Following hot on the heels of the hugely successful Abestone Hard Enduro, the FIM Hard Enduro World Championship continues at pace less than one week from today, when the infamous Red Bull Romaniacs welcomes competitors for the 18th edition of the world’s number one Hard Enduro Rallye.
Red Bull Romaniacs is a bucket-list race for every aspiring Hard Enduro rider, professional or amateur. World-renowned, it’s only natural then to see that competitors from many different nations have once again signed up to compete. In total, approximately 50 nations will be strongly represented with people travelling from as far as Canada, Peru and Australia and we’ll see a whopping 47 Gold class riders take to the start line.
Red Bull Romaniacs never fails to deliver surprises. No two editions are ever the same. In the past we’ve seen the race have overnight stays away from host city Sibiu, but for 2021 organisers are taking things one step further. A marathon stage – two days combined – will be highlighted with a night in the mountains and under the stars. With no outside assistance allowed, riders have got to work on their own bikes and sleep in a tent. Don’t forget your toothbrush guys n’ girls!
A Hard Enduro Rallye like Red Bull Romaniacs always attracts a little bit of crazy and for 2021 Pol Tarres is bringing the goods! Normally found competing in Gold class, he’s stepped back to Bronze this year, but for good reason. Armed with a 200kg Yamaha Tenere 700, he’s attempting to become the first rider to finish in this category on a two-cylinder adventure motorcycle. We wish him luck!
To finish a race like Red Bull Romaniacs is one heck of an accomplishment – winning the event etches your name into Hard Enduro folklore. Legend Graham Jarvis sits at the top table when it comes to the Red Bull Romaniacs Hall of Fame with six wins and is more than capable of making it seven.
Can Jarvis do it again?
Of those also entered for 2021, Manuel Lettenbichler has won the previous two editions, Wade Young was victorious in 2018, while Jonny Walker holds two wins from 2015 and 2014. Will the 18th edition deliver a new winner?
Ten years after his father Andreas took victory at Romaniacs, Manuel Lettenbichler won the 2019 edition of the famous event
Red Bull Romaniacs is famed for its punishing climbs in the mountains and 2021 will be no exception. The organisers are pushing the elevation with a whopping 35,000+ metres of altitude on the cards across the week of racing.
There’s a well-known saying among competitors at Red Bull Romaniacs – ‘it’s never over until it’s over’. And that’s because Offroad Day 4 is never a walk in the park. Tough as old boots, the Gusterita finishing area is always spectacular. With the finish line in sight, battle-weary riders literally jump through hoops to get there. We’ve seen near-impossible climbs, aquaplaning and mesmerising obstacle courses, and we’re sure to witness it again next week.
Round four of the FIM Hard Enduro World Championship takes place at Red Bull Romaniacs in Sibiu, Romania on July 27-31.
Red Bull Romaniacs Schedule
Tuesday July 27: Time trial qualification (TTQ) Wednesday July 28: Offroad day 1 Thursday July 29: Offroad day 2 Friday July 30: Offroad day 3 Saturday July 31: Offroad day 4
FIM Hard Enduro World Championship Standings (After round 3)
1. Billy Bolt (Husqvarna) 20pts 2. Manuel Lettenbichler (KTM) 17pts 3. Graham Jarvis (Husqvarna) 15pts 4. Jonny Walker (Beta) 13pts 5. Alfredo Gomez (Husqvarna) 11pts 6. Taddy Blazusiak (GASGAS) 10pts 7. Mario Roman (Sherco) 9pts 8. Wade Young (Sherco) 8pts 9. Michael Walkner (GASGAS) 7pts 10. Travis Teasdale (GASGAS) 6pts 11. Sonny Goggia (GASGAS) 5pts 12. Matthew Green (GASGAS) 4pts 13. Teodor Kabachiev (Husqvarna) 3pts 14. Dominik Olszowy (KTM) 2pts 15. Leon Hentschel (GASGAS) 1pts
2021 FIM Hard Enduro World Championship calendar
Round 1: Extreme XL Lagares – Portugal, May 7/8/9 Round 2: Red Bull Erzbergrodeo – Austria, June 3/4/5/6 Round 3: Abestone Hard Enduro – Italy, July 9/10/11 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 Round 8: GetzenRodeo – Germany, October 29/30
Royal Enfield’s most versatile motorcycle ever, able to take the rider almost anywhere they want to go on-road or off-road. The only motorcycle you will ever need.
The Himalayan combines outstanding versatility and comfort for all rides.
Long-travel suspension, natural upright riding position, a durable and torquey engine all add up to a comfortable ride for you, whether it’s on the highway, city streets, or remote mountain roads.
Now available in 6 great colours with electronic fuel injection and ABS brakes.
Top-spec components differentiate it from the base model
Most powerful engine of all 450 motocross bikes
Combination of its engine performance and synchronized suspension/chassis contribute to its great handling.
Downs
A higher-spec machine comes with a high price tag.
Limited availability
Verdict
The CRF450RWE offers the highest horsepower figures among the 450 motocross class. Its up-spec components and suspension/handling differentiate it from its stock form, but its high price and limited run mean it will be difficult to acquire.
2021 Honda CRF450RWE. (Jeff Allen/)
Overview
The Honda CRF450RWE is the higher-spec sibling of Honda’s CRF450R and is the most expensive motocross bike on the market. With that said, the RWE is designed for motocross enthusiasts looking for a limited-edition machine with trick parts and updates that differentiate it from the standard motocross bike.
Updates for 2021
Updates seen on the stock CRF450R, which were also executed on the WE, include a lightened twin-spar aluminum frame, narrower swingarm, altered Showa suspension components, engine updates to the decompression system, intake, exhaust system (which includes a switch from two mufflers to one), a hydraulically actuated clutch, and new bodywork and seat. The CRF450RWE also has a hand-ported cylinder head, updated ECU settings, a Yoshimura RS-12 exhaust system, Twin Air air filter, and Hinson Racing clutch basket and cover for MY21.
Pricing and Variants
This year’s CRF450RWE has an MSRP of $12,380 which makes it the most expensive motocross bike on the market.
Competition
Competition would include the other special-edition models of 450cc motocrossers including the Husqvarna FC 450 Rockstar Edition and KTM 450 SX-F Factory Edition. Although it does not feature mechanical upgrades over the standard model, Yamaha YZ450F Monster Energy Yamaha Racing Edition fits the bill for those who want a racebike look right off the showroom floor. Even the Kawasaki KX 450, GasGas MC 450F, and Suzuki RM-Z450 could be considered competitors.
Powertrain: Engine, Transmission, and Performance
What motor cranks out the most horsepower seen in the 450 motocross class? It’s the CRF450RWE’s 449cc SOHC four-stroke. This engine measured an impressive 56.7 hp at 9,600 rpm and 34.8 pound-feet at 7,100 rpm on our in-house dyno. We wrote in our review that, thanks in part to its updates, it is smoother, makes more overall power, is noticeably quieter, and is easier for riders to manage compared to the CRF450R. Its power delivery is smoother off the bottom and builds steadily throughout the rpm range.
2021 Honda CRF450RWE. (Jeff Allen/)
Handling
The latest-generation frame is claimed to reduce lateral rigidity for improved cornering performance and stability. During testing, we found the 49mm Showa coil-spring fork and Showa shock work in unison with the chassis. The big news regarding the 18mm shock is that it is 2mm larger in diameter than the stock CRF450R and offers more control and holdup because it displaces more oil in the shock body.
Brakes
Identical to the standard CRF450R in this department, braking is handled by Nissin calipers with 260mm and 240mm discs, front and rear. The front disc size is the same as KTM’s 450 SX-F Factory Edition and Husqvarna’s FC 450 Rockstar Edition, while the rear is the same diameter as Yamaha’s YZ450F Monster Energy Yamaha Racing Edition. The CRF450RWE’s brakes aren’t the strongest in the class, but they stop the bike in short order.
2021 Honda CRF450RWE. (Honda/)
Fuel Economy and Real-World MPG
Real-world mpg is not provided. Its 1.7-gallon fuel tank splits the capacity differences of its 450 motocross bike competitors.
Ergonomics: Comfort and Utility
Renthal Kevlar grips make the bike feel more personalized while the restructured bodywork offers a slimmer profile than the previous generation. The Throttle Jockey gripper seat and bodywork graphics are exclusive to the CRF450RWE. The ‘WE has a Cycle World-measured seat height of 37.4 inches and measured wet weight of 243 pounds.
2021 Honda CRF450RWE. (Jeff Allen/)
Electronics
The ‘WE features an electric starter, three map options that can be toggled via the Engine Mode Select Button (EMSB), and three levels of Honda Selectable Torque Control (HSTC).
Warranty and Maintenance Coverage
The CRF450RWE does not have a warranty.
Quality
You want quality? The CRF450RWE delivers with a slew of high-end parts, most notably the Yoshimura full titanium exhaust system, D.I.D rims, gold RK chain, Team Honda HRC Throttle Jockey graphics, and more.
Riders who use the Snap Send Solve app that helps Australian authorities identify and fix road hazards that pose a danger to vulnerable road users such as motorcyclists could win a $50 incentive prize.
Up to ten $50 gift cards are drawn each month from users who refer friends and family to the app.
You can enter after submitting or rating a report or by clicking ‘Refer Friends’ in the ‘More’ section of the app.vAnd you can enter as many times as you like.
Snap Send Solve will contact winners when monthly prizes are drawn.
The app requires riders to take a photo of the road hazard and send it to the app which passes it on the authorities.
Of course, riders could also report directly to authorities, but it is often unclear which jurisdiction is responsible for the problem as roads divided among all the three levels of governments in Australia.
The app is basically a one-stop shop for reporting hazards.
Riders are three times more likely to be involved in crashes caused by potholes and poor road surfaces than any other vehicle type according to a British Automobile Association survey.
It found that while potholes cause damage to cars, they are a far greater injury threat to riders.
They say riders swerving to avoid potholes can also cause crashes.
There is no doubt that potholes are dangerous to riders.
A pothole can cause a big jolt in the front suspension, kick the handlebars about and possibly damage a rim. But at least the suspension is set up to absorb most of the impact.
They can lift the front wheel off the ground, kick the bike left or right into the bush or oncoming traffic, or cause a tank slapper where the handlebars oscillate wildly.
Bumps are also harder to see and seem to be less likely to be fixed than potholes in yet another example of how the authorities ignore and neglect motorcycles.
Triumph Motorcycles has this week announced they will build and race enduro and motocross motorcycles with the help of five-time American Rider of the Year Ricky Carmichael (pictured above).
The official press release didn’t supply many details and it is unknown whether they will be produced in India or Thailand where most of their motorcycles are now made.
However, the British company did say it would return to dirt racing at the “top-tier” level.
The company also announced that Ricky will be joined by five-time Enduro World Champion Iván Cervantes to test and prepare the bikes for racing.
Iván Cervantes
But they didn’t say whether they would race them and when the bikes or their racing prototypes would be available.
We suspect the bikes will be raced and tested before production versions are ready for the market.
They did the same thing with the 765cc Moto2 engine which has moved into their road bikes.
Ricky also doesn’t give away any clues, just stating that he will “be a part of the development and release of Triumph’s off-road motorcycles”.
Likewise, Ian simply says he “cannot wait to see the bikes competing at a world level”.
Whoever does race them, it will no doubt kick start a PR campaign based around the racing endeavours of Hollywood legend and Triumph fan Steve McQueen.
Steve McQueen
He raced Triumphs in the USA and represented his country in the 1964 International Six-Day Enduro Trials in Europe and was also famously depicted in The Great Escape jumping a TR6 over a barbed-wire fence to escape the Nazis.
No doubt the new-age Triumph dirt bikes will be a lot lighter than the heavy TR6 and other models used in dirt racing more than half a decade ago.
Company boss Nick Bloor says they are “100% committed to making a long-lasting impact in this highly competitive and demanding world”.
Riding Highway 88, aka Black Lightning. Photos by Kathleen Currie
Buffalo County, Wisconsin, is a hidden gem for motorcyclists. Located in the northwest part of the state, its southern border is the Mississippi River, which is the dividing line between Wisconsin and Minnesota. This is rural farm country, and the entire county has only one traffic light.
Buffalo County boasts dozens of fantastic motorcycling roads that twist along river banks, climb steep bluffs, dive into coulees and steep ravines, and cling to the edges of sandstone ridges. Numerous creeks and small rivers flow through the Waumandee Valley on their way to join the Mississippi, and they influence the shape and slope of these roads.
Buffalo County appears to have the most curvy road signs in Wisconsin.
The best starting point is the town of Mondovi, located in the northeastern corner of Buffalo County. A quick fuel and food stop is recommended, as gasoline stations, restaurants, and other amenities are sparse as you head south. After a bite at McT’s Diner we follow County Roads (CR) H and ZZ south to a hook up with State Highway 88 at the Buffalo River.
Known as “Black Lightning,” Highway 88 has approximately 130 corners and curves in 40 miles as it runs from Gilmanton to the Mississippi River, making it one of Wisconsin’s highest-rated biker roads. It gives riders — and their brakes — a real workout as they ride the ridges and slash through a sandstone cut north of Praag.
This tour route is available on the REVER app in the Rider Magazine community.
At CR U, we head east until we reach CR C at a crossroads just north of the village of Montana. CR C dishes up a variety of steep climbs and hairpin curves as we work our way south along Swinns Valley Creek, on our way to State Highway 95 just west of Arcadia. A short jog going west on 95 takes us to CR E, which heads northeast through Pansy Pass and Glencoe to Waumandee. CR E east of Waumandee has such steep hills that many homeowners have large angled mirrors mounted on posts at the foot of their driveways to help provide a view of any hidden oncoming traffic.
The village of Waumandee — Chippewa for “clear and sparkling water” — is worth a stop. It dates back to the 1850s, and Waumandee House, which was built in 1879, is still an active inn and restaurant. Every September the village hosts the Waumandee Hillclimb, a unique event for sports car enthusiasts. A two-mile stretch of Blank Hill Road west of Highway 88 is closed for a day of timed runs up an 18-turn hillclimb road course.
J & J BBQ in downtown Nelson is a favorite biker stop.
Crossing Highway 88 we take a shot at Blank Hill Road, which is as challenging as advertised. Take care along the section of road that clings to the side of a cliff and has no guardrail. At CR N, we head north along Alma Ridge, which has some white-knuckle descents on its way to the Buffalo River at State Highway 37. A short jog up Highway 37 takes us to Highway KK on the west side of the Buffalo River.
The lunch crowd heading down Great River Road (Highway 35) to Nelson.
Want a taste of riding the Isle of Man TT? Much like the famed road circuit, the CR KK south of Modena has climbs and descents chiseled into the sides of ridges with few guardrails, testing our binders and our nerves as we plunge down to CR D.
CR D winds west through rolling farm country to its junction with State Highway 35, which is known as the Great River Road and hugs the northern shore of the Mississippi. Overlooking the river, the town of Nelson has several recommended dining stops. On the day of our visit, J & J Barbeque and Nelson Creamery are overwhelmed with two-wheeled customers. We find an empty table at Beth’s Twin Bluff Café, and enjoy the best lemon pie we’ve ever tasted.
Picturesque farms are everywhere in Buffalo County.
We headed north on State Highway 25 along the eastern edge of the Tiffany Bottoms Natural Area. At the village of Misha Mokwa, we turn east onto CR KK and complete the circle at the junction with CR D. Twists and turns command our full attention on our way to the village of Modena. Visit the general store in Modena to see two large motorcycle sculptures made from scrap metal, and pick up some cheese curds for a snack. We continue east on D until it dead-ends at Highway 37, then we follow the Buffalo River north and return to Mondovi.
The roads on this 110-mile loop are challenging, but most of the pavement is in good condition (be mindful of gravel in some corners). Part of what makes Buffalo County a great riding destination is the traffic — except for Highway 35, there is none! On a full day of weekend riding we encountered two tractors, two pickups, seven motorcycles, and one corn picker, which was blocking a narrow farm road. The only thing missing for a perfect riding weekend is a motorcycle class at the Waumandee Hillclimb so we can clock our time going up Blank Hill Road!
Snaking roads and incredible scenery in the Waumandee Valley.
Smooth, rideable power from its 249cc four-stroke engine
Lightweight feel contributes to nimble handling
Suspension is well balanced for jumps or rocky terrain
Low upkeep and maintenance needed
Strong Nissin brakes
Sidestand is a nice touch, even for the motocross track
Downs
Low-end power and overall torque could be better
Some vibration is felt at the handlebar, but it isn’t excessive
Fuel tank is a bit obtrusive and makes the radiator shroud area a bit wide between the rider’s knees
Gearing is tall for slow-speed maneuvers
Verdict
The CRF250RX is a user-friendly dirt bike. For those looking for something that can be used at the track or on single-track trails, this Honda will do the trick.
2021 Honda CRF250RX. (Adam Waheed/)
Overview
The CRF250RX is a fairly young off-road model from Honda since it was first introduced in 2019. It shares a space with Big Red’s CRF250R motocrosser, but is more geared for woods riding, desert riding, and GNCC competition environments. It is characterized by a 249cc liquid-cooled engine, larger fuel tank, convenient sidestand, and 18-inch rear wheel for additional tire sidewall flex and less chance of pinch flats.
Updates for 2021
The CRF250RX remains unchanged for the 2021 model year.
Pricing and Variants
Pricing for the CRF250RX is $8,399, which is $100 more than the preceding model.
Fuel injection of the 249cc liquid-cooled four-stroke makes sure the motorcycle always runs cleanly. We found it has smooth, broad power that makes it friendly on track or trail. A five-speed gearbox and chain make up the RX’s transmission and final drive. The latter is O-ring-sealed to limit chain maintenance intervals and boost durability.
On our in-house dyno, the 2020 model produced 38.2 hp at 11,900 rpm and 17.9 pound-feet of torque at 9,300 rpm. Its 38 hp is impressive for a 250 four-stroke off-road bike that weighs claimed 244 pounds.
A criticism we had during our testing was that gearing was a tad tall for slow-speed maneuvering over large obstacles.
Handling
Suspension includes an inverted 49mm Showa coil-spring fork which differentiates it from the air fork KTM, Husqvarna, and GasGas use. A Showa shock supports the back with 12.4 inches of travel. While some dirt bikes offer firmer suspension, the RX provides a more supple feeling. “Yet the suspenders offer enough damping support to withstand impacts from jumps and other obstacles encountered at speed even with a heavy 191-pound rider,” wrote our test rider. “We also value its above-average stability especially over rough terrain in top gear and its nimbleness in low gear in the woods.”
Brakes
Braking is handled by a pair of Nissin hydraulic disc brakes. We reported that both ends are strong and fade-free. With a dirt bike you tend to use the rear brake quite a bit and the RX’s rear brake works really well.
Fuel Economy and Real-World MPG
Fuel economy is not currently available.
Ergonomics: Comfort and Utility
Its claimed 37.8-inch seat height is a tad tall, which is common on dirt bikes when compared to streetbikes. The position-adjustable Renthal Fatbar handlebar is not too far forward nor is it too far back. Sturdy footpegs provide good grip.
2021 Honda CRF250RX. (Adam Waheed/)
Electronics
The CRF250RX is equipped with a three-position-adjustable electronic launch control system and three selectable engine maps: Smooth, Standard, and Aggressive.
Warranty and Maintenance Coverage
A six-month warranty is a nice security threshold in case anything goes wrong on this machine.
Quality
Honda’s known for its durability and this CRF250RX is very well put together. Plus, you don’t need to be a professional racer to get the most out of it.
Harley-Davidson has launched an online portal for buying or selling pre-owned Harley-Davidson motorcycles. The H-D1 Marketplace will help customers look for used motorcycles across Harley-Davidson’s U.S. dealer network. Harley owners looking to sell their bikes can also use the Marketplace to connect with dealers willing to buy.
Essentially, H-D1 Marketplace becomes a broker for pre-owned Harley-Davidson motorcycles, taking advantage of the company’s extensive dealer network as well as H-D Financial Services. During Harley-Davidson’s second quarter 2021 presentation, Jochen Zeitz, president and chief executive officer, said that 100% of all qualified dealers in the U.S. have signed on to the H-D1 Marketplace.
Begin Press Release
HARLEY-DAVIDSON LAUNCHES H-D1 MARKETPLACE
The Ultimate Destination for Pre-Owned Harley-Davidson Motorcycles in North America
Today we are launching H-D1 Marketplace on H-D.com.
H-D1 Marketplace will provide consumers with the most comprehensive opportunity to search, experience, sell and purchase pre-owned Harley-Davidson motorcycles across North America. Backed by the strength and scale of our dealer network and enhanced by the Harley-Davidson Certified program for extra peace of mind, H-D1 Marketplace will facilitate a seamless purchase experience for customers looking for that special pre-owned Harley-Davidson.
“The launch of H-D1 Marketplace is the first step towards our ambitious transformation of H-D.com into the leading online destination for everything Harley-Davidson,” said Jochen Zeitz, Chairman, President and CEO, Harley-Davidson. “We want our online presence to connect and support our H-D network – from enhanced online experiences, unique community engagement, to exclusive content and learning. The H-D1 Marketplace platform will connect our customers, community and our strong dealer network, with the goal to become the largest marketplace for pre-owned Harley-Davidson motorcycles in the United States.”
Launching first in USA, H-D1 Marketplace will start with the entire selection of pre-owned Harley-Davidson motorcycles from our participating dealer network, that will be available for our customers to browse and customize online. Powered by H-D Financial Services, customers will have access to innovative, industry-leading financing solutions, to make purchasing even easier. Through the ‘Sell My Bike’ feature, customers will also be able to sell their motorcycles directly into the Harley-Davidson dealer network.
Customer experience is a key element of the Hardwire Strategic Plan, designed to enhance our position as the most desirable motorcycle brand in the world. The Hardwire puts customers at the forefront of our products, experiences and investments. Our goal is to seamlessly engage with customers, creating a meaningful, unique and personalized experience with Harley-Davidson, every day.
H-D1 Marketplace also fulfills our Hardwire objective to include riders of pre-owned Harley-Davidson’s as an important part of the H-D customer base, recognizing their unique perspectives and contributions to the brand.
To experience and learn more about H-D1 Marketplace, visit www.H-D.com.
Completely redesigned for 2021, the Triumph Speed Triple 1200 RS has more power, less weight, and premium components and electronics. (Photos by Kevin Wing)
Yes, this is a review of the 2021 Triumph Speed Triple 1200 RS, the legendary streetfighter from Hinckley that has been completely redesigned. More power, less weight, all the must-haves – you get the idea. For me, testing the Speed Triple was personal. But before I get into it, you should know the backstory.
London, England, 1998. I can still fit everything I own into the trunk of a hatchback, and for the first time in my short life, I’m earning more money than I’m spending. When my employer relocates me to a new office in the financial district, my commute becomes a 45-minute crush on the Tube. With a modest pot of cash building in the bank, I decide now is the time to buy my first proper motorcycle. Lane splitting in Britain is legal, and I plan to join the multitude of well-healed professionals commuting through the traffic and into the city each morning.
The legendary streetfighter from Hinckley has been completely redesigned and the 2021 Triumph Speed Triple 1200 RS has more power, less weight, and premium parts.
It’s the same year Triumph gives its naked hooligan, the Speed Triple, an aggressive redesign. Introduced in 1994, the Speed Triple had already left its mark. The new styling for ’98 includes wider, higher bars and distinct double headlights under a minimal flyscreen, a design that Tom Cruise will come to immortalize in Mission Impossible II.
The engine is now the 955cc Triple from the Daytona, producing a whopping 130 horsepower. I visit the Triumph dealership in Vauxhall so often the sales staff make fun of me and pretend to close the shop, telling me, “turn off the lights when your done sitting on it.” The Speed Triple’s price tag is hanging from the handlebar: £7,999 (around $13,000), which is about ten times more than I’ve ever spent on anything.
Alas, saving for my first proper bike is competing with the fiscal demands of London’s nightlife, and ultimately, I scale down my plans. The Kawasaki Ninja ZX-6R I buy leaves £2,500 for some decent gear, but as much as I love the Ninja, I lament the hooligan and tell myself there will always be a next time.
Fast forward to 2005. London is history, as is the Ninja. New York is now my home and the center of the universe. Business is going well, but occasional rental rides are not cutting the mustard from a thrill perspective. As if in answer to my thoughts, Triumph releases the fourth generation of the Speed Triple, with a larger 1,050cc inline-Triple and a new chassis. But it’s the massive dual underseat pipes, which help expose the single-sided swingarm, that catch my eye.
I head down to the Triumph dealer in SoHo and climb aboard. It’s bigger than I remember, and meaner looking. I decide, right there and then, I’m going to buy it. But a test ride is “out of the question” until I get a New York driver’s license, as is insuring any bike I buy. I book the test, but somewhere along the way, a petite Italian also catches my eye, and suddenly I have a shared bank account and an eye-watering mortgage. My new fiancé doesn’t think a new motorcycle is a priority right now.
Time marches on. With each generation, the Speed Triple gets better and better. And with each passing year, it seems farther out of reach.
The new Speed Triple 1200 RS is one of the lightest hyper naked bikes on the market, making it extremely agile.
Now it’s 2021, and I’ve been living in Los Angeles for a few years. A few weeks after starting my new job at Rider, our EIC says he needs me to test the new Speed Triple 1200 RS. And just like that, I’m holding the keys – a keyless fob, actually – to a machine I’ve coveted for years.
Revised from the ground up, the new Speed Triple certainly looks the part. The underseat pipes are gone, replaced with a superbike-style can, but the fox-eye headlights, which replaced the iconic round ones in 2011, are as menacing as ever. It feels more compact than I remember, with a narrower seat and gas tank. Our test bike’s color scheme is the Matte Silver Ice option. Sapphire Black is also available and both colors are understated, flying in the face of its many candy-colored rivals or even the garish colors offered on Speed Triples in the past, like Nuclear Red and Roulette Green. But it’s no sleeper. Huge Brembo brake calipers and Öhlins suspension are clear indicators of the power they’re tasked with harnessing.
All of the 2021 Speed Triples are designated RS, and standard equipment includes fully adjustable Öhlins suspension and Brembo Stylema front brake calipers.
Triumph completely redesigned the Speed Triple’s engine, starting with an increase in displacement (1,160cc, up from 1,050) and a race-bred oversquare piston configuration. A bigger bore and a shorter stroke result in a higher redline, now 11,150 rpm. A new ignition system with twin-tip spark plugs improves combustion, and a new air intake and free-flowing exhaust system help squeeze every available horse from the Hinkley hooligan. On Jett Tuning’s rear-wheel dyno, the Speed Triple grunted out 165.5 horsepower at 10,800 rpm and 87 lb-ft of torque at 8,500 rpm, figures that are much higher than the previous model.
Triumph’s engineers must have been busy because, despite the performance gains, the new engine weighs 15 pounds less than before and is Euro 5 compliant. Lighter moving parts have significantly reduced engine inertia, promising a very revvy engine. A lighter slip/assist clutch assembly has fewer plates but more friction per plate, and it’s linked to a new stacked 6-speed gearbox with an up/down quickshifter. An all-new cast-aluminum chassis is both stronger and lighter, further cutting the Speed Triple’s curb weight down to just 437 pounds.
Dyno results for the 2021 Triumph Speed Triple 1200 RS
Compared to the Speed Triple R we tested back in 2012, the 2021 RS makes 40 more horsepower and weighs 40 pounds less. Take a moment and let that sink in.
The only Speed Triple 1200 available for 2021 is the RS model, and with that designation comes premium equipment. Fully adjustable Öhlins suspension includes an NIX30 inverted fork and a TTX36 twin-tube rear shock. Braking at the front wheel is supplied by twin Brembo Stylema radial monoblock 4-piston calipers clamping 320mm discs, and at the rear, a single Brembo 2-piston caliper. Tires are grippy Metzeler Racetec RR tires with just a hint of rain sipes.
Brembo Stylema calipers, coupled with Metzler Racetec RR tires make for truly impressive stopping power.
After getting acquainted, I start to get a feel for the Speed Triple’s handling as I make my way out of the city. The ride is firm, as is the seat; not a stone, but not plush either. The quickshifter works beautifully, especially at the higher rev ranges, but I can’t find neutral to save my life. By the time I reach the back roads I feel acquainted enough to really open up the throttle as I exit a familiar, sweeping corner. Thump-in-the-chest acceleration follows as the engine spins up almost instantly. I know this road intimately, but suddenly it feels shorter and I’m up to the next corner before I know it. With a firm, progressive pull on the brake lever, the stopping power from the Stylema calipers feels like I just launched a parachute. I lose my flow through the corner because now I’m too slow.
Out on the back roads, I finally get to open up the Speed Triple’s throttle, the engine response is immediate, and acceleration out of the corners is blisteringly quick.
A few miles later and I’m coming to grips with it. The Triumph is in Road mode and I see no reason to change that. The body position is spot-on for a naked, the sporty side of neutral, and despite the firm seat and significant bend at my knee, I’m not uncomfortable. The bars are wide but steering inputs are precise. Triumph has moved the footrests inboard slightly, and when I get confident enough to test the sticky Racetecs, I find plenty of grip and ground clearance.
Now that my brain is properly calibrated, I come to appreciate the phenomenal brakes. I can be heavy on the rear with no issues, and the front brakes are immediate without being snappy. There is barely a whiff of dive in the fork. Our test bike came straight from a track test, and the suspension was carved-from-granite stiff. We turned the clickers on the Öhlins NIX30 to remove nearly all of the compression and rebound damping, and the ride was much improved. Taut and responsive, though as a 160-pound rider I’d like to go softer still.
The Speed Triple is a breeze to ride, despite the race-bred engine. The performance is staggering, but not unwieldy. Thanks to the abundant torque it’s happy to tootle about in the higher gears. Throttle response is sharp but manageable, and when I’m a little heavy-handed, wheelie control kicks in and levels things out (you can turn it off and wheelie away if that’s your thing). The bike feels smaller than it is, and is eminently flickable, darting into corners on demand with eye-popping acceleration on exit. Sometimes the firm ride can be unsettling on less-than-perfect roads, but through a smooth series of corners it’s like magic.
The cockpit is nicely understated, and the dash is clear and readable in bright daylight and in the dark. Snazzy graphics add a bit of flare.
Triumph applied its standard minimalist approach to the cockpit. A low-reflection, 5-inch TFT display defaults to a view of the tach, gear position, and speed, and snazzy dash graphics rotate the default screen to the side when you access the menu. A new six-axis IMU sensor empowers a full suite of electronic rider aids, including multi-mode cornering ABS and traction control. There are five riding modes: Rain (power is restricted to 99 horsepower), Road, Sport, Track, and Custom. On the street, the Speed Triple is more than saucy enough in Road mode. All-round LED lights, backlit switchgear, keyless ignition, and cruise control are standard.
The Triumph Speed Triple 1200 RS exceeded my expectations. As I rode it more and more, I adapted to it, and I’d like to think it adapted to me. We got to know each other. I grew more confident in its handling and braking capabilities, which allowed me to explore more of its performance envelope. The mighty Triple rewarded me with one of the most thrilling riding experiences of my life. They say you should never meet your heroes, but in this case, there was no letdown. I still love the Speed Triple. And yes, it was worth the wait.
This 1970 Husqvarna 250 Cross belonged to Bruce Brown and appeared in On Any Sunday. It is now part of the Petersen Automotive Museum’s collection. Photos by TED7 / Courtesy of the Petersen Automotive Museum.
For a while there, 50 years ago, Husqvarna was perhaps the best-known and most desirable dirtbike in the world. They were good enough bikes — I owned and tested them in the day — but fame earned in the hands of Baja racer and ISDT gold medalist Malcolm Smith, and their use by actor Steve McQueen, exposed and validated the bikes to more people through the movie On Any Sunday than probably any amount of advertising or editorial coverage could accomplish. Whereas magazine tests and race results reached readers hungry for the latest news about the latest products, such impressions often vaporize when the next generation of products arrives. And from the mid-1960s onward until the modern 4-stroke dirtbike era, those changes were relentless.
What the movie actually did for the Scandinavian machines was far deeper, what scientists would define as “imprinting.” In 1935, Austrian zoologist Konrad Lorenz noticed that goslings (newly hatched geese) would memorably imprint on the first living animal they saw, whether that was Mother Goose or a person. This imprint became lifelong, the same powerful imprint that Husqvarna’s heroic and emotional appearances in On Any Sunday created for kids and young adults at the time. And so, all these years later, the effect Husqvarna — particularly the twin-shock, chrome-sided tank models with the aluminum fenders — has on legions of middle-aged men is real, bordering on mental.
With its hand-stenciled number plate, scuffed finishes, and weathered patina, Bruce Brown’s 250 Cross tells a story of competition and heavy use, and it helped make Husqvarna famous in America. Its air-cooled 2-stroke single and bolt-together frame were simple but durable. Brown replaced the original metal fenders with lighter, flexible plastic fenders made by Preston Petty Products.
How did Husqvarna of far-flung Sweden — the land of reindeer and icy fjords — find itself in the right place at the right time? Maybe it was serendipity, since in 1953 the company produced its first purpose-built enduro, the Silver Arrow, featuring an upswept exhaust and high-mounted fenders to idealize the bike for trail use. Presciently, Husky likewise pioneered a 500cc 4-stroke for FIM motocross competition in 1958, but that model had a short lifespan.
Featuring lights, a horn, a speedometer, and a California green sticker, this 1967 250 Commando (VIN 167038) dual-sport was the first Husqvarna owned by Steve McQueen. Like Brown’s 250 Cross, it has been preserved in its original, unrestored condition, with a battered red-and-silver tank, a rusty exhaust pipe and a taped-up seat.
From there, a few more years of development finally produced a 2-stroke production motocross bike fit for America. Motocross had just come here by way of California in 1965, thanks to West Coast roadracer Wes Cooley, Sr., who discovered the fledgling sport while in Europe. After returning home, he organized the first known sanctioned MX event in this country, an invitational at Castaic near Los Angeles.
“When Wes called to announce the race, most of us said, ‘What?’” laughed AMA Hall of Fame member Mary McGee. “Even so, 45 of us, mostly desert riders, showed up.” McGee rode that event, although on a Triumph twin desert sled and not a Husky, making her America’s first female motocross racer. Then Cooley repeated in 1966.
“This was the first U.S. motocross race for Husqvarna, and also the first U.S. race for Torsten Hallman,” McGee added. Hallman would ultimately win six 250cc world titles for Husky and was atop his game in ’66. “Now there were close to 60 riders, but everyone had their eyes on Torsten. He and the Husky together made a huge impact. Mostly because Torsten was so bloody fast, but also because the Husky was a proper motocross bike — it was so beautiful compared to looking at a big, huge Triumph, Matchless, or AJS. That reverberated fast through the manufacturers.”
The other factor in the serendipity equation was Edison Dye, who obtained Husqvarna distribution rights in America and had brought Hallman here. Aboard the newfangled Husqvarna, Torsten simply blew the competition away, establishing a benchmark for the new sport of motocross that was totally European — Swedish, actually — from the bikes’ weirdly named Trelleborg knobby tires on up.
Prior to this time, Malcolm Smith rode a heavy 4-stroke Matchless G80CS, and then hopped over to a 2-stroke Greeves before trying a Husqvarna in a desert shakedown. “In 1966, Edison came to my repair shop and wanted me to race one of the two Husqvarnas he had imported,” Smith recalled. “I said no because I was racing a Greeves for Nick Nicholson. But he had one in his pickup and said, ‘At least try it.’ So, I rode it around the track we had built in the hills and came back and told him I would race it. It was so much better feeling than anything I had ridden before — light, powerful, and agile. I won many races on it and kept on racing Husqvarnas until they were sold to the Italians.”
The 1971 Husqvarna 400 Cross is one of two donated to the Petersen Automotive Museum by Mark and Randy Zimmerman. Steve McQueen had it done up in chrome before giving it to his friend and fellow actor, James Coburn.
I asked Malcolm to recall his favorite and least-favorite Huskys. “The best Husqvarna I had was a 400WR 6-speed,” he said. “Very smooth, even power, and no vibration. It was only produced one year before they made it a 430.”
And the worst? “The worst bike Husqvarna ever made was the air-cooled Desert Master 450,” he revealed. “They used the ‘boat anchor’ motor, as we called it. Big, heavy, slow, and unreliable.”
With good business smarts even as a young man, Smith obtained a dealership franchise as he started racing Husqvarnas. Over the years that franchise grew into the Malcolm Smith Motorsports dealership in Riverside, California, and the Malcolm Smith Racing (now MSR) product line that have made Smith wealthy as well as famous for his on-track and on-screen accomplishments. As is typical though, instead of mentioning this, Malcolm credited Husqvarna rep Gunnar Lindstrom, a talented engineer as well as racer, with helping the brand grow in the States.
The story thus far may appear to start Husqvarna’s clock in the mid-1960s. While that’s true in the U.S., the brand’s history runs much deeper. Husqvarna began as a gun manufacturer in 1689, produced bicycles in the late 1800s, and in 1903 began manufacturing motorcycles. Starting in the 1910s, Husqvarna produced V-twin road bikes, and for a time in the 1930s, 350cc and 500cc V-twin racing models that won several Grands Prix, although most of the precious team bikes were lost in a truck fire.
Steve McQueen’s Husqvarna 400 Cross has the original aluminum fenders, with a rubber mud flap on the front that would bend and flop around at speed.
The basic engine that powered the famous Husqvarna 250 Cross and 400 Cross bikes in Bruce Brown’s historic 1971 film first took shape in the mid-1950s Silver Arrow enduro model. Studying the egg-shaped engine cases and the organic shape of the air-cooled piston-port cylinder and head reveals how a postwar engineering draftsman’s board produced forms that, decades later, were drawn by innumerable school kids on their schoolbook covers.
The ode of these early purebred dirtbikes, from the mid-1950s through the mid-1980s and the end of the line for the “original” Husqvarna motorcycles, was defined by engineering principles of simplicity, strength, performance, and light weight. Inside those first egg-shaped cases were a straightforward pressed-together crankshaft supported by ball bearings and using a roller-bearing connecting-rod big end. Up top was an iron cylinder liner press-fit into an aluminum cylinder, topped by an aluminum head. A simple magneto provided spark and, for enduro versions, lighting.
Power flowed from the crank to the early 4-speed dog-type gearbox via a gear primary drive and a multi-plate wet clutch. This type of architecture was widely found among European dirtbikes such as Bultaco and CZ. A tuned upswept expansion chamber maximized power in the desired portion of the rev range, and complemented, as did the gearbox ratios, the intended use of the model.
Noted motocross bike restorer Bill Masho has rebuilt numerous Huskys to museum standards and knows them from their crankshafts up. “They are logical but not over-engineered, and robust enough with regular maintenance,” he noted. “Early (1966-67) oval-case 4-speeds were exceedingly good, displacing 2-stroke Greeves and other early ’smokers. The 1970-71 400 Cross was probably the best model of the series — no major faults. The first 5-speeds (starting in 1972) were heavy and slower, and didn’t handle as well. But the later ones — particularly the GP of 1975-76 — were very effective.” Masho should know. As this was written he was in Unadilla racing a post-vintage national.
This 1971 400 Cross (VIN MI4666) was registered to Solar Productions, Steve McQueen’s production company. It’s the same model Husky on which he did a shirtless wheelie for the August 23, 1971, cover of Sports Illustrated (“Steve McQueen Escapes on Wheels”). This one was modified with a Ceriani fork and Koni shocks, and it underwent a full restoration in 2012.
Highly desirable today are the early “bolt together” frame models, and naturally the iconic On Any Sunday models with the rounded, chrome-sided tanks and that peculiar mud flap hanging off the front fender like the floppy ear of a mutt. Honda copied it on the first Elsinore models, a shameless mimicry some thought.
Husqvarna was on the world stage in motocross from the get-go, and it soon enough got there in America too, thanks to Hallman, Smith, and notable U.S. riders including Mark Blackwell, Kent Howerton, Brad Lackey, and Chuck Sun. And in the desert, J.N. Roberts and Whitey Martino — and John McCown with his dog Kookie riding on the gas tank! — excelled. Remarkably, given the brand’s strong reputation, in 1976 Howerton claimed Husqvarna’s first and only U.S. national motocross championship in the 500cc class. It would be over 40 years before Zach Osborne repeated the feat aboard the modern KTM-bred 250cc and 450cc 4-strokes. Dick Burleson and Malcolm Smith flew the Husqvarna flag in enduros, and Smith won the Baja 1000 twice on Husqvarnas, first with Roberts and later with Gunnar Nilsson.
The Japanese companies got on the pipe big time in the 1980s, reshaping the technology battlefield with liquid cooling, long-travel suspension, and single-shock, rising-rate rear suspension systems in a stampede of progress. Husqvarna was late to follow, and eventually fell out of favor with the hard chargers. Even so, with its antiquated air-cooled engines and twin shocks, the brand soldiered on into the mid-1980s in the U.S. And then the party — at least here — ended, as the forward-looking ’83 TE 510 4-stroke enduro was a decade ahead of the industry. Ownership of Husqvarna traded hands several times — Cagiva in 1987, BMW in 2007, and finally KTM in 2013.
Today the “new” Husqvarna is active in motocross, cross country, and enduro, and offers a line of 2-stroke and 4-stroke bikes paralleling KTM’s meteoric line. Husky is now also back on the street with the 701 Supermoto, 701 Enduro dual-sport, the avant-garde Svartpilen and Vitpilen naked bikes, and the upcoming Norden 901 adventure bike.
It’s been 50 years since On Any Sunday charmed audiences across the country, and even longer since those first wraithlike silver-and-red Husqvarnas lined up to race in the hills of Southern California. A kid who got an eyeful that day would nearly be a senior citizen now, but he would still remember the unmuffled shout of 2-stroke racing engines and the flash of the Huskys’ chrome-sided tanks, polished fenders, and maybe even that floppy mud flap swept back in the wind.
And that, my friends, is what you call an imprint.
The Husqvarnas shown in the accompanying photos were donated to the Petersen Automotive Museum by Mark and Randy Zimmerman. The Petersen’s permanent collection includes hundreds of automobiles and motorcycles. Located in Los Angeles, the museum regularly features motorcycle exhibits in the Richard Varner Family Gallery — “ADV:Overland,” curated by Paul d’Orléans, opened in July 2021. For more information, visit petersen.org.
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