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Harley-Davidson Unveil Arctic Blast Limited Edition Street Glide Special

Harley-Davidson Unveil Arctic Blast Limited Edition
The handcrafted Arctic Blast Factory Custom Street Glide Special will be limited to 500 serialized motorcycles worldwide.

Harley-Davidson is producing a limited run of 2021 Street Glide Specials featuring the handcrafted Arctic Blast Limited Edition paint set. The motorcycle was revealed today at the 81st Sturgis Motorcycle Rally. Availability will be limited to 500 examples worldwide, each serialized on the fuel tank.  

The Arctic Blast Limited Edition paint will be offered in a single colorway – metallic deep blue with bright blue strokes over a pearlescent white base. Each of the Street Glide Specials receiving the new custom scheme is hand-painted by the artisans at Gunslinger Custom Paint in Golden, Colorado. Gunslinger is home to a renowned group of painters, designers and, artists with decades of experience supplying custom-painted components for Harley-Davidson’s Custom Vehicle Operations team and limited-edition motorcycles. 

Harley-Davidson Unveil Arctic Blast Limited Edition
Custom paint is applied by Gunslinger Custom Paint of Golden, Colorado.

“With the Arctic Blast Limited Edition paint offering for the Street Glide Special, at Harley-Davidson, we continue to build on our reputation and lead by example, as the best in exclusive custom motorcycles and design,” said Jochen Zeitz, Chairman, President and CEO Harley-Davidson.  

The Street Glide Special model is a Harley-Davidson hot-rod bagger that combines long-haul touring comfort and custom style powered by the Milwaukee-Eight 114 V-Twin engine. Key features include the iconic Harley-Davidson batwing fairing, stretched locking saddlebags, a Daymaker LED headlamp, low-profile engine guard, and Prodigy custom wheels.  

Harley-Davidson Unveil Arctic Blast Limited Edition
A close up reveals intricate details in the finish.

“The Arctic Blast paint is executed in strokes of high-contrast color intended to communicate the appearance of motion,” said Brad Richards, Harley-Davidson Vice President of Styling and Design. “The design looks bold from a distance but offers interesting details that can only be seen up close, including a blue pearl effect over the white base, and a ghosted hexagon pattern on the fairing.” 

The Arctic Blast Limited Edition Street Glide Special MSRP is $38,899. A Chopped Tour-Pak luggage carrier with matching paint will also be offered through Harley-Davidson Genuine Motor Parts & Accessories (MSRP: $1,699.95).

For more information visit: harley-davidson.com 

The post Harley-Davidson Unveil Arctic Blast Limited Edition Street Glide Special first appeared on Rider Magazine.
Source: RiderMagazine.com

2021 Harley-Davidson Pan America 1250 Special | First Ride Review

2021 Harley-Davidson Pan America 1250 Special review
Whether picking your way along a technical off-road trail or wearing down your chicken strips on a twisty paved road, the Pan America 1250 is well-balanced and highly capable. (Photos by Kevin Wing & Brian J. Nelson)

When you step up to the plate, when you’re facing fierce competitors and all eyes are on you, sometimes you have to swing for the fences. That’s what Harley-Davidson — a 118-year-old American motorcycle manufacturer known primarily for cruisers and baggers — has done with its new Pan America 1250 and Pan America 1250 Special adventure tourers.

Harley is a new player in the adventure touring segment, which has grown in breadth and depth over the past several decades. BMW recently introduced a 40th anniversary edition of its highly popular — and very capable — R 1250 GS. And there are big-league adventure bikes made by Ducati, Honda, KTM, Moto Guzzi, Suzuki, Triumph, and Yamaha, many of which are best-selling models with years of development and evolution under their belts.

2021 Harley-Davidson Pan America 1250 Special review
Styling has tie-ins to the Fat Bob and Road Glide; side-laced wheels are optional.

During more than a decade of largely stagnant motorcycle sales since the Great Recession, large-displacement adventure and dual-sport models have been a rare source of growth. Harley wants a cut of that action. As it demonstrated with the release of the LiveWire electric motorcycle, Harley wants to expand its customer base. Two ways it can do that are to sell new models to its existing customers, and sell new models to new customers. Some existing customers own a variety of motorcycles, like Rider contributor Bruce Gillies, who owns a Road Glide Ultra, a Triumph Tiger 800XC and a KTM 690 Enduro R. Bruce is retired from the U.S. Navy and buys American-made products whenever he can. He’s also a highly skilled rider who demands a lot from his motorcycles. He’d consider buying a Pan America, but only if it meets his high expectations.

Rest assured, Bruce. The Motor Company knocked this one out of the park.

[Editor’s Note: After this story was published, Bruce traded in his Triumph for a Pan America 1250 Special with ARH, and he loves it.]

Harley designed and built an exciting, capable and innovative adventure bike in its first attempt. Given the high profile of the Pan America and the eagerness of naysayers to pounce on any weakness, Harley knew it couldn’t release an odd-duck motorcycle. It learned that lesson with the Buell Ulysses. Belt drive is out, chain drive is in, not only because a chain is light, durable in off-road situations and can be repaired in the field, but also because that’s what many adventure riders demand. A V-twin engine stays true to the brand, but it has to be liquid-cooled and offer the power and sophistication necessary to compete in this segment. The new Revolution Max 1250 V-twin makes a claimed 150 horsepower and 94 lb-ft of torque, and ride modes change output and throttle response at the touch of a button.

2021 Harley-Davidson Pan America 1250 Special review
Commanding cockpit has an adjustable windscreen and hand guards. Touchscreen display is bright and easy to use.

Harley also knew it needed a hook — a killer app, if you will. And that’s Adaptive Ride Height (ARH), a $1,000 factory-installed option on the Pan America 1250 Special that automatically lowers ride height, and therefore the pilot’s seat, by 1 to 2 inches as the bike comes to a stop. The Special’s semi-active suspension automatically adjusts preload to 30% sag regardless of load, which is what accounts for the range of height adjustment. The system works seamlessly and virtually undetectably, and makes a huge difference in effective seat height. ARH is a real game-changer because seat height is one of the biggest obstacles for some riders to overcome when considering an adventure bike. Furthermore, it brings seat height within reach of more riders without compromising suspension travel or cornering clearance. (Click here to read our technical deep dive into the Pan America 1250’s Revolution Max engine and ARH.)

After years of development and benchmarking, not to mention teasing at shows and speculation by the media, the first public test of the Pan America was at its press launch. I have to hand it to the folks who planned the event — this was no bunny slope test ride. Hosted at RawHyde Adventures’ Zakar training facility a couple hours north of Los Angeles, we spent two full days flogging Pan America 1250 Specials on- and off-road in the Sierra Nevada mountains and Mojave Desert. We rode nearly 400 miles on highways, twisting mountain roads and off-road trails that included gravel, sand, rocks, tricky climbs and descents — even a few jumps.

2021 Harley-Davidson 
Pan America 1250 Special review
Top-shelf semi-active Showa suspension made for a plush landing. Damping rates can be set to Sport, Balanced, Comfort, Off-Road Soft and Off-Road Firm.

Greg’s Gear
Helmet: Fly Racing Odyssey Adventure Modular
Jacket: Fly Racing Terra Trek
Gloves: Fly Racing Coolpro Force
Pants: Fly Racing Terra Trek
Boots: Fly Racing FR5

As the saying goes, you never get a second chance to make a first impression. After tip-toeing down the sand-and-gravel access road from Zakar to the pavement and falling into formation on Route 58 with the dozen riders in our group, I began taking mental notes. As with many full-sized adventure bikes, the Pan America was comfortable and accommodating, with plenty of legroom, an upright seating position and a relaxed reach to a wide handlebar. Before the ride began, Harley’s tech staff helped us adjust the dual-height stock seat (33.4/34.4 inches), install either the accessory low or high seat (which reduce or increase the dual heights by 1 inch, respectively) or install accessory 2-inch handlebar risers.

The whole business of seat heights becomes a little fuzzy because we were on Pan America 1250 Specials with ARH installed. At a stop, the unladen height of the stock seat in the low position is 32.7 inches rather than 33.4 inches without ARH. In its specs Harley also provides laden seat height with a 180-pound rider, which is 31.1 inches on the Special without ARH and 30.4 inches with ARH. Install the $249.95 Reach Solo Seat on an ARH-equipped Special and laden seat height can be as low as 29.4 inches. In other words, Harley went to great lengths to make sure seat height is not a barrier to owning a Pan America, though getting exactly what you want may require an investment.

2021 Harley-Davidson 
Pan America 1250 Special review
Thanks to its powerful Revolution Max 1250 V-twin and excellent chassis, the Pan America is one of the sportiest motorcycles ever to come out of Milwaukee.

After humming along the freeway for a half hour with the cruise control on and the on-the-fly adjustable windscreen parting the air smoothly, we turned onto Caliente-Bodfish Road, one of the gnarliest paved roads in the Sierra foothills, and began to wick it up. The Pan America offers eight ride modes — Sport, Road, Rain, Off-Road, Off-Road Plus and three custom modes — which adjust power output, throttle response, engine braking, traction control, ABS and suspension damping. The Revolution Max 1250 is ripper, with a sportbike-like sound, feel and responsiveness, and, thanks to variable valve timing, it delivers generous low-end torque as well as a screaming top end.

As has become increasingly common, rather than bolting the engine to the frame, the engine serves as the main structural element of the chassis. Attached directly to the engine are a front frame that incorporates the steering head, a forged aluminum mid frame that’s the attachment point for the cast aluminum swingarm and a tubular-steel trellis subframe. Overall the chassis is stiff and robust, contributing to the Pan America 1250 Special’s neutral, stable handling. And Harley used tried-and-trusted component suppliers, with a steering damper made by Öhlins, radial-mount monoblock 4-piston front calipers made by Brembo and suspension made by Showa — a 47mm USD Balance Free Fork and a Balanced Free Rear Cushion-lite shock, both with 7.5 inches of travel. Everything performed to a high level in a wide range of conditions.

2021 Harley-Davidson 
Pan America 1250 Special review
The 
Pan America 1250 Special is available in four color options: Deadwood Green (shown here), Baja Orange/Stone Washed White Pearl, Gauntlet Gray Metallic, and Vivid Black.

Standard on the Pan America are cast aluminum wheels (19-inch front, 17-inch rear) shod with specially designed Michelin Scorcher Adventure 90/10 tires, which offered good grip and handling on pavement and during light off-roading. Bikes we tested were equipped with the optional side-laced tubeless wheels (which cost $500 and weigh 14 pounds more than the cast wheels). On the second day, our bikes were fitted with accessory Michelin Anakee Wild 50/50 tires ($449.90), which give up some confidence and grip on pavement but are excellent off-road tires, even at the higher street temperatures we were running. Harley’s RDRS Safety Enhancements package includes IMU-enabled “cornering enhanced” linked ABS and traction control, with settings determined by ride mode (the cornering function and rear ABS are disabled in certain off-road modes). Drag-Torque Slip Control, which is like traction control for the engine to manage rear-wheel traction during aggressive riding, as well as cruise control and hill hold control are also part of the package.

Reactions to the Pan America’s styling have been mixed. Lacking the prominent beak or high front fender that is popular on many ADV bikes, it stands apart from the crowd, with a headlight design influenced by the Fat Bob and front bodywork inspired by the Road Glide’s sharknose fairing. Above the Daymaker Signature LED headlight, which uses 30 LED elements behind a diffuser lens, the Special has a Daymaker Adaptive LED headlight that illuminates a series of three lights as lean angle reaches 8, 15 and 23 degrees.

2021 Harley-Davidson 
Pan America 1250 Special review
Trona Pinnacles, which served as a backdrop in “Star Trek V” and “Planet of the Apes” among other films, was an ideal off-road test site. Michelin Anakee Wild tires added grip.

Harley offers a standard version of the Pan America 1250 that starts at $17,319, but many buyers will probably opt for the Pan America 1250 Special we tested. Starting at $19,999, the Special adds semi-active suspension with automatic preload adjustment (and the availability of ARH as a factory option), the adaptive headlight, the steering damper, a tire-pressure monitoring system, a centerstand, an aluminum skid plate, engine protection bars, hand guards, heated grips and a dual-height rear brake pedal.

In one shot, Harley-Davidson not only built its first adventure bike, it also built its first sportbike and sport-touring bike. We hammered the Pan Americas for two days, and they never gave up or reacted in an unexpected way or felt out of their depth. 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. Is it the best overall, or in any particular category? Well, that remains to be seen — two days and 400 miles, none of which were ridden back-to-back with competitors in the class, is not enough to draw firm conclusions. But this is one rookie that shows great promise.

2021 Harley-Davidson Pan America 1250 Special review
Adventure touring, sport touring, on-road, off-road, tall or short rider, solo or with a passenger, with options, luggage and accessories or bone stock — whatever you’re into, the Pan America can be spec’d to satisfy your needs.

2021 Harley-Davidson Pan America 1250 Special Specs

Base Price: $19,999
Price as Tested: $22,299 (ARH, side-laced wheels, Anakee Wild tires, skid plate)
Website: harley-davidson.com
Engine Type: Liquid-cooled, transverse 60-degree V-twin, DOHC w/ 4 valves per cyl.
Displacement: 1,252cc
Bore x Stroke: 105 x 72mm
Horsepower: 150 @ 9,000 rpm (claimed, at the crank)
Torque: 94 lb-ft @ 6,750 rpm (claimed, at the crank)
Transmission: 6-speed, cable-actuated assist-and-slipper wet clutch
Final Drive: Chain
Wheelbase: 62.2 in.
Rake/Trail: 25 degrees/4.3 in.
Seat Height: 32.7/33.7 in. (unladen w/ ARH)
Wet Weight: 559 lbs. (claimed, stock)
Fuel Capacity: 5.6 gals.

The post 2021 Harley-Davidson Pan America 1250 Special | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2020 KTM 1290 Super Duke R | Road Test Review

2020 KTM 1290 Super Duke R Review
For 2020 KTM’s “Beast” offers more monster power but is actually less beastly in the handling department thanks to an all-new frame, wheels, tires and suspension upgrades.

Narrowly focused hyper-sportbikes just aren’t my thing anymore. Used to love ’em, but now the ol’ bod protests against low clip-on handlebars, high rearset footpegs and peaky powerbands that demand the motorcycle be ridden like you stole it, or it will buck and complain as if you’re lugging an old truck. Some V-twin sportbikes in particular don’t smooth out until you’re well north of legal speed in anything above second gear. That sort of unbroken-thoroughbred behavior is fine for track days, I suppose, but if it’s your only bike, most of us want something more versatile.

While the performance potential of such sportbikes is attractive, to get my full attention comfortable seating is mandatory, with a wide, tallish one-piece handlebar that adjusts, and further adjustability in reasonably located footpegs, levers and pedal is desirable as well. At its heart a V-twin would have to be a model of civility at lower engine speeds, whether by nature or electronic riding mode, so that it can be ridden around town or on a commute without feeling the need to wear racing leathers. And in addition to the expected screaming top-end, it would require a ton of midrange power to make it easy to ride briskly without a lot of shifting, with all of the braking and electronic rider aids aboard to rein the beast in from full throttle and protect me from myself.

2020 KTM 1290 Super Duke R Review

Did someone say “beast”? Reread my description above—there is a V-twin sportbike that fits it, one not so ironically nicknamed The Beast by its creators at KTM. Since its introduction for 2014, the 1290 Super Duke R has mixed comfort with track-level handling, and strong, usable lowspeed and midrange power with explosive top end. For 2020 the 1290 SDR has become ever more the all-purpose sportbike—although so much has been changed that it’s essentially an all-new machine, Super Duke R fans will appreciate that the basic versatile formula is retained and improved.

Along with new top-feeder fuel injectors and 56mm throttle bodies, the 1290 SDR’s liquid-cooled, 1,301cc LC8 75-degree V-twin gets a new ram-air intake and larger exhaust headers, all of which contribute to its claimed 180 horsepower (up 3) at 9,500 rpm (redline is 10,100) at the crankshaft and 103 lb-ft of torque at 8,000. Engine cases are thinner to save weight, and new cast-in engine mounts allowed the pivot for the longer swingarm to be raised 5mm for improved stability. The bike has always shifted well, yet the Pankl gearbox has also been refined for quicker shifts and shorter action—shifting is racebike quality now, and the throw can be fine-tuned to two positions.

2020 KTM 1290 Super Duke R Engine
A new ram air intake, throttle bodies, fuel injectors and larger exhaust headers give the 1,301cc LC8 V-twin slightly more power and smoother performance.

The engine refinements are immediately noticeable from the moment you fire up the 1290. Power delivery is smoother throughout the powerband yet no less hell-for-strong, with an urge that builds without any bucking from low-speed to afterburners, and a ripping- velvet feel and throaty exhaust note. The most obvious improvement is to the bike’s handling and stability, which comes chiefly from the stiffer, lighter new chrome-moly steel frame and composite subframe in place of the former trellis. New lighter CAD-designed wheels mounted with specially designed Bridgestone Battlax Hypersport S22 tires increase stability and grip in corners, too, and together with a .5-gallon smaller fuel tank the bike has shaved about 15 pounds wet overall.

In the electronics department, as you might imagine on a bike that makes this much power, there is a setting for just about anything you can imagine, and a bushel-basket full of rider interventions that redline our acronym meter. MSC (Motorcycle Stability Control) with cornering and Supermoto mode ABS; Rain, Street and Sport ride modes and multi-stage, lean-angle sensitive Motorcycle Traction Control (MTC) are standard. The MTC uses a 6-axis lean angle sensor and two different controllers to keep things in check. A wheel-slip controller regulates the amount of spin at the rear wheel, and a pitch angle controller identifies and regulates abrupt changes in front wheel lift. For track days or racing, an optional Track Pack adds Track and Performance modes with launch control, a 9-level spin adjuster, a track ride mode and anti-wheelie off function. Performance mode has the basic settings of Track mode, but is for the street and allows Cruise Control and KTM My Ride (a Bluetooth connection with the rider’s smartphone) to function. A dealer-installed $750 Tech Pack includes the Track Pack, Motor Slip Regulation (MSR) and KTM’s excellent up/down Quickshifter+. I especially like the new rotatable 5-inch TFT display, updated display menu and paddle switches, and keyless ignition, steering lock and gas cap.

2020 KTM 1290 Super Duke R Review

Throwing a leg over the 1290 SDR, it can’t be emphasized enough how friendly it is ergonomically compared to most sportbikes in this class, with the exception for shorter riders of the high seat. With my 29-inch inseam I can easily plant one foot on the ground at stops, but only the balls of both feet. Still, the bike is so light that it’s easily pushed and paddled around, and once underway offers a relaxed but sporty riding position that is comfortable enough for longer rides but allows the rider to attack corners aggressively.

Updated and lighter fully adjustable front and rear WP Apex suspension can be quickly changed from commuter comfortable and controlled to track-day ready thanks to damping thumbscrews atop the fork legs and a remote rear preload adjuster. Brakes with new Brembo Stylema radial-mount calipers and a radialpump lever up front inspire bags of confidence that you can rein in all of the bike’s power. Between the suspension and new frame the bike feels much more controlled and stable when it’s really pushed, particularly on a bumpy road.

2020 KTM 1290 Super Duke R Specs
Newly developed WP Apex rear shock absorber features separate gas and oil reservoirs, making it lighter and more compact than its predecessor.

As a rider who typically only sees racetracks on TV, the KTM 1290 Super Duke R makes way more power than I would ever need—were I to invest in one of its naked sport bikes, it would probably be a 790 or 890 Duke. But it’s hard to ignore the 1290’s combination of comfort, convenience and breathtaking performance, all of which there is more of for 2020.

2020 KTM 1290 Super Duke R Review
Any motorcycle with this exceptional level of sportbike performance simply has no right to be this comfortable. And the handlebar, levers, footpegs and shift lever all offer some adjustability.

Mark’s Gear:
Helmet: HJC RPHA 90
Jacket: Scorpion Stealthpack
Pants: Olympia AirGlide
Boots: Sidi Performer Gore

2020 KTM 1290 SUPER DUKE R SPECS

Base Price: $18,699
Price as Tested: $19,449 (Tech Pack)
Warranty: 2 yrs., 24,000 miles
Website: ktmusa.com

ENGINE
Type: Liquid-cooled, 75-degree V-twin
Displacement: 1,301cc
Bore x Stroke: 108.0 x 71.0mm
Compression Ratio: 13.5:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 18,600 miles
Fuel Delivery: Keihin EFI, 56mm throttle body x 2
Lubrication System: Dry sump, 3.7-qt. cap.
Transmission: 6-speed, hydraulically actuated wet slipper clutch
Final Drive: X-ring chain

ELECTRICAL
Ignition: Keihin EMS w/ Ride-by-Wire, Dual Ignition
Charging Output: 450 watts max.
Battery: 12V 12AH

CHASSIS
Frame: Chrome-moly steel trellis & cast aluminum single-sided swingarm
Wheelbase: 58.9 in.
Rake/Trail: 25.2 degrees/NA
Seat Height: 32.8 in.
Suspension, Front: WP Apex USD 48mm fork, fully adj. w/ 4.9-in. travel
Rear: WP Apex reservoir single shock, fully adj. w/ 5.5- in. travel
Brakes, Front: Dual 320mm discs w/ opposed 4-piston radial monoblock calipers & ABS Rear: Single 240mm disc w/ opposed 2-piston caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 6.0 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 200/55-ZR17
Wet Weight: 463 lbs. (as tested)
Load Capacity: 474 lbs. (as tested)
GVWR: 937 lbs.

PERFORMANCE
Horsepower: 166.3 horsepower @ 10,100 rpm (as tested)
Torque: 94.1 lb-ft @ 8,300 rpm (as tested)
Fuel Capacity: 4.2 gals., last .9 gal. warning light on
MPG: 91 PON Min (avg) 38.0
Estimated Range: 160 miles
Indicated RPM at 60 MPH: 3,000  

2020 KTM 1290 Super Duke R Photo Gallery

Source: RiderMagazine.com

Harley-Davidson Announces Learn-To-Ride Training Programs

Harley-Davidson has just announced a new initiative to encourage growth in the motorcycle community with its “Learn-To-Ride” programs, available at participating dealerships. The “Learn-To-Ride” programs offer 1-on-1, or small private group training in a low-stress environment under the supervision and instruction of a professional riding coach.

Harley-Davidson Learn-To-Ride New Rider Training

From Press Release:

MORE WAYS TO LEARN-TO-RIDE AVAILABLE NOW FROM HARLEY-DAVIDSON 

“Experience the Ride” and “Learn to Ride” Programs Offer New Ways to

Experience Two Wheels.

MILWAUKEE (June 30, 2020) – Turn “Someday I’ll ride a motorcycle,” into “Today” with new ways to learn to ride from participating Harley-Davidson® dealers.

Inspired by new rider feedback, select Harley-Davidson dealers are offering two new programs that aim to make learning to ride more convenient and personalized.

These new programs are designed to provide flexible scheduling and a learning pace that suits the rider’s needs. Personal coaching sessions can be scheduled 1-on-1, or as a private group with up to 4 participants.

Harley-Davidson Learn-To-Ride New Rider Training

Experience the Ride 

This newly developed program is designed specifically for those who have never ridden a motorcycle but are interested in trying. Under the guidance of a professional coach, participants will ride a Harley-Davidson Street® 500 motorcycle across a practice range. The entire experience takes approximately 90 minutes and is completed on a bike specially equipped for new riders.

Experience the Ride is a low commitment, no pressure way for potential riders to get behind the handlebars and experience riding a Harley-Davidson motorcycle for the first time.

This program can help participants decide if learning to ride is right for them, alleviate potential anxiety before taking rider training, and help realize how motorcycles can unlock their dreams of personal freedom.

To learn more and schedule a session, visit www.hdpersonalcoachfinder.com

Harley-Davidson Learn-To-Ride New Rider Training

Learn to Ride

For those that have decided to learn to ride, select Harley-Davidson dealers are now offering an additional option beyond the Harley-Davidson Riding Academy New Rider Course.  

This new program, simply known as Learn to Ride, delivers the same time-tested rider training curriculum as the Riding Academy New Rider Course. However, Learn to Ride enables students to schedule private sessions with personal coaches and learn all the techniques and riding strategies required to earn a motorcycle endorsement.

For riders that always wanted to learn but couldn’t fit a multi-day course into their schedule or prefer to learn in private session, this program is what they have been waiting for. Sessions can be scheduled 1-on-1 or as a private party with up to 4 participants. This program is a great option for spouses, friends, and individuals to finally learn and fulfill their dreams of riding a Harley-Davidson motorcycle.  

Benefits of the Learn to Ride program include highly flexible scheduling, learning at the rider’s pace, more focused attention from the coach, ability to repeat training modules if needed, and completion of private sessions solo or with a small group of friends resulting in lower anxiety. 

To learn more and schedule your personalized Learn to Ride lesson visit the www.hdpersonalcoachfinder.com website.

Source: RiderMagazine.com

Aprilia USA presents 2020 Limited Edition RSV4 and Tuono Misano collection on Facebook Live, Sunday, June 28

Aprilia USA will be presenting the 2020 Aprilia RSV4 and Tuono Limited Edition Misano collection on Facebook Live. Those looking to soak up a few hours on a Sunday afternoon are encouraged to check out this broadcast featuring Aprilia’s limited edition RSV4 Superbike and Tuono Supernaked models.

From Press Release:

2020 Limited Edition RSV4 and Tuono Misano collection

I would like to invite you to join me this Sunday, June 28 at 5:30pm (PST), when Aprilia USA will host a Facebook live presentation from Buttonwillow Raceway of the new Limited Edition RSV4 and Tuono Misano collection.

Join in to learn more about availability of the new model at dealerships, the model characteristics and how Aprilia’s racing heritage has influenced the creation of this iconic model: https://www.facebook.com/events/2924768980985652/

We will be hosting our first Aprilia Racers Days track experience the following morning, and I cannot wait to get on the track for my first time since February, especially on these new machines.

Source: RiderMagazine.com

2020 Yamaha WR250F vs WR250R | Comparison Test

2020 Yamaha WR250F vs WR250R Comparison Test
Dirt bikes like Yamaha’s 2020 WR250F (left) are light, fast and incredibly nimble off-road, but with no license plate to appease the authorities, first you have to get it there somehow. A good alternative is a lightweight dual-sport like the Yamaha WR250R (right), which harnesses much of the F’s ability in a less-expensive package…and it’s street legal.

Life is so simple when you’re young. As teens and 20-somethings we thought nothing of loading up our dirt bikes, gas cans, firewood, chili, beer, chips and more beer in the ol’ pickup truck and heading out to ride in the desert and OHV parks, sometimes for days. Sleep usually came in a camp chair by the dwindling fire, or in the back of the truck. It was all about the riding, and après riding, so all of the effort and time involved just getting there went unnoticed.

Dirt bike riding and ownership is definitely more complicated than living with a street-legal bike, however, and that complication creates inertia that can be hard to overcome when you get older and busier and are dealing with, say, kids, a job and a mortgage. Off-road riding is fun, exciting, challenging and helps build skills you can use on the street, but since the bike can only be ridden off-road in designated areas, first you have to get it there. That requires a truck or tow vehicle and trailer of some sort, ramps to load the bike in the truck, tie-downs to secure it and the skill and ability to do all of that in the first place. Add to that loading up all of your riding gear, water, food, sunblock and first aid kit and you’re good to go…after about an hour’s worth of effort.

2020 Yamaha WR250F vs WR250R Comparison Test
The extra weight on the typical dual-sport versus a dirt bike comes from the addition of DOT-approved lighting, wheels, tires, emissions equipment and more, but the weight difference has been narrowing in recent years.

Once you arrive at the riding area—from my house the closest is about an hour’s drive—then it’s time to unload everything, gear up and go riding. Which is heaven! Once you acquire some basic off-road riding skills, either on your own, by riding with friends or at a training school, there’s nothing quite like the thrill of exploring single-track trails, conquering hill climbs, sand washes and desert moguls or dark forest paths between trees. Dirt bikes are light and have big power-to-weight ratios, so just twisting the throttle on one and shooting down a dirt road is a major rush. And once you learn how, many of the hooligan antics—wheelies, sliding, burnouts, etc.—that would land you in jail on the street are par for the course off-road.

Tired and had enough riding for the day? OK, load it all up once again, and unload one more time when you get home. Wash the bike, drain its carburetor if it has one (and the bike will sit for a while until the next ride), get cleaned up and collapse on the couch. Sound fun? It really is, particularly if the type of off-road riding you do and your skill level really warrant a non-street-legal dirt bike. The 2020 Yamaha WR250F we sampled for this story, for example, weighs just 255 pounds gassed up and has fully adjustable suspension with more than 12 inches of travel at each end. Its liquid-cooled, fuel-injected, DOHC 4-valve, 4-stroke single revs briskly and makes whopping torque and top end power, fed through a wide-ratio (hence the WR) transmission that’s good for slow technical trails, flat-out flying and everything in between. Lights and an electric starter round out a mission-critical package that can tackle just about anything off-road.

2020 Yamaha WR250F vs WR250R Comparison Test
Dirt bikes can still eat a dual-sport for lunch off-road, except when it comes to the amount of time, effort and expense getting there.

But what if you just want to do some off-road exploring, perhaps at a mellower pace, and have no interest in all of the additional expense and logistical hassle of getting you and a dirt bike out to a riding area? Adventure bikes are all the rage these days and can handle some off-road riding, but they’re expensive and most of us don’t have the skills to pilot a 500-plus-pound behemoth down much more than a dirt fire road. Even the smaller KTM 390 Adventure tested in this issue weighs 387 pounds wet—that’s like adding a passenger to the weight of the typical dirt bike.

If your off-road forays are not too far away—or even if they are and you’re OK taking frequent breaks along the way—a good alternative to truck ownership or big ADV machines is a light single-cylinder dual-sport bike. For the least weight and most performance, the European makers like KTM and Husqvarna offer some very serious (and expensive) lightweight dual-sports. But all of the Japanese manufacturers also sell less expensive models in displacements from 200 to 650cc. The 250s run from just 296 to about 321 pounds and still make enough power for riders (who aren’t exceptionally large) to not only tackle a lot of the same terrain dirt bikes can—at a slower pace—but they can also be ridden to the trailhead from home, skipping the whole load/unload/repeat process. More dirt is open to a dual-sport as well, since unlike a dirt bike it has a license plate and is legal on the thousands of miles of unpaved public roads that connect, for example, ghost towns in Nevada and the national forests in Tennessee.

2020 Yamaha WR250F vs WR250R Comparison Test
The uniform for dirt riding is generally a little lighter-weight and cooler on the outside due to the extra exertion involved, but I’m protected underneath with an armored shirt, shorts and Fly Racing Pivot knee guards. Goggles keep out dust better than a face shield.

The 2020 Yamaha WR250R we sampled for this story shares much of its WR250F sibling’s DNA, but has far fewer unobtanium bits for racing so it costs $1,900 less. Yet at 296 pounds gassed up, it’s still the lightest of the affordable Japanese 200/250 dual-sports. The WR250R’s liquid-cooled single is based on the F’s 250cc race-ready enduro motor and shares the same bore and stroke, but among other changes has lower compression and mellower cam profiles for more street tractability. Seat height is still quite tall at 36.6 inches, but that’s an inch lower than the F’s, and the R still soaks up the bumps with 10.6 inches of fully adjustable suspension travel at each end. And it averages 61 mpg!

The WR-R’s design can’t take the pounding that its tougher enduro-inspired sibling can, but unlike many dual-sports it was built more for off-road than road, so you can tackle some pretty gnarly single-track terrain, ruts, rocks and jumps if it’s not too heavily loaded. The trade-off, of course, is its lower level of on-road comfort. Though it’s surprisingly smooth at highway speed and cruises right along at 65-70 mph without the engine feeling like it’s going to blow up, the seat is tall, narrow and hard, and the bike can get blown around in high winds. I have no problem riding it on the highway for a couple hours at a stretch before I need a break, though, and the aftermarket offers more comfortable seats, soft luggage (see the review on page 62) and suspension lowering kits as well as lots of bolt-ons to upgrade its off-road chops. Gearing can be easily raised or lowered depending upon how much off-road riding you actually end up doing, and the suspension beefed up as needed.

2020 Yamaha WR250F vs WR250R
The uniform for dirt riding is generally a little lighter-weight and cooler on the outside due to the extra exertion involved, but I’m protected underneath with an armored shirt, shorts and Fly Racing Pivot knee guards. Goggles keep out dust better than a face shield.

Thirty years ago, I would have chosen a dirt bike every time for any kind of off-road riding. Today convenience and cost are more important than speed and ultimate capability, which makes a bike like the WR250R dual-sport the obvious choice. 

2020 Yamaha WR250F vs WR250R Comparison Test
From their appearances alone it’s easy to see why the WR250F (right) is the superior machine for off-road riding. But the WR250R can follow it nearly anywhere at a slower pace, and keep going when the road requires a license plate.

Mark’s Gear (WR250F):
Helmet: Fly Racing Formula Vector
Goggles: Fly Racing Zone Pro
Jersey: Fly Racing Kinetic K120
Pants: Fly Racing Evolution
Boots: Fly Racing FR5

Greg’s Gear (WR250R):
Helmet: Shoei Hornet x2
Jacket: Scorpion Yosemite
Pants: Scorpion Yosemite
Boots: Alpinestars Corozal

2020 Yamaha WR250R/WR250F Specs:

Website: Yamaha
Base Price: $6,699/$8,599
Engine Type: Liquid-cooled single, DOHC, 4 valves per cyl.
Bore x Stroke: 77.0 x 53.6mm
Displacement: 250cc
Fuel Delivery: EFI
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: O-ring chain
Wheelbase: 55.9/58.3 in.
Rake/Trail: 26.7/27.2 degrees; 4.4/4.6 in.
Seat Height: 36.6/37.6 in.
Wet Weight: 296/255 lbs.
Fuel Capacity: 2.0/2.2 gals
MPG: 91 AKI min (avg): 61.0/NA

Source: RiderMagazine.com

2020 BMW F 900 XR vs. Yamaha Tracer 900 GT Comparison Test

2020 BMW F 900 XR vs. Yamaha Tracer 900 Comparison Test
Ready for some fun riding? The Yamaha Tracer 900 GT and BMW F 900 XR combine the useful power of table-flat torque curves with mostly upright, comfortable seating and good wind protection, suspension, brakes and handling. Photo Credit: Kevin Wing.

The 2020 BMW F 900 XR vs. Yamaha Tracer 900 GT Comparison Test was originally published in the June 2020 issue of Rider Magazine.

Motorcycles that start out as naked or standard models often inspire their manufacturers to build a complementary touring, sport-touring or sport-adventure version before very long. The Honda Gold Wing’s lineage is probably the most familiar example, but I could cite countless others from the mid-1970s to the present day. Attracting more and new customers is the objective of every motorcycle design, so whether going the touring route with a standard bike is to aim a not-so-successful model in a potentially better direction, or it’s to simply expand the fan base for a successful bike to include long-distance riders, the goal is the same.

Such is the case with the two motorcycles we’re comparing here, the new BMW F 900 XR and recently updated Yamaha Tracer 900 GT. Both are based on naked bikes, one also new—the BMW F 900 R—and one that has been a top seller in Yamaha’s lineup since 2013, the MT-09, formerly known as the FZ-09. Although BMW calls the F 900 XR a sport-adventure machine and Yamaha parks the Tracer 900 GT in its sport-touring category, their prices, displacements, semi-fairings, windscreens and mostly upright seating positions make these two bikes quite comparable. In fact, BMW considers the Tracer 900 base model a core competitor for its F 900 XR; we’re pitting it against the fully equipped 2020 Tracer 900 GT because the Tracer 900 hasn’t yet returned as a 2020 model.

2020 BMW F 900 XR vs. Yamaha Tracer 900 Specs
Although the base model F 900 XR is priced well below the Tracer 900 GT, much of the Yamaha’s standard equipment—heated grips, centerstand, saddlebags and more—is optional on the BMW.

You can find in-depth tech details on both the BMW and Yamaha in their individual road tests—the Tracer 900 GT was revamped for 2019, and there’s a full review of it in the October 2019 issue and on our website. You can also find my review of the new F 900 R and XR online and in the May 2020 issue. Like their F 800 R predecessor, these new 900s fill the need for lower-cost twins in the BMW lineup, now with more power from a larger transverse, parallel cylinder 895cc engine and better feel and sound thanks to a new 90-degree offset crank, 270/450-degree firing interval and more effective counterbalancer. The $8,995 F 900 R is the naked/sport roadster, and for an additional $2,700 the F 900 XR adds a semi-fairing with a windscreen and lowers, a taller, wider handlebar, more suspension travel and ground clearance, and lower footpegs. It also has more fuel capacity than the R for sport-adventure riding. Traction control, ABS and two ride modes—Road and Rain—are standard, and you can plug in an optional Ride Modes Pro dongle that enables two more as well as cornering ABS, Dynamic Traction Control and more.

Introduced for 2015 as the FJ-09, the Yamaha Tracer brought sport-touring amenities to the bare-knuckled FZ-09, such as a more upright seating position, a more comfortable, adjustable seat, a semi-fairing with adjustable windscreen and hand guards. Its transverse, in-line 847cc Crossplane triple (CP3) has been a ripper from the start, with a 120-degree crank and counterbalancer that tames much of the vibes. As on the BMW, throttle-by-wire enables electronic features like three riding modes and dual-mode traction control, and the Yamaha’s TBW has been refined several times over the years to smoothen throttle response. For an extra $2,300 over the $10,699 (2019) Tracer 900, the 2020 Tracer 900 GT adds hard locking saddlebags, cruise control, a quickshifter for upshifts, heated grips and a full-color TFT display. The GT received an extensive makeover for 2019, including new bodywork, upgraded suspension, a taller windscreen, comfier seats and a longer swingarm.

2020 BMW F 900 XR vs. Yamaha Tracer 900 Price
Extra-long footpeg feelers on the Yamaha touch down in corners well before any hard parts like the centerstand or exhaust.

Aft of their functional semi-fairings and adjustable windscreens, the BMW twin and Yamaha triple also share 17-inch cast wheel and tire sizes, triple disc brakes with opposed 4-piston radial-mount calipers up front, chain final drive and 6-speed transmissions with slipper clutches (the Yamaha’s also has an assist function). Both have full-color TFT instrument displays, and even though navigating the BMW’s is harder to figure out, it’s much larger and is like watching 4K TV compared to the Yamaha’s small blocky screen. While the F 900 XR is priced substantially lower than the Tracer 900 GT, many of the Yamaha’s standard features like saddlebags, cruise control, heated grips, centerstand and more are optional on the BMW.

Although both bikes have relatively upright seating positions that are comfortable for extended hours in the saddle, the BMW’s wide handlebar is lower and its footpegs higher than the Yamaha’s, cramping the rider a bit more, particularly if you’re taller. The shape of the BMW’s non-adjustable seat also locks you into one position rather than letting you move around, and therefore feels higher than the Yamaha’s in its low position, despite their claimed seat heights. We installed the optional taller windscreen on the F 900 XR to even it up with the Tracer 900 GT, and as a result wind protection is pretty good on both due to their effective screens and fairing lowers. While the F 900 XR feels sportier and more aggressive, overall the Tracer 900 GT is the more comfortable of the two for sport touring, with roomier seating, a taller handlebar and more comfortable seat. Passengers also liked it better for two-up riding, since the seat is softer and roomier than the BMW’s and its grab rails are an easier reach.

2020 BMW F 900 XR vs. Yamaha Tracer 900 Price
Swooping bodywork and swingarm, longish suspension travel and 17-inch wheels give the Tracer 900 GT a beautifully aggressive look that belies its sport-touring comfort.

The BMW earns the adventure part of its sport-adventure description because it has nearly 7 inches of suspension travel front and rear and ample ground clearance, but with 17-inch wheels at each end I’d keep it well away from the dirt and just enjoy the extra travel on bumpy roads. Its additional ground clearance comes in handy when riding over ruts, low curbs and such, where we bashed the Yamaha’s low-slung underbelly more than once. Good suspension calibration on both bikes matches them up quite closely in corners. The BMW’s non-adjustable 43mm USD fork is stouter overall and more stiffly sprung compared to the Yamaha’s 41mm unit, though the latter is fully adjustable and can be stiffened up for sport riding quite well if that’s your preference. Remote spring preload and rebound damping adjustment are common to both in back, and aside from the BMW’s remote knob being difficult to use, rear suspension is comparably good. Although the Yamaha’s brakes are more than up to the task, its front brake lever needs more bite, while the BMW has good linear feel and a solid bite at the lever combined with an easily modulated pedal. Its stock Michelin Road 5 tires also offer better feel overall than the Dunlop Sportmax D222 OE
rubber on the Tracer 900 GT, which we would replace right out of the gate with Dunlop’s premium Roadsmart IIIs.

2020 BMW F 900 XR vs. Yamaha Tracer 900 Comparison Test
Both bikes have top-notch suspension that helps them dance through bumpy corners, including USD forks and single shocks with adjustable rebound damping and remote preload adjusters.

On the dynamometer the Tracer 900 GT’s triple bests the F 900 XR’s twin in horsepower output, and the XR’s 20-pound weight advantage isn’t enough to give it an edge in a top-speed contest. But the two bikes are pretty closely matched in the torque department where it really matters for day-in, day-out sport touring and commuting. Both offer impressive grunt for slicing through corners without much shifting, accelerating hard from a stop or picking off a slow-moving car or truck with a quick pass. The BMW twin-cylinder’s rumble and the Yamaha triple’s velvet growl give each plenty of character and great sound, though neither has completely tamed some high-frequency vibration that buzzes through the grips enough to be noticeable much of the time, particularly on the Yamaha. Both require premium fuel and return similar fuel economy, though the Yamaha has more range thanks to its larger 4.8-gallon tank versus the BMW’s 4.1. Given their similarity elsewhere we’d pick the Yamaha’s engine simply for its extra power and longer valve inspection intervals.

Once you start bolting accessories onto the BMW that are standard on the Yamaha, the F 900 XR’s price and weight advantage quickly melts away, which leaves us with the Tracer 900 GT as the winner of this comparo. In addition to offering more power, comfort, fuel capacity and lower maintenance costs, with the exception of its tiny TFT display the Yamaha is the better bike and value for sport riding, touring and everything in between. 

2020 BMW F 900 XR vs. Yamaha Tracer 900 Comparison Test
Both of these bikes are terrific sport-touring and sport-adventure machines. If you don’t need the additional touring amenities on the Tracer 900 GT, the F 900 XR is cheaper, lighter and handles well. If you do want bags, heated grips, a centerstand, etc., the Yamaha is a better value and handles just as well.

Jenny’s Gear:
Helmet: Xlite X-803 Ultra Carbon
Jacket: AGV Sport Helen
Pants: Joe Rocket Alter Ego 2.0
Boots: Sidi Gavia Gore-Tex

2020 BMW F 900 XR vs. Yamaha Tracer 900 Comparison Test
The BMW’s additional suspension travel contributes to its greater ground clearance, which helps prevent the undercarriage from scraping on low curbs, ruts, pavement edges, etc.

Mark’s Gear:
Helmet: HJC i70
Jacket: Scorpion Yosemite
Pants: Olympia X-Moto 2
Boots: Sidi Performer Gore

2020 BMW F 900 XR vs. Yamaha Tracer 900 Comparison Test
Extra-long footpeg feelers on the Yamaha touch down in corners well before any hard parts like the centerstand or exhaust.

2020 BMW F 900 XR Specs

Base Price: $11,695
Price as Tested: $11,945 (color)
Warranty: 3 yrs., 36,000 miles
Website: BMW Motorrad

Engine
Type: Liquid-cooled, transverse parallel twin
Displacement: 895cc
Bore x Stroke: 86.0 x 77.0mm
Compression Ratio: 13.1:1
Valve Train: DOHC, 4 valves per cyl.
Valve Adj. Interval: 12,000 miles
Fuel Delivery: BMS-M EFI
Lubrication System: Dry sump, 3.2-qt. cap.
Transmission: 6-speed, cable-actuated wet slipper clutch
Final Drive: O-ring chain

Electrical
Ignition: BMS-M
Charging Output: 416 watts max.
Battery: 12V 12AH

Chassis
Frame: Steel bridge monocoque, load-bearing engine, cast-aluminum swingarm
Wheelbase: 59.9
Rake/Trail: 29.5 degrees/4.1 in.
Seat Height: 32.5 in.
Suspension, Front: 43mm USD telescopic, no adj., 
6.7-in. travel
Rear: Single shock w/ adj. spring preload (remote) & rebound damping, 6.8-in. travel
Brakes, Front: Dual 320mm floating discs w/ opposed 4-piston radial calipers & ABS
Rear: Single 264mm disc w/ 1-piston floating caliper 
& ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 5.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 180/55-ZR17
Wet Weight: 486 lbs.
Load Capacity: 479 lbs.
GVWR: 965 lbs.

Performance
Fuel Capacity: 4.1 gals, last 1.0 gal. warning light on
MPG: 91 PON Min (low/avg/high) 43.1/45.2/48.7
Estimated Range: 185 miles
Indicated RPM at 60 MPH: 3,500

2020 Yamaha Tracer 900 GT Specs

Base Price: $12,999
Warranty: 1 yr., unltd. miles
Website: Yamaha Motorsports

Engine
Type: Liquid-cooled, transverse in-line triple
Displacement: 847cc
Bore x Stroke: 78.0 x 59.1mm
Compression Ratio: 11.5:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 26,600 miles
Fuel Delivery: EFI w/ YCC-T & 41mm throttle bodies x 3
Lubrication System: Wet sump, 2.85-qt. cap.
Transmission: 6-speed, cable-actuated wet assist-and-slipper clutch
Final Drive: O-ring chain

Electrical
Ignition: TCI/32-bit ECU
Charging Output: 415 watts max.
Battery: 12V 8.6AH

Chassis
Frame: Aluminum controlled-fill die-cast perimeter w/ tubular-steel subframe & cast aluminum swingarm
Wheelbase: 59.1 in.
Rake/Trail: 24 degrees/3.9 in.
Seat Height: 33.5/34.1 in.
Suspension, Front: 41mm USD fork, fully adj., 5.4-in. travel
Rear: Linked shock, adj. for rebound damping & spring preload (remote), 5.6-in. travel
Brakes, Front: Dual 298mm discs w/ opposed 4-piston radial calipers & ABS
Rear: Single 245mm disc w/ 1-piston pin-slide 
caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 5.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 180/55-ZR17
Wet Weight: 506 lbs.
Load Capacity: 363 lbs.
GVWR: 869 lbs.

Performance
Fuel Capacity: 4.8 gals., last 0.7 gal. warning light on
MPG: 91 PON min. (low/avg/high) 41.8/44.0/46.3
Estimated Range: 211 miles
Indicated RPM at 60 MPH: 4,000

2020 BMW F 900 XR vs. Yamaha Tracer 900 GT Comparison Test Gallery:

2020 BMW F 900 XR vs. Yamaha Tracer 900 Comparison Test
Ready for some fun riding? The Yamaha Tracer 900 GT and BMW F 900 XR combine the useful power of table-flat torque curves with mostly upright, comfortable seating and good wind protection, suspension, brakes and handling.
2020 BMW F 900 XR vs. Yamaha Tracer 900 Review
2020 BMW F 900 XR vs. Yamaha Tracer 900 Comparison Test
LED headlights and taillights give both bikes excellent conspicuity and nighttime vision. Surmise all you want as to why the Yamaha’s low beam is on the left and the BMW’s is on the right….
2020 BMW F 900 XR vs. Yamaha Tracer 900 Comparison Test
Both of these bikes are terrific sport-touring and sport-adventure machines. If you don’t need the additional touring amenities on the Tracer 900 GT, the F 900 XR is cheaper, lighter and handles well. If you do want bags, heated grips, a centerstand, etc., the Yamaha is a better value and handles just as well.
2020 BMW F 900 XR vs. Yamaha Tracer 900 Comparison Test
Both bikes have top-notch suspension that helps them dance through bumpy corners, including USD forks and single shocks with adjustable rebound damping and remote preload adjusters.
2020 BMW F 900 XR vs. Yamaha Tracer 900 Comparison Test
2020 BMW F 900 XR vs. Yamaha Tracer 900 Comparison Test
Extra-long footpeg feelers on the Yamaha touch down in corners well before any hard parts like the centerstand or exhaust.
2020 BMW F 900 XR vs. Yamaha Tracer 900 Comparison Test
The BMW’s additional suspension travel contributes to its greater ground clearance, which helps prevent the undercarriage from scraping on low curbs, ruts, pavement edges, etc.
2020 BMW F 900 XR vs. Yamaha Tracer 900 Comparison Test
2020 BMW F 900 XR vs. Yamaha Tracer 900 Specs
Although the base model F 900 XR is priced well below the Tracer 900 GT, much of the Yamaha’s standard equipment—heated grips, centerstand, saddlebags and more—is optional on the BMW.
2020 BMW F 900 XR vs. Yamaha Tracer 900 Price
Long-travel suspension and 17-inch wheels front and rear contribute to the BMW F 900 XR’s sport-adventure look, but we’d keep it firmly on the road.
2020 BMW F 900 XR vs. Yamaha Tracer 900 Price
Swooping bodywork and swingarm, longish suspension travel and 17-inch wheels give the Tracer 900 GT a beautifully aggressive look that belies its sport-touring comfort.
2020 BMW F 900 XR Dash
BMW’s large TFT display is clear and bright and is controlled with a menu button and Multi-Controller wheel by the left grip.
2020 Yamaha Tracer 900 GT Dash
Yamaha’s TFT display is smallish but still fairly easy to read.
2020 Yamaha Tracer 900 GT Triple Cylinder Engine
Yamaha’s CP3 Crossplane triple make more horsepower but roughly the same amount of torque as the BMW
2020 BMW F 900 XR Engine
Based on the F 850 GS mill, the F 900 XR’s new twin has a lumpier firing interval and more functional counterbalancer.
2020 Yamaha Tracer 900 GT Dyno Run
2020 Yamaha Tracer 900 GT Dyno Run
2020 BMW F 900 XR Dyno Run
2020 BMW F 900 XR Dyno Run

Source: RiderMagazine.com

2020 Ducati Hypermotard 950 RVE | First Look Review

Ducati has just pulled the covers off the latest addition to the Hypermotard family, the 2020 Ducati Hypermotard 950 RVE. Equipped with an up/down quickshifter and brash graffiti-styled livery that is directly inspired by the Hypermotard 950 Concept, the 950 RVE was first shown at the illustrious Concorso d’Eleganza Villa d’Este, on the shores of Lake Como, Italy, in 2019. 

2020 Ducati Hypermotard 950 RVE First Look Review 8

The 2020 Ducati Hypermotard 950 RVE is nestled neatly between the standard Hyper 950 and the top-tier Hyper 950 SP models. Powered by the lively twin-cylinder 937cc Testastretta engine, the Hypermotard 950 RVE produces a claimed 114 horsepower at 9,000 rpm and 71 lb-ft of torque at 7,250 rpm. With tractable, controllable power delivery being a standout characteristic, the Hypermotard 950 is more than at home on the street or running wide-open on the track. 

Beyond the up/down quickshifter, the Hyper 950 RVE also comes standard with a commendable electronics package including Bosch Cornering ABS with Slide by Brake function (in setting 1), Ducati Traction Control (DTC) EVO and Ducati Wheelie Control (DWC) EVO.

2020 Ducati Hypermotard 950 RVE First Look Review 8

In 2019, the Borgo Panigale-based brand redesigned the Hypermotard lineup, retaining its intense spirit, while softening hard-edges through engine, ergonomic, chassis and electronic improvements. Together, those changes have proven to make these Supermoto-inspired motorcycles more approachable for the common rider. Yet the Hypermotard line is still on the short list of any rider who has a penchant for hooligan behavior and a steady diet of wheelies, backing-it-in or, in other words, many of the fun things about motorcycling. 

Ducati will offer the Hypermotard 950 RVE as a limited edition, with only 100 units allocated for the North American market. A numbered badge will be included on each machine. Deliveries are expected to arrive in the United States beginning in July, with a starting MSRP of $14,195 ($16,195 CAD).

For more information about the 2020 Ducati Hypermotard 950 RVE, visit Ducati.

2020 Ducati Hypermotard 950 RVE First Look Review 8

2020 Ducati Hypermotard 950 RVE Gallery:

Source: RiderMagazine.com

Harley-Davidson protects valuable brand

Harley-Davidson has employed its first brand president as the company moves to protect its valuable trademark, even challenging a charity’s use of its logo.

Neil Grimmer joins the company after 20 years of building brands including founding Habit, the world’s first personalised nutrition life science company.

He will be responsible for all aspects of the Harley-Davidson brand including product planning, marketing, retail, apparel and communications.

Valuable brandHarley-Davidson brand

Neil will also be responsible for protecting the brand which has been valued as a $5 billion asset.

Harley-Davidson’s name, trademark, and bar-and-shield and bald eagle logos are among the world’s most recognised.

In the late 1990s, the company even tried to trademark their distinctive “potato-potato” exhaust noise, but failed in US courts.

Harley has a 40-year history of suing small and large companies for unlawfully using their brand for motorcycle parts, t-shirts jewellery and other products.

Now the Milwaukee company is opposing a trademark application by Panache Social Club which collects and distributes food, clothing, toiletries and school supplies for the homeless, less fortunate kids and people in need.

Harley told the Trademark Trial and Appeal Board that the Panache trademark features a bar and shield logo that is identical to theirs.

Panache Harley-Davidson brand trademark
Panache logo

“Applicants are consumers of Harley-Davidson’s goods and services, particularly given the depiction of a motorcycle image within applicants’ logo,” Harley claims.

Harley is also concerned that Panache, which organises social clubs, also encroaches on the trademarks used by the Harley Owners Group, one of the largest manufacturer-sponsored motorcycle riding clubs in the world.

“When applicants’ claimed trademark is applied to their social services, there is a strong likelihood of confusion, mistake, or deception that the ordinary consumer will erroneously believe that applicants’ services either originate from or are sponsored, approved, or licensed by Harley-Davidson,” the company told the appeal board.

Pivotal timeHarley-Davidson brand

Harley boss Matt Levatich says the appointment of their first brand president comes at a “pivotal time”.

“The addition of Neil Grimmer to our seasoned group of leaders, enhances our capabilities and will sharpen our focus on strategic and long-term growth opportunities to ensure our future success,” he says.

“We have a clear vision, and the leadership team and organisation are aligned and energised around it.” 

Neil recognises that Harley-Davidson “is an iconic American brand recognised around the world as a symbol of personal expression and individual freedom”.

“It is nothing short of an honour and a privilege to work with Matt and the amazing team at Harley to bring the strategy to life and excite the next generation of riders, ushering in the next chapter of the storied legacy of Harley-Davidson.”

Source: MotorbikeWriter.com