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Huge increase in motorcycle sales fuelled by off-road and ATV market

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Motorcycles Sales Figures

Dirt-bike and ATV sales drive massive motorcycle boom

2020 Half-Year Motorcycle Sales Data

Sales data released today by the Federal Chamber of Automotive Industries (FCAI) covering the half-yearly motorcycle sales figures, January 1 through June 30, 2020, contain some great news.

The data tells us is that the off-road market is booming.  Dirt-bike sales are up by a whopping 42.4 per cent compared to the first six months of 2019, while ATV/SSV sales have gone ballistic to the tune of a 50.9 per cent improvement.

Overall, a total of 52,838 vehicles were sold from January to June 2020, in comparison to 42,457 during the same period in 2019. This represents a strong 24.5 per cent increase in sales, a bright spot in an economic environment that has been predominantly negative over the past four months.

Kawasaki’s KLX110 is Australia’s biggest selling motorcycle. The KLX110 comes in a few different sizes and is priced from $3199

Kids bikes fill the top four spots on the dirt-bike charts with the KLX110 the biggest seller overall ahead of Honda’s CRF110F and Yamaha’s PW50. For the big kids it was Yamaha’s WR450F leading the way ahead of KTM’s 300 EXC.

Yamaha WRF
Yamaha’s WR450F is the top selling big kids off-road motorcycle

That 50.9 per cent boost in ATV/SSV sales is largely driven off the back of the looming deadline for the fitment of roll over protection systems that has seen brands such as Honda, Yamaha, Suzuki and Polaris declare their intention to stop selling their ATV machinery in Australia. These respected brands deem the ROPS bars unsafe and as such refuse to fit such systems to their vehicles. This has seen farmers and people on the land rush their dealers to such a point that most brands have been really struggling to meet demand and have effectively run out of stock of their most popular models.

Yamaha’s YFM450 FB/P is Australia’s top selling ATV with 597 hitting the turf so far in 2019

The tarmac side of the equation is not quite so rosy though with Road sales down 2.7 per cent and Scooter sales down 12.8 per cent.

Honda #1 overall

Honda took top spot overall across the combined entire Road and Off-road motorcycle, ATV/SSV and Scooter sales with a strong 22.3 per cent growth over the first half of this year compared to the same period in 2019.

Honda’s ATV/SSV sales were up 62.6 per cent and off-road up 31.4 per cent, but unfortunately on the tarmac Big Red did not fare quite so well with a 13.3 per cent negative report on road bike sales and a 15.9 per cent decline in scooter sales.

Honda Motorcycles General Manager – Tony Hinton

“Rider training, licensing and learner course numbers are through the roof which I am particularly happy to see, its very positive for the future of motorcycling in Australia. This increase could be due to an apprehension many may have towards public transport during this time of social distancing but it’s a preference we hope to see stay long after COVID passes. We always want more people to look to motorcycling as a viable choice of transport for the commute as well as weekend enjoyment. It’s actually the first time I have seen these kinds of numbers for our training in over 10 years and its really promising, I think we all have an opportunity here.”

“ATV sales right at the moment are the result of several factors, the improved environmental conditions farmers are experiencing right now, plus the tax incentives are also encouraging for farmers to purchase our four-wheel product. I might add, the realisation that the main ATV brands are leaving the market by October 2021, has well and truly sunk in so Aussie farmers don’t want to miss out on getting an ATV while they still can.”

“Our Kids bikes and off-road product sales have spiked which we attribute to an increase in families wanting to do more activities together, they are looking at ways to explore their local areas, particularly with travel (including interstate) out of the question right now. More are getting out and riding or teaching their kids to ride which is again promising for our next generation of motorcyclists.”

“Anecdotally we’ve heard from our dealers there are plenty of Gen Y customers who are living for the now, enjoying the access to their Super fund and treating themselves to a new motorcycle.”

Honda CRFR
Honda CRF450R sales are up 45.9 per cent

Yamaha #1 in Road and Off-road

Yamaha were second overall but topped the Road and Off-road sales figures. Overall Yamaha were up 37.8 per cent with a huge 49.2 per cent boost in Off-road sales and even bigger 81.6 per cent ATV/SSV sales increase but, like Honda, Team Blue did record a slight downturn in both Road and Scooter sales.  Yamaha recorded a total sales volume of 12,344 to Honda’s 12,563 units. 

Tenere Tragics Gold Rush Run GR
Yamaha’s Tenere 700 lost top spot overall but still topped the adventure-touring category, more than doubling the sales of any other motorcycle in that genre

Yamaha’s National Sales and Marketing Manager Matt Ferry

“YMA endured a slow start to the year with bushfires, floods and COVID restrictions looking to impede business. But May and June have seen unprecedented demand across our product range.

“We set the foundations for this result with a range of effective EOFY promotions, but no-one could have predicted how successful these last two months have been. June recorded the highest retails ever in a single month.

“Many customers have been unable to participate in group activities, travel and team sports and have been looking for a leisure pursuit that fits within social distancing guidelines – and that is motorcycling.

“The rise in sales of off-road bikes shows that riders are keen to enjoy the outdoors and big numbers of fun bikes indicate a healthy future for our industry. Yamaha has always been strong in these categories. Our positive sales result is also down to YMA staff – many of whom are passionate riders, which enables us to connect effectively with both our dealer partners and customers.

“This incredible result, combined with very strong May retails, has put YMA in a commanding position for the second half of the year – with the potential to end 2020 as one of the biggest ever retail years on record.

“In order to achieve that goal YMA has introduced a wide range of benefits including a 2.99% p.a. comparison rate finance that aims to capitalise on not only the shift away from public transport and traffic-affected cars towards motorcycles, but also the transition from ATV to ROV. All promotions are designed to maximise ongoing retail potential.

“We’d like to thank our dealer partners and YMA staff for their hard work in achieving these results and for their continued support.”

Kawasaki Ninja 400 Australia’s #1 Road bike

Kawasaki recorded a strong 44.4 per cent growth across all sectors combined and were in positive territory across Road (12.4 per cent), Off-Road (72.8 per cent) while ATV/SSV sales are up 62.6 per cent. The Ninja 400 is Australia’s biggest selling Road bike after knocking Yamaha’s Tenere 700 out of top spot. Kawasaki sold 6545 units across all the sectors of the market. 

Ninja 400 LCD display
Kawasaki Ninja 400 is Australia’s #1 Road bike

KTM continue upwards trajectory

Ranked fourth in the combined categories is KTM. The Austrian company up 32.7 per cent overall driven off the back of a 21.6 per cent improvement in Road sales and 36.6 per cent boost in Off-Road. KTM shifted a total of 4391 units. 

Brad Hagi, Managing Director KTM Group Australia and New Zealand

“The current sales boom is an unforeseen and welcome boost for the entire motorsports industry.  Consumers have been cooped up since March – and before that we had the devastating bushfires – so people are looking for a way to escape the confines of their homes, while safely maintaining distance from others.

“Combine the fact that people are unable to travel overseas with the government assistance programs on offer and you find a perfect scenario that has instilled confidence in the consumer to go out and purchase a motorcycle to experience that sense of freedom and find adventure.

“For all segments within the industry, from learners to off-road riders, for a reasonable amount of money they can escape the concerns of COVID-19 and have fun on a motorcycle. It is great for the motorcycle industry as a whole – and it is now up to us within the industry to capitalise on all these new riders.”

2019 KTM 300 EXC Six Days
KTM’s two-stroke 300 EXC is the second largest selling big kids off-roader in Australia

Suzuki #5

Suzuki are fifth on the back of an 8.2 per cent lift with increases recorded in ATV, Off-Road and Scooter sales, however Suzuki did register a slight downturn in Road bike numbers.

Lewis Croft – National Marketing Manager Suzuki Australia Motorcycles

“ATV sales have been quite a phenomenon, the whole sector is up 50.9 Per cent and we are up 39 per cent.

“Good economic conditions has helped that and the penny has somewhat dropped in regards to the new ACCC rules mandating roll-over protection bars, which we will exit the market because of, and we are effectively now sold out of all the farm style ATV machines.

“DR-Z400E sales are the best in a decade and we have actually run out of stock there also.

“Our dealers are reporting that a lot more families are coming into stores and purchasing models across our trail and kids fun bikes range, where we also had our best results in years. Our dealers are also reporting the sales of second-hand motorcycles are going quite strong.”

Suzuki's $3190 ride away Address topped the overall scooter market. A combination of price, performance, and a handy 20-litre storage compartment helped boost Suzuki's stocks in the scooter market
Suzuki were the only brand to record significant scooter sales growth so far in 2020

Polaris riding the ATV/SSV boom

ATV/SSV specialist Polaris is the next biggest brand. That result is made all the more remarkable due to that they only participate in that single category. With 3433 sales they finished second only to Honda in the ATV/SSV category.

Polaris Managing Director Alan Collins

“The overall ATV/SxS market is up 50.9% YTD, driven by good rainfall in key areas this year alleviating some of the devastating drought conditions, generally solid agricultural conditions, the $150,000 government instant asset depreciation initiative and the impending exit of all major brands from the ATV market ahead of the Consumer Good (Quad Bike) Safety Standard taking effect.

“Whilst the overall ATV/SxS market is up 50.9% YTD, the utility SxS market YTD is actually growing at a similar pace to ATVs. As such, the ATV/SxS market growth is being driven as much by growing market demand for SxS and the market transference from ATV to SxS products as it is by the urgency relating to the ATV market exit of the major brands. Many safety-conscious customers are wisely choosing to purchase vehicles fitted with engineered and certified ROPS such as SxS, rather than entertain the prospect of an ATV fitted with a contraption offering no proven safety benefit which may cause as many injuries as it prevents.”

Harley no longer Australia’s biggest selling Road bike brand

Likewise Harley-Davidson only plays in one part of the market and after so often leading the nation in Road sales, this year H-D are trailing Yamaha after reporting a 10.7 per cent downturn in sales to now rank second on Road sales, and seventh overall on the combined market figures. 

Harley-Davidson Street Glide Special topped the touring category in 2017 and led the away again in 2018, did it again in 2019 and is also leading the way in 2020

BRP up 34.5 per cent

ATV/SSV specialist BRP/Can-Am reported a 34.5 per cent boost to rank eighth outright.

Husqvarna up 67.5 per cent

Husky were a big improver, up 67.5 per cent overall which was comprised of a 134.9 per cent increase in Road sales, off what was an admittedly low base, but the real big numbers came of course in their Off-road sales which were up 59.8 per cent and numbered 1526, besting Suzuki’s off-road figures.

Husqvarna Enduro Trek
Husqvarna 701 Enduro is selling strongly with 126 hitting the trails so far in 2020

BMW in positive territory

BMW shifted 1342 units to be up 8.4 per cent and round out the overall top ten. BMW ranked fifth on Road sales with their R 1250 GS models continuing to sell strongly while the S 1000 RR was Australia’s top selling pure sportsbike by a significant margin. 

BMW M Performance Parts P highRes
The BMW S 1000 RR is by far the biggest selling pure Sportsbike in Australia

Nigel Harvey – BMW Motorrad Australia Head of Product and Marketing

“We had a particularly strong month in June which has continued to be a pleasant surprise considering the challenges many Australians are facing. The result was supported by strong sales in our new product line-up which is proving to have hit the mark with Australia customers.”

Triumph and Ducati down

Triumph rank 11th overall with 803 sales, down 11.4 per cent on the first six months compared to 2019.

Ducati were down 23.9 per cent after recording 504 sales. The 1st July 2020 marked the introduction of the wholly owned corporate subsidiary of Ducati in the Australian market, taking the reins after a successful 56-year relationship with NF Imports.

Indian up 40.2 per cent

Indian sales are up 40.2 per cent with 453 Indian Motorcycles hitting Australian roads during the first six months of 2020 with the FTR1200 and Challenger models doing particularly well. 

Overall volume across all sectors (Brands)
2020 half-year motorcycle sales data

January – June 2020 compared to January – June 2019
Total
YTD 2020 YTD 2019 % CHAN
Honda 12563 10274 22.3%
Yamaha 12344 8959 37.8%
Kawasaki 6545 4533 44.4%
KTM 4391 3310 32.7%
Suzuki 3594 3322 8.2%
Polaris 3433 2685 27.9%
Harley Davidson 2613 2925 -10.7%
BRP Australia 1793 1333 34.5%
Husqvarna 1782 1064 67.5%
BMW 1342 1238 8.4%
Triumph 803 906 -11.4%
Ducati 504 662 -23.9%
Indian Motorcycle 453 323 40.2%
Vespa 337 379 -11.1%
Piaggio 238 375 -36.5%
Moto Guzzi 57 65 -12.3%
Aprilia 47 104 -54.8%
TOTAL 52839 42457 24.5%

2020 half-year motorcycle sales data
Road Motorcycle Sales (Brands)

January – June 2020 compared to January – June 2019
Road
YTD 2020 YTD 2019 % CHAN
Yamaha 2624 2749 -4.5%
Harley Davidson 2613 2925 -10.7%
Honda 2373 2738 -13.3%
Kawasaki 2262 2012 12.4%
BMW 1258 1156 8.8%
KTM 1053 866 21.6%
Suzuki 948 1097 -13.6%
Triumph 803 906 -11.4%
Ducati 504 662 -23.9%
Indian Motorcycle 453 323 40.2%
Husqvarna 256 109 134.9%
Moto Guzzi 57 65 -12.3%
Aprilia 39 60 -35.0%
TOTAL 15243 15668 -2.7%

Off-Road Motorcycle Sales (Brands)
2020 half-year motorcycle sales data

January – June 2020 compared to January – June 2019
Off Road
YTD 2020 YTD 2019 % CHAN
Yamaha 6170 4135 49.2%
Honda 5497 4182 31.4%
KTM 3338 2444 36.6%
Kawasaki 3099 1793 72.8%
Husqvarna 1526 955 59.8%
Suzuki 1255 1157 8.5%
TOTAL 20885 14666 42.4%

Scooter Sales (Brands)
2020 half-year motorcycle sales data

January – June 2020 compared to January – June 2019
Scooter
YTD 2020 YTD 2019 % CHAN
Honda 815 969 -15.9%
Suzuki 428 375 14.1%
Vespa 337 379 -11.1%
Yamaha 256 261 -1.9%
Piaggio 238 375 -36.5%
BMW 84 82 2.4%
Aprilia 8 44 -81.8%
TOTAL 2166 2485 -12.8%

ATV/SSV Sales (Brands)
2020 half-year motorcycle sales data

January – June 2020 compared to January – June 2019
ATV
YTD 2020 YTD 2019 % CHAN
Honda 3878 2385 62.6%
Polaris 3433 2685 27.9%
Yamaha 3294 1814 81.6%
BRP Australia 1793 1333 34.5%
Kawasaki 1184 728 62.6%
Suzuki 963 693 39.0%
TOTAL 14545 9638 50.9%

Top Ten Selling Motorcycles in Australia (Models)
2020 half-year motorcycle sales data

January – June 2020 compared to January – June 2019
Manufacturer Model Total
YTD 2020 YTD 2019 % CHAN
Kawasaki KLX110 1259 870 44.7%
Honda CRF110F 1092 570 91.6%
Yamaha PW50 1040 628 65.6%
Honda CRF50F 934 763 22.4%
Yamaha WR450F 745 671 11.0%
Yamaha TTR50E 685 452 51.5%
Kawasaki NINJA 400 636 488 30.3%
Yamaha TTR110E 616 300 105.3%
KTM 300EXC 554 344 61.0%
Yamaha XTZ690 530 0 100%

What about the other brands….?

It should be noted that some brands are not represented in the official audit figures in relation to motorcycle sales. Brands under the UMI group such as MV Agusta, Royal Enfield and Gas Gas, along with the likes of Sherco, CF Moto, Kymco and SWM which come under the stewardship of Mojo Motorcycles, are not included in the sales figures as these companies choose not to be members of the Federal Chamber of Automotive Industries.

An educated guesstimate suggests that these brands represent around 10-15 per cent of the whole market, thus the data is formulated from audited figures that cover around 85-90 per cent of the motorcycles sold in Australia.

Michael Poynton – Director Mojo Motorcycles

“I can report that we recorded a very strong sales result over May and June, across all of our brands in all respective segments. We have also seen no slow down as we start July, with daily retail sales still at a very high level.”

Joseph Elasmar – CEO, Urban Moto Imports

“We are proud to announce our best ever sales quarter in Australia for Urban Moto Imports off the back of a record 2019. We would like to thank all our customers that have purchased their new motorcycles in-store or ordered via our new online ordering system. We hope these new motorcycle owners are now enjoying the freedom and safety of independent travel for both commuting and leisure riding.

“The commitment shown from our ever-growing dealer network has been exceptional, as they have had to adapt and adjust their business models to support our customers throughout these unprecedented times. We see this as an exciting time for the motorcycle industry and a period where many commuters are looking for alternatives to public transport, with motorcycles being more accessible than ever before and leisure riding being a way for people to spend weekends escaping the cities and allowing them to travel this great land.

“We feel extremely fortunate in being able to support those currently in need with Royal Enfield making donations to Foodbank Australia, providing eight thousand meals and also giving two hundred registered frontline workers a Royal Enfield gift as a Thank You for the support they offer to our communities.

“We look forward to seeing our new motorcycle owners and riders on the roads and at upcoming motorcycling events in the near future.”

FCAI Statement

“It is wonderful to see some strong sales from our member motorcycle brands,” Tony Weber, chief executive of the FCAI said. “A year-on-year increase of 24.5 per cent is significant, and signals improving conditions for both members and dealers.”

The most popular segment during the half was the ATV and SSV segment, with a total of 14,545 sales compared to 9,638 sales in the first half of 2019. Off-Road motorcycles reported 20,885 sales in the half year, compared to 14,666 in the same period 2019.

“The ATV and SSV segment is up a remarkable 50.9 per cent and now represents 27.5 per cent of the total market. And off-road bikes are also on fire, with an increase of 42.4 per cent, and claiming 39.5 per cent of the total market,” Mr Weber said.

The popularity of these two segments are thought to be a direct result of the COVID19 pandemic. Tony Weber explained:

“People can’t go for overseas holidays, and for quite some time, they couldn’t even go for holidays within Australia. So, we believe that, instead of spending up big on expensive family vacations, people are treating themselves in different ways – and this could mean they are taking up new sports like trail bike riding.

“ATVs and SSVs are also popular, and we understand this is due to the Government’s instant asset write-off program which makes the purchase of farm machinery and equipment very attractive at the present time,” Mr Weber said.

Road bikes and Scooters did not enjoy the same increase in popularity as the previous two categories. Road bikes reported 15,243 sales during the first half, down 2.7 per cent on the same period last year. Scooters recorded 2,166 sales, down 12.8 per cent, for the first half of 2020.

Honda claimed the top spot YTD reporting, 12,563 sales for a 23.8 per cent market share, followed by Yamaha with 12,344 sales for 23.4 per cent share, Kawasaki with 6,545 sales for 12.4 per cent share, KTM with 4,391 sales for 8.3 per cent share and Suzuki with 3,594 sales for 6.8 per cent market share.

The FCAI has previously stated that motorcycles make perfect sense for commuting within the guidelines of our current pandemic environment. With mass transit systems susceptible to contagion risk, personal transport has become the go-to option for many commuters. Motorcycle and scooter riders can mitigate infection risks, with two-wheeled transportation offering an effective means of maintaining social distance while enjoying a freeing and fun ride that ends with easy parking. Riders can also nimbly negotiate traffic and park conveniently, cutting commute times.

Nationwide, motorcycle and scooter dealers remain open to perform servicing and sales for riders wishing to make a return to the road. Riders are reminded to strictly observe all social distancing and contagion control
requirements, and to regularly disinfect helmets, gloves, and any high-touch surfaces on vehicle controls.

The Industry initiative, Ride Your Motorcycle to Work Week, offers a DIY guide to ensuring your motorcycle is ready for the road at http://www.ridetoworkweek.com.au/news/pre-ride-check

About the FCAI

Along with compiling motorcycle sales data, the FCAI is the primary organisation funded by the motorcycle industry to deal with government agencies. FCAI helped lobby for the Learner Approved Motorcycles Scheme and the Recreational Registration Scheme. They also lobby for exemptions on tightening emissions schemes in relation to motorcycles, and helping to prevent governments trying to restrict or ban the use of ATVs.

Source: MCNews.com.au

Motorcycle Gallery, Motorcycle News, News

DKW V3 RM350 Grand Prix Racer

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DKW RM350 V3 as raced by Ewald Kluge

with Phil Aynsley

With forced induction banned when Grand Prix competition resumed in 1949, DKW introduced the RM model in 1952, with development continuing until 1956.

PA DKW RMDKW RM350 V3 racer PA DKW RMDKW RM350 V3 racer

The motor was designed by Erich Wolf with his successor Helmet Görg continuing his work. The air-cooled 75º V-3 originally made 32 hp at 12,000 rpm and earned the nickname of “Singende Säge” (Singing Saw) due to its piercing exhaust note.

PA DKW RMDKW RM350 V3 racer PA DKW RMDKW RM350 V3 racer PA DKW RMDKW RM350 V3 racer

By 1956 power had increased to 45 hp at 13,000 rpm, although the redline was a heady 15,000 rpm. The original magneto ignition (sourced from a six cylinder BMW 328) and distributor were mounted on the right hand side of the motor.

PA DKW RMDKW RM350 V3 racer PA DKW RMDKW RM350 V3 racer

The encoder for the electric tachometer (when fitted) was on the left hand side. Later bikes switched to battery ignition. The crankcases were cast in Elektron.

PA DKW RMDKW RM350 V3 racer PA DKW RMDKW RM350 V3 racer

Team riders Ewald Kluge and Siegfried Wünsch finished first and second in the 1952 Eilenriederennen event in Hanover but GP results were harder to accomplish.

PA DKW RMDKW RM350 V3 racer PA DKW RMDKW RM350 V3 racer

August Hobl finished the 1955 season in third place but won the German Championship. The following year he improved to second in the GPs and again won the domestic championship.

PA DKW RMDKW RM350 V3 racer PA DKW RMDKW RM350 V3 racer

Dry weight was just 90 kg with a top speed (in ’56) of 230 km/h. This bike is in completely original and race-ready condition.

PA DKW RMDKW RM350 V3 racer PA DKW RMDKW RM350 V3 racer PA DKW RMDKW RM350 V3 racer

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Source: MCNews.com.au

Motorcycle News, News

Around the world with The Bear | Part 35 | Arizona to Hollywood

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Motorcycle Touring in the USA

The King of Every Kingdom
Around the world on a very small motorcycle

With J. Peter “The Bear” Thoeming

Sitting Bull ate a handful of gunpowder every day. Maybe I should have been drinking petrol..

The bike was still running well and lapping up the excellent roads of Arizona and Nevada. But it was getting a little hard to start again, so whenever I pulled up to take a look at the Canyon, I tried to find a slope to make clutch starting easier. Despite these concerns, I still found the Canyon stunning.

The sheer size is overpowering, and it takes quite a while before the mind can take in its scale. It’s very pretty, too, but it reminded me irresistibly of an enormous layer cake that’s been attacked by monster mice.

From here, I turned north-east towards Durango and the Rockies. The old Indians at the roadside stalls where I stopped to buy turquoise souvenirs had the most awe-inspiring faces I think I’ve ever seen – except perhaps for some of the Tibetans in Nepal. Lined and sombre, their faces reminded me of photos of Sitting Bull. Did you know that he reportedly ate a handful of gunpowder every day to protect himself from gunshots?

Around the world with The Bear Peter Thoeming Part PICTxUp through the mountains the altitude put me in a good mood with the XL also performing well

The road past the bald head of Engineer Mountain and up to the 11,000 ft pass leading to Silverton was great. Quite aside from the fact that I was enjoying having corners again – despite its weight and nearly worn-out shock absorbers, the XL was fun on winding roads – I also got an altitude high.

This happens to me occasionally when I get too high up, and I start making faces, singing, cracking jokes and laughing like crazy – all to myself. It also helped that I was back in the lovely Rockies, with forests of aspens and conifers on the steep slopes and that bracing, cold, clean air. Some of the aspens were already beginning to turn from green to gold. Winter was on its way.

I hurried to get to Denver, where I expected mail to be waiting for me, but of course the best-laid plans of mice and bears… Just outside Conifer, some 40 miles from Denver, my throttle actuating cable broke. I was on the very edge of the huge rampart of mountains that leads down to Denver, so I tried coasting.

I got 18 miles before I ran out of hill! Then – at Bear Lake, to add insult to injury – I finally had to give in and switch the return cable with the broken one. This gave me a throttle control, but of course it now turned the opposite way—to accelerate, I had to turn the throttle away from me. Lots of fun in peak-hour Denver traffic!

Around the world with The Bear Peter Thoeming Part RIMGA broken throttle cable saw me coast 18 miles, before stopping to switch the return cable around

By now it was too late to go to the post office, and when I got there in the morning there was no mail for me anyway. It’s always a bit depressing when you’re on the road for a while and don’t get mail. You really feel lonely.

But I still had the address of John-with-the-BMW, whom I’d met in Michigan, so I went up to Boulder to stay with him. In traditional American style, I was made most welcome by all the inhabitants of his house and spent a cheerful few days there. Boulder is full of musicians and has an excellent library. I loafed and read and listened to music. My mail was waiting for me when I got to Denver again a week later, and my bliss was nearly complete. But I was still missing Annie, very much.

Down I rode to Colorado Springs along the row of frozen combers that make up the eastern edge of the Rocky Mountains, and then up and around Pike’s Peak to Cripple Creek. An early mining settlement, this little town has now suffered the fate of all picturesque places in the US – it’s become a tourist trap and derives its substance from the buses. It was still pretty, though, and the scenery on the way even more so. Some of the trees were now changing from gold to bright scarlet and the slopes were marbled with the different shades.

Around the world with The Bear Peter Thoeming PartTaos proved the ultimate in tourist towns…

Sand Dunes National Memorial, an enormous dune formed by wind forced to drop its load of dust and sand by a mountain range, was not as impressive as the booklet had suggested, so I took my leave again and headed for New Mexico. Leaving Kit Carson’s old fort to one side (he was the local hero here), I made Taos in the early afternoon. This has to be just about the ultimate in tourist towns – it gives the impression of having been built exclusively for the trade. Not that it isn’t pretty, it just seems so phony. Perhaps I shouldn’t talk. I only spent an hour there.

I slept up in the hills above Santa Fe that night, deep in another world. Everyone here speaks Spanish, the shop signs are in Spanish and the fluorescent Coors advertisements all say ‘cerveza’ instead of ‘beer’. I felt as though I’d made it to Mexico. In another sad case of prejudice, a white Anglo-Saxon-etc American I asked wouldn’t tell me where any of the local bars were. He didn’t think I really ought to drink with ‘those people’.

Around the world with The Bear Peter Thoeming Part‘Mexican Hat Service’ – Stopping for fuel

From Santa Fe I took the back roads to Albuquerque and found myself back up in the mountains. It was drizzly and cold, too, but the road was well surfaced, narrow and twisty; I had a good time here. I also stopped in a weird little town called Madrid. It had obviously not long since been a ghost town, but now a great crew of hippies was busy restoring, shoring up and beautifying the wonky-looking timber houses.

On the way to Ruidoso and the Aspencade Motorcyclists Convention, I began to worry about the chain again. I’d had to tighten it rather frequently – neither of the chains I’d bought in the US lasted very well – and now the bike was jerking quite noticeably. I had all sorts of fantasies about bent countershafts (silly) and twisted sprockets (sillier).

Riding was becoming unpleasant. I made it to Ruidoso anyway, and spent a relaxed couple of days watching the bikes roll in. I’d been in touch with Honda, and they had expressed an interest in having my XL250 on their stand at the trade show, so, once the show started, I spent my evenings down there talking to the visitors – who found it very difficult to believe that anyone could be crazy enough to ride a 250 around the world.

Around the world with The Bear Peter Thoeming PartAspencade Motorcyclists Convention

Days were spent drinking with my newly acquired friends Norman – who left his little dog Honda guarding their Gold Wing – and Bob, who’d ridden to the show on one of the very few two-strokes around.

Nothing much was going on, rather a disappointment after the bustle of European rallies, but it was great to talk to so many people, from so many walks of life, who were all devoted to motorcycling. I was a little surprised to see relatively few Harleys compared with the waves of Gold Wings that inundated the place.

I rode the new Harley Sturgis, and was very impressed with the belt drives, and spent a lot of time admiring the custom bikes. Unfortunately, they mostly looked as though they’d been put together out of three only slightly different mail-order catalogues. There was not really much variety. The trikes were spectacular, but once again there was little variety among them. On the third day, I won the ‘Longest Distance-Solo Male Rider’ trophy, which still hangs proudly on the wall of my office.

Then it was off again – a straight run for the coast. Every trip has a limited lifespan, and after 11 weeks this one was gasping its last. So it was out onto the Interstate, a road I generally avoided, and off.

Around the world with The Bear Peter Thoeming PartI could tell I was reaching the natural end of my journey with the trusty XL

Seventeen miles from Yuma the steering went heavy. Inspection showed that the patch we had put on the front tube in the Khyber Pass had lifted. It was well over 35 degrees C, there was no shade, and in fact it was very similar to the conditions in which the tube had first given out. It went flat again just outside Yuma, so I had a new tube fitted.

I rather begrudged that now, seeing we were so close to the end of the trip, but I couldn’t be bothered with any more flats. In El Centro I also found an excellent bike shop, where they located a good second-hand Tsubaki chain to replace my old, worn-out one. So I was ready to face the last stretch with confidence!

The road to the coast was most enjoyable, through rugged hills on an excellent surface. In San Diego a solid wall of smog was waiting for me. I made my way down to the Pacific – nice to see an old friend again – and watched the huge oily rollers coming in all the way from Australia.

Up the coast into the rat’s nest of freeways that is Los Angeles, and a stop at the Road Rider magazine office, where I was received very kindly and offered the use of a typewriter to belt out a few stories for them and refresh my traveling kitty.

Around the world with The Bear Peter Thoeming PartWas always a pleasure meeting fellow riders, many surprised by my trip on the XL compared to the more common machinery seen in North America

I spent the last few days before my flight was due wandering around, by bike mostly, and sightseeing. I found Hollywood especially interesting – not so much the homes of the stars as Hollywood Boulevard. Then I had lunch with the friendly folk from Honda USA, entrusted my little bike to them for forwarding to Australia and climbed aboard the plane with the big red kangaroo on the tail.

I spent the flight planning the next trip…

And that, as they say, is all he wrote. But of course I wrote a lot of other stuff after this… and I’m grateful to all of you who read it.

Source: MCNews.com.au

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When Skoda raced motorcycles, and won….

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FICM World Championship 1905

115 years ago this month, on 25 June 1905, Václav Vondřich won the unofficial world championship of the FICM, the forerunner of today’s FIM (Fédération Internationale de Motocyclisme), on a motorcycle built by Laurin & Klement.

It was one of the greatest racing milestones in the history of the brand, which was founded in 1895 and later became Škoda Auto. In the same year, Skoda’s era of car production began in Mladá Boleslav.

Laurin & Klement’s motorcycles ranked among the favourites in hill climbs and circuit races, achieving numerous successes at home and abroad. They were regarded as powerful and fast, but above all, they shone with their exceptional reliability. In 1903, for example, all but one of their bikes crossed the finish line out of 87 starts in 34 races and achieved a total of 32 victories.

However, the highlight of this impressive series was the unofficial world championship of the FICM (Fédération Internationale des Clubs Motocyclistes), which took place on 25 June 1905, 50 kilometres south-west of Paris in the small town of Dourdan. For the peak of the motorcycle racing season at the time, the organisers had mapped a 54-kilometre circuit which had to be completed five times. 

In 1905, the strongest national teams of their time competed in this international competition. In the hopes of representing Austria-Hungary, two riders with motorcycles from Laurin & Klement, František Toman and Václav Vondřich, had entered themselves into a qualifying race in Pacov, Czech Republic. Eduard Nikodém on a Puch came third in the group.

The brands Ariel, Matchless and JAP competed for Great Britain; the French two-wheelers came from Griffon and Peugeot, while Germany sent three Progress motorcycles to France. The strict regulations stipulated that in addition to all the essential components, the tyres also had to come from the respective country of origin. Tyres only lasted for short distances at that time, and the riders themselves were responsible for repairing them.

The Laurin & Klement team arrived well prepared: in trials the year before, they had put nails down on the challenging track with nails to produce tyre failures and trained the riders to fix their own punctures on the road. And so Vondřich started the race with a heavy leather bag strapped to his back. It contained all the necessary tools and spare parts but also earned the Czech the nickname “The Travelling Blacksmith” from the spectators. Despite the additional weight and higher centre of gravity, Vondřich with his two-cylinder L&K CCR quickly caught up with the previous year’s winner, Léon Demeester, who was in the lead.  On the fourth lap after 246 kilometres, the Czech took the lead.

At the finish line, Vondřich was more than eight-minutes ahead. His French rival was later eliminated from the classification due to an illegal rear wheel change. As a result, František Toman moved up one place to make a perfect double victory for Laurin & Klement. In total, only three out of the original twelve participants managed the full distance.

Václav Vondřich

Thanks to the triumph at Dourdan, the brand further strengthened its international reputation, and motorcycle production continued for several years. At the same time, however, a new era of automotive engineering was dawning at the Mladá Boleslav company. It all began on 29 October 1905 with the Laurin & Klement Voiturette A, the culmination of four years of research and development by Václav Laurin and his team of designers

Václav Vondřich took over the management of the L&K branch in Prague in 1906. Due to contracting tuberculosis, he had to hang up his helmet before the First World War. He remained head of the Škoda dealership until the early 1940s. Skoda Auto had taken over the Laurin & Klement concern in 1925 and is now a part of the VW Group. 

Source: MCNews.com.au

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Ride Along the Riverside: Sport Touring in Western New England

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“Ride Along the Riverside: Sport Touring in Western New England” first appeared in the June 2020 issue of Rider Magazine.

Riding Along the Riverside: Sport Touring in Western New England
Story and photography by: Scott A. Williams.

Roads that curve along a river are among my favorites to explore on two wheels, and western New England has them in abundance. The hilly terrain and seasonal climate promote the formation of rivers, and for millennia people have used rivers and land along their banks to get from place to place. River roads, particularly the smaller and less traveled ones, often follow the same basic path they did before motorized travel, and the best ones are a roller-coaster ride for motorcyclists.

If you like to move right along and keep stops brief, this 300-mile route through western Massachusetts and southern Vermont delivers a full day of curvy two-lane entertainment. If you prefer a moderate pace and relaxing along the way, there are ample opportunities to enjoy views, savor local cuisine and visit small New England towns. One of southern Vermont’s ski towns will have amenities you need for an enjoyable night on the road.

Riding Along the Riverside: Sport Touring in Western New England

This route begins and ends in South Deerfield, Massachusetts. I roll north onto State Route 116, one of the Bay State’s official scenic byways, and within a couple miles it curves to follow the Mill River and then the South River. The tar is fresh so my grin stretches even wider than the last time I motored through here. Just as my mirrors reveal the sun peeking above the hills, I come upon a pasture of Holstein cows whose interest is piqued by the approaching pulse of my BMW’s boxer twin. I pull over briefly to bid the bovine ladies good morning.

Not eager to meet early-rising constabulary, I roll off the throttle coming down the hill into the center of Conway. These days this quaint village is known for the annual Festival of the Hills, but once it was a thriving mill town. In 1767, Caleb Sharp’s Gristmill was Conway’s first waterpowered mill. A series of dams managed water from the South River to power mills that ground corn and flax, sawed lumber, spun cotton and fulled wool. The unreliable nature of waterpower was compounded by cycles of drought and flood, so mill owners gradually upgraded from waterpower to coal-fueled steam power as the 1800s progressed.

After another snaking stretch of Route 116 to Ashfield, a right on Baptist Corner Road leads me to a pair of grazing horses that catch my attention for their brightly colored fly masks. I don’t want to spook them so I slow down. The curious chestnut mare nickers my way and shakes. Farther along I pass a hillside farm where row upon row of neatly shaped evergreens await a Christmas yet-to-come.

Riding Along the Riverside: Sport Touring in Western New England
The center of Conway is no metropolis, but it does have fuel and eats at Baker’s Country Store.

It adds a few miles, but it’s fun crossing the Deerfield River on Bardwell’s Ferry Bridge, just to hear the clomp of rubber tires on the wooden deck. At Shelburne Falls I point north on State Route 112 and follow the North River, then at Adamsville Road I turn left to follow the North River’s West Branch. Many rivers in these parts break into two or even three branches that converge again downstream. At State Route 8A, I hang a left and savor another great winding road. It soon parallels Mill Brook and carries me across the Bissel Covered Bridge to the village of Charlemont.

Heading west, the Mohawk Trail (State Route 2) follows the Deerfield River and then the Cold River. Originally, the Mohawk Trail was a Native American footpath that connected the Connecticut and Hudson River Valleys. This section through the Mohawk Trail State Forest to the town of Florida includes some of the state’s most beautiful river scenery. The road gains elevation as it carves along the cliffside, but a right turn on Whitcomb Hill Road quickly gives it all back, heading steeply down toward the Deerfield River.

The route turns left onto River Road and hugs the Deerfield. Just upstream, this river once was a source of cooling water for the Yankee Rowe Atomic Electricity Company. The nuclear plant, hidden from view in the woods, closed in 1992 and was decommissioned. Now on warm weather weekends, the river is frequently packed with tubers, canoeists and rafters enjoying the current, which is helped along by scheduled dam releases upstream.

Riding Along the Riverside: Sport Touring in Western New England
The Conway Covered Bridge spans the South River in the village of Burkeville, Massachusetts. Built in 1871 and restored in 2005, it’s listed in the National Register of Historic Places.

River Road becomes Readsboro Road and at the Vermont border it becomes Tunnel Street. Such renaming of a continuing stretch of asphalt is not uncommon in New England, especially on back roads. In Readsboro, I go left on Vermont State Route 100 South, which, in this stretch, actually points northwest. This heading keeps me on the Deerfield River’s West Branch to the junction with State Route 8, where a right puts me on another curvy gem to Searsburg.

Turning right on State Route 9 offers sweepers to Wilmington where I reconnect with Route 100. Here 100 is sign-posted north and actually goes that way. It’s one of Vermont’s best-known scenic roads, curving with the Deerfield River’s North Branch to Dover and then Blue Brook, past the Mount Snow ski resort and through the Green Mountains National Forest. This road can get crowded in summer and during fall foliage season, but today, in early September, it’s practically empty. At a lay-by along slow-flowing Blue Brook, I enjoy the sandwich I packed.

Riding Along the Riverside: Sport Touring in Western New England
Row upon row of evergreens line this hillside at Cranston’s Christmas Tree Farm in Ashfield, Massachusetts.

Route 100 winds its way north through Jamaica and Rawsonville to South Londonderry. There I turn sharply right onto Main Street, then left on Thompsonburg Road along a stream, up toward Magic Mountain ski area. A right on State Route 11 takes me over to State Route 121, which meanders with the Saxtons River. In Grafton I turn right onto Townshend Road, which becomes Grafton Road in Townshend. This asphalt ribbon runs along the Saxtons River’s South Branch.

Now a right onto State Route 35 has me running south. The tree cover is so dense I can’t see the Mill Brook that my GPS assures me is flowing just to my left. At Townshend I make my way to State Route 30. Scores of cars, pickups and SUVs parked on the shoulders are evidence of the West River’s popularity as a warm weather recreation destination.

Riding Along the Riverside: Sport Touring in Western New England
Hay windrows dry in the early morning sun in this field in Conway, Massachusetts.

Beyond Townshend Dam I stop for a break in the quintessential Vermont village of Newfane, which has opportunities to experience Vermont’s interesting history and often-curious culture.

On West Street I roll up to the celebrated Four Columns Inn, where a classic car is frequently displayed on the front lawn. Today it’s a 1955 Nash Rambler Greenbrier two-door station wagon in two-tone green. Nash was arguably the first American manufacturer of the post-war era to make compact cars, bucking the bigger-is-better trend, so this beautifully preserved albeit humble antique is a significant automobile.

Riding Along the Riverside: Sport Touring in Western New England
West of Charlemont, Massachusetts, the Deerfield River flows along the Mohawk Trail. Originally, the Mohawk Trail was a Native American footpath that connected the Connecticut and Hudson River Valleys.

Only a few steps to the south, and continuing Vermont’s characteristic white-clapboard architecture, are the First Congregational Church and the Union Hall. Originally built as a church in 1832, the Union Hall in 1872 became a site for community events including plays, dances, movies and that time-honored method of democratic local government, the town meeting.

After this brief and worthwhile respite, I continue south on 30. Just before Williamsville, I lean west toward Dover along the Rock River down to Route 100 south and all the way to Jacksonville. There, I bear left onto State Route 112, which runs south along the North River back into Massachusetts, through Colrain and Shattuckville to the Mohawk Trail.

Riding Along the Riverside: Sport Touring in Western New England
Union Hall, First Congregational Church and Four Columns Inn, on the Village Green in Newfane, Vermont.

Again, I find myself heading west along Massachusetts Route 2 and the Deerfield River, back to Charlemont. This time I turn south on 8A, cross the Deerfield River, and then follow the Chickley River through Hawley to State Route 116. There I turn right (north) and in a few miles cut hard left onto River Road, which parallels the Westfield River along the edge of Windsor State Forest.

At State Route 9, I turn right and then left onto Worthington Road, which becomes Cole Street and then East Windsor Road. By cutting right onto State Route 143, another River Road soon emerges, this one curving with the Westfield River’s Middle Branch all the way to Skyline Trail in Chester. Continuing to Huntington, a left onto State Route 112 north follows the Westfield River then the Little River to Worthington. A ways on Route 112 makes a hard right turn at an intersection with Trouble Road. (I haven’t been looking for trouble, but I find it anyway.)

Riding Along the Riverside: Sport Touring in Western New England
Union Hall, First Congregational Church and Four Columns Inn, on the Village Green in Newfane, Vermont.

In Cummington, 112 overlaps 9, the Berkshire Trail, which closely follows Meadow Brook and the Swift River, then past Goshen and the Mill River’s West Branch. I roll off approaching the village of Williamsburg. In the center, I turn left onto North Road, which becomes Ashfield Williamsburg Valley Road, then Ashfield Road, then South Ashfield Road, and then Williamsburg Road (because…New England) along the Mill River’s East Branch. South of Ashfield, this pleasantly winding road with so many names ends at Route 116. This is the same stretch of 116 that started my ride. Bonus—it’s a hoot in both directions!

Of course there are other New England river roads that aren’t part of this route but definitely worth your time (see sidebar). Wherever you find such roads, take a ride along the riverside. 

More favorite river roads in New England:

  • VT 102 curves with the Connecticut River from Canaan to Guild Hall, Vermont.
  • NH 16 follows the Androscoggin River and then Bear Brook from Berlin to Errol, New Hampshire.
  • NH 13 snakes along the Piscataquoag River’s South Branch from Goffstown to New Boston, New Hampshire.
  • U.S. 5 gently winds along scenic stretches of the Connecticut River, especially between Barnet and Norwich, Vermont, and again between Ascutney and Rockingham, Vermont.
  • MA 8 twists alongside the Farmington River’s West Branch from New Boston to West Becket, Massachusetts.
  • U.S. 7 hugs the banks of the Housatonic River between Falls Village and New Milford, Connecticut.
Riding Along the Riverside: Sport Touring in Western New England
East River Road in North Chester, Massachusetts, closely follows the Westfield River’s Middle Branch.

Source: RiderMagazine.com

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The only C9/2 V70 Paton racer in existence

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Paton C9/2 V70 Racer

With Phil Aynsley

Giuseppe Pattoni was the chief mechanic for the FB Mondial GP team when the company (together with Guzzi and Gilera) quit racing at the end of 1957. He and former company engineer, Lino Tonti, then formed their own company, Paton. Their first bike was a 125cc single, closely based on the Mondial.

PA Paton C V RacerPaton C9/2 V70 Racer PA Paton C V RacerPaton C9/2 V70 Racer PA Paton C V RacerPaton C9/2 V70 Racer

Mike Hailwood finished seventh on the bike in the 1958 IOM Lightweight TT. This was followed by a 250cc parallel twin which in turn spawned 350 and 500cc versions. The 500 was the most successful and still produced for classic racing. Indeed it is the go-to bike for the 500 classes.

PA Paton C V RacerPaton C9/2 V70 Racer PA Paton C V RacerPaton C9/2 V70 Racer PA Paton C V RacerPaton C9/2 V70 Racer

In 1975-76 Pattoni started development of a V4 two-stroke. It was the first single crankshaft V4 to appear in the 500 Championship. It was also the first design that Pattoni’s son Roberto was involved with. However it wasn’t until 1983 that the much refined C1 500 was ready for competition.

PA Paton C V RacerPaton C9/2 V70 Racer PA Paton C V RacerPaton C9/2 V70 Racer PA Paton C V RacerPaton C9/2 V70 Racer

As with the original design the cylinder angle was 115º. It wasn’t until 1990 that it was changed to 90º. A redesign (the C9/2) in 1994 saw the angle further reduced to 70º. A pair of special magnesium Dell’Orto carburettors were fitted (each with two two intakes/float bowls per body) with Paton manufactured top fittings.

PA Paton C V RacerPaton C9/2 V70 Racer PA Paton C V RacerPaton C9/2 V70 Racer PA Paton C V RacerPaton C9/2 V70 Racer

The 1995 C10/1 saw power rise to 165 hp, still at 12,000 rpm. This bike is the only ’94 spec V70 in existence as the second machine was upgraded to C10/1 specification. Output was 150 hp at 12,000 rpm, while dry weight was just 135 kg.

PA Paton C V RacerPaton C9/2 V70 Racer PA Paton C V RacerPaton C9/2 V70 Racer PA Paton C V RacerPaton C9/2 V70 Racer PA Paton C V RacerPaton C9/2 V70 Racer PA Paton C V RacerPaton C9/2 V70 Racer PA Paton C V RacerPaton C9/2 V70 Racer PA Paton C V RacerPaton C9/2 V70 Racer

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Source: MCNews.com.au

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Around the world with The Bear | Part 34 | Oregon to the Grand Canyon

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Motorcycle Touring in the USA

The King of Every Kingdom
Around the world on a very small motorcycle

With J. Peter “The Bear” Thoeming

I received some sage advice at this point in my journey, “Just because you reach the Pacific coast doesn’t mean you’ve seen America, boy!”

My new-found friend Larry thought that story was very funny when I told him in the bar that night. Larry was an extremely laid-back ex Marine, whose wife owned one of the three bars in town. He explained to me why he was happy with his life. “You know the story about the perfect wife being a deaf and dumb nymphomaniac who owns a bar? Well, look, my wife may not be deaf and dumb, but she owns this place, and as far as the rest is concerned…”

Around the world with The Bear Peter Thoeming Part RIMG‘The Western’ motel offered an old school saloon experience

On down the coast, and past the gloomy but impressive hulk of Humburg Mountain, a block of stone between the road and the sea. I was in the redwood forests by now, which presented a problem in photography. Even with the widest lens I carried, I had to put the camera up quite a distance from the tree if I wanted to get both the top and bottom in, as well as myself standing at the base. So I’d put the camera on the tripod, set the self-timer and run like hell to get to the tree before the shutter went off. I succeeded most of the time.

Around the world with The Bear Peter Thoeming Part RIMGTraditional American food, not so different than what you get in Australia…

Maybe it was the majesty of the trees, but I started to do some rather serious thinking about what this trip had taught me, and how I had changed in the last two and a half years. I could come up with very little, except that I missed Annie badly. It’s probably not so much that there’s little to learn on this kind of trip… it’s more that I’m incorrigible. After all, I’d coped pretty well with all the different cultures… hadn’t I?

I had looked forward to discussing all this with Ted Simon, who had written a marvellous book called Jupiter’s Travels about his own circumnavigation of the globe. Ted now lived in San Francisco, and mutual acquaintances had given me his address and telephone number. But when I rang, it was to discover that he had just become a father – and swapping ideas about bike travel was the farthest thing from his mind. I could hardly blame him!

When I got out of the phone box, the bike refused to start again. The poor little 250 XL had been mistreated for so long that it was finally rebelling. Even pushing wouldn’t do it. As it happened, the phone box was outside the Municipal Offices for the small town I was in, so I went in there looking for pushers. The Sheriff, Deputy Sheriff and the Fire Chief all lent a hand, and the bike – out of respect, I guess – fired straight away.

Around the world with The Bear Peter Thoeming PartI had to request some aid to get the Honda started on occasion

Through the coastal fog, I rode the last few miles into San Francisco. The fog was eerie, somehow – I had the constant feeling that there was an enormous eye, just above the fog, looking for me. California was beginning to affect me, I guess. They do say that the place has more religious nuts than any other place on Earth. Maybe it’s catching. Once in the city, having crossed a Golden Gate Bridge whose upper beams were invisible in the same fog, I started looking for a bike shop to service the XL.

The Honda dealer’s service manager was dubious. She indicated her crew of mechanics and said: ‘These prima donnas only like to put new bits on new bikes,’ something that the XL definitely wasn’t. But she sent me down to Cycle Source, a small service shop run by the inimitable Jack Delmas.

Around the world with The Bear Peter Thoeming Part RIMGThe Golden Gate Bridge is an inspiring site

Jack is an ex-cop, and one of the friendliest, most helpful blokes I’ve ever met. His staff aren’t far behind, either – Chris, on the spares counter, and Eddie, in the workshop, both helped me out. The shop was like a little home away from home. Eddie also got the bike running – and starting – beautifully. All at very reasonable rates. I celebrated by doing (more or less involuntary) wheelies up the steep streets of San Francisco, racing the cable cars.

SF is one of those rare cities that just feels good. Fishermen’s Wharf is a tourist trap, but North Beach is full of great bars, with good music and imported beer. Although why they bother importing Bass is beyond me… Then it was time to turn east again, over the Bay Bridge and through Oakland and all the little valley towns to Yosemite National Park.

If Yellowstone is beautiful, Yosemite is exquisite. The soaring cliffs, yellow meadows and dark pine forests set each other off so well that the place hardly looks real. All development has been done carefully, and presents a low profile. The park is like a natural garden, from the delicacy of Bridal Veil Falls to the brute mass of Half Dome.

Around the world with The Bear Peter Thoeming Part PA slightly different message to the one we’d see back home…

Despite the lateness of the season, the campgrounds in the valley were full, so I camped in one of the free sites up in the hills. Smoky Jack campground was very pleasant in the half-dark, with campfires and stars both twinkling away. Despite the cold night, I slept well – no doubt partly due to the good offices of Mr James Beam.

Mono Lake was a little disappointing; its strange rock formations didn’t really live up to the publicity. But I was thoroughly enchanted with an extremely attractive ‘flagperson’ with one of the road repair gangs I met on the way south. Women are now a common sight in road gangs in America, but they seem mostly to do the less strenuous work. That’s changing too, though. I saw a number of female tractor drivers.

At Lone Pine I turned onto the roller-coaster that passes for a road down to Death Valley. From 5000 ft it goes nearly to sea level, then back to 5000, down to two, back to nearly five, and then down to Furnace Creek, 178 ft below sea level. True to form, it was hot – over 37 degrees C – and it didn’t cool down much at night.

There were some German travelers camped next to me, and although I got some sleep on top of a picnic table in my underpants, they tossed and turned all night. Australian conditioning finally comes in handy!

Around the world with The Bear Peter Thoeming Part PElevation changes and heat took their tole, but being used to Australian conditions helped

I had a strong headwind the next day, and was nearly blown off Zabriskie Point lookout. But when I turned left at the ghost town of Death Valley Junction the wind was at my back and helped me along. The whole area is very impressive for its total desolation – over square mile after square mile not a blade of grass grows. It must have been a tough life working in the mines here.

Las Vegas spreads its rather unattractive tentacles far out into the desert. Housing developments go up on the flat, windy plain and some attempt is made to civilize it all by pouring great quantities of water into the ground to grow a bit of anemic lawn. I much prefer the desert itself. The town, however, is fun with its amazing architecture, combination loan offices/motels/wedding chapels/divorce offices, acres of neon and extremely single-minded people.

Around the world with The Bear Peter Thoeming Part RIMGSome interesting signage…

Something seemed odd to me about all the casinos, and it took a while before I’d worked out what it was. Unlike the equivalents in Europe, Las Vegas casinos were not styled like palaces or upper-class residences. Here, they were styled in Ultimate Suburban – their exteriors like a hamburger joint gone mad, their interiors like a suburban tract house owned by a suburban millionaire. Lots of flash, but no taste. Tremendous fun, all of it.

In the bizarre, broken-down little town of Chloride, I asked the elderly, toothless petrol-pump attendant where the campsite was. He pointed to the top of a distinctly bare hill off in the distance, and I decided to push on to Kingman instead.

Around the world with The Bear Peter Thoeming PartThe famour Route 66

I followed one of the few remaining stretches of Route 66 in the morning, and rode through Coconino County, the home of Krazy Kat in the famous thirties comic strip of the same name. Meanwhile, dozens of grasshoppers hit my legs as I rode along – it was almost like riding through gravel as they rattled against my shins. There seemed to be quite a plague of them.

Still in beautiful sunshine, I rode up to the Grand Canyon.

Well, all good (and other) things have to come to an end. That’s what this story does next week. About time, eh?

Source: MCNews.com.au

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2020 Yamaha WR250F vs WR250R | Comparison Test

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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

Motorcycle News, News

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

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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

Motorcycle News, News

Honda’s history at the Dakar

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Dakar and Honda

It was a quiet start when a total of 90 motorcycles, 80 cars and 12 trucks headed on December, 26th 1978 on Place Trocadéro in front of the Eiffel Tower for the very first Paris-Dakar rallye. The motorcycles of the rally pioneers had little more than two wheels in common with today’s highly specialised rally bikes. Just 35 hp single-cylinder engines were fitted in simple scrambler style frames. Mostly self-built, and with large fuel tanks upgraded the bikes for the long distances. But the TV broadcasts of the Paris-Dakar immediately fascinated an entire generation of motorcyclists and made them dream of an adventure in Africa. The Dakar winners became heroes, their motorcycles iconic.

1981 – Dakar premiere of Honda

In 1981 Honda grabbed this opportunity and hired the winner of the first two Dakar editions, the then 24-year-old Frenchman Cyril Neveu, for the 1981 Dakar. But the kick-off for the young rally star turned into a challenge too great. During the prologue, which took place outside Neveu’s home town of Orléans, the chain of the XLS 500 broke just 30 metres from the start line. It took 25 minutes to fix it. After that, Neveu did not manage a single stage victory and finished the rally in 25th position. The potential of the bike was proven by his team-mates (Vassard, Desheulles, Rigoni), who won four stages in total.

1981 Honda XLS500 – Cyril Neveu

1982 – Honda wins

For the 1982 Dakar, not the French importer, but Honda Racing Corporation (HRC) took over the preparation of the Dakar bikes. The displacement of the single cylinder was increased to 550 cc, the power output raised to 45 hp. Because the transmission remained limited to four gears, the clutch was also strengthened for better durability. The tank capacity was increased from 32 to 42 litres. But the big step ahead was the new chassis where a monoshock with Pro-Link linkage replaced the two shock absorbers of the XLS 500. With the progressively working suspension and more than twice as much suspension travel as the 1981 model, the desert racer had considerably more potential on the fast parts of the tracks and more reserves with a full tank. The success proved HRC’s commitment right. Neveu handed Honda its first Dakar victory with the XL550R, and team mate Philippe Vassard finished second.

1982 Honda XL550 R

Nevertheless, the singles lost more and more ground against the two-cylinder machines on the fast stages in Africa. With a top speed of around 160 km/h the single cylinders lost a lot of time compared to the 180 km/h of the two-cylinder bikes. It was too great a disadvantage for their more agile handling to compensate, and in the following years the XL550R only managed a single podium finish (3rd place, Vassard 1984) at the Dakar.

1986 – NXR750: start of the success story

Again it was obvious that the route to victory could only be found through a completely newly-designed motorcycle. The Honda NXR750 was developed for the 1986 Dakar. Under the huge 57 litre tank, there was a brand new prototype V2 engine with ohc valve train, 779 cc displacement and max power of 70 hp.

1986 – Cyril Neveu – Honda NXR750

With a full tank the NXR weighed about 250 kilograms. But only the factory riders knew at that time: In terms of rideability and handling, the NXR was far ahead of the competition. Neveu proved this at the first try. The potential of the bike allowed him to cleverly plan the race and minimise the risks. After 15,000 kilometres, the longest Dakar in history, the Frenchman clinched the top step of the podium for Honda again. It was the first of four consecutive Dakar victories for the NXR.

1986 – Cyril Neveu – Honda NXR750

After Neveu’s 1987 victory, Italian Edi Orioli (1988) and Frenchman Gilles Lalay (1989) took the top spots with this dominating twin-cylinder motorcycle. No manufacturer had ever before written such a success story at the Dakar, and the NXR was immortalised in the sport.

1998 Honda XRV650 Africa Twin

1989 – Africa Twin to Dakar

The NXR had fulfilled its role as a pioneer, but just as one legend stepped aside, another was waiting in the wings. In 1988 the Africa Twin (650 cc, 49 hp) was introduced and was enthusiastically accepted by the customers. To prove that this trail bike not only shared the looks of the NXR but also the potent performance, the French Honda importer started an initiative at the 1989 Dakar.

1989 Honda NXR750

Under the slogan “50 Africa Twin à Dakar” privateers were offered an opportunity to participate in the rally on only mildly-modified Africa Twins (two 8-litre rear tanks, rebuild suspension). A remarkable 18 amateur riders reached the finish line. The Africa Twin promotion continued for the next two years and in 1991 Italian Roberto Boano even grabbed 11th place in the overall classification on one of the red, white and blue bikes.

Dakar 1989

1995 – A two-stroke in the desert: the EXP-2

Despite this success, Honda did not return to the rally until 1995. For this time the target was not to win, but to showcase new technology, the EXP-2. The experimental bike sported a 402cc two-stroke engine, which turned into a self-igniter under certain load conditions. The part-time diesel performed excellently, celebrated a sensational fifth place overall with French rider Jean Brucy – and disappeared after the rally as quickly as it had entered the stage. The project was no longer pursued, and Honda entered a break from the Dakar.

Honda EXP-2 | A 402cc two-stroke that dieseled

2013 – Honda comeback at the Dakar

After 24 years since the Africa Twin name entered the Dakar in 1989, Honda returned to the great race. Continuing the legend, the target was to prepare the field for the next Africa Twin, which was to be presented in 2016. But meanwhile rallye racing had changed a lot. Twin cylinder engines were banned in 2005, the rally moved to South America for the 2009 edition and in 2011 the displacement was limited to 450cc. So it was understandable that the CRF450X offroad bike served as a base for Honda’s comeback at the 2013 Dakar. The engine with the Unicam valve train (the intake valves are directly actuated by the camshaft, the exhaust valves are activated by a rocker arm) was compact, and was designed for punch at low revs instead of revving freely in deep sands and fast straights. As the Dakar continued to prove why it is the toughest rally on earth, the best Honda rider was Portuguese Hélder Rodrigues who took 7th place on the CRF450 Rally but the groundwork was set.

Hélder Rodrigues – 2014

2014 – New technology for the CRF450 Rally

Again, history repeated itself. HRC recognised that for a win in such demanding competition, a new motorcycle had to be designed. Technically, the 2014 CRF450 Rally had not much in common with its predecessor. The Unicam concept, which had been used on all Honda offroad race bikes up to then was replaced by a dohc valve train (double overhead camshafts). The high revving single engine achieved a peak power of over 60hp.

Honda CRF450 Rally DakarHonda CRF450 Rally Dakar

The chassis was also extensively modified. The conventional rear frame was replaced by a slim carbon monocoque and the front tanks were also narrower in the lower area. Both of these modifications provided the rider with greater freedom of movement and improved the handling. A longer wheelbase provided more straightline stability for the increased top speed of over 175 km/h. However, the traction control system was completely new on rally bikes. If the rear wheel spun too much, the motor management reduced the power by fuel injection and ignition. This helped to avoid peaks in engine revs and protect the tyres. Especially on marathon stages, where the tyres have to survive two stages and repairs can only be carried out with on-board tools, this was a great advantage. Compared to the previous version, the CRF450 Rally was 10kg lighter, weighing 170kg with full tank. But when it was launched in South America, luck was not with the brave. The newly engaged star rider Joan Barreda got the record number of 5 stage victories, but paid for it with frequent crashes. Once again Hélder Rodrigues became best Honda rider with fifth place.

The CRF450 Rally Dakar staff members are led by Large Project Leader Katsumi Yamazaki, General Manager Martino Bianchi, and Team Manager Wolfgang Fischer.The CRF450 Rally Dakar staff members were led by Large Project Leader Katsumi Yamazaki, General Manager Martino Bianchi, and Team Manager Wolfgang Fischer.

2015 – Electronics for the rally bike

For the 2015 Dakar, the CRF450 Rally was again upgraded. Instead of a conventional throttle cable, the throttle valves were now electronically controlled by a ride-by-wire throttle grip. As a result, the traction control reacted even more sensitively and fuel consumption was reduced. Honda found themselves with a big advantage over their competitors in engine power on high-altitude stages, such as in Bolivia. This time the plan seemed to work out.

Dakar 2015 Team HRCDakar 2015 Team HRC

Barreda led the rally until the flooded salt desert of Uyuni in Bolivia turned the tide. Salt water infiltrated the electronics of Barreda’s bike and the Spaniard had to be towed to the finish line. The dream of victory was tantalisingly close but again the Dakar bit. Team mate Gonçalves finished second in the final standings though, with echoes of what was so nearly a 1982 double-podium repeat.

Honda CRF450 RALLYHonda CRF450 RALLY

The development of the CRF450 Rally did not stop. After semi-active suspension elements had already been introduced on road bikes, HRC adapted the new technology to some of the four CRF rally bikes before the 2016 Dakar. Initially, damping could only be adjusted manually, but later the technicians used suspension components which adapted automatically to the terrain.

Team HRC Dakar 2016 Team MeetingTeam HRC Dakar 2016 Team Meeting

For the 2018 Dakar the Honda factory bikes no longer used electronic suspension, but this technology now has filtered to the Africa Twin for the benefit of customers – just one example of how racing directly helps improve production machines.

Team HRC Dakar 2016 - Paulo Gonçalves (Portugal), Joan Barreda (Spain), Michael Metge (France), Ricky Brabec (USA) and Paolo Ceci (Italy)Team HRC Dakar 2016 – Paulo Gonçalves (Portugal), Joan Barreda (Spain), Michael Metge (France), Ricky Brabec (USA) and Paolo Ceci (Italy)

2019 – Victory within reach

In general, the red riders in recent times had lacked the luck to match their stage-winning pace. Despite many stage wins, the myriad challenges of the Dakar had proved too much and thwarted such promise. In 2019 the victory of Californian Ricky Brabec seemed within reach, as it had for Barreda in 2015. The desert specialist was leading, but three days before the finish, his challenge came to an early end the in the loose Fesh Fesh sand of Peru. Once again fate was no friend of the brand with the wing, but the taste of victory was there.

Dakar Monster Energy Honda mch2019 Dakar – Honda

2020 – The Victory

At the Dakar 2020 luck turned around. In the deserts of Saudi Arabia the 28-year-old Brabec took the lead on day three and defended his leading position with aplomb over the total distance of 7800 kilometres. After seven attempts at the world’s most gruelling rally, the puzzle parts finally did fit together. The Honda team returned to the spot they had first climbed in 1982 at the Lac Rose in Dakar. To the top step of the podium.

Dakar Rally Stage Ricky Brabec rallyzoneRicky Brabec – Image by Rally Zone
Source: MCNews.com.au