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News

What Could Royal Enfield Release in 2023?

While Triumph and Harley-Davidson have collaborated with Indian manufacturers to introduce new bikes in India, Royal Enfield has been working on its own new model introduction schedule. Back in 2020, Royal Enfield had announced its plans to release a new bike every quarter in the following years. According to reports from Indian business news channel CNBC-TV18, Royal Enfield is planning to launch between two and three new models in the next five months.

One of the expected releases is the long-rumored Himalayan 450. Enfield managing director Siddhartha Lal had teased a more powerful Himalayan model in August 2022, generating excitement among fans. Besides the Himalayan 450, a new Bullet 350 is also anticipated. The details about a possible third bike are not yet clear, but more information is likely to emerge in the coming months.

The Royal Enfield Hunter 350, launched in August 2022, is performing well, with sales expected to surpass 200,000 units in the next month. In June 2023, Royal Enfield reported impressive sales figures, with 68,664 bikes sold in the sub-350cc segment, showing a 36 percent growth compared to June 2022. However, sales of bikes over 350cc saw a drop of 23 percent in June 2023.

Although the growth in the sub-350cc segment is promising, international business for Royal Enfield has declined by 31 percent compared to the previous year. Improvements are needed in the international market, as only 20,935 bikes were sold outside India in FY23, as compared to 29,563 bikes in the same period of FY22.

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WHEN DECOSTER RODE HANNAH’S WORKS YAMAHA: THE WRAP

Back in July 1994, Roger DeCoster, who was in charge of Dirt Bike Magazine’s testing department, had the opportunity to test the 1979 Yamaha OW40, which was the bike that Bob Hannah raced. This bike, owned by Terry Good of the International MX Museum, is considered one of the greatest works Yamahas of its time. In the July 1994 issue of Dirt Bike, Roger shared his experience riding the bike.

In his interview, Roger expressed his interest in understanding the competition during the late ’70s and how Yamaha’s works rear suspension was superior to the Suzukis and Honda bikes he had previously ridden. He believed that the Yamahas had an overall advantage, especially in the 500 class.

After 15 years, Roger finally had the chance to ride the OW40. Despite the muddy conditions at RedBud in Michigan, he described the bike’s rear suspension as forgiving and better than some modern bikes. He noted that the bike had a sharp midrange hit that was challenging to control, but when on the powerband, it accelerated as hard as a modern 250 MXer. However, he felt that the handling of the bike felt old, with the front end having too much rake and the handlebar placed too far rearward.

Contrary to his expectations, Roger found the fork to be soft, which he attributed to the rider position being farther to the rear. He concluded that the bike, while very good, would not be competitive in today’s motocross. He also acknowledged that the bike’s success was not just due to its excellence but also Bob Hannah’s exceptional riding skills.

1981 SUZUKI RM125

During his exploration of Dirt Bike Magazine’s archives, the author came across a photo of the 1981 Suzuki RM125, a production bike that significantly influenced the 125 two-stroke class. The RM125 revolutionized the class and set the standard for the next 30 years.

Prior to the RM125, the 125 class and motocross in general were evolving rapidly. Honda, Yamaha, Suzuki, and Kawasaki were introducing new advancements each year. However, the 1981 Suzuki RM125 stood out with its liquid-cooling system, vertically mounted rear shock, and performance in local and professional motocross competitions. The RM125 outperformed its competitors and paved the way for future advancements in two-stroke technology.

Although Suzuki’s dominance in the 125 class was short-lived, the impact of the RM125 was significant. It influenced the development of power valve technology and rear suspension design. Despite being surpassed by newer motocross technology, the RM125’s contribution in shaping the future of motocross cannot be undermined.

SPEAKING OF BOB …

The author also stumbled upon an issue of Dirt Wheels featuring Bob Hannah on the cover riding an ATV in 1986, a nostalgic moment for motocross enthusiasts.

THE ‘WICK!

The Southwick motocross event is happening this weekend! The author provides details on how to watch the event and lists the broadcast team, including Jason Weigandt, Ricky Carmichael, James Stewart, and more. The event will be televised on Peacock and NBC.

2024 BMW ADVENTURE MODELS ANNOUNCED

BMW has unveiled its 2024 Adventure models, including the R1250GS and G310GS. The G310GS starts at an MSRP of $5,695, while the R1250GS Adventure is priced at $20,745. The bikes come in various colors and feature different options and packages. Changes to the standard equipment include the addition of Intelligent Emergency Call on the R1250GS Adventure.

That’s all for now, see you next week!

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ROLAND HINZ & ME

The year was 1980 when I started working at Dirt Bike Magazine. Two weeks prior, the ownership (Bill Golden) had hired an executive to run the day to day operations and play a role in the planning and execution of the two magazines we had, Motocross Action and Dirt Bike. Roland Hinz had come from a successful job working at entertainment mags (Rona Barrett’s Gossip and Hollywood) turning them into big money makers. He was a magazine guru, a newsstand specialist and he had a passion for dirt bikes.

Roland had come into an environment where huge egos worked diligently to protect their fiefdoms and were violently opposed to most of the ideas he brought to the table. Editorial meetings forecasting our plans for the month, cover subject meetings and cover line control and working within a budget led his vision. The reigning staff boiled.

What we didn’t know was that Roland was there to rescue a sinking ship that was hemorrhaging money. His goal was to pay off the debt, then purchase the company. What I remember was that things in the office got tense. I was a full-blown dirt bike enthusiast and was just excited to be working for the magazine. There was talk of anarchy, continuous criticism and zero respect for the future owner of Hi Torque Publications. I was afraid that I’d lose my job right after getting the best job on the planet.

Roland was tough but had enough patience to kickstart the change in the company. By the time he paid off the debt and became the owner, the Editors embraced his plan and amazingly, we flourished. I remember color meetings (where we chose the photos for the magazine and the main cover image) that lasted for hours. He was always enthusiastic about cover lines, knowing that they had the ability to attract attention at the newsstand if they had a good hook. Forty years later, Roland played a role in every cover line that appeared on his magazines.

He was good at allowing the editors with a passion for the sport to drive the content. We just had to convince him how this was good for the reader, beneficial for the advertiser, and aligned with the interests of the newsstand buyer. I remember when Paul [Clipper] tested a Honda ATC in Dirt Bike. It was a highly debated move, disliked by the purists in the office. Roland saw it as an emerging sport and started Dirt Wheels magazine. For decades, it was his most successful magazine.

In 1981, while at a Husqvarna product intro at DeAnza Cycle Park, all the press members got a chance to test ride every new model in their line. Roland was on a trail ride with Mark Blackwell, I was out riding in the canyons with Dick Burleson. Our two groups met head-on in a tight canyon with near misses among the riders. I collided directly with one of the riders. It was Roland. I thought that it was the end of my job. My boss was more scared than mad, and we never talked about the incident again.

There were some unique aspects to the man. He was incredibly successful yet drove a Volkswagen Thing to work every day for years. In the decades that I worked for him, he always wore shorts and tennis shoes. And when it came to religion, Roland was a devout Christian. Every year at our Christmas party, he would start it with a prayer, allowing non-believers to leave if they were offended. After my wife passed away following a long battle with cancer, Roland sat with me in my office every day, talking about life, death, and God, always ending with “are you good?”

When I started working for Roland, I was young and afraid of the stern German. We would clash over covers, argue about budgets for testing and travel, and in over four decades, nothing changed. Except that we became friends. He was a mentor, and in a changing world where magazines were seen as a dying industry, we remained profitable.

Roland passed away this weekend after a long battle with his health. I will truly miss this man. He was a teacher, a tough and strict boss, and had the gift of taking care of the people who made great things happen which was undoubtedly a catalyst for Hi Torque’s success. Rest in peace, my friend.

-Tom Webb

BMW

BMW Exploro bikes: new special edition combines innovative technology with progressive design.

The new BMW Exploro bike series, developed in collaboration with bicycle manufacturer 3T, offers a wide range of options for travel on two wheels. The bikes feature state-of-the-art technology and modern design, with three types available: gravel, road, and urban. Each bike can also be ordered with an electric motor.

All models in the special edition series showcase BMW’s commitment to performance and premium quality. They come with a full-carbon-fiber frame, available in six different sizes.

The bikes are equipped with a 12-speed electronic gearing system from SRAM, providing precise gear changes and a clean cockpit design. The hydraulic disc brakes have cables routed inside the frame, enhancing the overall aesthetics of the bike. The frames also feature a two-tone paint finish, with a darker shade on the lower section and a lighter shade on the top tube, seatpost, and fork.

The bikes come with a 40-tooth sprocket and a cassette spread of 10-44 teeth, ensuring the right gear ratio for various terrain types. The hydraulic SRAM Rival brakes with 160-millimeter discs provide excellent stopping power. The electric versions of the bikes are equipped with a Mahle X20 rear-wheel hub motor, offering an extra boost of power. The integration of the electric motor maintains the sleek design of the traditional bikes.

The BMW Exploro Gravel is designed for both gravel and paved roads. It comes with 27.5-inch aluminum wheels, Pirelli Cinturato Gravel tires, a carbon fiber seatpost, Selle Italia Model X Superflow saddle, and carbon fiber racing bike handlebars. The electric version of the Gravel bike features a discreetly integrated hub motor powered by a 350 Wh battery.

The BMW Exploro Road is ideal for asphalt surfaces, featuring 28-inch carbon fiber wheels, Panaracer GravelKing Slick tubeless ready tires, an aero seatpost, Selle Italia saddle, and carbon fiber racing bike handlebars. The electric version of the Road bike has a smaller battery (just under 250 Wh), resulting in a weight saving but slightly shorter range.

The BMW Exploro Urban is designed for commuting, shopping, and leisure trips in urban environments. It comes with nimble 27.5-inch aluminum wheels, flat handlebars, and a comfortable Brooks Cambium saddle. The electric version of the Urban bike is equipped with a Mahle X20 hub motor and a 350 Wh battery, providing efficient pedal assistance for longer distances.

All six models of the BMW Exploro bicycles are now available from specialist retailers at the following prices:

BMW Exploro Gravel: €4,999

BMW Exploro Gravel electric: €7,999

BMW Exploro Road: €5,999

BMW Exploro Road electric: €8,999

BMW Exploro Urban: €4,999

BMW Exploro Urban electric: €7,999

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The Weekly Feed: Caselli the Legend, Social Pokes and Prods, Iconic Photos

Wiley Watson made several great dirt bike videos, with one of his favorites featuring Kurt Caselli. “What !f” showcases Kurt, along with Kyle Redmond, Kailub Russell, Taylor Robert, and Russell Bobbitt, and looks at their athleticism in their chosen dirt bike path. “Caselli 66 – Ride the Dream” pays tribute to Kurt after his untimely death in 2013. It’s an excellent tribute to an American off-road legend. The photo above, taken by Wiley, captures Kurt riding at extraordinary speeds in the desert.

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My friend Dan Dawson was an amazing rider. He had great skills, a tough mentality, and a compassionate heart. We were neighbors and rode together frequently. This photo, taken in 2012, shows Dan testing a Dicks Racing Beta 350 dual sport machine. Unfortunately, we lost Dan a few years later, and I miss him every day. He was a true rebel!

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A stunning shot taken by Mark Kiel of Heikki Mikkola, the reigning World Champion, on a factory Yamaha. Heikki won the 500cc World Championship in 1977 with 12 victories (DeCoster finished second) and followed it up with another dominant season in 1978, winning his 5th World Championship (Brad Lackey finished second).

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In 2012, I had the chance to test a Pro Circuit Husaberg 300. Equipped with Showa suspension, PC clamps, and Flexx Bars, this bike was a beast in tight and difficult terrain. The photo, taken by my friend Karel Kramer, shows me riding through a rugged high desert canyon.

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Watch: The Unboxing Of A 2023 Ducati Panigale V4 R

If you enjoy unboxing videos, you’ll definitely want to check out this one. It features the unboxing of a new 2023 Ducati Panigale V4 R, a special edition bike developed by Ducati for the World SuperBike Championship.

The Panigale V4 R is the most extreme variation in the Panigale V4 lineup and is designed for racing. It boasts up to 240.5 horsepower in its racing configuration, but for EURO 5 compliance, the power is limited to 218 horsepower. With a racing exhaust, it can reach up to 237 horsepower.


2023 Ducati Panigale V4 R - Front Right Angle View - Studio

21 Photos

The Panigale V4 R features various engine enhancements, including new camshafts, pistons with DLC coating, and new connecting rods. It also comes with lightweight titanium and carbon parts. Unlike the standard Panigale, the V4 R is a limited-production model designed for homologation purposes.

The unboxing process is relatively simple, with the front wheel attached during shipping and the rear securely fastened with brackets, a bolt, and a rod. Only 500 units of this special edition Panigale were produced.

News

REV’IT! Presents The Outback 4 H2O Adventure Jacket

Adventure riding requires not only the right bike and proper skill to handle the terrain, it also requires the best gear to keep you safe and protected in ever-changing weather. Indeed, when embarking on long-distance rides, the weather can change from one region to the next, and being caught out in the cold and rain without the proper gear can be a recipe for disaster.

Dutch gear and equipment specialist REV’IT! is no stranger to adventure. In fact, a lot of the gear it has in its collection is specifically designed for adventure-touring. Its newest jacket, the Outback 4 H2O, is a good example of this. Now on its fourth iteration, REV’IT!’s Outback jacket has been designed to offer a customizable fit, and more ventilation than before to provide extra comfort. Of course, REV’IT! doesn’t skimp out on protection, offering some of the best technology when it comes to safety in this jacket.

REV’IT! Presents The Outback 4 H2O Adventure Jacket

The all-new REV’IT! Outback 4 H2O is available in both men’s and women’s sizes, giving you plenty of options for a perfect fit. Even the elbow guards are adjustable, and there are several hook-and-loop straps on the lower and upper arm. Because the cuffs are adjustable, you can wear your gloves inside or outside depending on your preference and the season. Furthermore, the jacket’s collar and waist can be adjusted to fit your demands.

As standard, the jacket has SEEFLEX CE-level 2 protection for the shoulders and elbows. It also has SEESOFT CE protection inserts on the back and chest. To round off your ideal travel ensemble, add the Neon Connector vest for visibility or the Challenger cooling vest for comfort. Reflective patches are built into the fabric to enhance visibility in all lighting conditions. These reflective portions are fused to the fabric using a welding procedure, which eliminates seams and improves the overall protection and longevity of the jacket.

REV’IT! Presents The Outback 4 H2O Adventure Jacket
REV’IT! Presents The Outback 4 H2O Adventure Jacket

The jacket’s thermal lining has an interior pocket for keeping personal belongings. There is also an easy-access internal Napoleon pocket, a rear patch pocket, two hand warmer pockets, two internal pockets, two front patch pockets, and one waterproof internal pocket. The integrated ventilation sections offer excellent airflow, efficiently keeping you cool while riding.

News

Exploring the Rare 1942 Harley TT Engine at Dale’s Wheels Through Time Museum

Watching Matt Walksler get his hands on a new-to-him piece of ultra-rare American motorcycle history is almost as exciting as new bike day. Walksler is known for his vast realm of knowledge in his area of expertise, making his unboxing videos even more enjoyable to watch. In this video, he explores a 1942-ish Harley-Davidson TT racer which the Museum received about six months ago. Walksler believes it is an ultra-rare 80 cubic inch version of the typical 45 cubic inch race bikes at the time.

The excitement begins as Walksler takes a quick walk around the bike in its complete form, noting the racing features such as a set of Flanders racing bars, a TT racing seat, and a short oil tank for racing which ultimately allows for better ground clearance and better cornering on a TT bike. The engine cases, although dirty and grimy, give no indication of the fascinating details on the inside that Walksler is about to share.

Assisted by a colleague, Walksler delves deeper into the bike, showing off the polished connecting rods, ported cylinders, and shortened three-ring pistons. He points out that everything inside the engine case has been lightened in the interest of going faster, from lightened flywheels to gears with holes drilled out to add lightness. However, Walksler also acknowledges that everything done to improve the bike’s speed is what people typically did in the early days of racing. They didn’t have the knowledge that we have now, making it all the more fascinating today.

Wheels Through Time plans to restore and fire up the bike in their next video. Stay tuned.

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2023 500 DUAL-SPORT SHOOTOUT

We at all times need extra. It’s our nature as riders, racers and dust bike dudes. In the world of great dual-sport bikes, the massive stars have at all times been the 500s. The 300s are widespread for the lots and the 350s are for purists, nevertheless it’s the 500s that get us up early and make us experience. The Beta 500RR-S, Honda CRF450RL, Husqvarna FE501S and KTM 500EXC are the elite bikes with essentially the most efficiency, the least weight and the best costs.

For our 2023 500 Dual-Sport Shootout, we chosen these 4 bikes as the most effective of the most effective. We rode them in inventory situation except for tires. All of them have been re-shod with Dunlop Geomax Enduro EN91 tires, that are street-legal full knobbies. We have been gifted with the most effective using circumstances that Southern California has to supply, proper on the climax of an unparalleled superbloom. And to suppose, some individuals work for a residing.

BETA 500RR-S


Beta is the dangerous boy of the dual-sport world. The small Italian firm doesn’t thoughts pushing the sides of legality. It’s nonetheless completely authorized in all 50 states. It has all of the necessary street-legal gear, it meets the best sound necessities and passes the right emissions checks. In all these instances, the bike is correct on the permissible restrict, whereas Honda and the Austrians aren’t fairly so courageous. The Beta has the one double-overhead-cam design within the group and is the one one that gives mapping choices. In entrance of the fuel filler, there’s just a little button that shows a rain cloud or just a little solar emoji for the aggressive or gentle map. There’s additionally traction management for a complete of 4 completely different mapping mixtures.

In the suspension division, there’s a Sachs open-cartridge fork up entrance, which has revised internals for 2023, and a Sachs shock with linkage within the rear. The brakes are by Nissin and the inventory tires, which aren’t dangerous, by the best way, are Michelin. The essential purpose we changed them was to place all of the bikes on rubber with equal put on, however we gave the primary bonus factors of the shootout to Beta for equipping the bike with actual off-road-capable tires. This yr there are only a few adjustments to the 500RR-S, however they do embrace narrower radiator shrouds and new graphics. On our scale, the Beta is 254 kilos with out gas. It sells for $11,799.

HONDA CRF450RL


Honda has a historical past of doing one thing large within the dual-sport world, then turning away for years. When the Honda CRF450L got here out in 2019, the world stopped spinning for an immediate. Now, the bike has turn out to be a staple in Honda’s line. The solely change since then was the change of the suffix to “RL” as a declaration that the bike relies on an “R” racing mannequin and to distance it from the extra pedestrian CRF300L. The bike shares a lot of the identical structure with the CRF450R motocross bike of that interval, regardless that just about all of the components are barely completely different. It nonetheless makes use of a single-overhead-cam motor with Honda’s offset cam “Unicam” design. In this case, it has a 6-speed gearbox, and the motor is in a a lot milder state of tune. It has the one aluminum body of the group and the suspension makes use of pretty refined Showa items. The tires that got here inventory have been IRC Trails GP, that are very street-oriented. When we changed them with full knobbies, we additionally needed to set up rim locks. All of the opposite parts concerned are principally the identical as these of the CRF450X offroad bike. It’s fascinating to notice the bike gained weight at each step of the best way. This bike weighs greater than the X, which weighs greater than the R. On our scale, the CRF450RL is 277 kilos with out gas, which is significantly greater than any of the others. The value, then again, is significantly much less at $9999. That’s really a value discount in comparison with 2019.

HUSQVARNA FE501S


Husqvarna, as everybody most likely is aware of by now, is owned by the identical dad or mum firm as KTM. That leads individuals to imagine that the bikes are primarily the identical. In some instances, that’s true, however not right here. The FE501S has linkage suspension within the rear, similar to Husqvarna’s motocross bikes. The KTM doesn’t, and meaning there are vital variations within the body. There are additionally variations within the bodywork and parts. The Husqvarna has Braktec brakes and a Braktec hydraulic clutch. It has a ProTaper handlebar, D.I.D. rims and a skid plate as customary gear. The Husky additionally has CNC-machined triple clamps.

Still, the record of options which are shared between the Husky and KTM is for much longer. They have equivalent WP XPLOR forks and equivalent motors. This is just about the identical motor that KTM and Husky use in all their competitors four-strokes, though it’s in a milder state of tune and has a 6-speed gearbox. In order to name it a 501, the stroke is 8.4mm longer, bringing the precise displacement to 511cc. Husqvarna could be very severe about conserving this bike quiet. There’s a reed valve within the air boot to quell consumption noise. Even the tires have been chosen with sound output in thoughts. The Continental TKC 80s are very street-oriented and make little or no highway noise. When we changed them, we needed to set up the rim locks that come within the bike’s instrument bag. On our scale, the 2023 Husky FE501S is 248 kilos with out gas, and it’s the costliest on this group at $12,649.

KTM 500EXC


This bike obtained a reasonably complete redesign again in 2020. That was when it obtained a brand new head and a redesigned metal body, however the total design ideas have been in play since 2012 when gas injection was launched. Today, the KTM’s most distinctive characteristic is its PDS no-linkage rear suspension. This isn’t your father’s PDS. It has developed through the years, and even its harshest critics should concede that it’s come a good distance. In entrance, it has a coil-spring WP XPLOR fork, similar to the Husqvarna. The motor is rather like the Husqvarna’s as nicely, though it breathes just a little extra freely. The airbox is completely different, and the consumption is formed otherwise as a result of the PDS shock is offset and permits extra room. Like the Husky, the KTM has a reed valve within the air consumption. Unlike the Husky, the KTM has Brembo brakes, Brembo clutch hydraulics, a cast-aluminum triple clamp and no skid plate. The solely adjustments for 2023 are graphics and the colour of the body, which is orange. If that is in step with KTM custom, the body shade signifies that subsequent yr shall be an enormous redesign. The 500EXC is the lightest of the group at 244 kilos with out gas. It sells for $12,549.

MOTOR SWEEPSTAKES


All of those bikes have clean, candy energy. They aren’t loopy quick, however they’re quick sufficient. Unlike the 350cc variations of those bikes, which we examined within the April 2023 difficulty, you don’t end up enthusiastic about modification from the phrase go. To put a quantity on it, all 4 bikes make someplace within the neighborhood of 40 horsepower. That’s far wanting most 450 race bikes, that are within the higher 50s. But, you don’t need that sort of energy in a path bike. It’s an excessive amount of work. These bikes are all simple to handle, enjoyable to experience and undoubtedly don’t go away you wanting.

Of the 4, Beta wins the facility sweepstakes. It has some actual bark within the midrange. In a four-bike roll-on drag race, they might come off the road about the identical, however from the center up, the Beta would draw back and by no means look again. That’s a pure consequence of being in a extra aggressive state of tune. The Beta has a louder exhaust, and we’re betting it has extra gas being delivered. Next bike to the drag-race end can be the KTM, though it might be a number of bike lengths again and solely a hair in entrance of the opposite two. As far as gear ratios go, the 4 bikes are freakishly comparable, gear for gear. They all redline at about 34 mph in first after which have comparable gaps all the best way to sixth. On prime, we confess we by no means did a Bonneville pace run, however we did do the mathematics. All have gearing to theoretically attain 100 mph at 9000 rpm. That merely tells you that they aren’t screaming at regular freeway pace.

Even although the Beta has a definite energy benefit, it’s the KTM that has the most effective total character. It runs clear, by no means stalls and has wonderful roll-on. Just a few years in the past we’d have by no means believed this potential from a motorcycle with EPA-approved gas mapping. The Beta and the Honda are extra susceptible to stalling and have jerkier throttle response. The Honda, specifically, has an on-or-off nature down low. That makes you utilize the clutch just a little extra as a safeguard towards stalling. And, if you happen to over-use the clutch, it will possibly fade; it’s the one bike of the 4 with a cable-actuated clutch.

TRAIL MANNERS


The KTM and Husqvarna have an enormous benefit within the weight division. They really feel like actual dust bikes, and meaning they are often very aggressive on the path. The Beta is just a little larger, taller and heavier, however not at all clumsy. The proven fact that it’s essentially the most highly effective is the most important purpose it’s tougher to manhandle. All 4 are absolute featherweights in comparison with the Honda. It’s an enormous boy. This finally ends up being a limiting issue regardless of the place you experience or what you do. On uphills, gravity has an enormous say in how far you go. On downhills, it limits how briskly you’ll be able to and the way rapidly you’ll be able to cease. We can say, nonetheless, that the Honda has the most effective suspension of the group and possibly, simply possibly, the additional weight can take just a little credit score. We aren’t saying that if you happen to add 30 kilos to your bike it would instantly have wonderful suspension, however we all know that if you rise up to hurry in whoops and tough terrain, the Honda is wonderful. It goes straight and is completely steady. Still, the considered getting sideways in whoops on a 277-pound bike is simply scary sufficient to make us again it down just a little early.

The Beta’s suspension is softer and might get just a little unfastened in whoops. It’s clearly designed for decrease speeds and extra technical using circumstances. It does very nicely in rock gardens and could be very degree and steady regardless of having such gentle settings. You nonetheless can’t name the Beta plush, although. It has a stiff chassis and seat, which mix to transmit an uncomfortable quantity of suggestions to the rider. Both the KTM and the Husky ship a a lot cushier, extra snug experience. They have fork and shock settings just like these of the Beta, however between the chassis and the seat, the top result’s much less harsh and extra pleasant.

Comparing the KTM and Husky boils right down to that time-honored debate between linkage suspension and PDS. Riders can argue the virtues of each late into the evening across the campfire. We usually go to mattress early. To repeat what we now have typically stated, we favor the KTM’s PDS suspension at decrease speeds. We just like the motion and love the additional floor clearance. At greater speeds, we really feel the Husky is extra degree and predictable. We additionally just like the entrance finish of the Husky higher at any pace. We give some credit score to the ProTaper handlebar and the machined triple clamp.

DUEL OF THE DUALS
When you spend hours on a motorcycle, as we are inclined to do with dual-sport machines, little issues can turn out to be large issues. Here are some random notes from the path:

• The brakes on three of the 4 bikes are wonderful. The Honda and the Beta use Nissin, and the KTM makes use of Brembo; all have good really feel and wonderful energy. The Braktec parts on the Husky are weaker and mushier.

• All 4 bikes have radiator followers and wish them. They run scorching in tight terrain. That’s a pure consequence of getting lean gas mixtures and restrictive exhausts.

• We give Beta credit score for having a number of maps and traction management, however should admit that we favored the Sunshine map with out traction management in just about all circumstances. We nonetheless like having choices even when we don’t use them.

• We had a number of electrical points with the Beta that delayed the shootout. They associated to the wiring harness and an airbox sensor, and so they have been dealt with by a vendor underneath guarantee, simply as they might for any buyer.

• With massive electrical switches mounted on the KTM and Husky handlebar, house could be very restricted, a lot in order that we couldn’t regulate the levers correctly.

• The Husky, KTM and Beta have very floppy license-plate brackets and can ultimately get sucked into the rear wheel and spit out. The Honda’s, then again, is so overbuilt which you can stand on it.

• The Beta has a kickstand that’s loopy brief. It usually leans at a 30-degree angle.

• KTM and Husqvarna have achieved a superb job of hiding all of the emissions gear. We don’t know the place they put the charcoal canister. Everything is correct out within the open on the Honda.

• The Honda has the most effective headlight by far.

• The Beta comes with a Trail Tech GPS—customary gear!

THE CHOICE
Picking the best dual-sport bike is definitely far more troublesome than selecting a motocross bike or the rest. You can’t resolve with a stopwatch. Dual-sport riders are a really disparate group—some use them for commuting, others for outright competitors. Here’s how we stack these 4:

FIRST PLACE: KTM 500EXC


We love this bike regardless that it drives us just a little loopy. It has a clean energy supply, it’s extremely mild, and it has wonderful path manners. Yes, we want it had the sheer energy of the Beta and the road manners of the Honda, however we are able to work with what KTM has supplied.

SECOND PLACE: HUSQVARNA FE501S


Obviously, the Husqvarna has most of the identical virtues because the KTM. The solely purpose the Husky surrenders the highest spot is due to its comparatively small disadvantages in brakes and energy. For those that plan on competitors, the Husky is perhaps the most effective place to begin.

THIRD PLACE: BETA 500RR-S


Going in, we assumed the Beta would take the highest place on this shootout, simply because it did in our 350 dual-sport comparability. Horsepower is a convincing argument. As it seems, all of the 500s make sufficient energy to please just about anybody, and the Beta remains to be just a little tough within the consolation division.

FOURTH PLACE: HONDA CRF450RL


An wonderful variety of dual-sport bikes by no means go off-road. So, another person would possibly have a look at the Honda as a simple winner. It’s extraordinarily snug, it’s overbuilt and it has spectacular suspension. But, we’re who we’re. As a pure off-road machine, the CRF450RL is an excessive amount of bike. We’ll put it aside for the lengthy rides with a unfastened schedule.

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Are Choppers No Longer Relevant?

The chopper is the ultimate biker’s bike. It’s a lean, aggressive, throttle-hungry machine. The very visual of a chopper is synonymous with motorcycle culture itself. They are especially the centerpieces of hit TV shows like Orange County Choppers and West Coast Choppers, because they symbolize the sheer badassery of how it feels to ride one of these babies down the highway and to a big rally like Sturgis. But if choppers have played such an important role in the popularity of motorcycle culture, why don’t we see them as much anymore? Back in the 1960s and 1970s, they were the object of every rider’s desire. In those days, choppers were actual Frankenstein monsters that put great emphasis on craftsmanship, creativity, and style.

The original Harley-Davidson chopper was heavily modified by riders from its original stock production through the removal of its bulky fenders and replacing them with lighter, slimmer accessories. The bike’s steering angle, fuel tanks, frame geometry, and forks would be targets of change. But probably the most obvious feature on a chopper would be the lengthened rake, extending the front wheel far past its stock settings. Sure, it definitely made handling the bike much more difficult. But the main point was that it looked cool. From there, functionality was an afterthought. If anything, the point of building a chopper was to push it to the absolute extremes. However, the hype and fan fare surrounding the chopper fizzled out, and other motorcycles took its place at center stage. But does that mean that this aggressive-looking cruiser is gone for good? Not quite.

Related: Here’s What The Original Cast Of American Chopper Is Up To Today

Chopper Culture Never Really Died

Neil Moralee via Flickr“”>

Harley-Davidson Captain America Chopper
Neil Moralee via Flickr
Still shot of a Harley-Davidson Captain America Chopper

While there was a big chopper boom in the 60s and 70s, the scene did seem to burn itself out after a while. Literally and figuratively. Over time, many choppers would either be wrecked or stripped for parts by builders working with a tight budget. Tastes in motorcycles had also changed, as more effective disc brakes and swingarm frames served to be more realistic and comfortable to bikers that were getting up there in age. When American builders put their first chopper together, they were in their 20s and 30s. But by the time they reached their 40s and 50s, choppers were no longer their primary choice of bike. However, Europe was operating on a different time.

Chopper culture eventually made its way over to Europe, and in Sweden in particular where many motorcycle enthusiasts fell in love with the low-profile motorcycle with long forks that screamed “all-American.” However, due to Sweden not having much access to US Army flatheads to swipe the forks off of, many builders resorted to using the long fork tubes found on hydraulic forks to serve as the extra-long rake to their makeshift choppers. By the 90s and 2000s, Swedish chopper style made its way back to America were the next-generation of builders were inspired to create a more modern “Pro Street” chopper that many hungry buyers were willing to pay up big time for these wild-looking motorcycles. If you think about it, choppers were a lot more like rock music. There was a time when it was absolutely huge, but then tastes changed and other genres took center-stage. However, it spent its time out of the spotlight evolving and refining its craft to become something even more spectacular.

Can Modern Choppers Carry The Torch?

2023 Breakout photo
Harley-Davidson
The official 2023 Harley-Davidson Breakout

In an age when many motorcycle brands look to the past in order to pave the way to the future, factory-made choppers are a considerably hot ticket item. With models like the Harley-Davidson Breakout and the Honda Fury, these are the bikes that take the eye-catching flashiness that choppers are known for, and merge them with modern-day riding technology, comfort, and performance upgrades. That means bigger engines, better handling, greater fuel capacity, better suspension, and a much smoother ride than its predecessors. While the chopper style isn’t as popular as it once was, it is definitely the right style for the right person. With that being said, this also means that this niche market for new Breakouts and Furys are extremely competitive. With the entire automotive industry plagued by high-demand and low-supply of new inventory, putting a deposit down for a new bike is the only way to guarantee it in your driveway.

Related: This Custom Harley-Davidson Breakout Is An Insane 2,100cc, 150-HP Beast

But what about modern-day custom choppers? Major brands like Harley and Honda producing their own versions of the chopper is fine and dandy, but what about shops that carry on the tradition of craftsmanship and creativity that the motorcycle was known for? There are many shops throughout the U.S. that carry on the tradition of building choppers, and they can fetch quite a high price tag. For most enthusiasts, a custom chopper is just a really cool toy to have. A novelty item if you will. It can be that one bike you’ll bust out on special occasions, when the weather’s perfect, when you’re on your way to a big rally, or something to help promote your business. They turn heads and grab everyone’s attention, so this could be one of the reasons why this style of motorcycle continues to live on. While both custom and factory-made choppers still exist, they probably won’t be able to reach the same peak of popularity they once had. Mainly due to the fact that there are so many other options out on the market today.

Should I Get A Chopper?

If a chopper is the kind of motorcycle that you just can’t seem to get out of your head, you should ask yourself if this is the kind of bike you could see yourself riding? Given that most choppers come with a big learning curve, these would not be recommended for a new rider. That giant rear tire, plus that skinny front tire and long rake equals some very tricky turns that many intermediate-level riders would have a rough time learning. If there’s one thing that these kinds of bikes do well, it’s running in a straight line on the highway. If you’re the kind of rider that likes to do lots of hairpin turns and ride on the Tail of the Dragon, this is 100% not the bike for you. But if you are more of the laid-back cruising-type of rider that likes to take it easy, then you may find yourself enjoying a chopper more often. While choppers are traditionally low-profile, elongated, and are more built for looking flashy, these days there are loads of riding technology, suspension systems, and seating options that make these bikes much more comfortable in the long-run.

Basically, a chopper is not the kind of bike for a wallflower. If you are not a fan of being the center of attention and would very much prefer to blend in with the rest of the crowd, then a chopper wouldn’t be your style. Choppers are made to grab everyone’s attention and to take selfies in front of. Usually at any motorcycle rally, touring bikes reign supreme, followed by sportsters and high-performance cruisers. But if you show up riding a chopper, the last thing you are going to do is blend in. Everyone is going to want to stop by and appreciate your bike for its uniqueness. So you better be prepared to answer lots of questions from some very excited enthusiasts!