PULSE
2020
ISSUE ONE
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Always pushing to the limit and in search of the ideal line, you’ve got 205 HP beneath you. Unbridled power pushes your RR to the max - with a maximum torque of 83 lb-ft at 11,000 rpm and a torque curve of at least 74 lb-ft over a range of 5,500 to 14,500 rpm. Ten years after the first generation of the RR first mesmerized the world of motorcycles, BMW is now pushing into the next level of performance. Almost every component of the RR has been updated - from the front to the rear. The result: less weight and noticeably higher performance. It’s being billed by the manufacturer as the Superbike of superlatives and it’s easy to see with one quick glance that the BMW S 1000RR is pushing the boundaries of Supersport performance.
Anyone who looks at it immediately understands that this is a high performance motorcycle. Every part of the RR has been designed to get the most out of it. Take, for instance, the frame layout with its new suspension technology that makes the RR lighter and more precise. In addition, there is the ergonomically focused seating position, which is unrivaled thanks to the modified frame and fairing design. The standard LED headlights give the bike a dynamic and aggressive look. The front indicators have moved from the fairing to the rearview mirrors, which not only looks aesthetically pleasing, but it also provides improved visibility. Seen from the rear, the RR dominates in terms of design and functionality: “All-in-one” is the motto here. In addition to license plate lighting, the license plate bracket now also includes LED turn signals, tail lights and brake lights.
When it comes to top performance, the RR is your perfect partner. And not just on the road, but also on the track. In a few simple steps, you can dismantle both the rearview mirror and the license plate bracket and you’ve got a racing bike. The optionally available M Package turns your RR into the ultimate racing machine. Here the weight is once more reduced by around 7.7 lbs down to a mere 427 lbs. In addition to the Motorsport finish, the M carbon wheels, the M battery, the M seat with M passenger seat cover and the M swing arm pivot you also get Ride Modes Pro with the configurable Ride Modes Race Pro 1-3 and electronic assistance systems, such as DTC +/- Shift, ABS Settings, engine mappings, wheelie control and slide control and a whole lot more.
2020 BMW
S 1000RR
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The newly designed, four-cylinder engine is the new RR power train. Not only was the peak output increased to 205 HP at 13,000 rpm, but the torque curve was also optimized.
Thanks to the new BMW ShiftCam technology, which selects the valve opening time and the valve lift by means of the camshaft, significantly more torque and power are applied even in low and medium engine speed ranges. In addition, numerous other components were adapted to further optimize weight, space and design. These include a new timing concept, hollow-drilled titanium intake valves and an improved and self-reinforcing multi-disc, anti-hopping wet clutch (-20N). The engine is now narrower and about 9 lbs lighter, which improves both the handling and the ergonomics which is immediately noticeable on your first ride.
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The four standard riding modes RAIN, ROAD, DYNAMIC and RACE already cover numerous riding styles in a variety of conditions. Optional Ride Modes Pro mode lays the racing world at your feet with the three additional modes RACE Pro 1, RACE Pro 2 and RACE Pro 3, with Launch Control, Pitlane Limiter, HSC Pro (Hill Start Control Pro) and DBC (Dynamic Brake Control). With the multi-controller you can configure the following settings via the full-color 6.5” TFT display: the throttle response includes engine characteristics, the engine braking torque, the traction control (DTC) includes wheelie control, ABS and DDC (Dynamic Damping Control). And with the push of a button you can adjust the settings while riding via DTC +/- Shift. Thanks to the latest 6-axis sensor technology and torque pre control, DTC support is particularly smooth and powerful, and performs no matter the gear, speed and inclination.
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2020 BMW S 1000RR
The new RR has, as the only street-legal standard superbike, an aluminum undercarriage, which had previously only been used on the racing scene. The 0.66 lb lighter weight significantly reduces the unsprung mass and results in significantly less reaction from the chassis when accelerating. In addition, the shock absorber, which can be adjusted in terms of tension and rebound as well as the suspension, is installed farther away from the engine and is thus less exposed to heat. This has significant advantages for the shock absorber. By changing the strut ratio from 1.9:1 to 1.65:1 and having a larger damper piston, a smaller spring rate was able to be selected. This friction minimization increases comfort and performance since the power build-up in the strut occurs quickly and accurately. The entire system is thus much gentler on the tires.
The BMW S 1000RR is available at a base price of $16,999 MSRP in the US with the race package costing an extra $1,600.
2020 YAMAHA
YZ-F R1
Featuring next‑generation R‑Series styling, sophisticated electronic control, enhanced braking and suspension performance, and a refined crossplane engine -- the 2020 Yamaha YZ-F R1 is redefining the limitations of the modern-day Superbike. Drawing from more than twenty years of racing experience at the pinnacle of the sport in MotoGP, World Superbike, MotoAmerica, and Endurance Racing, Yamaha unveiled the 2020 model at the midseason stop of the WSBK championship at Laguna Seca earlier this year. For 2020, Yamaha engineers combined feedback from tracks around the world to set the bar even higher. New electronic systems boost rider confidence and control, while the revised engine, updated suspension and brakes, and improved aerodynamics complete the package.
The 2020 YZF-R1 features updated bodywork to create an even more aerodynamic profile, with stylish lines that give a more sleek and integrated design. LED headlights are both lightweight and compact, allowing for a more streamlined design of the front cowling with excellent visibility. For 2020, the lights are more compact and deliver a broader spread of illumination, too. LED front turn signals are integrated into the mirrors for improved aerodynamics, while the LED tail light is stylish and highly visible. The R1 features a brilliant full-color, thin-film transistor (TFT) meter, with front brake pressure and fore/aft G-force readouts, giving the rider even more feedback from the machine. It features both street mode and a track mode that focuses on performance information, such as YRC settings (including EBM and BC systems), a zoomed-in view of the tachometer in the upper rpm range, a lap timer, gear position indicator and speed. The aluminum alloy fuel tank weighs in at a full 3.5 pounds less than a comparable steel tank, further reducing overall weight, and is sculpted to give the rider a natural lower body connection to the machine.
2020 YAMAHA YZ-F R1
The R1’s 998cc inline-four-cylinder engine features Yamaha’s exclusive crossplane crankshaft technology derived from the YZR-M1 MotoGP machine. By equalizing inertial forces at the crankshaft, the CP4 motor delivers a direct feeling of linear torque, giving the rider the ultimate connection between throttle grip and the rear wheel. For 2020, a new cylinder head, intake system, fuel injectors and airbox work together to enhance part-throttle performance. And by creating a smaller and shorter intake tract, new Bosch injectors are able to spray fuel directly against the intake valves, for improved fuel atomization. Titanium connecting rods use Yamaha’s precision fracture-split method to ensure reliability with minimal weight. Combined with titanium intake valves and forged pistons, these lightweight parts help achieve the CP4’s high redline and over-rev capability. The cylinder block is also offset from the crankshaft, reducing friction loads on the pistons and bores. A 6-speed transmission features close-ratio gearing to best match the high-revving engine. The transmission also “stacks” the input/output shafts to centralize mass and to keep the overall engine size shorter front-to-back, which optimizes engine placement in the frame for outstanding weight balance.
Developed on racetracks around the world, Yamaha’s new Brake Control system works with an Antilock Braking System (ABS) to minimize brake slip under aggressive braking, or on less than ideal surfaces. The adjustable BC system uses the IMU to provide progressive brake force intervention as lean angle increases, to boost rider confidence when braking mid-corner. The YZF-R1 features 4-piston radial-mounted front calipers riding on big 320mm rotors for excellent stopping power, with a new high-friction pad compound for 2020, all supported by a 220mm rear disc and compact floating caliper. A new Bosch ABS hydraulic unit is lighter and more compact, with high-quality braided stainless steel front lines to provide firm, responsive control feel. The R1 features an inverted KYB front fork with 43mm inner tubes and a 4.7-inch stroke with full adjustability, for incredible front-end feel on the track. For 2020, new shim-stack damping pistons improve road feel under aggressive conditions. All adjustments are also made on the top of the fork legs, for simplified tuning. For 2020, the R1 mounts the latest Bridgestone RS11 tires. Featuring a new tread pattern and updated multi-compound carcass, the RS11 is designed to offer true racetrack-ready traction with balanced road feel and handling.
For 2020, the R1 features a ride-by-wire Yamaha Chip Controlled Throttle (YCC-T®) system built around the new Accelerator Position Sensor with Grip (APSG), which eliminates the throttle cables. As before, YCC-T precisely senses throttle input by the rider and actuates the throttle valves to actively control intake volume, allowing for cutting-edge computerized engine management—now in a lighter package. Yamaha’s Inertial Measurement Unit (IMU) combines a gyro sensor and G-sensor accelerometer that measures all six axes of movement in 3-D space at a rate of 125 calculations per second. This information is fed into the Engine Control Unit (ECU) to create a detailed picture of the motorcycle’s position, which then powers the R1’s rider-assisting technology package, Yamaha Ride Control (YRC).
The 2020 Yamaha YZ-F R1 will be available starting at $17,399 MSRP and offers both Team Yamaha Blue and Raven color schemes.
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2020 YAMAHA VMAX
The VMAX is one of the most iconic stylings out of Yamaha’s stable over the years and it’s back in full-force for 2020 as a part of their Sport Heritage lineup. It’s been over a decade since the V Max underwent any serious alterations when the displacement was upgraded from 1,198cc to 1,679cc, the chassis was completely redesigned to complement the new power production, and it underwent a design overhaul as well. In 2020, it hasn’t seen any significant improvements other than a completely blacked out color scheme which Yamaha dubs Raven Black. The good news is that pricing hasn’t changed from the previously instated $17,999 MSRP, meaning that it’s still a decent buy if you’re unsure about making the jump.
In terms of aesthetics and instrumentation, the 2020 Yamaha VMAX is decked out to the max. The instrument panel includes an analog, step-motor driven tachometer, and digital speedometer with LED indicator lights while a prominent LED shift timing indicator adds to the performance character of the VMAX. Organic electroluminescence multifunction display provides a more precise display vs. LCD and includes clock, fuel meter, trip meter with fuel reserve trip meter, transmission gear position, coolant temperature, stopwatch, and more. The Electronic Control Unit (ECU) uses three microprocessors to control fuel injection, ignition, YCC-T, YCC-I, meters and other electrical components. Additionally, a H4 60/55W headlight provides excellent visibility and distinctive style, while the trick-looking LED taillight is light, bright and highly efficient.
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The thunderous 1679cc, 65-degree, liquid-cooled, fuel-injected four valves-per-cylinder, DOHC engine pumps out astonishing power to reinvent the VMAX legend which can’t be replicated by any other motorcycle. A superbike-proven Yamaha Chip Controlled Intake (YCC-I) switches nearly instantaneously between 150mm and 54mm height intake funnels as needed for a broad powerband that delivers optimum performance at any rpm. The engine combines four-valve technology with a high 11.3:1 compression ratio, forged aluminum pistons and NGK® Iridium spark plugs with R1-type direct ignition coils to extract maximum horsepower from the fuel charge. The iconic VMAX aluminum intake covers are hand buffed by craftsmen for superb quality and individuality and the four-into-one-into-two-into-four exhaust system with EXUP® delivers a broad, seamless powerband with the right VMAX look and an absolutely astonishing sound. Delivering this power cruiser’s muscle to the street means a beefy shaft drive which calls for a special shaft design that includes two cross joints to accommodate the fat 200/50R18 rear tire. Five-speed transmission has superbly spaced gear ratios to take full advantage of the engine’s awesome power in straight-line acceleration or through the canyons while a hydraulically activated clutch includes a racetrack-proven ramp-type slipper clutch system that makes braking from speed while downshifting smoother.
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The high-tech chassis is light and compact with a cast aluminum main frame, controlled-fill die-cast and extruded aluminum rear frame and cast aluminum swingarm. For mass centralization that contributes to the bike’s lean looks, the 4-gallon fuel tank is mounted under the seat, with the filler under the rider’s backrest.
The cartridge-damper-type front forks have substantial 52mm inner tubes with oxidized titanium coating and have both compression and rebound damping adjustability plus spring preload. There’s a fully adjustable shock on the rear in the form of a link-type Monocross® that has a remote reservoir and features compression and rebound clickers plus remote preload adjustment. The VMAX uses Brembo® master cylinders, sporting a radial pump master cylinder up front. Large 320mm wave-style dual front discs are matched to radial-mount monoblock 6-piston calipers.
2020 YAMAHA VMAX
On the rear wheel, there’s a 298mm wave design disc and single-piston caliper and there’s advanced ABS both front and rear. Connecting the bike to the pavement are a pair of 18-inch radial tires, 120/70R18 front and 200/50R18 rear, which are mounted on cast aluminum five-spoke wheels.
The bike was released in October and is available in local dealerships for a total MSRP of $17,999 in the newly released Matte Raven Black.
2020 YAMAHA MT-03
The plethora of choices in the small-displacement motorcycle category continues to expand with the reintroduction of the Yamaha MT-03 to the naked-bike market in the United States. There’s absolutely no mistaking that the new MT-03 is a member of Yamaha’s legendary Hyper Naked family -- with its aggressive front light assembly as well as bold air scoops and a sculpted fuel tank, the MT-03 gives you the chance to become a true master of torque and experience the most dynamic ride in the class. It has been available in European, Australian, and several Asian markets as of late but Yamaha only had the YZF-R3 in the United States. As the 2020 MT-03 underwent some aesthetic alterations, the Japanese manufacturer decided it was time to bring the “dark side of Japan” back to North America.
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Yamaha’s Hyper Naked bikes are instantly recognizable thanks to their aggressive and powerful design. A sculpted fuel tank cover is designed to fit snugly with the rider, while the lightweight air scoops enhance the look and feel of the mass-forward body design and highlight the dynamic MT family look. It’s compact body and low 30.7” seat height make the MT-03 a joy to ride whether you’re escaping traffic or having a blast out on the open road. Behind the aggressive bodywork, a specially sculpted knee area and fuel tank cover work with the high-mounted handlebars to provide an agile and ergonomic riding position. LED elements are used for both the front and rear turn signal which offer long life with minimal power draw and provide brilliant illumination, for confidence and visibility day or night. The MT-03’s dynamic new appearance is reinforced by the new LED signals that perfectly complement the bike’s aggressive looks and the stylish LCD meter that provides easy-to-absorb information that fits into the same uniform aesthetic.
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Yamaha’s 321cc liquid-cooled, inline 2-cylinder engine delivers excellent power and performance throughout the rpm range with a 180-degree crank design and integrated counterbalancer -- the layout minimizes vibrations for a smooth, refined engine character. Double overhead cams (DOHC) and four-valve cylinder heads, provide easy to manage power at low rpm with strong high rpm power, ultimately delivering an exciting ride with a broad spread of throttle response, collaborating well with the smooth-shifting six-speed gearbox. Yamaha’s unique DiASil—a high-silicon aluminum alloy—is used in the cylinders to ensure excellent heat dissipation. An innovative offset cylinder design helps reduce friction and provides better efficiency, quicker response and great overall engine performance. Forged aluminum pistons—the same technology used in the MT-10—contributes to reduced power loss and lower vibration levels, resulting in minimized vibrations and smooth running, even at high rpm. Additionally, the short muffler design features modern styling and helps to centralize mass, improving agility for ultra-responsive handling.
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The MT-03 is equipped with a 22.6” long asymmetrical swingarm that provides a planted ride during braking, cornering and acceleration. The compact diamond-type tubular frame combines low weight with immense strength to give you neutral handling and easy maneuverability in traffic. The MT-03 features an inverted KYB fork with optimized spring and damping settings, delivering more solid handling when closely compared to motorcycles using conventional front forks. On the rear, the 7-step preload-adjustable single-shock design is tuned to strike a balance between ride comfort and sporty performance for capability across a wide range of uses, from urban commuting to extended rides into the twisty canyons. Additionally, the 298mm floating-mount front disc brake ensures excellent stopping power, supported by a 220mm rear disc. The MT-03 ABS model also features an antilock braking system to boost rider confidence and prevent wheel lock-ups in reduced-traction conditions.
The 2020 Yamaha MT-03 is available at an MSRP of $4,599 and comes standard in both Ice Fluo and Matte Raven Black color schemes.
2020 YAMAHA MT-03
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2020
HUSQVARNA EE 5
Husqvarna Motorcycles are the latest manufacturer to take part in the electric craze that has taken over the industry in the last few years, launching the all-new EE 5 -- an electric engine Minicycle that delivers a complete and fully adaptable, five-kilowatt competition machine. Set to rival any 50cc fuel-powered motorcycle, the quick-charging EE 5 combines the latest high-quality componentry with bodywork specifically designed to give young riders an ergonomically effortless, all-electric riding experience. The bike is designed to offer kids an environmentally friendly way to learn, compete, and have fun.
The electric motor fitted to the EE 5 produces a peak power output of 5 kW - much the same as its 2-stroke counterpart. The permanent magnet, air-cooled motor features an extremely compact and slim design, which is well suited to the smaller chassis. The motor is also air-cooled, water and dust-proof, making it largely maintenance-free. Lastly, an integrated control unit (ECU) guarantees a direct, but very controllable and unintimidating power delivery in all conditions. Additionally, low noise and zero carbon emissions make the EE 5 more accessible to younger riders and more accepted in areas where noise emissions are restricted.
Featuring the latest suspension technology, the EE 5 is fitted with 35 mm WP XACT forks that offer 205 mm of travel and combined with a fully-adjustable WP rear shock ensure exceptional damping characteristics. A high-strength chromoly frame, hydraulically operated brakes, lightweight wheels, tapered NEKEN handlebars and striking graphics complete Husqvarna Motorcycles pioneering, all-new EE 5 machine. Mirroring the full-size motocross range, the EE 5 uses lightweight, black anodized aluminum rims, MAXXIS tires and hydraulically operated brake calipers and waved front and rear brake discs. This combination of wheels, tires and brakes provide progressive grip and advanced braking feel in all conditions. It also features an easily adaptable ride height that can be adjusted to keep up with an improving or growing rider.
Powering the electric motor in the EE 5 are eighty-four modern lithium-ion cells, mounted in a robust die-cast aluminum casing. This accounts for 907 Wh of stored energy, giving the EE 5 up to two hours of general riding, or twenty-five minutes of fast-paced full-power racing. The integrated battery management system (BMS) further ensures the safety and longevity of the battery pack. The external worldwide charger supplying up to 900 W can be connected to any 110 or 230 Volt sockets, plugging directly into the battery pack for easy charging. Quick charging times of forty-five minutes (80%) or seventy minutes (100%) mean more time in the saddle, and less time in the pits.
Ensuring users have all relevant information at a glance, a multi-functional instrument and display is located between the steering head and seat. The user can select six different ride modes with different power characteristics suited from beginners, up to experienced racers. In addition, the remaining battery charge is also displayed. In the event of a fall or tip over, the EE 5 is fitted with a roll-over sensor which cuts power. A wrist lanyard key also acts as a safety net in the event of an uncontrollable riding scenario. Further, all ride modes can be saved or ‘locked’ with the use of a dongle located below the seat. This prevents younger riders from inadvertently activating more powerful ride modes.
Husqvarna’s very first electric motorcycle is set to hit the North American market in the Fall of 2019 and although the price isn’t confirmed, based on European figures it will sit somewhere around $5,750.
2020 HUSQVARNA EE 5
2020 PANIGALE V4
25° ANNIVERSARY 916
A collector’s bike dedicated to all Ducatistas who can relive the spirit of the legendary 916 while riding this version. In order to satisfy even the most demanding collectors, the bike comes with an authenticity certificate, which displays the bike, frame and engine numbers.
The 25° Anniversario 916 is built on the mechanics of the Panigale V4 S. This has been upgraded with racing content from the Panigale V4 R such as the Front Frame, designed to Ducati Corse specifications, the dry clutch and even more track-specific electronics, such as Ducati Quick Shift EVO 2, optimised for aggressive gear shifts, and ‘predictive’ Ducati Traction Control EVO 2.
The look of the bike combines a color scheme that takes its cue from the Ducati 996 SBK (winner of the 1999 World Superbike Championship) with forged magnesium Marchesini Racing wheels, a titanium type-approved Akrapovič exhaust and a long list of carbon fiber and billet aluminum components. The lower part of the tank is crossed by a black stripe that extends to the frame and to the side extractors; it accentuates the side view’s dynamism and evokes the side panels of the 996 SBK’s carbon air-box side body panels. Stickers that reproduce the “Shell” and “Foggy” logos are available to apply on the side fairings and at the base of the Plexiglas respectively; these two details were designed to further strengthen the visual connection with Carl Fogarty’s 996 SBK. This version’s racing look is completed by the magnesium-forged Marchesini Racing wheels, the Akrapovič titanium silencer and the several carbon and billet aluminum components.
The Panigale V4 25° Anniversario 916 is powered by the 1,103 cm³ Desmosedici Stradale engine. A 90° V4 engine with Desmodromic timing system derived from the MotoGP is the only one of its kind in terms of its counter-rotating crankshaft and the “Twin Pulse” firing sequence. The engine can deliver a power of 214 hp at 13,000 rpm, and a torque of 91.5 lb-ft at 10,000 rpm, which makes it absolutely enjoyable, even on the road. The exhaust sound of the Desmosedici Stradale engine is reinforced by the approved Akrapovič titanium silencers, 1.1 lbs lighter compared to that of the Panigale V4 S, which add a racing touch to the bike’s look thanks to the carbon fiber endcaps and the honeycomb grilles on the exhaust outlets, which recall the MotoGP world.
The “Front Frame”, which uses the Desmosedici Stradale engine as a load-bearing element, is the same as the one used on the Panigale V4 R but differs because of the lightweight side panels. Compared to the Monocoque, the “Front Frame” makes it possible to decouple the torsional and lateral stiffness so as to achieve the proper amount of pliability with respect to the stresses on the frame, better absorbing uneven road conditions in the curves and ensuring the necessary stability. All this translates into a superior agility and precision that provides the rider of the Panigale V4 with easier control. The main difference in the layout compared to traditional solutions is the use of the engine as a structural element for the entire frame. The “Front Frame” features a compact frontal structure weighing only 8.8 lbs, secured directly to the upper semi-casing of the front bank and to the cylinder head of the V4’s rear bank, the engine block also serving as a connection point for the rear suspension and pivot point for the single swinging arm.
The frame is combined with the Öhlins NIX-30 fork, the Öhlins TTX36 rear shock absorber and the Öhlins steering damper, controlled by the Öhlins Smart EC 2.0. control system. For the rider, this means having access to a higher level of control over the bike’s dynamics for the benefit of road safety and for lap times on the track. The first-class braking system consists of two Brembo discs, with a diameter of 330 mm, at the front coupled with Brembo Stylema® monoblock calipers. The rear system is composed of a single 245 mm disc with a 2-piston caliper.
The Panigale V4 25° Anniversario 916 will arrive in dealerships starting from October 2019 at a price of $42,500.
2020 PANIGALE V4 25° ANNIVERSARY 916
MV Agusta has formed its roots during legendary racing battles dating back to the mid-twentieth century, accumulating thirty-seven world titles, countless epic victories, and pushing the boundaries of what’s possible on two wheels -- contributing to the creation of the legend of “Meccanica Verghera”. Enter the MV Agusta Superveloce 800 which made its debut in the form of a concept at EICMA as a precursor to the model that will be produced in the latter half of 2019. Due to the incredibly unique technical and aesthetic characteristics of the motorcycle, the Superveloce 800 is destined to become one of the most eclectic and original models in the history of the company.
The MV Agusta Superveloce 800 is a modern interpretation of the iconic lines formed by the classic heritage of the Italian motorcycle manufacturer, fusing vintage and contemporary to create something new. The carbon fiber fairing envelopes the sleek and functional forms of the engine and frame. The upper fairing, with its classic cut lines, makes a tribute to design ethos of the nineteen-seventies, highlighted by the yellow color the plexiglass windscreen and the headlight unit below. The headlight is a technologically advanced twin-function LED poly-ellipsoidal. The daylight running light, also LED, is built into the cover of the new instrument cluster. The elusive, lightweight and minimalistic tail fairing rests on a new sub-frame allowing the user to transform the bike from a single seat to a dual seat version with ease. Undoubtedly, one of the defining details is the new circular LED tail light unit which is both elegant and distinctive. Additionally, the user-friendly handlebar and foot controls perfectly complement the clarity of the new TFT dashboard with dedicated graphics and a host of new features. In terms of electronic assists, the MV Agusta Superveloce 800 also features Bosch 9 Plus ABS, including Race Mode and Rear Wheel Lift-up Mitigation.
The chassis architecture, engine, and braking system are directly derived from the speedy MV Agusta F3 800 with some slight changes which enhance the performance and driving experience of the new Superveloce 800. The engine has been entirely remapped to enhance power characteristics, and the whole exhaust system has been redesigned based on the classic 3-in-1-in-3 layout. The pipes are placed asymmetrically with two on the right and one on the left, features that recall the technical and aesthetic solutions traditionally adopted by MV Agusta throughout the years. The MV Agusta Superveloce 800 drivetrain is a three-cylinder 798cc capacity that pumps out 148hp, topping out at just under one hundred and fifty miles per hour. It features a dry weight of 381lbs.
It sports a steel tubular trellis frame which works in part with Marzocchi “upside-down” telescopic 43mm hydraulic forks with 125mm of travel up front and a Progressive Sachs, single shock absorber in the rear allowing the wheel to travel 123mm, both with rebound-compression damping and an available spring preload adjustment. Both tires are Pirelli Diablo Rosso Corsa II’s with 120/70 on the front and 180/55 on the back. The front brake is a Brembo 320mm double floating disc that is 12.6 inches in diameter and the back is a single steel Brembo disc with 220mm of diameter.
The MV Agusta Superveloce 800 is supposedly starting production in the second half of this year and will be available in Europe at a starting price of 27,990€.
2020 MV AGUSTA SUPERVELOCE 800
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PULSE
2020
ISSUE TWO
All these attributes contribute to the new Rocket 3 GT’s sublime touring capability and comfort for every day, any gear, easy riding. As a pure Triumph original, the new Rocket 3 GT is the pinnacle in style, muscular presence and finish and it comes with 50 optional accessories to further enhance the style, practicality, and functionality.
Pricing in the United States has been announced and the GT is available for $22,600 while it’s stablemate, the ‘R’ model, is available for $21,900 as early as January.
TRIUMPH
ROCKET 3 GT
This is the genesis of an all-new generation of Triumph’s ultimate motorbike legend. Equipped with the revamped 2500cc Triumph Triple, the new Rocket 3 line-up delivers the highest torque of any production motorbike and unparalleled acceleration with a beautifully smooth, responsive and incredibly refined ride. The new Rocket 3 motorcycle range is in a class of its own with a truly imposing muscular presence and magnificent style. Combining the highest level of specification and technology with all of Triumph’s incredible handling, the Rocket 3 brings a sublime feel and comfort for all-day easy riding.
The world’s largest production motorcycle engine is an all-new 2,500cc Triumph triple, with even larger capacity and more performance than its legendary predecessor. An increase in capacity doesn’t necessarily mean an increase in weight, because multiple mass optimized engine weight efficiencies were designed into this new Rocket, including weight savings of 39.68 pounds achieved from a new crankcase assembly (saving 24.25 pounds), a new lubrication system comprising dry sump and integral oil tank (saving 8.6 pounds), and new balancer shafts (saving 7.94 pounds). With a peak power of 164 hp at 6,000 rpm (11% up on the previous generation), the new Rocket 3 offers a thrilling ride with more power from a low 3,500 rpm and all the way up to a new higher redline of 7,000 rpm. Its new peak torque of 163 lb-ft is a world highest production motorcycle torque figure – an amazing 71% higher peak torque than the closest competition, and more than the previous generation Rocket with its incredible flat, rich torque curve that reaches a peak at 4,000 rpm, then holds maximum torque all the way through the mid-range to deliver effortless acceleration and response in any gear. This torque, combined with the bike’s power and chassis set-up, delivers incredible acceleration figures of 0-62 mph in a mere 2.89 seconds.
A transformation in handling capability is delivered by major weight savings achieved by an all-new aluminum frame and premium cast and forged components. Specially designed for the Rocket 3 R and GT motorcycles, an all-new high-specification mass-optimized aluminum frame features a forward-facing air intake with premium cast and forged components. With the engine performing as a stressed member, the frame’s innovative design contributes to the new Rocket 3 lineup’s weight savings of over 88.18 pounds, more than 15% lighter than the previous Rocket providing the new generation with an absolutely incredible torque-to-weight ratio. It also features a fully adjustable Showa mono-shock rear suspension unit with piggyback reservoir (adjustable for rebound, compression and preload), and 47mm adjustable Showa front forks (with rebound & compression adjustability) to deliver superior riding comfort, exceptional handling and touring capability. Additionally, it’s also equipped with the highest available specification Brembo Stylema calipers. These are lightweight, compact, beautifully-sculpted high performing calipers which have a smaller volume around the pistons and brake pads, reducing the internal space occupied by brake fluid to deliver a more immediate braking response.
2020 KTM 1290 SUPER DUKE R
KTM is making some major upgrades to their Super Duke R in 2020, focusing mainly on shedding weight and adding horsepower, a perfect blend of ingredients for their aggressively modeled contribution to the super naked market. The Austrian manufacturer has got to be on their “A” game as the Ducati Streetfighter V4, MV Agusta Brutale 1000, and Kawasaki ZH2 are all bringing a healthy dose of competition to the table in 2020.
Boasting increased horsepower and torque, the 1301cc LC8, V-Twin has undergone a subtle yet impactful development. Optimized to be lighter but retaining its torquey character, this powerhouse is the benchmark of V-twin evolution and with new engine and linkage mounts that add to the overall structure of the entire package. Thinner engine casings and revised water and oil cooler mounts have resulted in a 0.8 kg (1.7 lbs) weight saving. Oil delivery has also been improved by way of a lightweight aluminum oil line, eliminating the need for a double wall system. Additionally, the engine carrier bracket and linkage mount have been integrated into the engine case, allowing for a stiffer connection. This has also resulted in a 5mm higher swingarm pivot for improved stability and anti-squat. There have been a few small tweaks to the PANKL gearbox which result in quicker shift times, shorter shift action and lighter lever modulation. Smoother shift action also comes courtesy of an improved spline shaft and bronzed copper coating on the shift forks.Formula1-inspired forged piston technology means KTM can push the limits of load capacity despite the extremely short and lightweight design. This results in a minimized reciprocating weight and maximized responsiveness. The piston skirts also feature a state-of-the-art, hard-anodized finish which minimizes friction, adding to the engine's free-revving nature.
2020 KTM 1290 SUPER DUKE R
The core of the new KTM 1290 Super Duke R is an all-new frame with three times of torsional rigidity of previous models, stickier tires, smarter WP suspension, an aluminum and carbon composite subframe and completely revised geometry. This allows for an effortless, confidence-inspiring riding position which translates into an ultimately faster ride. This is achieved by maximizing the feedback from the chassis and the front tire. The frame also makes use of thicker diameter tubes with thinner walls, which is the single biggest weight-saving measure on the bike - saving nearly 5 lbs compared to the previous model. An all-new and lighter composite subframe combines a number of functions to save weight and increase functionality. The passenger seat, license plate holder and taillights bolt directly onto the subframe structure with no additional brackets or attachments needed. In order to increase feel and traction, the pivot point of the single-sided swingarm has been repositioned 5mm higher relative to the output sprocket for more control when putting the power down. Combined with the repositioning of the engine in the frame, a steeper swingarm angle has been achieved, increasing anti-squat.
The 2020 KTM 1290 Super Duke R has been sculpted for spirited performance riding without compromising rider comfort. A restyled tank gives the rider better support, while lower, variable handlebars and adjustable footpegs make for improved comfort on the road and more control on the track. Finding the optimal seating position is made easy with an adjustable 760 mm wide handlebar. Riders can tailor their preferred reach with 4 positions over 21 mm, front to back, making it easy to attack corners and crucial for hanging on down the straights. Aggressive and menacing, the bodywork and panels had to achieve two objectives - tick all the ergonomic boxes and shave weight wherever possible. As such, every panel and plate has been calculated for optimum thickness and minimized where possible.
A new angle-adjustable 5 inch TFT screen takes center stage ahead of the rider, featuring a fresh design and innovative new functionality. An updated menu structure gives riders faster access to the various features and allows for more customization of preferred riding setups. The scratch-resistant bonded glass display also helps to combat glare. In a bid to give riders more feedback and ultimately control, the ride modes (Rain, Street, Sport, Track) have been completely reworked and updated. This has resulted in less intrusive traction control in all modes and smoother anti-wheelie functions.
The 2020 KTM 1290 Super Duke R will be available at an MSRP of $18,699.
The 2020 Yamaha YZ-F R1 will be available starting at $17,399 MSRP and offers both Team Yamaha Blue and Raven color schemes.
2020 INDIAN CHALLENGER
Early in 2019, Indian restructured their heavyweight Thunder Stroke lineup and added a multitude of new features to their cruiser, bagger, and touring models as well as the unveiling of the Roadmaster Dark Horse model. Their first major launch of 2020 is the reveal of the new liquid-cooled PowerPlus engine along with the fixed-fairing Challenger bagger that goes with it. We got a chance to take the Indian Challenger for a spin and put the 108ci, liquid-cooled, V-twin to the test on some picturesque mountain roads. Indian claims to follow in the footsteps of the Scout with many similarities in design as well as the common denominator of being a part of their liquid-cooled family. The Challenger will be a little beefier and modernized while still hanging onto its historic American aesthetic.
There aren’t any massive strive forwards in terms of the development; the main purpose of the Challenger is to directly compete with Harley’s Road Glide, so the biggest facelift is coming in the performance department. It’s meant to serve as the big brother to Indian’s popular Scout model with a little bit more muscular styling and a massive frame-mounted fairing.
Indian is prepared for an all-out duel with their longtime rivals, Harley-Davidson, in an effort to gain performance supremacy by way of their PowerPlus 60-degree V-twin; their first liquid-cooled large-displacement motor. It’s said to churn out 122 hp and 128 lb-ft of torque. All of Indian’s heavyweight baggers and tourers have been traditionally powered by their air-cooled Thunder Stroke 111/116 V-twin, but they decided to take the same configuration from their Scout barring the single overhead cam. Indian claims that it was “developed with a big-piston, big-torque mindset with an end game of maximum power delivery across the entire curve,” and when it comes down to the numbers it seems they’ve achieved just that.
In terms of the handling and suspension, the star of the show is the new Fox shock that Indian custom designed specifically for the new Challenger. The gas-charged 46mm monotube has an internal floating piston separating the gas pressure and oil that gives more consistently controlled damping compared to other brands according to Indian. It features a remote hydraulic preload adjustment that requires a 10mm wrench behind the side panel. Meanwhile, hidden underneath the gargantuan fairing is the inverted 43mm fork with 5.1 inches of travel. In addition to the comfort provided by the suspension, the electronics suite has been revamped to offer the most comprehensive list of amenities possible in order to keep the rider at ease in any situation. It also received a new quad-core processor for quicker response times and a faster start-up. Additionally, there are three different ride modes available -- Rain, Standard, and Sport.
The first noticeable aspect of the motorcycle was the weight and just how much effort it actually took to hoist the bike off of the side stand. There was a fair amount of time spent on feeling the bike out and getting familiar with all of the controls, but the feeling of weight disappeared immediately after the bike started gliding along. Indian masterfully achieved the sensation they were aiming for with the new PowerPlus 60-degree V-twin, delivering a fairly effortless response across the entire power curve.
2020 INDIAN CHALLENGER
No matter what speed or gear you found yourself in, it seemed like there was endless power with just a flinch of the right wrist. The 43mm inverted fork felt planted and comfortable in the many twists and turns and the rubber-mounted handlebars did their part in decreasing bad vibrations. The riding position was at no point uncomfortable and it lasted for the entire day, proving that it lives up to its reputation as a companion for long rides and adventures.
The MSRP for the 2020 Indian Challenger base model starts at $21,999 with a Titanium Metallic colorway, while the Challenger Dark Horse comes available in Thunder Black Smoke, Sandstone Smoke, or White Smoke starting at $27,499. The Challenger Limited begins at $27,999 and comes available in Thunder Black Pearl, Deepwater Metallic, and Ruby Metallic.
2020 HARLEY DAVIDSON BRONX
Harley-Davidson is making a big push in 2020 and it appears that they’re attempting to make a splash in a few different demographics, starting with a foray into the streetfighter market. The new Harley-Davidson Bronx is a part of the Milwaukee manufacturer’s “More Roads to Harley-Davidson” growth plan through 2022 which was announced a couple of years ago at EICMA. Although there aren’t any hard facts released in terms of technical specifications and fine details, there’s plenty of information available to build excitement for the Bronx’s release in the last quarter of 2020.
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It’s been a little longer than a year since Harley revealed the concept of the Bronx and unveiled the first glimpse to the public. It features carbon-fiber fenders, slick LED lighting from head to toe, TFT instrumentation, and very simple yet aggressive geometry. The carbon fiber fenders on the front and rear are complemented nicely by a stainless-steel exhaust and stainless-steel brake lines. The rear-mounted foot controls and bar-end mirrors are just what the Bronx needs to push it firmly into the streetfighter category.
The 2020 Harley-Davidson Bronx is definitely packing a punch when it comes down to the drivetrain department, featuring the 975cc Revolution Max 60-degree V-twin which produces 115hp and 70 lb-ft of torque. The architecture of the newly designed engine is designed with flexible performance in mind as well as a broad powerband coupled with dual downdraft throttle bodies that maximize airflow and performance. The Revolution Max is replacing the longtime air-cooled drivetrain that’s been powering Harleys since the 1980s. Fortunately, the new liquid-cooled powerplant produces much less in the department of tailpipe emissions and produces a little bit extra horsepower in the process. A counter-balancing shaft keeps engine vibrations to a minimum and it’s supposedly smoother than any other Harley-Davidson on the road.
The Bronx harbors a tubular steel frame and will receive an all-new swingarm set up to ensure optimal handling in the twisties. The V-twin acts as a stressed member with the frame attaching the steering head to the engine, and the swingarm pivots in the crankcases. A few photos were released of the pre-production model which seems to indicate that it will come standard with 17-inch wheels and Michelin slick street tires. The stopping power will come from dual Brembo Monobloc radial calipers on the front along with massive 320mm discs, collaborating with upside-down forks and mono shocks to handle the suspension duties. Harley has worked specifically with Brembo and Michelin in order to set the Bronx up to “combine sharp edges and softer curves.”
There hasn’t been any firm information released on the price of the 2020 Harley-Davidson Bronx, but it’s rumored to be somewhere within the realm of $15,000.
2020 HARLEY DAVIDSON BRONX
FIVE RIDERS
FIVE QUESTIONS
We’re living in unprecedented times right now in the midst of the global Covid-19 outbreak. It has essentially brought our country to a standstill and in the same token, it has brought all of the major sports leagues to a halt nationwide, including the sport of motorcycle racing. Monster Energy Supercross and Pro Motocross have announced temporary changes to their schedules, but such a rapidly changing climate surrounding the pandemic leaves lots of questions still unanswered. We decided to check in with a couple of our LS2 athletes to see what they’ve been up to since the start of the quarantine and how they’re coping with this entire situation while attempting to stay race ready when their number is called.
LS2: First of all, with all of the shelter in place mandates and quarantining happening worldwide. What have you been doing to keep yourself sane and entertained?
Josh Greco: First, I’m starting my printing business back up. I got a 3D printer I’ve been learning and ordering a decal machine soon to do some small stuff with as well. I’ve been taking the time to build my moto-van out and make it travel-worthy. Other than that, just a little bit of free riding in the sand.
Bubba Pauli: I’ve been needing some entertainment. I’ve been super busy without racing, it’s almost like I’m living my exact same life as I was in November with the preseason training.
Cade Autenreith: I’ve been mostly working out, playing video games, and doing some projects around the house with my dad.
Scotty Wennerstrom: I have plenty to do on the fifty acres I live on to keep me sane. Besides not going racing and working at our gym, my life has probably been affected less than most with all this virus stuff going on.
Addison Emory IV: I was going into work making like ninety bucks per day and I need some money, but it’s a frustrating deal because the restaurant I was working at isn’t open and racing is non-existent, even local races here. They’re not canceled but there aren’t any pro guys that show up so I wind up losing money by going out there. Right now I’ve just been doing my training and doing school work to stay busy.
ADDISON EMORY
LS2: Obviously the focus now switches to outdoors, but with so many races now being run at the end of the year and SX traditionally starting in January, do you have to treat this a little bit like an off-season?
Josh Greco: As I said we’re still not positive about outdoors, so it’s a waiting game for sure and we just have to plan for whenever the next race may be.
Bubba Pauli: Yeah, most guys will have an off-season during September and part of October before they start preparing again for Supercross, but for myself the last few years I have not truly had an off-season. Last year I raced forty-two races around the world and the year before I was at forty-five races, so this is pretty unique, especially for myself. Like I said before I plan on keeping on the SX grind for at least the next month then maybe backing down a little bit. My original plan this year was to go to Europe and race the Spanish Supercross Championship as well as some French Supercross races throughout the summer but I am unaware of how their schedule is going to play out. If they have to change that schedule, I may end up racing the Pro Motocross Nationals here in the United States. Regardless, we have about twelve weeks before any of that kicks off. I really just want to take advantage of the time right now and improve on all my weaknesses I’ve been having this season, so when we go back to the supercross in the fall we will have all those kinks worked out. I am extremely confident that the remaining rounds of the 2020 Monster Energy Supercross series will be better than ever for myself with this time to improve!
SCOTTY WENNERSTROM
BUBBA PAULI
LS2: Have you been cooking at home or getting takeout/delivery?
Josh Greco: That’s 50/50, it’s usually dinner at home and lunch takeout. I’ve been taking advantage of the no lines at chipotle and they stack on the steak at the moment, basically double scoops! (laughs)
Bubba Pauli: I normally don’t eat out too much unless we’re on the road so anytime I get to be at home I always prefer home-cooked meals.
Cade Autenrieth: I’ve just been cooking at home, I’ve only gotten takeout a couple of times.
Scotty Wennerstrom: About the same as usual, getting some takeout when I’m busy and going out just for the essentials, but eating mostly at home.
Addison Emory IV: I’m not a huge fan of getting take out delivery, so I haven’t been doing that. Why order out when you can make it better at home? (laughs) I’ve been changing it up a lot and working on my vegan meals.
CADE AUTENREITH
LS2: Both Pro Motocross and Monster Energy Supercross have announced amendments to the schedule, what’s your opinion on an eleven round outdoor series and racing supercross in the fall?
Josh Greco: I was planning on running about five rounds of the outdoor but with supercross being canceled early, it cost me a decent amount of money. We’re not sure what to do about funding outdoors now, so we’re just waiting for supercross to be back.
Bubba Pauli: I am obviously bummed we are not racing supercross right now but I’m looking at it as a great opportunity to fine-tune everything we’ve been needing to do throughout the season so far. It’s a very cool position to be in going through half of the season and having a huge break. Most of the time when guys get done with supercross they don’t continue to test so being able to test and improve the bike and our fitness while all of the stuff is still fresh in our minds is a great opportunity. The season so far for myself has not been going as planned so it’s almost surreal for me to have a second chance at the 2020 Supercross Season!
Cade Autenrieth: I think it’s a good idea, it’ll be cool racing supercross in the fall and it will make the outdoor season a bit different because we’ll have to be prepared for supercross afterward. There won’t be much of an off-season now, too.
Scotty Wennerstrom: I sure hope racing is back and all-a-go for the start of the Pro Motocross season. I’m looking forward to supercross in the fall as that is my favorite season of the year. It will be nice to see some parts of the country in the fall versus wintertime.
Addison Emory IV: Personally, I don’t feel like it’s going to change up my routine too much because I’ve never really had a supercross track to regularly ride except ACP and that’s only recently. Usually, during the week I ride outdoors so I don’t really feel like much would change for me, but I also don’t do much testing just because I don’t have the opportunities. So I don’t feel like for me it will change much.
JOSH GRECO
LS2: How did all of this affect your ability to train and stay prepared for getting back to racing?
Josh Greco: Other than the amount of riding time I’m able to get, my schedule hasn’t changed much. I’m just missing racing, there’s nothing like the intensity of the gate drop.
Bubba Pauli: Like I said before I am pretty much living my exact preseason life with the only exception being I have to do more workouts at home as opposed to having access to the gym since it’s closed but I try to do most of my workouts from home anyway. I have a supercross track in my backyard and a workshop here as well. So I pretty much wake up stretch, eat, work on the track, prep my bikes, ride or test, do a workout, work on the track again, make sure my bikes are good for the next day. Then I come into the house, eat, shower and go to sleep (laughs). So the only real place I go to is the suspension shop and the gas station and both of them are still open.
Cade Autenrieth: It has affected some of the tracks shutting down and my gym is closed too, so it makes it hard to get in good workouts.
Scotty Wennerstrom: We closed our gym down for the time being but we’re still offering training online to our clients to keep everyone moving and on track! Also, I have a supercross and outdoor track at my house so it doesn’t affect it all! If anything, with our gym being closed at the moment, it gives me more time for moto related work.
Addison Emory IV: I’ve been going out to the desert to do motos, probably been about three times since the quarantine started. I’ve been doing two 15 minute motos and two 30 plus twos, so I’m getting ready for the Nationals. I just found out about the desert tracks; I was going out to Arizona Cycle Park but it felt like I was just turning laps and it wasn’t really doing anything beneficial for me, because the track wasn’t rough and I was riding amateur track with amateur lines. My buddy showed me a few tracks out in the desert that are in the middle of nowhere with no cell service, so I have the location saved in my phone.
Cade Autenrieith: Now that we have the time off, I’m definitely putting in harder work because there are no races. I made a lot of gains in the off-season so there aren’t too many big strides to gain right now for me, but it helps with working on little things and getting testing in for the Pro Motocross season.
Scotty Wennerstrom: Yes, a second off-season! I think it will work better for me as I can make some progress through the summer and be race-ready after the completion of 2020 supercross heading into the 2021 supercross season.
Addison Emory IV: I’ve never really done a full season of outdoors, so it doesn’t affect me as much. I’ve tried my hand out a few outdoors, but it’s not as good money-wise for me. I can’t afford a 250 for outdoors and I’m not big enough for a 450, I’ll be sitting on the air cover and I can’t even keep the front end down. I’ve been doing more this year to bulk up and put on muscle mass, so hopefully I can try a few this year that are close but it’s all kind of up in the air.
2020 KAWASAKI
W800
The newest introduction by Kawasaki into their “W” lineup in 2020 comes in the form of a re-iteration of their W800 model. It dips into their retro roots and dishes out a hefty dosage of nostalgia for those of that particular generation, but the inner workings of the beast are far more modern than it may suggest on the outside. An air-cooled twin sits at the center of the motorcycle and takes care of the powertrain, accompanied by a multitude of ride-friendly electronics and a balanced approach that is strong across the board.
The design of the Kawasaki W800 can be traced all the way back to 1966 when Kawasaki Aircraft acquired the Meguro motorcycle manufacturing plant, borrowing aesthetics from the BSA A7 which was already produced by Meguro. The design hasn’t changed much in the years between now and then as its relatively the same, sporting an incredibly vintage riding posture. A single bold, round headlight leads the charge at the front of the bike and encapsulates the retro vibe with a minimalistic approach while the LED technology makes things a little more contemporary. All of the instrumentation is fitted into dual-round housings in an organized and compact package and the shape of the 4-gallon fuel tank adorned with chrome badges contributes to a comfortable feel in an active riding position. A one-piece bench-style seat sends a love letter back to the original look from the 1960s and the fold-up passenger footpegs perfectly coincide with the added room for some company on the back of the bike.
A double-downtube/double-cradle frame on the W800 sets the stage and completely supports the drivetrain with a 50mm, square cross-section spine serving as the support and rigidity. In order to keep the uniformed vintage vibe, Kawasaki threw on a set of standard forks with little-to-no adjustability, keeping it simple. On the back of the motorcycle, a pair of coil-over shocks support the rear end and tame the swingarm with old school, collar-style preload adjusters which act as the sole adjustability metric for ride quality. Rake and trail measure at 26-degrees and 3.7-inches long, striking quite an agile and aggressive nature in the corners. One of the updated components that you wouldn’t find in the 1960s are the hydraulic discs with a 320mm rotor up front opposite a 270mm disc. Twin-piston calipers at both ends do the job and ABS protection is an obvious electronic aid that helps to build the confidence of those who choose to pilot the Kawasaki W800. Wire wheels complete the retro aesthetic and round out the rolling chassis, mounting a 100/90-19 and 130/80-18 on the front and rear, respectively.
The 773cc air-cooled vertical twin with its distinctive exterior cam shaft-drive is unchanged except for the polished aluminum finish, as opposed to the blacked-out look on the W800 Cafe. This compact engine pumps out 46 lb-ft of torque and has a deep exhaust note from its dual chrome exhaust pipes that are a byproduct of the 360-degree crank. Dual 34mm Keihin throttle bodies manage the induction and Kawasaki also put extra effort into engineering a particular exhaust note with peashooter pipes that fall into the classic styling profile. A slipper clutch helps to modulate the power and provides another user-friendly aid to help promote rideability and ease of use, presenting back-torque from forcing the rear wheel to lose traction. A five-speed transmission and o-ring chain connect to the rear wheel and lay down the power with an estimated top speed said to be approximately 110mph.
The all-new 2020 Kawasaki W800 starts at an MSRP of $9,199 and is available in Candy Cardinal Red for its inaugural release.
2020 HARLEY DAVIDSON
PAN-AMERICA
PULSE
2020
ISSUE THREE
2021 HONDA CRF450RX
Enduro racing is an ever-changing challenge —the terrain, the competition, the weather, the course. And you can’t be static in a changing environment if you want to prevail. That’s why the class-leading Honda CRF450RX has so many big changes this year. Basically, it gets all the same awesome upgrades as the CRF450R: new frame, cylinder head, hydraulic clutch, clutch internals, fuel injection, single-muffler exhaust, and more. Plus Honda has fine-tuned the suspension specifically for enduro riders, shaved approximately four pounds off last year’s bike, and even hooked you up with factory handguards. All in all, it’s the highest performing bike they’ve ever offered in the class.
Honda slimmed down the CRF450RX’s bodywork and reduced the total number of pieces. It makes it a lot easier to move around on the new bike, and that maximizes your riding freedom. The new 2021 CRF450RX comes with handguards installed right from the factory. They’re fully integrated, too, not like some aftermarket add-ons. They attach right to the control-lever pivots, are color-matched to your new bike, and are even vented. The CRF450RX features a flat seat/tank junction, including a titanium fuel tank. The superior ergonomics make it easier to move forward and back on the bike, increasing your control. The Japanese manufacturer also claims that the aluminum Renthal Fatbar features a bend that’s even better than the legendary Honda “CR” bar.
The 2021 CRF450RX gets a whole new cylinder head this year. Its biggest feature: an oval-shaped centralized exhaust port. Together with the new single-muffler exhaust, it boosts power from 5000 rpm up, and increases exhaust efficiency. Honda’s Unicam cylinder heads combine the best of single- and double-overhead-cam designs. The configuration contributes to a compact engine that saves weight over a comparable dual-overhead-camshaft motor and also permits a narrow included valve angle. This flattens the combustion chamber to facilitate ignition flame propagation, allowing a high compression ratio. Since less space is taken up in the cylinder head, the camshaft sits lower in the head for a more compact engine and a lower center of gravity. The CRF450RX features a downdraft intake tract and FI body to help increase both power and fuel-metering precision. It’s part of the reason the CRF450RX offers such explosive power and massive torque, especially out of the starting line and in the critical first 100 feet of the race to the first turn. The fuel-injection system sprays twice per intake cycle. That helps increase fuel atomization without adding the weight or complexity of a second injector. The better fuel atomization means more power in the midrange and on overrev—you’ll feel it the first time you race. Along with the new air filter, the airbox shape helps deliver more torque. You can access the airbox through the left number plate. And because the new filter has no rubber gasket where it interfaces with the intake boot, cleaning and servicing the filter is faster and less messy than ever.
Great handling starts with a superior frame, and they’ve made some big changes to the 2021 CRF450RX’s chassis. First, it’s lighter—over a pound and a half lighter. Making the frame’s main spars narrower saved weight, but more important we made the chassis more responsive by reducing lateral rigidity twenty percent. The result is a bike that gets into, around, and out of corners faster. The rear subframe is totally redesigned to make it nearly three-quarters of a pound lighter, and along the way simplified its construction. The 49mm Showa fork is specially tuned just for the CRF450RX, and features a conventional spring design that helps increase the CRF450RX’s front-suspension precision, handling and feel. The 2021 CRF450RX’s new frame design provided an opportunity to fit a new rear shock. The shape has been optimized to match the frame and it’s been given new settings to work with the new chassis. The shocks valving resets faster for better response. In addition, we’ve fit a new steel spring that’s way lighter, cutting weight without cutting performance. And naturally, the RX gets its own shock settings optimized for enduro riding. Meanwhile, the Dunlop Geomax tires are specially designed for enduro use. The AT81 tires are spec’d at 90/90-21 for the front and 120/90-18 for the rear.
2021 YAMAHA
YZF-R1M
Featuring next-generation styling, sophisticated electronic control, supersport braking and suspension performance, and a high‑performance crossplane engine - the 2021 Yamaha YZF-R1M is the top of the line in the supersport category. The center-piece is the 998cc inline-four-cylinder engine which features Yamaha’s exclusive crossplane crankshaft technology, derived from the YZR-M1 MotoGP machine. Fitted with sleek bodywork which creates an aerodynamic profile, with an integrated and harmonious design, complete with a carbon fiber front fender, windscreen fairing, side fairings and tail section with a numbered badge on top of the airbox cover. Yamaha engineers combined feedback from tracks around the world to set the bar even higher. The electronic systems boost rider confidence and control while the engine, suspension, brakes and aerodynamics complete the package - bringing the luxuries of a factory level rider to the everyday consumer.
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2021 YAMAHA YZF-R1M
The 2021 YZF-R1M features bodywork which creates an aerodynamic profile, with stylish lines that give a sleek and integrated design. R1M riders are treated to even higher levels of fit and finish thanks to carbon-fiber bodywork, including a carbon tail section, matched to a polished aluminum swingarm and topped with a serial-numbered badge. LED headlights are both lightweight and compact, allowing for a more streamlined design of the front cowling with excellent visibility. The lights deliver a broader spread of illumination. LED front turn signals are integrated into the mirrors for improved aerodynamics while the LED tail light is stylish and highly visible.
In terms of suspension, the YZF-R1M features the advanced Öhlins ERS system. The motorcycle’s IMU sends vehicle data—such as vehicle speed, lean angle, acceleration, and brake pressure—to a dedicated Suspension Control Unit which rapidly adjusts the front and rear damping in real-time for optimum suspension performance whether braking, cornering, or accelerating. Up front you’ll find the Öhlins® gas-charged NPX fork system which utilizes a pressurized nitrogen chamber similar to a rear shock, oil cavitation is essentially eliminated to deliver consistent damping under the toughest conditions with unmatched ride quality and feel. The ERS provides streamlined dynamic tuning modes for both street and track, as well as manual modes for conventional suspension tuning with fixed damping. Developed on racetracks around the world, Yamaha’s Brake Control system works with an Antilock Braking System to minimize brake slip under aggressive braking or on less than ideal surfaces. The adjustable BC system uses the IMU to provide progressive brake force intervention as lean angle increases which boosts rider confidence when braking mid-corner. The YZF-R1M features 4-piston radial-mounted front calipers riding on big 320mm rotors for excellent stopping power, with a high-friction pad compound, all supported by a 220mm rear disc and compact floating caliper. The ABS hydraulic unit is light and compact, and the high-quality braided stainless steel front lines provide firm yet responsive control feel. The R1M mounts the latest Bridgestone RS11 tires which are designed to offer true racetrack-ready traction with balanced road feel and handling.
The 2021 Yamaha YZF-R1M is available in Carbon Fiber from October 2020 starting at an MSRP of $26,099.
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By equalizing inertial forces at the crankshaft, the CP4 motor delivers a direct feeling of linear torque, giving the rider the ultimate connection between the throttle grip and the rear wheel. Titanium connecting rods use Yamaha’s precision fracture-split method to ensure reliability with minimal weight. Combined with titanium intake valves and forged pistons, these lightweight parts help achieve the CP4’s high redline and over-rev capability. The cylinder block is also offset from the crankshaft, reducing friction loads on the pistons and bores. The cylinder head, intake system, fuel injectors, and airbox work together to enhance part-throttle performance. And by creating a smaller and shorter intake tract, new injectors are able to spray fuel directly against the intake valves for improved fuel atomization. The R1M is equipped with a muffler and heat shields manufactured primarily from lightweight titanium. The compact midship muffler also centralizes mass low in the frame and as close to the center of the machine as possible for optimal handling. Yamaha’s assist and slipper clutch is used to give the rider more confident downshifts when entering corners aggressively, while still smoothly handling the torque of the R1’s high-output motor. A 6-speed transmission features close-ratio gearing to best match the high-revving engine. The transmission also stacks the input/output shafts to centralize mass and to keep the overall engine size shorter front-to-back, which optimizes engine placement in the frame for outstanding weight balance.
2021 INDIAN SCOUT
Sixty & Bobber
A name that goes back a century. An experience that lives up to the legacy. The Scout is where heritage-inspired design meets modern performance. Indian Motorcycle’s robust Scout lineup offers both classically-styled and modernly-mean designs. With a 61 cubic-inch (1000 cc) motor, delivering 78 horsepower, the Scout Sixty and Scout Bobber Sixty are each approachable and attainable with a price under ten grand. Riders looking for more punch can opt for the 69 cubic-inch (1133 cc), 100 horsepower, an engine in the Scout and Scout Bobber.
Already a robust line of genuine Scout accessories, Indian Motorcycle is adding even more in 2021. With all-new Scout touring parts, riders can turn their city cruiser into a capable long-haul touring machine. A Scout Bobber low or mid wind deflector protects riders from the elements, while heated grips for all 2017-2021 Scout models keep your hands warm in cold weather conditions. In addition, a new fairing bag and semi-rigid saddlebags add stylish storage options. Finally, a color-matched quick release fairing with a two-inch windshield is available for all Scout models in new 2021 colorways.
2020 INDIAN SCOUT | Sixty & Bobber
The liquid-cooled engine with electronic fuel injection delivers class-leading horsepower and acceleration, while a responsive 6-speed transmission allows for sporty, aggressive riding.
Indian Motorcycle’s Scout performance upgrades can seriously change the overall attitude of any Scout. Exhaust and muffler options change the aesthetic, while increasing horsepower by over 10% when paired with the performance air intake. Options include the stage 1 2-in-1 full exhaust system and the stage 1 shorty slip-on muffler kit – both available in chrome and matte black.
The Scout blends timeless style with modern design to deliver an outstanding experience for any rider. Inspired by the original 1920 Scout, with a headlight, handlebars, wheels and fleet-sided fenders that nod to its rich heritage. Premium chrome provides plenty of head-turning shine and a comfortable seat designed to withstand the elements while maintaining its natural beauty.
The 2021 Indian Scout Sixty and Bobber are both available at a starting price of $8,999 MSRP.
2021 YAMAHA YZ450FX
The YZ450FX is developed from Yamaha’s flagship motocross model—the YZ450F—with many added features and unique settings that make the YZ450FX the ultimate GNCC woods racer. A high-compression cylinder head, forged piston, aggressive cam profiles, cylinder geometry and much more work together to give riders the ideal power spread in challenging and diverse off-road conditions. The YZ450FX's already potent motor was treated to a host of go-fast refinements, including new combustion chamber geometry with steeper valve angles, more aggressive cam profiles, a higher compression piston with low friction rings, a longer connection rod, a larger exhaust head pipe connector, a high flow air filter, more efficient breather system and more—all while fitting under a smaller and lighter magnesium valve cover.
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The YZ450FX’s distinct rearward-slanted cylinder design—complete with rear exhaust and forward-mounted intake system—features a cylinder head that works with the frame geometry for optimized weight distribution. Inside, the engine features a straight intake tract, aggressive cam profiles, a high-compression “box bridge” piston design with a DLC-coated piston pin and more. The engine breathes through a 44mm Mikuni® throttle body fed by a high-pressure electric pump to ensure optimum fuel atomization and power for a wide range of riding conditions. The YZF450FX’s wide-ratio 5-speed transmission enhances cross country performance for more flexible gearing selection in open terrain. It also features a compact electric starter system to minimize restart delays on track and add convenience everywhere else. Powered by a high-capacity and ultra-lightweight four-cell lithium-ion battery, the system adds minimal weight. A handlebar-mounted map switch allows the rider to quickly select between preloaded engine maps—loaded and configured in the Power Tuner app—to account for changing track and weather conditions. Map 1 provides more responsive, quicker revving engine characteristics while Map 2 provides a smoother response, slower revving characteristics for when traction is limited.
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The YZ450FX features stylish bodywork from tip to tail, including a large 2.15-gallon mass-centralized fuel tank. The body design is narrow for a more comfortable knee grip and control feeling while the narrower and lower seat gives the rider additional room to move aboard the machine. The upper frame bracing provides rigidity and durability while rear frame spars and cross country-tuned engine mounts centralize mass for the best possible balance of bump absorption, stiffness, and rider feeling Industry-leading, fully adjustable KYB coil spring-type forks with speed-sensitive damping provide an exceptional balance between handling and bump absorption for race-winning handling performance. The linkage type rear suspension uses a KYB shock with specially-tuned damping characteristics to match the YZ450FX chassis with both front and rear system settings. A large 270mm front disc brake coupled with aggressive pad material offer outstanding braking performance and machine control with exceptional stopping power and controllability while the YZ450FX features enduro-specific tires for the ideal balance of traction and durability, complete with an 18-inch rear wheel. Each wheel’s cross-sectional profile is computer-designed to shave valuable weight without sacrificing durability, too.
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The 2021 YZ450FX is available in Team Yamaha Blue from September 2020 starting at an MSRP of $9,699.
2021 YAMAHA YZ450FX
2021 HONDA TRAIL 125 ABS
Meet the new 2021 Honda Trail 125 ABS, a thoroughly modern take on the original Honda Trail 90 and Trail 110 models. Like the other members of the Honda miniMOTO family (the Super Cub, Monkey, and Grom), the Trail 125 ABS is built for the modern-day adventure. Rugged construction. Plenty of ground clearance. Lightweight. Plus, Honda’s world-famous semi-automatic, no-clutch transmission. It all adds up to a machine that’s a blast around town, and even more fun on a dirt road.
The Trail 125 ABS features a four-speed semi-automatic transmission you shift with your left foot, like a traditional motorcycle. But here’s the unique part: there’s no clutch to worry about. Plus, the Trail 125’s heel-toe shifter makes operation even easier, especially in boots. Real dirt bikes use spoked wheels, and so does the new Trail 125 ABS. They’re big enough to roll along smoothly even in rugged terrain, and they’re strong enough to handle riding on dirt roads. The Trail 125 ABS also has more suspension travel, for a smoother off-pavement ride. The telescopic fork is also protected by rubber accordion boots to keep dust out and it gives it a cool retro look. The Trail 125 ABS’ blackout twin rear shocks and coil springs not only look proper, but they also do a great job of smoothing out the road and trail. Preload adjustment is intuitive and easy. On a bike as rugged as this, a center stand just makes sense. It gives you more parking options than just a side stand, especially if you’re carrying cargo on the rack. It also makes servicing your own bike easier.
The 2021 Honda Trail 125 ABS will be available from November 2020 for an MSRP of $3,899.
The best part about the Trail 125 is that it lets you ride so many places. On the street, it’s a fun, practical commuter. And its light weight, skid plate, spark arrestor and ground clearance make it a joy in the dirt. Plus, since it has a license plate, you can ride it in areas restricted to some off-road-only bikes, like state and national parks. It’s a bike that’s built for adventure. That’s why Honda gave it a special, reinforced steel backbone chassis. The design makes getting on and off easier while providing great ground clearance and a rugged, ready-for-anything look. With a 31.5-inch seat height and a taller handlebar, the Trail 125 ABS has a nice, roomy cockpit that makes it comfortable in just about every riding situation, from urban commutes to dirt roads. Additionally, the round headlight looks retro, but its LED performance is totally up to date and provides superior illumination and visibility.
Nobody can match Honda’s reputation for engines, and even though the Trail 125 ABS is relatively compact, it’s a giant in terms of performance and reliability. Air cooling keeps it super simple, too. They switched up the final-drive gearing compared to the Super Cub’s, adding three teeth to the rear sprocket gives it better hill-climbing ability on trails and dirt roads—the kind of places you’ll want to explore. Dirt bikes keep their intake and exhaust up high for better clearance and to keep them further from dirt and water. That’s what we’ve done with the Trail 125 ABS too. The exhaust also features a heat shield and makes a big contribution to this awesome little bike’s overall style. It also features a 220mm front single disc brake for excellent stopping power, along with a 190mm rear disc. There’s even standard front-wheel ABS. An added bonus is the compactness because the Trail 125 ABS is compact, it’s easy to park in the city, to load and unload from a motorhome, and to store when you’re not riding.
At the 2019 EICMA show in Milan, Harley-Davidson revealed one of their brand-new, strategically developed machines which is a part of their “More Roads to Harley-Davidson” growth plan through 2022 -- the Pan-America. The Milwaukee manufacturer is attempting to broaden their horizons in 2020 and the Pan-America is their first addition to the Adventure Touring category along with the aforementioned Bronx in the Streetfighter market. The powerplant. Both motorcycles will feature their brand new 60-degree V-twin Revolution Max engine, supposedly flipping the script from their normal run of the mill powerplants. Although there isn’t a bevy of information available at the moment, there’s enough to roundup a preview of what to expect when the Pan-America is released at the end of 2020.
Considering that this is Harley-Davidson’s first contemporary attempt at an Adventure Touring model, the Pan-America looks fairly solid in terms of the styling. Although it is a little boxy at first glance, it has a very practical design and a smart profile that stays true to their nature with their trademark orange paint scheme. It’s important to note that everything that has been released to the public so far is still only a pre-production model, so nothing is finalized at this time. It bears a massive fuel tank and some monumental luggage compartments on the rear of the motorcycle. The rear subframe kind of resembles something similar to the Triumph Tiger and has no problem supporting the carry-on space and it all molds well into the fairing. It may not visually sleek but it’s practical in the sense that it houses all of the LEDs with signature daytime running lights and also features a large adjustable screen for better protection.
Harley-Davidson has developed a chassis with a Tubular steel Trellis frame in order to improve off-road agility and dynamic handling on multi-terrains. Softer saddle compounds, handlebar positions, and the geometry of the frame were all specifically designed to enhance rider ergonomics and comfort. The V-Twin acts as a stressed member with the frame attaching the steering head to the engine, and the swingarm pivots in the crankcases. Some of the preproduction photos that have been released along with Harley-Davidson’s exclusive contract with Brembo and Michelin indicate that the Pan-America will be sitting on Michelin rubber and utilizing Brembo brake technology, sporting dual Monobloc radial calipers and giant 320mm discs to be specific.
2020 HARLEY DAVIDSON PAN-AMERICA
There should be a plethora of different adjustable rider aids and electronic modes on offer in order to cater to different conditions, especially some sort of off-road setup, due to the electronically adjustable suspension modules. The total dry weight of the bike is expected to be somewhere near 500lbs.
There are no solid figures released to the public at this point specifying the price, but the Pan-America will probably land somewhere in the vicinity of $19,000.
