Following the challenging circumstances that unfortunately plagued the opening round of the 2021 FIM Hard Enduro World Championship at Extreme XL Lagares and then led to the subsequent cancellation of this year’s Red Bull Erzbergrodeo, the series is ready to bounce back strongly after this unprecedented double-disappointment.
With this chapter now closed, the FIM and WESS GmbH are now looking forward to the re-start of this year’s series, and to having the opportunity to deliver a diverse and exciting mix of events over the remainder of the season.
The next six events will ensure that the inaugural series is remembered for all the right reasons, whilst also being worthy of crowning the first ever FIM Hard Enduro World Champion. Next up, and re-starting the series, is the new Abestone Hard Enduro in Italy, which will welcome competitors to one of the most picturesque parts of the world.
Winfried Kerschhaggl FIM Hard Enduro World Championship Series Manager
“Overcoming challenges is what enduro sport is all about. As much as everyone was looking forward to Extreme XL Lagares, an event that in any normal year would have given us an incredible start to the series, the situation is what it is. Disappointing and frustrating for all those involved, we have to move on and focus on the many positives that lie ahead for the series. Of course, the cancellation of Red Bull Erzbergrodeo is also a huge loss, but this too cannot be changed, and again we must look forward. The FIM Hard Enduro World Championship has six outstanding events remaining, and while we might have to wait a little while before we go racing again, in mixing well-established favourites with exciting new races, the series will unquestionably meet the expectations of the riders, media and Hard Enduro fans. We want to thank the riders for their understanding and are offering all organisers our full support.”
The Italian event will be followed by the established line up of: Red Bull Romaniacs – Romania, Red Bull TKO – USA, Hero Challenge – Poland (successor to Megawatt), Hixpania – Spain and finally GetzenRodeo – Germany.
John Collins FIM Enduro Commission Director
“There was so much excitement and anticipation regarding this brand new FIM World Championship, so it was deeply disappointing due to circumstances beyond control of all involved that the start of the series has not gone to plan and has not allowed championship points to be awarded from the opening event. That said, collectively we are all ready to work hard and to move on and to ensure that the next six events that will now define the first edition of the FIM Hard Enduro World Championship will be a great success and will put this series firmly on the map. On behalf of the FIM I would like to thank our promoter and all the key stakeholders, including the riders, manufacturers, teams and sponsors for their kind understanding and continued support.”
2021 FIM Hard Enduro World Championship calendar
Round 1: Extreme XL Lagares – Portugal, May 7/8/9 No Points Awarded
Round 2: Red Bull Erzbergrodeo – Austria, June 3/4/5/6 Cancelled
Round 3: Abestone Hard Enduro – Italy, July 10/11
Round 4: Red Bull Romaniacs – Romania, July 27/28/29/30/31
Round 5: Red Bull TKO – USA, August 13/14/15
Round 6: HERO Challenge – Poland, September 11/12
Round 7: Hixpania Hard Enduro – Spain, October 1/2/3
O’Halloran holds off Bridewell by 0.037s to end Oulton Park Official Test on top Images by Dave Yeomans
Jason O’Halloran set the pace in the final Bennetts British Superbike Championship Official Test session of the day overnight at Oulton Park, putting the McAMS Yamaha rider just a narrow 0.037s ahead of Tommy Bridewell in a final five-minute fight to end the test in Cheshire fastest.
Jason O’Halloran
The opening two sessions had been topped by reigning champion Josh Brookes and RAF Regular and Reserve Kawasaki rider Ryan Vickers, but the final 55-minute session of the day saw the times inevitably tumble in perfect conditions at the parkland circuit.
Josh Brookes
As fans returned to watch trackside for the first time since 2019, 577 days since the season finale at Brands Hatch, they were treated to a thrilling end to the day as several riders headed out for a time attack to end the test.
Josh Brookes
Brookes had held the advantage with 15 minutes to go, but O’Halloran had soon surged back ahead of his fellow compatriot as the Australian pair locked out the leading two positions. However, with six minutes remaining of the day Vickers had posted a time, which moved him back to the top, nudging McAMS Yamaha’s O’Halloran back into second place.
Peter Hickman
Peter Hickman was then on a sequence of flying laps and he moved into second position and just 0.196s adrift of Vickers’ leading time, however with three minutes remaining O’Halloran set a time which put him back into P1 as the final minutes ticked down.
Tommy Bridewell
Oxford Products Racing Ducati’s Bridewell went into second position with just over a minute remaining of the day with Vickers moving back into third place, pushing Hickman into fourth at the chequered flag.
Ryan Vickers
Brookes completed the top five for VisionTrack Ducati on his return to testing action after he missed the previous test at Snetterton following his crash at the Silverstone test. The defending champion moved back ahead of Gino Rea who led the Buildbase Suzuki charge in sixth.
Josh Brookes
Glenn Irwin ended the day in seventh place for Honda Racing as six different manufacturers featured in the top seven positions.
Peter Hickman
Kyle Ryde ended the session in eighth place after a crash at Island ended his day prematurely despite a strong showing from the Rich Energy OMG Racing BMW rider, who was second fastest in the opening two sessions.
Bradley Ray made his debut in 2021 on the second of the Rich Energy OMG Racing BMWs in ninth place on the combined times, just 0.005s ahead of SYNETIQ BMW rival Danny Buchan, who completed the top ten.
Jason O’Halloran – P1
“What a day to have been at Oulton Park; the fans were back, the sun was shining and it doesn’t get much better than that! It has been fantastic to see the support today and we have had three good sessions. It has been a really positive day and to end up on top is always a nice feeling. We have got through plenty and I was quite surprised with how fast we were at the end of the day, as in each session we pretty much had a different bike where we had so many changes. We keep moving forward so we just need to keep working to evolve what we are doing in the final tests, ready for when we get back racing next month. We have gained a lot of information today and our race tyre pace was really good. We stayed on a SC0 tyre at the end of the day and it felt good. I feel like we are in a strong place for when we come back here for the first race of the season now.”
Josh Brookes – P5
“The day was positive in as much as the finger injury didn’t really affect me, but regarding the actual test, I felt the track was a little slower than last year as it hadn’t been used very much. We put last year’s settings into the bike and straight away I was fastest but then we tried a few different things, including the new SCX tyre, and the changes didn’t really help us go faster. I learned a lot about the new tyre which was one of the main objects today so that information was invaluable. But we know we have a good base setting on the bike and these tests are to experiment a little but the whole idea is to evaluate our package. Even though I wasn’t fastest overall, I’m happy with where we are at and we got plenty of dry laps in.”
2021 Bennetts British Superbike Championship Oulton Park, Official Test, combined times
Jason O’Halloran (McAMS Yamaha) 1m:34.581s
Tommy Bridewell (Oxford Products Racing Ducati) +0.037s
Ryan Vickers (RAF Regular & Reserve Kawasaki) +0.127s
Testing the 2021 Harley-Davidson Pan America 1250 Special in the Mojave Desert. (Photo by Kevin Wing)
Check out our video review of the 2021 Harley-Davidson Pan America 1250 Special, an all-new adventure bike powered by the 150-horsepower Revolution Max V-twin. We hammered the Pan America 1250 Special for two days in the mountains and desert, on- and off-road, and it never gave up or reacted in an unexpected way or felt out of its depth. And its Adaptive Ride Height option is a game-changer, lowering ride/seat height by 1 to 2 inches when the bike comes to a stop. Whatever the metric — power, performance, handling, durability, technology, weight, price — the Pan America 1250 Special can compete head-to-head with well-established players in the ADV segment.
Riders are now being discriminated against by at least one Sunshine Coast service station with signs demanding they pre-pay for fuel.
The practice of pre-paying for fuel is designed to stop fuel driver-offs and is widespread in the USA.
In Australia, we are aware that only Costco requires pre-payment for fuel, but it is a requirement of all motorists.
This sign at the Ampol Nambour, on Bli Bli Road, on the Sunshine Coast of Queensland, is the only one we are aware of that discriminates against riders.
Riders are already vilified by the media and generally in society without signs like this inferring that riders are criminals.
We have contacted the servo owners,Procon Developments, to ask why the sign was deemed necessary, whether they believed they had discriminated against and vilified all riders and whether they plan to roll it out across their Ampol network.
We will update this article if/when they reply.
Class action
Motorcycle Riders Association Australia Regional Spokesperson Cate Grace has also contacted Procon advising them that it is a discriminatory practice targeting legitimate road users.
“Motorcycle riders are also car and truck drivers and can/will take their custom elsewhere, while advising as many of their family, friends and colleagues to do likewise,” she warns Procon.
If a vehicle has left a service station without paying for fuel, a text or email will be sent to the vehicle’s registered owner advising them to contact the service station.
Cate says that if fuel drive-offs are a problem, they should make it a requirement for all road users to pre-pay, not just riders.
“The broader implication of this discriminatory action inferring motorcycle riders can’t be trusted, further cements a lack of respect for, or regard for their safety, encouraging drivers to make even less effort to look out for, and safely share our roads with motorcycle riders,” she says.
“Commuter motorcycle and scooter riders contribute greatly to the reduction in urban road and parking congestion, and recreationally contribute millions of dollars annually to regional/rural economies.
“They also contribute in a voluntary capacity in many community roles, and donate substantial amounts to charities annually. Of course they are also taxpayers, ratepayers and voters.”
Our view
We have asked police for figures on fuel drive-offs and will update when they are available.
I don’t know if it’s rampant, but when our car was stolen last year the thieves used it twice in fuel drive-offs within a week.
If it is an issue, surely riders who don’t pay for fuel would be easier to catch than other motorists.
All the servo has to do is require them to remove their helmets before switching on the fuel pump as many already do.
If the rider starts putting their helmet back on before paying, the servo attendant would surely have time to stop them!
Many service stations now have credit card facilities at the pump so you can fuel up and pay without even having to remove your helmet. Problem solved!
Our guest on Episode 12 of the Rider Magazine Insider podcast is Daniel Calderon, Curator of Exhibitions at SFO Museum in the San Francisco International Airport. The museum’s “Early American Motorcycles” exhibit features 14 vintage motorcycles built before 1916, with examples from Harley-Davidson, Indian, Flying Merkel, Curtiss, Pierce and more. We discuss the inspiration for the exhibit, how Calderon and his team sourced the motorcycles, artifacts and memorabilia, and the photos and history documented in the exhibit’s catalog, which is available on the SFO Museum website. The exhibit runs through September 2021.
Testing the wheelie control on the 2021 Ducati Monster. (Photos by Gregor Halenda and Mike Levin)
Over the years Ducati has produced several iconic motorcycles which have withstood the test of time. Many enthusiasts credit Ducati’s 916 as the one that stands above the rest in it’s revolutionary design and styling. But there’s another Ducati that has made its own mark in similar fashion — the Monster — which established the “naked bike” style.
Unveiled at the Cologne show in 1992, designer Miguel Galluzzi said, “All you need is: a saddle, tank, engine, two wheels and handlebars.” Though designated the M900, it became known by its nickname, “Monster.” Like Frankenstein’s monster, the M900 stitched together the steel trellis frame from the 851 Superbike, the air-cooled, 904cc L-twin from the Supersport Desmodue, a “bison-back” gas tank, a low handlebar and a round headlight.
Is something missing? The Monster’s iconic steel trellis frame has been replaced with a Panigale-style modular frame that uses the engine as a structural member.
Over nearly three decades of production and more than 350,000 units sold, the Ducati Monster has seen multiple evolutions in terms of styling and technology, and it has been offered in a range of displacements, from 600cc to 1,200cc. The commitment made by Ducati to enhance and keep the Monster relevant is evident from the latest version of this iconic motorcycle, which brings together a Superbike-inspired chassis, a road-going engine and the latest in electronic riding aids.
The Monster’s new electronics suite is easily navigated via handlebar switches and the 4.3-inch TFT display.
It’s fitting that the 2021 Ducati Monster was launched in San Francisco because the bike has been a huge hit among urban enthusiasts. The design brief for the latest version was to deliver the best of both worlds — to be “more thrilling for experienced riders” as well as “more accessible for new riders.” The new 2021 Monster maintains the model’s signature minimalist styling and aggressive attitude while delivering increased power, comfort, and maneuverability. Couple this with a new, comprehensive electronics package, and the latest generation is likely to ensure the Ducati Monster remains as popular as ever.
The lighter, tighter Ducati Monster made quick work of San Francisco’s steep, narrow Lombard Street.
First impressions of the 2021 Ducati Monster can be deceiving. Sure it looks like a Monster with its bison-back tank and round headlight, but there’s something missing. The classic steel trellis frame has been replaced with a new Panigale-style aluminum upper section frame that saves 9.9 pounds and uses the engine as a structural member of the chassis. They didn’t stop there. Updates including a new swingarm and fiberglass-reinforced polymer subframe shave off 10 pounds, and the Testastretta engine and lighter wheels save another 10 pounds. All this tinkering, Ducati says, has reduced the Monster’s curb weight to a lean 414 pounds, a full 40 pounds less than last year’s model.
Less and more. Less weight to the tune of a 40-pound-lower curb weight. More power and torque than the Monster 821 thanks to the larger 937cc Testastretta L-twin.
Firing up the Monster produced a familiar sound that resonated in my ears. Powering the Monster is a version of the liquid-cooled, 937cc Testastretta 11-degree L-twin also found in the Hypermotard, Multistrada 950 and SuperSport 950. Claimed output is 111 horsepower at 9,250 rpm (up 2 from the Monster 821) and 69 lb-ft at 6,500 rpm (up 1.5). Updates to the engine include new cylinder heads, pistons and rods, intake and exhaust system, geardrum, stick coils, alternator and belt covers. A new clutch has 20% lighter pull, and an up/down quickshifter is standard. The new Monster has a 9,000-mile oil service interval and an 18,000-mile desmodromic valve service interval.
The Monster’s unique mix of style and performance, not to mention compact dimensions, make it a favorite among urban enthusiasts.
The Monster’s new electronics package includes three fully customizable riding modes (Sport, Touring and Urban), IMU-based cornering ABS, cornering traction control, as well as wheelie and launch control. Starting off in Urban mode, which reduces engine output to 75 horsepower, the softer throttle response and increased level of intervention for ABS and TC make the Monster highly manageable. The tamed throttle response is sufficient enough to get the job done when negotiating lane changes or avoiding sketchy situations, but after a few miles of exploring the busy streets of San Francisco, Urban mode felt too corked up and I was eager for more.
Everything you need, nothing you don’t.
Tapping a button on the left switch cluster allowed me to sample Touring and Sport modes, both of which offer full power, more direct throttle response and less electronic intervention, with Sport mode being the most aggressive. An up/down toggle scrolls through the various settings within each mode; just push the button, close the throttle and the change takes effect. Changes to default settings can only be done while stopped. Everything is displayed on a new 4.3-inch, high-resolution TFT instrument panel.
Wait, I just came down this road. Where’s the lunch stop again?
As our test ride continued, I came to appreciate the Monster’s agreeable riding position and agile handling. The Panigale-style frame, new bodywork and a new seat make the Monster narrower between the legs. Height of the stock seat is 32.3 inches, but the accessory low seat ($160) reduces seat height to 31.5 inches and the low seat plus the accessory low suspension kit ($300) reduces seat height further to 30.5 inches. Ducati also changed the bar/seat/peg configuration, with the handlebar moved 2.6 inches closer to the rider and the footpegs moved back 1.4 inches and down 0.4 inch compared to the Monster 821. Not only are the ergonomics more comfortable, but a 7% tighter steering angle reduces the turning radius by 3.75 feet, simplifying U-turns and slow-speed maneuvering.
As fun as the Monster is in the city, it’s even more fun when you escape the urban jungle.
Riding around town, the Monster hits all the marks, but how will the changes translate out in the twisties, while giving it the berries? On the handling front, Ducati kept it simple. Suspension is made by KYB, with a non-adjustable 43mm USD fork with 5.1 inches of travel and a preload-adjustable rear shock with 5.5 inches of travel. The basic setup worked quite well, with good bump compliance and exceptional midcorner stability. Compared to the Monster 821, the wheelbase is slightly shorter thanks to a tighter rake (24 degrees, down 0.3) but trail is unchanged at 3.7 inches. Revised chassis geometry, less weight and a narrower 180/55 rear tire make for a more maneuverable platform. While lighter wheels, reduced unsprung weight, and grippy Pirelli Diablo Rosso III tires combined to give a planted feeling during quick transitions.
The highway separating me and the new Monster from the sublimely twisty roads of the Santa Cruz Mountains, south of San Francisco, provided an opportunity to feel out its cruising abilities, and in 6th gear, at around 75 to 80 mph at 5,500 rpm, there was plenty of roll-on power in reserve. As soon as I exited the highway, and headed into the mountains, I really started to flog it. I thought for sure the suspension would give it up, but the Monster handled pretty much everything I threw at it. Tight switchbacks, long sweepers, decreasing-radius corners, uneven pavement and even those mystery bumps hidden in the shade of redwoods were all kept in check. The effort Ducati put into designing a more compact, agile, and friendlier riding position has really paid off. Transitioning back and forth was fairly easy in the fast stuff, but needed some increased effort in the tighter sections. The front-end feel at corner entry and mid-corner was reasonably good, allowing me to feel the road adjust to the conditions with confidence.
The Monster also has good front-to-rear balance and minimizes weight transfer on exits. I did some experimenting with the TC and ABS settings to gauge their effects at full tilt. There is definitely some intervention in the upper ranges of the 8-level TC, especially when traction is questionable. I found that peculiar sensation like a rev limiter kicking in several times on hard corner exits. In the lower levels of the TC the Monster’s response is more measured and precise. You’ll feel like a real pro, barely noticing that it’s working.
Braking wise, the Monster is equipped with Brembo’s latest M4.32 monoblock front calipers and 320mm rotors, along with a Brembo radial master cylinder. Together they offered a superb braking feel with plenty of stopping power. The ABS is well sorted and even though I’m not usually a fan, it stepped in to save the day a few times.
Everybody sampled the 4-level wheelie control and launch control at nearly every stop light. Where it counted for me was on low-speed corner exits. In Level 4 it’s very apparent as the motor starts to cut out in order to keep the front wheel on the ground. Level 1 and 2 seemed most agreeable with minimal intervention. The good thing is the wheelie control can be independently adjusted from the other control systems or turned off. Ducati’s quickshifter worked well in both up and down directions, adding to the fun, but felt clunky at lower speeds.
Overall, the 2021 Ducati Monster performed exceptionally well. It’s the friendliest Monster yet and should satisfy a wide range of riders (and abilities) attracted not only to its performance and style, but also its accessibility. The many updates ensure that Monster legacy will be carried forward by this worthy successor.
The Monster comes in three color options: Ducati Red ($11,895), Aviator Gray (+$200) and Dark Stealth (+$200). And the Monster+ ($12,095) adds a flyscreen and passenger seat cover. An extensive range of accessories allow you to personalize the Monster, from a Termignoni racing exhaust to an EPA/CARB-compliant slip-on, tank cover kits and more.
2021 Ducati Monster Specs
Base Price: $11,895 Price as Tested: $12,095 (Monster+ w/ flyscreen, passenger seat cover) Website:ducati.com Engine Type: Liquid-cooled, transverse 90-degree V-twin, DOHC w/ 4 valves per cyl. Displacement: 937cc Bore x Stroke: 94.0 x 67.5mm Horsepower: 111 hp @ 9,250 rpm Torque: 69 lb-ft @ 6,500 rpm Transmission: 6-speed, hydraulically actuated wet clutch Final Drive: Chain Wheelbase: 58.0 in. Rake/Trail: 24 degrees/3.7 in. Seat Height: 32.3 in. Wet Weight: 414 lbs. (claimed) Fuel Capacity: 3.7 gals.
If there’s one thing that’s obvious, it’s that the electric vehicle culture is coming. The cityscape’s sounds are transitioning from the roar and smoke of traditional fossil fuels to the whirr of wheels and the cool glare of LED lighting. It’s beautiful in its own way, but all beauty requires maintenance.
Maintenance is exactly what a Chinese company called Gogoro is tackling for the EV industry of China.
Gogoro is a company that owns battery-charging stations where members with a monthly subscription fee can ride up and swap batteries, thereby lengthening commute time and easing what has been a constant problem for electric vehicles.
And now, Gogoro has partnered with DCJ and Yadea – two giants in the Chinese moto industry – to build a network of battery-swapping stations across the country. DCJ and Yadea are both joint-investing 50 million dollars and committing to building EVs suited to the stations to support the clean future of an electric urban economy, and they are even bringing this technology to India.
In a report from StockHouse, Al Gore, Nobel Peace Prize winner, former Vice President of the United States, and co-founder and chairman of Generation Investment Management, states: “Asia’s most populated cities are beginning to adopt cleaner urban transportation systems for their millions of scooter and motorcycle riders by leveraging innovative electric refueling solutions like Gogoro battery swapping…Gogoro’s partnership with Yadea and DCJ in China, which builds upon their existing work with Hero MotoCorp in India, sends a clear signal that the world’s two-wheel leaders are helping to fuel the sustainability revolution in Asia with smart battery swapping.”
This is amazing news, especially since vehicles produced under this partnership will take advantage of the ‘Powered By Gogoro Network’ program. This program will give DCJ and Yadea the ability to merge their vehicles’ technology with Gogoro’s intelligent smart systems – synchronizing three companies’ worth of intelligence into one smooth, fully integrated network.
Having grown up reading many a tribute to a futuristic America, I find the gradual transition to electric vehicles more suited to the present aesthetic of an urban economy, certainly more efficient. The vibes heading downtown are cleaner, cooler, crisper.
Time will tell how brains and brawns balances out the flux that is the current moto industry.
We’ve come a long way from the original strident tones of single-horn expletives, and the future is no less saturated with brilliant minds looking to put a new twist on an old concept.
Meet German-born composer Hans Zimmer; Zimmer intends to bring life to the whine of EV energy in ways that will have EV customers relaxed and smiling, and I am intrigued at his new job.
According to Visordown, BMW hired Zimmer in the hopes that the composer and the technicians of BMW would be able to work together to create a thrilling, emotion-evoking sound in equivalency to the M sport‘s motor. This is quite the challenge, especially since the full sensory experience may mean suppressing the original sounds of the battery and motor to allow a better connection between customer and vehicle.
“Right now,” Zimmer says, “we are at a really exciting point, shaping the sound of the future. BMW was so kind to give me another orchestra to play with – called the car.”
If you think about it, Zimmer could set a whole new trend with this partnership. EVs that thrum and roar in response to a nudge or a stomp of the ‘gas’ pedal could go over extremely well with users desiring the feel of horsepower without having to sacrifice fossil fuel to get it. The resultant sound portfolio – dubbed the ‘IconicSounds Electric Program’ – will initially only be available in BMW models that sport a fully electric or hybrid system, but one can dream, right? Imagine an e-motorcycle with special effects, roaring on the thoroughfares, drumrolls upon arrival to destination…snazzy.
The real question is if this program will be customizable (or even removable) for clients needing a more delicate sensory experience.
Take a look at the video at the top of this article to get the opinion of the masterminds behind BMW’s new ‘IconicSounds Electric Program.’
The 2021 Honda 2021 CRF300L (above) and CRF300L Rally get more power and torque, a new assist-and-slipper clutch, less weight, and other improvements. (Photos by Drew Ruiz)
When Honda set out to improve its top-selling dual-sport models, the CRF250L and CRF250L Rally, it didn’t take half measures. The overhaul was executed as a package deal, integrating the modifications to improve the entire machine, and the 2021 Honda CRF300L and CRF300L Rally offer more power and more all-around capability. Having previously tested both 250 versions, I can assure you that Big Red has elevated the game for its CRF300L lineup.
Built on the same platform, the Honda CRF300L Rally (left) adds a windscreen, more seat padding, and a larger for tank, making it a great lightweight adventure bike.
The upgrades proved themselves at Honda’s press launch for the new bikes, where the assembled moto-scribes sampled both the CRF300L (MSRP $5,249) and CRF300L Rally ($5,999). From carving apexes on twisty pavement to negotiating rocky dirt roads and challenging single-track, we tackled nearly every kind of terrain a dual-sport rider might expect to encounter.
Our test ride on the Honda CRF300L and CRF300L Rally included a mix of pavement and dirt. The lightweight bikes are easy to maneuver on any terrain.
Arden’s Gear Helmet:Fly Racing Formula Carbon Jersey/Gloves/Pants: Fly Racing Kinetic K121 Racewear Boots: Fly Racing FR5
The CRF300L and CRF300L Rally share the same powerplant, a liquid-cooled 286cc four-stroke single which boasts 15% more displacement, power, and torque than its 250cc predecessor, thanks to an 8mm stroke increase. Honda says the extra 36cc, paired with cam lift and timing mods, pumped up the four-valve single’s low- and mid-range power, and it wasn’t kidding. With 2.5 more horses (27.3) and nearly 3 lb-ft more torque (19), the 300s are quicker, with noticeably more low-end grunt than their predecessors.
A 36cc bump in displacement (to 286cc) and other updates to the CRF300L’s liquid-cooled single yielded a useful increase in power and torque.
The added power and torque, and reduced ratios in the lower gears, kept me from needing to slip the clutch to climb out of the gullies on the last single-track section of our test ride. The motor/tranny combo put enough tractable power to the ground in 1st gear to effortlessly climb the steep, curved trail. The EFI fueling through the 38mm throttle body was spot-on as well, instilling confidence the bike wouldn’t stall at lower revs. Even so, I hedged my bets by covering the clutch lever, the easy pull of Honda’s new assist-and-slipper clutch requiring just a single finger. The slipper function worked equally as well as the assist, preventing skids on a few too-hot corner entries on the pavement.
On the street, the 300s are a kick to flick from corner to corner, doing their best work on tight roads. And though they aren’t rockets, once at speed they have the chops to stay there if you observe the cardinal rule of small moto riding: never back off. But when you do have to slow down, the CRFs are ready with two-piston calipers up front squeezing a 260mm rotor on the standard and a 298mm plate on the heavier Rally. Both use a single-piston caliper and 220mm rear rotor. The front stoppers are the stars of the show, generating easy-to-modulate stopping power, while the back brakes are suitable assistants, capable of locking up the rear wheel on any surface. ABS is a $300 option on both models, but was not fitted to the test bikes.
The CRFs’ basic suspension package — 43mm inverted fork, Pro-Link single rear shock, both with 10.2 inches of travel but no adjustments except rear preload — turned in a solid performance throughout the day. Rake and trail have been reduced, which helped in the tight singletrack corners, but the bikes remain quite stable on road or off. The new cast aluminum swingarm, said to improve lateral flexibility and feedback, no doubt played its part, though too subtly for me to isolate as I plowed through ruts, slammed rocks, choosing some dodgy lines without the bikes pitching me off.
The lighter standard CRF300L excels here, soaking up nearly everything in its path, or at least not getting badly out of shape. Yes, it will literally kick your butt with rear-end bounce on major hits, and there could be more rebound damping at times, but it stayed on course, letting me survive to choose the next bad line. Having almost 11 inches of ground clearance to play with didn’t hurt, either.
Honda lightened both bikes, making them easier to toss around. Nine pounds came off the Rally (now 333), a notable achievement while adding 4 pounds of fuel (0.7 gallons, now 3.4) and fitting long-ride comfort items like handlebar weights and rubber footpeg inserts. The standard model lost 11 pounds (now 309) making it even easier to flick into corners or pick up, should the need arise. The new LCD instrument panels even lost a couple ounces while presenting more information. Speed, rpm, and gear position were easy enough to see at most times, the smaller text for the odometer and fuel mileage being difficult to read off the pavement.
Speaking of mileage, using Honda’s claim of a 250+ mile range for the Rally, the 300s are capable of almost 74 mpg. We couldn’t track fuel consumption during the press launch, but the mileage readout on the bikes I rode hovered near 60. If ridden with a lighter hand, 74 mpg may well be possible. Sixth gear is an overdrive that should help highway mileage and comfort, though downshifts are necessary for any hills.
Only a half inch separates the tall-ish seat heights for the 300s, 34.7 and 35.2 inches for the standard and Rally, respectively. The extra padding for longer rides on the Rally was noticeable, but we spent so much time on the pegs for the 300L’s dirt-centric test loop that I can’t comment on its seat. However, the standing position was comfortable for my 68-inch frame and I could stretch my 31-inch inseam enough to touch two feet on the ground from the taller Rally. Despite their counterbalancers, both machines are a bit buzzy; I’ve yet to meet a single that didn’t tingle.
2021 Honda CRF300L
The new 300s have the potential for reaching a very large audience of two-wheel enthusiasts. They are small enough to hang on the back of a car or RV, lively enough to generate grins all day long on most any surface, easy enough to ride that newcomers can quickly feel at home, and the Rally has range enough to travel. The tough part is choosing between them. My choice is the standard model, for its off-road ability, though I would not hesitate to take the Rally on an extended back-roads tour.
2021 Honda CRF300L Rally
2021 Honda CRF300L / CRF300L Rally Specs
Base Price: $5,249 / $5,999 (add $300 for ABS) Website:powersports.honda.com Engine Type: Liquid-cooled single, DOHC w/ 4 valves Displacement: 286cc Bore x Stroke: 76 x 63mm Horsepower: 27.3 hp @ 8,500 rpm (claimed, at crank) Torque: 19 lb-ft @ 6,500 rpm (claimed, at crank) Transmission: 6-speed, cable-actuated wet clutch Final Drive: O-ring chain Wheelbase: 57.2 in. Rake/Trail: 27.3 degrees/4.3 in. Seat Height: 34.7 in. / 35.2 in. Wet Weight: 309 lbs. / 333 lbs. Fuel Capacity: 2.1 gals. / 3.4 gals.
A battery tech, Colorado-based company, called Solid Power has drawn the attention of BMW, and the brainchild of the partnership is a battery that brags more juice, less weight, and comes with a safer tag.
The solid-state battery has created hype for a reason. It’s a battery that replaces the liquid electrolyte found in a normal lithium-ion cell with a solid material, promising much greater capacity than the graphite anodes used in normal lithium-ion batteries.
A report from CycleWorld states that BMW invested in the company intending to introduce solid-state batteries to the EV Industry as soon as 2025, with production beginning in the next year.
What’s exciting is that this marks the second of rounds of investments that Solid Power has been able to acquire, with other companies such as Ford Motor Company and Volta Energy Technologies joining BMW to pool a cool $130 million into the eventual goal of creating production-ready batteries by the end of the next decade.
The deadlines are real, and they are coming up quickly. BMW states that they will have a solid-state battery vehicle to demonstrate ‘well before 2025’, and Solid Power has released that they will likely have a production line for the batteries by early next year, thanks to the generous funding.
Frank Weber, a member of the board of management BMW AG, says, “ “The development of all solid-state batteries is one of the most promising and important steps toward more efficient, sustainable, and safer electric vehicles. We now have taken our next step on this path with Solid Power.”
