Opposed twin, parallel twin, and v-twin. Top right: U.S. Route 212 Beartooth Pass, Wyoming. Bottom right: Riding in the Dinosaur National Monument, Colorado. Story and photos by Michael Palmer.
At a rest stop, a lovely young lady walked slowly, allowing her old dog to keep pace. The dog stopped in front of me, and she said, “He’s 118 in dog years. He’s gentle, you can pet him.”
Without thinking, I said, “One last road trip?” Her eyes welled with tears, and I turned my head so she wouldn’t see mine. I quickly said, “Hey, it looks like you two are having a great time.” She smiled and lifted the old guy into the well-padded backseat of her SUV. The sad part of owning dogs is, they don’t live long. Likewise, the only bad thing about being a motorcyclist is, we don’t last long enough to ride all of the roads out there. But, dadgummit, I’m gonna ride all of them that life will afford me.
The coronavirus pandemic be damned (while following safety guidelines), three lifelong friends in our sixties set out for parts of the country we’d never been on a 2008 BMW R 1200 GSA, 2002 Suzuki V-Strom 1000 and 2017 Yamaha Super Ténéré. In a little more than 7,000 miles and 19 days, we covered 12 states, grew thoroughly tired of sharing a hotel room and rode some of the best passes in the world. From Arkansas, we crossed Oklahoma and the panhandle of Texas to the resort town of Red River, New Mexico. Snow skiing is the main attraction, but summer fun includes hiking, mountain biking, riding the ski lift up and down the mountain, which we did, and horseback riding, which we did not. We like two wheels under us.
Our next destination was Dinosaur National Monument, located in both Colorado and Utah. U.S. Route 550 was the scenic route we took out of Durango. Anyone who has ridden 550 knows of the climb to more than 10,000 feet on Coal Bank Hill Pass and the descent to Silverton. The Million Dollar Highway between Silverton and Ouray includes the 11,075-foot Red Mountain Pass. Neither written words, nor brilliantly composed photos can do justice to the beauty along these roads. One must see it personally, from a motorcycle. Route 550 becomes U.S. Route 50 going north, where we caught Colorado State Highway 139 just north of Grand Junction and on to Dinosaur, Colorado. Dinosaur National Monument was open, and with various points of interest to ride to like the Josie Morris Cabin, it’s well worth a visit. However, due to COVID-19, the Quarry Exhibit Hall was closed. I suspect Covid killed the dinosaurs. We had Yellowstone National Park on our minds, and the lovely U.S. Route 191 north out of Vernal, Utah, took us there.
Summit — Beartooth Pass, Montana.
We arrived a couple of hours before sunset, traffic was sparse, and we saw Old Faithful blasting over the treetops as we topped a hill. Four-legged road hazards are everywhere, but the worst, and the one I almost nailed, was the two-legged kind standing in the middle of the road, gazing through a camera at a moose. As I got off the brakes and rode slowly around him, I said, “Dude, buy a postcard.” We found plenty of lodging in Gardner, Utah, just above Yellowstone, allowing us an entire day to explore the park, ride through herds of buffalo and to the summit of Beartooth Pass, where at 10,948 feet, snow remains well into the summer. We then rode back, west, and hooked up on Wyoming Highway 296 to Cody and to the southeast entrance of Yellowstone National Park. I highly recommend 296. The pavement is smooth and grippy with plenty of curves and vistas, and we joyfully experienced one of those rare golden rain showers in the sunshine. Motorcycle touring doesn’t get any better.
Montana lived up to its nickname, Big Sky Country, as we rode U.S. Route 89 on our way to Glacier National Park. We planned to go north to Saint Mary and take the Going to the Sun Road through Glacier Park. But, travelers strictly warned us, the Blackfoot Nation was serious about having no visitors and if we entered Saint Mary, we’d likely be arrested. Had we ridden so far only to face another COVID-19 disappointment? To make the most of it, we took U.S. Route 2 west along the bottom of the Park. This turned out to be an excellent motorcycle road, and we picked up the Going to the Sun Road at West Glacier. However, traffic was thick, and we were forced to turn around at Lake McDonald. I might be like that old dog, on his last tour, but I’m going to do my best to get back to Glacier Park.
More scenery on the climb to Beartooth Pass.
Staying on Route 2, we crossed the northern panhandle of Idaho and spent the night in Spokane, Washington. I’ve always dreamt of riding in Washington State, and Mount Saint Helens was on our radar. Would we find it closed, with COVID-19 as an excuse, and what kind of weather would we find? It had been perfect so far, and the weather was no different as we crossed eastern Washington, which, to my surprise, is desert. Leavenworth was highly recommended as a good lunch stop. It must be good; it was so crowded we could not find a place to park our motorcycles. We left and took U.S. Route 97 south to U.S. Route 12 west. Quite soon we had to put on warmer gear as 12 took us into the heart of Washington’s forest. We could clearly see snowcapped mountains in the west and south; one of them was Mount Saint Helens.
We spent the night at Randle, and then ventured south on Forest Road 25. The first thing one might notice is the “Rough Road” sign, and it is, but slow travel is necessary anyway if one wants to enjoy this rich rainforest of pine, cedar and fir trees. About 25 miles in, we took NT-99 into the clouds to Windy Ridge Viewpoint and just beyond to where the road ends. It’s at more than 4,000 feet but feels much higher. Mount Saint Helens had clothed herself in clouds, but once in a while, we’d get a glimpse of her hiding behind flowing curtains like a beautiful woman. Through the mist, we could just see Spirit Lake, still floating a huge number of logs put there by the blast in 1980. We had to — no — we got to ride out the same way we rode in, and it’s a stunning ride to I-5 where we turned north to the west entrance of the park.
That’s me, staying young, on the east side of Mt. Saint Helens (Forest Road 99).
Spirit Lake Highway (Washington Route 504) leads up to Johnston Ridge Observatory, so named in honor of David Johnston, the geological survey volcanologist who was killed by the blast while on duty at the Coldwater II observation point. Amazingly, so much of the forest has regrown that it’s hard for an untrained eye to recognize that 150,000 acres of timber were destroyed. Douglas fir, maple, and pine, as well as elk and deer, have returned. We stopped at the Mt. Saint Helens Learning Center, to find the center and restrooms closed, due to COVID-19. From the parking lot, we viewed the Toutle River Valley, where the biggest of the mudslides occurred in 1980. We rode on to find the road closed just beyond Coldwater Lake, due to the pandemic. Our next goal, Oregon.
I had no idea Oregon has some 60 volcanoes. We avoided downtown Portland on I-205, and then took Oregon Route 224 and OR 22 south to U.S. Route 97. We were again awed by the scenery and cool temperatures as we passed Mt. Jefferson, Mt. Washington and the Three Sister volcanoes. From 97 we took OR 138 to the north entrance of Crater Lake National Park on the Volcanic Legacy Scenic Byway, my favorite part of our ride. Crater Lake is in the mouth of Mt. Mazama volcano with the surface at 6,178 or so feet, and is the deepest (1,945 feet) lake in the U.S., ninth in the world. The caldera (outer rim) is as high as 8,000 feet and one must take care walking about and taking pictures on the loose soil. There are hiking trails around, but the 1.1-mile Cleetwood Cove Trail is the only legal way to the water, where they say you can swim if you can handle the cold. Next, California and the Redwoods.
Crater Lake National Park is a highlight of riding through Oregon. There are plenty of pleasant roads to explore and a hiking trail leading to the lake.
We made our way to the Redwood Highway (U.S. Route 199), and it seemed we were in the Redwoods before we realized it, then just as quickly, we exited the forest into Crescent City. Not a problem, because the next morning we were on U.S. Route 101 and in Del Norte Redwood State Park. We took our time, stopped and touched the forest giants, and hiked among them. We had lunch in Leggett at a food truck and, not knowing better, we missed Drive Through Tree Park, taking California Highway 1 toward the coast. No matter, as Highway 1, just off 101, was one of the best roads of the trip, and I don’t think the Pacific Coast has ever been so clear. We stayed on Highway 1 until just south of Jenner and took California Route 116 to CR 12. With my GPS set on motorcycle travel, and CR 88 as the waypoint, we were pretty well wasted by the time we reached Santa Rosa for the night. Our next destination, Lake Tahoe.
Carson Pass Highway (88) winds through mountainous pine forests with little traffic until it connects with U.S. Route 50, leading to Tahoe Valley, and CR 89 on the west shore of Lake Tahoe. Just into Incline Village, Nevada, we took the Mt. Rose Highway (Nevada Route 431). I highly recommend this 24.5-mile route that winds its way up to nearly 9,000 feet, then down to Reno. The next morning, we rode NR 341 south to Virginia City, another twisty road, and took 79 to America’s Loneliest Road (U.S. Route 50). In Utah, parts of 50 and I-70 are much like riding through the Grand Canyon. Just east of Gunnison, Colorado, we rode south on Colorado Highway 149 through a pleasant little place called Lake City and over the 10,898-foot Spring Creek Pass to South Fork. From there, we were going home.
Toutle River Valley, below the west side of Mt. Saint Helens. Nature has recovered so well, it’s hard to tell this is where the largest mudslide occurred.
Kenneth, BR and I started riding together in the 1970s. We were furious competitors in motocross, enduros and hare scrambles, and, quite stupidly, on the street, too. It is a gift that the three of us are still healthy and able to do such a ride as this one. When I tell people about our trip, they say they’d love to do that, but just can’t find the time, or can’t afford it. I say, “Just pick a place, grab you credit card, and get on the motorcycle and ride. Because there is no promise of tomorrow.” That goes for all of us.
No Promises of Tomorrow: Three Buddies Chase Sunsets and Dreams Photo Gallery:
Despite its enormous length and girth, the Roadmaster Limited can be hustled along a winding backroad pretty briskly as long as you keep your inputs smooth and easy.
Since the last time we put a Roadmaster through it paces (Rider, April 2018), Indian’s Touring family has grown to five models. At the top of the heap are the Roadmaster Elite and limited-edition Jack Daniel’s Roadmaster Dark Horse, flashy Harley CVO competitors adorned with premium finishes, accessories and hardware to go with their nearly $40,000 price tags. Riders with simpler tastes have a choice of three Roadmaster models all priced within $750 of one another, the Roadmaster and Roadmaster Dark Horse at $29,999, and the Roadmaster Limited at $30,749. For 2021 all offer the plush, stable Roadmaster highway experience, now with a little more rumble and snort thanks to getting a larger 116ci Thunder Stroke engine versus the original 111ci air-cooled V-twin. Like the Roadmaster Elite, the base Roadmaster still wears the bike’s original swoopy fork-mounted fairing and skirted front fender like Indians of old, while the Limited and Dark Horse models have a more modern streamlined fairing, open front fender and slammed saddlebags.
The “new” Indian Motorcycle company did it right when it launched its first lineup for 2014, delivering three cruiser and bagger models with signature Indian styling like those fully valanced fenders and finned flathead-like cylinder heads with downward-firing exhaust headers on the new Thunder Stroke 111 engine. The Roadmaster full dresser followed shortly after with a complete complement of touring equipment, including an electric windscreen, removable fairing lowers, plush air adjustable single-shock rear suspension and a large top trunk. We were mightily impressed by its comfort, convenience and performance, but had concerns about the bike’s massive weight and engine heat output. As time marched on and the supply of nostalgia buffs interested in their historic styling began to wane, Indian added lighter versions of the Chieftain bagger and Roadmaster with crisper, more modern lines, as well as the all-new Challenger bagger with its liquid-cooled Power Plus 108 V-twin and frame-mounted fairing (a bike we deemed worthy of Rider’s 2020 Motorcycle of the Year award).
Standard ClimaCommand seat works great on its heat settings but cooling function is still a work in progress.
As a great touring motorcycle in its own right, with less weight and no engine heat to complain about, the Challenger’s introduction created a dilemma. Since you can add the Roadmaster top trunk to it as an accessory and end up with a cooler, lighter, fully dressed touring machine that handles better and makes more power, is there still a place in the lineup for the hot and heavy Roadmaster? Let’s find out.
Fascinated as we are by shiny things, for this refresher we focused on the Roadmaster Limited, which gets beautiful deep gloss Crimson Metallic or Thunder Black Azure Crystal paint and a V-twin engine swathed in chrome rather than the Dark Horse’s matte paint and black engine. For 2021 both the Limited and Dark Horse come with Indian’s recently released heated and cooled ClimaCommand seats, with controls conveniently integrated into the Ride Command infotainment system’s touchscreen. The seats also have separate temperature button controls for rider and passenger. Their 19-inch Contrast Cut front wheels vs. the 17-incher on the base model further distinguish these two bikes.
Like the Dark Horse, the Limited gets a 19-inch Contrast Cut front wheel, which does look good but slows steering a bit.
Some other nice changes for 2021 include the replacement of the fairing-mounted starter button with a 12-volt, 5-amp accessory socket under a flip cover (the starter button lives on the right handlebar now). That wouldn’t be notable except that the socket is an SAE type, the first we’ve seen integrated from the factory in such a way. It can be used to charge the bike’s battery, and to plug in other accessories with SAE connectors and power draws of five amps or less. The bike also has two 12-volt, 5-amp cigarette outlets, one in the trunk and one in the right saddlebag, so you can charge or power devices from all three sockets while riding. Apple CarPlay is integrated into the Ride Command System now, and there’s a USB port in the small pocket in the top of the fairing for plugging in a thumb drive or your iPhone (required to enable CarPlay, as is a Bluetooth headset).
Of course the major change since we last tested a Roadmaster is the bump in the Thunder Stroke’s displacement from 111ci (1,811cc) to 116ci (1,890cc), a move meant to keep power levels up in the face of more restrictive emissions requirements and counter Harley’s jump to 114ci on some of its models. Cylinder bore in the air-cooled, 49-degree OHV V-twin with two valves per cylinder was increased 2.2mm to 103.2mm to get the extra cubes. On the Jett Tuning dyno this roughly 5-percent increase in volume has resulted in slightly more power at the rear wheel, to the tune of 75.9 horsepower at 4,200 rpm and 105.8 lb-ft of torque at an astoundingly low 2,000 rpm — talk about a stump puller. From its peak, torque output stays above 90 lb-ft up to about 4,000 rpm, but most of us will have shifted long before that. Ridden solo the Thunder Stroke 116 gives the Roadmaster plenty of power with great pulse feel and an enormously satisfying rumble, and even fully loaded for touring and two-up the bike can still be coaxed into making a brisk pass with a single downshift. Shifting the 6-speed transmission is clean and positive, with a decisive “thunk” going into gear that big V-twin riders seem to like, and power gets to the rear via clean and quiet belt final drive.
Increasing the Thunder Stroke engine’s displacement to 116ci gives it slightly more power and torque without hurting fuel economy.
ABS brakes and suspension are unchanged since our last Roadmaster review, fitting since the bike’s ride remains plush and well controlled, it stops as quickly and easily as desired and has good feel at the front adjustable lever and rear pedal (though the reach to the latter is a bit far for my 29-inch inseam). Handling on such a big, heavy motorcycle with a long wheelbase is a bit like dancing with an elephant — perfectly doable as long as you watch your feet and don’t try any sudden moves, which will just annoy the elephant and run you out of ground clearance right quick. Let’s just say that the Roadmaster’s handling rewards smoothness, more now with the stylish increase in front wheel size to 19 inches that seems to make the bike handle even more slowly. You need to keep your wits about you on a winding road, though steering effort is low and it does hold a line well unless a strong crosswind jostles the fork-mounted fairing.
Wind protection and comfort on the Roadmaster are excellent, with a very functional pushbutton electric windscreen, adjustable vents in the fairing lowers (that with practice you can open with your feet), a low seat and longish floorboards that allow you to move your boots forth and back. Excess engine heat can still be a problem in ambient temperatures of more than 70-75 degrees or so — at the end of long, hot ride in the sun on backroads or the Interstate you will definitely feel pretty baked. Bring the Mitchum. The cooling function of the unique ClimaCommand seat (explained in detail on our website here) helps a little, but on our test bike it mostly made the seat feel less hot, not cold or even especially cool, and only on a strip in the center. Personally I’d rather have more padding instead, since the seat’s thermoelectric module can be felt just below the surface, and it adds several pounds to an already heavy bike. On the other hand, with its substantial wind protection, adjustable heating in the seat and grips and all of that engine warmth, it takes a Blue Norther to get cold on the Roadmaster!
Braking and suspension duties are handled by top-flight components that make it clear Indian cares about performance and comfort.
With 142 liters total of storage in the central locking saddlebags, trunk and fairing lower pockets plus its luggage rack you should never run out of room for stuff, and the trunk will hold two full-face helmets. Keyless ignition, throttle-by-wire, cruise control and three ride modes (Tour, Standard, Sport) are all included, though I never felt the need to ride in anything except Standard mode, which provides great throttle response. We’ve written reams about Indian’s highly functional Ride Command infotainment system with its 7-inch glove-friendly touchscreen, navigation, Bluetooth and gigawatt audio with four speakers, and it only seems to get better with each passing year. For 2020 Indian added a new quad-core processor to speed up the experience, more intuitive destination search capabilities, improved customizable ride screens and Connected Services, which include traffic and weather overlays so riders can avoid traffic and poor weather conditions. Combine it all with hands-free Apple CarPlay functionality and you just won’t find a more comprehensive system.
Which brings us back to that dilemma. Now that Indian has the Challenger, is there still a place for the Roadmaster? For me it comes down to a matter of style and tradition—though it adds a lot of electronic and performance advantages to the features found on the Roadmaster, the liquid-cooled Challenger’s looks aren’t everyone’s cup of tea. Both versions of the traditional air-cooled Roadmaster, on the other hand, are and will remain classic beauties for the foreseeable future. And to many riders that’s the most important aspect of a full dresser.
Handling on such a big, heavy motorcycle with a long wheelbase is a bit like dancing with an elephant — perfectly doable as long as you watch your feet and don’t try any sudden moves, which will just annoy the elephant and run you out of ground clearance right quick.
Mark’s Gear: Helmet: Shoei Neotec II Jacket: Highway 21 Motordrome Pants: Olympia X Moto II Boots: Dianese Long Range
2021 Indian Loadmaster Limited Specs:
Base Price: $30,749 Warranty: 2 yrs., unltd. miles Website: indianmotorcycle.com
Engine Type: Air-cooled, transverse 49-degree V-twin Displacement: 1,890cc (116ci) Bore x Stroke: 103.2 x 113.0mm Compression Ratio: 11.0:1 Valve Train: OHV, 2 valves per cyl. Valve Insp. Interval: NA (self-adjusting) Fuel Delivery: Closed loop EFI w/ 54mm throttle body Lubrication System: Semi-wet sump, 6.0-qt. cap. Transmission: 6-speed, cable-actuated wet assist clutch Final Drive: Belt
Motorcycle Test by Wayne Vickers – Images Rob Mott
I’ve not so secretly lusted after the latest generation KTM 690 ever since it was released. Trev reviewed the new generation 690 last year and went pretty deep into the technical guff, which also relates to this model, you can check out Trev’s KTM 690 Enduro R review here (link), there you can read the ins and outs of this new engine that has essentially redefined single-cylinder performance.
Now to the Husqvarna 701 Enduro LR
The idea of a modern big-bore dirt-bike that can be adventured anywhere off the beaten track you care to go gets me excited. And let’s face it, we’re spoilt for potential destination options here in Oz, especially when you throw a little more genuine off road capability into the mix. So then Husqvarna comes along and makes an even more adventure-ready version of the 690 KTM, in a flash white suit. Trev didn’t have to ask me twice if I was interested in reviewing it. Yes please. How long can I keep it for..?
Husqvarna 701 Enduro LR – 74 horsepower – 25 litres of fuel – 155 kg
So what are we talking about here? It’s essentially the Husky 701 Enduro with an additional 12-litre tank up front, giving it 25-litres all up and a cruising range approaching 500 kilometres.
Let’s start with a quick run down of the spec’ sheet. Easily the nicest big single I’ve ever ridden, the 692 cc, 55 kw (74 hp) & 73 Nm one-lunger is mated to a six-speed ‘easy-shift’ gearbox via a slipper clutch. Quality WP suspension with 48 mm USD forks and a monoshock with linkage at the rear. 250 mm of travel both ends and 270 mm of ground clearance. Brembo 300 mm twin-piston caliper front and 240 mm single caliper rear sit inside proper enduro spec rims, 21-inch front and 18-inch at the rear. Cornering ABS, switchable ride modes, lean sensitive traction control. 155 kg all up (that’s 9 kegs heavier than the regular 701 Enduro btw). The only other difference is the seat height which gains an extra 5 mm over the Enduro model to a still fairly friendly 925 mm.
Additional 12 litres of fuel over the 13-litres of the standard 710 Enduro
Lots of stats, but what do they mean? Well… by means of comparison to what’s arguably a popular competitor in the new Yamaha Tenere 700, it’s pumping out the same power, with seven per cent more torque and pushing along a package that’s over 30 kilograms lighter.
The difference is more than noticeable. You can’t argue with physics. Where the Tenere can feel a little heavy and its suspension overly soft when the going gets gnarly, the 701 LR feels agile and well sprung. It asks you to ride it like a big dirt-bike. There wasn’t a single track I came across that I hesitated to tackle. Proper hill climbs? Yep. Rocks? Yep. Soft sand? Yep. Jumps? Yep. Wheelies? Oh my god yes – as long as you can get traction 🙂 It’ll throw rocks for days if you want it to… and the engine is a BEAST. Not in a grumpy old school kinda way but precisely the opposite. It is actually mind bogglingly smooth for a large displacement single. It doesn’t hiccup, cough, or stall (unless you really mess things up). It just delivers great usable wads of planet turning torque to the rear wheel. You can’t even tell it’s a ride-by-wire set-up. Smooth and responsive, it doesn’t rattle your fillings out either. Sorted.
Those tank shrouds look big but disappear once you’re on the bike
I compared it to the Tenere above but actually I reckon you’re better off thinking of it more like what an adventurised WR700F might be like, if it existed… Service intervals of 10,000 km too, which is plenty for a big single. Or for those who have a soft spot for the old XR and current DR 650 thumpers – think of it as a thoroughly modern high-end and full tech take on them.
The other comparison that’s certainly going to be made is to the KTM 890 Adventure R. Well, there as well the 701 LR is three-quarters of the weight, has three-quarters the power, gets a little more suspension travel along with more clearance and the additional off road ability that having less weight enables. Again – horses for courses. Perhaps not surprisingly it feels closer in capability to an FE 501 (or EXC 500), than an 890 Adventure…
Possibilities are endless with this beneath you
Ok, ok, but what’s it like to ride you ask. Well, if you didn’t know, the 13-litre tank on the regular 701 lives under the seat. Moving it there makes for a much better balanced bike than if it had that weight up front. For the LR model, those clever chaps at husqvarna have added a second 12-litre tank up front. While easy to spot – especially from the front, I gotta say they almost disappear from view on the bike and you don’t even notice they are there in terms of freedom of movement on the go. From the front three-quarter angle they do look a bit bulky and probably could have lost a litre from each side which would have slimmed it down a great deal. But, 12-litres translates to a lot of range.
Suspension got an A+ from Wayne
There’s no doubt that the extra weight up front is noticed in the dirt when it’s fully fuelled, it just pushes the front slightly more than when empty. Probably nothing a click or two of the suspenders wouldn’t sort to be honest, but I didn’t find it enough of a problem to start dialling out when full and then adjusting back again when it was empty. My advice – just use the front tank first. You’ll probably use a few litres getting from the servo to the dirt anyway so that will lessen the impact (I’m blessed in that the dirt tracks are at my doorstep). Come time to switch, a warning light comes on on the dash telling you that the tank is getting low and you simply toggle the bar mounted switch and the pump seamlessly transfers to pulling from the rear tank. All while still running. Is good.
Easily capable of running a pace that you wouldn’t be able to get anywhere near on a ‘normal’ adventure bike
How far will it get you? 500 kilometres is doable while cruising about, but be warned that getting up it properly in the dirt will suck down that gas at a noticeably faster rate. Harder charging or slower paced more technical trails will easily halve that distance. When I was giving it a proper workout and the light came on to switch to the rear tank inside 100 kilometres. That’s riding it like a big dirt-bike though. As opposed to an adventure bike. I almost guarantee that you’ll find yourself slipping into a riding mode where you’re peddling along at a reasonable pace… a pace that you wouldn’t be able to get anywhere near on a ‘normal’ adventure bike. It is after all, a big tanked enduro bike. It goes, corners and stops very bloody nicely indeed.
Seat more comfortable than first glance suggests
Comfort-wise, while the seating position is definitely ‘big dirt-bike’, it’s surprisingly comfortable. I did some fairly long days on it and never found myself looking for a comfy chair instead. Remarkable seat comfort really for that shape. A lot comfier than it looks.
Takes this stuff in its stride faultlessly
I need to call out the suspension too because it’s bloody near faultless, giving bucket loads of feedback and soaking up big hits with ease. The big 701 LR is a jumper. More than comfortable hitting big drainage mounds in third gear and flying 10 metres or more. I didn’t bottom out once. Not sure I even came that close. I found the compromise of high and low-speed settings were bang on straight out of the box.
Turning the bike off with the key means you have to start again with the settings
In terms of electronics, it’s got all the do-dads. And they all work well. But there’s a few niggly things that stop this bike from being perfect. The traction control and ABS buttons are both push-and-hold to toggle switches, which aren’t always the easiest to use – several times I had to try and press them multiple times to disengage a system as I mustn’t have been making full contact on the switch. It’s also a case of press the button to turn the light on – which actually means the TC or ABS is disengaged. There’s no ‘on’ or ‘off’ writing to be seen anywhere so its not the most intuitive if you’re switching between bikes. And if you turn the bike off with the key (as I do instinctively), it will re-set both systems back to being on. HOWEVER – If you use the kill switch only – and leave the key on – it will remember your settings when you re-start, so that’s a win. Thanks to Trev for pointing that out – I gave him a laugh as I started getting my cranky dacks on… So they work, but are not the most user friendly. Just give me a simple old fashioned toggle set-up that I can find the settings I want and leave them there. And don’t re-set stuff even when I turn the key off either. Thank you.
Simpler and faster to operate switchgear to change bike set-up would be appreciated
You get the choice of Road mode or Dirt mode in terms of engine – with Road giving you full noise and Dirt softening power delivery a touch; Then you also get a choice of On or Off for both TC and ABS. Both the TC and ABS recognise the engine mode, so you effectively have a Road, Dirt or Off setting for both. Bad news here is that unless you buy the additional dongle, you wont get an ABS mode that lets you only run ABS on the front but not the rear in the dirt (which is what you really want, so you can use that rear properly to help steer).. It’s either on, or off. So that’s annoying too. Should be standard.
All gripes about switches aside, the ABS and TC works just fine. Do note however that Road mode with ABS on won’t see you pulling up in the dirt any time soon. I found that Dirt mode, TC on and no ABS was the go for rapid progress off-road. I have no doubt that it’s probably the most efficient set-up from getting from point A to point B, but I’d like it to have just a smidge more slip to get the back swinging just slightly harder in the breeze. Turning TC off certainly allows it to do just that when you want, but remembering that this thing has big hump – and I’m only a mortal – so getting to find the sweet spot in terms of minger slides would take me a bit more time than the photo shoot allowed. Mind you – I’m happy to keep it for 12 months to get that feel sorted though Mister Husqvarna and then I’ll write a follow up… Reckon I’d go through a few sets of the lovely Pirelli Rallycross MT21 knobbies on it, which had plenty of bite on everything from sand to hard-pack clay and rocks. I dunno how long they’d last sliding along on gravel roads with the wick wound up, but they sure are fun.
Minimalist on the dash front
I do think Husqvarna have missed an opportunity though by not putting a little adventure-rally screen and tower set-up on the front. The dash is quite minimal which I don’t mind, but while it will happily cruise along at just under the highway limit without too much wind buffeting – anything much over that and the wind starts to get a bit noticeable. Around 90 km/h seems to be about perfect cruising speed. And while the headlight is ok, I’d certainly want more power if I was heading anywhere that was likely to have wildlife hopping out in front of me. Worth noting that there are plenty of aftermarket options for a full front rally tower (yummo), but even something a little less full on like the one the Tenere comes with as standard would be ideal. And it really should come with proper Bark Busters while they’re at it. Just my opinion.
It actually does feel more like a dedicated enduro mount than any ‘adventure’ bike
Speaking of options – They also have some nicely finished factory option racks and luggage which bolts on fairly easily for when you want to throw the swag on and flip civilisation the bird for the weekend. Come with nice waterproof inner bags too. They do add quite a bit to the leg swing-over height – especially if you bolt on the grab rails (which admittedly you don’t need to).
Husky do offer some modestly sized luggage options for the 701
Personally I reckon a set of soft loop style saddle-bags that are slightly slimmer would probably makes more sense if you’re planning on really going well off the beaten track, and there are plenty of options for those on the market. But it depends on what sort of riding you plan on doing.
Two tanks to fill
So who’s it for? Well in the end as always it comes down to what type of riding you want to do and where you want to compromise. If you plan on getting more off-road than just smooth gravel roads (in which case you’d probably go a ‘regular’ adventure bike), then you should seriously consider it. If you want to throw in proper jumps, decent hill climbs, some snotty technical single track stuff and combine that with a bit of long distance outback type stuff – this is absolutely the bike for you.
Husqvarna 701 Enduro LR
There is nowhere you couldn’t go on the LR. Nowhere. It’s light enough and maneuverable enough to tackle anything and still has more than enough hump. If all of that is more important than the bigger grunt and more long haul comfort that comes with large or even mid-sized multi-cylinder adventure bikes, then you really do need to get yourself a ride on one. It really is a hell of a machine. 18 and a bit big ones reflects the fact that it’s not a cheap ‘thumper’ in old-school terms, but there is decent value there. Ride one and I think you will agree. It’s probably THE perfect bike for a Cape York trip for instance. Or if you’re the sort of rider who can go for a weekend blat with your mates on their 450s, and then throw the swag on the back the following weekend and head down the coast somewhere for the night. Or throw a collapsible rod in the pack and park up next to a river somewhere. We really are living in adventure riding nirvana.
Purdy blue chro-moly frame
I could sell my CRF250 AND my old Tiger and just have a 701 LR. And if I felt the need I could have a second set of wheels with sports tyres on for motard duties from its supermoto sister bike.. Hooligan city.
Oooh I think I need a moment. Anyone want a slightly used Tiger800xc..? Just run in. Not even 300 thousand kays? I’ll do you a good deal!
The Husqvarna 701 Enduro LR got Wayne very wet indeed…
Why I like it
It actually really IS a big enduro dirtbike rather than a little adventure bike. And it’s epic
That engine is impossibly smooth for a big single
The whole package really has no weakness
Superb suspension
Simple option to throw on some motard wheels!
I’d like it even more if
Could have arguably came with a taller front screen/tower and bark busters
I would prefer simpler, easier to use toggles for ABS and TC
Proper off-road mode ABS (with rear deactivated) should be standard
I’d be ok with that front tank being a couple of litres slimmer which could probably bring it in an inch and a half each side to slim it down further
FIM Hard Enduro World Championship launched in 2021
GasGas announce Australian factory MX, SX and Enduro teams
Waters, Wills, Norton to lead Husqvarna Factory efforts in 2021
Daniel Milner to headline KTM Factory Teams line-up in 2021
Jesse Dobson completes Serco Yamaha line-up for 2021
2021 Dakar Rally showcases global talent
2021 GNCC Series schedule announced
FIM Bajas World Cup 2021 Provisional Calendar
2021 Racing Calendars
Kayne Lamont wins 2020 Whakatane Summercross
Kayne Lamont has won the 2020 Whakatane Summercross MX1 title, with racing coming down to the fifth and final race of the day, which saw Lamont and Cody Cooper tied on points. Each rider had claimed two wins and two second places a-piece, heading into a hard fought final with everything on the line.
Kayne Lamont – Altherm JCR Yamaha
Race 1 saw Lamont take the win from Cooper and Ethan Martens, with Rhys Carter claiming fourth. Race 2 saw a repeat performance with Lamont once again taking the win from Cooper, this time by 5.838s, while Carter moved into the top three, a position he was intent on maintaining.
Cooper turned the tables on Lamont in Races 3 & 4, taking both wins, by 6.272 and 8.021s respectively, while Carter came home in third across both races.
The fifth and final race saw competitors facing a longer 11-lap race, but one that featured the joker lane lap unique to Whakatane, proving the closest race, with only 0.811s separating Lamont and Cooper at the line. A distant third saw Carter wrap up a consistent day.
The final win for Kayne Lamont lent him a four-point lead and the Whakatane Summercross MX1 title, ending the day on 242-points, to Cody Cooper on 238, while Rhys Carter wrapped up third with 213-points. Ethan Martens (206) and Tommy Watts (196) completed the top five in the MX1 class.
Kayne Lamont
“I am still in the mix of finding my final bike setup for nationals, which I will finalise with Ben Townley throughout January. I had decent starts all day and managed to get to the front early in my first two races. In races 3 and 4, I managed to get to second behind Cody but the track was very difficult to pass on so I finished behind him. In the final race I got the holeshot and rode a nice smooth race with Cody right behind me the whole time but I held him off to claim the win and the overall!”
Breingan Earthmoving – MX1 Overall Results
Pos
Competitor
Total
R1
R2
R3
R4
R5
1
Kayne Lamont
242
50
50
46
46
50
2
Cody Cooper
238
46
46
50
50
46
3
Rhys Carter
213
41
43
43
43
43
4
Ethan Martens
206
43
41
41
40
41
5
Tommy Watts
196
39
40
39
39
39
6
Tyler Steiner
190
36
33
40
41
40
7
Brad Groombridge
189
40
37
37
37
38
8
Jacob Steel
187
37
39
38
36
37
9
Richard Horne
178
38
38
28
38
36
10
Isaiah McGoldrick
172
34
35
36
35
32
11
Quade Young
166
35
36
32
28
35
12
Sam Middleton
165
33
31
34
34
33
13
Andy Todd
161
32
34
35
29
31
14
Aydan Palmer
160
31
32
33
30
34
15
Caleb Franklin
151
30
28
30
33
30
16
Craig Dally
150
28
30
31
32
29
17
Travis Rankin
146
29
29
29
31
28
MX2
In the MX2 Josiah Natzke put in a masterclass of control, taking the holeshot in each race with overtaking proving difficult, leaving him with a perfect 250-points after five races.
Ben Townley and Maximum Purvis finished the day on 219-points a-piece, however Townley was awarded second with second place in the final race, leaving Purvis disappointed, sharing, “We’ve got a few things to work on before Woodville so we will go away put our heads down and try to sort them out.”
Maximum Purvis – Altherm JCR Yamaha
Completing the top five was James Scott on 212-points, while Luke Van der Lee was fifth with 197-points.
The Altherm JCR Yamaha Team will now prepare for the Woodville Grand Prix which ties into Round 1 of the New Zealand Motocross Championship, and will be held over the January 30-31 weekend at Palmerston North.
Josh Coppins – Altherm JCR Yamaha Team Manager
“We will spend the next four weeks getting Kayne and Max further tuned in for round one of the nationals which coincides with the Woodville GP on January 31. Our new junior rider Madoc Dixon will return from his wrist injury rehab and we look forward to seeing how he goes in the 125cc class this season.”
Underwood & Wilkins – MX2 Overall Results
Pos
Competitor
Total
R1
R2
R3
R4
R5
1
Josiah Natzke
250
50
50
50
50
50
2
Ben Townley
219
41
43
46
43
46
3
Maximus Purvis
219
46
46
43
41
43
4
James Scott
212
43
41
41
46
41
5
Luke Van der Lee
197
40
39
39
40
39
6
Jacob Hunt
184
37
37
36
38
36
7
Carlin Hedley
178
36
36
34
37
35
8
Luka Freemantle
177
39
40
21
39
38
9
Hunter Scott
170
32
38
32
35
33
10
Carter Hanes
164
30
33
33
36
32
11
Sam Corston
163
35
34
31
32
31
12
Kaleb Livesey
162
34
32
29
33
34
13
Logan Maddren
155
27
30
37
34
27
14
Jack Rodgers
146
28
31
30
31
26
15
Reece Lister
140
38
22
40
–
40
16
Liam Hutton
137
29
25
28
27
28
17
Seton Head
136
31
–
38
30
37
18
Kyle Pickerill
132
26
28
27
26
25
19
Sam Robbie
131
21
26
26
28
30
20
David Ashton
129
25
27
25
29
23
21
Ben Valois
126
23
29
22
23
29
22
Toby McKendry
118
22
24
23
25
24
23
Leslie Longstaff
117
24
23
24
24
22
24
Toby Winiata
103
33
35
35
–
–
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FIM Hard Enduro World Championship launched in 2021
The Fédération Internationale de Motocyclisme (FIM) and WESS Promotion GmbH have announced a partnership for the Hard Enduro Sport, with the ‘FIM Hard Enduro World Championship’ launched with an inaugural season in 2021.
A new Pro-Class regulation, in line with all FIM international standards, will offer the highest level of transparency and fairness to professional riders, teams and manufacturers who will compete to win the official world-recognized title of FIM Hard Enduro World Champion.
Extreme XL Lagares
The integration of amateur riders has been promised to stay an inherent and defining characteristic of the series, which will see the common effort of amateurs and professionals competing in the same race to further attract enthusiasts around the world to participate in FIM Hard Enduro World Championship events, ensuring long-term growth of the Championship.
Tony Skillington – FIM CEO
“Every once in a while an opportunity comes to do something very interesting and new in motorcycle sport. I am completely convinced that this Championship will become a very important part of the FIM calendar in the future and I am more than pleased that we are finally signing a four-year contract for the promotion of a FIM Hard Enduro World Championship. I also appreciate the energy and dedication that both FIM and WESS have deployed together to work on all of the ways to make this Championship a success.”
Red Bull Romaniacs
Winfried Kerschhaggl – WESS Promotion GmbH states
“This is a very exciting time for us and our sport. Following an incredibly busy time, building and shaping WESS, work is paying off. The past three years helped us to gain the recognition of the FIM. A special thanks from our side goes to Tony Skillington, who has been very supportive since the conversations about a joint project started. We’re ready to take the next step as the FIM Hard Enduro World Championship. Together with the FIM we move into 2021 with confidence and enthusiasm and look forward to ongoing exciting racing.”
2021 FIM Hard Enduro World Championship Provisional calendar
Round 1
May 7-9
Extreme XL Lagares
Portugal
FMP
Round 2
June 3-6
Red Bull Erzbergrodeo
Austria
AMF
Round 3
July 10/11
TBD
Italy
FMI
Round 4
July 27-31
Red Bull Romaniacs
Romania
FRM
Round 5
August 14/15
Red Bull TKO
USA
AMA
Round 6
September 18/19
TBD
Poland
PZM
Round 7
October 1-3
Hixpania Hard Enduro
Spain
RFME
Round 8
October 30/31
GetzenRodeo
Germany
DMSB
GasGas announce Australian factory MX, SX and Enduro teams
GasGas Motorcycles has announced a pair of race teams in Australia ahead of the 2021 season, marking the arrival of GasGas factory motocross, supercross and enduro squads.
GasGas announced 2021 Factory Racing effort in Australia
GasGas signed a youthful combination of Aaron Tanti (motocross/supercross) and Mason Semmens (enduro) for the coming year, set to battle it out among the sport’s best at a national level – a first for the GasGas brand across those categories.
Tanti is transferring into the MX1/SX1 category for the Australian Motocross Championship (ProMX) and Australian Supercross Championship. He will be equipped with the GasGas MC 450F, benefiting from experience gained in the US at the beginning of 2020.
Aaron Tanti – GasGas Motocross Racing Team
“I’m really looking forward to joining the factory GasGas team in 2021, it will be a lot of fun being part of the brand and I can’t wait to get on the new MC 450F. I was always aiming to step up to the premier class for next year if I was staying here in Australia, so it’s worked out well to be joining GasGas in the factory team and having this opportunity. I’ve been putting a lot of effort into my racing for a number of years now, so I look forward to getting things going!”
Aaron Tanti will join the GasGas Factory Racing team in Australia for 2020 – Image by Jeff Kardas
Alongside him and equally as eager to showcase his talents in the Australian Off-Road Championship (AORC) is Semmens, who has learned his craft within the KTM Group family and will lead the GasGas enduro team on-board a GasGas EC 250F. He claimed runner-up in E1 as a rookie in the shortened 2020 season.
Mason Semmens – GasGas Enduro Racing Team
“To be joining GasGas for 2021 and continuing this journey off-road is super-exciting, I feel like it’s a good fit for me and I know that the bikes will be really competitive from the start. Last season we didn’t get to race as much as we’d hoped in the AORC, but it was a promising opening few rounds that I had and I’ve still been working hard since, so now I have my sights set on what’s to come next and hope to be right there challenging for wins and the title in my class especially.”
Mason Semmens will compete the AORC with GasGas Factory Racing
Brad Hagi – Managing Director KTM Group Oceania
“As we launch this exciting new brand into the market, it pairs perfectly having Aaron and Mason on board to represent us. GasGas is set to be competitive right out of the gates, but there is also an authentic, grassroots element to the brand that these two young guns represent with their enthusiastic and vibrant personalities. Mason has grown up through the KTM Group ranks and both himself and Aaron are ready to step up and stamp their authority on the Australia racing scene with GasGas.”
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Waters, Wills, Norton to lead Husqvarna Factory efforts in 2021
National MX1 champion Todd Waters will remain with Husqvarna in 2021 and will pull double-duty in both the Australian Motocross Championship (ProMX) and Australian Off-Road Championship (AORC).
Husqvarna Australia announce Todd Waters, Dylan Wills and Callumn Norton as their factory racers for 2021
Waters is an ambassador for the Husqvarna Motorcycles brand and will split his time between the Husqvarna Factory Racing Team riding the FC 450 in motocross and the FE 450 in enduro, where he placed third in E2 on debut during 2020.
Todd Waters
“To be remaining part of the Husqvarna family into 2021 is a big deal to me, an exciting project and one that I am happy to be involved in. We haven’t been able to race nationally since winning the MX1 title in 2019, but it has been a busy year in its own ways and now we are definitely looking forward to getting back on track and working hard to defend the championship. I’m also looking forward to continuing off-road, gaining experience there and hopefully being in contention throughout the season.”
Todd Waters will compete in the motocross and enduro events for 2021
Dylan Wills will also be running the Husqvarna flag, and is regarded as one of the country’s top young talents as he prepares to step up to the premier class in supercross. He will also be contesting MX2 outdoors within his own program.
Dylan Wills
“This is a dream come true for me, to be a part of a factory team in supercross and as a rookie on the FC 450. I will have great people behind me and the best equipment possible, so that is a great opportunity that I want to make the most of at this stage of my career and I’m thankful for everybody who has been involved to get this deal together. I’m going to be riding outdoors in MX2 with my own program as well, so we have solid plans in place and I’m looking forward to it all in 2021.”
Husqvarna Motorcycles will also bring their desert racing program back in-house, set to tackle the FINKE Desert Race with up-and-comer Callum Norton aboard the FE 501.
Callum Norton
“I am really excited to be able to go racing again and looking forward to what hopefully should be a good year! This will be my third FINKE desert race and I cannot wait to get out there on the Husky. I have always been attracted to desert racing, ever since I was a kid and went to watch the HATTAH race. Through my junior ranks I realised I liked sand and was pretty good at riding it, so when the opportunities came up when I turned Senior to focus on the desert style of racing, I jumped at the chance. And now to be part of the Husky team for 2021, I am so excited to get out there and see what we can do.”
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Daniel Milner to headline KTM Factory Teams line-up in 2021
KTM has announced its factory teams to contest the national enduro, motocross and supercross championships, as well as desert competition for 2021, with reigning Australian Off-Road Championship (AORC) #1 plate-holder Daniel Milner headlining the line-up and continuing for a fifth-straight year.
Milner will revert to his favoured KTM 500 EXC-F in the E3 division next season, determined to get back to racing after having the 2020 championship cut short and spearheading KTM’s more focused off-road program.
Daniel Milner
“Being able to sign for my fifth year with KTM in 2021 is really cool. I’m looking forward to working with the team again, getting back to the races and seeing what we can do in the new year. I’ve been able to achieve a lot with KTM since joining them and have been really motivated this year, so we will continue that, aim to do the same again next season and deliver some more championships.”
Daniel Milner
In addition, longtime KTM Junior Motocross Racing Team standout Regan Duffy will lead KTM’s return to operating an in-house factory Australian Motocross Championship (ProMX) and Australian Supercross Championship effort.
Duffy captured the 2019 Australian MXD title riding KTM machinery and, following a glowing performance at that year’s Motocross of Nations (MXoN) in Holland riding the KTM 450 SX-F, the teenager has earned his opportunity in the premier class with KTM Motocross Racing Team.
Regan Duffy
“I’m really excited to be joining KTM and riding the 450 SX-F next season. I’ve been part of the brand’s development path for a lot of my career and feel at home on the bigger bike, so it’s a really good opportunity to step up with a great team around me. Not being able to race at the national level in 2020 was disappointing, but we will now set our sights on what’s ahead and look forward to the challenge.”
Regan Duffy
Current Finke Desert Race title-holder David Walsh will also return to the KTM Factory Racing Team in 2021, eager to get back on the KTM 500 EXC-F in a competitive environment as he looks to defend his result achieved in the prestigious event during 2019.
David Walsh
“I can’t wait to get back out on the bike with KTM and it will be good to do some racing again. I’m very grateful to be part of the factory team and I really want to keep the success in the desert going for everybody. I chased the Finke win for so long and managed to hold onto it without even racing this year! Seriously though, we will prepare for 2021 and make the most of this opportunity together.”
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Jesse Dobson completes Serco Yamaha line-up in 2021
After taking a fill-in ride with Serco Yamaha halfway through the 2020 season, Jesse Dobson joins as a full time ride with the Yamaha MX2 team in 2021. He will join Nathan Crawford in the two pronged attack contesting the MX2 championship at both the Pro MX and the Australian Supercross Championship.
Jesse Dobson
Dobson adjusted instantly to the Yamaha YZ250F and gelled with the team and the results showed on the track. His speed was right there with the best MX2 pilots in Australia and with the extra time to fine tune his training and riding, Dobson expects to be a major player in MX2 championships in the season ahead.
Jesse Dobson
“I said when I moved to the MX2 class at the start of 2020 that I wasn’t going to be there to make up the numbers and that I wanted success and that hasn’t changed. In fact, it has only got stronger as I was able to use 2020 as a season to gain experience back on a 250 and learn how to ride one properly and effectively again. I’m stoked to re-sign with Serco Yamaha and have a great bunch of people around me. The bikes are awesome, and we have a great list of team sponsors who provide us with the tools to win races and championships. It’s been a long wait between national events, and I can’t wait to get back behind the gate at round one and feel the excitement of competing at a national again. The MX2 class is always super competitive and there are plenty of good riders capable of winning rounds, so it’s time to get to work and make the most of the pre-season.”
Jesse Dobson
Team owner, Gavin Eales, likes how his team has come together and after a year of not much on track action, is recharged and ready to go for season 2021.
Gavin Eales – Serco Yamaha Team Owner
“In Nathan and Jesse we have two hard working and dedicated athletes who are both focused on winning races. Both of them enjoy the training aspect of racing and now bring a lot of experience to the team as they have been on the scene for several years now. It’s also a benefit that both live near our team base in Brisbane which makes life much easier when testing and maintaining bikes. We have also been fortunate to be with Yamaha Motor Australia and continue our relationship into its 21st year and the team will be the show case for the range of high performance products Serco distributes in Australia.”
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2021 Dakar Rally showcases global talent
The 43rd edition of the Dakar Rally is shaping up to offer an amazing field of competition in the bike category, a year after the victory by Ricky Brabec halted KTM’s long reign. 2020 will however see the Austrian firm counting on three former winners with the ambition of retaking their crown.
Ricky Brabec Dakar 2020 – Image by Rally Zone
The Saudi challenge will probably not be limited to a duel between KTM and Honda, Yamaha’s Van Beveren or Husqvarna’s Quintanilla, among other contenders, boast the capacities to join in the battle for victory.
Their hour has perhaps not yet arrived, but the leaders of the younger generation have already shown a glimpse of their talent, with the likes of Ross Branch, Skyler Howes and Jamie McCanney, alongside rookies like Daniel Sanders and Tosha Schareina, who will be attempting to make an impression.
Daniel Sanders – Image by Marcin Kin
The threat had been growing for several years, but the blows struck against KTM failed to land properly until last January. The saga was commenced by Fabrizio Meoni in 2001, then continued by the reign of Cyril Despres and Marc Coma, as well as via the emergence of a new generation at the end of the 2010s, but was interrupted by Ricky Brabec and his Honda following 18 consecutive victories.
The Austrian firm’s pride may have taken a blow, but it has not lost any of its potential and its trio of former winners, made up of Toby Price, Sam Sunderland and Mathias Walkner are only thinking of climbing back to the rally’s summit.
Toby Price, Matthias Walkner and Sam Sunderland
Among the favourites since his breakthrough in 2016 (claiming fourth), the dreams of Kevin Benavides could come true if he rides a flawless race. He managed to do this on the Rally of Andalusia, dominating his rivals on a less demanding racing format than the Dakar. His team-mate Ignacio Cornejo (fourth at Dakar in 2020), will also be on the lookout for victory, as will Spanish rider Joan Barreda who is still seeking a place on the podium.
Kevin Benavides Dakar 2020
While Honda can point to the boast of having been the first constructor to rock the KTM boat, Yamaha’s ambitions are just as legitimate, despite a 2020 edition marred by the premature exits of its two leaders. Adrien Van Beveren, whose taste of Saudi Arabia’s sands did not exceed three-days last January, has been whetting his appetite on the recent Bajas de Ha’il, where he won ahead of competitors that were less imposing than on the Dakar but sufficient to get him up to the right pace.
Adrien Van Beveren – Hail Baja 2
In the blue bike camp, he will be accompanied by the newcomer to the team Andrew Short (sixth in 2019) as well as by Franco Caimi (eighth in 2020). His former accomplice Xavier de Soultrait will be donning the colours of Husqvarna to join Pablo Quintanilla, the runner-up to Brabec in January, and a rider who also seems perfectly set to triumph after finishing in the top five in four participations out eight.
The places in this tightly packed elite will be even more sought-after given that a new generation is starting to break through, with Luciano Benavides, Ross Branch, Skyler Howes and Jamie McCanney, all finishing in the top 15 off the last edition.
Looking to the future, a watchful eye will also have to be cast over a handful of especially promising rookies who have caught the attention of the main constructors by shining in similar disciplines before making their debut this year on the Dakar.
Daniel Sanders – Image by Marcin Kin
Such is the case for Australia’s Daniel Sanders, who aims to follow in the tracks of Toby Price for KTM, but also Portugal’s Rui Gonçalves enrolled by Sherco and Spaniard Tosha Schareina. Finally, the youngest rider in the category also deserves a mention: Konrad Dabrowski, who is the direct heir to Marek, one of the pioneers of the Polish rally-raid school in Africa (with a ninth place finish in 2003 in particular).
2021 Dakar Schedule
Stage
Date
Start > Finish
Total
Special
P
Saturday, January 2, 2021
Jeddah > Jeddah
11 km
11 km
1
Sunday, January 3, 2021
Jeddah > Bisha
622 km
277 km
2
Monday, January 4, 2021
Bisha > Wadi Al Dawasir
685 km
457 km
3
Tuesday, January 5, 2021
Wadi Al Dawasir > Wadi Al Dawasir
630 km
403 km
4
Wednesday, January 6, 2021
Wadi Al Dawasir > Riyadh
813 km
337 km
5
Thursday, January 7, 2021
Riyadh > Buraydah
625 km
419 km
6
Friday, January 8, 2021
Buraydah > Ha’il
655 km
485 km
Rest
Saturday, January 9, 2021
Ha’il (Rest Day)
–
–
7
Sunday, January 10, 2021
Ha’il > Sakaka
737 km
471 km
8
Monday, January 11, 2021
Sakaka > Neom
709 km
375 km
9
Tuesday, January 12, 2021
Neom > Neom
579 km
465 km
10
Wednesday, January 13, 2021
Neom > Al-Ula
583 km
342 km
11
Thursday, January 14, 2021
Al-Ula > Yanbu
557 km
511 km
12
Friday, January 15, 2021
Yanbu > Jeddah
452 km
225 km
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Twisted Tea/H.E.P. Motorsports Suzuki Racing AMA SX team announced
Suzuki’s 450 class race team for the 2021 Monster Energy AMA/ FIM World Supercross Championship will be Twisted Tea/ H.E.P. Motorsports Suzuki Racing, with riders Max Anstie, Brandon Hartranft and Adam Enticknap on the race-ready 2021 Suzuki RM-Z450.
Max Anstie – Image by Jeff Kardas
Both Anstie and Enticknap had a solid season of racing in 2020 under the H.E.P. Suzuki tent and are excited to start racing in 2021. New to the H.E.P Motorsports Suzuki team for 2021 is Brandon Hartranft, making his rookie debut in the 450 class. All three riders will compete on the 2021 Suzuki RM-Z450 and benefit from the support of Suzuki’s RM Army support program.
Dustin Pipes – Twisted Tea/ H.E.P. Motorsports/ Suzuki Racing Team Co-Owner
“We are thrilled to up our game with Suzuki and its legendary RM-Z450 class bikes for the 2021 Supercross series. With Max, Adam and now Brandon on the squad, we expect strong and consistent results in the premier class this season.”
Chris Wheeler – Suzuki’s Racing Manager
“I’m excited to work with the Twisted Tea/ H.E.P. Motorsports Team, our premier 450 class Supercross team for 2021. This team has the experience and the strength of this rider line-up to make for a competitive and exciting Supercross season for Suzuki, and the RM Army in 2021.”
2021 GNCC Series schedule announced
The Grand National Cross Country (GNCC) Series presented by Specialized have just announced the series schedule for the upcoming 2021 season.
2020 GNCC Buckwheat 100 – Image by Ken Hill
Jeff Russell – GNCC Trail Boss
“We’re excited to get the 2021 GNCC Racing season off and rolling. We have a lot of really great facilities that have hosted some amazing events in the past, and we’re ready to see another season full of excellent racing on some great racecourses.”
The GNCC Series is set to kick off on February 20-21 with the Big Buck GNCC in Union, South Carolina. From there the series will head south for the seventh Annual Wild Boar GNCC in Palatka, Florida, which is also held in conjunction with the 2021 Daytona Beach “Bike Week” festivities on March 7-8.
Then the next weekend, March 13-14, the series continues in Washington, Georgia for a back-to-back round with The General GNCC at Aonia Pass Motocross.
Moving onto round four of the season, the series will head to Society Hill, South Carolina for the Camp Coker Bullet GNCC, March 27-28. Then after a two-week hiatus the series will once again return to Union, South Carolina April 17-18 for the Tiger Run GNCC at Big Buck Farm.
Kailub Russell retired in 2020 – Photo: Ken Hill
Kicking off the month of May will be the Hoosier GNCC in Crawfordsville, Indiana at Ironman Raceway for the first of two GNCC’s to be held on that property. Returning to the series schedule as one of the oldest GNCC events on the circuit will be the 33rd John Penton GNCC held in Millfield, Ohio on May 22-23, followed by the Mason-Dixon GNCC held in Mt. Morris, Pennsylvania on June 5-6. The series will also make its return to Snowshoe Mountain for the 14th Annual Snowshoe GNCC event on June 26-27.
After the summer break, the series will return to Summit Bechtel Reserve for round 10 on September 11-12. The Mountaineer GNCC continues to be a popular addition to the series schedule. Located in the heart of southern West Virginia, the race is hosted at the spectacular 11,000-acre home of the National Scout Jamboree. Round 11 will be held in Millfield, Ohio for the Burr Oak GNCC, with the penultimate round of racing being hosted at the Buckwheat 100 in Newburg, West Virginia on October 9-10. Ironman in Crawfordsville, Indiana, will make its return to host the GNCC season finale race on October 23-24.
Josh Toth – Image by Ken Hill
The 2021 schedule welcomes back many of its most seasoned venues, including Big Buck in Union, South Carolina; The General in Washington, Georgia; The John Penton in Millfield, Ohio; West Virginia’s popular Snowshoe GNCC in Snowshoe, West Virginia; and the Ironman finale in Crawfordsville, Indiana.
Two rain date have been set for the 2021 season for the weekends of July 11-12 and November 13-14, with locations to be announced at a later date, if needed.
2021 GNCC Schedule
Round
Date
Event Name
City, State
Micro/eMTB
Rnd 1
Feb 20-21
Big Buck
Union, SC
Micro
Rnd 2
Mar 6-7
Wild Boar
Palatka, FL
Micro
Rnd 3
Mar 13-14
The General
Washington, GA
Micro/eMTB
Rnd 4
Mar 27-28
Camp Coker Bullet
Society Hill, SC
Micro
Rnd 5
Apr 17-18
Tiger Run
Union, SC
Micro/eMTB
Rnd 6
May 1-2
Hoosier
Crawfordsville, IN
Micro/eMTB
Rnd 7
May 22-23
The John Penton
Millfield, OH
Micro/eMTB
Rnd 8
Jun 5-6
Mason-Dixon
Mount Morris, PA
Micro/eMTB
Rnd 9
Jun 26-27
Snowshoe
Snowshoe, WV
eMTB
Rain
Jul 10-11
RAIN DATE
–
–
–
Jul-31
Loretta Lynn eMTB
Hurricane Mills, TN
eMTB
Rnd 10
Sep 11-12
The Mountaineer
Beckley, WV
Micro/eMTB
Rnd 11
Sep 25-26
Burr Oak
Millfield, OH
Micro
Rnd 12
Oct 9-10
Buckwheat 100
Newburg, WV
Micro
Rnd 13
Oct 23-24
Ironman
Crawfordsville, IN
Micro
Rain
Nov 13-14
RAIN DATE
–
–
FIM Bajas World Cup 2021 Provisional Calendar
The 2021 FIM Bajas World Cup takes place over a Series of Qualifying Events as well as a Final. Each Event in the Qualifying Series has a scoring coefficient of 1 *. The Final has a scoring coefficient of 2 .
The Final is open to all competitors. In order to be included in the ranking of the FIM Bajas World Cup, competitors must have completed and scored points in at least one of the Events of the Qualifying Series. Only these competitors will be eligible for the final ranking of the FIM Bajas World Cup.
The final ranking of the FIM Bajas World Cup will be established on the basis of the two best results of the Qualifying Series, added to the points awarded in the Final. This is valid in all three categories (Motorbikes, Quads and SSV) and in all three classes (Women’s, Junior and Veteran).
FIM Bajas World Cup 2021 Provisional Calendar
Date
Round
Location
Nation
18-20 Feb
Dubai Intl Baja
Dubai
UAE
18-20 Mar
Jordan Baja
Aqaba
Jordan
8-10 Apr
Qatar Int Baja
Doha
Qatar
28-30 May
Baja do Pinahl
Serta
Portugal
17-19 Jun
Baja Jalapao 500
Teruel
Spain
23-25 Jul
Baja Aragon
Teruel
Spain
5-8 Aug
Hungarian Baja
Varpalota
Hungary
29 Aug-1 Sep
Atacama Baja 1
Copiapo
Chile
2-4 Sep
Atacama Baja 2
Copiapo
Chile
28-30 Oct
Baja Portalegre
Portalegre
Portugal
Moto News Weekly proudly brought to you by Dunlop
2021 Racing schedule
2021 Provisional MXGP Calendar
Rnd
Grand Prix
Date
1
MXGP of Oman, Muscat
Fri 2 Apr – Sat 3 Apr
2
MXGP of Italy, TBA
Sat 24 Apr – Sun 25 Apr
3
MXGP of Portugal, Agueda
Sat 8 May – Sun 9 May
4
MXGP of The Netherlands, Oss
Sat 22 May – Sun 23 May
5
MXGP of Germany, Teutschenthal
Sat 29 May – Sun 30 May
6
MXGP of Russia, Orlyonok
Sat 12 Jun – Sun 13 Jun
7
MXGP of Latvia, Kegums
Sat 19 Jun – Sun 20 Jun
8
MXGP of Jakarta (INA), Jakarta
Sat 3 Jul – Sun 4 Jul
9
MXGP of Indonesia, Semarang
Sat 10 Jul – Sun 11 Jul
10
MXGP of Czech Replublic, Loket
Sat 24 Jul – Sun 25 Jul
11
MXGP of Belgium, Lommel
Sat 31 Jul – Sun 1 Aug
12
MXGP of Sweden, Uddevalla
Sat 7 Aug – Sun 8 Aug
13
MXGP of Finland, Iitti-KimiRing
Sat 21 Aug – Sun 22 Aug
14
MXGP of Igora Drive (RUS), Igora Drive
Sat 28 Aug – Sun 29 Aug
15
MXGP of Turkey, Afyonkarahisar
Sat 11 Sep – Sun 12 Sep
16
MXGP of China, TBA
Sat 18 Sep – Sun 19 Sep
17
MXGP of France, St Jean d’Angely
Sat 9 Oct – Sun 10 Oct
18
MXGP of Spain, intu Xanadu-Arroyomolinos
Sat 16 Oct – Sun 17 Oct
19
TBA
Sat 30 Oct – Sun 31 Oct
20
MXGP of Patagonia Argentina, Neuquen
Sat 13 Nov – Sun 14 Nov
2021 Yamaha AORC presented by MXStore calendar
Round
Location
Date
Rounds 1 & 2
Nowra, NSW
March 27-28
Rounds 3 & 4
TBA, VIC
April 17-18
Rounds 5 & 6
Kyogle, NSW
July 17-18
Rounds 7 & 8
TBA, QLD
August 6-7
Rounds 9 & 10
Kingston SE, SA
September 18-19
Rounds 11 & 12
Omeo, VIC
October 16-17
2021 Australian Pro MX calendar
Rnd
Date
Location
1
Apr-11
Wonthaggi, Victoria Classes: MX1, MX2, MX3, 125 CUP
2
May-02
Canberra, ACT Classes: MX1, MX2, MX3
3
May-30
Gilman, South Australia Classes: MX1, MX2, MX3, 125 CUP
No word whether or not we’ll be seeing these models Stateside at this time.
Begin Press Release:
NEW PIAGGIO BEVERLY
THE HIGHLY ANTICIPATED NEW PIAGGIO BEVERLY IS UNVEILED ON THE PIAGGIO.COM WEBSITE
THE SCOOTER THAT HAS WRITTEN THE HISTORY OF URBAN MOBILITY IS REVAMPED WITHOUT LOSING THAT ELEGANCE AND CHARM THAT MADE IT ONE OF THE MOST SOUGHT AFTER AND ADMIRED PRODUCTS
MORE POWER WITHOUT LOSING AGILITY, BEVERLY BECOMES A TRUE CROSSOVER CAPABLE OF COMBINING THE DYNAMIC CHARACTER OF A HIGH-WHEEL SCOOTER WITH THE PERFORMANCE OF A BIG GT
NEW MOTORCYCLE-STYLE CHASSIS ARCHITECTURE, COMBINED WITH NEW PIAGGIO HPE EURO 5 ENGINES IN 300 AND 400 CC DISPLACEMENT VERSIONS
NEW TECHNOLOGY: KEYLESS SYSTEM, DIGITAL INSTRUMENTATION, FULL LED LIGHT CLUSTERS AND ADVANCED CONNECTIVITY
In a global première, twenty years after the first generation born in 2001, the new Piaggio Beverly bares all on the pages of the Piaggio website, WWW.PIAGGIO.COM.
Popular from birth for its unmistakeable elegance, so much that over the years it became one of the most sold scooters in Italy, Beverly has now been completely revamped and evolved to become a true crossover, going beyond its category, combining the versatility, the dynamic features and the road-holding of a high-wheeled vehicle with the exuberant performance and comfort of a luxurious GT.
The new Piaggio Beverly is entirely at ease in any situation, from urban commuting, where its agility and handling emerge, all the way to medium and long range suburban touring, a situation where it show of its top notch stability, power and on-board comfort.
The new design is decidedly sporty, with the front end having been totally redesigned, whereas the from a side view, the lines abandon the softness of the previous models to become more taut and muscular, leading to a rear end that is sleeker and tends more upward.
The LED headlight stands out at the centre of the new handlebar.
The turn indicators and position lights are also LED technology, placed on the sides of the front shield to profile the edges, thereby creating a bright “signature” that makes the new Beverly recognisable at a glance, even during the day. In the rear area, the tail ends in an original extractor profile that emerges at the centre of the LED rear light cluster. The brand new, motorcycle-style license plate holder, positioned on the wheel, contributes to making the new Beverly extremely slender and clean. The wheel rims are also new, with a sporty seven split spoke design, and the seat is magnificently refined with double covering and double stitching.
Making their début on the new Piaggio Beverly are two new and powerful Euro 5 powerplants from the hpe family (High Performance Engine) – 300 and 400 cc respectively.
Both the engines – 4-stroke 4-valve single cylinder, with liquid cooling and electronic injection – are the result of the Piaggio Group research and development centre’s experience, working specifically to achieve better performance and improved rideability, reducing fuel consumption and noise.
The 300 hpe engine increases in power by 23% compared to the previous version of the same size, reaching 19 kW (25.8 HP) at 8000 rpm, whereas maximum torque increases by 15%, now reaching 26 Nm at 6250 rpm.
The 400 hpe powerplant replaces the previous 350 engine. The difference lies not only in a simple increase of cubic centimetres, but starting from an already extremely efficient engine, the Piaggio engineers further improved mechanical and thermodynamic performance, and further reduced the already extremely low vibration and noise levels. The result is a power rating that reaches 26 kW (35.4 HP) at 7500 rpm and a maximum torque of 37.7 Nm at 5500 rpm, data which translates on the road into performance and riding elasticity.
These two engines, ultra modern and powerful, are combined with an extremely effective and advanced chassis architecture. The double cradle frame in high-resistance steel tubes and pressed sheet metal is combined at the front with a new Showa fork with 35 mm diameter stanchions, whereas at the rear, it works with a new pair of Showa dual action shock absorbers featuring a coil spring with preload adjustable to 5 positions.
Thanks to this motorcycle-style bearing structure and the large wheels with rims in lightweight alloy (16” on the front and 14” on the rear) the new Beverly ensures motorbike-like riding comfort and road-holding, maintaining great agility and handling. The 400 hpe version also adopt wider tyres (120/70 instead of 110/70 on the front and 150/70 instead of 140/70 on the rear), which ensure better stability at sustained speeds.
Piaggio Beverly also improves in terms of technological features, adopting the keyless system so it switches on without having to insert a traditional key and thereby making it easier to start, open the seat and fuel cap, and position the steering lock – all operations that can be done with the fob in your pocket.
At the centre “navigation bridge” there is a brand new and fully digital 5.5” LCD instrument panel, alongside which the new handlebar controls are positioned, entirely redesigned in their ergonomics. The equipment is completed by the PIAGGIO MIA connectivity system, standard on the 400 hpe version, that lets you connect your smartphone to Beverly’s on board electronics system via Bluetooth, providing exclusive features for an even more satisfying and fun riding experience.
Two distinctive spirits coexist in the new Piaggio Beverly: on one hand, the more elegant and refined one, represented by Beverly, and on the other, that grittier and sportier one, that is manifested in the Beverly S.
Piaggio Beverly comes in a range of elegant and glossy colours, such as Bianco Luna and the two brand new Blu Oxigen and Grigio Cloud colours. These colour schemes are combined with finishings in light, warm and inviting metallic shades, the dark brown seat colour and light grey wheel rims.
Piaggio Beverly S stands out, first and foremost, because of its sporty matt finishes in graphite grey. There are three dedicated colour schemes: Argento Cometa and Nero Tempesta, matt, and the original and futuristic glossy Arancio Sunset colour. The S version features a new black seat in two materials and dark grey wheel rims.
MV Agusta has announced a distinguished partnership with Roni who is one of Switzerland’s most exclusive watchmakers. Roni is based in the home of luxury situated in the heart of the Swiss Alps, St. Moritz, Switzerland.
This partnership is to celebrate the 75th anniversary of MV Agusta and to celebrate the milestone, RO-NI will be producing just 75 of these prestigious watches. This exclusive automatic watch named RO-NI RMV will be produced on payment. The RMV will be retailing at a sum of roughly $68,000 (€56,000). A small price to pay considering it will be only 1 of 75 on the planet.
The RMV will use materials often found in the “Motorcycle Art” crafted by MV Agusta. The automatic watch will consist of best grade titanium, 7075 aluminum alloy, steel, carbon fiber, leather, Alcantara, sapphire, and per RO-NI’s website “the search for the typical colors of the MV AGUSTA brand condensed into a perfect technical artistic balance.”.
This collector’s piece will also include “75” engraved throughout the watch in addition to “MV” on the face. All of the inner workings of the timepiece will be on display via it’s skeletal construction. These handmade timepieces will be accompanied by an official certificate from RO-NI.
Piaggio’s Beverly line up of scooters gets some styling updates to go along with the Euro 5 updates for the 2021 model year.
The Beverly 300 and 400 (previously 350) will be seeing a pleasant facelift with the addition of more aggressive styling for both standard and S versions. The S version will also include a windscreen and a few more accessories to make it look “sportier”.
The biggest difference between this and last year will be Piaggio’s decision to drop the 350cc model altogether and opt for a 400cc variant to top the list instead. Who’s to say if the loss in power from the Euro 5 updates lead to this bump in displacement, but it still makes more sense for the lineup to contain a 300 and 400 instead of a 300 and 350 anyways.
Both 300 and 400 will come with a 5.5″ fully digitalized dash (with Bluetooth connectivity), LED lighting all around, and a keyless ignition system to keep this commuter ready for quick trips around town. Both scooters will also get Showa suspension with the inclusion of 35mm non-adjustable front fork and twin shocks in the rear (with adjustable preload).
Currently, we have no information regarding pricing for these models as well as dates for USA availability. We do know that these are 2021 models, so of course, you will be seeing them at some point in early 2021.
K. N. Radhakrishnan, President & CEO of TVS Motor Company spilled the beans regarding a BMW collaboration project using the two brands jointly-owned 310cc engine.
In an interview with GaadiWaadi, Radhakrishnan said they will be adding “one more variant of that from TVS Motor Company.”
This motorcycle will be a TVS model, and you can expect it to be catered to the Indian market. Although the BMW 310 models have found success in the worldwide market, it has suffered in India’s sales. TVS is looking to take that same engine and build a motorcycle that Indian customers can have the comfort of knowing it is built and designed at home.
Beyond the announcement of utilizing the 310cc engine, we lack further details to continue the picture of how this motorcycle should pan out.
A big possibility will be for TVS to make their own G 310 R and G 310 GS variants. The blueprints are already there, and with India having such diverse roadways it would make sense for the brand to release an off-road and on-road variant.
That is all we know for now regarding this motorcycle and hopefully, we get to see TVS’ big plans for this bike at some point in 2021.
Ceska Zbroiouba was founded in 1918 as an armament manufacturer but didn’t turn to motorcycle manufacture until 1932. It wasn’t until Jaroslav Walter, one of the sons of the founder of Walter G.m.b.H. which produced bikes from 1903-42, joined the company in 1948 that CZ began road racing in earnest.
1953 CZ Type 851 350cc
Jaroslav had designed both OHV 250 cc and OHC 350 cc racers in 1938 and 1939 respectively and these, together with a new OHC 350 cc design were taken over by CZ and raced with some success on the continent, particularly in Austria, up until 1954. While not as competitive as the 350 Manx Norton it can be seen as the forerunner of CZ’s long 4-stroke road racing history that continued up until 1972.
1953 CZ Type 851 350cc
This particular bike is a Type 851 350cc that was campaigned by Austrian champion Leonard Fassl and on which he won the 1953 350cc national title.
