Riders who use the Snap Send Solve app that helps Australian authorities identify and fix road hazards that pose a danger to vulnerable road users such as motorcyclists could win a $50 incentive prize.
Up to ten $50 gift cards are drawn each month from users who refer friends and family to the app.
You can enter after submitting or rating a report or by clicking ‘Refer Friends’ in the ‘More’ section of the app.vAnd you can enter as many times as you like.
Snap Send Solve will contact winners when monthly prizes are drawn.
The app requires riders to take a photo of the road hazard and send it to the app which passes it on the authorities.
Of course, riders could also report directly to authorities, but it is often unclear which jurisdiction is responsible for the problem as roads divided among all the three levels of governments in Australia.
The app is basically a one-stop shop for reporting hazards.
Riders are three times more likely to be involved in crashes caused by potholes and poor road surfaces than any other vehicle type according to a British Automobile Association survey.
It found that while potholes cause damage to cars, they are a far greater injury threat to riders.
They say riders swerving to avoid potholes can also cause crashes.
There is no doubt that potholes are dangerous to riders.
A pothole can cause a big jolt in the front suspension, kick the handlebars about and possibly damage a rim. But at least the suspension is set up to absorb most of the impact.
They can lift the front wheel off the ground, kick the bike left or right into the bush or oncoming traffic, or cause a tank slapper where the handlebars oscillate wildly.
Bumps are also harder to see and seem to be less likely to be fixed than potholes in yet another example of how the authorities ignore and neglect motorcycles.
Triumph Motorcycles has this week announced they will build and race enduro and motocross motorcycles with the help of five-time American Rider of the Year Ricky Carmichael (pictured above).
The official press release didn’t supply many details and it is unknown whether they will be produced in India or Thailand where most of their motorcycles are now made.
However, the British company did say it would return to dirt racing at the “top-tier” level.
The company also announced that Ricky will be joined by five-time Enduro World Champion Iván Cervantes to test and prepare the bikes for racing.
Iván Cervantes
But they didn’t say whether they would race them and when the bikes or their racing prototypes would be available.
We suspect the bikes will be raced and tested before production versions are ready for the market.
They did the same thing with the 765cc Moto2 engine which has moved into their road bikes.
Ricky also doesn’t give away any clues, just stating that he will “be a part of the development and release of Triumph’s off-road motorcycles”.
Likewise, Ian simply says he “cannot wait to see the bikes competing at a world level”.
Whoever does race them, it will no doubt kick start a PR campaign based around the racing endeavours of Hollywood legend and Triumph fan Steve McQueen.
Steve McQueen
He raced Triumphs in the USA and represented his country in the 1964 International Six-Day Enduro Trials in Europe and was also famously depicted in The Great Escape jumping a TR6 over a barbed-wire fence to escape the Nazis.
No doubt the new-age Triumph dirt bikes will be a lot lighter than the heavy TR6 and other models used in dirt racing more than half a decade ago.
Company boss Nick Bloor says they are “100% committed to making a long-lasting impact in this highly competitive and demanding world”.
Riding Highway 88, aka Black Lightning. Photos by Kathleen Currie
Buffalo County, Wisconsin, is a hidden gem for motorcyclists. Located in the northwest part of the state, its southern border is the Mississippi River, which is the dividing line between Wisconsin and Minnesota. This is rural farm country, and the entire county has only one traffic light.
Buffalo County boasts dozens of fantastic motorcycling roads that twist along river banks, climb steep bluffs, dive into coulees and steep ravines, and cling to the edges of sandstone ridges. Numerous creeks and small rivers flow through the Waumandee Valley on their way to join the Mississippi, and they influence the shape and slope of these roads.
Buffalo County appears to have the most curvy road signs in Wisconsin.
The best starting point is the town of Mondovi, located in the northeastern corner of Buffalo County. A quick fuel and food stop is recommended, as gasoline stations, restaurants, and other amenities are sparse as you head south. After a bite at McT’s Diner we follow County Roads (CR) H and ZZ south to a hook up with State Highway 88 at the Buffalo River.
Known as “Black Lightning,” Highway 88 has approximately 130 corners and curves in 40 miles as it runs from Gilmanton to the Mississippi River, making it one of Wisconsin’s highest-rated biker roads. It gives riders — and their brakes — a real workout as they ride the ridges and slash through a sandstone cut north of Praag.
This tour route is available on the REVER app in the Rider Magazine community.
At CR U, we head east until we reach CR C at a crossroads just north of the village of Montana. CR C dishes up a variety of steep climbs and hairpin curves as we work our way south along Swinns Valley Creek, on our way to State Highway 95 just west of Arcadia. A short jog going west on 95 takes us to CR E, which heads northeast through Pansy Pass and Glencoe to Waumandee. CR E east of Waumandee has such steep hills that many homeowners have large angled mirrors mounted on posts at the foot of their driveways to help provide a view of any hidden oncoming traffic.
The village of Waumandee — Chippewa for “clear and sparkling water” — is worth a stop. It dates back to the 1850s, and Waumandee House, which was built in 1879, is still an active inn and restaurant. Every September the village hosts the Waumandee Hillclimb, a unique event for sports car enthusiasts. A two-mile stretch of Blank Hill Road west of Highway 88 is closed for a day of timed runs up an 18-turn hillclimb road course.
J & J BBQ in downtown Nelson is a favorite biker stop.
Crossing Highway 88 we take a shot at Blank Hill Road, which is as challenging as advertised. Take care along the section of road that clings to the side of a cliff and has no guardrail. At CR N, we head north along Alma Ridge, which has some white-knuckle descents on its way to the Buffalo River at State Highway 37. A short jog up Highway 37 takes us to Highway KK on the west side of the Buffalo River.
The lunch crowd heading down Great River Road (Highway 35) to Nelson.
Want a taste of riding the Isle of Man TT? Much like the famed road circuit, the CR KK south of Modena has climbs and descents chiseled into the sides of ridges with few guardrails, testing our binders and our nerves as we plunge down to CR D.
CR D winds west through rolling farm country to its junction with State Highway 35, which is known as the Great River Road and hugs the northern shore of the Mississippi. Overlooking the river, the town of Nelson has several recommended dining stops. On the day of our visit, J & J Barbeque and Nelson Creamery are overwhelmed with two-wheeled customers. We find an empty table at Beth’s Twin Bluff Café, and enjoy the best lemon pie we’ve ever tasted.
Picturesque farms are everywhere in Buffalo County.
We headed north on State Highway 25 along the eastern edge of the Tiffany Bottoms Natural Area. At the village of Misha Mokwa, we turn east onto CR KK and complete the circle at the junction with CR D. Twists and turns command our full attention on our way to the village of Modena. Visit the general store in Modena to see two large motorcycle sculptures made from scrap metal, and pick up some cheese curds for a snack. We continue east on D until it dead-ends at Highway 37, then we follow the Buffalo River north and return to Mondovi.
The roads on this 110-mile loop are challenging, but most of the pavement is in good condition (be mindful of gravel in some corners). Part of what makes Buffalo County a great riding destination is the traffic — except for Highway 35, there is none! On a full day of weekend riding we encountered two tractors, two pickups, seven motorcycles, and one corn picker, which was blocking a narrow farm road. The only thing missing for a perfect riding weekend is a motorcycle class at the Waumandee Hillclimb so we can clock our time going up Blank Hill Road!
Snaking roads and incredible scenery in the Waumandee Valley.
Smooth, rideable power from its 249cc four-stroke engine
Lightweight feel contributes to nimble handling
Suspension is well balanced for jumps or rocky terrain
Low upkeep and maintenance needed
Strong Nissin brakes
Sidestand is a nice touch, even for the motocross track
Downs
Low-end power and overall torque could be better
Some vibration is felt at the handlebar, but it isn’t excessive
Fuel tank is a bit obtrusive and makes the radiator shroud area a bit wide between the rider’s knees
Gearing is tall for slow-speed maneuvers
Verdict
The CRF250RX is a user-friendly dirt bike. For those looking for something that can be used at the track or on single-track trails, this Honda will do the trick.
2021 Honda CRF250RX. (Adam Waheed/)
Overview
The CRF250RX is a fairly young off-road model from Honda since it was first introduced in 2019. It shares a space with Big Red’s CRF250R motocrosser, but is more geared for woods riding, desert riding, and GNCC competition environments. It is characterized by a 249cc liquid-cooled engine, larger fuel tank, convenient sidestand, and 18-inch rear wheel for additional tire sidewall flex and less chance of pinch flats.
Updates for 2021
The CRF250RX remains unchanged for the 2021 model year.
Pricing and Variants
Pricing for the CRF250RX is $8,399, which is $100 more than the preceding model.
Fuel injection of the 249cc liquid-cooled four-stroke makes sure the motorcycle always runs cleanly. We found it has smooth, broad power that makes it friendly on track or trail. A five-speed gearbox and chain make up the RX’s transmission and final drive. The latter is O-ring-sealed to limit chain maintenance intervals and boost durability.
On our in-house dyno, the 2020 model produced 38.2 hp at 11,900 rpm and 17.9 pound-feet of torque at 9,300 rpm. Its 38 hp is impressive for a 250 four-stroke off-road bike that weighs claimed 244 pounds.
A criticism we had during our testing was that gearing was a tad tall for slow-speed maneuvering over large obstacles.
Handling
Suspension includes an inverted 49mm Showa coil-spring fork which differentiates it from the air fork KTM, Husqvarna, and GasGas use. A Showa shock supports the back with 12.4 inches of travel. While some dirt bikes offer firmer suspension, the RX provides a more supple feeling. “Yet the suspenders offer enough damping support to withstand impacts from jumps and other obstacles encountered at speed even with a heavy 191-pound rider,” wrote our test rider. “We also value its above-average stability especially over rough terrain in top gear and its nimbleness in low gear in the woods.”
Brakes
Braking is handled by a pair of Nissin hydraulic disc brakes. We reported that both ends are strong and fade-free. With a dirt bike you tend to use the rear brake quite a bit and the RX’s rear brake works really well.
Fuel Economy and Real-World MPG
Fuel economy is not currently available.
Ergonomics: Comfort and Utility
Its claimed 37.8-inch seat height is a tad tall, which is common on dirt bikes when compared to streetbikes. The position-adjustable Renthal Fatbar handlebar is not too far forward nor is it too far back. Sturdy footpegs provide good grip.
2021 Honda CRF250RX. (Adam Waheed/)
Electronics
The CRF250RX is equipped with a three-position-adjustable electronic launch control system and three selectable engine maps: Smooth, Standard, and Aggressive.
Warranty and Maintenance Coverage
A six-month warranty is a nice security threshold in case anything goes wrong on this machine.
Quality
Honda’s known for its durability and this CRF250RX is very well put together. Plus, you don’t need to be a professional racer to get the most out of it.
Harley-Davidson has launched an online portal for buying or selling pre-owned Harley-Davidson motorcycles. The H-D1 Marketplace will help customers look for used motorcycles across Harley-Davidson’s U.S. dealer network. Harley owners looking to sell their bikes can also use the Marketplace to connect with dealers willing to buy.
Essentially, H-D1 Marketplace becomes a broker for pre-owned Harley-Davidson motorcycles, taking advantage of the company’s extensive dealer network as well as H-D Financial Services. During Harley-Davidson’s second quarter 2021 presentation, Jochen Zeitz, president and chief executive officer, said that 100% of all qualified dealers in the U.S. have signed on to the H-D1 Marketplace.
Begin Press Release
HARLEY-DAVIDSON LAUNCHES H-D1 MARKETPLACE
The Ultimate Destination for Pre-Owned Harley-Davidson Motorcycles in North America
Today we are launching H-D1 Marketplace on H-D.com.
H-D1 Marketplace will provide consumers with the most comprehensive opportunity to search, experience, sell and purchase pre-owned Harley-Davidson motorcycles across North America. Backed by the strength and scale of our dealer network and enhanced by the Harley-Davidson Certified program for extra peace of mind, H-D1 Marketplace will facilitate a seamless purchase experience for customers looking for that special pre-owned Harley-Davidson.
“The launch of H-D1 Marketplace is the first step towards our ambitious transformation of H-D.com into the leading online destination for everything Harley-Davidson,” said Jochen Zeitz, Chairman, President and CEO, Harley-Davidson. “We want our online presence to connect and support our H-D network – from enhanced online experiences, unique community engagement, to exclusive content and learning. The H-D1 Marketplace platform will connect our customers, community and our strong dealer network, with the goal to become the largest marketplace for pre-owned Harley-Davidson motorcycles in the United States.”
Launching first in USA, H-D1 Marketplace will start with the entire selection of pre-owned Harley-Davidson motorcycles from our participating dealer network, that will be available for our customers to browse and customize online. Powered by H-D Financial Services, customers will have access to innovative, industry-leading financing solutions, to make purchasing even easier. Through the ‘Sell My Bike’ feature, customers will also be able to sell their motorcycles directly into the Harley-Davidson dealer network.
Customer experience is a key element of the Hardwire Strategic Plan, designed to enhance our position as the most desirable motorcycle brand in the world. The Hardwire puts customers at the forefront of our products, experiences and investments. Our goal is to seamlessly engage with customers, creating a meaningful, unique and personalized experience with Harley-Davidson, every day.
H-D1 Marketplace also fulfills our Hardwire objective to include riders of pre-owned Harley-Davidson’s as an important part of the H-D customer base, recognizing their unique perspectives and contributions to the brand.
To experience and learn more about H-D1 Marketplace, visit www.H-D.com.
Completely redesigned for 2021, the Triumph Speed Triple 1200 RS has more power, less weight, and premium components and electronics. (Photos by Kevin Wing)
Yes, this is a review of the 2021 Triumph Speed Triple 1200 RS, the legendary streetfighter from Hinckley that has been completely redesigned. More power, less weight, all the must-haves – you get the idea. For me, testing the Speed Triple was personal. But before I get into it, you should know the backstory.
London, England, 1998. I can still fit everything I own into the trunk of a hatchback, and for the first time in my short life, I’m earning more money than I’m spending. When my employer relocates me to a new office in the financial district, my commute becomes a 45-minute crush on the Tube. With a modest pot of cash building in the bank, I decide now is the time to buy my first proper motorcycle. Lane splitting in Britain is legal, and I plan to join the multitude of well-healed professionals commuting through the traffic and into the city each morning.
The legendary streetfighter from Hinckley has been completely redesigned and the 2021 Triumph Speed Triple 1200 RS has more power, less weight, and premium parts.
It’s the same year Triumph gives its naked hooligan, the Speed Triple, an aggressive redesign. Introduced in 1994, the Speed Triple had already left its mark. The new styling for ’98 includes wider, higher bars and distinct double headlights under a minimal flyscreen, a design that Tom Cruise will come to immortalize in Mission Impossible II.
The engine is now the 955cc Triple from the Daytona, producing a whopping 130 horsepower. I visit the Triumph dealership in Vauxhall so often the sales staff make fun of me and pretend to close the shop, telling me, “turn off the lights when your done sitting on it.” The Speed Triple’s price tag is hanging from the handlebar: £7,999 (around $13,000), which is about ten times more than I’ve ever spent on anything.
Alas, saving for my first proper bike is competing with the fiscal demands of London’s nightlife, and ultimately, I scale down my plans. The Kawasaki Ninja ZX-6R I buy leaves £2,500 for some decent gear, but as much as I love the Ninja, I lament the hooligan and tell myself there will always be a next time.
Fast forward to 2005. London is history, as is the Ninja. New York is now my home and the center of the universe. Business is going well, but occasional rental rides are not cutting the mustard from a thrill perspective. As if in answer to my thoughts, Triumph releases the fourth generation of the Speed Triple, with a larger 1,050cc inline-Triple and a new chassis. But it’s the massive dual underseat pipes, which help expose the single-sided swingarm, that catch my eye.
I head down to the Triumph dealer in SoHo and climb aboard. It’s bigger than I remember, and meaner looking. I decide, right there and then, I’m going to buy it. But a test ride is “out of the question” until I get a New York driver’s license, as is insuring any bike I buy. I book the test, but somewhere along the way, a petite Italian also catches my eye, and suddenly I have a shared bank account and an eye-watering mortgage. My new fiancé doesn’t think a new motorcycle is a priority right now.
Time marches on. With each generation, the Speed Triple gets better and better. And with each passing year, it seems farther out of reach.
The new Speed Triple 1200 RS is one of the lightest hyper naked bikes on the market, making it extremely agile.
Now it’s 2021, and I’ve been living in Los Angeles for a few years. A few weeks after starting my new job at Rider, our EIC says he needs me to test the new Speed Triple 1200 RS. And just like that, I’m holding the keys – a keyless fob, actually – to a machine I’ve coveted for years.
Revised from the ground up, the new Speed Triple certainly looks the part. The underseat pipes are gone, replaced with a superbike-style can, but the fox-eye headlights, which replaced the iconic round ones in 2011, are as menacing as ever. It feels more compact than I remember, with a narrower seat and gas tank. Our test bike’s color scheme is the Matte Silver Ice option. Sapphire Black is also available and both colors are understated, flying in the face of its many candy-colored rivals or even the garish colors offered on Speed Triples in the past, like Nuclear Red and Roulette Green. But it’s no sleeper. Huge Brembo brake calipers and Öhlins suspension are clear indicators of the power they’re tasked with harnessing.
All of the 2021 Speed Triples are designated RS, and standard equipment includes fully adjustable Öhlins suspension and Brembo Stylema front brake calipers.
Triumph completely redesigned the Speed Triple’s engine, starting with an increase in displacement (1,160cc, up from 1,050) and a race-bred oversquare piston configuration. A bigger bore and a shorter stroke result in a higher redline, now 11,150 rpm. A new ignition system with twin-tip spark plugs improves combustion, and a new air intake and free-flowing exhaust system help squeeze every available horse from the Hinkley hooligan. On Jett Tuning’s rear-wheel dyno, the Speed Triple grunted out 165.5 horsepower at 10,800 rpm and 87 lb-ft of torque at 8,500 rpm, figures that are much higher than the previous model.
Triumph’s engineers must have been busy because, despite the performance gains, the new engine weighs 15 pounds less than before and is Euro 5 compliant. Lighter moving parts have significantly reduced engine inertia, promising a very revvy engine. A lighter slip/assist clutch assembly has fewer plates but more friction per plate, and it’s linked to a new stacked 6-speed gearbox with an up/down quickshifter. An all-new cast-aluminum chassis is both stronger and lighter, further cutting the Speed Triple’s curb weight down to just 437 pounds.
Dyno results for the 2021 Triumph Speed Triple 1200 RS
Compared to the Speed Triple R we tested back in 2012, the 2021 RS makes 40 more horsepower and weighs 40 pounds less. Take a moment and let that sink in.
The only Speed Triple 1200 available for 2021 is the RS model, and with that designation comes premium equipment. Fully adjustable Öhlins suspension includes an NIX30 inverted fork and a TTX36 twin-tube rear shock. Braking at the front wheel is supplied by twin Brembo Stylema radial monoblock 4-piston calipers clamping 320mm discs, and at the rear, a single Brembo 2-piston caliper. Tires are grippy Metzeler Racetec RR tires with just a hint of rain sipes.
Brembo Stylema calipers, coupled with Metzler Racetec RR tires make for truly impressive stopping power.
After getting acquainted, I start to get a feel for the Speed Triple’s handling as I make my way out of the city. The ride is firm, as is the seat; not a stone, but not plush either. The quickshifter works beautifully, especially at the higher rev ranges, but I can’t find neutral to save my life. By the time I reach the back roads I feel acquainted enough to really open up the throttle as I exit a familiar, sweeping corner. Thump-in-the-chest acceleration follows as the engine spins up almost instantly. I know this road intimately, but suddenly it feels shorter and I’m up to the next corner before I know it. With a firm, progressive pull on the brake lever, the stopping power from the Stylema calipers feels like I just launched a parachute. I lose my flow through the corner because now I’m too slow.
Out on the back roads, I finally get to open up the Speed Triple’s throttle, the engine response is immediate, and acceleration out of the corners is blisteringly quick.
A few miles later and I’m coming to grips with it. The Triumph is in Road mode and I see no reason to change that. The body position is spot-on for a naked, the sporty side of neutral, and despite the firm seat and significant bend at my knee, I’m not uncomfortable. The bars are wide but steering inputs are precise. Triumph has moved the footrests inboard slightly, and when I get confident enough to test the sticky Racetecs, I find plenty of grip and ground clearance.
Now that my brain is properly calibrated, I come to appreciate the phenomenal brakes. I can be heavy on the rear with no issues, and the front brakes are immediate without being snappy. There is barely a whiff of dive in the fork. Our test bike came straight from a track test, and the suspension was carved-from-granite stiff. We turned the clickers on the Öhlins NIX30 to remove nearly all of the compression and rebound damping, and the ride was much improved. Taut and responsive, though as a 160-pound rider I’d like to go softer still.
The Speed Triple is a breeze to ride, despite the race-bred engine. The performance is staggering, but not unwieldy. Thanks to the abundant torque it’s happy to tootle about in the higher gears. Throttle response is sharp but manageable, and when I’m a little heavy-handed, wheelie control kicks in and levels things out (you can turn it off and wheelie away if that’s your thing). The bike feels smaller than it is, and is eminently flickable, darting into corners on demand with eye-popping acceleration on exit. Sometimes the firm ride can be unsettling on less-than-perfect roads, but through a smooth series of corners it’s like magic.
The cockpit is nicely understated, and the dash is clear and readable in bright daylight and in the dark. Snazzy graphics add a bit of flare.
Triumph applied its standard minimalist approach to the cockpit. A low-reflection, 5-inch TFT display defaults to a view of the tach, gear position, and speed, and snazzy dash graphics rotate the default screen to the side when you access the menu. A new six-axis IMU sensor empowers a full suite of electronic rider aids, including multi-mode cornering ABS and traction control. There are five riding modes: Rain (power is restricted to 99 horsepower), Road, Sport, Track, and Custom. On the street, the Speed Triple is more than saucy enough in Road mode. All-round LED lights, backlit switchgear, keyless ignition, and cruise control are standard.
The Triumph Speed Triple 1200 RS exceeded my expectations. As I rode it more and more, I adapted to it, and I’d like to think it adapted to me. We got to know each other. I grew more confident in its handling and braking capabilities, which allowed me to explore more of its performance envelope. The mighty Triple rewarded me with one of the most thrilling riding experiences of my life. They say you should never meet your heroes, but in this case, there was no letdown. I still love the Speed Triple. And yes, it was worth the wait.
This 1970 Husqvarna 250 Cross belonged to Bruce Brown and appeared in On Any Sunday. It is now part of the Petersen Automotive Museum’s collection. Photos by TED7 / Courtesy of the Petersen Automotive Museum.
For a while there, 50 years ago, Husqvarna was perhaps the best-known and most desirable dirtbike in the world. They were good enough bikes — I owned and tested them in the day — but fame earned in the hands of Baja racer and ISDT gold medalist Malcolm Smith, and their use by actor Steve McQueen, exposed and validated the bikes to more people through the movie On Any Sunday than probably any amount of advertising or editorial coverage could accomplish. Whereas magazine tests and race results reached readers hungry for the latest news about the latest products, such impressions often vaporize when the next generation of products arrives. And from the mid-1960s onward until the modern 4-stroke dirtbike era, those changes were relentless.
What the movie actually did for the Scandinavian machines was far deeper, what scientists would define as “imprinting.” In 1935, Austrian zoologist Konrad Lorenz noticed that goslings (newly hatched geese) would memorably imprint on the first living animal they saw, whether that was Mother Goose or a person. This imprint became lifelong, the same powerful imprint that Husqvarna’s heroic and emotional appearances in On Any Sunday created for kids and young adults at the time. And so, all these years later, the effect Husqvarna — particularly the twin-shock, chrome-sided tank models with the aluminum fenders — has on legions of middle-aged men is real, bordering on mental.
With its hand-stenciled number plate, scuffed finishes, and weathered patina, Bruce Brown’s 250 Cross tells a story of competition and heavy use, and it helped make Husqvarna famous in America. Its air-cooled 2-stroke single and bolt-together frame were simple but durable. Brown replaced the original metal fenders with lighter, flexible plastic fenders made by Preston Petty Products.
How did Husqvarna of far-flung Sweden — the land of reindeer and icy fjords — find itself in the right place at the right time? Maybe it was serendipity, since in 1953 the company produced its first purpose-built enduro, the Silver Arrow, featuring an upswept exhaust and high-mounted fenders to idealize the bike for trail use. Presciently, Husky likewise pioneered a 500cc 4-stroke for FIM motocross competition in 1958, but that model had a short lifespan.
Featuring lights, a horn, a speedometer, and a California green sticker, this 1967 250 Commando (VIN 167038) dual-sport was the first Husqvarna owned by Steve McQueen. Like Brown’s 250 Cross, it has been preserved in its original, unrestored condition, with a battered red-and-silver tank, a rusty exhaust pipe and a taped-up seat.
From there, a few more years of development finally produced a 2-stroke production motocross bike fit for America. Motocross had just come here by way of California in 1965, thanks to West Coast roadracer Wes Cooley, Sr., who discovered the fledgling sport while in Europe. After returning home, he organized the first known sanctioned MX event in this country, an invitational at Castaic near Los Angeles.
“When Wes called to announce the race, most of us said, ‘What?’” laughed AMA Hall of Fame member Mary McGee. “Even so, 45 of us, mostly desert riders, showed up.” McGee rode that event, although on a Triumph twin desert sled and not a Husky, making her America’s first female motocross racer. Then Cooley repeated in 1966.
“This was the first U.S. motocross race for Husqvarna, and also the first U.S. race for Torsten Hallman,” McGee added. Hallman would ultimately win six 250cc world titles for Husky and was atop his game in ’66. “Now there were close to 60 riders, but everyone had their eyes on Torsten. He and the Husky together made a huge impact. Mostly because Torsten was so bloody fast, but also because the Husky was a proper motocross bike — it was so beautiful compared to looking at a big, huge Triumph, Matchless, or AJS. That reverberated fast through the manufacturers.”
The other factor in the serendipity equation was Edison Dye, who obtained Husqvarna distribution rights in America and had brought Hallman here. Aboard the newfangled Husqvarna, Torsten simply blew the competition away, establishing a benchmark for the new sport of motocross that was totally European — Swedish, actually — from the bikes’ weirdly named Trelleborg knobby tires on up.
Prior to this time, Malcolm Smith rode a heavy 4-stroke Matchless G80CS, and then hopped over to a 2-stroke Greeves before trying a Husqvarna in a desert shakedown. “In 1966, Edison came to my repair shop and wanted me to race one of the two Husqvarnas he had imported,” Smith recalled. “I said no because I was racing a Greeves for Nick Nicholson. But he had one in his pickup and said, ‘At least try it.’ So, I rode it around the track we had built in the hills and came back and told him I would race it. It was so much better feeling than anything I had ridden before — light, powerful, and agile. I won many races on it and kept on racing Husqvarnas until they were sold to the Italians.”
The 1971 Husqvarna 400 Cross is one of two donated to the Petersen Automotive Museum by Mark and Randy Zimmerman. Steve McQueen had it done up in chrome before giving it to his friend and fellow actor, James Coburn.
I asked Malcolm to recall his favorite and least-favorite Huskys. “The best Husqvarna I had was a 400WR 6-speed,” he said. “Very smooth, even power, and no vibration. It was only produced one year before they made it a 430.”
And the worst? “The worst bike Husqvarna ever made was the air-cooled Desert Master 450,” he revealed. “They used the ‘boat anchor’ motor, as we called it. Big, heavy, slow, and unreliable.”
With good business smarts even as a young man, Smith obtained a dealership franchise as he started racing Husqvarnas. Over the years that franchise grew into the Malcolm Smith Motorsports dealership in Riverside, California, and the Malcolm Smith Racing (now MSR) product line that have made Smith wealthy as well as famous for his on-track and on-screen accomplishments. As is typical though, instead of mentioning this, Malcolm credited Husqvarna rep Gunnar Lindstrom, a talented engineer as well as racer, with helping the brand grow in the States.
The story thus far may appear to start Husqvarna’s clock in the mid-1960s. While that’s true in the U.S., the brand’s history runs much deeper. Husqvarna began as a gun manufacturer in 1689, produced bicycles in the late 1800s, and in 1903 began manufacturing motorcycles. Starting in the 1910s, Husqvarna produced V-twin road bikes, and for a time in the 1930s, 350cc and 500cc V-twin racing models that won several Grands Prix, although most of the precious team bikes were lost in a truck fire.
Steve McQueen’s Husqvarna 400 Cross has the original aluminum fenders, with a rubber mud flap on the front that would bend and flop around at speed.
The basic engine that powered the famous Husqvarna 250 Cross and 400 Cross bikes in Bruce Brown’s historic 1971 film first took shape in the mid-1950s Silver Arrow enduro model. Studying the egg-shaped engine cases and the organic shape of the air-cooled piston-port cylinder and head reveals how a postwar engineering draftsman’s board produced forms that, decades later, were drawn by innumerable school kids on their schoolbook covers.
The ode of these early purebred dirtbikes, from the mid-1950s through the mid-1980s and the end of the line for the “original” Husqvarna motorcycles, was defined by engineering principles of simplicity, strength, performance, and light weight. Inside those first egg-shaped cases were a straightforward pressed-together crankshaft supported by ball bearings and using a roller-bearing connecting-rod big end. Up top was an iron cylinder liner press-fit into an aluminum cylinder, topped by an aluminum head. A simple magneto provided spark and, for enduro versions, lighting.
Power flowed from the crank to the early 4-speed dog-type gearbox via a gear primary drive and a multi-plate wet clutch. This type of architecture was widely found among European dirtbikes such as Bultaco and CZ. A tuned upswept expansion chamber maximized power in the desired portion of the rev range, and complemented, as did the gearbox ratios, the intended use of the model.
Noted motocross bike restorer Bill Masho has rebuilt numerous Huskys to museum standards and knows them from their crankshafts up. “They are logical but not over-engineered, and robust enough with regular maintenance,” he noted. “Early (1966-67) oval-case 4-speeds were exceedingly good, displacing 2-stroke Greeves and other early ’smokers. The 1970-71 400 Cross was probably the best model of the series — no major faults. The first 5-speeds (starting in 1972) were heavy and slower, and didn’t handle as well. But the later ones — particularly the GP of 1975-76 — were very effective.” Masho should know. As this was written he was in Unadilla racing a post-vintage national.
This 1971 400 Cross (VIN MI4666) was registered to Solar Productions, Steve McQueen’s production company. It’s the same model Husky on which he did a shirtless wheelie for the August 23, 1971, cover of Sports Illustrated (“Steve McQueen Escapes on Wheels”). This one was modified with a Ceriani fork and Koni shocks, and it underwent a full restoration in 2012.
Highly desirable today are the early “bolt together” frame models, and naturally the iconic On Any Sunday models with the rounded, chrome-sided tanks and that peculiar mud flap hanging off the front fender like the floppy ear of a mutt. Honda copied it on the first Elsinore models, a shameless mimicry some thought.
Husqvarna was on the world stage in motocross from the get-go, and it soon enough got there in America too, thanks to Hallman, Smith, and notable U.S. riders including Mark Blackwell, Kent Howerton, Brad Lackey, and Chuck Sun. And in the desert, J.N. Roberts and Whitey Martino — and John McCown with his dog Kookie riding on the gas tank! — excelled. Remarkably, given the brand’s strong reputation, in 1976 Howerton claimed Husqvarna’s first and only U.S. national motocross championship in the 500cc class. It would be over 40 years before Zach Osborne repeated the feat aboard the modern KTM-bred 250cc and 450cc 4-strokes. Dick Burleson and Malcolm Smith flew the Husqvarna flag in enduros, and Smith won the Baja 1000 twice on Husqvarnas, first with Roberts and later with Gunnar Nilsson.
The Japanese companies got on the pipe big time in the 1980s, reshaping the technology battlefield with liquid cooling, long-travel suspension, and single-shock, rising-rate rear suspension systems in a stampede of progress. Husqvarna was late to follow, and eventually fell out of favor with the hard chargers. Even so, with its antiquated air-cooled engines and twin shocks, the brand soldiered on into the mid-1980s in the U.S. And then the party — at least here — ended, as the forward-looking ’83 TE 510 4-stroke enduro was a decade ahead of the industry. Ownership of Husqvarna traded hands several times — Cagiva in 1987, BMW in 2007, and finally KTM in 2013.
Today the “new” Husqvarna is active in motocross, cross country, and enduro, and offers a line of 2-stroke and 4-stroke bikes paralleling KTM’s meteoric line. Husky is now also back on the street with the 701 Supermoto, 701 Enduro dual-sport, the avant-garde Svartpilen and Vitpilen naked bikes, and the upcoming Norden 901 adventure bike.
It’s been 50 years since On Any Sunday charmed audiences across the country, and even longer since those first wraithlike silver-and-red Husqvarnas lined up to race in the hills of Southern California. A kid who got an eyeful that day would nearly be a senior citizen now, but he would still remember the unmuffled shout of 2-stroke racing engines and the flash of the Huskys’ chrome-sided tanks, polished fenders, and maybe even that floppy mud flap swept back in the wind.
And that, my friends, is what you call an imprint.
The Husqvarnas shown in the accompanying photos were donated to the Petersen Automotive Museum by Mark and Randy Zimmerman. The Petersen’s permanent collection includes hundreds of automobiles and motorcycles. Located in Los Angeles, the museum regularly features motorcycle exhibits in the Richard Varner Family Gallery — “ADV:Overland,” curated by Paul d’Orléans, opened in July 2021. For more information, visit petersen.org.
350cc engine is fun and offers an entertaining amount of torque
Adjustable suspension is comfortable and plush. It does well in 90 percent of trail riding scenarios
Brakes, tires, and controls are competition-ready level
Downs
Engine is flat in the rpm range above 8,000
Cornering suffers a little in tighter turns because of its slightly longer feeling chassis
Wide ProTaper handlebar could be cut down for tight trail riding
Verdict
An enduro that’s easy to ride, has a lightweight feel, and offers plush suspension like the FE 350 can be ridden for multiple days in a row without expending too much energy.
2021 Husqvarna FE 350. (Husqvarna/)
Overview
Husqvarna has two four-stroke enduro models in its lineup including the FE 350 and FE 501. The FE 350 resides below its FE 501 counterpart in terms of displacement with its 350cc liquid-cooled engine and targets the trail rider who aims to navigate through technical terrain at lower speeds. Seeing as it is California green-sticker compliant, 50-state legal, and meets United States Forest Service requirements with its spark arrestor, the FE can be ridden in many areas that are otherwise restricted to other off-road models such as the FX 350.
Updates for 2021
The FE 350′s new graphics are the only change for 2021.
As seen in the FC 350, FX 350, and FE 350s, the 350cc liquid-cooled four-stroke engine is also in the FE 350. Prior to our testing, we recorded power figures from the FE 350: 36.5 hp at 9,200 rpm and 21.8 pound-feet at 7,900 rpm.
During testing, the engine produced “fun, easy-to-control torque, making good power through the lower rpm range until about 8,000 rpm, after which it seems to get a little flat.” If more power is desired, tapping into aftermarket products such as an ECU and exhaust system can unlock even more potential for competitive riding/racing.
2021 Husqvarna FE 350. (Husqvarna/)
Handling
When it comes to the FE 350′s handling it “feels fairly well balanced most of the time, with the fork tending to ride a little low in the stroke under heavy braking and especially on downhill trails,” we wrote in our full review. Because it is a touch long, cornering in tight, slow sections is more difficult and requires the rider to use their weight to manipulate the motorcycle.
The 48mm WP Xplor fork is adjustable for compression damping, rebound damping, and spring preload, where the WP Xact shock is spring preload, high-/low-speed compression damping, and rebound damping adjustable. This level of adjustment helps riders optimize the suspension settings to personal riding styles or terrain. In stock form it is a touch soft, but we reported that it “does a good job for trail riding about 90 percent of the time, offering impressive comfort and plushness. Below 30 mph, it’s just about perfect. It lacks a little performance when you really start to push the bike in heavier load situations, such as hitting whoops and G-outs, and under braking.”
Brakes
Magura brakes with 260mm and 220mm rotors make up the FE’s stopping power. In our review we consider the brakes, along with the tires and controls, to be competition-ready.
Fuel Economy and Real-World MPG
Although fuel economy is not available, a 2.2-gallon fuel tank is par for the course of Husqvarna’s four-stroke enduros.
Ergonomics: Comfort and Utility
The stock ProTaper handlebar is too wide for tight trails, however, we did like the durable and well-designed hand guards. Compared to its KTM 350 XCF-W counterpart, the seat height is 0.4 inch lower, making it a slightly easier perch for shorter riders.
2021 Husqvarna FE 350. (Husqvarna/)
Electronics
Information such as trip, speed, and fuel consumption can be viewed on the multifunction odometer. This four-stroke also has adjustable engine maps and traction control, in addition to an electric starter.
Warranty and Maintenance Coverage
A 30-day warranty is provided from the date of purchase.
Quality
The FE 350 is a great platform for those who want a capable motorcycle for single-track riding as well as those with aspirations to customize it into a competition-level enduro.
Although the 2021 Suzuki RM-Z250 is a bit behind the competition, it possesses a number of positive qualities and is a viable option for beginner and novice-level motocross riders as well as vets.
The 2021 Suzuki RM-Z250 is a quarter-liter motocrosser designed for competition. It utilizes smartphone-based technology with the MX-Tuner 2.0 system to dial in its 249cc liquid-cooled DOHC four-stroke engine. A dual-injector fuel system makes it unique in comparison to all but one other in its class. It is one of the least expensive among its competition with charms that make it an attractive motocrosser.
Updates for 2021
The MX-Tuner 2.0 system is new for 2021, otherwise the engine remains unchanged since its 2019 revamp, and the only other noticeable update is the redesigned graphics.
Pricing and Variants
The quarter-liter RM-Z retails at $7,899 making it one of the most affordable of the 250F motocrosser bunch.
Competition
Those shopping for Suzuki’s 250 motocrosser would find that it competes with the Honda CRF250R, Husqvarna FC 250, KTM 250 SX-F, GasGas MC 250F, Kawasaki KX250, and Yamaha YZ250F.
Powertrain: Engine, Transmission, and Performance
In order to find out what the 249cc liquid-cooled four-stroke was made of, we ran it on our in-house dyno to learn that it produces 36.3 hp at 11,500 rpm and 18.6 pound-feet of torque at 9,100 rpm. This performance test was followed by on-track testing by contributor Allan Brown. Brown wrote that while the RM-Z is not the strongest on the dyno, it is still a well-running engine, and part of the reason for its not having better results on the dyno is that the power is focused in the midrange as opposed to the top-end like its competitors. The five-speed transmission’s first through third gear are fairly close together with a larger gap between third and fourth; “Riders will want to be sure and run it out as far as possible before upshifting,” Brown continues.
Suzuki’s motocross bikes are praised for their cornering capabilities, and the newest RM-Z250 is no different. Brown said that it corners easily while remaining stable on the straights. “Even with unusually stiff suspension, the bike will still rail every inside rut on the track.”
During testing the KYB Air-Oil Separate (AOS) coil-spring fork and KYB shock proved to be very stiff. The fork’s stiffer spring rate worked well on jumps, flat landings, and under heavy loads, but that was not the case for smaller chop during corner entry. To improve the suspension performance required lots of adjustments. The front is adjustable for compression and rebound damping while the rear is adjustable for spring preload, high-/low-speed compression damping, and high-/low-speed rebound damping.
Brakes
The Nissin two-piston caliper, 270mm disc (front) and Nissin single-piston caliper, 240mm disc (rear) are very high quality.
Fuel Economy and Real-World MPG
Fuel economy numbers were not provided. The 1.7-gallon fuel tank, however, sits right in between its competitor’s engines that have 1.8- and 1.6-gallon capacities.
Ergonomics: Comfort and Utility
Brown felt the bike’s ergonomics were mostly on point, the only minor criticism being the bike felt a little tall yet compact. The seat is very flat and the bike is narrow between the rider’s legs. The Renthal Fatbar 821-bend handlebar does not have much rise, especially compared to others in the class that are equipped with Renthal’s 839-bend unit.
In addition to the MX-Tuner 2.0 system, the RM-Z250 has Suzuki Holeshot Assist Control (S-HAC) which helps with takeoff. There are three modes: base mode (standard power), mode A (for hard or slippery conditions), and mode B (for heavy traction surfaces and aggressive launches). The bike also includes two separate fuel couplers and a traction management system. The traction management system works slightly differently than a streetbike’s traction control system, by working with the ECM to measure throttle opening, engine speed, and gear position and then it adjusts ignition timing and fuel injector duration accordingly; it does not measure rear tire spin.
Warranty and Maintenance Coverage
Not applicable, as there is no warranty of any kind.
Quality
Despite it having stiff suspension and not producing the most horsepower, the RM-Z250′s suspension, brakes, and wheels are very high quality and it still has plenty of power, especially for returning riders or those moving up from a 125cc two-stroke.
BMW is getting a slight upgrade to their sound systems – and as a musician and a rider, I am 100% behind this one.
The German company is collaborating with renowned sound equipment manufacturer Marshall to boost the sound systems for future BMW motorcycles. Check out the above video release for more information.
The Word is that the upgrades will likely go to the Heritage Line, specifically the R Nine T and R18 models – though it would be amazing if they were able to deck out newer members of the showroom with the ability to upgrade as well (looking at you, S1000RR).
Obviously, a couple of questions come to mind with all this information.
What will the sound system look like? Will the collab give us oldies, boombox-style speakers? Low-profile earphones? Mountable Bluetooth connectors, or perhaps even an entire system specific to BMW helmets?
A view of the BMW R Nine T – one of the bikes likely to get the new BMW/Marshall sound system
BMW has yet to say, though it’s likely the system will match the style of the Heritage Line and pull a retro number for the crowd.
The best part about this press release for me is that the release date for the sound systems is July 29. So soon!
A view of the BMW R18 – one of the bikes likely to get the new BMW/Marshall sound system
A scant 8 days from now, you could be bouncing in your desk chair, ordering a BMW/Marshall sound system while humming ‘Born To Be Wild’ – a notable example of the perfect combination of music and motorcycles.
Ride on, update your favorite music playlist, and make sure to check back for updates.
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