fussbudget but I have subsequently given considerable thought to avoiding fire. When I leave my shop I unplug extension cords, upon which small rodents might munch. I store fuel away from the shop. When I can’t remember for sure that the welding tank valves are closed, I go make sure. Having spaded into compost piles and seen hot steam pour out, I know that slow oxidation, properly insulated to retain the resulting heat, can ignite fire. Hence the classic warning not to allow piles of oily rags to accumulate. Then one day I nearly burned my shop down when a dull lathe tool ignited magnesium chips. It seemed to take me forever to realize what was happening. What is that bright white thing? As the flames just reached the ceiling, the chips were consumed and the fire died. Another rule: Don’t let combustible stuff accumulate. That’s how the Apollo 1 astronauts were killed. Sweep it up and dispose of it. Professionals are at risk too. Once I was given a tour of an engine factory late at night. The test cell door swung open and the odor of gasoline rolled out. On its stand, the test engine above an inch of fuel on the floor continued its endurance cycle. Fuel for the dynos was stored in a 500-gallon tank on the roof. That’s why the late Charles Fayette Taylor, in his two-volume The Internal Combustion Engine in Theory and Practice, discusses dyno and testing safety. He specifically mentions the danger of gravity-feeding fuel to test engines. Fuel pumps can be switched off but, as pilots say, gravity never lets up. Whoever had set up the test had been casual about making fuel connections, and a leak had developed. Was there a hardened-up plastic line that didn’t quite seal at its connection? Was a fuel line clip left off? Whatever the reason, fuel had leaked but its vapor had not yet reached the test engine’s hot exhaust plumbing. We closed the dyno cell door, and my guide phoned building security. Therefore take the need for secure fuel connections seriously. When you refuel a car, any fuel that dribbles from the nozzle just runs down the paint and evaporates. On a bike, the fuel filler isn’t in a fender. It’s above the engine, under which are the exhaust pipes or hot catalytic converter. Just something to keep in mind. Powerboat operators know that before starting an inboard gasoline engine they must first start the ventilation fan and let it run until the engine space has been cleared of any accumulated fuel vapor. Many a beautiful boat has exploded and burned to the waterline because this rule was ignored. Taylor suggests that test cells have 24-hour forced ventilation. Leaking fuel can accumulate in drains. I once saw a heavy iron manhole cover blown 50 feet into the air by fuel vapor igniting in the sewer below. A fuel truck had overturned and gasoline had run in all directions. The city firemen, knowing their rigs were all but useless against a gasoline fire, waited for specialized equipment to arrive from Boston’s Logan Airport. Normally a dyno cell shares a wall with the control room. In the event of a fire, how do control room personnel escape? In one installation I visited, the only access to the control room was through the test cell. Take a deep breath, open the door, and run? If you replace fuel lines on a motorcycle, be sure that the tubing you use is compatible with fuel. Many kinds of flexible tubing harden in contact with fuel. If subsequently disturbed, such tubing lacks the flexibility to seal, and may leak. Fuel petcocks can’t be 100-percent relied upon not to leak. Fuel leaks are a serious matter. I’ve spoken with more than one person who lost his balance while manhandling a bike onto a service stand. The bike crashed to the shop floor. Could fuel spill during such a fall? Not if no fuel is present. Wherever sparks or flame are exposed (for example, during a spark check) be sure there is nothing for them to ignite. While it’s sensible to have a fire extinguisher in your shop, it’s better to prevent fire than to fight it once started. Don’t let yourself become too comfortable with fuel. View the full article

The 2021 Moto Guzzi V7 Special. (Moto Guzzi/)Moto Guzzi updates its classic V7 for 2021, replacing the 744cc transverse-twin engine with an 850cc unit derived from the V85TT and V9. Moto Guzzi claims the new engine has a 25-percent boost in maximum power, producing 65 hp at 6,800 rpm and 54 pound-feet of torque at 5,000 rpm—that’s 13 more horses and 10 more pound-feet than the outgoing V7 III. Guzzi also claims that more than 80 percent of its torque is available at 3,000 rpm. The Italian marque used the update as an opportunity to axe the roman numerals from the model designation, which it used since the V7′s revival in 2007. The V7 Stone in Copper Orange features a more minimalist attitude. | (Moto Guzzi/)On the chassis side, Moto Guzzi reinforced the frame around the headstock and added longer-travel twin Kayaba shocks. Ergonomically, there’s a new saddle and updated footpeg supports to increase comfort. A wider 150/70 rear tire replaces the outgoing model’s 130/80-section rubber. Like its predecessor, there’s a single disc brake up front, a shaft final drive, and a heck of a lot of Mandello del Lario personality in between. Aesthetic updates include new side panels and a shorter rear mudguard. For 2021, the V7 will be available in two versions—the V7 Stone and V7 Special. The V7 Stone has a single LCD gauge, LED lighting, cast aluminum wheels, and a headlight that features a DRL in a shape reminiscent of the Guzzi eagle. Three satin finishes include Nero Ruvido, Azzurro Ghiaccio, and Arancione Rame—names that further prove that everything sounds cooler in Italian. In English, the colors are Rough Black, Ice Blue, and Orange Copper. Check out the eagle-shaped daytime running light in the headlight. The shape is repeated in the dash. (Moto Guzzi/)The V7 Special has dual analog dials, spoked wheels, a classic round headlight, and comes in two color schemes: Blu Formale (Formal Blue) and Grigio Casual (Casual Gray). Availability and price have yet to be announced, but for reference, the V7 III started at $8,490. As we’ve seen in the past, the V7 lineup has comprised many variations over the years, so we expect the Stone and Special are just the beginning of what we can expect to see in the lineup. The latest V7 isn’t a huge departure from the V7 III formula, and given the category and the bike’s uniqueness in the market, that’s likely a good move. While we’ll never stop hoping Moto Guzzi will build a modern version of the sublimely attractive MGS-01 sportbike, there’s a certain comfort knowing that Guzzi is staying true to itself, continuing to develop its iconic engine platform, and building reasonably priced motorcycles with classic aesthetics and strong identity. 2021 is the 100th anniversary of the company’s founding. (Moto Guzzi/)That said, the V85TT adventure-tourer proved the Guzzi formula is flexible enough to be reworked without having to think outside the vee, as it were. With more modern equipment than its stablemates, the V85TT invites comparison to similarly intentioned and comparably equipped machines in the adventure-touring category. At the same time, it’s still very much its own thing. The V7 Stone’s digital instrument cluster. (Moto Guzzi/)All of that’s to say: If the folks in Mandello del Lario decide to take the new V7 and give it the cafe racer treatment with modern fully adjustable suspension and clip-ons, or go the scrambler route and fit it with long-travel suspension and barkbusters, we would be neither disappointed nor completely surprised if they turned out to be pretty sensational in a uniquely Guzzi kind of way. View the full article

A lot of KTM's tech can be found on this new adventurer. View the full article

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