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.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%; } Key mods to our long-term 2020 Harley-Davidson Softail Standard improved ergonomics, added style, and pumped up performance a bit. (Andrew Cherney/)At this point we’ve put some 2,500 miles on the Standard and have gotten intimate with the high as well as the low points. The stock Standard’s riding position fit me pretty well initially, though I could tell right away the rider triangle was more compact than I was used to, yet still a pretty good match for my 5-foot-7 frame. But after a couple of long trips it became pretty clear those ergos just weren’t gonna work for touring, so we started looking at the parts to swap out and improve the main rider contact points as well as boosting the bike’s style and sound. From the start, we knew there’d be changes to the Standard—as a bare-bones base model, it simply cries out for mods. So after hunkering down for a few hours with the P&A catalog, we came up with a plan to mix and match parts from some of the kits H-D offered at the Standard’s launch. With a somewhat arbitrary budget of approximately $2,000 as our target, we got cracking. Comfort can make or break the ride, so a new saddle, handlebar, and added wind protection were tops on the list. (Andrew Cherney/)It’s not surprising ergonomic swaps always rise to the top of the list when it comes to key modifications because no stock bike comes from the factory tailored to your physical dimensions. My high-mile days on the Standard identified the key areas that were ripe for improvement, namely handlebar positioning, butt comfort, and some wind protection. That wasn’t everything though; we also decided to swap in different mufflers to richen up the underwhelming stock exhaust note. The bottom line is they fit the budget and, hey, sound matters. Related: 2020 Harley-Davidson Softail Standard Review, Part 1 The 1-inch Moto Bar (mounted on 5.5-inch risers) is straighter and lower than the stock mini-apes, effectively dropping shoulders and lessening fatigue at speed, especially on long distances. (Harley-Davidson/)First up was the handlebar swap, which consisted of Harley’s Moto Handlebar combined with a Tall Riser kit (of course H-D makes you get a separate, bike-specific top clamp for the gauge. And it’s not cheap). The 1-inch Moto Bar sits atop the 5.5-inch-tall risers, putting it significantly lower than the stock mini-apes for a dramatic change in the riding position. I found my torso canted slightly forward rather than back and upright as with the apes, with shoulders dropped and my arms now punching a bit down rather than skyward. It was a more natural and comfortable setup for my stubby limbs, and the straightish bar had enough pullback for an easy (if somewhat extended) reach. Related: 2018 Harley-Davidson Softail Line: First Ride Review Keep in mind the Standard’s factory handlebar is internally wired; the accessory Tall Risers also require a separate top clamp for the gauge. (Andrew Cherney/)A couple of longer trips confirmed the new bar setup was a solid improvement, giving me a better grip as well as more feedback from the bars. There’s a solidity to the bar/riser combo with fewer vibes, and you feel more connected to the bike, though I felt I lost some of the low-speed maneuverability the ape bars afforded. It was still a reasonable trade-off for the added comfort at speed. Not counting the additional clamp and cables, the bar and riser add $130 and $170 (respectively) to our running total. The Softail Quarter fairing gives the Standard a more finished custom look and adds wind protection. (Harley-Davidson/)Next up was the new Softail Quarter Fairing (which of course requires a separate mounting kit) to give me at least some wind protection on long hauls. The fairing instantly gives the Standard a finished look with a more fluid silhouette for an instant aesthetic upgrade to the stocker’s ho-hum vibe. A smoked windscreen occupies the top of the fairing and, though it sits fairly low, offers enough of a break to keep the wind off my chest. The whole unit is small enough to not be visually intrusive, and big enough to give you welcome coverage from wind blasts (it’s more noticeable at higher speeds). For better coverage on big-mileage trips, I would probably add a Laminar Lip to redirect more air. Combined with the bars, the fairing was just the ticket for high-speed hauling making for a marked difference on longer rides, even more so if I tucked down behind the shield’s bubble. Top portion of the new fairing consists of a short, smoke-tinted shield. (Andrew Cherney/)The fairing and Moto Bar/Tall Risers are parts of H-D’s Coastal Package, but I skipped that kit’s BMX pegs and two-up seat; the serrated pegs would do me no favors if I wanted to extend my legs out on the road. MSRP for the fairing is $355 and $100 for the mounting kit. Look familiar? The Coastal Custom Package is one the accessory collections H-D offers for the Standard; it includes the Quarter Fairing and black Moto Bar. (Harley-Davidson/)In the First Ride installment I also whined about the stock saddle, so the next point in the Standard’s ergonomic reconstruction was a one-piece H-D Brawler unit to replace the stock solo perch. Like the fairing, the Brawler also served to clean up the Softail’s overall lines with a more flowing shape, but it’s also longer and narrower and has a more gradual ascent to the rear section, so you can skid your butt around on longer trips. But it’s not necessarily taller than the stocker (shorties take note), so for riders with longer arms and legs that need to move farther back on the bike as well as higher, the Tallboy seat is a better option. The Brawler seat swap was a cinch, a simple matter of unscrewing the old saddle and sliding in the new. It was also the least costly swap here, ringing in at $250, with no added doodads. Running accessory total is $1,005. The Brawler one-piece seat is longer and narrower but not necessarily lower than the stocker. It is more comfortable. (Andrew Cherney/) Screamin’ Eagle Extreme Flow Cleaner improves the look of the engine bay while flowing substantially more air. (Andrew Cherney/)We also wanted to perk up the Milwaukee-Eight 107 a bit so we went for a basic Stage 1 upgrade, swapping in a higher-flow air filter and less restrictive exhaust system (with an ECM calibration at the dealer) for freer breathing. The power increase was slight, but if nothing else, the upgrade was simple and nonintrusive. New pipes? Of course. Screamin’ Eagle Street Cannon Mufflers with Satin Black End Caps in this case. (Andrew Cherney/)Helping matters was the fact that the open-face Screamin’ Eagle Extreme Flow Air Cleaner not only flows more air than a traditional high-flow filter, but it tidied up the dull look of the stock engine bay, plus the M-8′s intake sound is a bit beefier. We fitted a set of Screamin’ Eagle Street Cannon Mufflers to handle the exhales and to richen up the exhaust note, and added Goldilocks-level tone; not too loud, not too quiet, and just enough low-frequency bark. The air filter set us back $205, while the Street Cannons rang in at $550 (plus $110 for the Satin End Caps) giving us a running subtotal of $1,870. The new Moto Bar results in a more forward-leaning riding position and a more positive connection to the bike. (Rory Anson/)With the new mods installed, the Softail Standard’s rider triangle is far less crushing. The mini-apehangers were superior for low-speed control, but for long rides at freeway speeds, the lower Moto Bar/Riser setup is the ticket. We whined about the Standard’s smallish 3.5-gallon gas tank in our First Ride review, but around town and on shorter day trips, it’s not a big deal and I’ve learned to live with it. The range just about matches when you want to get off anyway to refuel or stretch or whatever. The Stage 1 upgrade also gave us a beefier exhaust note, ever-so-slightly-better throttle response, and a cool intake honk to boot, plus our mpg didn’t change appreciably either. With the stock setup on the other hand, you’re more upright and shoulders are higher. (Miri Stebivka/)The new mods make for a huge improvement over the original. The new seat is more comfortable on long trips, the new bar gives you a better connection to the bike—especially in high-speed situations—and the Quarter Fairing gives us some needed relief from the weather. Plus the bike just flat out looks and sounds way more appealing, a pretty important part of the equation. If we had a bigger budget and had the bike for longer, we’d probably set it up with new springs up front and upgrade the rear shock to improve suspension and ride quality. The final tab was quite a bit more than $2,000 if you add in the assorted required additional mounting kits, cables, and clamps and ring up the dealer tune for the Stage 1 install, but it’s a good baseline for reference. Now that the mods are done we’ll be returning the bike to the Harley mothership, so for the long ride back we’ve also added some quick-release luggage from SW-Motech (seen in some of the photos) to make our life even easier. We’ll check in with a final installment about ferrying the bike back to Southern California and seeing how all this stuff works out on a long-distance journey. I’m really looking forward to getting out into the glorious backroads again now that I’ve got the ergos dialed. View the full article

BMW debuts the new 2021 S 1000 R, which gets new styling and a weight reduction. (BMW Motorrad/)Last September BMW Motorrad opened its bag of tricks and extracted the most refined model ever developed around its superb S 1000 inline-four, the 212-hp-strong M 1000 RR, a breathtaking and ultra-sophisticated superbike ready to challenge the very best in the world. Now a totally revised edition of the much milder S 1000 R comes to further underline BMW’s determination in developing a line of models that will finally grant that unit the success it deserves. The S 1000 R was conceived as an intermediate model, a naked roadster mixing the 165 hp edition of the S 1000 XR Enduro-GT and a chassis derived from the S 1000 RR superbike. The basic concept did not change, but this 2021 edition of the S 1000 R represents a huge refinement compared with the one it replaces thanks to a much closer technical relationship with the S 1000 RR. Changes include a lighter and narrower Flex Frame for better ergos, and a lighter, revised exhaust. (BMW Motorrad/)The 2021 S 1000 R’s engine is directly derived from the latest S 1000 RR unit in its basic components and layout, consequently weighing 11 pounds less and measuring 0.5 inch narrower than its predecessor. New, 4mm-shorter rods (now 99mm) have been adopted to reduce the weight of the alternating masses, but since the bore and stroke measurements yield a highly oversquare ratio (80mm bore by 49.7mm stroke) the shorter rods still return a 2:1 ratio to the stroke, correct even according to the old school. And just as before, the engine block is canted 32 degrees forward, but now it is much more intimately integrated in the new Flex Frame structure, which is also handed down from the S 1000 RR model. Related: The 2017 BMW S1000R Gets More Power, Less Weight, And More Tech Right-side view of the new 2021 S 1000 R. (BMW Motorrad/)The new engine delivers the same 165 peak horsepower at 11,000 rpm, while the 84 pound-feet peak torque is slightly up from the previous 82.6 pound-feet rating. The torque peak arrives at the same 9,250 rpm, but the torque curve now is much flatter, with 59 pound-feet torque available as low as 3,000 rpm. This flatter curve comes as a consequence of the compression ratio increasing from 12 to 12.5:1 and from new cam grindings. Given the new numbers, the final three ratios of the six-speed gearbox are made taller to reduce engine rpm and fuel consumption in highway cruising without having to sacrifice the strong midrange response. And obviously the new S 1000 R engine complies with Euro 5 emissions rules. Related: Aprilia Tuono 1100 RR vs. BMW S1000R vs. KTM 1290 Super Duke R vs. Yamaha FZ-10 Comparison Review The 999cc four-cylinder engine is Euro 5 compliant but isn’t down on power compared to the outgoing model. (BMW Motorrad/)By using the engine as a stressed member of the chassis structure, the bike’s so-called Flex Frame is lighter and 30mm narrower than the previous unit, which also improves the ergonomics. The steering axis rake has been reduced from 24.8 to 24.0 degrees while the trail remains almost unchanged (from 98.5 to 93.6mm, or 3.9 inches to 3.7) thanks to the adoption of reduced-offset triple clamps. This moved the front wheel closer to the center of gravity with more weight biased to the front as the result of a newly designed, longer swingarm that increased wheelbase from 56.6 inches to 57.0 inches. The longer swingarm features a triangulated design with the link-actuated shock absorber moved backward to reduce the heating effect from the engine, keeping performance more consistent. The main headlight is now a stacked, solo LED unit, for an entirely different look. (BMW Motorrad/)The riding position was also revised, with greater attention to freedom of movement. Not only is the new bike narrower, but the handlebar clamps are adjustable in 10mm increments (toward the front). The mini fairing offers minor protection, but the side panels also help drive most of the air pressure away from the lower half of the body. Standard seat height is 32.6 inches but 31.9-inch and 33.5-inch seat options are available. The 6.5-inch TFT display is lifted right off the RR model. You can access riding modes like ABS Pro and traction control from here. (BMW Motorrad/)The bike rolls on 17-inch radials, with a 120/70-17 front tire and a 190/55-17 rear, shod on cast aluminum wheels. Lightweight forged aluminum and carbon fiber wheels are available in case you’re looking to lose even more weight, in which case, the rear tire measurement grows from 190/55-17 to 200/55-17. Front suspension is handled by an upside-down 45mm telescopic fork, with rear suspension via a link-actuated shock absorber, both mechanically adjustable (semi-active electronic suspension is an available option). The braking system consists of twin 320mm rotors up front with four-piston radial-mount calipers, with the rear using a 220mm single rotor and single-piston floating caliper. Standard equipment includes ABS Pro with cornering functions, and three riding modes: Rain, Road, and Dynamic. (BMW Motorrad/)ABS Pro, which manages the braking system and comes standard on the S 1000 R, offers three selectable action modes: Rain, Road, and Dynamic. It’s part of an advanced electronics suite managed by a six-axis inertial platform that includes Dynamic Traction Control, wheelie control, hill start control, and three riding modes as standard, and all of which can be accessed on the 6.5-inch TFT display, which also offers a customizable display configuration. Standard equipment includes an anti-hopping clutch, a new main LED headlight, and revised turn and rear indicators using LED technology as well as the BMW Connectivity app to connect your mobile device to the bike, while the BMW Navigator VI GPS is available as an option. The new S 1000 R weighs in at 439 pounds dry, which is another big virtue for a sport-oriented four-cylinder roadster. No word yet on pricing or availability in the US. View the full article

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Each has advantages over the other. View the full article

Undeniably the most bang for buck adventurer in the market. View the full article

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You can now take one home off the showroom floor. View the full article

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Ready to shred the trails, mate? View the full article

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The 2021 BMW G 310 R. There’s no word yet on availability. (BMW Motorrad /)For 2021, BMW refreshes the G 310 R, its single-cylinder entry-level roadster, with new styling, a slipper clutch, ride-by-wire throttle, LED lighting, and Euro 5 homologation. LED DRL is a highlight of the more focussed design. (BMW Motorrad/)The G 310 R and G 310 GS, introduced in 2018 and built in India by TVS, are important gateway models into the BMW Motorrad fold. The 313cc single’s unique rearward orientation (think: rear cylinder bank of engines with V layouts) also has a “backward” cylinder head layout in which the exhaust port exits at the rear to create a more compact unit. BMW claims it produces 34 hp at 9,500 rpm and 21 pound-feet of torque at 7,500 rpm. For 2021, the G 310 R benefits from the addition of a slipper clutch. BMW also equipped it with a new ride-by-wire throttle, or what it terms an “electromotive throttle controller,” which one can only hope is an odd translation and not intentionally obfuscating marketing-speak. The G 310 R has a single 300mm disc with four-piston caliper in the front, and a 240mm disc in the rear. It’s equipped with ABS as standard. (BMW Motorrad /)BMW also fit new four-way-adjustable front brake and clutch levers, which is a great move. Not to name names, but it’s befuddling when motorcycles—especially ones that cost three times as much as the G 310 R—don’t have adjustable levers. So we applaud BMW for the useful update that’s great for riders of all experience levels. The G 310 R also comes with full LED lighting. Here’s a good look at the LCD dash and that “electromotive throttle controller.” (BMW Motorrad/)The press release describes the G 310 R’s revised styling as being “softly reimagined,” which would be a great name for, say, a Hall & Oates cover band, but doesn’t do justice to the streamlined looks cooked up BMW’s design team, but that’s neither here nor there. Alexander Buckan, head of BMW Motorrad Vehicle Design, says, “From the beginning, it was a main goal of ours to increase the value of the overall design by reducing the black grained plastic and increasing the painted surfaces.” In general, the design is more fully realized with a stronger resemblance to the just-announced BMW S 1000 R hyper naked. In other words, the restyle isn’t a major departure, but more of an edit. So, maybe “softly reimagined” is an accurate description after all. The base model is available in Cosmic Black and Polar White. The Limestone Metallic colorway is available with an extra cost. (BMW Mottorad/)At the moment there’s no word on pricing or availability, but for reference, the 2020 model starts at $4,945. View the full article

Honda’s autopilot patent for motorcycles looks to use self-steering and adaptive cruise control, familiar ideas for the firm. (German Patent Office/)Radar-assisted adaptive cruise control is looking to be one of the key new motorcycle technologies for 2021, with BMW and Ducati already announcing the feature on the R 1250 RT and Multistrada V4. KTM and Kawasaki are also working on similar setups with launches expected soon, so it’s no surprise that Honda has got its eyes on the technology as well. But where BMW, Ducati, KTM, and Kawasaki have all teamed up with Bosch, resulting in similar systems, Honda’s latest patent application, filed in Germany, suggests the firm wants to take the idea to the next level, adding the ability for the on-board computer to steer the bike as well as controlling the throttle and brakes. The patent suggests the system’s adaptive cruise control will allow for lane changes around slower traffic. (German Patent Office/)It’s a development pattern that’s already familiar on four wheels. In cars, radar cruise control systems have been around for two decades and the ability to help drivers steer as well as accelerate and stop is something that an increasing number of vehicles offer. While “self-driving” cars make headlines now, Honda first added self-steering ability to the Inspire sedan back in 2003 in Japan. By 2006, Honda’s ADAS (Advanced Driver Assistance System) including adaptive cruise control, lane-keeping assist, and collision-mitigation auto-braking was offered worldwide on the Legend and Accord cars, putting Honda at the vanguard of such systems. So the firm has plenty to draw on in developing the idea for two wheels. An electric motor behind the headstock can be called upon if steering intervention is necessary. (German Patent Office/)The company’s latest patent shows an adventure-touring-style bike—roughly an approximation of a CB500X—fitted with the setup, which includes an electric motor mounted behind the headstock that can turn the front wheel if it needs to intervene. RELATED: BMW’s Motorcycle Active Cruise Control A vast number of sensors are needed to make a system like this work. Not only does the patent suggest the bike has acceleration, throttle position, brake pressure, lean-angle, and speed sensors, but also devices to measure how much steering torque is being applied by the rider. Then there are the radars and cameras. The patent suggests both radar and camera sensors pointing forward to monitor the traffic, road markings, guard rails, and a host of other things using object-recognition software. There’s also a second camera in the instrument panel that points backward—straight at the rider’s head—with a third fitted on the tail of the bike and pointing forward toward the rider. Whereas Ducati uses front-facing radar to enhance its adaptive cruise control, Honda’s patents show cameras that monitor rider positioning as well. (Ducati /)That’s similar to the systems being employed by some of the latest cars in their increasingly advanced semi-autonomous driving systems. Cadillac’s Super Cruise hands-free driving system, for instance, has a “driver attention camera” that makes sure you’re watching the road even if the car is doing the steering. Honda’s setup in its auto-piloted motorcycle is similar, but instead of watching the rider’s eyes it pays attention to body position. It’s not just for cruise control either. By watching the rider’s position the system is intended to be able to work out whether maneuvers are intentional—in which case it will allow them—or accidental. That means the auto-steering system can work a bit like ABS or traction control, kicking in to make corrections even if the cruise control isn’t being used. The patent also mentions using the system to make corrections when the bike is blown off-course by side winds. RELATED: Kawasaki To Employ Radar-Assisted Safety Systems When cruise control is in use, Honda’s patent suggests the bike will be able to change lanes automatically to move around slower vehicles, and thanks to built-in GPS mapping it can even take off-ramps when a navigation destination is programmed in, though the intention appears to be for the system to be used on freeways rather than back roads. As with a lot of patents like this, the system isn’t likely to be on a production bike any time soon. But given the speed of development, and the fact that semi-autonomous driving systems are already in use in cars, it’s very probable that setups like this will appear on motorcycles within the next decade. View the full article

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KTM has filed a patent application for a new low-slung saddle-shaped fuel tank, and the illustrations suggest it will be used on a new 1290 Super Adventure. KTM first introduced the rally-style tank design on the 790 Adventure R, and a similar design has since made it to the 890 and 390 Adventure models. It seems natural, then, that we would see the 1290 Super Adventure get a similar design. The illustrations included in the patent, filed in May with the U.S. Patent and Trademark Office following an earlier filing in Germany, show two depictions of the same motorcycle, with and without tank covers and a seat. As illustrated below, the engine appears to be the 1290 Adventure’s 75° V-Twin and a trellis frame and subframe that is similar in structure, but with a few changes. We used the engine and swingarm pivot as the common point of reference here, because that gave us the closest comparison.  The fuel tank sits on top of the frame and follows the frame before arcing forward toward the bottom of the radiator. This creates an opening in the bodywork behind the radiator for heat dissipation. The subframe looks new, along with a new seat design. The swingarm is also new, with a slightly kinked design. With the tank covers and seat removed, we can see a little more of the engine and the frame. From the juxtaposition, it looks like the seat is lower on the frame than on the 2020 model; that doesn’t necessarily mean the seat height is lower, as we used the engine and not the wheel position as the common reference point. The windscreen, however, is significantly taller than the one on the 2020 model. We can only see the side of the headlight, but we expect it will have a new design to accommodate the Bosch radar unit to enable adaptive cruise control. KTM previously discussed testing the system on a 1290 Super Adventure S, so it shouldn’t be a surprise to see it on the 2021 model. We should also expect a rear-facing radar unit for blind spot detection. The illustrations show wire spoke wheels, with helpfully-labelled Pirelli Scorpion Trail II tires. Showing the tire labels is a bit unusual for a patent illustration, but Pirellis are the stock tires for the 1290 Super Adventure S. The lack of engine bars suggest the drawing is of the S model, but we expect the S will come with cast wheels while the wire spoke wheels will come on the R model. The fuel pump is located at the bottom of the left tank body while the fuel level meter is at the bottom of the right tank body. A hose connects the two tank bodies at the bottom, helping keep the fuel level equal in either side. Most of the patent deals with the structure of the fuel tank, specifically how the main left and right tank bodies connect to the top unit where the filler cap is located. The benefits of the saddle-shaped design is a lower center of gravity, but because it extends downward instead of to the sides like on some large adventure-touring models, it keeps the width narrower. Figure 16 shows the process of how fuel fills the two main tank bodies and how the air in the tank is displaced. A large part of the patent deals with the tank’s venting. When you fill a tank with gas, you need somewhere for the air to exit. Each half of the tank has two vent tubes; a lower main tube and a secondary tube mounted higher with a valve. As the tank begins to fill, air is vacated through the lower tube. Once the fuel reaches the level of the lower tube, the gas starts to fill the central reservoir (labelled #17 in the figure above). As you continue adding fuel, the valves on the secondary tubes open, letting the air at the top of the two side tanks out and allowing the fuel in the reservoir to flow out. The patent also mentions one interesting aspect of the fuel filler cap: it can be locked electromagnetically. Instead of using a key, the cap can be locked or unlocked remotely. KTM typically announces its adventure models at EICMA, but with no motorcycle shows this year, we expect an announcement to come later this month. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 KTM 1290 Super Adventure Revealed in Patent Filings appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/tVsxDotAgLwView the full article

Threaded fasteners can hold things together with great force but can be removed with relative ease. (Cycle World Archives/)The great thing about threaded fasteners is that they combine the ability to hold things together with great force (such as keeping head gaskets from blowing) with at least the possibility of being easily removed when parts inside a machine must be reached for service. Knights of olden tyme, eager to avoid neck problems caused by jousting with a long, pronged lance against similarly armed and mounted opponents, fitted a quick-detach metal brace from their helmets to the middles of their backs. This brace was held in place by a large wing nut threaded onto a projecting stud. As soon as the match was over, a squire could spin off the wing nut, allowing Sir Knight to turn his head and gaze upon his lady fair. Five hundred years ago. Those threads were made by hand filing. A one-piece crankcase would certainly be stronger than the bolted-together variety, but there has to be a way of installing or replacing the crank and other parts. We make complex machines such as engines in many parts, held together with threaded fasteners. Although the concept of the screw is very old, its wide use had to await the industrial revolution of 1712 and onward, and specifically, the screw-cutting lathe of Henry Maudslay, 1797-1800. Without a means to produce threaded parts cheaply and in large numbers, structures and machines were assembled in traditional ways: with nails, wooden pegs, rivets, and knock-out wedges. A threaded fastener is in fact a very stiff spring that is preloaded in place, elastically stretched, by means of the threads. The resulting tension holds the parts together, and friction between areas of contact (under the heads of bolts or nuts, and between the thread surfaces) keeps the tensioned fastener from unscrewing. Before machine-made bolts and nuts became available in quantity, ships and other large wooden structures were pegged together or assembled by mortise-and-tenon joints. Just try extracting a lignum vitae peg, expanded by being kept wet, out of its place in a ship’s hull. Try un-hammering a nail, or un-riveting a rivet. But with threaded fasteners, the process is easily reversible. Fasteners must be kept properly tight to prevent the material in them from being rapidly fatigued by deep stress cycling. The longer a fastener is—such as the studs that retain cylinders and heads on certain engines—the more it is stretched during installation, and the greater the motion the bolted joint can tolerate without loosening. A classic example was Harley-Davidson’s switch from the base-bolted cylinders of their Shovelhead engine of 1966-84 to the late Evo, which employed long through studs. Normal vibration would scrub the base gasket under a “shovel” cylinder. As it was only possible to put a relatively small stretch into the base fasteners, this stretch relaxed, leading to oil leakage. To correct this, the Evo was given long studs, rooted in the crankcase and passing through both cylinder and head. The much greater installation stretch of which such long studs were capable meant the pressure they applied to gaskets did not significantly decrease over the life of the build, preventing gasket damage and leakage. Similarly, the very large cylinders of air-cooled radial aircraft engines were base-mounted with such short fasteners that anti-loosening Palnuts had to be installed on top of the normal retaining nuts to keep vibration from loosening them. Even so, flight crew in white shirts took care never to walk under those great monsters for fear of the black oil constantly dripping from them. Often for cylinder head fasteners a tightening sequence is given, usually in steps of increasing torque. The reason for this is to prevent distortion of the parts by unbalanced local fastener pressure. Follow the sequence given—after all, who knows the engine better than its manufacturer? Although for critical fasteners (such as the connecting-rod cap bolts that fasten each rod to the crankshaft) we usually measure installation torque with a torque wrench, what we really want to achieve is knowledge of _how much the shank of the fastener has been stretched in the process_. Triumph’s method of installing con-rod cap bolts was to measure the length of the bolt with a micrometer before installation, then install the bolts and tighten until they measured 0.004-0.005 inch longer. If the bolts were, say, 2 inches long, then the percentage of stretch would be 0.004 ÷ 2.0 = 0.002. This is the strain to which those bolts were tensioned. This method obviously cannot be used in situations in which there is no access to both ends of the fastener, so we approximate by using a torque wrench. The torques given in service manuals are usually for dry rather than lubricated threads. Oiling the threads increases the degree of fastener stretch achieved by a given torque, and coating the threads with a dry lubricant such as molybdenum disulfide would increase it even more. Don’t try to “improve” on what the manufacturer knows. Installation torques given in service manuals are there to be used. Adding more torque “just to be sure” often has the opposite effect, weakening the fastener such that it fails prematurely. The story that comes to mind concerns the wheel studs on a well-regarded make of hot-rod rear axle shaft. A certain customer reported so many failures that a service rep was sent out to interview him. The rep then asked the builder to show him the procedure he was using to torque the fasteners. He produced a name-brand torque wrench and torqued the studs in steps as called for in the maker’s booklet, as the rep looked on. Then, once all were at the recommended torque, he gave each one an extra quarter turn. “What are you doing?” cried the rep. “You’ve…you’ve just wrecked them all by overtorquing!” The bewildered builder then mumbled, “Well, see, I didn’t want ‘em to come loose.” Yet that is precisely the result that his method produced—they broke. Another of my favorites is the engine builder who tightens every Phillips screw with repeated hard blows on a hammer-driver, causing the soft metal of the case cover being installed to be squeezed out from under the extreme pressure of the fastener to form a kind of little cup. There is no need for such abusive installation! Yet another is the builder who understandably wishes to avoid the usual cam-out problems with Phillips head fasteners and has replaced them with super-strength socket-head cap screws in Grade 10. He then torques them to the screw manufacturer’s higher recommended torques, giving the same result—the soft metal of the part being fastened is squdged out from under the extra-heavy pressure of the fastener. Unnecessary! Torque the fasteners to the specs given by the engine manufacturer! The reason big-bore kits for engines often come with larger-than-stock studs is that the extra area of the bigger bore produces greater combustion force, which tends to uproot or stretch the stock studs. Just adding more torque to the existing studs is not a solution; stock installation torque is already taking all they have to give. Back when the late Don Tilley was trying to stop his big racing V-twins from blowing head gaskets at 13-to-1 compression, he just kept making the studs larger in diameter until the warning squeak of a blown gasket wasn’t heard again. I believe his final studs were a full half-inch! Some critical fasteners are normally replaced at rebuild with fresh ones because the originals have accumulated fatigue damage. The usual candidate is con-rod cap bolts. Consult the service book, not that most variable of information sources: “my buddy.” I have seen enough engines rebuilt and bikes rewired by customers’ “buddies.” Let the service book be your guide. View the full article

The 2021 Ducati SuperSport 950 S. (Ducati /)It’s been four years since Ducati revamped the SuperSport. For 2021, it gets an overdue rework complete with updated styling, a contemporary electronics package, and a new name. Now dubbed the SuperSport 950, the road-biased sportbike from Borgo Panigale will appear in US dealerships in March, starting at $13,495 for the base model. Ducati Senior Designer Julian Clement, who penned the 2017 SuperSport as well as the Panigale V4 and Scrambler Icon, chipped away at his original design to give the SuperSport 950 an aggressive look more in line with the Panigale family. While the tank and tailsection appear unchanged, the front fairing and side fairings are new. The fairings feature prominent side extractors and the front end has a look reminiscent of the 1099/1199/899 Panigale. The redesigned extractors are inspired by the Panigale V4 and are designed to pull hot air away from the rider. (Ducati /)The SuperSport 950 has the same 937cc Testastretta 11° engine as before, but it’s now Euro 5 approved. Horsepower and torque figures remain unchanged. Ducati claims the engine produces 110 hp at 9,000 rpm and 69 pound-feet of torque at 6,500 rpm. New for 2021, the SuperSport gets a hydraulic clutch, replacing the cable-actuated unit of the outgoing model. Other than the design, the big news is an updated electronics package featuring a Bosch six-axis IMU managing cornering ABS, traction control, and wheelie control. Ducati Slide Control, as found on the Hypermotard 950 and Panigale V4, is conspicuously absent—though perhaps not missed, considering the SuperSport is destined for neither hooliganism nor racetrack dominance. The electronics package has three ride modes to allow complete adjustability, as is Ducati’s MO. Adjusting parameters is simple thanks to the new 4.3-inch TFT dash. The SuperSport 950 S in Arctic White Silk. (Ducati /)The SuperSport 950, like its predecessor, is available in a base and an S model. The latter replaces the 43mm Marzocchi fork and Sachs shock with a 48mm Öhlins fork and Öhlins shock. The S retails for $15,795 in Ducati Red and $16,195 in Arctic White Silk. That’s only $300 less than the Panigale V2. The new TFT dash is shared with other models in the lineup. (Ducati /)Heated grips, semi-rigid bags, and a taller windscreen are available as accessories. Given the price point and category, we’d love to see the SuperSport 950 come with cruise control and heated grips as standard. While heated grips are available as an accessory, it does feel rather uncharitable of Ducati not to include them, at least on the S model. For a cool 16 grand, it’d be nice to have something warm to hold onto. At a quick glance, it could be a 1099/1199/899 Panigale. (Ducati /)Given its famous name, one can’t help but pause and consider the SuperSport’s lineage for a moment, especially in light of its new, aggressive looks. Specifics of the design, specifically the swooping LED headlight and front intake layout, are seen throughout much of the current Ducati lineup, suggesting a unifying design language intended to produce a strong brand identity. Parent company VW/Audi follows a similar strategy with its automobiles, so it’s interesting to see Ducati follow suit more than ever. That isn’t to say it’s necessarily a directive from corporate ownership, or that such a directive would be a bad thing. It’s not even a new strategy for the brand, but it’s becoming more and more realized across the range. In the ’90s, Miguel Galluzzi’s 900 Supersport and Massimo Tamburini’s superbikes shared the limelight without resembling each other even a jot, and were neither the better nor the worse for it. Please note: This observation contains no qualitative assessment or nostalgia, but is merely put forth as a point of contemplation for those sipping their morning espressos and daydreaming of Ducatis. View the full article

New images of the upcoming Kawasaki ZX-10RR in World SBK racing trim show mostly skin-deep changes for 2021. (Gold & Goose/)Kawasaki is planning to launch its 2021 model range on November 23, but before the official unveiling, we’ve already worked out what to expect, and now the first pictures of next year’s Ninja ZX-10R and ZX-10RR superbikes have emerged online. The pictures appeared via Australian type-approval paperwork, which also confirms some basic specifications for the upcoming machines. This leaked image of the 2021 ZX-10R shows alterations to the exhaust, likely due to the new Euro 5 emissions target. (Australian Department of Agriculture, Water and the Environment/)It’s clear that while the 2020 models have a drastically new face for the new model year, the changes are largely skin-deep—the frame and most of the engine are carried across from the existing model, but there are clearly tweaks including a new exhaust system and alterations to the suspension. Mechanically, the 2021 machine will be revised to meet Euro 5 emissions rules in most markets, with power remaining the same, but it will receive changes as to where it arrives in the rev range. As with the current model, the new ZX-10R peaks at 149.3kW (203 PS/200 bhp) and the ZX-10RR hits 150kW (204 PS/201 bhp), but where both versions used to hit those maximums at 13,500 rpm, for 2021 the ZX-10R will peak at 13,200 rpm while the ZX-10RR needs 14,000 rpm on its new TFT dashboard. At the moment, though, US models have a lower peak power than rest-of-the-world equivalents at 186 hp, and that might well remain the case in 2021. Both bikes will also see a slightly stretched wheelbase, but styling is the main change for the new model year. (Australian Department of Agriculture, Water and the Environment/)The new Ninjas’ wheelbase is stretched by 10mm (0.4 inch) to 1,450mm (57.1 inches) for 2021, though such a minute change could be due to a revised sprocket size and rear wheel adjustment, or altered suspension settings. Weight is listed at 194 kilograms (428 pounds) for both versions of the bike, which is identical to earlier versions measured in the same state. What’s clear is that there will be new visage for both 2021 Ninjas. (Gold & Goose/)The styling, of course, is the big departure. There’s something of a Predator look in the gaping maw and deep-set headlight “eyes” of the new bike, while the side panels have a combination of flat planes and straight edges reminiscent of an F-117 fighter jet. The new exhaust muffler looks longer than the old one—which is unsurprising, given the tighter emissions targets—while the fuel tank appears much the same as the current model. All will be revealed in detail, along with much better high-res imagery, on November 23. View the full article

The naked bike wars have gotten a little spicier today, as BMW announced the all-new S 1000 R – a complete redesign from the previous model. The changes are many, but some might call it a retuned version of the S 1000 RR sportbike. Not that that’s a bad thing. So, let’s get right into it. Engine In fact, BMW makes no secret of the fact this bike takes heavy inspiration from the fully-faired RR sportbike, especially in the engine and chassis department. The liter-class Inline-Four is very similar to the one in the RR and 5 kg lighter than its predecessor. But instead of making peak power, the single R spreads its power across more of the rev range. The result is a rating of 165 hp and 114 Nm (approximately 84 lb-ft) of torque, according to BMW. Maybe more impressive is the 60 lb-ft of torque available as low as 3000 rpm. Another change between the R and RR are longer gear ratios for 4th, 5th, and 6th gears, which should lower engine speed while cruising and result in better fuel consumption. Interestingly, in BMW’s literature, it pointed out the reduced engine noise from the lower engine speed. Anyway, other tangible improvements include a new, smoother, slipper clutch, and optional engine drag torque control (MSR) is available, too. Basically, this is just another term for adjustable engine braking which, in coordination with the slipper clutch, limits rear wheel hop under hard or aggressive downshifts. Chassis Like the engine, the chassis is borrowed from the S 1000 RR, which BMW says is considerably lighter than the previous S 1000 R. As part of this weight reduction, the new frame is more flexible (and narrow) than before, so much so BMW is even calling it the Flex Frame with capital Fs. Because of this, the engine has a greater role as a stressed member of the frame. The narrowness of the Flex Frame also translates into a slimmer seat/tank junction, allowing the rider’s knees to be closer together. This lets the rider move around more in the seat, resulting in greater comfort. Comfort for the upper body comes by way of an adjustable handlebar clamp that lets the rider move the bar forward from its standard position by 10 mm. Adjustable handlebar risers are also available as an option, which lift the bars an additional 10 mm higher. Looking towards the bottom of the bike, the underslung swingarm and accompanying shock is another piece directly borrowed from the S 1000 RR. BMW says, compared to the previous S 1000 R, the shock is “significantly further away from the swing axis and the engine.” Now the shock, and the oil inside it, isn’t as affected by the engine heat, which results in more stable and consistent damping. Electronics What’s a motorcycle these days without electronics? With the updated S 1000 R, a new six-axis IMU accurately monitors the bike’s position, allowing the standard ABS Pro and DynamicTraction Control (DTC) to work even better. Three riding modes – Rain, Road, and Dynamic – are also standard, while the optional Riding Pro mode opens up a wide-range of adjustability, including engine drag torque control, “Power Wheelie” mode, and Dynamic Brake Control. The DTC gets further refinement thanks to data gathered from BMW’s World Superbike effort, while other race-derived options include Launch Control and Pitlane Limiter. Hillstart Control Pro is another option, though the non-Pro Hillstart Control comes standard. Also standard is the Shift Assistant Pro, which works in both directions. Capping the electronic highlights is a 6.5-inch TFT display with additional screens, navigation, and connectivity options. If previous BMW screens are anything to go by, this latest one is sure to be an eye-pleaser. Lastly, BMW has co-developed a range of accessories for the S 1000 R in three different packages: the M package, Carbon package, and Milled Parts ex works package. For more details, see the full press release is below. The new BMW S 1000 R Emotional roadster look combined with supersports riding dynamics – that’s what the new BMW S 1000 R is all about. The Dynamic Roadster based on the S 1000 RR enters a new dimension. “With our new S 1000 R, we have tried to preserve the strengths of its predecessor and to take into account the potentials known to us from press and customer feedback in the new S 1000 R. The team also made perfect use of the benefits provided by the new architecture” Ralf Mölleken, Project Manager Complete Vehicle Emotional roadster look combined with supersports riding dynamics – that’s what the new BMW S 1000 R is all about. Derived directly from the supersports S 1000 RR in the key areas engine and chassis, the dynamic roadster offers the same innovative technology. The close kinship to the “RR” can be seen from every angle. With its reduction to the essentials, the new S 1000 R offers unprecedented dynamic response. Thanks to its acceleration-optimised 121 kW (165 hp) peak output combined with the unrivalled low weight of 199 kg (DIN) as well as ABS Pro, Dynamic Traction Control (DTC), full-scale LED lighting and much more as standard, the new S 1000 R once once again sets the benchmark in the dynamic roadster segment. Newly developed, 5 kg lighter drive based on the S 1000 RR with adapted gear ratios, optimised mid-range power and engine drag torque control (MSR) as optional extras. The in-line four-cylinder is based on the engine of the S 1000 RR and generates 121 kW (165 hp) at 11 000 rpm. The maximum torque of 114 Nm is available at 9 250 rpm. The engine speed range was made even wider, fuller and more harmonious in terms of achieving even more improved rideability thanks to a particularly linear torque curve. In order to reduce the noise and fuel consumption levels as well as the engine speed level, especially at cruising speeds on country roads, the 4th, 5th and 6th gears now have longer gear ratios. In addition to a smoother, self-reinforcing anti-hopping clutch, the new S 1000 R is equipped with engine drag torque control (MSR) for the first time as an optional extra. The engine drag torque control prevents the rear wheel from slipping as a result of abrupt throttling or downshifting thanks to being electronically controlled. Completely new, lighter chassis based on the S 1000 RR with Flex Frame, Full Floater Pro kinematics, underslung swingarm and optimised ergonomics. The chassis was also subjected to significant weight reduction, just like the entire motorcycle. The frame and swingarm are based on the S 1000 RR and have been made considerably lighter in than their predecessor. At the same time, the engine in the so-called Flex Frame takes on a much greater supporting function than before. The new frame offers further benefits due to its very narrow design. This considerably reduces the motorcycle’s width in the area of the knee contact area, thereby offering a more relaxed riding position with even more freedom of movement. An adjustable handlebar clamp enables the rider to make ergonomic adaptations. Two positions are already available as standard: 0 mm / +10 mm towards the front. In addition, 10 mm handlebar riser mounts are offered as an option, which can also be turned in the direction of travel by 0 mm / +10 mm. The underslung swingarm has been taken over from the S 1000 RR and the spring strut with Full Floater Pro kinematics is now located significantly further away from the swing axis and the engine. This prevents the engine from heating up due to waste heat and ensures even more stable temperature behaviour and even more constant damping response. In combination with the swingarm, which has its roots in motorsports, this results in more tyre grip and lower tyre wear. Three riding modes, Dynamic Traction Control (DTC) and ABS Pro as standard. Optional equipment “Riding Modes Pro” with riding mode “Dynamic Pro”, Dynamic Brake Control (DBC), engine drag torque control (MSR, “Engine Brake” and “Power Wheelie”. The new S 1000 R is equipped as standard with Dynamic Traction Control DTC, ABS Pro with banking angle optimisation and the three riding modes “Rain”, “Road” and “Dynamic”. The fully configurable “Dynamic Pro” mode is also available with a particularly wide range of setting options as part of the “Riding Modes Pro” option. With “Riding Modes Pro”, the new S 1000 R also features the “Engine Brake” function in conjunction with the engine drag torque control (MSR) and the “Power Wheelie” function. As part of the “Riding Modes Pro” option, Dynamic Brake Control (DBC) additionally supports the rider during emergency braking manoeuvres. Multifunctional instrument cluster with 6.5-inch TFT screen for excellent readability and maximum range of information. The new S 1000 R’s instrument cluster was also taken over from the S 1000 RR. Special emphasis was placed on the best possible readability in addition to an extended range of functions and information. The screen was therefore designed to be large for good readability and optimum information display even under difficult lighting conditions. The rider can choose between customised screen displays for various purposes. The Pure Ride Screen, for example, provides all the necessary information for normal road riding, while a further Core Screen shows displays for banking angle, deceleration and traction control. A bluetooth smartphone interface which allows app-based arrow navigation is already included as standard. The TFT display is operated comfortably from the handlebars using the multi-controller. The optional M package provides a third Core Screen with bar display and lap timer. New LED headlamp and powerful LED light units as standard. Headlight Pro with adaptive turning light and iconic light guides with daytime running light function as an optional extra ex works. The lighting units of the new S 1000 R are based on state-of-the-art LED technology. These include the new, striking LED main headlamp with optimised low beam and high beam light. The newly designed turn indicator and rear lights also make use of LED technology. The rear turn indicators have been adopted from the S 1000 RR and feature an integrated tail/brake light function. The front turn indicators are “hidden” in the fork area. Enhanced safety when riding at night is ensured by the adaptive turning light which is a component of Headlight Pro as an ex works option. In this case, further LED modules are added. The rider benefits from improved road illumination when cornering to make riding at night even safer. New, even more dynamic design in an attractive basic colour and two exclusive style variants. In its latest edition, the S 1000 R also clearly borrows from its supersports counterpart, the S 1000 RR, but placing the emphasis on its character as a dynamic roadster. To a greater extent than previously, the “tail up – nose down” look gives the S 1000 R an eye-catchingly dynamic visual impact with its new body elements. The colour concept also highlights the sporty, dynamic appearance of the new S 1000 R. In addition to the basic colour Racingred non-metallic, the options Style Sport and the M package with additional product content are available. The highlights of the new BMW S 1000 R: • 5 kg lighter, newly developed 4-cylinder in-line engine based on the S 1000 RR with further optimised mid-range power and rideability as well as new gear ratios in 4th – 6th gear. • Lightest dynamic roadster in its class: Weight reduction by 6.5 kg to 199 kg DIN empty weight or 202 kg including comfort and dynamics package. The M package reduces the vehicle weight by another 4.8 kg (2 kg with forged wheels / 3.7 kg with carbon fibre wheels). • Superior output and torque: 121 kW (165 hp) at 11 000 rpm and 114 Nm at 9 250 rpm. • At least 90 Nm of torque available from 5 500 to 12 000 rpm. More than 80 Nm already available from 3 000 rpm. • Effort-saving, linear torque curve: Even better rideability across the entire engine speed range. • Newly developed suspension featuring the “Flex Frame”, with the engine taking on more of a load-bearing function. • Significantly improved ergonomics thanks to the “Flex Frame” allowing the rider to have his knees closer to the motorycyle body. • Underslung swingarm with Full Floater Pro kinematics and new suspension strut for even more sensitive response and optimised rear wheel grip. • New, lighter exhaust system, EU5 compliant. • New 6-axis sensor box for precisely determining the pitch rate and anti-wheelie function. • ABS Pro for even more safety when braking, also in banking position, as standard. Dedicated rain brake mode with flatter brake pressure gradient. ABS Pro as standard for even safer braking when cornering. • WSBK proven DynamicTraction Control (DTC) as standard ensures even greater stability when accelerating. • Three riding modes “Rain”, “Road” and “Dynamic” as standard. • DTC wheelie function as standard. • Riding Modes Pro with additional “Dynamic Pro” mode including adjustable wheelie control, engine brake and engine drag torque control (MSR) as well as Launch Control, Pitlane Limiter and Hillstart Control Pro as ex works options. • Hillstart Control as standard. • Shift Assistant Pro for quick up and down shifting without using the clutch available ex works. • New instrument cluster with 6.5 inch, easy-to-read TFT display including additional sports screens, arrow navigation and connectivity. • New LED headlamp and LED light units as standard. • Adaptive Turning Light and daytime running light in Headlight Pro package available as an option ex works. • Completely newly designed body elements for even more dynamic styling. • Attractive basic colour and two style variants available from start of production. • Expansion of the Original BMW Motorrad Accessories and optional extra range, including M package, Carbon package and Milled Parts package ex works. The post 2021 BMW S 1000 R – First Look appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/yeoZuwxkOh8View the full article