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2020 Aprilia Tuono V4 1100 RR (Aprilia/)Make it light and make it fast. A combination of lightweight componentry whipped down the tarmac by a 1,077cc V-4 engine makes the Aprilia Tuono 1100 a pure adrenaline pumper. The Tuono’s connection to the venerable RSV4 open-class superbike is what elevated it above the competition a couple of years ago—staking a firm claim as Cycle World’s Best Standard for two consecutive years (2017 and 2018). With a suite of electronics, premium braking, top-shelf suspension, and cream-of-the-crop V-4, this naked sets the bar just barely in reach for the competition. 2020 Aprilia Tuono 1100 Factory/1100 RR Reviews, Comparisons, And Competition The Tuono 1100 RR’s claim of the 2017 and 2018 Cycle World Best Standard Bike proves it can stand up to some fierce competition with a raucous V-4 engine, and when the throttle is whacked open “the Tuono V-4 is one of the most thrilling experiences in motorcycling.” The Aprilia Tuono’s competition is right in its own backyard with the Ducati Streetfighter, but other standard bikes that serve a challenge include the Yamaha MT-10, BMW S 1000 R, and KTM 1290 Super Duke R. 2020 Aprilia Tuono V4 1100 RR (Aprilia/)Aprilia Tuono 1100 Factory/1100 RR Updates For 2020 The 1100 Factory is an exclusive version of the Tuono with carbon fiber details and electronic Öhlins suspension (versus the Sachs suspension for the 1100 RR). There is even the ultra exclusive Aprilia Tuono V4 X, a rare track-only beast to drool over. 2020 Aprilia Tuono V4 1100 Factory (Aprilia/)2020 Aprilia Tuono Factory/1100 RR Claimed Specifications .tg {border-collapse:collapse;border-spacing:0;} .tg td{border-color:black;border-style:solid;border-width:1px;font-family:Arial, sans-serif;font-size:14px; overflow:hidden;padding:10px 5px;word-break:normal;} .tg th{border-color:black;border-style:solid;border-width:1px;font-family:Arial, sans-serif;font-size:14px; font-weight:normal;overflow:hidden;padding:10px 5px;word-break:normal;} .tg .tg-0lax{text-align:left;vertical-align:top} Price: $18,999 (base)/$15,499 (1100 RR) Engine: Liquid-cooled DOHC four-cylinder Displacement: 1,077cc Bore x Stroke: 81.0 x 52.3mm Horsepower: 175.0 hp @ 11,000 rpm Torque: 89.2 lb.-ft. @ 9,000 rpm Transmission: 6-speed Final Drive: Chain Seat Height: 32.5 in. Rake: 27.0° Trail: 3.9 in. Front Suspension: 43mm inverted fork, fully adjustable (1100 RR); 4.6-in. travel (1100 RR) Rear Suspension: Fully adjustable (1100 RR); 5.1-in. travel Front Tire: 120/70ZR-17 Rear Tire: 200/55ZR-17 (Factory)/190/55ZR-17 (1100 RR) Wheelbase: 57.1 in. (1100 RR) Fuel Capacity: 4.9 gal. Wet Weight: 461 lb. View the full article

2020 Husqvarna TC 65 (Husqvarna/)Moving on up through the Husqvarna lineup is the TC 65. This motocross model is a steppingstone above the pint-size TC 50, but still focuses on enhancing the young riders’ skills. This is because, unlike the automatic clutch and 50cc engine of the TC 50, the rider will have to work a manual clutch and six-speed gearbox as well as modulate the throttle to control the more powerful 65cc two-stroke engine. Like the TC 50, however, the TC 65 is built for aspiring motocrossers with its stiff chrome-moly steel frame and adjustable WP suspension. Stopping power is done by the hydraulically operated brake caliper pinching on wave brake discs. 2020 Husqvarna TC 65 Reviews, Comparisons, And Competition Other two-stroke 65cc dirt bikes suitable for the smaller motocrossers of the family include the KTM 65 SX, Kawasaki KX 65, and Yamaha YZ65. 2020 Husqvarna TC 65 front right (Husqvarna/)Husqvarna TC 65 Updates For 2020 For 2020, the primary update for the TC 65 is new graphics. 2020 Husqvarna TC 65 (Husqvarna/)2020 Husqvarna TC 65 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: $5,149 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: 29.7 in. Rake: 25.5° Trail: N/A Front Suspension: 35mm inverted fork, preload and rebound adjustable; 8.5-in. travel Rear Suspension: Fully adjustable; 10.6-in. travel Front Tire: 60/100R-14 Rear Tire: 80/100R-12 Wheelbase: 44.8 in. Fuel Capacity: 1.0 gal. Dry Weight: 117 lb. View the full article

2020 Husqvarna TC 50 (Husqvarna/)Little riders have guts. When it comes to any kind of extreme sports they can be some of the most fearless out there, so it’s no wonder that there are mini motocross bikes like the Husqvarna TC 50 tailored to them. This dirt bike is powered by a 49cc two-stroke engine which is approachable and power-appropriate for the young riders. They can’t be expected to be the next Jason Anderson overnight, so a power reduction kit which reduces output to 5.5 hp is available. Further, a single-speed automatic transmission helps the rider focus on their riding without having to contemplate clutch work. WP suspension, Maxxis tires, a chrome-moly steel frame, and disc brakes are other features on the model. 2020 Husqvarna TC 50 (Husqvarna/)2020 Husqvarna TC 50 Reviews, Comparisons, And Competition Competition for this small motocrosser is primarily found in the KTM 50 SX, although other trail-inclined 50cc models are available: Yamaha PW50 and TT-R50E, Honda CRF50F, and Suzuki DR-Z50. Husqvarna TC 50 Updates For 2020 For 2020, the little Husky sees primary changes with the new cast aluminum swingarm and updated graphics. Like KTM’s 50 SX, this model also has a mini version for smaller riders. 2020 Husqvarna TC 50 (Husqvarna/)2020 Husqvarna TC 50 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: $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: 1-speed automatic Final Drive: Chain Seat Height: 26.2 in. Rake: 24.0° Trail: N/A Front Suspension: 35mm inverted fork, preload and rebound adjustable; 8.1-in. travel Rear Suspension: Fully adjustable; 7.3-in. travel Front Tire: 60/100-12 Rear Tire: 2.75x10 Wheelbase: 40.6 in. Fuel Capacity: 0.6 gal. Dry Weight: 92 lb. View the full article

.embed-container { position: relative; padding-bottom: 56.25%; height: 0; overflow: hidden; max-width: 100%; } .embed-container iframe, .embed-container object, .embed-container embed { position: absolute; top: 0; left: 0; width: 100%; height: 100%; } There’s something so attractive about the 2020 Triumph Street Twin’s simplicity. Sure, there are a number of killer motorcycles available that rule the spec sheets or ultra-focused areas of performance. But then there’s the Street Twin—an elementary modern classic motorcycle with a seriously engaging riding experience. Highlighting the Street Twin’s ride is the smooth nature of its liquid-cooled, eight-valve, SOHC, 899cc parallel-twin engine with its 270-degree firing order. It was recently updated for the 2019 model year, receiving a lighter-weight crankshaft and redesigned balance shafts as well as a magnesium camshaft cover and lighter clutch cover. The real-world result is an engine that “delivers steady, usable power across its five gears with plenty of torque in the low midrange and a long-stretching fifth,” as Serena Bleeker said in her first ride review. 2020 Triumph Street Twin dyno (Robert Martin/)We ran the Street Twin on our in-house dyno to get the hard numbers. The Triumph produced 60.06 hp at 6,880 rpm and 55.60 pound-feet of torque at 3,730 rpm. What’s most remarkable is just how agreeable the curves are. That is, how incredibly linear the power curve is and how broad and flat the torque is, which offers the flexibility in delivery that Bleeker praised. There’s more than 50 pound-feet of torque available between roughly 2,750 rpm and 6,000 rpm. All in all, a sensible, friendly ride with classic good looks and wonderfully usable power. View the full article

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CFMoto’s new, soon-to-be-launched MT800 will come in two distinct variants, including this adventure-biased version. (CFMoto/)It might not be due for launch until early 2021 but details of CFMoto’s upcoming MT800 adventure bike have emerged early thanks to Chinese vehicle-approval paperwork that includes both photos and specifications of the new machine. For those with the idea that Chinese-made bikes are cheap and nasty, the MT800 looks like it could break some preconceptions. Not only does CFMoto already manufacture several KTM models, offered both in Asia and elsewhere, but it makes many of the engines that are destined for KTMs sold worldwide. The more road-oriented trim features alloy wheels, but both models have the same KTM-sourced frame. (CFMoto/)KTM’s most recent investor presentation revealed there will be a “massive increase of cooperation level” with CFMoto in the months to come, and that cooperation starts with the MT800. The bike’s engine is the 799cc LC8c parallel twin that was previously used in KTM’s 790 Duke and 790 Adventure models. Both those bikes have become 889cc “890” machines now, leaving a space for the slightly less powerful CFMoto. The type-approval documents confirm that the MT800 makes 95 hp, the same as the old 790 Adventure. It’s enough to give the MT800 a rated top speed of 118 mph. The frame also appears to be straight from the KTM 790, albeit with CFMoto’s own swingarm design. It appears to be a longer arm than KTM used, as the CFMoto’s wheelbase is longer than the 790 Adventure’s—rising from 59.4 inches to 60.3 inches. While it’s not certain which markets the bike will be sold in at the moment, it’s worth noting the machines seen here wear Europe- and US-required elements like side reflectors on the fork—a clear indication the design has been created with global sales in mind. Both versions will have the option for fitting luggage; shown is the road version with bags. (CFMoto/)Although it’s an adventure-style bike, the MT800 doesn’t tread on KTM’s toes—it has a much more road-oriented design than the 790 or 890 Adventure. The wheels are smaller diameter, with a 19-inch front and 17-inch rear (the KTM wears 21-inch and 18-inch hoops, respectively), covered by 110/80 rubber at the front and a 150/70 at the back. It’s also a heavier machine, coming in at 509 pounds wet, or 529 pounds with the aluminum cases fitted. Along with the luggage option, the bike will be sold in two distinct model variants. The more road-biased version features cast alloy wheels and has the lower section of the engine exposed, while the more adventurous model uses wire wheels—still the same size as the alloys—and has an aluminum bash plate to protect the exhaust and engine cases. The suspension and brakes on all versions are the same, including radial-mount calipers and Bosch 9.1MP ABS. The adv-oriented model gets a skid plate and wire-spoked wheels, but otherwise looks very similar. (CFMoto/)The MT800 isn’t the only CFMoto/KTM-related model we should expect in months to come. The Chinese firm has already shown its 1250 tourer, which uses a highly modified version of KTM’s V-twin engine, and KTM’s investor presentation earlier this year said that CFMoto will be tasked with making a whole range of “750cc” KTM models for global markets, including a 750 Duke, 750 Adventure, and 750 Supermoto T. It’s possible, and even likely, that the CFMoto-made “750” KTMs will actually use the same 799cc engine seen in the MT800, simply understating their capacity to distance the models from the Austrian-made 890 Duke and Adventure machines. It’s a trick BMW uses on the F 750 GS, which actually has the same 853cc capacity as the F 850 GS but is simply detuned to make less power. View the full article

Paying attention to what the best riders are doing and then putting those techniques to use makes for a successful life in motorcycling. (Jeff Allen/)“It’s the Wild West out there,” the gentleman commented. His assignment was to establish a rider-training direction for a group of riders, and his comment referred to what he had seen and heard during his monthslong, nationwide research. The information he gathered was wildly divergent and bewildering. And it could be bewildering to new riders too. At Champ School we often introduce riders to techniques that are directly opposite of what they previously learned or understood. Straight-line braking versus trail-braking, for instance. What is best and safest? Notice that I didn’t ask, “Who is right?” Industry growth based on improved rider safety through best-practices techniques isn’t a who’s-right or who’s-wrong question, or at least it shouldn’t be. We should all be interested in pursuing excellence on two wheels because mistakes can be devastating to a person and industry. As the gentleman referred to in the first line soon learned, there were a wide variety of techniques being taught and some made little sense outside the parking lot. How does a rider discern best and the rest? Should our industry move to determine best practices in rider training or continue with the Wild West? Best and Safest Best riding practices must equate to safest riding practices and makes sense when we add, “…at the pace you choose.” Safest at the pace you choose. That means a curriculum must provide safety at the pace the students choose; it can’t just work for riders who never accelerate. As the pace increases, the safety margins shrink and the technique choices narrow. RELATED: Motorcycle Lessons Beyond the Classroom RELATED: Getting Ready to Stop Beyond The Classroom Part 2 As a riding instructor I have learned to teach to the highest level I can imagine, whether that’s a Superbike in the rain with the TC fuse blown or a downhill right-hand corner that tightens and you’re in too quick with your daughter on the back. Maybe you pop over the hill and traffic is stopped; maybe the road is freshly graveled; maybe it’s your first trackday and it’s raining. How about when you leave the dealership on your new tires and it’s 36 degrees, or if a deer jumps the guardrail… You get the picture. I’m not teaching for who the rider is today or even for the venue we currently inhabit—I’m teaching for the time when everything counts. Question No. 1: What’s the Leader Doing? New riders will receive a lot of advice, almost all given in good faith. A litmus test for any advice is to see if that approach is being used to win roadracing championships or create high-mileage veteran street riders. Notice I didn’t write “used in roadracing” or “employed by street riders’' because we must be much more specific about who is using the technique. A roadracing champion has the ability to ride consistently quickly, sometimes less than one-second-per-lap more quickly than their competitors, but consistently so. We should care what they’re doing and how they’re doing it. If advice we are given isn’t being used by the racers at the front, file that advice further down the priority level and keep looking for answers. We don’t care what most riders do, we care what the best riders do. A high-mileage veteran street rider has seen a lot and survived through approaches that should be imitated. Poor techniques don’t stand the test of time and miles, so advice from a casual, part-time street rider should be taken with the knowledge that time and miles have not yet tested that approach. Street riders should look to high-mileage veterans—poor practices don’t stand the test of time. (BMW Motorrad/)Successful people learn from other successful people—you have done that all your life. Employ this approach in your riding and be sure to test advice against this simple question: Is this what the best are doing? Question No. 2: Does That Make Sense? You’re a 16-year-old at a new-rider school and the instructor stands next to their gigantic motorcycle with 40 years of riding experience and tells you what to do. You do it—you’re a kid and they’re an expert. But while doing it, ask yourself this basic question: Does that make sense? RELATED: Motorcycle Lessons Beyond the Classroom, Part 3 RELATED: Motorcycle Lessons Beyond the Classroom, Part 4 If it doesn’t make sense to you, raise your hand and ask more questions. The instructor’s explanation (and hopefully their demonstration) will enlighten you to the correctness of the technique, or show you that the technique is not well thought out. It could be a curriculum problem, a communication problem, or an understanding problem. But it’s a problem. Store that problem in your mind and search elsewhere for answers. There are answers. In my opinion, the endeavor of riding a motorcycle is extremely straightforward and logical. It’s not easy, but it’s simple. It isn’t a mystery or dark art or voodoo science known only to a few in the club. In your search for answers, the truth will hit you strongly—it’s that logical. When you hear something that doesn’t make sense, ask questions and get explanations; if it fails to become truth, keep looking. Question No. 3: Have You Examined a Motorcycle and a Top Rider? We look at the pair of relatively narrow tires and realize traction wouldn’t be difficult to lose if we’re abrupt. We note the suspension travel and see that the suspension must get loaded before the tire gets loaded. We look at pictures of bikes braking and accelerating and see the vast difference in tire contact patches between the two actions. Because of this loading, we know that using the front brake and the throttle at the same time is a recipe for disaster. Look at the front suspension as the rider enters the turn—it’s loaded so that the tire can be loaded. The rider is smooth in their actions and is trailing off the brakes as the lean angle increases. (Brian J. Nelson/)Pictures show us the importance of lean angle and we remember how we steer our bicycles, with bar pressure. We see our racing heroes with their weight to the inside of the bike and try that too. During onboard footage we hear the gentle throttle initiation of the best riders and realize that the announcer saying, “He grabs a handful of throttle!” is wrong. We listen and learn that acceleration can safely increase only when the bike stands up off the corner and know that our friend is wrong when he says, “accelerate through the corner.” We see the riders’ fitness and focus on TV. We see how clean the machines are at the front of our local club races. RELATED: Motorcycle Lessons Beyond the Classroom, Part 5 RELATED: Motorcycle Lessons Beyond the Classroom, Part 6 We see the high-mileage veterans in full gear, head to toe. The reliance on their bikes brings almost religious maintenance. They don’t beat on their tools (bikes) with burnouts, wheelies, neutral revving. They are one with their bikes as they cover great swaths of the country in single sittings. They are calm, focused, and gentle, with bike mods aimed at making the joy of mile eating more comfortable and pleasurable. Watching the onboard brake and throttle graphs in MotoGP we see how top riders trail-brake pressure into corners; how finely that red brake graph reduces pressure; and how gingerly the green throttle graph begins. We see how even current champions go out for every minute of practice; we realize how technically they approach the sport, sorting through problems that hurt lap times or cause crashes. Stop. Look and truly see. In this study, a study which requires only you and the skills of observation, you can build your riding expertise by skipping over the disasters that await riders with unproven approaches. Whether you are examining your favorite roadracing champion or a high-mileage veteran rider you respect, you will find that they ask a single common question: “Will these techniques work consistently at the pace I choose?” Those who don’t work hard to positively answer that question have quit riding or will never win a championship. As an industry, our ability to provide a positive answer to this question is one of the steps to increased growth; new riders become lifelong riders with a toolbox full of proven best practices. More next Week! View the full article

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The 2021 Suzuki GSX-R1000R. (Suzuki/)Well, we’ll have to wait another year at least for news of a revitalized Suzuki lineup, as the Hamamatsu brand announces bold new graphics for a number of models in its GSX-R, GSX-S, and V-Strom lineups. Here’s the rundown before we commiserate about another new year without a new GSX-R. The top-end 2021 GSX-R1000R ($17,749) is available in two variations of metallic black. The GSX-R750 ($12,549) returns for its 10th model year with no changes other than graphics. Yup, it’s been around since 2011: Casy Stoner was MotoGP world champ, Marc Márquez was in his first season of Moto2, and Joan Mir was probably prepubescent. For 2021, the GSX-R1000R, GSX-R750, and GSX-R600 are also available in a special 100th Anniversary livery that resembles the look of GSX-RR MotoGP bike (the base-model GSX-R1000 does not get the anniversary treatment). The GSX-S750Z is available in an ABS version ($8,899) and a standard version ($8,499), each with their own dedicated color schemes. The V-Strom 650XT Adventure ($10,449), which includes bits from the accessory catalog, like panniers and an accessory bar, joins the V-Strom 650XT ($9,349). The Adventure version is available in Champion Yellow No. 2, while the base version is available in Candy Daring Red and Glass Sparkle Black. The 2021 GSX-R750 looks familiar, huh? Suzuki surely knows a 10-year-old design does a disservice to its legacy. You just know there’s a contingency inside the factory chomping at the bit to build a new one. Give them the money! (Suzuki/)Unfortunately, it’s difficult to imagine new graphics will be enough to woo a throng of new buyers. In other ways, it’s been a big year for Suzuki. Joan Mir earned the Hamamatsu brand the MotoGP rider’s championship for the first time in the four-stroke era. The last time Suzuki won the championship was in 2000 with Kenny Roberts Jr. aboard the RGV500. The same year, Mat Mladin won the Daytona 200 on the GSX-R750 and his second of an eventual seven AMA superbike titles. Suzuki’s production motorcycles of the time were no less exciting than the on-track action. The outgoing SRAD GSX-R750 was updated for 2000, dropping 27 pounds, and reaffirming its reputation as a best-of-both-worlds bike by producing literbike levels of horsepower while weighing as little as a 600cc supersport. A year later, Suzuki released the first GSX-R1000. Because of a speedy two-year development cycle, lessons learned in racing were manifested in production machines in no time flat. All that racetrack success really meant something to sportbike buyers—it captured our hearts. These days, it’s hard to imagine Joan Mir’s achievement will have the same effect on Suzuki’s aging lineup—it won’t for 2021, anyway. GSX-S750Z ABS. Anyone else seen leftover KTM 790 Dukes for sale at the same price? Yeah, me too. (Suzuki/)Call me naive, but I’m a firm believer in the Field of Dreams model when it comes to motorcycle development—”if you build it, they will come.” I’m sure it’s a tough sell to convince the higher-ups to spend big bucks to develop a new GSX-R750 when the current one isn’t exactly selling like hotcakes. It’s a reliable, capable bike, but that’s beside the point. Reliability, real-world capability, and perceived value may appeal to human rationality, but those qualities are ultimately compelling only if we assume a cognitive model of human identity that overlooks our true essence. We aren’t merely thinkers or believers. Above all, humans are desiring creatures. The Wee-Strom returns in 2021 with V-Strom 1050 graphics. (Suzuki/)Nowhere is that more apparent than in the habits of the average motorcycle buyer. Most motorcyclists buy motorcycles with their hearts. Few people need a motorcycle (although we all have told our families we do). So the biggest problem with Suzuki’s Bold New Graphics roll-out is that the bikes aren’t anything we haven’t already fallen in love with—and subsequently moved on from. We’re still talking about the glory days of two decades ago because the narrative is affecting at the gut level. We long for the new glory days. We long for new ways to daydream, and for new ways to blow our hard-earned cash. Blacked-out GSX-R1000R looks good, though brings to mind the wadded rattle-can-painted gixxer you see so often at bike night. (Suzuki/)Right now, maybe the best thing you can say about Suzuki’s lineup is that it’s sensible. But dropping a wad of cash on a motorcycle isn’t a sensible act in the first place, so for a lot of consumers, sensible may not cut it. We want to want a new Suzuki. While evidence of a new middleweight parallel twin (possibly to replace a V-Strom 650 and/or SV) is heartening, hopefully Suzuki will sell enough Jimny 4x4s to consider padding the budget for the geniuses over in GSX-R land as well. The proof that all it needs to do is move some money around in order to give us the GSX-R we all want is that Joan Mir is 2020 MotoGP World Champion. It’s a good place to start, anyway. View the full article

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The 2021 Polaris Slingshot family. (Polaris/)Let’s be honest: We motorcyclists can have a chip on our shoulders. When some of us visit a big multi-line motorcycle dealer, we meander past all the ATVs, UTVs, side-by-sides, snowmobiles, and personal watercraft, dismissing them as weekend toys that impede the direct path to the serious stuff motorcycles. It’s almost like we think that classifying a motorcycle under the powersports umbrella does them (or our egos?) an injustice. In our minds, riding a motorcycle is more than just some blithely done leisure activity. Yup, some of us are snobs. But a 203 hp three-wheeler, like the Polaris Slingshot, can’t be too unserious, now can it? Besides, there’s no wrong way to have a good time. In the context of powersports, I mean. We can’t, and probably shouldn’t, engage in the hallucinogen-fueled exploits of Hunter S. Thompson in Fear and Loathing in Las Vegas. In the interests of expanding our minds, we take a look at the 2021 Polaris Slingshot lineup. The Slingshot R with optional Slingshade roof. (Polaris/)For 2021, Polaris is adding more value to the Slingshot lineup by offering more options and accessories, updating its automatic transmission, and offering paddle shifters. Last year, Polaris unveiled its AutoDrive automatic transmission, opening the door to a larger range of consumers. Unfortunately, it wasn’t exactly universally acclaimed, with some reviewers complaining of slow shift times. For 2021, Polaris has recalibrated the system to achieve more rapid shifting and added steering wheel-mounted paddle shifters, available as an option on any ’20/’21 vehicle equipped with AutoDrive or as standard on the top-line R models. All 2021 models include a new hill hold feature that’s also available as an upgrade on 2020 models. The interior of the Slingshot R Limited Edition features a 7-inch dash and Apple CarPlay. (Polaris/)To better hear your road tunes, Polaris has upgraded the sound system with one designed by powersports/car audio specialists Rockford Fosgate. For the first time, Apple CarPlay will be available as an option on S and SL trim models and standard on R models. The Slingshot is available in several trim levels. The base S model returns and is available with both manual ($19,999) and AutoDrive ($21,699) transmissions. It can be spec’d with Technology Package 1 ($22,299 for manual transmission, $23,999 for AutoDrive), which adds an updated audio system and other features. The SL ($24,999 for manual, $26,699 for AutoDrive) gets a 7-inch digital display, a back-up camera, and additional styling elements. The R model ($31,299 for manual, $33,299 for AutoDrive) has a more powerful, 203 hp engine (claimed) and upgraded finishes and styling. New for 2021, the R Limited Edition ($32,799 for manual, $34,799 for AutoDrive) gets “custom-inspired Neon Fade paint” and is equipped with all of the R model’s features. Polaris has also expanded its accessory offerings with a range of styling and convenience options. Two wheels up front, one in the rear: business in the front, party in the back? (Polaris/)Lovers of two wheels may not be sure what to make of the Slingshot. But if one wants to don a helmet and go for a spin, it remains a more accessible way of getting helmet hair than jumping on two wheels. Polaris claims that Slingshot business doubled from May to September last year, and that 80 percent of its buyers were new Polaris customers. I suppose two-wheeler snobs have at least two relevant questions. First: Are Slingshots cool enough in their own right to sidetrack you on your way to, say, the Indian section of your local dealership? And second: Are they close enough to a bike for you to wave at them when riding past them on the road? Consider: They fall under the powersports umbrella, just like motorcycles. Maybe Honda had it right: Most motorcyclists in the real world, unlike those in a Hunter S. Thompson story, have good manners, generous spirits, and are, you know, nice people, even if we can be a stingy lot when it comes to waving. The Slingshot S is the base model. (Polaris/)View the full article

The 2021 CRF300L Rally has not been announced for the US market yet; sources say it will be. (Honda/)It all started back in the late ’70s when Honda realized its CL350 Scrambler (a.k.a. Spaghetti Bowl Exhaust Manifold) could never be a serious dual-purpose crossover and consequently created the legendary XL250, a super-versatile lightweight powered by an air-cooled SOHC single so reliable that some are still circulating on the roads and trails of Southern California. The original XL250 generated a family of derivatives and held on very competently till 2012, when Honda launched the CRF250L, an evolution of the CRF230L. The new model proved the most versatile and capable yet, powered as it was by a very innovative liquid-cooled single featuring a very advanced DOHC valve train, with valves set at a very narrow included angle resulting in a very compact and efficient cylinder head. The CRF250L offered positive on-road/off-road versatility and proved highly capable and efficient. Time has now come for an update, and for 2021 the bike has been vastly revised, starting with the engine. Enter the new CRF300L, likely due to come to the USA sometime in 2021. The 2021 Honda CRF300L is Euro 5 compliant. (Honda/)To make it compliant with Euro 5 emission standards and gain power and flexibility in the process, the DOHC single has grown from its original 249.6cc to 286cc by increasing the stroke from 55mm to 63mm, while bore remains unchanged at 76mm. This extra displacement through longer stroke produced the expected benefits: a little extra power, from 24.8 to 27.3 hp at 8,500 rpm, and a more substantial increase in peak torque, from 16.7 pound-feet at 6,750 rpm to 19.6 pound-feet at 6,500 rpm. The whole torque curve is substantially improved and is much flatter from 2,000 rpm up. Compression ratio is unchanged at 10.7:1, while cam and injection timing have been adjusted to the new internal configuration in order to extract the full benefits of not only performance but fuel consumption and exhaust cleanliness. The transmission has also been upgraded with the adoption of an assist-slipper clutch. The new CRF300L is 8.8 pounds lighter than the CRF250L it replaces. Weight reduction is always desirable, especially when it comes via a substantial improvement in chassis quality and performance. The frame structure remains unchanged in design, featuring twin main diagonal spars and a single downtube that splits into a double cradle under the engine; very solid. So solid that the Honda chassis specialists have reduced the size of both the front downtube (by 30mm) and the diameter of the lower cradle tubes (by 3mm) and the width of the upper cross tube (by 20mm). Not only is the frame lighter, it’s also better tuned in terms of lateral flexibility, which increases by 25 percent. The incorporation of a new cast aluminum swingarm completes the reduction of both weight and the overall rigidity of the chassis. Honda has increased displacement of the CRF300L and CRF300L Rally by increasing the stroke by 8mm. (Honda/)In his December 4 story “Chassis Flex is a Crude Technology,” Kevin Cameron explains how the theory surfaced in MotoGP and was applied to make the structure absorb bumps on the track surface that upset the stability of racers at extreme lean angles. But the final results proved controversial. In the case of a lightweight, dual-purpose bike of limited power like the CRF300L, the results are on the positive side, since in its case very high chassis rigidity can be a negative factor, reducing the ability to generate traction and giving less controllable reactions on dirt. The CRF300L chassis represents an evolution in terms of structural characteristics. The wheelbase of this new chassis spans 57.2 inches, about 0.5 inch longer than the CRF250L. Ground clearance increases from 10 inches to 11.2 inches by lifting the engine inside the frame and adopting taller suspensions. The front Showa 43mm telescopic fork now features 10mm extra wheel travel, to 260mm (10.2 inches), while the link-actuated Showa single tube shock absorber increases the rear wheel travel by 20mm to 260mm total. The seat height has grown by 5mm to 880mm (34.6 inches) total. The front end geometry receives a little touch-up, setting the rake/trail to 27.5 degrees and 109mm (4.3 inches) respectively from the previous values of 27.6 degrees and 113mm (4.4 inches). The lightweight braking system uses a single 256mm front rotor paired with a two-piston caliper, while at the rear the single 220mm rotor uses a single-piston floating caliper. A two-channel ABS system is included as standard equipment. The CRF300L rolls on 80/100-21 51P front and 120/80-18 62P rear cross-ply tires, emphasizing that the bike’s versatility hides a strong preference for a smart off-road use. The CRF300L is a very nicely designed bike, slim, with the 2-gallon tank rationally shaped where it meets the seat for an easier reach to the ground. Wet weight is a claimed 313 pounds. No sense talking of electronic suite here, as it’s limited to the ABS, the integrated ignition-injection management system, and the LCD instrumentation display. Honda CRF300 Rally After the CRF450R won the Paris-Dakar Rally, Honda developed the CRF250 Rally, and this version has been updated along with the CRF250L. The new CRF300 Rally differs from its leaner sister in only minor details. The CRF300 Rally gets a larger, 3.4-gallon tank for a 250-mile range while maintaining an elegant and ergonomic shape. An extra 5mm of ground clearance improves its ability to ride over rougher obstacles with no problem. The steering geometry is the same as developed for the CRF300L, with 27.5 degrees of steering axis rake and 109mm (4.3 inches) trail, from the previous 28.1 degrees of rake and 114mm (4.5 inches) trail for a more agile steering response. The CRF300L Rally shares much with the CRF300L but gets a rally-inspired fairing and larger fuel tank. (Honda/)Given the higher wet weight of 338 pounds, the CRF300 Rally uses a larger 296mm front disc brake teamed to the same two-piston caliper. A two-channel ABS system manages braking. No other modifications separate the chassis of the CRF300 Rally from that of the CRF300L. The most evident aesthetical factor underlining the CRF300 Rally’s preference for long-range adventure is the top mini-fairing, which offers good protection from the wind during long highway hauls. It is made completely out of transparent plastic and completely protects the double LED headlight. Black rubber seals encircle the bug-eyed double headlights where they meet the fairing, perhaps not a great styling element. But this does not affect the pleasant profile of the CRF300 Rally or prevent it from being a neat, capable dual-purpose bike. Bug-eyed LED headlights give the CRF300L Rally a unique appearance within the Honda dual sport line. (Honda/)Honda has not announced the CRF300L and CRF300L Rally as 2021 models in the US at the time of publishing, but word is that it will in the near future. View the full article

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We're still waiting. View the full article

The all-terrain force will deal with crime as well as search and rescue. View the full article

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Jake the Garden Snake puts his MT-07 "adventure bike" to the test. View the full article

Frames in the time of the RC45 were chunky and massive to reduce chassis flex—stiff was good. (Sport Rider Archives/)A modest revolution has changed motorcycles in visible ways since 1997. Before that time, stiffness was the goal of chassis design. Stiffness gave quick steering response, resistance to chassis weave, and high-speed stability. What are the visible differences? Before about 2002, it was common to see bolt bosses on engine cylinder heads coupling the rigid engine directly to the steering head. At the steering head itself, it was common to see the two main chassis beams form a stiff, boxy structure to carry the steering head, as had long been standard on two-stroke 500cc roadracers and on “homologation special” production bikes such as Honda’s RC30 and RC45. A new direction was taken from 2002 onward, first by Honda, then Yamaha, and later, others. Instead of a solid connection to the steering head at cylinder head level, longer front engine hangers descended to lower attachment points at the level of the cylinder or even the upper crankcase. As explained to me by a Yamaha engineer in 2003 (my good fortune in visiting its Media Center on a trip to Motegi), this use of longer engine hangers would allow the steering head and forward chassis beams more lateral flexibility. Not a lot, just a matter of a few millimeters, enough to take the peak shock out of pavement irregularities with the bike at high lean angle. Just as the few millimeters of crush foam in a rider’s helmet can make the difference between death and headache, so those few millimeters of chassis flex could make the difference between complete loss of front tire grip and a minor slip. Simple-minded? You bet, for such a “system” has a very high unsprung weight consisting of tire, brakes, the entire fork, steering head, and forward portions of both chassis beams, having to sproing crudely from side to side to reduce the severity of the force spikes the front tire must transmit during cornering. But it worked. More than that, it was decisive. Ducati proved that by trying the opposite direction. Casey Stoner, on its quite flexible steel tube trellis frame, brilliantly won 10 races and the MotoGP championship in 2007. But when an extremely stiff carbon fiber box beam was put in its place, Stoner won few races and often lost the front. No more championships until he went to Honda. Soon everyone was hard at work, building and testing one “engineered flex” chassis after another in hopes of finding a sweet spot. What sweet spot? Not all results of increased chassis lateral flex were positive. First was steering delay, for as the rider steered the tire and side force developed, that steering force had to pass through the steering head, deflecting it sideways. That took time. When Max Biaggi felt it in 1997 on the Honda NSR250 he was riding, it was a huge difference from the contrasting high stiffness of the Aprilia on which he’d been world champion in 1994, ’95, and ’96. No prob, Bob? Just remember to steer a fraction of a second earlier? Try driving your car fast through a twisty gymkhana course with an eighth of a turn of steering backlash. Another negative was the effect of increased chassis flex on braking stability. Lots of prose is poured forth on the subject of heroic acceleration out of corners, but the very large forces of braking into the corner must also pass through the steering head. If that steering head can now flex side to side more easily, what might that do for braking stability? Get it wrong and a sudden oscillation develops that can put the rider down. There was a lot of that in the early years of MotoGP, and I’ve seen production bikes that, when pushed hard, go into a ka-boing-ka-boing mode during braking. Also, because the damping for the higher-speed weave oscillation (rapid side-to-side swinging of the rear “caster”—the chassis and rear tire) decreases with speed, every motorcycle has a weave threshold. One of the tasks of design is to put that threshold at a speed too high for the motorcycle to reach. So you get the idea. Improving a motorcycle’s front tire hook-up is more complicated than just going nuts with a hacksaw in hope of creating “good” flex. This Moto2 concept from Taylor Made combined the frame, fuel tank, and bodywork into a single fabrication. The problem here is the cost and effort to make chassis changes. (Cycle World Archives/)Meanwhile, swingarm beams were evolving from round tubing (1960) to rectangular (1970, stiffer against twist than against side forces), and from constant-section rectangular to braced (1980) and then to beams that were triangular, as seen from the sides, and growing thinner year by year to increase their side-to-side flexibility (new century). Last year some MotoGP bikes actually ran their chains off—something that was common back in the 1920s when bendy bicycle chassis were still the basic fashion. While the order of the day is compromise—enough flex to be useful, but not enough to cripple performance with steering delay, braking instability, or high-speed weave—surely other engineers are waking up at 4 a.m., staring into the darkness and imagining systems that can turn chassis flex on or off. One example of a possible direction was the field kit applied to gradually increase the flex of Colin Edwards’ Honda RC51 Superbike in 2002. Back then it was done by selective-fit shims, providing various degrees of lateral motion at bolting points between engine and forward chassis. Changes, of course, could only be made by mechanics in the paddock. Just as an example of one possible “switchable flex” system, imagine that the cylinder head or some part of it is made to clear the inside of the forward chassis by a few millimeters on each side. In the head at those points are a pair of small pistons, about the size of bucket valve tappets, supplied with engine oil pressure through check valves. Each also carries a solenoid-operated drain valve. With the drain valves closed, the pistons extend to prevent lateral motion of the chassis with respect to the engine. Braking stability is good and high-speed weave is prevented. With the drain valves open after corner entry, full side-to-side chassis flex is possible. Other, and likely better, ideas will come to readers. The danger in such tech would be if it actually worked, for then it would have to be banned as “destabilizing” the series. Remember: The primary goal of riders and teams is not to win, but to be entertaining. In that vein, I remember sideways stylist Garry McCoy at Valencia getting roars from the massive crowd for his long smoky slides, “autographing” the track with cursive black lines. His bike, although very powerful, did not hook up well, so he was last or next to last at the time. The crowd didn’t care. View the full article

The new era of Universal Japanese Motorcycles in Downtown Los Angeles. (Jeff Allen /)In the early 1970s, Japanese manufacturers stormed the US market with a new genre of do-it-all motorcycle. With Honda’s CB750, Yamaha’s XS750, Suzuki’s GT750, and Kawasaki’s Z1, the Big Four were manufacturing the superbikes of the time. Eventually these strong standards would come to be known as Universal Japanese Motorcycles, or UJMs; motorcycles comfortable enough to slog through traffic on a daily commute, robust enough to load up with a passenger and some luggage for light weekend touring, and fast enough to strip down for serious sport riding. Motorcycles have evolved, and categories and subcategories have emerged with specialized uses and little visual tie to these classic machines, but the need for a stylish and versatile motorcycle remains. And so the UJM is making a comeback. .embed-container { position: relative; padding-bottom: 56.25%; height: 0; overflow: hidden; max-width: 100%; } .embed-container iframe, .embed-container object, .embed-container embed { position: absolute; top: 0; left: 0; width: 100%; height: 100%; } The 2020 Yamaha XSR900, 2019 Honda CB1000R, and 2020 Kawasaki Z900RS Cafe are three different takes on the glory days of the Japanese standard. Each one has a character all its own, and each manufacturer brings its own flavor of nostalgia to the modern riding experience. For this test, we spent time using each motorcycle as intended: universally. We spent full days and several hundred miles on the bikes, using them for daily commutes, in traffic, and around-town riding, then leaving the city for spirited canyon runs. Prior to real-world testing, we ran them on our in-house Dynojet 250i dynamometer and gathered objective performance numbers at our private testing facility. Kawasaki Z900RS Cafe’s small fairing adds style and wind-deflecting functionality. (Jeff Allen/)Street testing was conducted in Downtown Los Angeles, a hostile environment for big bikes. Dense traffic, tall buildings, and constant construction define the DTLA riding experience. It’s scooter country. Cycle World’s Executive Editor Justin Dawes and Road Test Editor Michael Gilbert met me near the Walt Disney Concert Hall, suited up with Cardo Bluetooth comms devices paired in our helmets and ready to ride. High footpegs result in an aggressive stance on Honda’s CB1000R. Morgan Gales, seen riding here, is 6 feet, 4 inches tall. (Jeff Allen/)It’s environments like this where the XSR’s relatively light weight, short wheelbase, and renowned CP3 engine shine. Yamaha’s 847cc triple is the quickest revving of the three tested, almost to the point of feeling twitchy. The strong, punchy power delivery is capable of upsetting the chassis during even minor throttle adjustments while riding in A or STD modes. A switch to the bike’s B mode slows throttle response, should you so desire. Still, as Dawes said, “Riding in the least aggressive map shouldn’t be the go-to on a modern motorcycle to make it behave correctly.” The Kawasaki Z900 has the most upright ergonomic position, resulting in a comfortable ride for all three testers. Justin Dawes here is 5 feet, 10 inches tall. (Jeff Allen/)At 6-foot-4, I look and feel big on the XSR. But I was surprised to suffer no discomfort, except for seeing the photos. In tight urban quarters, where I am typically either accelerating from a light or slowing for the next one, I had not a single complaint. The seat of Yamaha’s XSR900 tends to slide the rider forward, resulting in a compact and aggressive stance. (Jeff Allen /)Honda’s CB1000R is smooth at low revs, not as quick to respond as the Yamaha but plenty quick when prodded. At higher revs, the 998cc inline-four sings. But here in the city, it’s simple, smooth, and consistent. Its ergonomics are the most aggressive of the three bikes, with high footpegs and a seat that tends to slide the rider forward, and it seems to beg for higher speeds as we meander through town. The Honda is stable at low speeds and drops in easily, but in this setting it just didn’t have the opportunity to show its teeth. Honda’s styling is modern and refined, vaguely hinting at the motorcycles from which it has evolved. (Jeff Allen/)Despite being the heaviest and longest bike here, the Z900RS Cafe was the balanced middle ground of this trio. It is nimble and manageable at low speeds with a healthy amount of power, smooth delivery, and peak torque hitting more than 2,000 rpm earlier than the other two bikes. The footpegs are lower than the others’, and the handlebar placement is about the same. Along with the plush seat, this bike put each tester in a comfortable riding position regardless of height. It was also the only model with built-in strap points around the tailsection or any form of wind management. Those feel mighty universal. The 2020 Kawasaki Z900RS Cafe has a starting MSRP of $11,799, $500 more than the unfaired version. ( Jeff Allen/)Style and spirit are large factors in this segment, and these bikes evoke nostalgia with classic lines and paint schemes. In the Arts District, we parked and enjoyed some overdressed health food while listening to comments at our COVID-safe curbside table. Yamaha’s 2020 XSR900 in Radical White/Rapid Red starts at $9,499. (Jeff Allen/)Passersby paid the Honda no attention. This is rather shocking, as Honda did a great job of modernizing the aesthetic lines of the classic CB while still making a wholly new motorcycle. The line from seat to gas tank is level. The deeply flaked red paint is a modern twist on Honda’s iconic theme. But that’s the problem; it’s not stylish for style’s sake. It’s just a natural evolution of Honda design language. It’s attractive, but perhaps too modern and nuanced. If you don’t know the vintage, you don’t get the translation and this doesn’t look retro enough. Downtown Los Angeles is a great setting for testing low-speed handling. (Jeff Allen/)Those same passersby expected speed from the Yamaha, and rightly so. “Does it wheelie?” they asked. Yes, it absolutely does. But this does not look like an XS750. It looks like a MT-09 with a round headlight, a reshaped gas tank, and a vaguely ’70s paint scheme. The benefit of that? The XSR900 performs like an MT-09 in nearly every way. More so than the Honda, the Yamaha at least evokes something, even if it’s a far cry from the XS of the past. Road Test Editor Michael Gilbert demonstrating one of the XSR’s more practiced tricks along the Malibu coastline. (Jeff Allen/)But the question we were silently hoping for was, “Wow! What year is that?” And it only came when people were looking at the Kawasaki. The XSR and CB each translate their brand’s aesthetic in their own way, but neither really calls up images of its early predecessor. The tailsection, cafe cowl, and classic paint scheme really set the Kawi apart here. It’s not a replica of an old Z, but captures the spirit of the original in a modern way. It’s the only bike that started conversations, that everyone around us liked, and that all three testers could agree on. Enjoying the view of Pacific Coast Highway on modern Universal Japanese Motorcycles. (Jeff Allen /)We finished lunch and headed to the Pacific Coast Highway, riding north along the coast to Malibu. Long sweeping curves line the bluffs above the Pacific Ocean. The hills just inland hold miles of well-groomed tarmac, uninterrupted by traffic lights. A rider’s vision of the West Coast. Here the Honda’s aggressive positioning felt at home, but it’s paired with an otherwise neutral ride. “The engine is smooth and comes with the biggest power output on the dyno charts,” Gilbert said, “but it doesn’t come with the pop or fun factor of the others.” The CB1000R is easy to ride. It’s confidence inspiring. But it’s lacking any real connection or character to make that ride exceptional, and in this class, character matters. Despite being the quickest of the bunch, running the quarter-mile in 10.71 seconds at 128 mph, it lacks the intangibles required to succeed in this category. Gales taking advantage of the Honda’s aggressive ergonomics. (Jeff Allen/)At 433 pounds wet, the Yamaha is flickable and feels like a weapon on these mountain roads…right until it doesn’t. This is the cheapest of the bunch by more than $2,000, and as speeds pick up, the suspension shows it. When the softly sprung 41mm inverted fork meets sharp initial brake bite, it’s unable to cope with the resulting weight transfer. Expert precision is needed to avoid the deep fork dives which upset the soft rear suspension. Potholes are punishing, and on longer straights the cramped ergonomics eventually take a toll. The Kawasaki Z is once more the Goldilocks of the bunch. It feels longer and lower than the others, which results in stable cornering feel; but with this comes an earlier scrape point. Tip-in takes a little more effort, but once in the corner, the chassis tracks predictably. Suspension action is plush on the highways, but plenty stiff enough to handle our spirited mountain runs. Brake feel is communicative and effective, stopping the 479-pound Z in 132.1 feet—more than 2 feet shorter than the competition. And the small bikini fairing proved to be much more than a styling exercise, effectively stopping chest buffeting on the highway and providing a nice shelter when tucked in for sprints. As the skies turned pink and orange, we parked atop one of many peaks and took in our view of the sunset from our motorcycles. “I don’t care what you say.” I told the group.”I love the styling of the Honda.” Gilbert demonstrating the expert precision required to smoothly pilot the XSR900 through Malibu mountain roads. (Jeff Allen/)“You’re so wrong it’s crazy,” Dawes said, laughing. And to him, I am. That’s the beauty of these bikes. At the end of the day, we each preferred the motorcycle we had spent the most time on. For Michael, the racer, it was the XSR which was just a little too edgy and aggressive for the rest of us. For my part, I thoroughly enjoyed the Honda’s modern styling and how brilliantly easy it was to ride, though I will admit it does not best encapsulate what it means to be a UJM. The Z900RS most successfully walks the line between performance and nostalgia; in the end, you get a healthy dose of each. The Kawasaki performs at the level of today’s more sporty motorcycles while fitting the silhouette of an early ’80s UJM. From pleated seat to tuned exhaust note, it calls on the past while letting you ride as you would on a modern Z. For commuting, spirited canyon runs, or even light touring, this is one well-rounded bike. The Z900RS Cafe brilliantly delivers everything we expect of today’s Universal Japanese Motorcycle. 2020 Yamaha XSR900 .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} MSRP: $9,499 Engine: 847cc, DOHC, liquid-cooled, inline three-cylinder; 12 valves Bore x Stroke: 78.0 x 59.1mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 103.98 hp @ 10,150 rpm Cycle World Measured Torque: 58.92 lb.-ft. @ 8,050 rpm Fuel System: Fuel injection Clutch: Wet, multiplate assist and slipper Engine Management/Ignition: Transistor-controlled ignition Frame: Cast aluminum Front Suspension: 41mm inverted fork, adjustable for spring preload and rebound damping; 5.4-in. travel Rear Suspension: Single shock, adjustable for spring preload and rebound damping; 5.1-in. travel Front Brake: Radial-mounted 4-piston caliper, floating 298mm discs w/ ABS Rear Brake: 245mm disc w/ ABS Wheels, Front/Rear: 10-spoke cast aluminum alloy; 17-in. Tires, Front/Rear: Bridgestone Battlax S20; 120/70ZR-17 front / 180/55ZR-17 Rake/Trail: 25.0°/4.1 in. Wheelbase: 56.7 in. Seat Height: 32.7 in. Fuel Capacity: 3.7 gal. Cycle World Measured Wet Weight: 433 lb. Availability: In dealerships now Contact: yamahamotorsports.com 2019 Honda CB1000R ABS .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} MSRP: $12,999 Engine: 998cc, DOHC, liquid-cooled, inline four-cylinder Bore x Stroke: 75.0 x 56.5mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 120.13 hp @ 9,700 rpm Cycle World Measured Torque: 68.59 lb.-ft. @ 8,180 rpm Fuel System: PGM-FI fuel injection w/ automatic enrichment circuit and 44mm throttle bodies Clutch: Slipper/assist Engine Management/Ignition: Computer-controlled digital transistorized w/ electronic advance Frame: Steel backbone w/ aluminum pivot plates Front Suspension: Fully adjustable 43mm Showa SFF-BP; 4.3-in. travel Rear Suspension: Showa, adjustable for spring preload and rebound damping; 5.2-in. travel Front Brake: Dual radial-mounted 4-piston calipers, full-floating 310mm discs w/ ABS Rear Brake: Single caliper, 256mm disc w/ ABS Tires, Front/Rear: 120/70-17 / 190/55-17 Rake/Trail: 24.7°/3.8 in. Wheelbase: 57.3 in. Seat Height: 32.7 in. Fuel Capacity: 4.3 gal. Cycle World Measured Wet Weight: 467 lb. Availability: In dealerships now Contact: powersports.honda.com 2020 Kawasaki Z900RS Cafe .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} MSRP: $11,799 Engine: 948cc, DOHC, liquid-cooled, inline four-cylinder; 16 valves Bore x Stroke: 73.4 x 56.0mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 94.65 hp @ 8,590 rpm Cycle World Measured Torque: 63.51 lb.-ft. @ 6,040 rpm Fuel System: Fuel injected w/ 36mm throttle bodies Clutch: Assist and slipper Engine Management/Ignition: TCBI w/ electronic advance Frame: Tubular steel diamond frame Front Suspension: Fully adjustable 41mm inverted fork; 4.7-in. travel Rear Suspension: Monoshock, adjustable for rebound damping and spring preload; 5.5 in. travel Front Brake: 4-piston monoblock calipers, 300mm discs w/ ABS Rear Brake: 1-piston pin-slide caliper, 250mm disc w/ ABS Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 25.0°/3.9 in. Wheelbase: 57.9 in. Ground Clearance: 5.1 in. Seat Height: 32.3 in. Fuel Capacity: 4.5 gal. Cycle World Measured Wet Weight: 479 lb. Availability: In dealerships now Contact: kawasaki.com CW Measured Performance Yamaha XSR900 .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} Quarter-mile 11.52 sec. @ 121.25 mph 0–30 1.61 sec. 0–60 3.48 sec. 0–100 7.27 sec. Top-gear Roll-on, 40–60 mph 3.08 sec. Top-gear Roll-on, 60–80 mph 3.70 sec. Braking, 30–0 38.61 ft. Braking, 60–0 135.19 ft. CW Measured Performance Honda CB1000R ABS .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} Quarter-mile 10.71 sec. @ 128.29 mph 0–30 1.30 sec. 0–60 3.21 sec. 0–100 6.27 sec. Top-gear Roll-on, 40–60 mph 2.53 sec. Top-gear Roll-on, 60–80 mph 2.85 sec. Braking, 30–0 35.17 ft. Braking, 60–0 134.77 ft. CW Measured Performance Kawasaki Z900RS Cafe .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} Quarter-mile 11.85 sec. @ 116.54 mph 0–30 1.62 sec. 0–60 3.50 sec. 0–100 7.98 sec. Top-gear Roll-on, 40–60 mph 3.46 sec. Top-gear Roll-on, 60–80 mph 3.60 sec. Braking, 30–0 34.55 ft. Braking, 60–0 132.11 ft. View the full article

Hello Foundy, 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.

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Same old, same old. View the full article

Hello Welshey85, 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.

The 2021 Ducati Monster Plus. (Ducati /)Arguably more than any other model in Ducati’s lineup, the Monster has been a victim of its own success. In order to be a Monster, it had to have the signature style: trellis frame, sculpted metal tank, round headlight (never mind desmodromic valves and 90-degree twin layout). It’s meant the Monster’s evolution over the years has been marked by conservatism. For 2021, rather than rehash a revered—but near 30-year-old formula—Ducati’s designers have created a new Monster that’s all about moving forward. For 2021, the midsize Monster 821 will be replaced by the Monster (just “Monster,” thank you very much), and at first glance it’s barely recognizable as a Monster. Here’s where it gets interesting: the 2021 Monster weighs 40(!) pounds less than the 821, makes a couple more horsepower with its larger engine, and uses an aluminum monocoque chassis similar to that of the Panigale superbikes. Down to fighting weight, how will the Monster perform against its middleweight rivals? (Ducati /)The Monster uses an updated Euro 5 version of the 937cc Testastretta 11° engine as found in the Hypermotard 950, Multistrada 950, and SuperSport 950. For the Monster, Ducati redesigned the crankshaft and connecting rods, revised the transmission gears and final drive, and added new timing belt covers and a clutch cover. The engine is more than 5 pounds lighter than the 821 mill. Ducati quotes 111 hp at 9,250 rpm and 68.7 pound-feet of torque at 6,500 rpm, which isn’t a huge boost over the outgoing model, but we know the 937cc package is one spicy meatball. Like the Hypermotard 950, the Monster has magnesium cylinder head covers and a higher compression ratio (13.3:1) than the other 950 models. Ducati concentrated on weight savings across the board. The aluminum front frame weighs just 6.6 pounds—that’s 10 pounds lighter than the 821′s trellis frame. The subframe, built from glass fiber reinforced polymer (GFRP), is lighter by 4.2 pounds; the rims by 3.75 pounds; and the swingarm by 3.5 pounds. Ducati claims a 366-pound dry weight/414-pound wet weight, which compares favorably to the competition. With a 32-inch seat height and narrow waist the Monster should be pretty unintimidating to swing a leg over for most riders, even without available accessory low seats. The Monster has three ride modes (Sport, Tour, Urban) and features cornering ABS, traction control, wheelie control, and launch control—all customizable through the 4.3-inch TFT display. An up/down quickshifter is standard. It also features full LED lighting. Check out that not-exactly round headlight and the front turn indicators mounted beneath the tank covers. The indicators have a Knight Rider-esque sweeping illumination pattern. The new front frame and GFRP subframe. (Ducati /)Brembo M4.32 calipers grab 320mm discs up front and a 245mm disc in the rear. The 43mm fork is nonadjustable, while the rear shock is adjustable for preload only. Given the price and competitiveness of the category, we’d like to see the Monster equipped with higher-spec, fully adjustable units, but Ducati intends the bike for a broader, price-conscious audience. Pricing starts at $11,895 for Ducati Red (that’s $100 less than the outgoing 821). Aviator Grey and Dark Stealth colorways cost $200 extra. The Monster is available in Plus trim for $300 on top of the base prices, and includes a fly screen and tail shroud. DRL perimeter light emphasizes the new-look headlight. (Ducati /)Anecdotally, when I attended the press launch for the 2018 Monster 821, Ducati reps went to great lengths to describe how the 821 was truer to the original M900 than even the previous generation (2015–2017). Its tank shape, headlight, and classic Ducati Yellow were pure Monster. In retrospect, we should have seen it for what it was: a fond farewell, a love letter to 1993. The 2021 Monster is a love letter to, well, 2021. Make no mistake, Ducati hung on to the trellis frame for so long because it really works. Heck, it took the engineers in Borgo Panigale several decades to come up with something they truly considered superior. But using a given technology for any reason other than because it’s better from a functional standpoint transforms it into a design element and a fashion statement. That path becomes a slippery slope. Moving on from the trellis frame means Ducati is planting its feet on terra firma. It’s also worth remembering that the original Monster was a reflection of Ducati superbikes of the time—its trellis frame was a modified version of the 851/888 superbike’s. A trellis-framed Monster is no longer representative of Ducati’s current technical thinking, given that it has developed aluminum chassis for its production superbikes since 2012, starting with the Monoscocca frame of the 1199 Panigale. The Monster’s aluminum frame joins that of the Panigale V4 and V2, and the Multistrada V4. (Ducati /)With the 2021 Monster, Ducati is insisting that the truest Monster is the one that displays its most current technologies, just like the original M900 did in 1993. In that respect, the new Monster is more philosophically akin to the original than the 821 ever was. A Monster for 2021. (Ducati /)By ditching the trellis frame, Ducati designers were free to redefine the Monster, even in terms of its styling. Ducati is saying " technology is moving on, so we’re moving on too.” View the full article

.embed-container { position: relative; padding-bottom: 56.25%; height: 0; overflow: hidden; max-width: 100%; } .embed-container iframe, .embed-container object, .embed-container embed { position: absolute; top: 0; left: 0; width: 100%; height: 100%; } The 2020 KTM 790 Adventure R is one serious adventure motorcycle. It thrives on an impressive balance of a nimble-handling and confidence-inspiring chassis, top-shelf performance components and amenities, and a snappy powerplant. All of it makes for a truly awesome machine. In fact, we like it so much that we named it Best Adventure Bike of 2019 just one year ago. The 2020 KTM KTM 790 Adventure R makes 83.4 horsepower and 57.7 pound-feet of torque. (Robert Martin/)This middleweight adventure bike is powered by KTM’s LC8c 799cc, eight-valve, DOHC parallel-twin engine. It shares the same basic architecture with the 790 Duke, but power delivery has been tuned for off-road riding via altered cam profiles focused on low-to-midrange torque and dedicated ECU settings. We ran the KTM 790 Adventure R on our in-house Dynojet 250i dyno ahead of an upcoming comparison test, recording horsepower and torque measurements. The Adventure R produced a peak 83.37 hp at 8,450 rpm and 57.71 pound-feet of torque at 6,790 rpm. It’s interesting to compare the Adventure R’s performance with that of the 790 Duke which, when last measured, produced roughly 12 more peak horsepower. But peak power isn’t everything in the dirt. Peak torque, however, arrives roughly 1,000 rpm earlier and is more broad across the entire curve. Kudos to KTM for optimizing an already potent package for the job at hand. View the full article