Admin

2020 Husqvarna FS 450 (Husqvarna/)Grippy racing slick tires, a flickable and confidence-inspiring chassis, and serious power is what makes closed-course supermoto so damn fun. And that’s exactly what Husqvarna had in mind when building the FS 450. Sharing the same engine and frame as the Husky FC 450 motocrosser, the FS takes already potent performances and dedicates itself to Supermoto competition with 16.5-inch and 17-inch wheels made to fit slicks. 2020 Husqvarna FS 450 Reviews, Comparisons, And Competition Cycle World Senior Editor Justin Dawes rode the 2019 supermoto and found, “Right out the gate, the chassis felt balanced and stable on the short and choppy track. Knee down or leg out or a combination of both—the Husky doesn’t care how you ride it; it just hooks a corner with massive grip and exceptional feel. Transitions from side to side are instantaneous and snappy.” 2020 Husqvarna FS 450 (Husqvarna/)The FS 450 is the only competition-specific supermoto on the market, but other supermotos include the Suzuki DR-Z400SM, KTM 690 SMC R, Ducati Hypermotard 950/SP, and Aprilia Dorsoduro 900. 2020 Husqvarna FS 450 (Husqvarna/)Husqvarna FS 450 Updates For 2020 No major updates were made for the 2020 model. 2020 Husqvarna FS 450 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} .tg .tg-0lax{text-align:left;vertical-align:top} Price: $10,999 Engine: Liquid-cooled SOHC single-cylinder Displacement: 450cc Bore x Stroke: 95.0 x 63.4mm Horsepower: 63 hp Torque: N/A Transmission: 5-speed Final Drive: Chain Seat Height: 35.0 in. Rake: 26.1° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 11.2-in. travel Rear Suspension: Fully adjustable; 10.5-in. travel Front Tire: 125/600R-16.5 Rear Tire: 165/630R-17 Wheelbase: 58.1 in. Fuel Capacity: 1.8 gal. Wet Weight: 227 lb. View the full article

2020 KTM 85 SX (KTM/)For 11- to 15-year-olds, the KTM 85 SX models offer a range in tire sizes (and consequently seat heights) to suit the formidable growing stage of the tween and teenage years. This motocrosser is specified for young riders who have more experience and are looking to race competitively in junior classes. The 17/14 wheel size is perfect for those looking to transition from the 65cc class while the 19/16 model adds a super-mini step before moving onto full-size machines. A chrome-moly steel frame (much like those seen in KTM’s larger dirt bikes) houses its 85cc single-cylinder two-stroke engine and fully adjustable WP Xact suspension assists in tackling the technical tracks that the aspiring racers will come across. 2020 KTM 85 SX 19/16 And 17/14 Reviews, Comparisons, And Competition The 85 SX won Dirt Rider’s 2016 85cc MX Shootout for its smooth, broad, controllable power with great over-rev and overall didn’t have any flaws. DR did note that this is a bike geared for top-level racers, so trailbikes would be recommended for new young riders. Multiple manufacturers are taking into account the younger riders, so competition for the 85 SX is pretty fierce: Husqvarna TC 85 19/16 and 17/14, Kawasaki KX85, TM MX 85, Suzuki RM85, and Yamaha YZ85. 2020 KTM 85 SX (KTM/)KTM 85 SX 19/16 And 17/14 Updates For 2020 No major updates were announced for 2020. The two variants (19/16 and 17/14) represent the two different wheel sizes available. 2020 KTM 85 SX (KTM/)2020 KTM 85 SX 19/16 And 17/14 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} .tg .tg-0lax{text-align:left;vertical-align:top} Price: $6,199 (19/16)/$5,999 (17/14) Engine: Liquid-cooled single-cylinder two-stroke Displacement: 85cc Bore x Stroke: 47.0 x 48.9mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 35.0 in. (19/16)/34.1 in. (17/14) Rake: 24.0° Trail: N/A Front Suspension: 43mm inverted fork, fully adjustable; 10.9-in. travel Rear Suspension: Fully adjustable; 12.0-in. travel Front Tire: 70/100-19 (19/16) / 70/100-17 (17/14) Rear Tire: 90/100-16 (19/16) / 90/100-14 (17/14) Wheelbase: 50.8 in. Fuel Capacity: 1.4 gal. Dry Weight: 150 lb. (19/16)/148 lb. (17/14) View the full article

2020 KTM 65 SX (KTM/)For juniors who are looking for the next step up in a competition/race-style motocrosser from KTM there’s the KTM 65 SX. The adjustable WP Xact suspension can be tailored to meet the rider’s or track’s specifications. Maxxis knobbies provide grip while four-piston calipers clasp wave brake discs. Powering this six-speed dirt bike is a 65cc single-cylinder two-stroke engine. 2020 KTM 65 SX Reviews, Comparisons, And Competition When Dirt Rider looked at Caleb Tate’s 65 SX, contributing author Mark Kariya related: “Born for the motocross track, the KTM 65 SX can be adept at off-road racing and even long endurance races like the 3 Bros. 10-hour at Glen Helen with a few modifications and regular maintenance.” Head-to-head comparisons can be made with this model and the Kawasaki KX 65, Yamaha YZ65, and Husqvarna TC 65. 2020 KTM 65 SX (KTM/)KTM 65 SX Updates For 2020 Aesthetically new graphics are seen for this year. Mechanically, KTM claims that they have reworked the ignition curve for improved performance as well as allowed for fine-tuning with a new alternative needle for the carburetor that is included. 2020 KTM 65 SX (KTM/)2020 KTM 65 SX 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} .tg .tg-0lax{text-align:left;vertical-align:top} Price: $5,049 Engine: Liquid-cooled single-cylinder two-stroke Displacement: 65cc Bore x Stroke: 45.0 x 40.8mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 29.5 in. Rake: 25.5° Trail: N/A Front Suspension: 35mm inverted fork, fully adjustable; 8.5-in. travel Rear Suspension: Compression and preload adjustable; 10.6-in. travel Front Tire: 60/100-14 Rear Tire: 80/100-12 Wheelbase: 44.8 in. Fuel Capacity: 0.9 gal. Dry Weight: 117 lb. View the full article

2020 KTM 50 SX (KTM/)A great way to get a lifelong racer is to tune their skills when they are young. With a mini dirt bike like the KTM 50 SX your child can learn the ropes of motocross and racing. Intended for 4–10-year-olds, the 50 SX is a pint-size moto machine with its two-stroke 49cc single-cylinder engine and an adjustable multi-disc automatic clutch that make it ideal for those who are learning to ride by taking the shifting technique out of the equation. The mini moto also has a lightweight chassis that follows the developments made in 2019. It is equipped with WP Xact 35mm inverted fork and a WP Xact shock, 160mm disc brakes front and rear, and is kickstarted. 2020 KTM 50 SX (KTM/)2020 KTM 50 SX Reviews, Comparisons, And Competition If you’re in the market for a 50cc two-stroke motocross bike for your young grom, the most comparable option rolls off the same assembly line as the 50 SX, which is the Husqvarna TC 50. As far as displacement goes, there are plenty of other 50cc machines on the market, though they are more beginner and trail-oriented. The realm of little tyke bikes include the Yamaha PW50, Honda CRF50F, Suzuki DR-Z50, and Yamaha TT-R50E. KTM 50 SX Updates For 2020 The cast aluminum swingarm is new and provides enhanced stability and easier chain adjustment—the latter of which parents could appreciate. New graphics for 2020 also align it with the designs of the larger SX models. The starting price of this machine is $4,349. 2020 KTM 50 SX (KTM/)2020 KTM 50 SX 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} .tg .tg-0lax{text-align:left;vertical-align:top} Price: $4,349 Engine: Liquid-cooled single-cylinder, two-stroke Displacement: 49cc Bore x Stroke: 39.5 x 40.0mm Horsepower: N/A Torque: N/A Transmission: Automatic 1-speed Final Drive: Chain Seat Height: 26.9 in. Rake: 24.0° Trail: N/A Front Suspension: 35mm inverted fork, fully adjustable; 8.1-in. travel Rear Suspension: Fully adjustable; 7.3-in. travel Front Tire: 60/100-12 Rear Tire: 2.75 x 10 Wheelbase: 40.6 in. Fuel Capacity: 0.6 gal. Dry Weight: 91.5 lb. View the full article

2020 KTM 50 SX Mini (KTM/)Like the 50 SX, the 2020 KTM 50 SX Mini is a youngster’s dirt bike, but is tailored to shorter riders with its smaller wheels and shorter seat height. It also features the automatic clutch that is helpful for the youth. Inspired by the thin profile of the full-size SX-F models, this mini is slim in design for handling and comfortable ergonomics. 2020 KTM 50 SX Mini Reviews, Comparisons, And Competition KTM’s own 50 SX serves as mini competition as does Husqvarna’s TC 50. Other 50cc trail- and beginner bikes include the Yamaha PW50, Honda CRF50F, and Suzuki DR-Z50. 2020 KTM 50 SX Mini (KTM/)KTM 50 SX Mini Updates For 2020 Graphic updates are the only changes for 2020. The 50 SX Mini is available at a starting MSRP of $3,849. 2020 KTM 50 SX Mini (KTM/)2020 KTM 50 SX Mini 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: $3,849 Engine: Liquid-cooled single cylinder, two-stroke Displacement: 49cc Bore x Stroke: 39.5 x 40.0mm Horsepower: N/A Torque: N/A Transmission: Automatic 1-speed Final Drive: Chain Seat Height: 22.0 in. Rake: 23.6° Trail: N/A Front Suspension: 35mm inverted fork; 3.9-in. travel Rear Suspension: Fully adjustable; 5.6-in. travel Front Tire: 2.50 x 10 Rear Tire: 2.75 x 10 Wheelbase: 36.0 in. Fuel Capacity: 0.6 gal. Dry Weight: 88 lb. View the full article

2020 KTM 300 XC-W TPI (KTM/)KTM continues to dedicate itself to its enduro two-stroke line. Proof lies in the KTM 300 XC-W TPI. This model has seen significant updates in 2020 and is a dirt bike built to tackle the extreme—we’re talking overcoming the insane technical muddied trails and tight taped-off tracks to unbelievable boulder climbing—KTM didn’t dedicate a Six Days- and Erzbergrodeo-specific XC-W models just for fun. These machines are meant to be ridden hard in every trail and technical scenario you can put them in. The TPI (transfer port injection) contributes to fuel efficiency and clean emissions. As an added bonus, TPI technology alleviates the need for premixing gas and jetting a carburetor, so you can fill up at the pump and leave your jetting kit at home. 2020 KTM 300 XC-W TPI (KTM/)2020 KTM 300 XC-W TPI Reviews, Comparisons, And Competition Competition for this model would include the KTM 250 XC-W TPI, Husqvarna TE 300i, Husqvarna TE 250i, GasGas EC 300, TM EN 300 Fi ES, Sherco 300 SE-R, and Sherco 300 SE Factory. If you desire a two-stroke with TPI technology, but are looking to ride faster-paced trails that require a little more support from the suspension, the KTM 300 XC TPI, KTM 250 XC TPI, Husqvarna TX 300i, or GasGas EX 300 may suit your fancy. Race ready? Dirt Rider took a closer look at Manuel Lettenbichler’s KTM 300 XC-W TPI and the adjustments he made to his championship-winning model. It was “built at the FMF KTM Factory Racing team’s shop in Murrieta, California. Manni brought his own suspension, ECU, Akrapovič exhaust system, handlebar, and grips,” DR covered. KTM 300 XC-W TPI Updates For 2020 The 300 XC-W TPI has been completely reworked for 2020. New elements include the frame and subframe, Pankl six-speed transmission, airbox, aluminum head stays, bodywork and seat, mapping, throttle body, battery, and exhaust. Parts that have been reworked and updated include the power valve drive mechanism, wiring harness, and WP suspension. 2020 KTM 300 XC-W TPI Six Days (KTM/)To commemorate the International Six Days Enduro (ISDE) and the Erzbergrodeo hard enduro, the 300 XC-W TPI is also available in the Six Days and Erzbergrodeo variants decked in special graphics. The Six Days features a skid plate, Supersprox two-piece rear sprocket, orange triple clamps, chain guide, and frame, and a Six Days seat to name a few add-ons over the standard model. The limited-edition Erzbergrodeo model is packed with KTM PowerParts and showcases a Selle Dalla Valle Factory seat, front and rear disc guards, closed hand guards, pull straps, and more. 2020 KTM 300 XC-W TPI 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: $9,999 (base)/$10,999 (Six Days)/$11,299 (Erzbergrodeo) Engine: Liquid-cooled single-cylinder two-stroke Displacement: 293cc Bore x Stroke: 72.0 x 72.0mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.8 in. Rake: 26.5° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 11.8-in. travel Rear Suspension: Fully adjustable; 12.2-in. travel Front Tire: 90/90-21 (base) / 80/100-21 (Six Days and Erzbergrodeo) Rear Tire: 110/100-18 (base) Wheelbase: 58.3 in. Fuel Capacity: 2.4 gal. Wet Weight: 228 lb. (base)/229 lb. (Six Days and Erzbergrodeo) View the full article

Brembo supplies braking components to every team in MotoGP and uses the racing arena to develop parts for everyday consumers. (Brembo/)While approaching the famous turn 4 at Spielberg Circuit in Austria, MotoGP bikes can brake from 286 kph (178 mph) to 84 kph (52 mph) in 4.5 seconds over 215 meters (705 feet), a deceleration equal to 1.5 Gs, with a force on the lever of only 5.6 kilos (12.3 pounds). How is it possible? This is only one of the challenges that Brembo has to face at the Austrian track, one of the most severe for the Italian brake manufacturer. We spoke to Brembo MotoGP Trackside Engineer Andrea Pellegrini about how it is possible for a standard braking system to achieve such incredible braking performance. Here are the five key ingredients of Brembo braking systems that determine unrivaled performance. Weight In ruthless MotoGP competition, every gram counts. “The teams keep asking for lighter components without compromises in performance. This has been a primary focus,” Pellegrini says. “My background is in Formula 1, and interestingly, I’m seeing MotoGP following the same path around 10 years later. At the request of the teams we have developed lighter disc carriers that allow us to save around 40 grams. The new caliper is also lighter while maintaining the same stiffness. Saving weight from the discs and the wheels as well, we can arrive at reductions of 1 kilo [2.2 pounds], which is a lot.” Every detail of Brembo’s braking system is designed with performance in mind. When stopping from speeds as high as 220 mph, braking power and lap-to-lap consistency are vital. (Brembo/)Aerodynamics Aerodynamic development is also involved in the braking system. At the start of the 2020 MotoGP World Championship, Brembo introduced the new GP4 caliper, a four-piston radial Monoblock unit machined from a solid piece of aluminum. This new caliper incorporates new fins on its external body to ensure more efficient cooling of the caliper, and consequently, the entire braking system. Temperatures As modern MotoGP bikes strive for higher top speeds, they also place more demand on the braking system, resulting in increased temperatures. “In some corners, temperatures of carbon brake discs reach peaks of 1,000 degrees Celsius,” Pellegrini says. “This is why ventilation is needed. [We incorporate cooling] so that the brakes can work at an average temperature of 600–700 degrees, with peaks of 800 degrees.” That’s one piece of the puzzle. According to Pellegrini, every component of the system has to be in its optimum temperature range for maximum performance. “The winglets incorporated into the caliper, together with the air ducts, decrease the temperatures of the calipers, which need to work below 200 degrees Celsius for consistent performance throughout the race distance.” The Red Bull Ring in Spielberg, Austria, is one of the most demanding racetracks on the MotoGP calendar, with several severe braking zones. (Red Bull/)Circuit Grading If weight, size, and temperature are real challenges for the Brembo engineers, so is the track layout. Analyzing the demands of each racetrack is crucial in determining the choice of braking components. Each circuit on the MotoGP calendar is ranked from grade 1 to 5. For example, the most demanding circuits in regard to brake performance are the Twin Ring Motegi in Japan, the Red Bull Ring in Austria, and Malaysia’s Sepang International Circuit. Here, engineers recommend using larger-diameter 340mm discs to cope with the severe forces seen in deceleration from speeds over 300 kph down to 100 kph. Other circuits, like Australia’s Phillip Island or the Netherlands’ Assen, require less braking force. There, 320mm discs are up to the task. Seen here is the cockpit of Andrea Dovizioso’s Ducati. Note the twin master cylinders—one being used for his thumb-actuated rear brake lever on the left handlebar. (Brembo/)Varying Riding Styles Every rider has a unique style, which affects the demands on the braking system, says Pellegrini. “Each rider has his unique style, but we can divide them into two macro categories: Those who brake earlier and with less intensity, but carry brake pressure for a longer period of time; and those who use more brake pressure prior to corner entry, but over a shorter time. These two riding styles directly affect the temperature and, consequently, the carbon wear.” Brembo collects and analyzes the data of all MotoGP riders. Among the late brakers, including Valentino Rossi, Marc Márquez, and Andrea Dovizioso, each has his own preference. Ducati’s Dovizioso was a pioneer in using a thumb-actuated rear brake, which has since been adopted by a majority of his competitors. “I tested it for the first time when I was at Repsol Honda HRC, but I used it regularly when I switched to Ducati. I’m happy to see that afterward the majority of the other riders started to use it. I mainly use it in the right-hand turns, because you cannot use the rear brake [pedal] with the foot in the middle of the corners.” Known as one of the hardest-braking riders in MotoGP, Dovzioso has been instrumental in Brembo’s ongoing development. (Red Bull/)From the World Championship to the Consumer Racing has always been the perfect laboratory for testing the latest technology, which is later carried down to production motorcycles. The GP4-MS caliper, derived from Brembo’s MotoGP endeavors, is an example. Designed for track enthusiasts and those who seek innovative performance, the Brembo GP4-MS is inspired by the Monoblock caliper developed for MotoGP. It comes equipped with four 30mm-diameter pistons, nickel surface finishing, and an optimized topological outer design that aims to strike a balance between rigidity and low weight. The kit also includes the eye-catching heat-sensitive adhesive stickers used in MotoGP to assess the operating temperature reached by the calipers after each session. Ceramic discs are magnificent pieces of art until they reach their 300-degree Celsius operating temperature, at which point they provide monster stopping power. (Brembo/)A Glimpse Into the Future: Carbon Ceramic The future of braking technology? Carbon ceramic. These materials are said to offer more consistent and efficient performance at a lighter weight. Brembo is actively studying this new material for everyday use, but recognizes the challenge of required warm-up time. For example, the brakes used in MotoGP do not work until the discs reach a temperature of 300 degrees Celsius, which explains why racers “ride the brakes” while exiting pit lane. Pellegrini goes on: “Requirements for the street are different from those in racing, as brakes need to be efficient when exiting a home garage. There is not enough time or space to warm them up, so we use steel brakes per regulations in the World Superbike, Moto2, and Moto3 championships. This is a reason why these categories are also important as a laboratory for testing new solutions that apply to street products.” View the full article

Yamaha’s TZ750A was unique for its four-pipe exhaust layout, all of them flat. Later models would adopt a different configuration. (John Owens/)As the winter of 1973-74 wore on, wisps of news regarding Yamaha’s revolutionary TZ750A roadracer began to arrive at Boston Cycles (it would win the Daytona 200 nine consecutive times). It has four pipes! The pipes are all under the frame and the only way they can fit is if they’re flat. My heart sank. I had tried flat pipes in the spring of 1970 and they quickly cracked as exhaust pressure pulses, coming at the rate of 150 per second, tried to blow the pipes out to a round cross-section. Their flat sides heaved like the flanks of an exhausted horse. Then, more rumor: Don Vesco and Kel Carruthers have a surefire treatment that keeps the flat pipes 100 percent OK—not to worry. Another bit of info claimed that you could “just sand-blast the flat pipes and no cracking—ever.” Or wrap them in asbestos paper. Have them annealed. And on and on. Homegrown solutions to the TZ750′s flat-pipe dilemma appeared out of necessity. (Tim Sutton/)I didn’t believe it. Bend metal back and forth, back and forth, and it will fatigue and crack. Reciting poetry to it doesn’t change that. I ordered sheet metal to roll my own round pipes. My plan was to put just two big fat pipes under the frame, with the simultaneous-firing cylinders No. 1 and 4 routed into one pipe, and No. 2 and 3 into the other. These were 2-into-1 pipes. Trouble was, my supplier didn’t have deoxidized (“killed”) 20-gauge sheet steel in stock—just some hot-rolled stuff. I took it. When the bike arrived at BC, I picked it up and started cutting. I hung the four strange-looking flat pipes from a water pipe in the ceiling of my basement shop. If I had them today, they’d be worth amazing bucks from the purist resto people. When I started to weld the cones I’d made, I knew I was in trouble. As I pushed the glowing puddle along each seam, sparks exploded out of the metal, causing the torch to pop, blow away the hot metal, leaving a hole, and often go out. It was grim going, but I filled the holes and soldiered on. It was lumpy. To anyone who welds, the pipes looked awful, amateurish. At Daytona that March, long spears of shattered flat pipes littered the track. Soon, Kel Carruthers would show Yamaha a pipe set consisting of three under and one pipe crossing left-to-right just behind the four carburetors. His pipes were round, and Yamaha quickly put them into production. In mid-1974, after BC’s rider Jim Evans had finished third at Talladega (as the top privateer behind two Yamaha team bikes), I got a strange phone call. The man on the line said he was seeking Boston area artists to lend samples of their work for a special show. Someone had fingered me! The fellow arrived and seemed delighted with the pipes and wanted to take them away on the spot. I needed the pipes for upcoming races, but there was an equally strong other reason not to show them in public: They were ugly. I told the show rep this. “Oh nooo,” he said, “That’s why I want them, need them for this exhibit. They’re so elemental! They look as though you’d pulled them with your bare hands from the fires of creation!” As by then I had a capable assistant who was making really nice copies of those pipes for customers, and out of the proper sheet stock. I showed the rep their beautiful welds and graceful body-worked curves. “Will these do?” He looked downcast. “No, those are too… too…” As he struggled for words, I said, “Good-looking?” We left it at that and he went away empty-handed. I wasn’t about to put my ugly creations in an art show, with the implied excuse that I was some kind of “crafter.” View the full article

Hello Quicky, 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.

.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%; } Just about the time manufacturers figured out basic electronic ignitions and how to keep oil inside engine and transmission cases, there’s been an ongoing chorus of “bikes are so good these days, you can just pick your favorite color.” Not true, never has been. Motorcycles are amazingly good, but product differentiation, improved technology, tightened regulations, and the ever-moving line of excellence mean there are always discernible differences and meaningful “bests.” <em>Cycle World</em>’s Ten Best Motorcycles of 2020. (Robert Martin/)These 10 bikes are just the latest examples of how far we’ve come, and when you compare them to where we were even five years ago, it’s clear there is no end to improvements in performance, safety, and fun. 2020 BEST MIDDLEWEIGHT STREETBIKE: KTM 890 Duke R The KTM 890 Duke R is <em>Cycle World</em>’s Best Middleweight Streetbike for 2020. (Jeff Allen/)Leave it to KTM to continuously “evolutionize” its platforms in search of perfection. Case in point: the KTM 890 Duke R. Only a short year after introducing the 790 Duke, the Austrians upgraded the middleweight Duke, making it lighter, faster, and more adjustable. The result is a well-balanced motorcycle with a fun factor of 11. KTM’s 890 Duke R turned up the performance and fun from the 790 Duke with top-shelf parts and more power. (Jeff Allen/)And despite taking Best Middleweight Streetbike honors, the KTM 890 Duke R is so much more than just a streetbike. The Duke blends the lines of everyday, civilized rideability with the Austrian’s unruly motard heritage and a punch of performance that will turn heads at the racetrack. Seriously. The torquey nature and immediate acceleration of its 889cc parallel twin, excellent-feeling WP Apex suspension components, Brembo brakes, state-of-the-art electronics package, and nimble chassis add a flavor that’s unfamiliar to its competitors. Road or racetrack, the KTM 890 Duke R guarantees a helluva good time. 2020 BEST OPEN-CLASS STREETBIKE: Triumph Speed Twin The Triumph Speed Twin is <em>Cycle World</em>’s Best Open-class Streetbike for 2020. (Jeff Allen/)It could have been that moment late on a spring day when a staffer left the office to see the Speed Twin backlit by the setting sun, the great fiery ball actually framed by the motorcycle, that this bike cemented itself in our hearts and minds. “What?” you ask. Yes, the sun was shining right through the Triumph Speed Twin, framed by induction systems, cylinders, the transmission, and side covers because there is a beautiful airy hole there. It was an overwhelmingly perfect way to experience the classic British twin’s lines and stance. Combining the look of a classic British twin with a sporty, Thruxton-derived chassis and torquey 1,200cc parallel twin brought new magic to Triumph’s Classic line. (Jeff Allen/)But as much as we like looking at the Speed Twin, riding it is substantially more satisfying. Triumph’s 270-degree, 1,200cc parallel twin gives the bike a moving sound, which is backed up by 91 hp and 80 pound-feet of torque delivered through a slick six-speed gearbox. It doesn’t hurt that this is essentially a Thruxton chassis, which gives handling a sweet edge that livens up the bike in an enticing way. OK, so the thin seat does bum out the backside a bit, but the overall ergonomics are super comfortable. The Speed Twin is so much more than just a retro-inspired nostalgia trip; it is an exceptional big-bore motorcycle you’ll want to ride every day. 2020 BEST SUPERBIKE: Ducati Superleggera V4 The Ducati Superleggera V4 is <em>Cycle World</em>’s Best Superbike for 2020. (Jeff Allen/)There are a lot of things to be impressed about with production open-class superbikes, and even more so with homologation-special racing models, but the Ducati Superleggera V4 is something extra special. It’s an Italian purebred built with a focus strictly on outright performance, completely unfettered by anything so arbitrary as racing regulations. Its focus on pure excellence extends to all the titanium and carbon fiber you can stand. “Superleggera” translates to “super light.” And there’s not much else you need to know. Ducati claims that the Superleggera V4 is a featherweight 335.5 pounds—that’s with an empty fuel tank, drained of necessary oil, and also a missing battery. Still, that’s quite an impressive number. Pair that with the claimed 234 hp in racing-kit form, and you’ll know Ducati means business. The Superleggera V4 is the ultimate example of Ducati’s V-4-powered superbike—a street-legal, production motorcycle designed to expand the boundaries of performance. (Jeff Allen/)But performance numbers only mean so much, and what makes the Superleggera so impressive is its rideability. The Superleggera is dripping in top-shelf components, MotoGP-derived electronics, and usable performance. Oh, and biplane aerodynamic wings off of Ducati’s Desmosedici GP16 MotoGP racer. But premium products come at a premium price tag. Each bike costs $100,000, and only 500 were made. Just as we have the dream of owning one to shoot for, so can other manufacturers dream of one day competing with the Superleggera. 2020 BEST ENDURO/DUAL SPORT: Beta 500 RR-S The Beta 500RR-S is <em>Cycle World</em>’s Best Enduro/Dual Sport for 2020. (Jeff Allen/)The dual-sport spectrum is wide these days. Over there on the mellow side, you can get yourself a soft-suspension, air-cooled couch that will reliably soldier on through most terrain, if you’re into that sort of thing. And then waaaaaay over there on the other end is this red-and-white flamethrower of pure, explosive racebike—and, oh, here are some lights hung on it. Leave it to the Italians to deliver a bike like this Beta 500 RR-S with so much corsa and just casually throw some street gear at the bike to see if it will stick like so much spaghetti. It’s this Italian manufacturer’s first appearance on Cycle World’s Ten Best list, and it comes thanks to a major overhaul that included a new engine, a redesigned frame, and updated suspension. Its 478cc DOHC single produces 47 hp on Cycle World’s in-house dyno, which is a remarkable 6.7 more horsepower than its nearest competitor. Having a more aggressive engine character than its opponents contributes to the Beta’s racebike feel. Additionally, the engine’s abundance of usable torque makes the Italian machine more controllable and easy to ride a gear high when the situation calls for it. If there was ever a friendly flamethrower, this is it. The 2020 Beta 500 RR-S puts a serious edge on dual sport fun with its exciting engine character and a superb-handling chassis. (Jeff Allen/)ZF Sachs suspension provides a somewhat firm yet progressive feel throughout the stroke. Both ends are supple enough for technical terrain, but maintain a sufficient amount of holdup when speeds increase. The bike is narrow, the seat is hard, and the ergonomics are aggressive, and even though the 500 RR-S weighs as much as 10 pounds more than its hardcore competition, you’d never know by how easy it is to maneuver. The Beta 500 RR-S takes the prize for its single-minded desire to shred. If Ducati ever built a race-focused dual sport bike inspired by MotoGP, it would be a lot like this. 2020 BEST STANDARD: Triumph Scrambler 1200 XC The Triumph Scrambler 1200 XC is <em>Cycle World</em>’s Best Standard for 2020. (Jeff Allen/)The Triumph Scrambler 1200 XC has us feeling all nostalgic. No, not for some vague idea about riding a parallel-twin sled in the desert with Bud Ekins and Steve McQueen in the ’60s, but for the time in early spring 2020 when we were exploring beautiful California back roads on five of the finest, most stylish standard bikes ever made. In fact, it was during that comparison test when the ultra-fine balance of the Triumph Scrambler proved itself, topping a very tough field over many, many inspirational miles of testing. Its do-it-all personality helps the Triumph Scrambler 1200 XC do unstandard things, which helped make it Best Standard. (Jeff Allen/)It turns out the Scrambler ethic perfectly expresses itself as a standard motorcycle, bringing huge flexibility and a sense of fun to a comfortable motorcycle of great utility. The XC’s suspension travel, slightly shorter than its off-roadier brother, the XE, makes for a lower seat height and easier overall “engagement,” if you will. But you still get awesome dirt-road chops so you can do the unstandard thing of throwing up a dust cloud in mountains, desert, or forest. Or across that dirt lot you see on your daily commute. So willing, so fun, so comfortable—so Best Standard. 2020 BEST ADVENTURE BIKE: KTM 790 Adventure R The KTM 790 Adventure R is <em>Cycle World</em>’s Best Adventure Bike for 2020. (Jeff Allen/)In the year following its introduction and being named to the Ten Best list with zero argument, the 2020 KTM 790 Adventure R has retained the title of Best Adventure Bike. Despite several new middleweight adventure models being introduced this year, the KTM 790 Adventure R tops the competition again. The KTM 790 Adventure R continues to be the most extreme and capable adventure motorcycle you can buy. (Jeff Allen/)Excellent handling and comfortable ergonomics work together in any situation—on or off road, sitting or standing. The low center of gravity and mass centralization achieved by the low-slung fuel tank and compact 799cc parallel twin give the 790 Adventure R lightning-quick response to rider inputs while remaining stable in rough terrain. The 9.5-inch-travel Xplor suspension eats big and small terrain unlike any other adventure motorcycle on the market, allowing for more control in all conditions and for higher speeds off road. Through all this, and the rally DNA you feel in every riding situation, the 790 Adventure R continues to dominate the middleweight class with more of nearly everything, though it does come at a premium price of $13,699. But if you want to play, this is the best way to pay—by rolling out of the dealer fully equipped. And we’d open our wallets every time for this midsize KTM ADV. 2020 BEST CRUISER: Indian Challenger The Indian Challenger is <em>Cycle World</em>’s Best Cruiser for 2020. (Jeff Allen/)Style and tradition drive desire in the cruiser market. Yes, we want more power, higher technology, and innovative gadgets, or even touchscreens and rider aids, but it better be dressed up in fringe and conchos, and delivered with a distinctly American twang. OK, so we don’t need fringe or conchos specifically, but you get the idea; it’s got to make us think red, white, and blue, even if it’s flat black. So, as the market asks for more performance from what amounts to a 1940s silhouette, what do manufacturers do? Well, if the manufacturer is Indian, it stuffs near-Gold Wing-level performance and technology in a classic bagger silhouette and calls it the 2020 Indian Challenger. Indian’s Challenger offers more in nearly every way: Power, handling, and user features are all a step ahead of its bagger competition. (Jeff Allen/)At the Challenger’s core is Indian’s new PowerPlus 108 engine that cranks 103.1 hp and 113.1 pound-feet of torque on the Cycle World dyno. The inverted fork, Fox monoshock, and Brembo braking system all work together to deliver an excellent balance of smooth riding, connected feel, and remarkable stability, whether you’re on the highway or carving through canyons. The sound system is loud and clear, the TFT touchscreen is bright and easily navigated, storage is ample, and ergonomics are well-tuned. For roughly the same price as the competition, the Challenger has more to offer in nearly every category. 2020 BEST LIGHTWEIGHT STREETBIKE: Kawasaki Z400 The Kawasaki Z400 is <em>Cycle World</em>’s Best Lightweight Streetbike for 2020. (Jeff Allen/)It’s no fluke that Kawasaki has taken the class crown two years in a row with the same platform—scratch that, three years, if you include the full-faired Ninja 400. But the Z400 rightfully owns the title. This naked(ish) streetbike is easily approachable for less-experienced riders, but also packs an entertainment value that few other under-500cc bikes possess, and will cause an ear-to-ear grin no matter how many miles you have under your belt. Kawasaki’s Z400 packs an unmatched entertainment punch for every level of rider, new or pro. (Jeff Allen/)The compact 399cc parallel-twin engine produces 44 peak horsepower on our in-house dyno, but output is highlighted by a broad, flat torque curve. Meaning? Power delivery is extra-smooth and rider-friendly. To make it better, the Z400 comes equipped with ABS, a comfortable upright riding position, relatively low 30.9-inch seat height, and nimble chassis, not to mention the $4,999 suggested retail price. Did we mention it’s approachable? 2020 BEST TOURING BIKE: Honda Gold Wing Tour DCT Automatic The Honda Gold Wing Tour DCT Automatic is <em>Cycle World</em>’s Best Touring Bike for 2020. (Jeff Allen/)Freedom to roam is right at the heart of why we ride motorcycles. That makes it pretty easy to pick the Honda Gold Wing as the Best Touring Bike of 2020. Of course, touring bikes in general, from adventure to sport to luxury, fit the roaming bill. But what makes this Gold Wing different is the absolute ease of use and movement it provides in nearly every setting. The Tour model (with top trunk) and DCT (fully automatic or push-button seven-speed transmission) put this winning Gold Wing firmly in no-competition territory. Its combination of sportiness, comfort, capability, and ease of use make the Honda Gold Wing one of the greatest touring motorcycles ever made. (Jeff Allen/)If you have a religious affiliation with manual gearboxes, shift on, brothers and sisters, but we are here to tell you DCT is amazing, and it works with the Wing’s remarkable fingertip steering, compliant, controlled ride, and smooth-yet-growly 1,833cc flat-six that is happy ripping through the Rockies or traversing Texas in a single whack. The eagerness of this full-rig luxury touring bike to do exactly what you want is the real appeal here. Its overall high function entices you to ride all the time, everywhere, and the pure joy in efficient motion offers a kind of freedom that very few motorcycles ever made have done. 2020 BEST MOTOCROSS BIKE: Kawasaki KX450 The Kawasaki KX450 is <em>Cycle World</em>’s Best Motocross Bike for 2020. (Jeff Allen/)Defending a title is said to be more difficult than winning it in the first place, but that’s exactly what the Kawasaki KX450 accomplished this year by taking its second consecutive Best Motocrosser award. What helped it maintain its glorious victory? Start with an engine that provides a plentitude (yes, we said plentitude) of power combined with quick throttle response and phenomenal hydraulic clutch. This makes it easy to ride in any part of the powerband. Add in the KX450′s Showa 49mm coil-spring fork and Showa shock, which lean slightly more toward plushness rather than outright berm-slamming performance, and you have a chassis that is comfortable and easy to ride hard. In claiming its second consecutive Best Motocrosser honor, the Kawasaki KX450 now has made the Ten Best Bikes list five times. (Jeff Allen/)That excellent, beautifully damped suspension is holding up Kawasaki’s latest-generation aluminum chassis, which is designed to provide torsional rigidity to keep the bike tracking true, allied with just enough longitudinal flex to act as a kind of additional bump absorption when the track gets rough. Narrowness in the radiator shrouds, midsection, and number-plate area, and a flat seat help facilitate rider movement. In the most extreme and powerful class of motocrossers, the KX’s super-strong all-around performance outshines the competition. View the full article

Hello Mac1, 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 OliverE, 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.

2020 KTM 250 XC TPI (KTM/)The 250 XC TPI is another two-stroke dirt bike in the KTM lineup, now equipped with transfer port injection, which improves fuel efficiency, reduces exhaust emissions, and removes the need for rejetting a carburetor and premixing fuel.The TPI system on the 250 XC TPI is the same as what is used on the 300 XC-W TPI and 250 XC-W TPI enduro bikes, Dirt Rider covered. The 250 XC TPI off-road racer works its way around the track with a 250cc engine that is equipped with a new ambient air pressure sensor that aids in providing a smooth, crisp-running operation at any elevation. 2020 KTM 250 XC TPI Reviews, Comparisons, And Competition The KTM 300 XC TPI, Husqvarna TX 300i, and GasGas EX 300 are three other TPI-equipped two-stroke options to consider if you don’t mind an extra 50cc of displacement. If you’re set on a 250cc engine for your two-stroke cross-country machine, the Yamaha YZ250X is another model on the market. 2020 KTM 250 XC TPI (KTM/)KTM 250 XC TPI Updates For 2020 Plentiful updates are seen on the 250 XC TPI. For starters, there’s the addition of transfer port injection. The model also sees a new ambient air pressure sensor, exhaust system, and revised WP Xact suspension. The model is topped off with new graphics. 2020 KTM 250 XC TPI (KTM/)2020 KTM 250 XC TPI 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: $9,799 Engine: Liquid-cooled single-cylinder two-stroke Displacement: 249cc Bore x Stroke: 66.4 x 72.0mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.4 in. Rake: 26.1° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 12.2-in. travel Rear Suspension: Fully adjustable; 11.8-in. travel Front Tire: 90/90-21 Rear Tire: 110/100-18 Wheelbase: 58.5 in. Fuel Capacity: 2.3 gal. Dry Weight: 223 lb. View the full article

2020 KTM Freeride E-XC (KTM/)Although available in other markets in 2014, the KTM Freeride E-XC made its US introduction in 2017 followed by a multitude of updates in 2018. Over the past couple of years the e-machine has not seen any additional changes, however, it remains a midsize electric dirt bike that both beginners and pros can enjoy. Beginners will benefit from its lack of a clutch and gear shift lever, while more experienced riders will enjoy tapping into its electric motor’s claimed peak power of 18 kW. Its 260-volt lithium-ion battery can last for a claimed 1.5 hours (depending on the riding style) while energy recuperates when coasting or braking for added range. Its chassis consists of a composite frame, WP Xplor 43 fork, WP PDS Xplor shock, and long steering head for stability and handling. 2020 KTM Freeride E-XC (KTM/)2020 KTM Freeride E-XC Reviews, Comparisons, And Competition When it made its way to the US in 2017, the KTM Freeride E-XC claimed praise for its tight maneuverability, carrying its 238-pound weight well, and accompaniment to rider skills with its three ride modes. After the 2018 updates were implemented, which included a new battery, improved suspension and brakes, and additional features, these all added up to “move the bike more toward serious off-roader from playbike.” 2020 KTM Freeride E-XC (KTM/)KTM Freeride E-XC Updates For 2020 No updates for 2020. It comes at a starting MSRP of $10,499. 2020 KTM Freeride E-XC 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: $10,499 Engine: Liquid-cooled permanent magnet synchronous motor Horsepower: 24.5 hp @ 5,000 rpm Torque: 30.9 lb.-ft. from 0 rpm Transmission: 1-speed Final Drive: Chain Seat Height: 35.8 in. Rake: 23.0° Trail: N/A Front Suspension: 43mm inverted fork, fully adjustable; 9.8-in. travel Rear Suspension: Preload and compression adjustable; 10.2-in. travel Front Tire: 2.75-21 Rear Tire: 4.00-18 Wheelbase: 55.8 in. Capacity: 3,900 Wh Wet Weight: 245 lb. View the full article

2020 KTM 1290 Super Adventure S (KTM/)The KTM 1290 Super Adventure S is built as a serious road-going adventure machine with moderate off-road capability. With a claimed 160 hp cranking out of the 1,301cc V-twin and plenty of rider aids, the KTM 1290 Super Adventure S allows the rider to push the limits both on road and off. Tech includes semi-active WP suspension, motorcycle stability control, cornering ABS, lean-angle-sensitive traction control, and four ride modes. While these will help you push the boundaries of the motorcycle, the standard KTM My Ride offers GPS navigation so you can push the map’s boundaries as well. This machine is for the experienced adventure seeker who wants a do-it-all machine as their steed. Looking for more off-road potential from KTM? The well-equipped, long-travel 1290 Adventure R might suit your style. 2020 KTM 1290 Super Adventure S (KTM/)2020 KTM 1290 Super Adventure S Reviews, Comparisons, And Competition When the standard model 1290 Super Adventure won Cycle World’s Ten Best in 2015, we claimed it was a “long-distance, earth-conquering traveler, capable on pavement, dirt, gravel, and mud. Great every day too.” Competition includes the Ducati Multistrada 1260/S ($18,995), BMW R 1250 GS ($17,895), and Honda Africa Twin ($14,399). 2020 KTM 1290 Super Adventure S (KTM/)KTM 1290 Super Adventure S Updates For 2020 No major changes were announced for 2020. The model comes in orange or silver at a starting MSRP of $18,599. 2020 KTM 1290 Super Adventure S 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: $18,599 Engine: Liquid-cooled LC8 V-twin Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Horsepower: 160.0 hp @ 8,750 rpm Torque: 103.3 lb.-ft. @ 6,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 33.9 in./34.4 in. Rake: 26.0° Trail: 4.7 in. Front Suspension: 48mm inverted fork, semi-active; 7.9-in. travel Rear Suspension: Preload adjustable; 7.9-in. travel Front Tire: 120/70ZR-19 Rear Tire: 170/60ZR-17 Wheelbase: 61.4 in. Fuel Capacity: 6.1 gal. w/ 0.9 gal. in reserve Dry Weight: 474 lb. View the full article

2020 KTM 1290 Super Adventure R (KTM/)KTM does off-road performance. Case in point, the 2020 KTM 1290 Super Adventure R. With Dakar-inspired styling, longer suspension travel than the road-going S model, crash guards, and spoked wheels, the R is geared for any challenging expedition. It’s equipped with the same 75-degree 1,301cc V-twin that claims 160 hp and lean-angle-sensitive ABS and traction control, four ride modes, cruise control, a 6.5-inch TFT display, KTM My Ride package with navigation capability. 2020 KTM 1290 Super Adventure R Reviews, Comparisons, And Competition When our tester rode the 2017 1290 Super Adventure R he concluded that the ADV machine “is a lot of motorcycle, yes, but it’s a lot of very capable motorcycle, and just as willing to go off the beaten path as you are.” Competition includes dirt-ready models like Ducati Multistrada 1260 Enduro, BMW R 1250 GS Adventure, and Honda Africa Twin. 2020 KTM 1290 Super Adventure R (KTM/)KTM 1290 Super Adventure R Updates For 2020 No major changes were announced. The model is available in one graphic/color scheme for a starting MSRP of $18,599. 2020 KTM 1290 Super Adventure R (KTM/)2020 KTM 1290 Super Adventure R 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: $18,599 Engine: Liquid-cooled LC8 V-twin Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Horsepower: 160.0 hp @ 8,750 rpm Torque: 103.3 lb.-ft. @ 6,750 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 35.0 in. Rake: 26.0° Trail: 4.8 in. Front Suspension: 48mm fork, fully adjustable; 8.7-in. travel Rear Suspension: Fully adjustable; 8.7-in. travel Front Tire: 90/90-21 Rear Tire: 150/70-18 Wheelbase: 62.2 in. Fuel Capacity: 6.1 gal. w/ 0.9 gal. in reserve Dry Weight: 478 lb. View the full article

In its unrestricted ride mode, we were able to reach 47 mph on the Onyx RCR. (John Ryan Hebert/)The RCR is an incredibly stylish machine, a little bit ebike and a little bit electric motorcycle, which Onyx claims is capable of reaching speeds of around 60 mph. It has a headlight, taillight/brake light, blinkers, full suspension, and even a digital LCD dash with a speedometer and battery information, but no registered VIN. Having recently moved to Los Angeles, I now see a couple of these wood-clad machines pass my house every week. So what exactly is it? I reached out to Onyx Motorbikes to find out for myself. The RCR looks like a cross between a Tomos moped and an art school café racer concept. A large steel-tube frame, shrouded in wood and brushed aluminum, cradles the battery. It’s modern and minimal, but with classic motorcycle lines and appeal. It demanded attention everywhere I went without being garish or obnoxious. That styling first attracted me to the bike, the reason I looked it up in the first place. And then, right there on the website, there it is: “75-mile range, 60 mph top speed, 8 horsepower.” Impressive. But too good to be true? The RCR currently falls into a bit of a gray area when it comes to street legality. (Morgan Gales/)Now living in the heart of Los Angeles’ Los Feliz district, I was planning on using the RCR on road for in-city errands and commuting the 3.7 miles back and forth to my girlfriend’s bakery. When I arrived at Onyx headquarters, the team had prepared a model for me featuring its DRT kit, which costs about $300 and includes a front and rear fender, caged headlight, knobby tires, fork boots, and a cargo rack. It takes the refined café racer styling of the RCR and adds a little bit of utilitarian off-road toughness. When I saw the kit I decided I might have to expand my intended use. But first things first: Unload the bike and test it out. Left-hand controls include blinkers, horn, headlight, and a USB charging port. On the right hand is your throttle, ride mode select toggle, and power switch. The LCD in the middle displays volts, current battery level, mph, time, and odometer. (John Ryan Hebert/)When I first sat on the RCR, its gauge showed the battery at half charge. Seeing as the company claims a 75-mile range in Eco mode, I figured half of the battery was more than enough to get me those few miles home from the bakery, where I had naturally gone to show off this beautiful machine. I was sadly mistaken. Of course, excited as I was to ride this famed “60 mph” ebike-or-moped-or-whatever, I put it in Sport mode and gave the throttle a twist. It pulled forward about a foot and shut off completely. OK. I waited a moment and fiddled with the remote, locking, unlocking, trying buttons until eventually the RCR came back on. I tried to take off again; the same thing happened. OK, no Sport mode for me. I put it in Normal mode, launched more slowly with a limited throttle, and headed down the road. I made it about half a mile until it died on me again and wouldn’t come back on. A call to my contact at Onyx revealed that when the voltage sags too low, the battery will shut off to protect itself. So when the battery is at a less-than-full level, as it then was, it reaches that point more quickly and simply shuts off. The rider must take off the wooden cover and power cycle the battery to get it to turn back on. The cover does not come off smoothly or easily; it takes a key to unlock, followed by some sliding and navigating around the seat. After doing this about 15 times, I walked the 145-pound RCR a couple miles home, uphill, barefoot in the Los Angeles snow. On hard-packed dirt trails and rock, the RCR was an absolute joy to ride. It feels light and maneuverable, easily crossing rough terrain. (John Ryan Hebert/)And so home and on the charger it went. With a normal 110-volt wall plug and the five-amp charger, the RCR took about four hours to charge. The next morning I loaded the bike up and headed to a private off-road area to take some photos and get a more accurate idea of performance with a full charge. I started in Normal mode and, after twisting the throttle, had to double-check to make sure I wasn’t in Sport. It’s fast. It pulls off the line and keeps pulling all the way to the 35 mph limit. The tires grip rocks and dirt well. Honestly, if nobody had told me it was capable of going faster, I would have been perfectly happy riding around under 35 and giggling like a kid. I was ripping around, smiling unabashedly in my helmet and enjoying every minute for the first 4 miles, until I was climbing a hill and the power cut out again. The dash went black. Sport mode be damned. I powered the bike back on and swapped back to Normal. As you are able to swap on the fly while applying throttle, I would only switch to Sport mode when I was already moving at a significant pace so as to not overstress the battery and trigger the safety again. Issues with the RCR’s safety had us scared of getting too far from a charging point, despite being incredibly fun to zip around desert trails in silence. (John Ryan Hebert/)Nothing short of a crash will wipe that smile off your face quicker than a bike that just keeps quitting. After minding the throttle and ride modes, I saw no more issues that day, but I was plagued by range anxiety and did not want to reach the battery’s limits again and find myself pushing this bike miles through the desert. While riding around in the dirt was a blast, I feel most riders will be using the RCR almost entirely on road, so back to the city we went to recharge and give it another go. The RCR has plenty of power to get loose and spit up some dirt, should you so desire. (John Ryan Hebert/)My second on-road experience was amazing. Starting from the same location and keeping the RCR in Sport mode, I went cruising around the neighborhood. The bike performed exactly as I hoped it would. I stopped by the local brewery and grabbed a growler for later, using the rack on the back. I picked up a dozen tamales from the husband-and-wife duo selling them out of their driveway. The RCR is a quick and efficient way to get around, and the silent, rapid acceleration is exhilarating every time. Of course, the first two questions are always “How fast does it go?” and “How far will it go?” One is completely dependent on the other. The RCR operates in three modes, Eco, Normal, and Sport. Eco mode limits the output, accelerating more slowly than the other two modes and capping speeds at an indicated 20 mph. Onyx claims Eco mode will give you 75 miles of range. Normal mode accelerates quickly up to a top speed of 35 mph. Estimated range in Normal mode is around 40 miles, less if you’re launching hard or climbing a lot of hills. In Sport mode, the highest speedometer reading was 53 mph while tucked in on a long straightaway, but it didn’t seem that fast compared to the cars around me, so I checked. A GPS-based speedometer on my phone showed 47 mph, which was soon corroborated by the digital radar speed sign on the side of the road. The knobby tires, my 6-foot-4 frame serving as a wind-catching sail despite my tuck; there were factors limiting speed, but I am doubtful that a smaller or lighter rider would be able to reach 60 mph. Riding around at 47 mph on 17-inch moped wheels felt plenty fast to me, but nobody is raising a fuss about an electric moped that’s capable of 47 mph. That’s not why we’re here. The size of an average moped, the RCR is compact, but not uncomfortable for a tall rider. (John Ryan Hebert/)Suspension on the RCR is what you would expect from a modern moped with nonadjustable front fork and rear shocks with adjustable preload. It feels springy and soft when you slam on the brakes, but smooth enough in any setting. And fun to bounce around a bit if you want to hop off a curb or rock, or load it up and spring off a speed bump. A hydraulic single-piston caliper on a 220mm disc serves as the RCR’s primary stopping method. (Morgan Gales/)Both front and rear brakes operate with discs, 220mm in the front and a 205mm rear. Front brake feel is fine; not great, but fine. With a hydraulic single-piston caliper, you get a little bit of feedback, and you can give the lever a good hard squeeze before feeling like that front wheel is going to dish out on you. But it does often feel like you’re walking that line between enough braking power to stop quickly and losing the front end completely. The cable-operated rear brake felt like a bicycle brake strapped to a motorcycle, because it basically is. I knew it was working when I could hear the rubber smearing the tarmac. On several occasions, the bike’s weight and power overwhelmed its braking system. As the RCR runs standard moped tire and brake sizes, the necessary upgrades are easy to find, and you could significantly improve performance without a major investment. Mind you, all of this is on the knobbier set of tires offered from Onyx, which the tech told me were significantly more sticky and grippy than the on-road variant. Rear brake on the RCR was underpowered and would often lock up when applied. (Morgan Gales/)At $4,150 for a completely electric vehicle, I had hoped to find higher-quality controls at the bars. They’re the first thing most riders will touch, so I wish I could describe the buttons and switches in any way other than cheap. The buttons look like generic pieces off of eBay, and the remote matches. Nothing about them says Onyx, looks unique, or feels substantial. Aesthetics set high expectations, and thin plastic on these pieces cheapens an otherwise premium experience. Ebike qualifications vary from state to state to limit power by top speed, motor size, or both, and the Onyx RCR blows past all of them. The company claims RCR owners have been able to register their bikes as mopeds in California, but the California DMV clearly states that a moped must have less than 4 hp, and Onyx’s website claims the RCR has 7.24. Therefore here in California, where the company’s two offices are located, it is too fast to be qualified as an ebike or moped but lacks the VIN and required certifications to be sold or registered as a motorcycle. They tell me they’re working on it. Riding miles off the beaten path is fun on the RCR, but range anxiety sets in as the battery gauge drops because the bike is just too heavy to pedal without assist. (John Ryan Hebert/)So what is the Onyx RCR? It’s an incredibly stylish machine that can go 47 mph for about 15 miles, so long as you are careful with the throttle and don’t hit any steep hills. It’s a fun short-mile commuter, but it is definitely not an ebike. And with 7-plus horsepower, I would argue it isn’t a moped either. It currently sits in a legal gray area which makes investing in one a gamble if you’re planning on riding any public roads. The safe bet would be to save your money until it starts producing these machines with VINs and calling them what they are: electric motorcycles with pedals. Or just buy a real ebike that’s legal on bike paths and doesn’t make exaggerated claims—or shut off abruptly. Onyx RCR 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: $4,150 Motor: 3,000-watt, 205mm hub motor Battery: 72V 23AH removable lithium-ion Claimed weight (ready to ride): 145 lb. Claimed peak horsepower: 7.24 hp Claimed peak torque: 134 lb.-ft. Tires: 2.75 x 17 in. Wheels: 36-spoke steel, 17 in. View the full article

Hello Heavycheese, 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.

2020 Moto Guzzi V9 Roamer 850 (Moto Guzzi /)If you’re a fan of Guzzi’s popular V7 models but just wished for a bit more muscularity, power, and grunt, then the Italian marque’s new-ish V9 platform, introduced in 2016, might be the ticket. There are two separate models, the V9 Roamer and the V9 Bobber, both sporting a more laid-back cruiser aesthetic, and both powered by the V9-specific, 850cc transverse V engine paired with a six-speed transmission, and of course, shaft drive. The painted and chromed Roamer may be more colorful, and it also sports a 19-inch front wheel, while the Bobber rolls on two 16-inch wheels with a fatter hoop up front. The blacked-out V9 Bobber also differs from the V9 Roamer with its more crouched and sporty riding position thanks to a lower, drag-style handlebar and the different footpeg positioning. 2020 Moto Guzzi V9 Reviews, Comparisons, And Competition Our editors agreed that the V9s are “exceptionally user friendly, with an engine spec’d specifically for rideability. If you can ride a motorcycle, you will feel instantly instinctively at home on this motorcycle,” though they also thought the Bobber with the 16-inch front wheel handled slightly better in slow sharp-turning situations than the Roamer. 2020 Moto Guzzi V9 Roamer 850 (Moto Guzzi /)Moto Guzzi V9 Updates For 2020 For 2020, the V9 series retains both the Roamer and the Bobber, both returning unchanged this year save for different color options on each. 2020 Moto Guzzi V9 Bobber 850 (Moto Guzzi /)2020 Moto Guzzi V9 Roamer/Bobber 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 $11,090–$11,590 Engine Air-/oil-cooled, 90-degree V-twin; 2 valves/cyl. Displacement 853cc Bore x Stroke 84.0 Horsepower 55 hp @ 6,250 rpm Torque 45.7 lb.-ft. @ 3,000 rpm Transmission 6-speed Final Drive Shaft Seat Height 30.9 in. (Roamer)/31.5 in. (Bobber) Rake 26.4° Trail 4.9 in. (Roamer)/4.6 in. (Bobber) Front Suspension 40mm telescopic fork; 5.1-in. travel Rear Suspension Preload adjustable; 3.1-in. travel Front Tire 100/90-19 (Roamer) / 130/90-16 (Bobber) Rear Tire 150/80-16 (Roamer) / 150/80-16 (Bobber) Wheelbase 57.6 in. Fuel Capacity 3.9 gal. Wet Weight 463 lb. View the full article

Hello William Pesek, 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.

2020 Husqvarna TC 125 (Husqvarna/)The TC 125 is Husqvarna’s motocrosser that provides a smooth entry for younger riders transitioning from the mini scene to the full-size classes. But heck, it’s just as much fun for the seasoned too. Powered by the 125cc two-stroke engine with impressive character, this thing rips—without the hit of the larger TC 250. As is common in Husqvarna models, the TC 125 features WP suspension, chrome-moly frame, and Magura clutch system. 2020 Husqvarna TC 125 Reviews, Comparisons, And Competition GNCC championship rider Jason Thomas races a TC 125 in the XC3 125 Pro-Am class and found that though riding for three hours on a 125 is tough it “works extremely well in mud races. In 2017, I finished seventh overall on a 125. That was out of every single Pro rider. People seem to think that was a big achievement. In reality, the 125 is lighter. It kind of floats on top of the wet stuff, even when mud sticks to the bike.” 2020 Husqvarna TC 125 (Husqvarna/)In Dirt Rider’s 2016 first impression of the TC 125, test rider Kris Keefer found the engine to have unbelievable character. It was snappy and hard-hitting down low, then screamed into midrange to top-end with minimal clutch use. Relevant models for your own side-by-side comparison include the TM MX 125, Yamaha YZ125, and KTM 125 SX. 2020 Husqvarna TC 125 (Husqvarna/)Husqvarna TC 125 Updates For 2020 Like the other 2020 TC and FC models in Husqvarna’s lineup, the TC 125 flaunts updated graphics. 2020 Husqvarna TC 125 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: $7,399 Engine: Liquid-cooled single-cylinder two-stroke Displacement: 125cc Bore x Stroke: 54.0 x 54.5mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 37.4 in. Rake: 26.1° Trail: N/A Front Suspension: 48mm inverted fork, fully adjustable; 12.2-in. travel Rear Suspension: Fully adjustable; 11.8-in. travel Front Tire: 80/100-21 Rear Tire: 100/90-19 Wheelbase: 58.5 in. Fuel Capacity: 2.1 gal. Dry Weight: 193 lb. View the full article

Hello Andriko, 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.

Other 2021 models to also debut on January 19. View the full article

Approximately 9,000 miles’ worth of freeway, side streets, twisties, and even some…dirt roads? This 2018 KTM 390 Duke has proved to be dependable through it all. (Jeff Allen/)Buying a personal motorcycle can be a tough decision, especially considering the 300-plus motorcycle models available on the market. You may consider price, power, style, reliability, or perhaps even a riding experience. While I was considering my options for my personal bike, the KTM 390 Duke hit the main criteria for me: low price, unintimidating, and fun. Riding the 390 for a charity ride a few years ago also helped seal the deal for me. The combination of freedom and supporting a good cause in two-wheeled fashion hit all the right feels, so I just had to buy one. After purchasing my 2018 KTM 390 Duke brand new from the dealer in March of 2019, the bike has accumulated nearly 9,000 miles’ worth of daily commutes and weekend rides. If there’s one thing the 390 Duke loves, it’s corners. (Jeff Allen/)Where Has It Been? Since March 2019, these miles included primarily the daily commute of highway, freeway, and side street riding as well as weekend rides around the local twisties and even some dirt roads as part of Motorcyclist’s Alley Rally. No trackdays, no dragstrips, just the humble plebeian roads for this Duke. I measured this mixture of rides to produce an average of 52.04 mpg from the 3.6-gallon fuel tank. Regardless of whether I was on the freeway or the canyon roads this small naked bike is comfortable, despite the lack of wind protection, and its ergos place you in an upright position to allow for many consecutive hours of riding. I agree with our test rider of the 2017 390 Duke in that at 6 feet tall I too feel right at home in position and shorter riders can easily reach the ground as well. Seat height is a Cycle World-measured 32.1 inches for an easy step down to pavement. Say hello to new Dunlop buns. (Jeff Allen/)A big feather in the Duke’s cap is its maneuverability. It has a short wheelbase (claimed 53.4 inches) that makes it a blast in the corners. Its CW-measured 362 pounds is incredibly tight-turn friendly and makes slow maneuvers a breeze. I am impressed by the long life of the stock Metzeler Sportec M5 tires—they did, however, need to be replaced at 8,730 miles. I swapped in some Dunlop GPR-300s (110/70R-17 front, 150/60R-17) to experience a different set of rubber, and although the front’s aspect ratio is smaller than the stock 110/90R-17′s this difference resulted in a quicker initial turn-in and more feedback from the front. Has Thee Fared Well? There are many components of the machine that have withstood the test of daily wear in the Duke’s 20-month life. I have always been very confident in the bike’s ability to start right up at the push of the electric starter, and analyzing the 12-volt lead-acid battery now, it hasn’t discharged or corroded at the terminals and still buzzes to life in cold- or hot-weather conditions. Other electrical components powered by the voltage, such as the TFT display and LED lighting, also work well and have not needed any attention. The sleek LED lighting has not had any issues. (Jeff Allen/)The upright handlebars and grips are in good condition with only minor wear at the inner end of the grips. Both the pilot and passenger seats have maintained their form and provide hours of riding comfort. The only complaint I have is that the pillion can be a little uncooperative when reinstalling on the bike. Seat cushion remains firm and comfortable. (Jeff Allen/)The WP suspension is also a durable survivor that has made the twisty roads a blast and provided great comfort over even the dirt roads of the Alley Rally. The fork seals have held up well and are not leaking even after all this time. The brake pads are also still kicking with only the front brake pad showing middle-aged signs of wear. Brake fluid is also clean. Graphics and paint remain vibrant. (Jeff Allen/)The plastics and decal graphics prevail with bright and vibrant colors—no fading or peeling despite being left in the sun during work hours. When not at the office it’s stored in a parking garage. What Needs Some Attention? While the KTM 390 Duke has seen great success in its 20 months of use, there are a few points that demand attention. Within the first 515 miles, I had an issue with the engine temperature skyrocketing and warning lights illuminating while on a commute home from work. I was familiar with the overheating history of KTMs, but was still shocked that I had the issue so soon after my purchase. What it came down to was the radiator fan’s 10A fuse blew out and as a result the radiator fan was off-duty. After realizing the fuse was blown I spent around $6 for a multipack of 10A fuses and, since the replacement, have not had any issues and the engine has been running perfectly since. The TFT dash is arguably one of the best in the biz—that doesn’t mean it lacks idiosyncrasies. (Jeff Allen/)I have become pretty spoiled with the easily readable full-color TFT dash, however, a problem has surfaced with the clock. It starts to time travel incrementally back in time and has needed to be reset twice—I’ve gone back to the future with no flux-capacitor-equipped DeLorean needed, only a somewhat faulty TFT clock display. Another minor aggravation is the menus are confusing to navigate. Info, Motorcycle, Settings, and Preferences tabs all sound like they could potentially lead you to the same thing, so to this day it still takes me a couple of tries to get to the correct setting screen. I love and hate living by the water. Despite the bike being covered and under the garage, the moisture in the air takes its toll on the sensitive metal parts. (Jeff Allen/)Another one of the main complaints I have is regarding the amount of corrosion that has taken hold of a majority of the hardware and the front brake disc (oddly the rear brake disc is not compromised). And this comes down to storage. I live near the ocean, and even in an underground garage with a cover blanketing the Duke, the salty moisture has still wreaked havoc on many of the bits and bobs. I did take some Scotch-Brite to the front brake rotor about a quarter of the way through its current mileage. This removed the grittiness, but the corrosion has returned and is in need of another scrubbing. Some corrosion on the lower end of the fork tubes was also noticed. The speckling was able to be cleaned a little bit, but corrosion remains. A handful of fasteners on various areas of the bike are also showing the signs of battling the coastal elements. The corrosion on the front brake rotor makes me cringe. A Scotch-Brite pad has been used in the past and will be needed again in the near future. (Jeff Allen/)Mechanical pieces like the shift lever and rear brake pedal are sturdy and bearings are unimpaired for smooth shifting and braking actions, however, the clutch lever and brake levers did have play at the perch and adjuster—the clutch’s being more noticeable now that the bushings have worn by countless squeezes. The clutch freeplay has also needed adjustment as the plates have worn, but there is no sign of chatter or slip. It was time for a chain and sprockets replacement. The new kit was purchased for $156.60. (Jeff Allen/)The chain has also had a nice long life spinning around sprockets. I have had to adjust the chain tension three times (at 2,400 miles, 7,086 miles, and 8,231 miles) and standard wear on the chain and sprockets now requires its first replacement at 8,730 miles. The chain had about 40mm of total lateral motion so I have replaced it with a D.I.D 520 X-ring chain. The new rear sprocket is 43 teeth and the engine sprocket 15 (stock was 45 teeth and 15 teeth, respectively). The two-teeth decrease on the rear sprocket makes the final drive ratio taller, causing the Duke to have a theoretical increase in top speed, but decrease in acceleration. The benefit in real-world riding is lower engine rpm at the quicker pace of freeway riding, for example, but slightly reduces acceleration getting off the line on city streets. The kit was purchased from Sprocket Center for a total of $156.60. My 2018 KTM 390 Duke’s dyno chart. (Michael Gilbert/)After its tires, chain, and sprockets were swapped, my Duke took a spin on our in-house dyno; 40.40 hp at 8,910 rpm and 25.39 pound-feet at 7,050 rpm were recorded. When Cycle World ran the 2019 press unit on the dyno it produced 40.53 hp at 8,850 rpm and 26.10 pound-feet at 6,920 rpm. That’s not much of a difference in performance after 9,000 miles. The old air filter fins were bent and dirty. Now, a new air filter took its place. (Jeff Allen/)The airbox was also in good shape and free of dirt. There was a small hint of oil but not enough to collect in the airbox drain. This amount of oil looks to be via crankcase venting. The air filter was blackened and the fins a bit deformed, so that part has also been replaced at 8,730 miles. Aside from the regular oil changes, there were a couple of points when the oil needed to be topped off (one time in between the 515- and 4,359-mile services and again around 8,000 miles), and at 8,730 miles the coolant needed only a couple ounces to fill it up. Related Content: The Importance of Working on Your Motorcycle Regardless of the pros and cons, the 2018 KTM 390 Duke hasn’t stopped making me smile, but with a pride of ownership comes a cost of ownership and thankfully the Duke’s is a reasonable $6,933.95 thus far. At the time of writing, the 9,300-mile service is still needed and that will include things like replacing the spark plugs and changing the engine oil and oil filter—if the first two dealer services are any indication, it will be an additional $250–$270 charge approximately. Cost of Ownership Purchased new at dealership in March 2019 $6,000 Fuse replacement (multipack) Approx. $5.59 Break-in service at dealership $247.67 Second service at dealership $271.21 Dunlop Sportmax GPR-300 (110/70R-17) front tire [WPS Catalog] $94.95 Dunlop Sportmax GPR-300 (150/60R-17 rear tire [WPS Catalog] $133.95 Sprocket Center chain and sprocket kit $156.60 Air filter $23.98 Total: $6,933.95 The 390 Duke is an affordable bike that has withstood miles of various riding scenarios and I anticipate many more. (Jeff Allen/)2018 KTM 390 Duke Specifications Purchased Price: $6,000 Engine: 373cc, DOHC, liquid-cooled single-cylinder Bore x Stroke: 89.0 x 60.0mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 40.40 hp @ 8,910 rpm Cycle World Measured Torque: 25.39 lb.-ft. @ 7,050 rpm Clutch: Slipper clutch in oil bath; mechanically operated Fuel Delivery: Electronic fuel injection Frame: Steel trellis Front Suspension: WP 43mm inverted fork; 5.6-in. travel Rear Suspension: WP suspension; 5.9-in. travel Front Brake: 4-piston caliper, 320mm disc Rear Brake: 1-piston floating caliper, 230mm disc New Tires, Front/Rear: Dunlop Sportmax GPR-300; 110/70R-17 / 150/60R-17 Wheelbase: 53.4 in. Cycle World Measured Seat Height: 32.1 in. Fuel Capacity: 3.6 gal. Cycle World Measured Wet Weight: 362 lb. View the full article

2020 Husqvarna TC 85 (Husqvarna/)As riders build up the skills and confidence to get up to full-size motocross bikes, there are gradual levels that help ensure the rider is ready for higher-displacement machines. The Husqvarna TC 85 is one such level. With two wheel size options, the 19/16 and 17/14, these models cater to young teens with different inseams who are looking for a machine powered by a smooth-delivering 85cc two-stroke engine. This dirt bike is supported by a chrome-moly frame and WP AER fork that uses air pressure as an additional available adjustment for complete adjustability. 2020 Husqvarna TC 85 19/16 And 17/14 Reviews, Comparisons, And Competition In Dirt Rider’s 2017 Husqvarna TC 85 17/14 project bike build the engine was applauded for being “a great starting point, with very smooth and linear power—a lot of it,” but this was a project bike after all and updates were easily made to the machine with aftermarket parts showing that riders can tinker this Husky to their personal preferences. The TC 85 does have its share of competitors: Suzuki RM85, Yamaha YZ85, KTM 85 SX 19/16 and 17/14, Kawasaki KX85, and TM MX 85. 2020 Husqvarna TC 85 (Husqvarna/)Husqvarna TC 85 19/16 And 17/14 Updates For 2020 The TC 85′s along with all the other motocross models in the Husqvarna lineup feature new graphics for 2021. 2020 Husqvarna TC 85 (Husqvarna/)2020 Husqvarna TC 85 19/16 And 17/14 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: $6,299 (19/16)/$6,099 (17/14) Engine: Liquid-cooled single-cylinder two-stroke Displacement: 85cc Bore x Stroke: 47.0 x 49.0mm Horsepower: N/A Torque: N/A Transmission: 6-speed Final Drive: Chain Seat Height: 35.0 in. (19/16) / 33.5 in. (17/14) Rake: 24.0º Trail: N/A Front Suspension: 43mm inverted fork, fully adjustable; 10.9-in. travel Rear Suspension: Fully adjustable; 12.0-in. travel Front Tire: 70/100-19 (19/16) / 70/100-17 (17/14) Rear Tire: 90/100-16 (19/16) / 90/100-14 (17/14) Wheelbase: 50.8 in. Fuel Capacity: 1.4 gal. Dry Weight: 150 lb. (19/17) / 148 lb. (17/14) View the full article